S76 C++ CAE Pilot Training Manual - Compressed

Sikorsky (S76 C++)
Pilot Training Manual Revision 0
cae.com
NOTICE: This Sikorsky (S76 C++) Pilot Training Manual is to be used for
aircraft familiarization and training purposes only. It is not to be used as,
nor considered a substitute for, the manufacturer’s Pilot or Maintenance
Manual.
Copyright © 2013, CAE, Inc.

All Rights Reserved.
Excerpted Materials used in this Publication

have been reproduced with permission of the
Sikorsky Aircraft Company.
Printed in the United States of America.

1
Introduction
Sikorsky S76 For Training Purposes Only 1-1

March 2013
This page intentionally left blank.
1-2 For Training Purposes Only Sikorsky S76

March 2013
Introduction
Welcome to CAE
Welcome to CAE
Our goal is a basic one: to enhance your safety, proficiency and
professionalism within the aviation community. All of us at CAE
know that the success of our company depends upon our
commitment to your needs. We strive for excellence by focusing
on our service to you.
We urge you to participate actively in all training activities.
Through your involvement, interaction, and practice, the full
value of your training will be transferred to the operational
environment. As you apply the techniques presented through
CAE training, they will become “second nature” to you.
Thank you for choosing CAE. We recognize that you have a
choice of training sources. We trust you will find us committed to
providing responsive, service-oriented training of the highest
quality.
Our best wishes are with you for a most successful and rewarding
training experience.
The Staff of CAE

March 2013

March 2013
Introduction
Using this Manual

This manual is a stand-alone document appropriate for various levels of training. Its purpose is to serve as
an informational resource and study aid.
The Quick Reference section provides limitations, memory items from procedural checklists, and other data
for quick review.
The Operating Procedures
aircraft, normal procedures in an expanded format, standard operating procedures, maneuvers, and other
information for day-to-day operations.
The Flight Planning chapter covers weight and balance, and performance; a sample problem is included.
The Systems section is subdivided by aircraft system. Each system chapter contains a discussion of components,
manufacturer’s manuals.

March 2013

March 2013
2
Quick Reference
Contents
Quick Reference
Operating Limitations
Weight Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Category "A" Operations..................................................................................................................2-5
Category "B" Operations..................................................................................................................2-5
C.G. (Center of Gravity) Limits ........................................................................................................2-5
Loading Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Figur: Category “A” Maximum Takeoff and Landing Gross Weight (Sheet 1 of 2) . . . . . . . . . 2-7
Figur: Category “A” Maximum Takeoff and Landing Gross Weight (Sheet 2 of 2) . . . . . . . . . 2-9
Figur: Operating Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Figur: Category “B” Maximum Takeoff and Landing Gross Weight (Sheet 1 of 2) . . . . . . . . 2-13
Figur: Category “B” Maximum Takeoff and Landing Gross Weight (Sheet 2 of 2) . . . . . . . . 2-15
Figur: Center of Gravity Limits at Various Gross Weights. . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Types of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Category "A" and "B" Operations...................................................................................................2-19
Category "B" Rotorcraft - External Load Combinations .................................................................2-19
Minimum Flight Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Single Pilot (VfR) ..........................................................................................................................2-19
Two Pilots (IfR) .............................................................................................................................2-19
Single Pilot (IfR)............................................................................................................................2-19
Airspeed Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
Altitude Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
Ambient Temperature Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
Flight Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Electronic Flight Instrument System (EFIS) Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
Sliding Cabin Door Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
Flotation System Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
Sikorsky S76 C++ For Training Purposes Only 2-1

March 2013
System Limitations
Engine Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Engine or Drive System Operating Limits ......................................................................................2-25
Engine Torque Limits .....................................................................................................................2-26
N1 (Gas Producer) Speed Limits....................................................................................................2-26
N2 (Power Turbine) Speed Limits ...................................................................................................2-26
T5 (Power Turbine) Inlet Temperature Limits .................................................................................2-27
Starting and Shutdown ..................................................................................................................2-27
Digital Engine Control Unit (DECU) Limits.....................................................................................2-27
Engine Barrier filter Limits ............................................................................................................2-27
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Normal fuels .................................................................................................................................2-28
Authorized fuel Additives ..............................................................................................................2-29
fuel flow Range............................................................................................................................2-29
Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
Engine Oil Temperature Limits ......................................................................................................2-30
Engine Oil Pressure Limits ............................................................................................................2-30
Transmission Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Torque Limits .................................................................................................................................2-31
Transmission Oil ............................................................................................................................2-31
Transmission Oil Temperature Limits.............................................................................................2-31
Transmission Oil Pressure Limits ..................................................................................................2-31
Rotor Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
Power Off .......................................................................................................................................2-32
Power On .......................................................................................................................................2-32
Rotor Brake Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
Rotor Turning .................................................................................................................................2-32
Rotor Stopped................................................................................................................................2-32
Engine Cowling Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
Engine Cowling Open ....................................................................................................................2-32
Engine Cowling Removed .............................................................................................................2-33
Retractable Boarding Step Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Emergency Locator Transmitter (ELT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
. . . . . . . . . . . . . . . . . . . . . . 2-33
PRIMUS 440 Digital Weather Radar System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-38
On Instrument Panel ......................................................................................................................2-38
On Baggage Compartment Doors .................................................................................................2-38
On Rotor Brake Handle .................................................................................................................2-38
2-2 For Training Purposes Only Sikorsky S76 C++

March 2013
Quick Reference
Quick Reference
This chapter contains the aircraft’s operating limits and requirements, as well as system-by-system charts
summarizing power sources, distribution, and monitors.
This chapter serves as a convenient reference.

March 2013
ThFs pair FntrntFonally lrft blank.

March 2013
Quick Reference
Weight Limits
Maximum takeoff and landing weight is 11,700 lbs (5,307 Kgs). This helicopter is to be operated using the
approved loading schedule.
Catriouy "A" OpruatFons
Catriouy "B" OpruatFons
C.G. (Crntru of GuavFty) LFmFts
Lateral C.G. Limits

Left or right 3-1/2 inches (89 mm) except as restricted to left or right 2-1/2 inches (63.5 mm) at gross weights
above 11,400 lbs (5,171 Kgs) for taxi, takeoff, and landing.
Loading Limits
per square meter) for weights up to the maximum capacity of 600 lbs (272 Kgs).
CAUTOO
Caution must be taken to be sure that passenger, fuel, and/or baggage/cargo compartment loading
does not cause aircraft maximum gross weight and/or C.G. limits to be exceeded.

March 2013

March 2013
Quick Reference
Category “A” Maximum Takeoff and Landing Gross Weight (Sheet 1 of 2)
ANTI-ICE OFF BLEED AIR OFF
GENERATOR LOAD UP TO 200 AMPS
REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED FROM CHART BY THE AMOUNT SHOWN IN THE FOLLOWING
TABLE AS APPLICABLE. WITH COMPOUND CONFIGURATIONS, THE WEIGHT REDUCTIONS ARE CUMULATIVE.
CONFIGURATION WEIGHT REDUCTION
UTILITY HOIST INSTALLED 90 LBS
EXTERNAL SLIDING DOOR(S) OPEN 100 LBS
EXTERNAL SLIDING DOOR(S) CLOSED 50 LBS
MAIN TRANSMISSION
TORQUE LIMIT V2 (CDP) ~ KTS
0 -10 40 (30)
10 -20
BASELINE
-30
-34.4 TEMPERATURE ~ °C
P
D
C
20 45 (35)
M
U
IM
IN
M
50 (40)
T
30
O
N
K
30
1 2 55 (45)
40
V2
D
50 TE
IT
5000 FT RM
DENSITY PE MAXIMUM GROSS
UM WEIGHT ~ 11,700 LB
HIGH AMBIENT ALTITUDE IM
AX
TEMP LIMIT M
-1 0 1 2 3 4 5 6 7 8 9 0 2 4 6 8 9 10 11 12
PRESSURE ALTITUDE ~ 1000 FT POWER GROSS WEIGHT ~ 1000 LB
MARGIN ~ %
3.5 4.0 4.5 5.0 5.5
GROSS WEIGHT ~ 1000 KG
IN SHADED AREA, DO NOT TAKE CREDIT FOR POWER MARGIN ABOVE 0%.
March 2013
March 2013
Quick Reference
Category “A” Maximum Takeoff and Landing Gross Weight (Sheet 2 of 2)
ANTI-ICE OFF BLEED AIR OFF
REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED FROM CHART BY THE AMOUNT SHOWN IN THE FOLLOWING
TABLE AS APPLICABLE. WITH COMPOUND CONFIGURATIONS, THE WEIGHT REDUCTIONS ARE CUMULATIVE.
CONFIGURATION WEIGHT REDUCTION
UTILITY HOIST INSTALLED 90 LBS
EXTERNAL SLIDING DOOR(S) OPEN 100 LBS
EXTERNAL SLIDING DOOR(S) CLOSED 50 LBS
MAIN TRANSMISSION
TORQUE LIMIT V2 (CDP) ~ KTS
40 (30)
BASELINE
P
CD
45 (35)
UM
IM
IN
M
50 (40)
T
O
KN
30
1 2 55 (45)
V2
D
TE
IT
0 -10 RM
-20 PE
-30 -34.4 M MAXIMUM
5000 FT MU
DENSITY XI GROSS
ALTITUDE TEMPERATURE ~ °C MA WEIGHT
~ 11,700 LB
-1 0 1 2 3 4 5 6 7 8 9 0 2 4 6 8 9 10 11 12
PRESSURE ALTITUDE ~ 1000 FT POWER GROSS WEIGHT ~ 1000 LB
MARGIN ~ %
3.5 4.0 4.5 5.0 5.5
EXAMPLE GROSS WEIGHT ~ 1000 KG
IN SHADED AREA, DO NOT TAKE CREDIT FOR POWER MARGIN ABOVE 0%.
March 2013
March 2013
Quick Reference
18
15000 FT DENSITY ALTITUDE LIMIT FLIGHT NOT ALLOWED
16
14
PRESSURE ALTITUDE ~ 1000 FT
12
10
HIGH AMBIENT
8 TEMPERATURE LIMIT
6
4
2
0
-40 -35 -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50 55
TEMPERATURE ~ °C
March 2013
March 2013
March 2013
Sikorsky S76 C++
17
16
15
TAKEOFF
14 AND LANDING
DENSITY
ANTI-ICE OFF
ALTITUDE LIMIT TEMPERATURE ~ °C
~ 15,000 FT
13
-34.4
-30
12 -20 MAXIMUM
GROSS WEIGHT
-10 ~ 11,700 LB
11 0
10
10
20
9
30

8
40
DASHED LINES ARE FOR
INTERPOLATION ONLY
For Training Purposes Only
Category “B” Maximum Takeoff and Landing Gross Weight (Sheet 1 of 2)

7
50
4
HIGH AMBIENT
TEMPERATURE LIMIT
0
BLEED AIR OFF
MAXIMUM
0 GROSS WEIGHT
POWER MARGIN ~ %
11,700 LB
2
ENGINE
6
6 7 8 9 10 11 12
GROSS WEIGHT ~ 1000 LB

Quick Reference
3.5 4.0 4.5 5.0 5.5

2-13
March 2013
Quick Reference
Category “B” Maximum Takeoff and Landing Gross Weight (Sheet 2 of 2)
ANTI-ICE ON BLEED AIR OFF
ENGINE
POWER MARGIN ~ % PRESSURE ALTITUDE ~ 1000 FT
10
14
16
13
15
17
12
11
6
9
3
7
2
2
1
6
~ 15,000 FT
DENSITY
TAKEOFF
ALTITUDE LIMIT
AND LANDING
7
3.5
8
4.0
0
-10
4.5
10
-20
-34.4
-30
TEMPERATURE ~ °C
11
5.0
11,700 LB
GROSS WEIGHT
MAXIMUM
~ 11,700 LB
GROSS WEIGHT
MAXIMUM
12
5.5
March 2013
March 2013
Quick Reference
12
11
GROSS WEIGHT - 1000 LB
10
9
8
7
192 194 196 198 200 202 204 206 208 210
CENTER OF GRAVITY - INCHES AFT OF DATUM
NOTE:
DATUM IS 200 INCHES FORWARD OF ROTOR CENTEROID.
THE EFFECT OF LANDING GEAR RETRACTION ON CENTER OF GRAVITY NEED NOT BE CONSIDERED.
THE LIMITS DEPICTED IN THE DIAGRAM ARE APPROPRIATE FOR FLIGHT WITH MAIN LANDING GEAR
EXTENDED OR RETRACTED.
March 2013
March 2013
Quick Reference
Types of Operation
Catriouy "A" and "B" OpruatFons
Day, Night, IFR, and VFR.

IFR operations not approved with any doors open.
equipment (life jackets, rafts, etc.) as required by the operating rules are installed and compliance with
FAR 29.1411, 29.1415, and 29.1561 is shown.
Catriouy "B" Rotoucuaft - Extrunal Load CombFnatFons

Class "B" External Loads
OTE: A class "B" external load is an external load that can be jettisoned and is lifted free of land or
water during rotorcraft operation.
Minimum Flight Crew

SFnilr PFlot (VR)
Right seat only
OTE: Autopilot operation not mandatory for VFR operations.
Two PFlots (IR)

To be eligible for operations under IFR, the following equipment must be installed and operating, in addition
to any other instrument or equipment which may be required by Federal Aviation Regulations.
One autopilot system operating in the ATT Mode
Two inverters, with inverter switching operational
Two DC generators
Standby attitude indicator with emergency battery
Copilot’s instrument and controls must be installed and operable
Cyclic stick force trim
A navigation and communication system that has demonstrated compliance with the pertinent FAA
requirements
SFnilr PFlot (IR)
Two autopilot systems must be operating in the ATT mode

Standby CDI (or RMI) located on the pilot’s side of the instrument panel
Emergency ICS panel and spare headset
Copilot’s instrument and controls not required

March 2013
Airspeed Limits
VMINI (IFR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 KIAS
VNEI (IFR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 KIAS
VNE power on (Maximum Airspeed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 KIAS
See VNE placard, Figure 2-6 and 2-7 on pages 2-39 and 2-40, for variation of VNE with temperature, pressure
altitude, and gross weight.
VNE above 10,000 ft density altitude at actual gross weights greater than 11,000 lbs is Best
Rate-Of-Climb (BROC) airspeed (see appropriate VNE
2-39 and 2-40).
VNE power off is 136 KIAS. See VNE placard, Figure 2-6 and 2-7 on pages 2-39 and 2-40, for variation of
VNEwith temperature and pressure altitude.
Maximum airspeed for main landing gear down or in transit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 KIAS
Maximum airspeed for windshield wiper operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141 KIAS
Maximum groundspeed for landing, takeoff, or taxi. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 KTS
Maximum groundspeed for brake application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 KTS
Altitude Limits
Takeoff and landing, Category A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,000 FT DENSITy ALTITuDE
Takeoff and landing, Category B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,000 FT DENSITy ALTITuDE
Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15,000 FEET DENSITy ALTITuDE
Ambient Temperature Limits

-34°C (-30°F) to ISA +37°C not to exceed 49°C (120°F)

March 2013
Quick Reference
Flight Limits
failure
No aerobatic maneuvers allowed
360° hovering turn in <12 seconds prohibited
Flight in known icing conditions prohibited
With usable fuel per tank indicating 80 lbs or less, avoid sustained nose-down pitch attitudes in excess
of 5° nose low
Door vents
Pilot's window
Heater blower
Heater bleed-air
ECu
Category A - emergency operation only
Both engine control levers must remain in FLy during OEI (single engine) training operations.
CAUTOO
engine) TRAINING operations. NR will droop to approximately 90% before exiting OEI TRAINING.
Both engine control levers must remain in FLy during simulated ENGINE CONTROL operations
Engine ANTI-ICE ON at or below 2°C (36°F) with visible moisture
Maximum approved precision approach angle is 6.5° (uncoupled)
Maximum density altitude is 15,000 ft (enroute)

IFR lateral CG limits are 3.5 inches left or right
Flight director shall not be coupled below 60 KIAS

The pulselite system should not be operated in the clouds at night or on the ground while in close
proximity to other aircraft

March 2013
LIMITING HEIGHTS AND CORRESPONDING
SPEEDS FOR SAFE LANDING AFTER AN ENGINE
SUDDENLY BECOMES INOPERATIVE
THESE CURVES ARE APPLICABLE TO ALTITUDES
AND TEMPERATURES AT THE CORRESPONDING
MAXIMUM ALLOWABLE TAKEOFF GROSS WEIGHT
AS DETERMINED FOR CATEGORY A OR B. THE HIGH
HOVER POINT IS BASED ON MAXIMUM OGE HOVER HEIGHT.
INFORMATION ON TEST CONDITIONS:
1. HARD SURFACE RUNWAY
2. WINDS 5 KTS OR LESS
3. STRAIGHT TAKEOFF AND CLIMBOUT PATH
4. GEAR DOWN AT ENTRY
NOTE: AVOID FLIGHT WITHIN SHADED AREA EXCEPT
AFTER INITIATING FLARE FOR A NORMAL LANDING
260
240
220
200
180
INDICATED ALTITUDE ~ FT
160
140
120
100
80
60
40
20
0
0 20 40 60 80 100 120
INDICATED AIRSPEED ~ KTS
Figure 2-1: Height/Velocity Diagram
OTE: The H-V curve is performance information for category B rotorcraft with 9 or less passenger
seats but remains a limitation for category A rotorcraft and category B rotorcraft with 10
or more passenger seats. When operating the aircraft as a category B aircraft with 9 or
less passenger seats, refer to RFM supplement 117 "Category B operations with 9 or less
passenger seats."

March 2013
Quick Reference
Electronic Flight Instrument System (EFIS) Limits

Separate, functional, calibrated, and pitot statically powered altimeter, and airspeed indicator must be installed
1. Aircraft equipped with the single pilot IFR option - pilot’s symbol generator, EADI, EHSI, and CRT fan.
2. Aircraft not equipped with the single pilot IFR option - pilot and copilot symbol generators, EADI, EHSI,
and CRT fan.
Takeoff with an engine DC generator inoperative is not authorized during night or IFR conditions.
Sliding Cabin Door Limits

Maximum airspeed for opening and closing cabin sliding doors is 125 KIAS. This includes up to 125 knots
Maximum Continuous Power (MCP) climb and up to 125K autorotation. See
2-39 and 2-40 for variation of maximum airspeed with temperature and pressure altitude.
Maximum airspeed with either sliding door open, or both open is 125 KIAS. This includes
up to 125 knots MCP climb and up to 125K autorotation. See
2-39 and 2-40 for variation of maximum airspeed with temperature, and pressure altitude.
Flotation System Limits

March 2013

March 2013
Quick Reference
System Limitations
Engine Limits
OTE: Engine power usage at N1 greater than 99.6% will be cumulatively counted. Other than
operations using the OEI training provision, display of either the 2 minute or 30 second
usage light during high power operation is indicative that usage counting is proceeding.
Consult the engine maintenance manual for any consequences regarding usage counting.
EniFnr ou DuFvr Systrm OpruatFni LFmFts
Transmission Engine
Operating
Time Torque Limit Torque Limit T5°C %N1 %N2
Condition
(%) (%)
Takeoff 5 MIN 100 104 930 100.0 (1)
Maximum
-- 100 104 893 97.8 (1)
Continuous (5)
30 Sec Single ENG 30 SEC 136 135 996 103.9 (1)
2 Min Single ENG 2 MIN 136 127 944 100.5 (1)
Maximum
Continuous Single -- 128 115 (3) 926 99.4 (1)
ENG
Transient Single
5 SEC 150 (9) -- -- --
ENG
Transient 20 SEC -- 160 -- 100.5 109/115 (4)
Transient 10 SEC 115 (8) -- -- -- --
Starting 10 SEC -- -- 840 (6) -- --
Table 2-1; Engine or Drive System Operating Limits

NOTES:
1. 108.5% N2 - maximum.
2. Deleted.
3. The DECu will limit single engine torque to 110% at 106 - 108% N2 varying linearly to 115% torque at 100% NR.
4. 109% N2 transient maximum, power on. 115% N2 transient maximum, power off.
5. See paragraph titled Engine Ratings and Recommended usage in Part 2, Section 1.
6. Time between 750 and 840°C is limited to 10 seconds. When T5 reaches 840°C. the start will automatically be aborted.
7. Shaded box with bold number denotes a DECu controlled limiter value.
8. Dual engine transient limit 230% total torque.
9. Typically associated with abnormal NR droop at DECu controlled OEI limit.

March 2013
EniFnr Touqgr LFmFts
OTE: Refer to Transmission Limits in this section for additional torque limits.
104% Torque - 5 minute takeoff and maximum continuous limit, dual-engine

135% Torque - 30 second limit, single engine
127% Torque - 2 minute limit, single engine
115% Torque - Maximum continuous, single engine
160% Torque - Maximum transient 20 seconds
OTE: Operation above 104% torque, 100.5% N1, or 930°C T5 is reserved for actual emergencies,
provision.
1 (Gas Puodgcru) Sprrd LFmFts

Two Engine Operation
100.0% N1 - 5 minute takeoff power limit, dual engine
97.8% N1 - Maximum continuous power, dual engine
OEI Operation
103.9% N1 - 30 second power, single engine
100.5% N1 - 2 minute power, single engine
99.4% N1 - Maximum continuous power, single engine
Transitional Operation, Ground to Flight Idle

53-62% N1 - Avoid prolonged operation in this range
Transitional Operation, Rotor Runup or Shutdown

87.0-90.5% N2 - Avoid prolonged operation in this range
2 (Powru TgubFnr) Sprrd LFmFts

Maximum, power on or off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108.5% N2
Minimum, power off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90.5% N2
Transient maximum, power-on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109% N2 FOR 20 SECONDS
Transient maximum, power-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115% N2 FOR 20 SECONDS
Transient maximum . . . . . . . . . . . . . . . 68% N2 FOR 20 SECONDS WHILE ExECuTING AN OEI LANDING

March 2013
Quick Reference
T5 (Powru TgubFnr) Inlrt Trmpruatgur LFmFts

Two Engine Operation
930°C - 5 minute takeoff power limit, dual engine
893°C - Maximum continuous power, dual engine
OEI Operation
996°C - 30 second power, single engine
944°C - 2 minute power, single engine
926°C - Maximum continuous power, single engine
StautFni and Shgtdown

750°C - no time limitation
750°C to 840°C - limited to 10 seconds
DFiFtal EniFnr Contuol UnFt (DECU) LFmFts
1. Both engine DECus must be free of all faults, Total, Degraded, and Minor, as read on the IIDS display.
2. Both throttles must be in the FLy position with pilot’s and copilot’s blue ENG CONTROL lights out.
EniFnr BauuFru Fltru LFmFts

CAUTOO
OTE:
indication of available engine power. A power assurance check is the only means by which
to ensure the availability of engine power necessary to meet the performance data.
1. With PWR ASSuRANCE advisory light on the IIDS and the CHECK condition light on the BARRIER
5
margin
2. With CHECK BAR FILT caution light on the IIDS and the MAINT condition light on the BARRIER FILTER
3. With CHECK BAR FILT caution light on the IIDS and CAuT condition light on the BARRIER FILTER panel
4.

March 2013
Fuel
oumal grls
Fuel Temp Anti-Ice
Type Of FueL NATO Symbol
USA UK FRANCE MIN. °C
Kerosene - 50
JP-8, D.ENG. AIR 3405
(AVTuR-FS II) F-34 -50°C WITH
MIL-T-83133 RD 2453 F-34
JP8
Kerosene - 50 Jet A1, D.ENG. AIR 3405
F-35 -50°C WITHOuT (1)
(AVTuR) JET A1 ASTM-D-1655 RD 2494 F-35
Kerosene - ASTM-D-1655 - - -40°C WITHOuT (1)
D.ENG. AIR 3404

Kerosene JP-5 F-43 - -40°C WITHOuT (1)
RD 2498 F-43
(AVCAT)
JP-5, D.ENG. AIR 3404

Kerosene JP-5 F-44 -46° C WITH
MIL-T-5624 RD 2452 F-44
(AVCAT FS II)
Kerosene
GOST 10227 -46° C WITH
TS-1, RT2
CHINA
Jet fuel PRC
National WITHOuT (1)
Standard 3
GB 6537-94
Table 2-2; Normal Fuels
OTE: 1. Anti-icing additive must be used below 4°C (40°F) for fuels supplied without anti-icing
additive as listed above.
2. Maximum fuel temperature is +43°C.

March 2013
Quick Reference
AgthouFzrd grl AddFtFvrs
NATO symbol S 748, MIL-I-27686, D.ENG.RD 2451(AL-31), AIR 3652B, or NATO symbol S 1745,
MIL-I-85470A, D.ENG.RD 2451(AL-41), AIR 3652B, or Type T1301 (standard SH0369) equivalent to
NATO S748 (only for PRC3 fuel) in concentration by volume between 0.10% and 0.15%.
concentration by volume between 0.10% and 0.30%.
Type +100 – NATO symbol S1749, MIL-DTL 83133E, SPEC AID 8Q462, APA 101 in concentration
by volume of 256 mg/l.
OTE: Additive for F34 and F35. F34 with +100 additive = F37.
OTE:
SHELL ASA-3, maximum concentration by volume 0.0001%

DuPONT STADIS 450, maximum concentration by volume 0.0003%
SIGBOL (Tu 38-101741), maximum concentration by weight 0.0005%
in force (including anti-oxidation IONOL and anticorrosion ANK)

Fungicide additive (Biobor) restricted to a treatment every 500 operating hours or every 3 months
grl low Ranir

Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75 LBS PER HOuR
Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .700 LBS PER HOuR
OTE:

March 2013
Engine Oil
Oil Type NATO Symbol
FRANCE USA UK Brands
Recommended
MIL-L- DERD ExxON Turbo Oil 2197
use Average
0-156 - MOBIL Jet Oil 254
synthetic 23699 2499 MOBIL Jet Oil 291
5 cSt at 98.9°C
CASTROL 5000
Normal use AeroShell Turbine Oil 500
Average MIL-L- DERD ExxON Turbo Oil 2380
0-156 -
synthetics 23699 2499 MOBIL Jet Oil 2
5 cSt 98.9°C TuRBO NyCOIL 600
TOTAL Aero Turbine 535
CASTROL 325
Other oil types
MIL-L- CASTROL 3C
0-148 - - ExxON Turbo Oil 2389
3 to 3.5 cSt at 7808 MOBIL AVREx 256
98.9°C
TuRBO NyCOIL 160
AIR ELF Jet Synthetic Oil 15
0-150 - -
3514 TuRBO NyCOIL 13B
- - - - AeroShell Turbine Oil 390

3.9 cSt at 98.9°C
Table 2-3; Engine Oils
OTE: The oil types mentioned under the heading “Other oil types” shall not be used at high ambient
temperature (T0
5 cSt NATO symbol 0 to 156 between -30°C and +50°C (-22°F to +122°F). If the engine
is used at low temperature, the oil type to be used for normal use is the 3 cSt oil. The use
approved by Sikorsky Aircraft.
EniFnr OFl Trmpruatgur LFmFts

Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115°C (239°F)
EniFnr OFl Purssgur LFmFts

In Flight
Precautionary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87 TO 142 PSI WITH OIL TEMP < 4ºC
Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29 TO 87 PSI
Precautionary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 TO 29 PSI
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 PSI, ONLy AT N1 LESS THAN 85%
Ground Idle
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 PSI

March 2013
Quick Reference
Transmission Limits
OTE: Operation above 104% torque on one engine (200% total torque), 100.0% N1, or 930°C T5
indications, with the OEI training provision.
Touqgr LFmFts
Dual-Engine Operation
100% torque per engine . . . . . . . . . . . . . . . . . 5 MINuTE TAKEOFF AND MAxIMuM CONTINuOuS LIMIT
OTE: Takeoff torque may exceed 100% on one engine to a maximum of 104% provided that the
torque on the other engine is less than 96% and the sum of the individual torque values does
not exceed 200%.
115% Torque per engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 SECOND TRANSIENT

OEI Operation
2-1/2 minute limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136% TORQuE
Maximum Continuous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128% TORQuE
5 second transient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .150% TORQuE
TuansmFssFon OFl
Dexron II or III ATF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW TEMPERATuRE LIMIT -34°C (-30°F)
MIL-L-21260 Type I, Grade 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . .LOW TEMPERATuRE LIMIT -9°C (15°F)
MIL-L-23699 or DOD-L-85734. . . . . . . . . . . . . . . . . . . . . . . . . . . LOW TEMPERATuRE LIMIT -34°C (-30°F)
TuansmFssFon OFl Trmpruatgur LFmFts

Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135°C
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -20°C
TuansmFssFon OFl Purssgur LFmFts

Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 PSI
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 PSI

March 2013
Rotor Limits
Powru Off
Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115% NR
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91% NR
Transient (Minimum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74% NR
Transient (Minimum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68% NR AT TOuCHDOWN WHILE ExECuTING
AN AuTOROTATIVE LANDING
Transient (Maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121% NR
Powru On
Maximum . . . . . . . . . . . . . . . . . . . 108% NR, ExCEPT 109% TRANSIENT OPERATION FOR 20 SECONDS
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106% NR (DuAL ENGINE OPERATION)
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% NR (ONE ENGINE INOPERATIVE)
Transient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91% NR
While executing an OEI landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRANSIENT 68% AT TOuCHDOWN
One engine operation up to best rate of climb speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% TO 108% NR
One engine operation above best rate of climb speed . . . . . . . . . . . . . . . . . . . . . . . . .106% NR TO 108% NR
Rotor Brake Limits

Rotou TgunFni
Rotor brake application limited to one (or two) engine(s) operating at idle or both engines shut down.
Maximum rotor speed for normal rotor brake application is 65% NR.
Maximum rotor speed for emergency rotor brake application with both engines shut down is 107% NR.
A rotor shutdown using the rotor brake shall not be performed more than one time in any 10 minute period.
Rotou Stopprd
Engine operation limited to one or both engines at idle.
Main rotor blades must be positioned at approximately 45° to the longitudinal axis of the helicopter with
one or both engines operating.
Engine Cowling Limits

EniFnr CowlFni Oprn
Engine operation with cowling open or unlatched is prohibited.

March 2013
Quick Reference
EniFnr CowlFni Rrmovrd

Single engine operations permitted only with operational rotor brake applied with main rotor blades
positioned at 45° to the longitudinal axis of the helicopter and nose of the helicopter positioned into the
wind. Do not exceed N1 52%.
Retractable Boarding Step Limits

Maximum speed with step(s) extended . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141 KTS
Maximum speed for step(s) transition (extend/retract) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 KTS
Emergency Locator Transmitter (ELT)

The ELT should only be activated when an emergency landing is imminent. It may be actuated for test under
1. While on the ground.

2.
3. For a maximum duration of three sweeps of the warble tone (about one second).
4.
System
1.
maneuvering.
2. This RFM is applicable to installations interfaced with the TA/VSI displays and radio altimeter.
3. This installation is not approved for Air Carrier operation under FAA Part 127.
PRIMUS 440 Digital Weather Radar System

CROTON
at least 50 ft from the 270º segment centered on the nose of the aircraft.
OTE: The Forced Standby Mode prevents microwave radiation on the ground, which, under some
circumstances, could hazard personnel in the vicinity of the aircraft. (See related Advisory
Circular in Appendix A of P-440 Pilot’s Manual.) Depression of the S-76C Weight-On-Wheels
switch upon landing terminates radiation of the P-440, even if a radiation mode has been
selected. The Forced Standby feature inhibits selection of a radiation mode on the ground.
When ground radiation is necessary for system checks or weather observation, the Forced
Standby Mode can be overridden by pressing the STAB button four times in three seconds.

March 2013
Instrument Markings
STANDBY AIRSPEED INDICATOR

0 TO 30 KIAS - PRECAUTIONARY
RANGE - INDICATIONS
INCONSISTENT START LIMITS
30 TO 155 KIAS - NORMAL RANGE 840°C - 10-SECOND STARTING LIMIT
155 KIAS - MAXIMUM 751°C TO 840°C - STARTING
PRECAUTIONARY RANGE
0°C TO 751°C - NORMAL
STARTING RANGE
DUAL - ENGINE LIMITS SINGLE - ENGINE LIMITS

930°C - TAKEOFF LIMIT 996°C - 30-SECOND LIMIT
894°C TO 930°C 944°C - 2-MINUTE LIMIT
PRECAUTIONARY RANGE
0°C TO 893°C - NORMAL 926°C TO 996°C -
OPERATION PRECAUTIONARY RANGE
0°C TO 926°C - NORMAL
OPERATION
Figure 2-2: Instrument Markings (Sheet 1 of 4)

March 2013
Quick Reference
Instrument Markings (Cont'd.)
DUAL-ENGINE LIMITS SINGLE-ENGINE LIMITS

100% - TAKEOFF LIMIT 103.9% - 30-SECOND
97.8% TO 100% - LIMIT
PRECAUTIONARY RANGE 100.5% - 2-MINUTE
0% TO 97.8% - NORMAL LIMIT
RANGE 99.4% TO 103.9% -
53% TO 62% - PRECAUTIONARY RANGE
N1 AVOID RANGE 99.4% - MAXIMUM
CONTINUOUS LIMIT
0% TO 99.4% - NORMAL
RANGE

100% - TAKEOFF AND 135% - 30-SECOND LIMIT
MAXIMUM CONTINUOUS
LIMITS 127% - 2-MINUTE LIMIT
0% TO 100% - NORMAL 115% TO 135% -
115% MAXIMUM
CONTINUOUS POWER
0% TO 115% - NORMAL
OPERATION

March 2013
N2 TACHOMETER NR TACHOMETER
115.5% - MAXIMUM 115.5% - MAXIMUM POWER
108% TO 115.5% - OFF
PRECAUTIONARY RANGE 108% TO 115% -
PRECAUTIONARY RANGE
90.5% TO 108% - NORMAL
OPERATION 106% TO 108% - NORMAL
OPERATION
87.0% TO 90.5% -
N2 AVOID RANGE 91% TO 106% -
PRECAUTIONARY RANGE
91% - MINIMUM

March 2013
Quick Reference
TRANSMISSION OIL TRANSMISSION OIL

TEMPERATURE PRESSURE
135°C - MAXIMUM 120 PSI - MAXIMUM
120°C TO 135°C - 90 TO 120 PSI - NORMAL
PRECAUTIONARY RANGE PRECAUTIONARY RANGE
15°C TO 120°C - NORMAL 50 TO 90 PSI - NORMAL
OPERATION OPERATION
-20°C TO 15°C - 20 TO 50 PSI -
PRECAUTIONARY RANGE PRECAUTIONARY RANGE
-20°C - MINIMUM 20 PSI - MINIMUM
ENGINE OIL TEMPERATURE ENGINE OIL PRESSURE

87 TO 142 PSI PRECAUTIONARY
115°C - MAXIMUM OIL TEMP LESS THEN 4°C
0°C TO 115°C 29 TO 87 PSI - NORMAL
NORMAL OPERATION
OPERATION 24 TO 29 PSI -
PRECAUTIONARY RANGE
-10°C TO 0°C -
24 PSI - MINIMUM
PRECAUTIONARY
RANGE 10 PSI - MINIMUM - FOR
-10°C - MINIMUM IDLE ONLY
HYDRAULIC PRESSURE
3300 PSI - MAXIMUM
2700 TO 3200 PSI -
NORMAL OPERATION
2700 PSI - MINIMUM

March 2013
Placards
On Instugmrnt Panrl
"THIS HELICOPTER MuST BE OPERATED IN ACCORDANCE WITH THE OPERATING LIMITS
SPECIFIED IN THE FAA APPROVED ROTORCRAFT FLIGHT MANuAL. THE AIRWORTHINESS
LIMITATIONS SECTION OF THE ROTORCRAFT MAINTENANCE MANuAL MuST BE COMPLIED
WITH."
"CAuTION - TuRN OFF STROBE LIGHT WHEN TAxIING NEAR OTHER AIRCRAFT OR WHEN
FLyING IN FOG OR CLOuDS. STANDARD POSITION LIGHTS MuST BE uSED FOR ALL NIGHT
OPERATIONS."
"WITH uSABLE FuEL PER TANK INDICATING 80 LBS OR LESS, AVOID SuSTAINED NOSE DOWN
PITCH ATTITuDES IN ExCESS OF 5."
VNE
On Baiiair Compautmrnt Doous

"THE MAxIMuM ALLOWABLE FLOOR LOADING FOR THE BAGGAGE COMPARTMENT IS 75 LBS
PER SQ FT FOR WEIGHTS uP TO THE MAxIMuM COMPARTMENT CAPACITy OF 600 LBS."
On Rotou Buakr Handlr

"CAuTION - NORMAL ROTOR BRAKE STOPS ARE AuTHORIZED ONLy AT 65% NR OR LESS WITH
BOTH ENGINES SHuT OFF, OR ONE OR BOTH ENGINES AT IDLE."

March 2013
Quick Reference
VNE POWER ON
NOTE:
VNE ABOVE 10,000 FT DENSITY ALTITUDE AT GROSS
WEIGHTS GREATER THAN 11,000 LBS IS BEST RATE
OF CLIMB AIRSPEED AS SHOWN BELOW.
Figure 2-6:
V V Placards
POWER
NE ON(Sheet 1 of 2)
NE

March 2013
-35 -30 -20 -10 0 10 20 30 40 50
-1 134 OAT ~ C O
0 131
1 129 134
V (IAS)
NE
2 126 132 136 KTS POWER OFF

115% N R
3 124 129 131 MAX
PRESS ALT X 1000
4 122 127 130 124 WHITE AREA

5 120 125 134 135 129 123 118 ABOVE
10,000 FT
6 118 123 132 135 128 122 116 110 HD
8 113 118 127 134 127 121 115 108 102 96
10 109 114 121 120 113 106 100 93 87 79
12 101 101 101 105 98 91 85 76
14 82 94 94 90 83 75
16 75 75 75 75 ED
L OW VNEPOWER OFF
18 48 48 FLIGHT NOT AL
ALL WEIGHTS
VNE (IAS) ALL GROSS WEIGHTS

POWER ON/OFF
SLIDING DOOR OPEN/OR NIGHTSUN EXTENDED
WHITE AREA ABOVE 10,000 FT HD
-35 -30 -20 -10 0 10 20 30 40 50

-1 OAT ~ C O
0 11,700 LB 121
1 125 KTS 120 116
2 120 114 110
3 124 119 114 109 104
PRESS ALT X 1000
4 122 118 113 108 104 100

5 120 124 118 113 108 103 98 94
6 118 123 118 113 108 102 98 93 88
8 113 118 113 107 102 96 92 86 81 76
10 109 108 102 96 91 85 80 74 67 61
12 99 96 90 84 78 72 65 59
14 82 84 78 71 63 57 11000 LB
16 74 70 62 54
18 48 48 FLIGHT NOT ALLOWED
POWER ON/OFF VNE ABOVE 10,000 FT DENSITY

ALTITUDE AT GROSS WEIGHTS GREATER THAN
11,000 LB IS BEST RATE OF CLIMB AIRSPEED
Figure 2-7: VNE Placards (Sheet 2 of 2)

March 2013
3
Expanded Normal Procedures
Maneuvers
The
The
The
The
3-1
March 2013
3-2
March 2013
4
4-4
General Exterior Inspection ............................................................................................................4-4
Figur: Exterior Inspection Walkaround ................................................................................... 4-5
4-12
4-23
4-32
4-41
4-52
For Training Purposes Only 4-1

March 2013
4-2 For Training Purposes Only

March 2013
same-day inspections are abbreviated.
cockpit inspection.

March 2013
Flashlight
Wiping cloth
Grnrual ExtruFou InsprctFon

March 2013
D E
C F
B G
H
A

March 2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk
outside.

March 2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk
outside.

March 2013
Rotor Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF

March 2013
Nose Flotation Gear Bottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
.......................................

March 2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk

March 2013
.................................................

March 2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROPER OIl lEvEl

March 2013
Oil Filter Bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
...........

March 2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk
approximately ¼-inch.

March 2013
Main Rotor head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
Engine Oil Reservoirs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
March 2013
Engine inlet area.. . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
March 2013
.................................................

March 2013
General condition of # 2 engine area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk

March 2013
...........................

March 2013
...............................................
Main landing Gear Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk

March 2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk
from strut.

March 2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOvE

March 2013
Flotation Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk FOR lEakaGE

March 2013
aFT Engine area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
Engine Fire Bottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
INSPECTION PORT
FIRE BOTTLE
INSPECTION PORT

March 2013
FIRE BOTTLE
INSPECTION PORT

March 2013
antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
..................................

March 2013
...............................................
..................................................

March 2013
..................................
.......................

March 2013
............................

March 2013
Tail Rotor head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tail Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk FOR PROPER OIl lEvEl
anti-collision and Position light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
......................................
left side position light . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
IGB cooling inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ClEaR

March 2013
..................................
Tail Cone access Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk
Engine Fire Bottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
March 2013
FIRE BOTTLE
INSPECTION PORT

March 2013
aFT Engine area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk

March 2013
March 2013
Main landing Gear Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk

March 2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk
from strut.

March 2013
................................................................

March 2013
Flotation Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk
.......................................................................

March 2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk FOR lEakaGE

March 2013
...........................
............................

March 2013
Engine area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
March 2013
March 2013
March 2013
March 2013
Engine Oil Filter Bypasses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
NTE:

March 2013
Fuel Filter Bypasses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
March 2013
Engine inlet area . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
March 2013
March 2013
......................................

March 2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk

March 2013
............

March 2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk
approximately ¼ inch.

March 2013
.......................................

March 2013
........

March 2013
Manual Rotor Brake accumulator . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk

March 2013
Fuel Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
.................
...................
CIRCuIT BREakER IN

March 2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk

March 2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk
outside.

March 2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk

March 2013
.......................................
..................................

March 2013
Nose Flotation Gear Bottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
Electrical Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Windscreen Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
Windshield Wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
N1 0
...........................
1S & 1S1 Engines 2S1 & 2S2 Engines

(A+/A++/C) (C+/C++)

March 2013
..................................
0
...................
Nose Gear Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ChECk

March 2013
Nose Flotation Gear Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pitot Tubes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
Right Electrical Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
...........................................
PRIOR TO SERIAL NUMBER 421 UNLESS MODIFIED MODIFIED OR SERIAL NUMBER 421 AND SUBSEQUENT
(GAUGE IN NOSE ELECTRICAL CAMPARTMENT) (GAUGE ON RIGHT SIDE OF INSTRUMANT PANEL)

March 2013
Free air Temperature Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FREE TO TuRN

March 2013
takeoff.
NTE:
...........................................................
Cabin exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
.................................................
........................................................

March 2013
...............
.....................................................
Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

March 2013
5
Contents
Preamble
Explanation of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
System Tests and Procedures
STP 01 Battery Feed Fault Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
STP 02 Standby Altitude Indicator Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
STP 03 Rotor Brake Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
STP 04 Fire Detector System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
STP 05 IIDS Reversion Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
STP 06 Landing Gear Warning System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
STP 07 ENG Fail Warning System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
STP 08 Flight Control Servo System Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
STP 09 Dual Static Inverter Switch Check
(AHRS Equipped Aircraft) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
With AC Generator Installed ...........................................................................................................5-8
Without AC Generator Installed ......................................................................................................5-9
STP 10 Barrier Filter Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
STP 11 N Tachometer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
1
STP 12 OEI Limit Selection Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
STP 13 Float Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
STP 14 Single Point Power Assurance Check (AUTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
STP 15 DAFCS Test (APs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
STP 16 Zapper Pulse CHIP DET SYS Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
STP 17 AC Generator Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
STP 18 DC Generator Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
STP 19 ESS BUS Recovery System Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
STP 20 MARK XXII EGPWS Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
STP 21 PRIMUS 700 Radar Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
STP 22 TCAS Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
STP 23 CVR Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
STP 24 AHRS Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
STP 25 EFIS Test (EDZ-756) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
STP 26 PRIMUS II RTU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19

March 2013
STP 27 In Flight Power Assurance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
STP 28 Engine Fire Extinguish System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
STP 29 Engine Cross Prime Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22

March 2013
Preamble
Explanation of Terms

March 2013

March 2013
72
E
CLTV DCPL #2 ENG FIRE
OFF 04 PRESS TONE OFF
TROL #2 ENGINE CONTROL

M
44 MGB PRESS 32 PRESS TO DIM Expanded Normal Procedures
SS System
43 Tests
24 and Procedures
MGB OIL HOT 2 OIL PRESS
ESS 08 AFT BAG SMOK 26 2 FUEL PRESS

STP 01 Battery Feed Fault Test
1. BATT Feed Fault Test Switch....................................................................................... HOLD FWD (UP)
OT 59 BAT HOT 58 2 DC GEN HOT
2. Battery Switch......................................................................................................................................ON
O #2 SERVO
60 BAT FEED 54 SYSTEM
3. ..................................................................................................................................ON
N
4.
46 Battery Switch....................................................................................................................................OFF
MGB CHIP 56 2 DC GEN
5. Repeat steps 1. through 4. using the AFT (DOWN) Switch Position.
W 47 IGB CHIP HOT 29 2 FUEL LOW
STP 02 Standby Attitude Indicator Test

P 47 TGB CHIP HOT 30 2 ENG CHIP
L 60 BAT OFF 63 2 INV FAIL
OT 61 ESS VOLTS LOW 67 PLT PITOT
(All Capsule Lights are Illuminated for illustration only)

N 64 Ensure
1. AC GEN 82
all power to the aircraft 2 CRT FAN
is ................................................................................................... OFF
2. SBY ATT Switch ........................................................................................................................... PRESS
FILT 62 The
BUS TIE OPEN 37 CHECK BAR FILT
following will illuminate:
SBY ATT
ON
65 AC GEN BRNG 81 AHRS 2
BAT TEST ALRM OFF
Alarm will sound
Attitude gyro will start to spin up
E 90 DOOR OPEN 66 2 ANTI-ICE
Flag will disappear
3. BATT TEST Switch.................................................................................PRESS/HOLD (For 5 Seconds)
ER 72 Alarm will stop
DAFCS 27 2 FUEL FILTER
SBY ATT extinguishes
ON extinguishes
LY 48 ROTOR
GOOD illuminates
BRAKE 39 2 OUT OF FLY
4. BATT TEST Switch.....................................................................................RELEASE (After 5 Seconds)
GOOD extinguishes LANDING GEAR
O/S
N2
91 ATT illuminates 69
BD STEP
SBY
ON illuminates
TAIL
HOT 74
Sikorsky S76FAIL
TRIM C++ 52 For Training Purposes Only
ROTOR 5-5
March 2013
ON remains illuminated
6. Cage/Uncage attitude indicator as necessary.
7. Check PULL TO CAGE knob................................................................................................................ IN
8. OFF Flag ............................................................................................................................. RETRACTED
9. Pilot’s Instrument Dimmer ............................................................................................ VARY then OFF
Ensure Standby Attitude indicator lighting
STP 03 Rotor Brake Test

1. Rotor Brake Handle ...................................................................................................... OFF/IN DETENT
2. Rotor Brake Light ............................................................................................................................. OFF
Apply 2 FULL Strokes:
3. Rotor Brake Light ............................................................................................................................... ON

4. Rotor Brake Pressure.................................................................................................MINIMUM 200 PSI
5. Rotor Brake Handle ...................................................................................................... OFF/IN DETENT
6. Rotor Brake Light .............................................................................................OFF (Within 3 seconds)
STP
14 04 Fire Detector
AP1 AP2
14 System
#1 ENG OUT
AP1
PRESS TONE OFF
Test
AP2
#2 ENG OUT
PRESS TONE OFF
14 #2 ENG OUT
PRESS TONE OFF
1. Fire Detector Test Switch ................................................................................................................ FWD
72 72
CLTV DCPL
#1 ENG FIRE
CLTV
#2 ENG FIRE
DCPL #2 ENG FIRE
04 PRESS TONE OFF 04 PRESS TONE OFF 04 PRESS TONE OFF
#1 ENG OUT and #2 ENG OUT and T-Handle Lights should

#2 ENGilluminate
OUT and continuous
14
tone should
PRESS beOFF
heard. 14 14
AP1 AP2 TONE PRESS TONEAP1
OFF AP2 PRESS TONE OFF
#1 ENGINE CONTROL #2 ENGINE CONTROL #2 ENGINE CONTROL
4472 32 MGB PRESS
PRESS TO DIM 32 44 72 MGB PRESS
PRESS TO DIM
32 PRESS TO DIM
CLTV DCPL
#1 ENG FIRE
CLTV
#2 ENG FIRE
DCPL #2 ENG FIRE
432. Press
24 OIL
MGB 1 OIL
HOTPRESS or
24 243 to
MGB OIL HOT
OIL PRESS Reset Tone.
24 2 OIL PRESS
3. Fire Detector Test Switch .........................................................................................................NORMAL
44 32 PRESS
MGB PRESS TO DIM 32 44 MGB PRESS
PRESS TO DIM
32 PRESS TO DIM
084. AFT
FIRE
26 Warning
1 FUEL
14BAG #1
SMOK
Lights ................................................................................................................
ENGPRESS
OUT 26
14 2PRESS 08
FUEL
#2 ENGAFT
PRESS
OUT BAG SMOK 26
14 2PRESS FUEL
#2 ENGPRESS
OUT ALL OUT
AP1 PRESS
AP2TONE OFF AP1
TONE OFF AP2 TONE OFF
5. Fire Detector Test Switch .........................................................................................................AFT/BAG
24 OIL1 HOT
7243 MGB OIL PRESS 24 72 43 PRESS
2 OIL MGB OIL HOT 24 2 OIL PRESS
59 58BAT1 HOT
CLTV DCPL
DC GEN
#1 ENG HOT
FIRE 58 2 59
DC GEN
#2 ENG
CLTV
BAT
HOTHOT
FIRE
DCPL 58 2 DC GEN
#2 ENG HOT
FIRE
08 AFT26BAG1 FUEL
SMOKPRESS
and26 2 FUEL08 AFT
PRESS
and T-Handle Lights
BAG SMOK 26 should illuminate and continuous
2 FUEL PRESS
tone#1should
SERVObe heard. #2 SERVO #2 SERVO
60 54 BAT FEED
SYSTEM
60
54 #2 ENGINE
SYSTEM
BAT FEED 54 #2 ENGINE
SYSTEM
32 #1PRESS
446. Repeat
MGB
ENGINE
Steps
PRESS
CONTROL
TO 2. 32 4. 44
DIMThrough
CONTROL
MGB PRESS
PRESS TO DIM
32 CONTROL
PRESS TO DIM
59 58
BAT 1HOT
DC GEN HOT 58 2 DC 59GEN HOTBAT HOT 58 2 DC GEN HOT
46 56 1 DC GEN
MGB CHIP 56 46
2 DC GENMGB CHIP 56 2 DC GEN
43 MGB 24 OIL1 OIL
HOTPRESS 24 243 MGB OIL HOT
OIL PRESS 24 2 OIL PRESS
#1 SERVO #2 SERVO #2 SERVO
60 54 FEED
BAT
SYSTEM
54 60
SYSTEM
BAT FEED 54 SYSTEM
29 CHIP
475-6 IGB 1 FUEL
HOT LOW 29 247 FUELIGB For Training
CHIP HOT
LOW Purposes Only
29 2 FUEL LOW Sikorsky S76 C++
March 2013
08 AFT 26BAG1 FUEL
SMOK PRESS 26 2 08
FUELAFT BAG SMOK
PRESS 26 2 FUEL PRESS
46 56 CHIP
MGB 1 DC GEN 56 246
DC GEN MGB CHIP 56 2 DC GEN
47 TGB 30 CHIP1 ENG
HOTCHIP 30 247 ENGTGBCHIPCHIP HOT 30 2 ENG CHIP
59 58BAT1 HOT DC GEN HOT 58 2 59
DC GENBAT HOTHOT 58 2 DC GEN HOT
47 IGB 29CHIP1 HOT
FUEL LOW 29 2 47 FUEL IGB
LOWCHIP HOT 29 2 FUEL LOW
60 63BAT OFF 1 INV FAIL 63 60 BAT OFF
2 INV FAIL 63 2 INV FAIL
60 54
BAT FEED 54 60 BAT FEED 54
72
#1 ENG FIRE
04 PRESS TONE OFF 04 PRESS TONE OFF
#1 ENGINE CONTROL #2 ENGINE CONTROL

32 PRESS TO DIM
44 MGB PRESS 32 PRESS TO DIM
24 1 OIL PRESS 43 MGB OIL HOT

NOTE
242 OIL PRESS
If external power is being used or if the helicopter is running with Primary power available from
26 1 FUEL PRESS 08 AFT BAG SMOK 26 2 FUEL PRESS
either generator the will illuminate with step 5.
58 1 DC GEN HOT 59 BAT HOT 58 2 DC GEN HOT

STP 05 IIDS Reversion Test
1. Press the Pilot’s IIDS Reversion Button 3 times. Observe the Engine Display moves counter-
#1 SERVO
clockwise around #2 SERVO
54 SYSTEM
60 theBAT
3 IIDS Display Positions.
FEED 54 SYSTEM
2. Press Co-Pilot’s IIDS Reversion Button 3 times. Observe the Engine Display moves counter-
clockwise around the 3 IIDS Display Positions.
56 Return Engine46
1 DC3.GEN MGB
Display to CHIP 56
the Center Position. 2 DC GEN
29 1 FUEL LOW STP 06 Landing Gear

47 IGB CHIP HOT Warning
29 System
2 FUEL LOW Test
1. Press and Hold either of the 2 LDG GEAR UP Annunciators.
30 1 ENG CHIP 47 isTGB
If annunciator on CHIP HOT
steady 30 tone
and no warning 2 ENG CHIP
is heard, ARINC 429 air data input has failed.
The 60 KIAS warning will not function.
63 1 INV FAIL 60 BAT OFF 63 2 INV FAIL

STP 07 ENG Fail Warning System Test
F 67 AP1 AP2
#1 ENG OUT
14 PRESS TONE OFF
CPLT PITOT 61 14ESSPRESS
#2 ENG OUT
VOLTSTONE LOW
AP1OFF AP2
6714 #2 ENG OUT
PLT PITOT
PRESS TONE OFF
1. and ........................................................................................CHECK ON
72 72
CLTV #1DCPL CLTV DCPL
F 82 2.FAN
1 CRT04
EngineENG Out
FIRE Ground Test
PRESS TONE OFF 64 04 PRESS Switch
#2 ENG
AC GEN
FIRE
TONE OFF
.....................................................................................
8204 2PRESS
#2 ENG FIRE
CRT FAN
TONE OFF
HOLD IN TEST
(Switch is located on the right side of the console)
ROL #1 ENGINE CONTROL #2 ENGINE CONTROL #2 ENGINE CONTROL

44 32
#1 ENG OUT MGB PRESS
PRESS TO DIM14 32 44
#1 ENG OUT MGB PRESS
PRESS TO 14
#2 ENG OUT 32 PRESS TO DIM14
#2 ENG OUT
37 CHECK BAR FILT
PRESS TONE OFF AP1 62
AP2 BUS
PRESS TONE OFF
DIM
TIE OPEN OFF37 AP2
PRESS TONEAP1 CHECK BAR FILT PRESS TONE OFF
3. Press either or to reset tone. The Warning Lights will remain ON.
72 72
S #1 ENG FIRE43
4.
24 Engine
1 OIL
MGB OIL HOTOut Ground
CLTV
PRESS 24
DCPL
#1
Test
43 Switch
2 OIL MGB
ENG FIRE
.................................................................................
OIL HOT
PRESS CLTV
#2 ENG FIRE 24 2 OIL PRESS
DCPL #2 ENG FIRE
OFF (RELEASE)
81 AHRS 1
PRESS TONE OFF 04 65
PRESS TONE OFF 04 PRESS TONE OFF81
AC GEN BRNG AHRS 2 04 PRESS TONE OFF
SS 26 BAG
08 AFT
#1 ENGINE CONTROL
PRESS TO DIM
STP 08 Flight Control Servo System Check
1 FUEL PRESS
SMOK
44 MGB
26 208 FUELAFT
#1 ENGINE CONTROL
32 PRESS
PRESS TO DIM
BAG SMOK
PRESS
32 #2 ENGINE
44 CONTROL
26 2 FUEL PRESS
MGB PRESS
PRESS TO DIM
32 #2 ENGINE CONTROL
PRESS TO DIM
66 1 ANTI-ICE 90 DOOR OPEN 66 2 ANTI-ICE
OT 59 58BAT1 DC GEN HOT
HOT 58 259 DC GEN BAT
HOTHOT 58 2 DC GEN HOT
1 OIL PRESS 43 MGB24 OIL1 HOT
OIL PRESS 24 2 OIL43 PRESS
MGB OIL HOT CAUTION
24 2 OIL PRESS
27 1 FUEL FILTER#1 SERVO 72 DAFCS 27 2 FUEL FILTER

#2 SERVO
60 54BAT FEED
SYSTEM
54 60#2 SERVO
BAT FEED
SYSTEM
54 SYSTEM
1 FUEL PRESS 08This check
AFT26 should
BAG1 SMOK
FUEL PRESS be26
accomplished
08 PRESS
2 FUEL atSMOK
AFT BAG 65% to 70%26 NR 2with
FUELthe droop stops OUT.
PRESS
39 56MGB
46 OF
1 OUT FLY1CHIP
DC GEN 48 56ROTOR
462 DCBRAKE
MGB CHIP
GEN 3956 2 OUT
2 DCOF FLY
GEN
1 DC GEN HOT 59 58 1 DC GEN HOT
BAT HOT 58 2 DC59GEN HOT
BAT HOT CAUTION
58 2 DC GEN HOT
W 47 29 1 FUEL
IGB CHIP HOTLOW 29 47 IGBLOW
2 FUEL CHIP HOT 29 2 FUEL LOW
O/S
#1 SERVO 104 O/S #1 SERVO #2 SERVO LANDING GEAR #2 SERVO
31 N2
60 BAT 91
54 FEED BD STEP54 60 BAT69
FEED 54
SYSTEM NR N2 SYSTEM SYSTEM SYSTEM
isolated hydraulic system, move the servo switch to CENTER (both ON) and shut down the aircraft.
30 CHIP
47 TGB 1 ENG CHIP
HOT 30 47 TGB
2 ENG CHIP HOT
CHIP 30 2 ENG CHIP
1 DC GEN 46 56 CHIP
MGB 1 DC GEN 56 246 MGB CHIP
DC GEN 56 2 DC GEN
60 Sikorsky
63BAT 1OFFS76 C++ 63 602 INV FAIL
INV FAIL BAT OFF For Training
63Purposes Only
TAIL
2 INV FAIL 5-7
68 W/S HEAT HOT 74 TRIM FAIL 52
1 FUEL LOW March 2013 47 IGB 29CHIP1 HOT
FUEL LOW 29 2 FUEL LOWCHIP HOT ROTOR 29
47 IGB 2 FUEL LOW
67 VOLTS
61 ESS CPLTLOW
PITOT 67 61PLTESS VOLTS LOW
PITOT 67 PLT PITOT
1 ENG CHIP 47 TGB 30CHIP1 HOT
ENG CHIP 30 2 47 TGB CHIP HOT
ENG CHIP 30 2 ENG CHIP
64 82 AC GEN
1 CRT FAN 82 64 AC GEN
2 CRT FAN 82 2 CRT FAN
1 INV FAIL 60 63 1 INV FAIL
BAT OFF 63 260 BAT OFF
INV FAIL 63 2 INV FAIL
#1 ENG OUT #2 ENG OUT
14 PRESS TONE OFF AP1 AP2
14 PRESS TONE OFF
72
#1 ENG FIRE
04 PRESS TONE OFF 04 PRESS TONE OFF

32 44 32
PRESS TO DIM
CAUTION
MGB PRESS PRESS TO DIM
#1 ENG OUT #1 ENG OUT #2 ENG OUT #2 ENG OUT

14 14
24 1 OIL TONE
PRESS 43 MGB
14 14
24
PRESS TONE OFF PRESS AP1
OFF AP2 AP1 OILPRESS
HOT TONE OFF
AP2 2 OIL TONE
PRESS PRESS
OFF
except in the case of 72

an emergency which
72 requires turning OFF a malfunctioning servo stage.
#1 ENG FIRE
CLTV
#1 ENG FIRE
DCPL CLTV DCPL
#2 ENG FIRE #2 ENG FIRE
04 PRESS TONE OFF 04 1PRESS
26 FUELTONE
PRESS
OFF 08 AFT04
BAG PRESS
SMOKTONE OFF 04 2PRESS
26 FUELTONE
PRESS
OFF
1.
checking for
#1 ENGINE binding
58 #11 ENGINE
#1 ENGCONTROL
or roughness.
CONTROL 59
Observe#2 the tipOUTpath plane
ENGINE
#2 ENGCONTROL
for proper
58 #22 ENGINE CONTROL response.
32
14 OUT
PRESSTONE 32DC#2GEN
14 ENG44
HOT
OUT MGB PRESS BAT HOT44 32
14 PRESS
MGB DC GEN 32
HOT
AP1 AP2 TO DIM
PRESS OFF PRESS TONE
PRESS TO DIM
AP1
OFF AP2 PRESS TO DIM
PRESS TONE OFF PRESS TO DIM
2. Pilot’s Flight Control Servo Switch ........................................................................................ NO.1 OFF
72 72
#1 SERVO CLTV DCPL 60 #2 SERVO
CLTV
24 1DCPL
OIL
#1 PRESS
ENG FIRE 54 43
24 1 OIL
#2 ENG
SYSTEM MGB
FIRE OIL HOT
PRESS 24OIL
BAT
43 MGB FEED
2HOT
OIL
#2 PRESS
ENG FIRE 54
24 2 OIL PRESS
SYSTEM
04 Note that
PRESS TONE OFF 04 PRESS TONE OFF 04
goes ON immediately. There should be NO jump in the controls.
PRESS TONE OFF
3. FUEL PRESS 56
26 #11 ENGINE 1 DC GEN
08 PRESS
26 1#2FUEL
46 MGB CHIP
AFT BAG SMOK 08 AFT26BAG2SMOK
FUEL PRESS
56 2 DC GEN
26 2 FUEL PRESS
CONTROL
44 32 PRESS
MGB checking
PRESS TO DIM
44 CONTROL
ENGINE
for32binding or
PRESS TO
MGBroughness.
DIM
PRESS 32 #2 the
Observe
ENGINE CONTROL
tip
PRESS path
TO DIM plane for proper response.
4. Pilot’s Flight
58 1 DC GEN HOT
29 Control Servo
1 FUEL LOW
58 1 DC59GEN HOT
Switch47
BAT HOT
.........................................................................................NO.2
59
IGB CHIP HOT
58 HOT
BAT
29 2 FUEL LOW
2 DC GEN HOT 58 2 DC GEN HOT
OFF
43 24 OIL1 HOT
MGB OIL PRESS 24 2 43 MGB OIL HOT
OIL PRESS 24 2 OIL PRESS (Move rapidly from No.1 to No.2 OFF)
#1 SERVO 30 1#1ENG CHIP
SERVO 47 TGB CHIP HOT
#2 SERVO 30 2#2
ENG CHIP
SERVO
54 SYSTEM
54 60 BAT FEED 60 54 FEED
BAT
SYSTEM
54
08 AFT26BAG1 FUEL 26 SYSTEM
08 26 SYSTEM
SMOK Note that
PRESS 2 FUEL AFT BAG
PRESS goes OFF and
SMOK 2 FUEL PRESS goes ON immediately. There should be
NO jump
63in the controls.
1 INV FAIL 60 BAT OFF 63 2 INV FAIL
56 1 DC GEN 56 146
DC GENMGB CHIP 46 56 CHIP
MGB 2 DC GEN 56 2 DC GEN
59 58
BAT5.1HOT
DC GEN HOT 59GEN HOT
58 2 DC BAT HOT 58 2 DC GEN HOT
checking for67 bindingPITOT
or roughness.61 Observe VOLTSthe LOWtip path plane 67 forPITOT
proper response.
29 1 FUEL LOW 29 1CPLT
47 LOW
FUEL IGB CHIP HOT 47 ESS IGB29 CHIP2HOTFUEL LOW 29 2PLT FUEL LOW
60 54
BAT6.FEED
Pilot’s 54 60 Servo
SYSTEM Flight Control
54
Switch ...................................................................................................
BAT FEED
SYSTEM ON
SYSTEM
Both hydraulic
82 systems
1 CRT FAN should be64
normal
ACand
GEN both caution
82 light should
2 CRT FAN be OUT.
30 1 ENG CHIP 30 47 CHIP
1 ENG TGB CHIP HOT 47 TGB30CHIP2HOT
46 56 CHIP
DC GEN 56 2 DC GEN
63 STP 09 Dual
37
1 INV FAIL Static
63 CHECK
INVBAR
1 60 FAILFILT Inverter
BAT OFF 62 63Switch
60 BUSBAT 2 INV FAIL Check
TIEOFF
OPEN 37
63 CHECK
2 INVBAR
FAILFILT
47 29CHIP1 HOT
IGB 29 2 47
FUEL LOW FUELIGB
LOW CHIP HOT 29 2 FUEL LOW
(AHRS Equipped
81 AHRS 1
Aircraft)65 AC GEN BRNG 81 AHRS 2
67 CPLT PITOT 67 61 PITOT
CPLT ESS VOLTS LOW 61 ESS67
VOLTSPLT
LOW PITOT 67 PLT PITOT
30CHIP1 HOT
47 TGB ENG CHIP 30 247
ENG TGB
CHIPCHIP HOT 30 2 ENG CHIP
With AC Generator Installed
82 1. 1AC
CRTGEN 66
FAN Switch 64
1 ANTI-ICE
CRT FANAC GEN 90 82 OPEN
AC GEN 2 CRT FAN 66
82 .................................................................................................................................
64 DOOR 82 2 ANTI-ICE
CRT FAN OFF
60 63 1 INV FAIL
BAT OFF 63 260 BAT OFF
INV FAIL 63 2 INV FAIL
2. NO.1 INV Switch................................................................................................................................ OFF
37 CHECK BAR FILT 27 1 FUEL
37 CHECK FILTER
62 BAR
BUS TIE OPEN 72
FILT 62 BUS DAFCS
37 OPEN BAR FILT 27
TIECHECK 2 FUELBAR
37 CHECK FILTERFILT
61 ESS67 3. CPLT
VOLTS NO.2
LOW INV Switch
PITOT 61 PITOT 67
67 ..................................................................................................................................ON
PLT ESS VOLTS LOW PLT PITOT
Observe correct movement of Pilot and Co-Pilot Course select on EHSI by moving the #1 and #2
81 39 1 OUT
65 OFAC
81 knobs.
AHRS 1 select AHRS 1FLY
GEN BRNG 48
65 ROTOR
GENBRAKE
AC81 AHRS 2
BRNG 39
81 2 OUT OF 2FLY
AHRS
64 82 Course
1 CRT FAN
AC GEN 82 264
CRT FAN AC GEN 82 2 CRT FAN
LANDING GEAR
66 1 ANTI-ICE 66 O/S
31 N21 90
104 O/S
DOOR
ANTI-ICE
N2 OPEN 91
90 BD
DOOR
NOTE
66 STEP
2 ANTI-ICE
OPEN 69
66 2 ANTI-ICE
37TIE
62 BUS 62NRBAR
OPENBAR FILT 37 CHECK
CHECK BUS TIE OPEN
FILT 37 CHECK BAR FILT
27 1 FUEL FILTER 72 FILTER

27 1 FUEL DAFCS 72 27 2 FUEL FILTER
65 AC81 AHRS 1
GEN BRNG 81 65 AC2 GEN BRNG
AHRS 81 AHRS 2
TAIL
68
or W/S HEAT HOT 74 TRIM FAIL 52 ROTOR
39 If 1either
OUT OFlight
FLY remains 48ON,
39 1 OUT or ifBRAKE
ROTOR
OF FLY the course display
39 BRAKE
48 ROTOR 2 OUTisOF
inoperative
FLY 39 2or incorrect,
OUT OF FLY the test is considered
90 66 a FAIL
DOOR and inverter
1 ANTI-ICE
OPEN 66 switching
290 DOORis
ANTI-ICE inoperative.66
OPEN 2 ANTI-ICE
31
4. NO.1 INV Switch
O/S 104 O/S ..................................................................................................................................ON
31 O/S91104 O/S BD STEP 91
LANDING GEAR
69 STEP
BD 69
LANDING GEAR
72 27 1N2
FUELNR
DAFCS FILTER
N2 27 N2 72NRFILTER
2 FUEL DAFCS
N2 27 2 FUEL FILTER

39 BRAKE
48 ROTOR 1 OUT OF FLY 48 OF
39 2 OUT ROTOR
FLY BRAKE 39 2 OUT OF FLY
TAIL TAIL March 2013
68 W/S HEAT HOT 68 W/S74 TRIM FAIL
HEAT HOT 74 52 FAILROTOR
TRIM 52 ROTOR
O/S 104 O/S LANDING GEAR LANDING GEAR

91 31
BD STEP
N2 N2 69 91 BD STEP 69
NR
TAIL
74 68
TRIMW/S
FAILHEAT HOT 52 74TAIL TRIM FAIL 52 ROTOR
ROTOR
#1 ENG OUT #1 ENG OUT #2ENG
ENGOUT
OUT #2
#1 ENG OUT
14 32 #1 ENGINE
OFF CONTROL
14 44PRESS
32 #1 ENGINE 14 PRESS
14
CONTROL
#1
#2 ENGINE
44 CONTROL 14 PRESS #2 ENGINE
32TONE 14 PRESS
CONTROL
#2 ENG OUT
14
PRESS TONE
PRESS TO DIM AP1 MGB
TONE
AP2 PRESS
OFF
26
PRESS1TO DIM PRESS
FUEL 5432TONE
PRESS #1
AP1
TONE SERVO
OFF MGB
PRESSAP2
OFF
SYSTEM 08
PRESS
26
TO DIM
AFT BAG
1 FUEL 60
AP1 54
SMOK
PRESS
AP2
BAT
#1PRESS
FEED
26
SERVO
OFF
08
2TO DIM PRESS
FUEL
AFT BAG54SMOK60
#2OFF
AP1
TONE SERVO
AP2FEED
BAT
SYSTEM 26 2#2FUEL PR
#1 ENGINE CONTROL #1 ENGINE CONTROL SYSTEM#2 ENGINE CONTROL ENGINE C
72 32 72
PRESS TO DIM
44 32 MGB PRESS
72PRESS TO DIM 32 44 MGB
PRESS TO 72PRESS
DIM 32 PRESS TO
#1 ENG FIRE
CLTV #1DCPL
ENG FIRE
CLTV
#2 ENG FIRE
DCPL CLTV DCPL
#2
#1 ENG FIRE CLTV DCPL
04 24
PRESS TONE1 OFF
OIL PRESS 24
04 43PRESS
MGB 1OFF
TONE OIL
OIL
58 1 DC 04
PRESS
HOT 5624TONE
04 PRESS
PRESS
GEN HOT 143
TONE2DC
OIL
OFF
OFF MGB OIL HOT 04
PRESS
GEN
59 58 BAT HOT
1 DC GEN HOT
24TONE
46 PRESS
56MGB 1258
CHIP
DC
OFF
2 DC 04
OILGEN
PRESS
59 GEN 56
PRESS 46
HOTTONE
HOT
BAT
2 DC
OFF GEN
MGB CHIP 04
58 2 DC GEN
24 1 OIL PRESS 43 MGB OIL Expanded Normal
24 1 OIL PRESS
HOT 24 43 MGB OIL
2 OIL PRESS Procedures
HOT 24 2 OIL PR
#1 ENGINE CONTROL
32 #1 ENGINE CONTROL #1 SERVO
26 29
#2ENGINE
ENGINE1 CONTROL
08 47 #2 29
ENGINE
1CONTROL
26CHIP 29 #2 ENG 47
14 44 32 #1 IGB
32 26 1 FUEL
PRESS TO DIM
PRESS 44 14 08
MGB AFT
PRESS
#2
PRESS
ENGBAG1 54
OUT
TO DIM
FUEL
SMOK PRESS 32
32 #1
26
#1 ENG
PRESSTO
PRESS
2FUEL
CONTROL
MGB
TODIM
OUT
DIM
LOW
AFT
PRESS
FUEL BAG
PRESS
60 54 BAT 44#1
SMOK SERVO
FEED MGB PRESS
PRESS TO DIM
HOTLOW
2FUEL
FUEL
54 #2 32
60PRESS BAT44
SERVO
14
#2 ENGINE
FEED
2
MGB
PRESS TO DIM
FUEL
CONTROL
OUTIGBLOW
PRESS 54 32
CHIP HOT #2 SERV
AP1 AP2 PRESS TONE OFF SYSTEM PRESS TONE OFF #2 ENG OUT SYSTEM AP1 AP2 SYSTEM PRESS TONE OFF SYSTEM
14 5. NO.2 INV
#1 ENG OUT
Switch
14 #2 ENG OUT 26 1 FUEL PRESS 14 08 AFT 26 BAG SMOK
1 FUEL PRESS 26 208
................................................................................................................................
FUEL PRESS
AFT BAG SMOK OFF 26 2 FUEL P
AP1 PRESS AP2 TONE OFF PRESS TONEAP1 OFF AP2 PRESS TONE OFF
72 72
24 58CLTV
1 DC6. DCPL 43 24 59 58 1 56 DC GEN1 HOT 24GEN143 30 58 1 ENG
259 CHIP
46BAT 56HOT DC24
47 130
TGB 58 CHIP
12ENG HOT
DC CHIPHOT 43
GEN 30 47
2 ENG TGBCHIP
CHIP HOT
2 DC24
172
OIL PRESS GEN Repeat
HOT Step 3. 1OIL
MGB OIL
#2
BAT
HOT
72
ENG PRESS
FIRE
HOT 24
DC 2OIL
OIL MGB
PRESS
PRESS
#1 ENG
DC
FIREOILGEN
HOT HOT MGB 431CHIP CLTV
GEN
MGB 2
OIL OILDCPL
HOTPRESS 56 462 DC 24MGB
GEN 2 CHIP
OIL MGB
PRESS
#2 ENG OIL
FIRE HOT 56 GE
CLTV DCPL 04 PRESS TONE58 OFF
CLTV DCPL 04 PRESS TONE OFF 59#2 ENG58FIRE 58 259 04 PRESS TONE OFF 58 2 DC GEN
#1 ENG FIRE #2 ENG FIRE 1 DC GEN HOT BAT HOTGEN HOT
1 DC DC GENBAT HOTHOT
04#1 7.
ENG ACTONE
PRESS
OUT GEN 04 PRESS
OFF Switch TONE#1OFF ENG OUT 04
...................................................................................................................................ON
#2 ENGPRESS
OUT TONE OFF #2 ENG OUT
14 PRESS #1 SERVO 14 PRESS #1AP2
SERVO 6314 1PRESS#2 SERVO
INV FAIL 60LOW6314 BAT OFF #2 SERVO
1PRESS
INV FAIL 63 HOT 602 INV FAIL
BAT OFF
26 54 PRESS
1 FUEL
TONE OFF
08 26
AFT 601
BAGFUEL 54AP1
BAT
SMOK PRESS 29
FEED TONE OFF
1
SYSTEM26 1#1 26
FUEL LOW208 54
FUEL
FUEL AFT 60
BAG
PRESS
PRESS
AP1
TONE
47
SMOKBATOFF AP2
29FEED
IGB CHIP
1 FUEL 26
HOT 54
08 AFT BAG SMOK SYSTEM
2
1 FUEL PRESS29 TONE OFF
472 FUELIGBLOW
26 208
CHIPFUEL AFT BAG SMOK29
PRESS 2 FUEL26LO
SYSTEM SYSTEM
44 MGB PRESS 8. INV Switches 32 72..........................................................................................................................BOTH
#2 ENGINE CONTROL
PRESS TO DIM 54 #1 SERVO
32 ENGINE CONTROL
PRESS TO 72 DIM 60 54 44
BAT FEED
#1 SERVO
MGB PRESS 54 60
#2 SERVO
BAT FEED
PRESS TO DIM
OFF54 #2 SER
CONTROL SYSTEM #2 ENGINE CONTROLSYSTEM SYSTEM SYSTE
44 MGB 32 #1 ENGINE CONTROL
PRESS
#1 ENG PRESS
FIRE TO DIM
32 #2 ENGINE 44 TO
CLTV
PRESS MGB
DCPL
DIM
#1
PRESS
ENG FIRE
32 CLTV
#2 ENG PRESS
DCPL
FIRE TO DIM #2 ENG FIRE
56
04 9. Repeat Step 3.
46 56
04 30 TONE
1 DC GEN 67 56
04 CPLT46 PITOT
47 OFF
MGB 30 CHIP 61 67
ESS 56
04
VOLTSCPLT302LOW
PITOT
DC GEN
472 ENG 67 61PLT PITOT
ESS VOLTS LOW
HOTHOT 30
1 DC GEN MGB CHIP 1 ENG 58CHIP 2 DC GEN TGB 59 CHIP HOT
58 1 DC GEN PRESS
HOTTONE OFF 59 58 BAT 1 DCHOT GENPRESS HOT 58
OFF
1259DCGEN
DC GEN PRESS
BAT HOT
HOT TONE
HOT 1 ENG 58CHIP
BAT 2 HOTGENPRESS
1 DC HOT TONE 58 CHIP
TGB
OFF CHIP
259DC HOT
GENBAT 2 ENG 58CH
43 MGB OIL HOT 24 2 OIL PRESS 56 1 DC24 GEN 1 OIL PRESS 46 56MGB43 CHIP
1 DCMGBGENOIL HOT56 462 DC24 GEN
MGB2CHIP OIL PRESS 56 2 DC G
43 MGB
10. INV
24 OIL1HOT
Switches
OIL PRESS
............................................................................................................................BOTH
24 2 OIL 43 PRESS MGB OIL HOT 24 2 OIL PRESS
ON
29 #1 1 FUEL LOW 47 #1 29
IGBSERVO#1
CHIP163 FUEL
ENGINEHOT LOW
CONTROL 82 29 1 47
CRT
2 FUELFAN
IGB
60LOWCHIP
63 HOT 64 82#229
AC
32 63 GEN
SERVO1
#2 CRT
2 FUEL
ENGINE FAN LOW
CONTROL
602 INV 82 64
2 CRT FAN
AC GEN
BAT FEED 63
#1
32SERVOENGINE CONTROL
44 FEED 32 1 INV #2
#132 SERVO
#2
SERVO ENGINE
44 CONTROL
BAT1OFF #1 #2 SERVO
54 SYSTEM
PRESS TO DIM 60 54BAT MGB PRESS
SYSTEM
PRESS TO DIM 54FAIL
54 60
SYSTEM
BAT FEED
PRESS
MGB
TO DIM
PRESS 60 INV54FAIL
BAT FEED SYSTEM
PRESS TO DIM
FAIL
54 BAT 60 OFF 2 INV54FA
29 SYSTEM 47 29 29 47 SYSTEM 29 2 FUEL
08 AFT BAG SMOK 26 2 FUEL PRESS 1 FUEL LOW
26 1 FUEL PRESS IGB CHIP1 HOT
FUEL LOW
08 AFT BAG SMOK 2 FUEL IGBLOWCHIP
26 2 FUEL PRESSHOT
08 AFT26
30
BAGWithout
1 SMOK
FUEL PRESS
1 ENG CHIP
AC 26 Generator
2 FUEL
47 1CHIP 30
TGB
08 PRESS
AFT BAG
CHIP1 ENG
Installed
HOT
SMOK
CHIP PITOT 37230CHECK
26 2 FUEL PRESS
47
2 ENG TGB
BAR CHIPCHIP
FILT HOT 62 37
BUS 30CHECK 2 ENG
TIE OPEN BARCHIPFILT 37 CHECK 62 BARTIE
BUS FILT
OPEN PLT PITO
56 124
DC GEN
1 OIL PRESS 46 56MGB43 24
DC GEN
MGB 167
OIL OILHOT CPLT
PRESS 56 46
56 1 24
DC MGB
DCGENGEN43
2 OIL CHIP61
MGB
PRESS 67 HOT
ESS
OIL CPLT56
VOLTS
46 LOW
PITOT
MGB CHIP 124
2 DC GEN267OIL 61 PLT
PRESS ESS
56PITOT 46
VOLTS 2 DC LOW MGB CHIP 67
GEN 56
1. NV Switches ............................................................................................................................BOTH
30 1 ENG CHIP 47 30
TGB CHIP
1 HOT
ENG CHIP 30 47
2 ENG CHIP
TGB CHIP HOT
OFF 30 2 ENG C
59 BAT HOT 58 2 DC GEN HOT 58 1 DC GEN HOT 59 BAT HOT 58 2 DC GEN HOT
59 58
BAT HOT
1 DC GEN HOT 58 2 DC 59GEN HOT BAT HOT 58 2 DC GEN HOT
63 1 INV FAIL 601 FUEL 63 BAT 1 INV FAIL
OFF
82 81FUEL
63 LOW 60
AHRS BAT
1FAIL
2 INVHOT
64 82OFF 65 8163
AC GEN BRNG 2 INV1FAIL
AHRS 81 IGB 65AHRS 2
AC GEN BRNG 2 CRT FA
29 1 FUEL
26 1LOW FUEL PRESS 47 29IGB08CHIP 26
AFT HOT
BAGLOW
1 FUEL SMOK
1 CRT
PRESS 29FAN
29 47 26IGB
12FUEL 208
LOW CHIP
FUEL AFT BAG
PRESS
AC
SMOK471GEN
CRT 29
IGBFAN 2
CHIP1 FUEL
HOTLOW
26 2 82
FUEL64 2 CRT
PRESS FAN
29 AC 47
2GEN
FUEL LOW CHIP HOT 82 29
60 BAT FEED
Observe 54 BOTH #2 SERVO 63 1 INV FAIL
54
and #1 SERVO 60 63 BATON, OFF
1
60
BOTH
INV FAIL
BAT FEED
63 60
2 INV
54
and
FAIL
BAT #2 SERVO
OFF 63 2 INV F
OFF.
#1 SERVO SYSTEM
#2 SERVO SYSTEM #2 SERVO SYSTEM
60 54 FEED
BAT 54 60 BAT FEED 54
67 CPLT SYSTEM
PITOT 47 30 61 ESS67
SYSTEM
VOLTS CPLT PITOT
LOW BAR47 66 67 61PLT ESS SYSTEM
VOLTS
PITOT LOW 90
30 66 67 PLT PITOT 66 90
30 1 58
ENG 1CHIP
DC GEN HOT TGB 1 ENG
59CHIP 58HOTBAT 1 37
CHIP DC
HOT CHECK
GEN 30
30
HOT 1FILT
2ENG
ENG
58 TGB 1 ANTI-ICE
2CHIP
CHIP59CHIP
DC GEN62
HOT
BAT 37
HOTBUS
HOT 47
TIE OPEN
CHECK BARCHIP
TGB 2DOOR
1 ENG
FILT 58 37
OPEN
DC GEN 62 HOT
12 ANTI-ICE
HOTCHIP CHECK 30BAR
BUS 47
2FILT
TIE OPEN
ENG TGB 2 ANTI-ICE
CHIP DOOR
CHIP 37 CHECK30
HOTOPEN BAR
46 MGB 2. CHIPNO.1 INV Switch 56 2..................................................................................................................................
DC GEN 67 CPLT 56 PITOT 1 DC GEN 61 ESS 67VOLTS 46
CPLT LOW
PITOT
MGB CHIP 67 61
PLT PITOT
56
ESS VOLTS LOW
2 DC GEN ON67 PLT PIT
46 56 CHIP
MGB 1 DC GEN 56 246DC GEN MGB CHIP 56 2 DC GEN
63 182 1
#1CRT FAN 60 63 64 1OFF 82AC 1
#1CRT
GEN
81 FAN 63
63 16027 82 1 FAIL
FUEL642
#2CRT
FILTER
65 AC81
FAN GEN 721 27
63 82
DAFCS
1 FAIL
FUEL 2
#2CRT
81 65FAN
FILTER 27
260 INV272 FUEL FILTER
DAFCS
81 63 2
FEED60 AHRSBAT 63
INV FAIL SERVO BAT INV FAIL SERVO AHRS 1 2INV
INV BAT
FAIL SERVO
OFF AC GEN BRNG 2 INV
1 54
OFF SERVO AHRS
AC GEN 2 BRNG BAT OFF
FAIL AHRS
54 60 54 BAT FEED 54 60 BAT
47 IGB CHIP SYSTEM
HOT Observe 29 2 FUEL LOW 82 SYSTEM 1OFF,
CRT 29FAN 1 FUEL LOW SYSTEM64ON, 82AC 47 GEN
1 CRT IGBFANCHIP HOT and 82 SYSTEM64
2 CRT 29FANAC 2GENFUEL remain
LOW OFF. 82 2 CRT F
47 IGB29CHIP1HOT FUEL LOW 29 2 FUEL 47 LOW IGB CHIP HOT 29 2 FUEL LOW
37 CHECK 3. BARNO.2FILT INV 62
61 Switch 37LOW 37 62 OFBUS 37PITOT
...................................................................................................................................ON
CHECK BAR FILT 39 TIE OPEN 67 48VOLTS CHECK BAR FILT 61
DOOR39
67 67 46 BUS TIE OPEN 67 61 CHECK
1PITOT
OUT BAR
FLY FILT 39
ROTOR BRAKE
1PITOT
OUT OF FLY 248OUT OF FLY
ROTOR BRAKE 67
CPLT
56 PITOT 1 DC GEN ESS CPLT
VOLTS 56MGB PITOT 66
1 DC GEN
CHIP 67
1 ANTI-ICE PLT
CPLT56ESS VOLTS
462 DC 90 LOW
MGB
GEN 66CHIP
DOOR 61 ESS
1 OPEN
ANTI-ICE PLT
CPLT56LOW 662 DC 90 67
2 ANTI-ICE
GEN PLT
OPENESS
PITOT VOLTS LOW66 2 ANTI-IC
47 TGB CHIP HOT 30 2 ENG CHIP 37 CHECK 30 BAR FILT 1 ENG CHIP 62 BUS 37 CHECK
TIE47OPEN BARCHIP
TGB FILT HOT37 CHECK 62 BUS 30
BARTIE FILT OPENCHIP
2 ENG 37 CHECK BA
47 TGB 4. 1HOT
30CHIP NO.1
ENG CHIPINV Switch
30 2.................................................................................................................................OFF
47
ENG CHIPTGB CHIP HOT 30 2 ENG CHIP
81 AHRS 1 65 AC81 FAN AHRS 1 82 81 65104 AC GEN
2 27 BRNG 81O/S AHRS 2 82FILTER
82 129
CRT FAN1 FUEL LOW 64 82 AC 1GEN
47 29 GEN
CRT
IGB CHIP127
BRNG
FUEL
HOT1 FUEL
LOW 82FILTER64
12CRT
31 CRT
29 O/S
FANAC
FAN
47 AHRS
GEN
2 FUEL 72
IGB O/S
CHIP HOT
LOW 164FUEL82
DAFCS AC GEN
FILTER
91 2 CRT
1 29
31 BD STEP 227
FAN 104
FUEL 72 O/S
2 FUEL
LOW 64
DAFCS2 CRT
69
LANDING
91 AC GEN
FAN GEAR27 2 FUEL82
BD STEP FIL
60 63 81 N2 NR 65N2 AC 81GEN 1 OFFN2 81NR 65 N2 81
BAT OFF 2 INV FAIL AHRS63 1 1 INV FAIL 60BRNG
AHRSBAT AHRS 63 2GEN2BRNG
AC INV FAIL AHRS
60 63
BAT OFF 1 INVObserve
FAIL 63 260 INV FAIL BAT OFF OFF , 63 ON,FAIL
2 INV and remain OFF.
37 CHECK66 BAR
30 11ENG
ANTI-ICE
FILT CHIP 62 37BUS90
47
CHECK
TIETGB 66
30DOOR
OPEN BAR
CHIP 1OPEN
139 ANTI-ICE
FILT
ENG
HOT 1CHIP
OUT 37
37 6230
CHECK
OFCHECK
FLY 66BUSBAR
BAR 90
47
22
TIEFILT
FILT
ENG DOOR
ANTI-ICE
OPEN
48
TGBCHIP 39
CHIPOPEN
ROTOR 162
HOT 37
OF CHECK
BUS
BRAKE
OUT 66 BAR239
30
TIE OPEN
FLY 2FILT
ANTI-ICE
ENG 48
2CHIP
OUT ROTOR 62
37OFCHECK
FLY BRAKE BUS
BARTIE FILTOPEN39 2 OUT37 OF
61 ESS VOLTS 5. LOWNO.1 INV Switch67 ...................................................................................................................................ON
PLT PITOT 66 67 CPLT PITOT 90 66
1 ANTI-ICE DOOR61 OPEN
1 ESS VOLTS LOW
ANTI-ICE 66 90 67
DOOR PLT
2 ANTI-ICE OPEN PITOTTAIL 66 2 ANTI-
61 ESS67 VOLTS LOWPITOT
CPLT 67 PLT61 PITOT
ESS VOLTS LOW
68 W/S 67 HEAT HOT
PLT PITOT
74 68TRIM W/S FAIL
HEAT HOT 52 74ROTOR TRIM FAIL
81 27
63
AHRS 1 FUEL
1 FILTER
1 INV FAIL 65 81
AC 72
GEN 27
60 63BAT31
AHRS
BRNG 1
DAFCS
1 FUEL
1 INVO/S
OFF FILTER
FAIL8181
104 O/S65 27
63 60
AC
AHRS
AHRS 2 72FUEL
GEN
2 BRNG
1 2 INV FAIL DAFCS
FILTER
BAT OFFO/S 65 104 81
AC GEN 27
63
AHRS
O/SBRNG
2 2
1FUEL FILTER
2 INV FAIL81
LANDING 65
GEAR AC
AHRS 2 GEN BRNG LANDING81 G
64 82 BOTH 82 N21 CRT FAN 72 31
91 BD STEP 69 91 BD STEP 69
AC GEN Observe 2 CRT FAN 27 1N2 FUELNR and
FILTER 164
27 DAFCS
OFF,
N2 FUEL N2GEN 27 272
AC
NRFILTER and82
FUEL FILTER
DAFCS 2 CRT FAN OFF.27 2 FUEL F
64 82
AC GEN 1 CRT FAN 82 264 CRT FANAC GEN 82 2 CRT FAN
66 39
167 1CPLT
ANTI-ICE OUT PITOT
OF FLY 90 66 48 1ESS
61
DOOR 39 VOLTS
ROTOR
67
ANTI-ICE
OPEN 1CPLT
OUT
BRAKE
LOWOF FLY
PITOT 66 90
66 39
67 DOOR
12ANTI-ICE
ANTI-ICE 48
261OUT
PLT ROTOR
ESS
PITOT
OPEN FLYBRAKE
OFVOLTS
90 66
LOW DOOR 2
39 2 PLT
67
ANTI-ICE
1OPEN
OUTPITOT
OF FLY
66 90 DOOR OPEN
2 ANTI-ICE 66
62 BUS TIE OPEN 37 CHECK BAR39 FILT1 OUT 37 CHECK BAR FILT
OF FLY 48 ROTOR39 162 OUTBUS
BRAKE OF FLYTIE OPEN39 248 37
OUTROTOR CHECK
OF FLY BRAKE BAR FILT 39 2 OUT OF
62 BUS 37TIE OPENBAR FILT 37 CHECK
CHECK 62 BAR 68 FILT
BUS W/SOPEN
TIE HEAT HOT NOTE
37 CHECK 74 68BAR TRIM
W/S FAIL
FILTHEAT HOT 52 74 ROTOR
TAIL
TRIM FAIL 52
TAIL
ROTOR
27 82 O/S 104FANO/S 72 27 64 82 O/S 104FAN27 O/S
27 1272 82 LANDING
64 GEAR
GEN 72 27 DAFCS 82 LANDING GEAR 72 27
1 FUEL 1 CRT
31 FILTER 1 FUEL
DAFCS
91 31BD FILTER
AC 1 CRT
GEN
STEP FUEL DAFCS
FILTER
69 FILTER
FUEL 912 CRT FAN AC
BD STEP 2
1 FUEL69 FILTER 2 CRT FAN 27 2 FUEL FILTER DAFCS
N2
65 AC GEN BRNG NR N2 81 N2 NR N2
AHRS 2 81 O/S AHRS 1 65 104 AC GEN O/SBRNG LANDING 81 GEARAHRS 2 LANDING
31 O/S N2BRNG
104
91 31 O/S
BD STEP 69 91 BD STEP 69
65 AC81 GEN BRNG AHRS 1 81 65
AHRSAC 2 GEN NR N2 81 AHRS 2 N2 NR N2
39 37 OF
1 OUT CHECKFLY BAR FILT 48 ROTOR or621 OUT
39 37 OF
BUS
BRAKE CHECK
TIE FLYOPEN BAR 39 39 148
FILT 2OUT37ROTOR
OUT OF 62
CHECK
OF FLY
FLY BUS
BARTIE
BRAKE FILTOPEN48 ROTOR39 21 BRAKE 37 OF
OUT CHECK
FLY BAR 39 FILT 248 OUTROTOROF FLYBRAKE 39
90 DOOR either OPEN light remains 66 ON,
2 ANTI-ICE or if the course
66 display
1 ANTI-ICE TAILis inoperative 90 DOOR or incorrect,
OPEN TAILthe 66 test is considered
2 ANTI-ICE a
68 W/S HEAT HOT 74 68TRIM W/S HEAT HOT
FAIL 52 74ROTOR TRIM FAIL 52 ROTOR
90 DOOR 66 FAILOPEN and inverter
1 ANTI-ICE 66 switching
290 ANTI-ICE DOOR is inoperative.
OPEN 66 2 ANTI-ICE TAIL TAIL
O/S81104 O/S AHRS 1 65 81
O/SAC104 GEN O/S68 AHRS
BRNG W/S 1 HEAT HOT 81
LANDING
O/S 104 65
GEAR AC
AHRS 2
O/S
74 GEN 68TRIM
BRNG W/SFAILHEAT HOT 81
LANDING
O/S 104 52
GEAR
AHRS
O/S 742ROTOR TRIM
LANDINGFAIL GEAR 52 ROTO
31 91 31 BDN2STEP 69
31 91 BD STEP 91 69
31 BD STEP 69 91 BD STEP 69
72
N2 NRDAFCS N2 27 2 FUELNR FILTER N2 27 N2 1 FUELNR FILTER N2 72 N2 NR N2
72 27DAFCS1 FUEL FILTER 27 2 FUEL 72 FILTER DAFCS 27 2 FUEL FILTER
66 1 ANTI-ICE 90 66 DOOR 1OPEN ANTI-ICE 66 90 DOOR OPEN
2 ANTI-ICE 66 2 ANTI-ICE
48 ROTOR BRAKE 39 2 OUT OF FLY 39 1 OUT TAILOF FLY 48 ROTOR BRAKE TAIL 39 2 OUT OF FLY
TAIL
68 W/S
48HEAT 39
ROTOR HOTBRAKE
1 OUT OF FLY 74 68 W/S
TRIM
39 2FAILHEAT
OUT48 OF HOT
ROTOR FLY BRAKE 52 W/S
68 74 HEAT
ROTOR
TRIM39 FAIL
HOT 2 OUT OF FLY 74 52 68TRIM W/S HEAT HOT
FAIL
ROTOR 52 74ROTOR TRIM FAIL 52
27 1 FUEL FILTER 72 27 DAFCS 1 FUEL FILTER 27 272 FUEL FILTER DAFCS 27 2 FUEL FILTER
LANDING GEAR LANDING GEAR
91 BD STEP 69 31 O/S 104 O/S
N2 NR N2LANDING GEAR
91 BD STEP 69
O/S 104 O/S LANDING GEAR
91 31
BD STEP
N2 FLY
69 91 BD STEP 69
39 1 OUT OF NR N2 39 1 OUT
48 ROTOR OF FLY
BRAKE 39 248OUTROTOR
OF FLYBRAKE 39 2 OUT OF FLY
TAIL TAIL
74 TRIM FAIL 52 O/S 104 O/S 68 W/S HEAT HOT GEAR
LANDING 74 52
TRIM FAILLANDING GEAR
7431 O/S 104 O/S
68 NR
TRIM
N2 FAILHEAT
W/S N2 HOT
ROTOR
5291 31
74
TAIL
BD STEP
N2 TRIM N2
FAIL 69 91 52 BDTAIL
STEP 69 ROTOR
ROTOR NR ROTOR
March 2013
TAIL TAIL
68 W/S HEAT HOT 74 68TRIM
W/S HEAT HOT
FAIL 52 74ROTOR
TRIM FAIL 52 ROTOR
29 1 FUEL LOW 47 IGB CHIP HOT 29 2 FUEL LOW
30 1 ENG CHIP 47 TGB CHIP HOT 30 2 ENG CHIP
STP 10 Barrier Filter Check

1.
67 Check for presence 61
CPLT PITOT of previously latched BARRIER
ESS VOLTS LOW 67 FILTER condition lights.
PLT PITOT
82 1 CRT FAN 64 AC GEN

NOTE
82 2 CRT FAN
37 CHECK BAR FILT 62 BUS TIE OPEN CAUT 37 CHECK BAR FILT
MAINT
If , or
81 AHRS 1 65 AC GEN BRNG 81 AHRS 2
2. TEST Button ..............................................................................................................PRESS AND HOLD

66 Observe 90 lights
1 ANTI-ICEthe following DOORare 66
illuminated:
OPEN 2 ANTI-ICE
All BARRIER FILTER Segment Lights

27 1 FUEL 72 CAUT
FILTER MAINT and
CHECK, DAFCS 27 2 FUEL FILTER
Condition Lights
IIDS CHECK BAR FILT Cautions
39 1 OUT
PWR 48 Advisory
ASSURANCE
OF FLY ROTOR BRAKE 39 2 OUT OF FLY
BOTH MASTER CAUTION Lights

3. TEST Button
O/S 104 LANDING GEAR
O/S ............................................................................................................................ RELEASE
31 N2 NR N2
91 BD STEP 69
All BARRIER FILTER Segments ONLY are OFF.
4. RESET Button .................................................................................PRESS and HOLD for 5 SECONDS
68 Observe the following
74 Lights OFF: TAIL
W/S HEAT HOT TRIM FAIL 52 ROTOR
CHECK, MAINT and CAUT Condition Lights
IIDS CHECK BAR FILT Cautions
PWR ASSURANCE Advisory
BOTH MASTER CAUTION Lights
NOTE
MAINT
If either of the pressure sensors becomes inoperative, the Barrier Filter condition
light will illuminate and cannot be reset by pilot action. Consult with maintenance.
STP 11 N1 Tachometer Check

1. Collective.............................................................................................................................FULL DOWN
Observe the engines operating in a stable condition, neither accelerating nor decelerating.
2. Select MENU on IIDS and press N1 TEST soft key.
3. Check that digital N1 TEST values (lower display) are within 0.2% of the digital NORMAL values
(upper display).
N1 TEST times out in 8 seconds.

March 2013
STP 12 OEI Limit Selection Check

1. No.1 Engine Lever ................................................................................................... RETARD SLIGHTLY
OUT OF FLY
2. No.2 Engine N1 Indicator ............................................................................................................. CHECK
2 MINUTE ARMED LIGHT ON
3. OEI Limits Select Switch..................................................................................................MCP(Depress)
Check Neither ARMED light ON
4. OEI Limits Select Switch......................................................................................................30 SECOND
Check 30 Second ARMED light ON
5. OEI Limits Select Switch..........................................................................................................2 MINUTE
Check 2 Minute ARMED light ON
6. No.1 Engine Lever ..............................................................................................................................FLY
Check Neither ARMED light ON
7. Repeat steps 1. Through 6. Using the opposite engine combination. Use the copilots collective
switch if appropriate.
STP 13 Float Test

power must be available or DC generators must be operating to make this test.
1. Flotation Test Switch ...................................................................................................................... TEST
2. Floats Arming Switch ................................................................................................................. ARMED
FLOATS ARM
...............................................................................................................ILLUMINATES
3. ....................................................................................... PRESS
MASTER CAUTION
PRESS TO RESET
ESS VOLTS LOW

Release Switch
4. ................................................................................. PRESS
Release Switch

March 2013
5. Floats Arming Switch ........................................................................................................................OFF
FLOATS ARM
............................................................................................................EXTINGUISHES
6. Flotation Test Switch .....................................................................................................................NORM
MASTER CAUTION
PRESS TO RESET
ESS VOLTS LOW

Red WARN Indicator Light..................................................................................OFF
STP 14 Single Point Power Assurance Check (AUTO)

(See RFM for details on when this check must be performed).
Check each engine separately at 107% NR.
1. Position the helicopter into the wind and select Heater Bleed Air OFF. Record OAT and PA and
determine Target Torque.
2. Retard one engine to IDLE.
3. DC GEN of engine to be checked .................................................................................................... OFF
4. OEI Select Switch .............................................................................................................................MCP
5. IIDS Performance Display ..............................................................................................................MENU
Then Select PWR ASSUR Soft Key
CAUTION
With aircraft anti-ice ON or OFF, as appropriate for takeoff, press PWR ASSUR Soft Key on the
performance display to command a power check with anti-ice OFF.
6. Increase the collective to set the 5% increment torque value indicated on the display.
NOTE
Hover using the power of one engine only is prohibited.
7. Observe the countdown timer proceeds from 2:45 to 0 before sampling. Maintain precise torque
8. Observe power assurance result normally displayed 15 seconds after the start of sampling.
NOTE
If the DECU reports an INVALID check or if NO RESPONSE is received within 30 seconds, the REPEAT
soft key may be commanded to REPEAT or CONTINUE selected if a check of the other engine is
desired.

March 2013
9. If either the power margin or T5

10. Cross check that cockpit PA and OAT values are within 250 ft and 2°C of those displayed on the
test result.
11. Restore the DC GEN, depress the CONTINUE soft key and advance the engine lever to FLY.
12. Repeat steps 2. Through 10. To check the other engine.
13. Restore the DC GEN, depress the MENU key to clear the power assurance display.
14. Both Engine Control Levers ..............................................................................................................FLY
107% NR, N1 MATCHED
STP 15 DAFCS Test (APs)

Perform this test with the aircraft reasonably level, engine N1’s MATCHED in FLY and normal DC and
AC power is ON.
CAUTION
to not endanger persons or objects near the helicopter rotor disc. Remain clear of the controls to
achieve a valid test but guard the controls to protect against un-commanded movements.
1. Autopilot Controller TEST Switch ..................................................................................................... ON

2. When AP1 ON Light Flashes ................................................................................................. DEPRESS
3. When AP2 ON Light Flashes ................................................................................................. DEPRESS
4. Check for error codes on the AL-300. Pressing SBY sequences through any codes. Aircraft with
the collective inhibit feature may generate error codes, however, all error codes must clear after
testing or maintenance must be advised.
5. When END 1 is displayed, press autopilot controller TEST Switch to end the test or press SBY to
continue to Level 2.
NOTE
Autopilots should NOT be engaged until passing Level 1 test.
6.
This is a bulb check. Each indicator may be pressed individually or this portion may be bypassed
to end.

March 2013
CPL #2 ENG FIRE
MOK 04
26
58
32 12PRESS
#1 FUEL
ENGINE
DC PRESS
CONTROL
TONE
GEN OFF
HOT 59
44 BATPRESS
MGB HOT 58
2 DC GEN HOT
PRESS TO DIM PRESS TO DIM
#2 ENGINE CONTROL
#1 SERVO #2 SERVO
T
SS 58
32
54
24 21PRESS
DC
OILGEN HOT
PRESS
TO DIM 60
43 BATOIL
MGB FEED
HOT 54
24 2 OIL PRESS
SYSTEM SYSTEM
T #2 ENG OUT
OFF AP1 #2 SERVO
AP2
14 PRESS TONE OFF
54
56 46
D
HOT 24
STP
26 16
72
1OIL
DCPRESS
12FUEL
GEN
Zapper
PRESS
SYSTEM Pulse MGB CHIP
08 CHIP
AFT BAG DET
SMOK SYS 56
Test
26 2 DC GEN
2 FUEL PRESS
E
CLTVTEST
1. CHIP DET DCPL
Switch ..................................................................................................................
#2 ENG FIRE TEST
IP
OFF
MOK
56
29
26 2FUEL
DC GEN
21FUEL LOW
PRESS
04
47 IGB CHIP
PRESS TONE HOT
OFF 29 2 FUEL LOW
T
58 ................................................................................................................................................CHECK
2. IIDS 1 DC GEN HOT 59 BAT HOT
#2 ENG OUT
58 2 DC GEN HOT
OFF AP1 AP2
14 PRESS TONE OFF
TROL
HOT
TM
29
30
44
72
58 21#1
2 MGB
DC
FUEL
ENG LOW
CHIP
PRESS
SERVO
GEN HOT 47 #2TGB
32 ENGINE CONTROL
CHIPDIM HOT 30 2#2 ENG
SERVOCHIP
54 CLTV DCPL
SYSTEM
60 PRESS BAT TO FEED 54
E ..........................................................................................................ILLUMINATES
#2 ENG FIRE SYSTEM
OFF 04 PRESS TONE OFF
HOT
SS 30
63
43 2#2
1ENG
MGB INV CHIP
SERVO
FAIL
OIL HOT 60
24 BAT OFF 63 2 INV FAIL
D 54
56 1 DC GEN
SYSTEM
46 2 OIL MGBPRESSCHIP 56 2 DC GEN
..........................................................................................................ILLUMINATES
TROL
M
44 MGB PRESS 32 #2 ENGINE CONTROL
PRESS TO DIM
F 3. 163
& 2 ENG CHIP
2 INVPITOT
FAIL CBs.......................................................................................................... PULL/RESET
P
ESS 67
56
08 1CPLT
29 AFT 2FUEL
DC GEN
BAG SMOK
LOW 61
47 ESS
26 2IGB
FUELVOLTS
CHIPPRESS LOW
HOT 67
29 2PLT FUEL PITOT
LOW
4. IIDS ................................................................................................................................................CHECK
SS 43 MGB OIL HOT 24 2 OIL PRESS
LOW 67
82 211PLT
CRTPITOT
FAN 64 82
HOT
HOT 29
30
59 FUEL
ENG
BAT LOW
CHIP
HOT 47
58 DCAC
2TGB GEN
CHIP
GEN HOT
HOT 30 22 ENG
CRT CHIP
FAN
.......................................................................................................EXTINGUISHES
ESS 08 AFT BAG SMOK 26 2 FUEL PRESS
N
O 82
37
30 221
CHECK CRT FANFILT 62 #2BAT
SERVO 37
HOT 63
60 INVBAR
ENG
BAT CHIP
FAIL
FEED 60
54 BUS TIEOFF
OPEN 63 CHECK
2 INVBAR
FAILFILT
SYSTEM
.......................................................................................................EXTINGUISHES
HOT 59 BAT HOT 58 2 DC GEN HOT
FPEN 37
81
63
46 CHECK
2 INVBAR
AHRS 1 FILT
FAIL 65
56 AC
2 GEN BRNG 81 AHRS 2
N 67 MGB
CPLT CHIP
PITOT 61 ESS DC GEN
VOLTS LOW 67 PLT PITOT
O
STP 17 AC Generator Check
#2 SERVO
RNG 81 AHRS 2
LOW
W 67
47
66
82 PLT
IGB
1 PITOT
CHIP
CRT HOT
ANTI-ICE
FAN 29
90
64 2DOOR
FUEL LOW
OPEN
AC GEN NOTE 66
82 2 ANTI-ICE
CRT FAN
N 46 MGB CHIP 56 2 DC GEN

EN
NIP This82
check
66
27
47 1 is
22 CRT
TGB
no longer
ANTI-ICE
FUEL FAN
FILTER
CHIP HOT
required
72or described
30 DAFCS
2 ENG CHIP
in the C++ RFM.
27 2Refer to the Sikorsky Flight Check
FUELBAR
FILTER
37 CHECK
Procedures BAR
Manual Para 1.61. 62 BUS TIE OPEN
FILT 37 CHECK FILT
W 47 IGB CHIP HOT 29 2 FUEL LOW

PEN
L 27
37
60
39 21 FUEL
81 atCHECKBAT
OUT FILTER
BAR
OFF
OF FILT
1:FLY 63
48
65 2 INV
GENFAIL
ROTOR BRAKE 39
81 2 OUT OF2FLY
Check 107%
AHRSN R
AC BRNG AHRS
1. AC GEN ................................................................................................................................................ ON
IP 47 TGB CHIP HOT 30 2 ENG CHIP
AKE
RNG
OT 2. AC
39 GEN
81
61 Overvolt/Undervolt
2 OUT OF2FLY
AHRS 67 LANDING GEAR
31 ESS
66
Test
O/S VOLTS
104
1 ANTI-ICE
Switch
N2 NR
LOW
O/S 90
91 DOOR PLT PITOT
BD STEPOPEN 66
69 2 ANTI-ICE
...................................................................................UNDERVOLT
N2 (HOLD for 5 Seconds)
L 60 BAT OFF 63 2 INV FAIL
N 64 LANDING GEAR 82
EN
P 66
27
69 2 AC GEN
ANTI-ICE
1 FUEL FILTER 72 2 CRT FAN
..........................................................................................................ILLUMINATES
TAIL
OT 68 ESS
61 W/SVOLTS
HEAT HOT
LOW 74
67 TRIM
PLT FAIL
PITOT 52 ROTOR
3. AC
62 GEN Switch ...................................................................................................................OFF
37 then ON
FILT 27 BUS
2 TIE
FUEL OPEN
FILTER
39 1 OUT OF FLY CHECK
48 ROTOR BRAKE BAR FILT 39 2 OUT OF FLY
TAIL
IL
N 52
64 AC GEN
ROTOR 82 2 CRT FAN
AKE 65
39 AC GEN
2 OUT104
OFBRNG
FLY
.......................................................................................................EXTINGUISHES
81 AHRS 2
O/S O/S LANDING GEAR
31 N2 NR N2
91 BD STEP 69
FILT 62 BUS TIE OPEN 37 CHECK BAR FILT
E 90 LANDING GEAR
DOOR OPEN 66 2 ANTI-ICE
P 69
65 AC GEN BRNG 81 AHRSFAIL
2 TAIL
68 W/S HEAT HOT 74 TRIM 52 ROTOR
TER 72 DAFCS 27 2 FUEL FILTER
TAIL
EL 52
90 DOOR OPEN
ROTOR 66 2 ANTI-ICE
FLY 48 ROTOR BRAKE 39 2 OUT OF FLY
March 2013
TER 72 DAFCS 27 2 FUEL FILTER

O/S LANDING GEAR
N2
91 BD STEP 69
FLY 48 ROTOR BRAKE 39 2 OUT OF FLY
CHIP 47 TGB CHIP HOT 30 2 ENG CHIP
L LOW
ERVO 47 IGB CHIP HOT 29 2#2
FUEL LOW
SERVO
TEM
FAIL 60 BAT OFF 63 2 INV FAIL
CHIP 47 TGB CHIP HOT 30 2 ENG CHIP Expanded Normal Procedures
GEN 46 MGB CHIP 56 2 DC GEN
PITOT 61 ESS VOLTS LOW 67 PLT PITOT
4. AC GEN Overvolt/Undervolt Test Switch.............................................................................OVERVOLT
FAIL 60 BAT OFF 63 2 INV FAIL
L LOW 47 IGB CHIP HOT 29 2 FUEL LOW
T FAN 64 AC GEN 82 2 CRT FAN
.................................................................................ILLUMINATES IMMEDIATELY
PITOT
CHIP
61
47 ESS VOLTS LOW
TGB CHIP HOT
67
30 2PLT PITOT
ENG CHIP
5. AC GEN Switch .................................................................................................................. OFF then ON
BAR FILT 62 BUS TIE OPEN 37 CHECK BAR FILT
T FAN
FAIL
64
14 PRESS
60 AC GENOFF
BATTONE
OFF
82
63 2 CRT FAN
2 INV FAIL
14 PRESS
AP1 AP2 TONE OFF
.......................................................................................................EXTINGUISHES
RS 1 65 AC GEN BRNG 81
72 AHRS 2
BAR FILT
6. AC
62 GEN
BUS
Feeder
TIE FIRE
#1 ENG OPEN
Fault Test Switch................................................................................FEEDER
CLTV DCPL
37 CHECK BAR FILT #2 ENG FIRE
FAULT
PITOT 61
04 ESS VOLTS
PRESS LOW
TONE OFF 67 PLT PITOT 04 PRESS TONE OFF
7. AC GEN Switch .................................................................................................................. OFF then ON
TI-ICE 90 DOOR OPEN 66 2 ANTI-ICE
RS 1
T FAN
65
64 AC GENCONTROL
BRNG
AC GEN
#1 ENGINE
81
82 AHRS 2
2 CRTPRESSFAN
32 PRESS TO DIM
44 MGB 32 #2 ENGINE CONTROL
PRESS TO DIM
.......................................................................................................EXTINGUISHES
FILTER 72 DAFCS 27 2 FUEL FILTER
TI-ICE
BAR FILT 90
62 DOOR
BUS TIEOPEN
OPEN 66
37 2 ANTI-ICE
CHECK BAR FILT
24 1 OIL PRESS 43 MGB OIL HOT 24
OF FLY
STP 18 DC Generator
48 ROTOR BRAKE
Check
39 2 OUT OF FLY
2 OIL PRESS
FILTER
RS 1 72
65 DAFCS
AC GEN BRNG 27
81 2 FUEL
AHRSFILTER
2
26 1 FUEL PRESS 08 AFT BAG SMOK
LANDING GEAR
NOTE 26 2 FUEL PRESS
04 O/S
91 BD STEP 69
R N2
OF FLY
TI-ICE This48
90
ROTOR
check is noBRAKE 39or 2described
longer required
66
OUT OF FLYin the C++ RFM. Refer to the Sikorsky Flight Check
58
14 1DOOR
DC GEN
#1 ENGOPEN
HOT
OUT 59 2 BATANTI-ICE
HOT 58
14 2 DC GEN
#2 ENG HOT
OUT
Procedures Manual
PRESS Para 1.59.
TONE OFF AP1 AP2 PRESS TONE OFF
04 O/S 1. AP1
72 and DAFCS 72 LANDING
AP2 ............................................................................................................................
27 TAIL GEAR ENGAGE
FILTER
AT HOT 91
74
54 #1
BDSERVO
TRIM STEP
FAIL 69
52
60 CLTV
2 FUEL FILTER
DCPL 54 #2 SERVO
R N2 #1 ENG FIRE#1 ENG OUT
14
SYSTEM
BAT
ROTOR FEED #2
14ENG FIRE#2 ENG OUT
SYSTEM
04 Generator
2. No.1 PRESS TONE Test
PRESS
OFF Switch
TONE OFF AP1 AP2 04 PRESS
..............................................................................
TONE OFF FAULT
PRESS TONE OFF(approx 5 secs)
OF FLY 48 ROTOR BRAKE 39 72 FLY

56 1 DC GEN 46 2 OUT MGBOF CHIPCLTV DCPL 56 2 DC GEN
32
#1 ENG FIRE
#1 ENGINE CONTROL
44 TAIL 32 #2 ENGINE CONTROL #2 ENG FIRE
AT HOT 74 04
TRIMTO
PRESS FAIL
PRESS
DIM TONE OFF 52 MGB PRESS 04 TOPRESS
..........................................................................................................ILLUMINATES
PRESS DIM TONE OFF
ROTOR
AP1.................................................................................................................................REMAINS
LANDING GEAR ON
04 O/S 29 1 FUEL 47 IGB CHIP HOT 29 2 FUEL LOW
91 BD STEP LOW 69
R N2 AP2..........................................................................................................................MAY DISENGAGE
24 1 OIL #1
32PRESS ENGINE CONTROL
PRESS TO DIM
43 MGB 44OIL HOT MGB PRESS 24 2 OIL #2 ENGINE CONTROL
32 PRESS PRESS TO DIM
3. DC 1 GEN Switch .............................................................................................................................. OFF
30 1 ENG CHIP 47 TGB CHIP HOT 30 2 ENG CHIP
4. Flood Light ........................................................................................................................FULL
TAIL BRIGHT
AT HOT 26
74 24 PRESS
1 FUEL
TRIM 1 OIL PRESS
FAIL 08
AFT 43
52 BAG SMOKMGB OIL HOT 26 2 FUEL 24 PRESS 2 OIL PRESS
ROTOR
5. Fire Detector Switch .................................................................................................................AFT/BAG
58 1 DC26
GEN1 HOT
FUEL PRESS 59 BAT
08 HOT
AFT BAG SMOK 58 2 DC
26GEN2 HOT
FUEL PRESS
Observe Audio tone (ESS BUS), ON and Flood Light remains ON
67 CPLT PITOT 61 ESS VOLTS LOW 67 PLT PITOT
(No.1 DC PRI BUS)
#1 SERVO #2 SERVO
54 58 1 DC GEN HOT 60
SYSTEM 59 FEEDBAT HOT
BAT 54 58 2 DC GEN HOT
SYSTEM
6. DC 1 GEN Switch ................................................................................................................... RESET/ON
82 1 CRT FAN 64 AC GEN 82 2 CRT FAN
56 54 #1 SERVO
1 DC GEN 46 MGB CHIP
60 BAT FEED 56 2 DC GEN
54 #2 SERVO
SYSTEM SYSTEM
.......................................................................................................EXTINGUISHES
37 CHECK BAR FILT 62 BUS TIE OPEN 37 CHECK BAR FILT
29 1 FUEL
56 LOW
1 DC GEN 47 IGB46
CHIP HOT
MGB CHIP 29 2 FUEL
56 LOW
2 DC GEN
81 AHRS 1 65 AC GEN BRNG 81 AHRS 2

Sikorsky
30 S76 29C++
1 ENG CHIP
1 FUEL LOW 47 TGB CHIP
For
47 HOT
Training
IGB Purposes
CHIP 30
HOTOnly 2 ENG
29 CHIP
2 FUEL LOW 5-15
March 2013
63 1 30
INV FAIL
1 ENG CHIP 60 BAT
47 OFF
TGB CHIP HOT 63 2 30
INV FAIL
2 ENG CHIP
27 1 FUEL FILTER 72 DAFCS 27 2 FUEL FILTER

67 CPLT
63 PITOT
1 INV FAIL 61 ESS 60
VOLTS LOW
BAT OFF 67 PLT
63PITOT
2 INV FAIL
24 1 OIL PRESS 43 MGB OIL HOT 24 2 OIL PRESS

261 FUEL PRESS 08 AFT BAG SMOK 26 2 FUEL PRESS

#1 SERVO #2 SERVO
54 60 BAT FEED 54
SYSTEM Test Switch .................................................................................................
SYSTEM
7. No.1 Generator OVERVOLT
56 1 DC GEN 46 MGB CHIP 56 2 DC GEN
T .................................................................................ILLUMINATES IMMEDIATELY
#2 ENG OUT
#1 SERVO 14 PRESS #2 SERVO
OFF 54 AP1 SYSTEM
AP2 60 BATTONEFEED OFF 54 SYSTEM
8. DC
29 1 GEN Switch
1 FUEL LOW ...................................................................................................................
47 IGB CHIP HOT 29 2 FUEL LOW RESET/ON
72
E
OFF 56 1 DC GEN 46 #2PRESS
04 MGB
ENG OUT
CHIP
TONE OFF 56 2 DC GEN
30AP11 ENG CHIP
AP2
14 47PRESS TGBTONECHIP
OFF HOT 30 2 ENG CHIP
.......................................................................................................EXTINGUISHES
TROL
72 AP1
9. 29 and AP2LOW
1 FUEL ........................................................................................................
47 #2IGB CHIP
ENGINE HOT
CONTROL 29 2 FUEL LOW ENGAGE (if required)
M
44CLTVMGBDCPL
PRESS 32 #2 ENG
PRESS
FIRETO DIM
63 1 INV FAIL 04 60
During switchovers AP2 should BAT
remain
PRESS
OFF
engaged,
TONE OFF
63may 2disengage.
but AP1 INV FAIL
30 1 steps
10. Repeat ENG CHIP 47theTGB
2. through 9. for No.2 Generator.
CHIP HOT 30 2 ENG CHIP
SS
T 43 MGB OIL HOT 24 2 #2 OIL PRESS
ENG OUT
OFF 44 67MGBCPLT PITOT
PRESS
AP1 AP2 32 14
61 ESS
#2 ENGINE VOLTS
CONTROL
PRESS LOW
TONE OFF
PRESS TO DIM
67 PLT PITOT
ESS STP
08 19
72
63 ESS
1 INV FAIL
AFT BAG
CLTV SMOK
DCPL
60
BUS Recovery
BAT OFF
26 2 FUEL PRESS
63
System Check
2 INV FAIL
E 82 1 CRT FAN 64 #2AC
ENGGEN
FIRE 82 2 CRT FAN
OFF 43 MGB OIL HOT 24 042 OIL PRESS
PRESS TONE OFF
67 CPLT PITOT 61 ESS VOLTSNOTE LOW 67 PLT PITOT

HOT 59 BAT HOT 58 2 DC GEN HOT
TROL 37 CHECK BAR FILT 62 #2BUS TIE OPEN
ENGINE CONTROL 37 CHECK BAR FILT
M
08 44AFT BAG
MGBSMOK
PRESS 26 32 2 FUEL PRESS
PRESS TO DIM
This check is no longer
14 required
#1 ENG
FLOATS ARM or described in the C++ RFM. Refer to the14
OUT Sikorsky Flight
#2 ENG OUT Check
O 82 1 CRT FAN 64 OFF#2AC

PRESS TONE GEN
SERVO AP1 82 AP22 CRT FAN PRESS TONE OFF
Procedures
60 Manual
BAT FEED Para 1.60. 54
81 AHRS 1 65 ACSYSTEM
GEN BRNG 81 AHRS 2
SS 59 43 BATMGBHOT
OIL HOT 58 24 2 DC 2GEN PRESS 72
OIL HOT
1. ESS BUS RCVRY CLTV DCPL
FLOATS ARM Switch
MASTER.................................................................................................
#1 CAUTION
ENG FIRE #2 HOLD
ENG FIREin TEST
37 CHECK BAR FILT 04PRESSPRESS 62 BUS TIE OPEN
TO TONE
RESET 37 CHECK BAR FILT 04 PRESS TONE OFF
N 46 MGB CHIP 56 OFF2 DC GEN
66 BAT1FEED
60 08 ANTI-ICE
54 26 90 #2 SERVO
DOOR OPEN 66 2 ANTI-ICE
ESS AFT BAG SMOK 2 FUEL PRESS
SYSTEM
81 MASTER CAUTION
AHRS 1 ESS ENGINE65
#1 VOLTS LOW
CONTROLAC GEN BRNG44 MGB 81 PRESS AHRS 2 32 #2 ENGINE CONTROL
W 47 PRESS
IGB CHIP HOT 32 FLOATS
TO RESET PRESS29
ARM 2 FUEL LOW
TO DIM ......................................................................ILLUMINATE
PRESS TO DIM
HOT 46 59 MGBBATCHIPHOT 56 58 2 2DC DCGEN GEN HOT
2. Battery Switch....................................................................................................................................OFF
IP 66 ESS
47 TGB1 VOLTS HOT24
ANTI-ICE
CHIPLOW 1 OIL 30 90 2DOOR
PRESS OPEN 43 MGB OIL
ENG CHIP 66 HOT2 ANTI-ICE 24 2 OIL PRESS
3. ESS
39 BUS
1 RCVRY
FLOATS
OUT OFARM
FLY Switch
MASTER .........................................................................................................
CAUTION
48 ROTOR BRAKE 39 2 OUT OF FLY RELEASE
O 47 IGB CHIP HOT PRESS 29TO RESET2 FUEL #2 LOW
SERVO
L
27
60 1 FUEL FILTER
BAT OFF 26 1 FUEL63
72 DAFCS
PRESS2 INV FAIL 08 AFT BAG SMOK
27 2 FUEL FILTER26 2 FUEL PRESS
MASTER
O/S CAUTION
104 O/S ESS VOLTS LANDING GEAR
N
47 46
31
TGB CHIPTO
PRESS HOT
RESET 30 56
91LOW
2 ENGBDCHIP
STEP 69
N2MGB CHIP
NR N2 2 DC GEN ....................................................................EXTINGUISH
OT 39 1 OUT OF FLY
61 ESS VOLTS LOW58 1 DC GEN48 ROTOR BRAKE
67 HOTPLT PITOT 59 BAT39 HOT2 OUT OF FLY 58 2 DC GEN HOT
W
60 47 BAT OFF
ESS VOLTS
IGB CHIPLOW
HOT
63 29 2 INV FAIL
2 FUEL LOW
4. ..................................................................................................................................ON
TAIL
68 W/S HEAT HOT #1 SERVO74 2TRIM
FLOATS ARM
FAIL 52 LANDING GEAR #2 SERVO
N 31 O/S
64 AC104
GEN
N2 RCVRY
O/S
54 82
91 CRTSTEP
BD FAN 60 BAT69 FEED ROTOR 54
5. ESS BUS NR N2Switch .....................................................................................................................ON
SYSTEM SYSTEM
IP 61 47
ESS VOLTS LOW
TGB CHIP HOT 67 30 PLT2PITOT ENG CHIP
FILT 62 BUS TIE OPEN56 1 DC37 CHECK MASTER

GEN CAUTION
46
BAR FILT MGB CHIP 56 2 DC GEN
PRESS TO RESET
64 60 AC BAT
GEN OFF 82 63 2 CRT FAN .....................................................ILLUMINATE
TAIL
L 68 W/S HEAT HOT 74 2TRIM
INV FAIL
FAIL 52 ROTOR
65 AC GEN BRNG29 81LOW AHRS 2 47 IGB CHIP HOT
1 FUEL
ESS VOLTS LOW
29 2 FUEL LOW
T
OT 62 61
BUS TIEVOLTS
ESS OPEN LOW 37 67
CHECKPLT
BAR FILT
PITOT
.............................................................................................REMAIN OFF
E 90 DOOR OPEN 30 1 ENG CHIP
66 2 ANTI-ICE
47 TGB CHIP HOT 30 2 ENG CHIP
N 65 AC GENAC
5-1664 BRNG
GEN 81 82 AHRS 2
For Training
2 CRT FAN Purposes Only Sikorsky S76 C++
March 2013
TER 72 DAFCS 63 FAIL2 FUEL FILTER 60
1 INV27 BAT OFF 63 2 INV FAIL
FILT 90 62DOOR
BUSOPEN
TIE OPEN 66 37 2CHECK
ANTI-ICE
BAR FILT
FLY 48 ROTOR BRAKE67 CPLT39

PITOT
2 OUT OF FLY 61 ESS VOLTS LOW 67 PLT PITOT
72 65 DAFCS
AC GEN BRNG 27 81
2 FUEL AHRS
FILTER2
TEM SYSTEM 72
#1 ENG FIRE 72 CLTV DCPL #2 ENG FIRE
04#1 ENG
PRESS TONE OFF
FIRE
CLTV DCPL 04 PRESS TONE OFF
#2 ENG FIRE
GEN 46 MGB04
CHIP PRESS TONE OFF
56 2 DC GEN 04 PRESS TONE OFF

32 44 Expanded
MGB PRESS 32
Normal PRESSProcedures
L LOW 47 #1 ENGINE PRESS
IGB CHIP HOT
32 CONTROL29DIM 2 FUEL LOW
TO
44 MGB PRESS 32 #2 ENGINE
TO DIM
CONTROL
PRESS TO DIM PRESS TO DIM
CHIP 6. 47 TGB
Flood CHIP
Light HOT 24 1 OIL PRESS 30 2 ENG CHIP 43 MGB OIL HOT 24 2 OIL PRESS
....................................................................................................................... FULL BRIGHT
24 1 OIL PRESS 43 MGB OIL HOT 24 2 OIL PRESS
7. Fire Detector Switch ................................................................................................................. AFT/BAG
FAIL 60 BAT OFF 26 1 FUEL PRESS
63 2 INV FAIL 08 AFT BAG SMOK 26 2 FUEL PRESS
Observe Audio tone (ESS BUS), ON and Flood Light remains ON
PITOT 61 (No.1 DC PRI58
BUS)
ESS VOLTS LOW 67HOT PLT PITOT 59
1 DC GEN BAT HOT 58 2 DC GEN HOT
64 #1 SERVO
82 #2 SERVO
FAN AC GEN 54#1 SERVO
SYSTEM
2 CRT FAN 60
BAT FEED 54#2 SERVO SYSTEM
9. ESS BUS RCVRY
54 Switch ...................................................................................................................OFF
60 BAT FEED 54
SYSTEM SYSTEM
BAR FILT 62 56
BUS TIE OPEN 37 CHECK BAR FILT
1 DC GEN 46 MGB CHIP 56 2 DC GEN
56 1 DC GEN 46 MGB CHIP 56 2 DC GEN
....................................................................................EXTINGUISH
S1 65 29 1 FUEL81
AC GEN BRNG LOW AHRS 2 47 IGB CHIP HOT 29 2 FUEL LOW
STP 20 MARK XXII 29 1 FUEL LOW EGPWS
47 Test
IGB CHIP HOT 29 2 FUEL LOW
Test on the Ground:30 CHIP 2 ANTI-ICE 47 TGB CHIP HOT 30

I-ICE 90 OPEN1 ENG1CHIP
DOOR30 ENG 66
47 TGB CHIP HOT 30
2 ENG CHIP
2 ENG CHIP
1. Adjust WX DIM Knob on both EFIS controllers to view terrain display.
FILTER 2. Check
72 EGPWS
DAFCS and
63 TERR
1 INVINOP
27 Lights
FAIL 2 FUEL ............................................................................................OFF
FILTER 60 BAT OFF 63 2 INV FAIL
3. Press and release EGPWS TEST Button.
OF FLY 4. Listen for INOP

48 ROTOR Messages.
67
BRAKE 39 2 OUT OF FLY61 ESS VOLTS LOW
CPLT PITOT 67 PLT PITOT
67 CPLT PITOT 61 ESS VOLTS LOW 67 PLT PITOT
5. Verify test pattern appears on both EHSI’s and set brightness as desired.
4 O/S 82 64
1 CRT FAN LANDING GEAR AC GEN 82 2 CRT FAN
N2
91 82
BD STEP 1 CRT FAN 69 64 AC GEN 82 2 CRT FAN
R
STP 21 PRIMUS 700 Radar Test
AT HOT 74 TRIM FAIL 52

TAIL CAUTION
ROTOR
81 81AHRSAHRS
1
1
65 65 AC GEN BRNG
AC GEN BRNG 81 81AHRS 2AHRS 2
No personnel may be within 30 ft MPEL boundary (all angles) and no buildings or fueling operations
within 100 ft.
66preset
1. Select STBY,
66 1 ANTI-ICE
GAIN and set TILT90
1 ANTI-ICE full up.
DOOR OPEN
90 DOOR OPEN
66 66 2 ANTI-ICE
2 ANTI-ICE
2. Turn Radar ON and adjust brightness.

27 to27 1 FUEL
1 FUEL
FILTER
FILTER in lower72
72DAFCSDAFCS 27 2 27 2 FUEL FILTER
FUEL FILTER
3. Wait for STBY be displayed left corner of RADAR display.
4. Select ARC mode on EHSI controllers and adjust WX DIM to view WX test pattern.
39mode. 39
1 OUT OF FLY 1 OUT OF FLY
48 ROTOR BRAKE 48 ROTOR BRAKE
39 2 OUT OF FLY 39 2 OUT OF FLY
5. Select TEST
Observe:
Noise Band O/S 104 O/S LANDING
31 104
O/S O/S 91BD STEP
BD STEP LANDING
69 GEAR GEAR
31Bands
Color N2
N2 NR N2 NR N2 91 69
Range Marks
FAIL Codes and Modules if any on RADAR and EHSI displays
68 HEAT
W/S HEAT 74 52 TAIL TAIL
Sikorsky S76 C++
68 W/S HOT HOT For74
TrainingTRIM TRIM
FAIL
Purposes FAIL
Only 52 5-17
ROTORROTOR
March 2013
Check:
Range Control
Target
Variable Gain
SCT
VRM modes as desired
6. Return to STBY Mode.
STP 22 TCAS Test

1. Press and release TCAS TEST Button.
Observe target pattern on TCAS display
Listen for TEST OK message
STP 23 CVR Test

1. Test Button .................................................................................................................................... PRESS
(For 1 Second then RELEASE)
2. PASS/FAIL Lights...................................................................................... ILLUMINATE ALTERNATELY
3. Signal Level Indicator ........................................................................................................MODULATES
(With ambient noise)
4. ASS Light .......................................................................................................................... ILLUMINATES
(After 35 seconds with successful test then goes out)
STP 24 AHRS Test
WARNING
The AHRS test should be conducted with both autopilots off. Conducting the test with one or both
1. AHRS TEST Switch .................................................................................................... PRESS and HOLD

Observe BOTH EADI’S Show:
5° Nose Up
45° Right Bank
015° Heading
2. AHRS TEST Switch .................................................................................................................. RELEASE
Observe BOTH EADI’S Show Normal Readings

March 2013
72 72
CLTV DCPL
#1 ENG FIRE
CLTV
#2 ENG FIRE
DCPL #2 ENG FIRE

44 32 PRESS
MGB 32 44 MGB PRESS 32
PRESS TO DIM PRESS TO DIM Expanded Normal Procedures
PRESS TO DIM
43 STP 25 EFIS Test

24 OIL1HOT
MGB 43 PRESS
24 2 OIL
OIL PRESS
(EDZ-756)
MGB OIL HOT 24 2 OIL PRESS
1. EADI/EHSI Displays .................................................................................................... SET AS DESIRED

AFT26 08pilot
08 BAG1 SMOK
FUEL PRESS 26 2 on
2. Verify composite mode FUEL
and copilot EADI and26
AFT BAG SMOK
PRESS 2 FUEL PRESS
EHSI. (Rotate DIM knobs fully CCW).
3. Set brightness as desired.
59 58 1 DC GEN HOT
BAT HOT 58 59GEN HOT
2 DC BAT HOT 58 2 DC GEN HOT
4. Verify proper ATT REV, HDG REV and ADC REV operation. Pilot and copilot.
5. Select Pilot side SG REV.
60 54 FEED
BAT 54 60 BAT FEED 54
6. SYSTEM SYSTEM SYSTEM
7. Repeat for Copilot side.

46 56 CHIP
DC GEN 56 2 DC GEN
8.
9. COMParison and MONitor Flags .................................................................................................CLEAR
47 29CHIP1HOT
IGB FUEL LOW 29 47 LOW
2 FUEL IGB CHIP HOT 29 2 FUEL LOW
10. Press EFIS TEST button:
Observe:
30CHIP1TEST
47 TGB ENG CHIP
HOT 30 2 47
PASS Indicated TGB CHIP HOT
Digital readouts removed
60 63 1 INV FAIL
BAT OFF 63 260
INV FAILBAT OFF 63 2 INV FAIL
RADALT reads test value

61 ESS67 CPLT
VOLTS LOWPITOT 67 61 PITOT
PLT ESS VOLTS LOW 67 PLT PITOT
11. Set and verify NAV sources
64 82 1 CRT FAN
AC GEN 82 2 64
CRT FANAC GEN 82 2 CRT FAN
12. and ............................................................................................ OUT
62 37TIE
BUS CHECK
OPEN BAR FILT 37 62 BAR
CHECK BUSFILT
TIE OPEN 37 CHECK BAR FILT
STP 26 PRIMUS II RTU Test
65 1.81
AC Note
GEN any Power
AHRS
BRNG 1 On 65
81Self Test
AHRS(POST)
AC BRNG (PRI, BUS,81
2 GENerrors NAV 1AHRS
UNIT,2ADF ERR, etc.) and if present,
Press TST buttons until all messages are clear the proceed for any error as follows:
Check that all circuit breakers are IN.
90 66 OPEN
DOOR 1 ANTI-ICE
Check Clearance 290
66 Delivery DOOR
Unit
ANTI-ICE is OPEN 66
not in EMER MODE. 2 ANTI-ICE
Select Radio ON/OFF page (PGE 3) and ensure all units are ON. (System powers up in the
same condition in which it was shut down).
72 27 1 FUEL FILTER
DAFCS 27 72 FILTER
2 FUEL DAFCS 27 2 FUEL FILTER
Cycle power to see if error remains.
2. Perform individual radio function Pilot Activated Self-Test (PAST) on any suspect unit or at the
48 39 discretion
ROTOR 1 OUT OF of
BRAKE FLY 39 as
the pilot 48
2 OUT ROTOR
OF FLY BRAKE
follows: 39 2 OUT OF FLY
COM:
a. Cursor
O/S in COM window
104 O/S LANDING GEAR LANDING GEAR
91 31
BD STEP
b. Hold
N2 TST
N2 for 91
692 seconds BD STEP 69
NR
c. Observe PASS or ERR indication
TAIL TAIL
74 68 W/S
TRIM FAILHEAT
Sikorsky HOT
S76 C++ 52 74
ROTOR
TRIM FAIL 52
For Training Purposes Only ROTOR 5-19
March 2013
VOR/ILS/MKR/DME:
a. Course needle to 0°. BRG pointer to NAV 1 or 2 as appropriate.
b. NAV, MKR and DME volumes SET.
c. Cursor in NAV window. Hold TST for 20 seconds.
d. Observe MKR lamps and tones in sequence.
e. Tune ILS/LOC if available:
2. CDI and GS centered 2 seconds then Left and up for 2 seconds

f. RMI needle indicates 0°.
g. When CDI re-centers for 5 seconds, select course 350° to 010° and check full scale CDI
°
h. DME indicates 10.0 NM, 120 Kts or 5 min as selected.
i. Observe VOR and DME PASS or ERR indication.
ADF:
a. Select BRG pointer to ADF.
b. Set ADF volume Cursor in ADF window, press TST for 5 to 7 seconds.
c. Bearing Pointer indicates 135° ± 10°.
d. Audio tone is heard.
e. ADF PASS or ERR is displayed.
ATC Transponder:
a. Cursor in ATC window, press TST for 5 to 7 seconds.
b. ATC PASS or ERR is displayed.
Maintenance. Dispatch is at the discretion of the pilot after verifying tuning and operational
capability.
STP 27 In Flight Power Assurance Test

1.
2.
is changed, CONTINUE must be selected to initiate power assurance.
3. Establish airspeed and power conditions as indicated. Ensure Bleed Valve has closed.
NOTE
To ensure Bleed Valve closure, increase power at least 1% N1 above the value the BV light extinguished.
Allow airspeed and altitude to increase as necessary.
4. Press respective DO ENG key when conditions are established.

Observe IIDS display:
SAMPLING for approx 15 seconds
ENG1 or ENG2

March 2013
If valid, IIDS shall display:
ENG1 or ENG2
PASS or FAIL
Power Margin %
T5 margin in °C
Average parameters used for calculation (N1, Raw N1, HP, OAT, Torque)
If test NOT valid, IIDS shall display:

NO RESPONSE (If no DECU response within 30 seconds)
INVALID – DECU has sent invalid bit
5. CONTINUE or EXIT .............................................................................................PRESS AS REQUIRED
NOTE
Press MENU key at any time to abort power assurance and return to the normal display. If either the
power margin or the T5 margin is negative, there is NO margin. Normal operations may be continued,
that require high power applications.
6. To take performance credit for a positive power margin, Refer to Section IV, Performance
Information, in the RFM.
STP 28 Engine Fire Extinguish System Test

Perform this check before starting engines.
1. Fire extinguisher Test Switch ........................................................................................................OPEN
............................................................................................................................ON
2. Both Fire T-Handles ................................................................................................ PULL BACK 1 INCH
3. Fire Extinguisher Switch...................................................................................... MAIN then RESERVE
...........................................................................................ON (in each position)
4. Fire Extinguisher Switch.............................................................................................. OFF (RELEASE)
5. Fire extinguisher Test Switch ..................................................................................................... SHORT
............................................................................................................................ON
..........................................................................................................................ON
6. Fire Extinguisher Switch...................................................................................... MAIN then RESERVE
...........................................................................................ON (in each position)
7. Fire Extinguisher Switch.............................................................................................. OFF (RELEASE)
8. Both Fire T-Handles ..................................................................................................... FULL FORWARD
9. Fire extinguisher Test Switch .................................................................................................. NORMAL
..........................................................................................................................OFF
........................................................................................................................OFF
March 2013

32 PRESS TO DIM
44 32PRESS
MGB PRESS TO DIM 32 44 MGB
PRESS TO DIM
PRESS
24 1 OIL PRESS 43 MGB24 1 OIL PRESS

OIL HOT 24 43PRESS
2 OIL MGB OIL HOT
STP 29 Engine Cross Prime Procedure

26 1 FUEL PRESS 08 26 SMOK
AFT BAG 1 FUEL PRESS 26 08PRESS
2 FUEL AFT BAG SMOK
Loss of fuel prime can be indicated by continued illumination of the or ,
attempt. This condition is more

58 1likely
DC GENto occur
HOT following59
engineBAT
or
58fuel
1 system
HOT DC GEN maintenance
HOT 58 2 DC or59
prolonged
GEN BAT HOT
HOT
storage of the helicopter.
The following prime procedure#1should
SERVO be used to attain light-off.#1
If SERVO
loss of prime is#2noted
SERVOafter
relatively short intervals,54
suspect a malfunctioning fuel 54FEED
60 lineBAT
check valve.
SYSTEM
54 60 BAT FEED
SYSTEM SYSTEM
1. Starter Motoring:
56
In a sea level environment, 1two
DC GEN 46 theMGB
start attempts with 56 CHIP
fuel lever inGEN
1 DC DIRECT 46GENstart,
56(30 second
2 DC MGB CHIP
30 second off, 30 second start) will usually result in a successful light-off by the end of the
second start attempt. With fuel ignition (light-off), the 60 second start attempt and 60 second
interval sequence may29be used.
1 FUEL LOW 29 HOT
47 IGB CHIP 1 FUEL LOW 29 47 LOW
2 FUEL IGB CHIP HOT
2. Engine cross prime:

With one engine running 30 with fuel lever in DIRECT,
1 ENG CHIP 47theTGB other30 engine
CHIP HOT 1 ENG canCHIPbe primed
30 2as ENG
follows:
47 TGB CHIP HOT
CHIP
a. Fuel Lever of Engine to be Primed.........................................................................................PRIME
b. ENG PRIME Switch of Engine to be Primed ..........................................................................PRIME
c. Prime for two (2) minutes.
63 1 INV FAIL 60 BAT63 OFF 1 INV FAIL 63 60FAIL BAT OFF
2 INV
d. Engine ...................................................................................................................................... START
e. ENG PRIME Switch ......................................................................................................................OFF
f. Fuel Lever ................................................................................................................................
67 CPLT PITOT 61 ESS VOLTS 67 LOW CPLT PITOT 67 PLT61 PITOTXFEED
ESS VOLTS LOW
(Until engine operates steadily)
g. Fuel Lever ...............................................................................................................................DIRECT
3. Manual Priming: 82 1 CRT FAN 64 82GEN 1 CRT FAN 82
AC 64 FAN AC GEN
2 CRT
The engine can be primed after maintenance using the fuel prime port in the engine fuel system.
Consult the maintenance manual for details.
37 CHECK BAR FILT 62 BUS 37 62BARBUS
OPEN BAR FILT 37 CHECK
TIE CHECK FILTTIE OPEN
NOTE
81 AHRS 1 65 81 BRNG
AC GEN AHRS 1 81 65 2AC GEN BRNG
AHRS
Extended running of an engine in DIRECT with the opposite engine’s prime switch at ON and fuel
66 1 ANTI-ICE 90 66 OPEN
DOOR 1 ANTI-ICE 66 90 DOOR OPEN
2 ANTI-ICE
27 1 FUEL FILTER 72 27 1 FUEL FILTER

DAFCS 27 72FILTERDAFCS
2 FUEL
39 1 OUT OF FLY 48 39 BRAKE

ROTOR 1 OUT OF FLY 39 48OFROTOR
2 OUT FLY BRAKE
O/S 104 O/S O/S 104 O/S LANDING GEAR

31 N2 N2
91 31STEP
BD N2 N2 69 91 BD STEP
NR NR
TAIL
68 W/S HEAT HOT 74 68 FAIL
TRIM W/S HEAT HOT 52 74
ROTOR
TRIM FAIL

March 2013
6
Standard Operating Procedures
Contents
General Information
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Flow Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Checklists. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Omission of Checklists ...................................................................................................................6-5
Challenge/No Response .................................................................................................................6-6
Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
One Pilot in Cockpit ........................................................................................................................6-6
Both Pilots in Cockpit ......................................................................................................................6-6
On the Ground ................................................................................................................................6-6
In Flight ...........................................................................................................................................6-6
Abnormal/Emergency Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Time Critical Situations ...................................................................................................................6-7
Rejected Takeoffs ...........................................................................................................................6-7
Non-Critical Malfunctions in Flight ..................................................................................................6-8
Radio Tuning and Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Altitude Assignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Transitioning from Instrument to Visual Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Phase of Flight SOP
Before Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Precision Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Precision Approach (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Precision Approach (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Precision Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19

March 2013
Precision Approach Deviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Non-Precision Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
Non-Precision Approach (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-22
Non-Precision Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
Non-Precision Approach Deviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-24
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26

March 2013

CAE strongly supports the premise that the disciplined use of well-developed Standard Operating
Procedures (SOP) is central to safe, professional aircraft operations, especially in multi-crew, complex, or
high performance aircraft.
does not already have one, we welcome you to use the CAE SOP.
Corporate pilots have carefully developed this SOP. A product of their experience, it is the way CAE conducts
crewmember designated for each step accomplishes it as indicated.

March 2013

March 2013
General Information
LH/RH:
respective control/indicator. Regardless of Pilot Flying (PF) or Pilot Monitoring (PM) role, the pilot in that seat
PF:
PIC:
PM:
Flow Patterns
Flow patterns are disciplined procedures; they require pilots who understand the aircraft systems/controls
Checklists
as PF or his seat position (i.e., LH or RH) are accomplished and for responding orally to the challenge.
accomplishment of the item, then responds orally to his own challenge.
if required.
professionally.
Omission of Checklists

March 2013
Challenge/No Response
If the PF does not respond by oral communication or action, the PM must issue a second challenge that is
loud and clear. If the PF does not respond after the second challenge, the PM must ensure the safety of the
the aircraft to a safe operating envelope.

NOTT:
Normal Procedures
using the following procedures.
One Pilot in Cockpit
Both Pilots in Cockpit
listed response should indicate something is abnormal and should be challenged by the other crewmember
respond according to the actual switch position.
On the Ground
In Flight
Abnormal/Emergency Procedures
When any crewmember recognizes an abnormal or emergency condition, the PIC designates who controls
challenge/response.

March 2013
action.
Time Critical Situations

When the aircraft, passengers, and/or crew are in jeopardy, remember three things.
Rejected Takeoffs
SOP, either crewmember may call for an abort.
malfunctions. The PF usually executes an abort prior to CDP for any abnormality observed. Additionally, any
Engine failure
Loss of directional control
for an abort prior to CDP for any abnormality observed, regardless of severity. However, when operational
be considered up to CDP. When such conditions exist, it is important to modify the SOP to include the SOP

March 2013
Critical Malfunctions in Flight
action.
the malfunction to the PF by pointing to the indicator/annunciator.

After verifying the malfunction, the PF announces his decision and commands accomplishment of any
Non-Critical Malfunctions in Flight

Procedures for recognizing and verifying a non-critical malfunction or impending malfunction are the same as
proper response. Time, however, is not as critical and allows a more deliberate response to the malfunction.
Radio Tuning and Communication
not in use (i.e., pre-selected) at the time of receipt. After contact on the new frequency, the PM retains the
previously assigned frequency for a reasonable time period.
Altitude Assignment
The PM sets the assigned altitude in the altitude alerter and points to the alerter while orally repeating the altitude.

March 2013
delays, safety considerations, and operational issues.
deviations from the SOP due to weather or runway conditions.

NOTT:
Aircraft status
Weather
Airport information
Route
Extra
angles.
Transitioning from Instrument to Visual Conditions

March 2013

March 2013
Phase of Flight SOP

Before Taxi
PF PM
CALL:
ACTION:
CALL:
Before Takeoff
CALL:
ACTION:
CALL:
ACTION:
Initial heading/course
Initial altitude
Airspeed limit (if applicable)
Clearance limit
Emergency return plan
SOP deviations
Impaired runway conditions

Weather
Obstacle clearance
Instrument Departure Procedures

March 2013
Takeoff
PF PM
Takeoff
CALL:
ACTION:
CALL:
Cleared for Takeoff
ACTION: Hover at 5 foot wheel height.

CALL:
Setting Takeoff Power
ACTION:
CALL:
ACTION:
(10° maximum nose down).
Initial Airspeed Indication
CALL:
ACTION:
At CDP
CALL:
ACTION: .
TOSS

March 2013
Climb
PF PM
When Clear of Obstacle
CALL:
ACTION:
After Gear Retraction
CALL:
ACTION:
CALL:

March 2013
Cruise
PF PM
At 1,000 ft Below Assigned Altitude
CALL:
CALL:
At Cruise Altitude
CALL:
ACTION:
CALL:
Altitude Deviation in Excess of 100 ft
CALL:
CALL:
Course Deviation in Excess of One Dot
CALL:
CALL:
Speed Deviation in Excess of 10 KIAS
CALL:
CALL:

March 2013
Descent
PF PM
At 1,000 ft Above Assigned Altitude

CALL:
CALL:
At Appropriate Workload Time
ATIS information
Approach to be executed
Field elevation
Appropriate minimum sector altitude(s)
Inbound leg to FAF, procedure turn direction, and altitude
Final approach course heading and intercept altitude
Timing required
DA/MDA
MAP (non-precision)
Special procedures (DME step-down, arc, etc.,)
Missed approach procedures

Runway information conditions
ACTION:
Approach speed
Minimum safe altitude
Approach course
FAF altitude
DA/MDA altitude
Field elevation
Heading
Altitude
Intentions
Abnormal implications

March 2013
Precision Approach
PF PM
Prior to Initial Approach Fix
CALL:
ACTION:
CALL:
CALL:
CALL:
At Initial Downward Movement of Glideslope Raw Data Indicator
CALL:
CALL:
At One Dot from Glideslope Intercept
CALL:
CALL:
ACTION:
CALL:
When Annunciator Indicates Glideslope Capture
CALL:
CALL:
glideslope status calls are accomplished at the time when the PM changes to the ILS frequency. This

March 2013
Precision Approach (continued)

PF PM
At FAF
ACTION:
ACTION:
Start timing.
agree with crossing altitude.

Set missed approach altitude in altitude
alerter.
Call FAF inbound.

CALL:
ACTION:
Landing gear selected down. When landing
At 1,000 ft Above DH
CALL:
CALL:
At 500 ft Above DH
CALL:
CALL:
NOTE:
When within 500 ft above touchdown, the helicopter must be within the approach window. If the helicopter
is not within this window, a missed approach must be executed.
At 100 ft Above DA(H)
CALL:
CALL:

March 2013
Precision Approach (continued)
PF PM
At Point Where PM Sights Runway or Visual References
CALL:
CALL:
ACTION: As PF goes visual, PM
transitions to instruments.
At DH
CALL:
ACTION:
Announce intentions.
CALL:
ACTION: As PF goes visual, PM
transitions to instruments.

March 2013
Precision Missed Approach

PF PM
At DH
CALL:
CALL:
ACTION:
Activate Go-around mode.
At Positive Rate of Climb
CALL:
ACTION:
Landing gear selected up. When gear indicates
ACTION: Announce heading and altitude

for missed approach.
At M.A. Altitude
CALL:
ACTION:
CALL:

March 2013
Precision Approach Deviations
PF PM
± One Half Dot – Glideslope
CALL: high, low) and

(increasing, holding, decreasing
CALL:
± One Half Dot – Localizer
CALL: right, left) and

CALL:
± 10 KIAS Speed
CALL: plus or minus

CALL:
Rate of Descent Exceeds 1,000 FPM
CALL:
CALL:

March 2013
Non-Precision Approach
PF PM
Prior to Initial Approach Fix
CALL:
ACTION:
CALL:
At Initial Convergence of Course Deviation Bar
CALL:
CALL:
When Annunciators Indicate Localizer Capture
CALL:
CALL:
Prior to FAF
CALL:
ACTION:
CALL:
ACTION:
CALL:
At FAF
CALL:
CALL:
ACTION:
Start timing.
agree.
Set MDA (or nearest 100 ft above) in altitude
alerter.
Call FAF inbound.

CALL:
ACTION:
Landing gear selected down. When landing

March 2013
Non-Precision Approach (continued)
PF PM
At 1,000 ft Above MDA/MAP
CALL:
CALL:
At 500 ft Above MDA/MAP
CALL:
CALL:
NOTE:
° bearing.
When within 500 ft above touchdown, the helicopter must be within the approach window. If the helicopter
is not within this window, a missed approach must be executed.
At 100 ft Above MDA/MAP
CALL:
CALL:
At MDA/MAP
CALL:
CALL:
At Point Where PM Sights Runway or Visual References
CALL:
CALL:

March 2013
Non-Precision Missed Approach

PF PM
At MAP
CALL:
CALL:
ACTION:
Activate Go-around mode.
At Positive Rate of Climb
CALL:
ACTION:
Landing gear selected up. When gear
ACTION: Announce heading and altitude

for missed approach.
CALL:
At 1,500 ft (Minimum) Above Airport Surface and Workload Permitting
CALL:
ACTION:
CALL:

March 2013
Non-Precision Approach Deviations
PF PM
± One Dot – Localizer/VOR
CALL: right, left) and (increasing,

holding, decreasing
CALL:
±5° At or Beyond Midpoint for NDB Approach
CALL: right, left) and

CALL:
± 10 KIAS Speed
CALL: (plus or minus

CALL:
Rate of Descent Exceeds 1,000 FPM
CALL:
(increasing, holding, decreasing)
CALL:

March 2013
PF PM
Before Pattern Entry/Downwind (1,500 ft Above Airport Surface)
CALL:
ACTION:
CALL:
Abeam Threshold
CALL:
ACTION:
CALL:
ACTION: Landing gear selected down.
When landing gear indicates down,
At 1,000 ft Above Airport Surface
CALL:
CALL:
At 500 ft Above Airport Surface
CALL:
CALL:
At 100 ft Above Airport Surface
CALL:
CALL:

March 2013
Landing
PF PM
Landing Assured (At LDP When PF Sights Runway and Normal Landing Can be Made)
CALL:
ACTION:
Callouts
At 100 ft Above Touchdown
CALL:
At 50 ft Above Touchdown
CALL:
ACTION:
At Touchdown
ACTION: Terminate to hover or running touchdown.

March 2013
7
Maneuvers
Contents
Maneuvers
Operations Categories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Category B ..................................................................................................................................... 7-3
Category A ..................................................................................................................................... 7-4
Category A Vertical ........................................................................................................................ 7-6
Flight Operations
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Figur: Lift to Hover IGE/OGE ............................................................................................... 7-10

Figur: Normal Takeoff........................................................................................................... 7-11
Figur: Instrument Takeoff with Less Than 600 RVR............................................................. 7-12
Figur: Obstacle Clearance Takeoff....................................................................................... 7-13
Figur: Running (High Altitude) Takeoff ................................................................................. 7-14
Figur: Rejected Takeoff ........................................................................................................ 7-15
Figur: Category "A" Takeoff.................................................................................................. 7-16
Figur: VFR Approach (B/C/C+/C++) .................................................................................... 7-17
Figur: VFR Approach (A/A+) ................................................................................................ 7-18
Figur: VFR Approach—Rejected Landing ............................................................................ 7-19
Figur: VFR Approach—Balked Landing ............................................................................... 7-20
Figur: Obstacle Clearance Approach ................................................................................... 7-21
Figur: High Altitude Approach .............................................................................................. 7-22
Figur: Elevated Landing Site Approach ............................................................................... 7-23
Figur: Approach With Degraded Augmentation ................................................................... 7-24
Figur: Circling Approach (If Required) ................................................................................. 7-25
Figur: IFR Precision Approach ............................................................................................. 7-26
Figur: IFR Non-Precision Approach ..................................................................................... 7-27
Figur: Missed Approach (Precision and Non-Precision) ...................................................... 7-28
Figur: Category B Takeoff .................................................................................................... 7-29
Figur: Running Landing ....................................................................................................... 7-31
Figur: Category B, Category A Landing
(and Two Engine Go-Around) .................................................................................... 7-33

March 2013
Figur:
(and Two Engine Go-Around) ....................................................................................7-35
Figur: Steep Turns ............................................................................................................... 7-37
Figur: IFR Precision Approach and Landing ........................................................................ 7-39
Figur: IFR Non-Precision Approach and Landing ................................................................ 7-41
Figur: Autorotation Entry, Descent, and Landing ................................................................ 7-45

Figur: Unusual Attitude Recovery Pitch Up .......................................................................... 7-47
Figur: Unusual Attitude Recovery Pitch Down ..................................................................... 7-49
Figur: Single Engine Failure on Takeoff, Category B ........................................................... 7-51
Figur: Single Engine Failure on Takeoff, Category A
Prior to CDP, Rejected Takeoff .................................................................................. 7-53
Figur: Single Engine Failure on Takeoff, Category A
After CDP, Continue Takeoff ...................................................................................... 7-55
Figur: Single Engine Failure on Approach, Category B or Category A
Prior to LDP/Balked Landing ..................................................................................... 7-57
Figur: Single Engine Failure on Approach, Category B or Category A
After LDP/OEI Landing .............................................................................................. 7-59
Figur: Dual Engine Failure On Takeoff, Category B or Category A ...................................... 7-61
Figur: Dual Engine Failure In Cruise .................................................................................... 7-63
Figur: Dual Engine Failure On Approach ............................................................................. 7-65
Figur: Category "A" With Powerplant Failure Before CDP ................................................... 7-67
Figur: Category "A" With Powerplant Failure After CDP ...................................................... 7-68
Figur: Single Engine Landing During Approach (A/A+)........................................................ 7-69
Figur: Single Engine Landing During Approach (B/C/C+/C++) ............................................ 7-70
Figur: Loss of Anti-torque Effectiveness (Tail Rotor Control
Failure — Fixed Pitch) ............................................................................................... 7-71
Figur: Anti-torque Failure ..................................................................................................... 7-72

March 2013
Maneuvers
Maneuvers
For any abnormal or emergency procedure, refer to the CAE Operating Handbook.
Operations Categories
Catriouy B
Category B, with respect to transport category rotorcraft, means single engine or multi engine rotorcraft
which do not fully meet all Category A standards. Category B rotorcraft have no guaranteed stay-up ability in
the event of engine failure and unscheduled landing is assumed. Maximum takeoff weight is based on a 5 ft
hover at takeoff power.
FARs
29.63 Takeoff: Category B
The horizontal distance required to takeoff and climb over a 50 ft obstacle must be established with the most
unfavorable center of gravity. The takeoff may be begun in any manner if:
a.
b. Adequate safeguards are maintained to ensure proper center of gravity and control positions.
c.
29.65 Climb: All Engines Operating

a. The steady rate of climb must be determined:
1. With maximum continuous power.
2. With the landing gear retracted.
3. At VY for standard sea level conditions and at speeds selected by the applicant for other conditions.
29.75 Landing: General

a. For each rotorcraft:
1. The corrected landing data must be determined for a smooth, dry, hard and level surface.
2. The approach and landing must not require exceptional piloting skill or exceptionally favorable
conditions.
3. The landing must be made without excessive vertical acceleration or tendency to bounce, nose over,
ground loop, porpoise, or water loop.
b. The landing data required by 29.77, 29.79, 29.81, 29.83, and 29.85 must be determined:
1. At each weight, altitude, and temperature for which landing data are approved.
2. With each operating engine within approved operating limitations.
3. With the most unfavorable center of gravity.

March 2013
29.83 Landing: Category B
c. For each Category B rotorcraft, the horizontal distance required to land and come to a complete stop
(or to a speed of approximately 3 Kts for water landings) from a point 50 ft above the landing surface must
be determined with:
1. Speeds appropriate to the type of rotorcraft and chosen by the applicant to avoid the critical areas of
the height velocity envelope under 29.87.
2. The approach and landing made with power on and within approved limits.
d. Each multi-engine Category B that meets the powerplant installation requirements for Category A must
meet the requirements of:
1. Sections 29.79 and 29.81.
2. Paragraph (a) of this section..
3. It must be possible to make a safe landing on a prepared landing surface if complete power failure
occurs during normal cruise.
Catriouy A
Category A, with respect to transport category rotorcraft, means multi-engine rotorcraft designed with engine
a critical engine failure concept which assures adequate designated surface area and adequate performance
a. Based on 150 FPM climb at 1,000 ft AGL.

b.
in the event of a critical engine failure on takeoff.
c.
in the event of a critical engine failure during cruise or approach.
FARs
29.53 Takeoff: Category A
The takeoff performance must be determined and scheduled so that, if one engine fails at any time after the
start of takeoff, the rotorcraft can:
a. Return to, and stop safely on, the takeoff area.
b.
29.67 (a) (2).
29.55 Takeoff Decision Point (TDP): Category A

a.
point in the takeoff path from which a rejected takeoff is assured within the distance determined under
29.62.
b. The TDP must be established in relation to the takeoff path using no more than two parameters: e.g.,
airspeed and height, to designate the TDP.
c. Determination of the TDP must include the pilot recognition time interval following failure of the critical
engine.

March 2013
Maneuvers
29.59 Takeoff Path: Category A

a. The takeoff path extends from the point of commencement of the takeoff procedure to a point at which
the rotorcraft is 1,000 ft above the takeoff surface and compliance with 29.67 (a) (2) is shown. In addition:
1. The takeoff path must remain clear of the height-velocity envelope established in accordance with
29.87.
2.
made inoperative and remain inoperative for the rest of the takeoff.
3. After the critical engine is made inoperative, the rotorcraft must continue to the takeoff decision point,
and then attain VTOSS.
4. Only primary controls may be used while attaining VTOSS and while establishing a positive rate of
climb. Secondary controls that are located on the primary controls may be used after a positive rate
of climb and VTOSS are established but in no case less than 3 seconds after the critical engine is made
inoperative.
5. After attaining VTOSS and a positive rate of climb, the landing gear may be retracted.
b. During the takeoff path determination made in accordance with paragraph (a) of this section and after
attaining VTOSS and a positive rate of climb, the climb must be continued at a speed as close as practicable
to, but not less than, VTOSS until the rotorcraft is 200 ft above the takeoff surface. During this interval, the
climb performance must meet or exceed that required by 29.67 (a) (1).
c. During the continued takeoff, the rotorcraft shall not descend below 15 ft above the takeoff surface when
the takeoff decision point is above 15 ft.
d. From 200 ft above the takeoff surface, the rotorcraft takeoff path must be level or positive until a height
1,000 ft above the takeoff surface is attained with not less than the rate of climb required by 29.67 (a) (2).
Any secondary or auxiliary control may be used after attaining 200 ft above the takeoff surface.
e. Takeoff distance will be determined in accordance with 29.61.
29.61 Takeoff distance: Category A

a. The normal takeoff distance is the horizontal distance along the takeoff path from the start of the takeoff
to the point at which the rotorcraft attains and remains at least 35 ft above the takeoff surface, attains and
maintains a speed of at least VTOSS, and establishes a positive rate of climb, assuming the critical engine
failure occurs at the engine failure point prior to the takeoff decision point.
29.76 Landing Decision Point (LDP): Category A

a. The LDP is the last point in the approach and landing path from which a balked landing can be accomplished
in accordance with 29.85.
b. Determination of the LDP must include the pilot recognition time interval following failure of the critical
engine.

March 2013
29.79 Landing: Category A
a. For all Category A rotorcraft:
1. The landing performance must be determined and scheduled so that if the critical engine fails at any
point in the approach path, the rotorcraft can either land and stop safely or climb out and attain a
2. The approach and landing paths must be established with the critical engine inoperative so that the
transition between each stage can be made smoothly and safely.
3. The approach and landing speeds must be selected by the applicant and must be appropriate to the
type of rotorcraft.
4. The approach and landing path must be established to avoid the critical areas of the height-velocity
envelope determined in accordance with 29.87.
b. It must be possible to make a safe landing on a prepared landing surface after complete power failure
occurring during normal cruise.
29.80 Landing distance: Category A

The horizontal distance required to land and come to a complete stop (or to a speed of approximately 3 Kts
for water landings) from a point 50 ft above the landing surface must be determined from the approach and
landing paths established in accordance with 29.79.
29.85 Balked landing: Category A

For Category A rotorcraft, the balked landing path with the critical engine inoperative must be established so
that:
a. The transition from each stage of the maneuver to the next stage can be made smoothly and safely.
b. From the LDP on the approach path selected by the applicant, a safe climb out can be made at speeds
allowing compliance with the climb requirements of 29.67 (a) (1) and (2).
c. The rotorcraft does not descend below 15 ft above the landing surface.
Catriouy A VrutFcal
Summary
Presented here is a summary of category:
Two sub-categories; Ground Level and Elevated heliports.
Multi-engine helicopters.
Engine and isolation features per 14 CFR Part 29.
Use requires completion of initial, then recurrent, training.
the event of a critical engine failure on takeoff.
a critical engine failure during cruise or approach.

March 2013
Maneuvers
Flight Operations
Takeoff
The nose wheel will not self-center after lift-off if it swivels approximately 180º just before lift-off. If retracted in
this position, the nose wheel will jam in the up position and normal extension will not be possible. If the nose
wheel swivels more than 90º, slight forward taxi is recommended before lift-off.
before gear retraction.
approaches 75 Kts.
Approach and Landing

During landing and operations near the ground, avoid attitudes greater than 10º nose-up to reduce possibility
of tail-to-ground contact, especially during operations at aft Center of Gravity (CG).
10 minutes of intervening ground time between maximum performance wheel brake applications to permit
brake disc cool down.
less than 75 Kts.

March 2013

March 2013
Maneuvers
Lift to Hover IGE/OGE

Normal Takeoff
Instrument Takeoff With Less Than 600 RVR
Obstacle Clearance Takeoff
Running (High Altitude) Takeoff
Rejected Takeoff
Category "A" Takeoff
VFR Approach (B/C/C+/C++)
VFR Approach (A/A+)
VFR Approach – Rejected Landing
VFR Approach – Balked Landing
Obstacle Clearance Approach
High Altitude Approach
Elevated Landing Site Approach
Approach With Degraded Augmentation
Circling Approach (If Required)
IFR Precision Approach
IFR Non-Precision Approach
Missed Approach (Precision and Non-Precision)
Category B Takeoff
Running Landing
Category B, Category A Landing (and Two Engine Go-Around)
Steeps Turns
IFR Precision Approach and Landing
IFR Non-Precision Approach and Landing

March 2013
Lift to Hover IGE/OGE
BEGINNING OF MANEUVER LIFT HOVER

1. CYCLIC-NEUTRAL 1. COLLECTIVE-INCREASE UNITL THE 1. ALTITUDE-5-10 FEET
2. BRAKES-AS REQUIRED TO HELICOPTER IS LIGHT ON WHEELS 2. MAINTAIN CONSTANT
PREVENT GROUND ROLL 2. HEADING-MAINTAIN CONSTANT HEADING AND POSITION
WITH PEDALS OVER GROUND

March 2013
Maneuvers
Normal Takeoff
ACCELERATE
1. CONTINUE TO ACCELERATE AND
CLIMB TO AVOID TERRAIN OBSTACLES
HOVER 2. AVOID THE SHADED AREAS OF THE
1. ALTITUDE — 5 - 10 FEET HEIGHT/VELOCITY DIAGRAM
2. ADJUST CYCLIC TO BEGIN
LEVEL ACCELERATION
3. INCREASE COLLECTIVE TO AFTER TAKEOFF
APPROXIMATELY 10% OVER
1. RAISE LANDING GEAR
HOVER TORQUE (DO NOT
2. CONTINUE TO CLIMB
EXCEED TAKEOFF LIMITS)
3. MAINTAIN GROUND TRACK
BY USING A COMBINATION
OF CYCLIC AND PEDALS
BEFORE TAKEOFF
1. BEFORE TAKEOFF
CHECKLIST COMPLETE

March 2013
Instrument Takeoff with Less Than 600 RVR
ACCELERATE (C)
1. CONTINUE TO ACCELERATE
2. VERIFY AIRSPEED INDICATION
AND ADJUST POWER FOR
POSITIVE RATE OF CLIMB
3. TRANSITION TO INSTRUMENTS
HOVER (B1)
1. ALTITUDE — 5 - 10 FEET
2. ADJUST CYCLIC TO BEGIN
LEVEL ACCELERATION AFTER TAKEOFF (D)
3. INCREASE COLLECTIVE TO 1. RAISE LANDING GEAR WITH POSITIVE
TO APPROXIMATELY 10% RATE OF CLIMB
OVER HOVER TORQUE 2. MAINTAIN AIRCRAFT CONTROL USING
(DO NOT EXCEED A COMBINATION OF COLLECTIVE,
TAKEOFF LIMITS) CYCLIC AND PEDALS BY REFERENCING
INSTRUMENTATION
BEFORE TAKEOFF (A)

1. BEFORE TAKEOFF
CHECKLIST COMPLETE
2. INSTRUMENT CHECK —
COMPLETE
RUNNING TAKEOFF (B2)

1. ADJUST CONTROLS TO BEGIN
GROUND ACCELERATION
2. PRIOR TO 54 KIAS (A++,B, C, C+, C++)
OR 40 KIAS (A, A+) — ADJUST
COLLECTIVE TO BEGIN CLIMB

March 2013
Maneuvers
Obstacle Clearance Takeoff
CLIMB
1. POSITIVE RATE OF CLIMB
2. RAISE LANDING GEAR
3. CONTINUE NORMAL FLIGHT
ACCELERATE
1. COLLECTIVE — INCREASE TO ACHIEVE
AVAILABLE T.O. TORQUE (A/A+/A++) OR
10% ABOVE HOVER TORQUE (B/C/C+/C++)
HOVER * AFTER TAKEOFF

1. ALTITUDE — 5 FT 1. MAINTAIN 52 KIAS (A/A+/A++)
2. ACCELERATE FORWARD AT OR 55 KIAS (B/C/C+/C++) UNTIL
A 5 - 10 FT WHEEL HEIGHT OBSTACLES CLEARED
BEFORE TAKEOFF * HOVER POWER N R SETTINGS

1. BEFORE TAKEOFF —100 % NR (A/A+/A++)
CHECKLIST COMPLETE —107 % NR (B/C/C+/C++)

March 2013
Running (High Altitude) Takeoff
AFTER CLEARING
OBSTRUCTIONS
1. GEAR UP — POSITIVE
RATE OF CLIMB
2. CONTINUE TO CLIMB
LIFT OFF
1. AFT CYCLIC AT APPROX.
30 - 35 KIAS
2. MAINTAIN TAKEOFF
ATTITUDE
3. ACCELERATE TO VBROC
TAKEOFF ROLL
1. CYCLIC — SLIGHTLY FORWARD
2. COLLECTIVE — INCREASE 5-10%
BELOW HOVER POWER
3. MAINTAIN GROUND TRACK WITH
LATERAL CYCLIC AND PEDALS
BEFORE TAKEOFF
1. BEFORE TAKEOFF
CHECKLIST COMPLETE

March 2013
Maneuvers
Rejected Takeoff
DECISION TO ABORT
1. DECELERATE — AS REQUIRED
2. COLLECTIVE — ADJUST TO
ESTABLISH DESCENT ACCELERATION
1. NORMAL HOVER
ACCELERATION
INITIATED 1. NORMAL TAKEOFF
PROCEDURE
PRIOR TO LANDING
LANDING
1. ADJUST NOSE HIGH ATTITUDE, NOT TO
1. COLLECTIVE — INCREASE TO
CUSHION TOUCHDOWN 2. COLLECTIVE — INCREASE, ALLOWING BEFORE TAKEOFF
2. AFTER TOUCHDOWN: Nr TO BE MAINTAINED AT:
100% — A, A+ 1. BEFORE TAKEOFF
107% — A++, B, C, C+, C++ CHECKLIST— COMPLETE

March 2013
Category "A" Takeoff
CLIMB
2. GEAR UP WITH POSITIVE
RATE OF CLIMB
ACCELERATE (A/A+/A++)
1. COLLECTIVE — INCREASE
TO TORQUE AVAILABLE
2. AT 35 KIAS, CLIMB TO CDP
(40 FT)
ACCELERATE (B/C/C+/C++)
1. COLLECTIVE— INCREASE
10% ABOVE HOVER
TORQUE (B) 5% ABOVE
HOVER TORQUE (C/C+/C++)
HOVER * CDP (A/A+/A++)

1. ALTITUDE — 5 FT 1. NOSE ATTITUDE—PITCH
2. * SET AT 100% WITH DOWN TO ACCELERATE
MATCHED TORQUES TO VBROC
CDP (B/C/C+/C++)
1. INITIATE A CLIMB AT V2
2. CLIMB AT V2 TO CLEAR
OBSTACLES
BEFORE TAKEOFF * HOVER POWER N R SETTINGS

1. BEFORE TAKEOFF —100 % N R (A/A+/A++)
CHECKLIST COMPLETE —107 % N R (B/C/C+/C++)

March 2013
Maneuvers
VFR Approach (B/C/C+/C++)
APPROACH
1. START APPROACH AT
250 FT AGL* AT 45 KIAS
2. RATE OF DESCENT NO
MORE THAN 600 FPM
TOUCHDOWN
1. CONTINUE APPROACH AND
DECEL TO A RUNNING
LANDING OR HOVER
DECELERATION
1. INITIATE DECEL PASSING
50 FT AT 40 KIAS **
RUNWAY

March 2013
VFR Approach (A/A+)
APPROACH
100 FT AGL AT 50 KIAS
MORE THAN 500 FPM *
TOUCHDOWN
DECEL TO A RUNNING
LANDING OR HOVER
DECELERATION
1. INITIATE DECEL PASSING
50 FT AT 40 KIAS **
RUNWAY
* (CAT A) — 750 FPM
** (CAT A) — DECEL WITH CYCLIC FLARE

TO ABOUT 20° NOSE UP
ABOUT 30 FT AGL

March 2013
Maneuvers
VFR Approach—Rejected Landing
CLIMB
1. POSITIVE ROC — GEAR UP
REJECTED LANDING
1. COLLECTIVE— INCREASE
TO TAKEOFF LIMITS

March 2013
VFR Approach—Balked Landing
CLIMB OUT
1. CLEAR OBSTACLE
3. ABOVE VBROC — INCREASE
TO: 100% NR — A AT OR PRIOR TO LDP
107% NR — A+, A++, B, C, C+, C++
1. ADJUST TO DROOP LIMIT
ACCELERATION 2. ADJUST PITCH TO
ACCELERATE TO 70 KIAS
1. COLLECTIVE —
CLIMB ADJUST FOR POSITIVE
RATE OF CLIMB
1. ONCE POSITIVE RATE OF
CLIMB IS ESTABLISHED —
RAISE LANDING GEAR
LDP

March 2013
Maneuvers
Obstacle Clearance Approach
APPROACH
DECELERATION 500' AGL AT 35 KIAS
1. INITIATE DECELERATION WHEN TAIL MORE THAN 300 FT/MIN
ROTOR CLEARS THE OBSTACLE
2. MAINTAIN A CONSTANT ANGLE
WITH COLLECTIVE
TOUCHDOWN
1. CONTINUE APPROACH AND DECELERATION
TO A ROLL-ON LANDING OR HOVER UTILIZING
THE FORWARD 1/3 OF THE LANDING AREA
2. BRAKES, AS REQUIRED

March 2013
High Altitude Approach
APPROACH
DECELERATION 500' AGL ABOVE 35 KIAS
1. INITIATE DECELERATION TO 50 KIAS MORE THAN 300 FT/MIN
AT 70' AGL OR CLEARING OBSTACLES
2. MAINTAIN A CONSTANT ANGLE WITH
COLLECTIVE
TOUCHDOWN
1. CONTINUE APPROACH AND DECELERATION
TO A ROLL-ON LANDING OR HOVER UTILIZING
THE FORWARD 1/3 OF THE LANDING AREA
2. BRAKES, AS REQUIRED

March 2013
Maneuvers
Elevated Landing Site Approach
APPROACH
1. START APPROACH — 500' ABOVE
TOUCHDOWN ZONE AT 70 KIAS
2. RATE OF DESCENT — NO MORE
THAN 600 FT/MIN
DECELERATION
1. MAINTAIN A PROGRESSIVE DECELERATION
WITH THE CYCLIC TO ARRIVE AT 35 KIAS
WHILE MAINTAINING A RATE OF DESCENT
OF NO MORE THAN 600 FT/MIN
TOUCHDOWN
1. TERMINATE AT ZERO ALTITUDE
AND ZERO AIRSPEED AS THE
MAIN GEAR TOUCHES DOWN
2. UTILIZE BRAKES, AS REQUIRED
TO PREVENT MOVEMENT

March 2013
Approach With Degraded Augmentation
APPROACH
300' AGL AT 70 KIAS
MORE THAN 300 FT/MIN TOUCHDOWN
DECELERATE TO A ROLL-ON
LANDING OR HOVER
DECELERATION
1. INITIATE A PROGRESSIVE
DECELERATION PASSING
70' AGL AT 50 KIAS
2. MINIMIZE POWER CHANGES
RUNWAY
Degraded Augmentation is Defined As:

1. Engine Control Malfunction

March 2013
Maneuvers
Circling Approach (If Required)
AT MDA
1. MAINTAIN MDA WITH THE RUNWAY
ENVIRONMENT IN SIGHT UNTIL IN
A POSITION TO LAND

March 2013
IFR Precision Approach
PRIOR TO IAF
1. APPROACH (IN RANGE)
CHECKLIST COMPLETE
2. ATIS OBTAINED
3. APPROACH BRIEF
PRIOR TO THE LOM

1. AIRSPEED — 70 - 130 KIAS
2. BEFORE LANDING
CHECKLIST — COMPLETE
AT THE FAF
1. CALLOUTS IAW EXPANDED
PROCEDURES
DECISION HEIGHT NOTE: FOR SINGLE ENGINE

1. NOTIFY ATC
1. CONTINUE IF " IN SIGHT" 2. ACCOMPLISH APPROPRIATE CHECKLIST
HAS BEEN CALLED BY PNF
2. OTHERWISE — EXECUTE 3. MINIMUM SPEED — VBROC
MISSED APPROACH 4. LOWER LANDING GEAR AFTER
GLIDESLOPE INTERCEPT
5. PLAN ON RUNNING LANDING

March 2013
Maneuvers
IFR Non-Precision Approach
PRIOR TO IAF
1. APPROACH (IN RANGE)
CHECKLIST COMPLETE
2. ATIS OBTAINED
3. APPROACH BRIEF
PRIOR TO FAF
AT MDA
1. AIRSPEED — 70-130 KIAS
1. MAINTAIN MDA WITH THE RUNWAY 2. BEFORE LANDING
ENVIRONMENT IN SIGHT UNTIL IN CHECKLIST — COMPLETE
A POSITION TO LAND IN THE FIRST
3,000' OF RUNWAY
AT THE FAF
1. TIMING — START
MDA 2. CALLOUTS IAW EXPANDED
MINIMUMS PROCEDURES
MAP
1. CONTINUE IF " IN SIGHT" HAS
BEEN CALLED BY PNF
2. OTHERWISE — EXECUTE MISSED
APPROACH PROCEDURE

March 2013
Missed Approach (Precision and Non-Precision)
MISSED APPROACH POINT
1. COLLECTIVE — ADJUST
TO TAKEOFF POWER
3. FD — GA MODE
1. POSITIVE ROC—GEAR UP
"MISSED APPROACH"
AIRPORT

March 2013
Maneuvers
Category B Takeoff
4 CLEAR OF OBSTACLES,
RETRACT LANDING GEAR,
ACCELERATE TO V (VY)
BROC
3 AT 50 KIAS, ROTATE NOSE UP
TO CLIMB AT 55 KIAS
2 APPLY UP TO 10% TORQUE
OVER HOVER IF AVAILABLE,
AND ACCELERATE FORWARD
(MAX. 10° NOSE DOWN)
AT 5 TO 10 FT WHEEL HEIGHT
1 HOVER AT 5 FT
AND NOTE TORQUE
50 FT
TAKEOFF DISTANCE
NOTE:
PROFILE REMAINS CLEAR OF H/V AVOID AREA
March 2013
March 2013
Maneuvers
Running Landing
1 ARRIVE AT A POINT ~ 200 FT
3 WITH PITCH ATTITUDE NOT
ABOVE TOUCHDOWN AT GREATER THAN 10°,
~ 60 KIAS/~ 300 FPM
TOUCH DOWN ON MAIN WHEELS
4 NEUTRALIZE CYCLIC POSITION
AND LOWER COLLECTIVE FULLY
2 DECELERATE 5 WHEEL BRAKES
FURTHER TO TO STOP
30 - 40 KIAS AND
REDUCE ROD
March 2013
March 2013
Maneuvers
Category B, Category A Landing
(and Two Engine Go-Around)
1
3A
2A
2
3
March 2013
March 2013
Maneuvers
(and Two Engine Go-Around)
1 3A
2A
2
March 2013
March 2013
Maneuvers
Steep Turns
USE PITCH ATTITUDE
TO MAINTAIN AIRSPEED
4
5 TO EXIT,
ROLL WINGS LEVEL,
ADJUST COLLECTIVE
1 ENTRY, AND PITCH
120 KIAS
LEVEL FLIGHT
2 ROLL INTO TURN,
STABILIZE AT 30° BANK
3 USE COLLECTIVE TO
MAINTAIN ALTITUDE
March 2013
March 2013
Maneuvers
IFR Precision Approach and Landing
1 WITHIN 3 MINUTES OF IAF:
2 IAF OUTBOUND:
6B
6A
3
AT FAF INBOUND:
P
6
March 2013
March 2013
Maneuvers
IFR Non-Precision Approach and Landing
1 WITHIN 3 MINUTES OF IAF:
6A
5
3
4
P
6
7
March 2013
March 2013
Maneuvers
Abnormals and Emergencies
or emergency procedure, refer to the CAE Operating Handbook.
Autorotation Entry, Descent, and Landing

Unusual Attitude Recovery Pitch Up
Unusual Attitude Recovery Pitch Down
Single Engine Failure on Takeoff, Category B
Single Engine Failure on Takeoff, Category A Prior to CDP, Rejected Takeoff
Single Engine Failure on Takeoff, Category A After CDP, Continue Takeoff
Single Engine Failure on Approach, Category B or Category A Prior to LDP/Balked Landing
Single Engine Failure on Approach, Category B or Category A After LDP/OEI Landing
Dual Engine Failure On Takeoff, Category B or Category A
Dual Engine Failure In Cruise
Dual Engine Failure On Approach
Category "A" With Powerplant Failure Before CDP
Category "A" With Powerplant Failure After CDP
Single Engine Landing During Approach (A/A+)
Single Engine Landing During Approach (B/C/C+/C++)
Loss of Anti-torque Effectiveness (Tail Rotor Control Failure—Fixed Pitch)
Anti-torque Failure

March 2013

March 2013
Maneuvers
Autorotation Entry, Descent, and Landing
1 COLLECTIVE FULLY DOWN THEN
ADJUST TO MAINTAIN 100 - 105% NR
4
AS AIRCRAFT STARTS TO SETTLE
5 INCREASE COLLECTIVE TO
CUSHION TOUCHDOWN
2
NR
3
P
ALLOW N R TO INCREASE
March 2013
March 2013
Maneuvers
Unusual Attitude Recovery Pitch Up
SMOOTHLY CORRECT PITCH
3
ATTITUDE TO ATTAIN LEVEL
AND INCREASE AIRSPEED
(IF NECESSARY)
4 ADJUST COLLECTIVE AS
NEEDED TO MAINTAIN
107% N R (100% NR FOR S76 A)
2 ROLL WINGS LEVEL
MAINTAIN 107% NR (100% NR FOR S76 A)
1 45° BANK
30° NOSE UP
March 2013
March 2013
Maneuvers
Unusual Attitude Recovery Pitch Down
ROLL WINGS LEVEL
2
MAINTAIN 107% N (100% N FOR S76 A)
R R
SMOOTHLY CORRECT PITCH
3
ATTITUDE TO ATTAIN LEVEL
AND INCREASE AIRSPEED
(IF NECESSARY)
1 45° BANK
30° NOSE DOWN
4 ADJUST COLLECTIVE AS
NEEDED TO MAINTAIN
107% NR (100% NR FOR S76 A)
March 2013
March 2013
Maneuvers
Single Engine Failure on Takeoff, Category B
IF GROSS WEIGHT AND FLIGHT PATH PERMIT,
TAKEOFF AND CLIMB MAY BE CONTINUED.
IF NOT:
2 REDUCE COLLECTIVE
AS NEEDED, TO
MAINTAIN ROTOR RPM
3 PARTIAL FLARE AT 50 FT
(IF ALTITUDE PERMITS)
AGL TO REDUCE AIRSPEED
1 HOVER AT 5 FT
AND NOTE TORQUE
4 LY COLLECTIVE TO
CUSHION TOUCHDOWN
TARGET TOUCHDOWN
SPEED = 20 KTS
5 WHEEL BRAKES
*
TO STOP
REJECTED TAKEOFF DISTANCE
* SINGLE ENGINE FAILURE
March 2013
March 2013
Maneuvers
Single Engine Failure on Takeoff, Category A
Prior to CDP, Rejected Takeoff
3 IF OVER 30 KIAS, FLARE TO 5-10° NOSE UP
INITIALLY, THEN FLARE 10-25° (MAX) NOSE UP
2 IF UNDER 30 KIAS, 4 JUST PRIOR TO TOUCHDOWN,
FLARE 5-10° NOSE UP LEVEL TO 10° (OR LESS) NOSE UP,
APPLY COLLECTIVE
5 TARGET TOUCHDOWN
SPEED = 20 KTS
CDP
1 HOVER AT 5 FT
AND NOTE TORQUE 6 AFTER TOUCHDOWN
NEUTRALIZE CYCLIC,THEN
COLLECTIVE FULLY DOWN
* 7 WHEEL BRAKES
TO STOP
*
*
SINGLE ENGINE FAILURE

CRITICAL DECISION POINT (CDP)
March 2013
March 2013
Maneuvers
Single Engine Failure on Takeoff, Category A
After CDP, Continue Takeoff
4
BROC RETURN
6
TO 107% NR
2 JUST PITCH ATTITUDE 5 CLIMB TO 1000 AGL
TO CLIMB AT V, 2 (MIN) OR MSA
LY COLLECTIVE TO
CONTROL DROOP AT 100% N R
1 HOVER AT 5 FT
AND NOTE TORQUE
*
CDP
35 FT
3 SELECT LOWER OEI

LIMIT AT OR BEFORE
USAGE LIGHT
FLASHES (FOR C+/C++ ONLY)
CONTINUED TAKEOFF DISTANCE
*
CRITICAL DECISION POINT (CDP)
March 2013
March 2013
Maneuvers
Single Engine Failure on Approach, Category B or Category A
Prior to LDP/Balked Landing
6 RETURN TO 107% NR
5 CLIMB TO 1000 FT
AGL (MIN) OR MSA
1 APPROACH: 3 POSITIVE RATE OF CLIMB:
45 KIAS AT 600 FPM LEAR OF OBSTACLES
TRACT LANDING GEAR
LERATE TO VBROC
2 ACCELERATE TO 60 KIAS,
ADJUST COLLECTIVE TO
CONTROL DROOP AT 100% NR
*
LANDING DECISION POINT (LDP)
4 SELECT LOWER OEI LIMIT

AT OR BEFORE
USAGE LIGHT FLASHES
(FOR C+/C++ ONLY)
*
35 FT (MIN)
LDP
March 2013
March 2013
Maneuvers
Single Engine Failure on Approach, Category B or Category A
After LDP/OEI Landing
1 APPROACH:
2 CONFI 30 SECOND POWER
ALLOWED OR USAGE LIGHT
IS ON (FOR C+/C++ ONLY)
3 DECELERATION POINT- 50 FT
*
LDP PITCH NOSE UP 5-10°
4
5
50 FT
LANDING DISTANCE
March 2013
March 2013
Maneuvers
Dual Engine Failure On Takeoff, Category B or Category A
4 LOWER COLLECTIVE FULLY
HOLD AIRSPEED
3 PASSING CDP
ADJUST PITCH ATTITUDE
TO CLIMB AT V2
APPLY 10% TORQUE OVER HOVER
1 HOVER AT 5 FT AND ACCELERATE FORWARD AT
AND NOTE TORQUE 5-10 FOOT WHEEL HEIGHT
2
5 REAPPLY COLLECTIVE
**
TO ACHIEVE 100-105% NR
7 WASH OUT FLARE TO
KEEP 30-40 KIAS,
PITCH 10° OR LESS
8 MAXIMUM COLLECTIVE PULL
CDP AT IMMINENT GROUND CONTACT
6 GENTLE FLARE TO 15° 9 AFTER CONTACT REDUCE
* *
LET NR INCREASE COLLECTIVE, CENTER CYCLIC
CRITICAL DECISION POINT (CDP) DUAL ENGINE FAILURE
APPLY WHEEL BRAKES
March 2013
March 2013
Maneuvers
Dual Engine Failure In Cruise
*
2 LOWER COLLECTIVE FULLY
*
NE
R
1 15
LEVEL FLIG T
5
3
6
R
7
4 AT 75 FT AGL:
* *
DUAL ENGINE FAILURE
ALLOW NR
March 2013
March 2013
Maneuvers
Dual Engine Failure On Approach
1 APPROACH:
4 IAS 0 M
ENGINE
AILURE LOWER COL ULLY
2
IRSPEE
**
REAPPL OLLECTIVE 3
0 NR
GEAR N
5 OUT LARE
T 30 0 IAS,
PIT 10 OR ESS
O 5°, 4
ALLO NR INCREASE 6 MAXIMUM OLLECTIVE PULL HELIPORT
AT MINEN CONTACT
7 TER CONTACT, E
* * ENG AILURE COLLECTIVE, CENT
L S
C
March 2013
March 2013
Maneuvers
Category "A" With Powerplant Failure Before CDP
LANDING
1. COLLECTIVE — INCREASE DECISION TO ABORT
TO CUSHION TOUCHDOWN 1. PITCH UP TO 5 - 10° NOSE UP
2. AFTER TOUCHDOWN: 2. COLLECTIVE — ADJUST TO
— NEUTRALIZE CYCLIC ESTABLISH DESCENT
— COLLECTIVE MINIMUM
— BRAKES AS REQUIRED
CLIMB
1. NORMAL CAT "A"
CLIMB INITIATED
HOVER
1. NORMAL CAT "A"
BEFORE TAKEOFF TAKEOFF PROCEDURE
1. BEFORE TAKEOFF
CHECKLIST COMPLETE

March 2013
Category "A" With Powerplant Failure After CDP
ENGINE FAILURE
1. COLLECTIVE—LOWER
— A, A+, A++ 96-100% NR
— B, C, C+, C++ 100% NR
3. ACCELERATE TO: CLIMB

— VTOSS(52 KIAS) (A, A+, A++) 1. POSITIVE RATE OF CLIMB —
— V2 SPEED (B, C, C+, C++) GEAR UP
4. MAINTAIN 2.5 MINUTE POWER 2. ACCELERATE TO VBROC
LIMITS (A, A+, A++, B, C) AND 3. LAND AS SOON AS PRACTICAL
30 SECOND POWER LIMITS
(C+, C++)
DECISION POINT
1. CONTINUE TAKEOFF
HOVER
1. NORMAL CAT "A" HOVER AND
TAKEOFF PROCEDURE
BEFORE TAKEOFF
1. BEFORE TAKEOFF
CHECKLIST COMPLETE

March 2013
Maneuvers
Single Engine Landing During Approach (A/A+)
APPROACH
1. LANDING CHECKLIST —
COMPLETE
100 FT AGL AT 50 KIAS
MORE THAN 750 FPM*
DECELERATION
1. DECEL AT 50 FT AGL** WITH
A CYCLE FLARE TO ABOUT
UP AT 30 FT AGL
TOUCHDOWN
1. APPLY COLLECTIVE
TO CUSHION LANDING
2. AFTER TOUCHDOWN,
NEUTRALIZE THE
CONTROLS
3. APPLY BRAKES, AS * (CAT B) — 500 FPM
NECESSARY
** (CAT B) — DECEL TO PASS 50 FT AT 40 KIAS

March 2013
Single Engine Landing During Approach (B/C/C+/C++)
APPROACH
1. LANDING CHECKLIST — COMPLETE
2. START APPROACH AT 250 FT AGL* AT:
— 40 KIAS (CAT A) ** OR
— 45 KIAS (CAT B)
3. RATE OF DESCENT NO MORE THAN
600 FPM
DECELERATION
1. DECEL PASSING 50 FT AGL AT:
40 KIAS (CAT A) ** OR
45 KIAS (CAT B)
TOUCHDOWN
1. TOUCHDOWN AT OR ABOVE
TRANSLATIONAL LIFT
2. USE COLLECTIVE TO
CUSHION TOUCHDOWN
3. AFTER TOUCHDOWN
NEUTRALIZE CONTROLS * S-76C/C+/C++ — 200 FT AGL
4. APPLY BRAKES, AS
NECESSARY ** S-76C/C+/C++ — 45 KIAS

March 2013
Maneuvers
Loss of Anti-torque Effectiveness (Tail Rotor Control

Failure — Fixed Pitch)
1. COLLECTIVE — ADJUST TO TOUCHDOWN

CONTROL YAW
2. COLLECTIVES AND AIRSPEED — 1. TOUCHDOWN MAX SPEED:
AS REQUIRED TO CONTROL — 40 KIAS (A/A+/A++)
YAW FOR RUN ON LANDING — 54 KIAS (B/C/C+/C++)
2. EXECUTE ROLL ON LANDING
3. USE DIFFERENTIAL BRAKING TO
CONTROL DIRECTION ON GROUND
RUNWAY

March 2013
Anti-torque Failure
1. LOWER COLLECTIVE AND ENTER

AUTOROTATION
2. MAINTAIN 75 KIAS
3. MAINTAIN NR > 100% - 105%
4. EXTEND LANDING GEAR OR
DEPLOY FLOATS (OVER WATER)
BELOW 75 KIAS
5. ADVISE PASSENGERS
6. SHOULDER HARNESS — LOCKED
7. ENGINE LEVERS — OFF (WHEN
NO LONGER NEEDED)
TOUCHDOWN
1. EXECUTE AUTOROTATION LANDING
2. TOUCHDOWN SPEED:
— LESS THAN 40 KIAS (A/A+/A++)
— LESS THAN 54 KIAS (B/C/C+/C++)
3. UPON TOUCHDOWN — USE DIFFERENTIAL
BRAKING TO CONTROL DIRECTION
RUNWAY

March 2013
8
Flight Planning
Contents
Flight Planning
Figur: Density Altitude Chart ................................................................................................. 8-6
Figur: Temperature Conversion Chart .................................................................................. 8-7
Figur: S76 Airspeed Calibration - Pilot airspeed System ...................................................... 8-8
Figur: S76 Airspeed Calibration - Copilot Airspeed System.................................................. 8-9
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Engine Health ...............................................................................................................................8-10
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Category “A” Takeoff .....................................................................................................................8-10
Example 1 .....................................................................................................................................8-11
Example 2 .....................................................................................................................................8-12
Technique .....................................................................................................................................8-12
Associated Conditions ..................................................................................................................8-12
Figur: .....................................................................................8-13
Figur: Wind Components .....................................................................................................8-14
Figur: Category “A” Rejected and Continued Takeoff Distances .........................................8-15
. . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-24
Landing Distance ..........................................................................................................................8-24
Alternate Category “A” Landing Technique ...................................................................................8-24
Figur: .....................................................................................8-25
Figur: ......................................................................8-26
Figur: Category "A" Landing Distance from 50 ft Height to Stop .........................................8-27
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27
Technique .....................................................................................................................................8-27
Takeoff Distance ...........................................................................................................................8-28

March 2013
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-28
Technique .....................................................................................................................................8-28
Figur: ......................................................................................8-29
Figur: Category "B" Takeoff Distance ..................................................................................8-30
Figur: .................................................................8-32
Figur: Forward Climb Performance ......................................................................................8-33
Figur: .....................................................................................8-34
Figur: Category "B" Landing Distance from 50 Foot Height to Stop ....................................8-35
Figur: Hover Out of Ground Effect .......................................................................................8-36
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-37
Weight and Balance
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-39
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-44
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-46
Takeoff Weight and Moment .........................................................................................................8-46
Takeoff CG ....................................................................................................................................8-47
Landing CG...................................................................................................................................8-47
Takeoff Weight and CG Limits ......................................................................................................8-48
Landing Weight and CG Limits .....................................................................................................8-49
Supplemental Performance Data
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-51
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-51
Fuel Flow Notes ............................................................................................................................8-52
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-82
Chart Use......................................................................................................................................8-82
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-83
Dual Engine Zero Wind 107% NR .................................................................................................8-83
. . . . . . . . . . . . . . . . . . . . . . 8-84
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-85
Figur: Dual Engine Hover Endurance ..................................................................................8-86
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-91
Pilot Training Provisions ...............................................................................................................8-92
Single Engine Pilot Training ..........................................................................................................8-92
Simulated OEI Training .................................................................................................................8-94
Example ........................................................................................................................................8-94
Manual Control Training................................................................................................................8-94

March 2013
Flight Planning
Pre-Flight ......................................................................................................................................8-95
Example ........................................................................................................................................8-96
. . . . . . . . . . . . . . . . . . . . 8-97
Operational Performance Data .....................................................................................................8-98
.........................................................................................................8-98
Elevated Helideck Takeoff and Landing .......................................................................................8-98
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-99
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-100
Vertical Takeoff – Elevated Helideck ..........................................................................................8-101
Figur: .................................8-102
Figur: Elevated Helideck Operations Arriel 2S2 Engine Target
Dual Engine Takeoff Torque .....................................................................................8-103
Single Engine Failure on Takeoff – Elevated Helideck ...............................................................8-104
Rejected Takeoff .........................................................................................................................8-104
Continued Takeoff .......................................................................................................................8-104
Approach and Landing - Elevated Helideck................................................................................8-105
Single Engine Failure During Approach to an Elevated Helideck ...............................................8-105
Balked Landing (Go Around) ......................................................................................................8-105
Single Engine Landing ................................................................................................................8-106
. . . . . . . . . . . . . . . . . . . . . . . . . 8-106

March 2013

March 2013
Flight Planning
Flight Planning
this chapter. Data for this example are shown in italics.
always use the FAA approved charts found in the Sikorsky RFM.

March 2013
TEMPERATURE - 0C
-60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
16 16
20
STAN
15 15
19
DARD
14 18 14
17
TEM P
13 13
16
12 15 12
14
11 11
13
10 12 10
11
9 9
10
8 8
DENSITY ALTITUDE - 1000 FT

DENSITY ALTITUDE - 1000 FT
9
7 8 7
7 6
6
FT
6
0
00
5 -1 5
5
E
D
TU
4 4 4
TI
AL
3
E
R
3 3
SU
2
ES
PR
2 1 2
1 0 1
-1
0 0
-2
-1 -3 -1
-2 -4 -2
-5
-3 -3
-6
-4 -7 -4
-5 -5
-60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
TEMPERATURE - 0C

March 2013
Flight Planning
0
F 0
C
140 60
130
50
120
110
40
100
90
30
80
70
DEGREES FAHRENHET
20
DEGREES CELSIUS
60
50 10
40
30 0
20
-10
10
0
-20
-10
-20
-30
-30
-40 -40
0
F 0
C

March 2013
180
170
160
150
140
130
CALIBRATED AIRSPEED - KTS
120
LEVEL FLIGHT
CLIMB FLIGHT
110 AUTOROTATION
100
90
80
70
60
50
40
30
20
20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
INDICATED AIRSPEED - KTS

(NO INSTRUMENT ERROR)

March 2013
Flight Planning
180
170
160
150
140
130
CALIBRATED AIRSPEED - KTS
120
LEVEL FLIGHT
CLIMB FLIGHT
110 AUTOROTATION
100
90
80
70
60
50
40
30
20
20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
INDICATED AIRSPEED - KTS

(NO INSTRUMENT ERROR)

March 2013
36-14. The test and analysis procedures used to obtain these noise levels are essentially equivalent to those
Authority of the country of aircraft registration.
93.9 Takeoff
96.1 Approach
91.6 Flyover
NTT: No determination has been made by the Federal Aviation Administration that the noise levels
any airport.
TniFnr Hralth
The performance charts are formatted to permit performance credit to be taken for engines that deliver above
1.
2. When engine power margins are established in accordance with the singlepoint power assurance
whole percent.
Catriouy “A” Takroff

The S76 C Category "A" takeoff procedure shown diagrammatically in page 8-13 features variable Critical
2
a manner that Category "A" One Engine Inoperative (OEI) climb performance minima can be maintained
over a wide range of environmental conditions.

March 2013
Flight Planning
2 2
2
and Landing Gross Weight shows the maximum takeoff and landing gross weight as a function of pressure
2
speeds.
2
2
speeds can equate to higher maximum takeoff gross weights.
1.
2.
Txamplr 1
1.
2.
to the desired takeoff gross weight.

3. 2
(CDP+10 Kts) is suitable for the takeoff area.
Available RTO Field Length 650 ft

Pressure Altitude
Temperature 10°C
Engine Power Margin 3%
Headwind Component 10 Kts
Anti-Ice OFF
CDP Speed 31 Kts

Maximum Takeoff Gross
Weight
2
Speed 41 Kts
CTO Distance 770 ft

March 2013
Txamplr 2
1.
2
(CDP+10 Kts) speeds.
2.
2
requirements.
Desired Takeoff Gross

Weight
Pressure Altitude
Temperature 10°C
Engine Power Margin 3%
Headwind Component 10 Kts
CDP Speed 37 Kts

47 Kts
RTO Distance 820 ft
CTO Distance 910 ft
TrchnFqgr
2
collective pitch to achieve 10% torque above hover torque and accelerate forward maintaining 5 to 10 ft
2
. When clear of
BROC
) and retract landing gear.
AssocFatrd CondFtFons

March 2013
Flight Planning
NORMAL TAKEOFF
UP TO 100 MAX NOSE DOWN

HORIZONTAL ACCEL @
HOVER Q+ 10% CLIMBING
ACCEL TO Vy
5 FT HOVER CDP AT 107% Nr
REJECTED TAKEOFF
UP TO 100 MAX NOSE DOWN

FLARE 250 MAX NOSE-UP
HORIZONTAL ACCEL @
& DECELERATE
HOVER Q+ 10%
ENGINE FAILURE
@ CDP
5 FT HOVER APPLY WHEEL BRAKES
STOP
CONTINUED TAKEOFF
OEI CLIMB @
VTOSS (V2)
UP TO 100 MAX NOSE DOWN AT 100% Nr
HORIZONTAL ACCEL @ OEI ACCEL
HOVER Q+ 10% TO VTOSS (V2)
ENGINE FAILURE
AFTER CDP 35’
5 FT HOVER
VTOSS (V2)
CONTINUED TAKEOFF DISTANCE

March 2013
ANGLE BETWEEN WIND DIRECTION
AND FLIGHT PATH
100 200 300 400 450

50
45
500
40
WIND DIRECTION FROM RUNWAY

35
TAILWIND OR HEADWIND - KTS
30
600
25
20
700
15
10 800
0
0 5 10 15 20 25 30 35 40 45 50
CROSSWIND - KTS
CONDITION:
WIND VELOCITY - 40KTS

WIND DIRECTION - 130º
FLIGHT PATH - 090º
EXAMPLE:
ENTER CHART AT WIND DIRECTION FROM FLIGHT PATH - 40º

MOVE DOWN TO WIND VELOCITY ART = 40 KTS
MOVE LEFT TO HEADWIND COMPONENT = 30.6 KTS
MOVE DOWN TO CROSSWIND COMPONENT = 25.7 KTS

March 2013
Flight Planning
2400
REJECTED TAKEOFF DISTANCE - FT

UNFACTORED 2200
HEADWINDS - KTS
2000
0
1800
5
1600
10
1400
15
1200
20
1000
25
800
CDP 600
49 KIAS
400
TEMPERATURE - 0C 200
CDP OR V2 - KIAS
49 40 30 20 10 0 -10 -20 -30 -34.4 30 35 40 45 50 55 60
TAKEOFF NOT PERMITTED
1 2 1 2
UNFACTORED
HEADWINDS - KTS
0 2600
-1 0 1 2 3 4 5 6 7 8 8 10
2400
5
CONTINUED TAKEOFF DISTANCE - FT

PRESSURE ALTITUDE - 1000 FT
2200
10
15 2000
20 1800
25
1600
1400
1200
1000
800
600
400
200

March 2013
Reduce maximum takeoff gross weight determined from chart by the amount shown in the following table as
Utility Hoist Installed 90 lbs

External Sliding Door(S) Open 100 lbs
External Sliding Door(S) Closed 50 lbs
MAIN TRANSMISSION
TORQUE LIMIT V2 (CDP) - KTS
0 -10 40 (30)
10 -20
BASELINE
-30 P
-34.4 - TEMPERATURE - 0C CD
20 UM 45 (35)
IM
IN
M
T 50 (40)
30 O
KN
30 1 2 55 (45)
40
V2
D
50 T TE
I
5000 FT RM
DENSITY PE MAXIMUM GROSS
U M
HIGH AMBIENT ALTITUDE IM WEIGHT - 11,700 LB
X
TEMP LIMIT MA
-1 0 1 2 3 4 5 6 7 8 9 0 2 4 6 8 9 10 11 12
PRESSURE ALTITUDE - 1000 FT GROSS WEIGHT - 1000 LB
POWER
MARGIN - %
3.5 4.0 4.5 5.0 5.5
GROSS WEIGHT - 1000 KG
IN SHADED AREA, DO NOT TAKE CREDIT FOR POWER MARGING ABOVE 0%.

March 2013
Flight Planning
Utility Hoist Installed 90 lbs

External Sliding Door(S) Open 100 lbs
External Sliding Door(S) Closed 50 lbs
MAIN TRANSMISSION
TORQUE LIMIT V2 (CDP) - KTS
40 (30)
10
BASELINE
P
CD
20 UM 45 (35)
IM
IN
M
T 50 (40)
30 O
KN
30 55 (45)
1 2
40
V2
D
TE
M IT
50 0 -10 ER
-20 P
5000 FT -30 -34.4 M MAXIMUM
I MU GROSS
DENSITY AX
ALTITUDE TEMPERATURE - 0C M WEIGHT -
11,700 LB
8 9 0 2 4 6 8 9 10 11 12
-1 0 1 2 3 4 5 6 7
PRESSURE ALTITUDE - 1000 FT POWER
MARGIN - % 3.5 5.0
4.0 4.5 5.5
EXAMPLE GROSS WEIGHT - 1000 KG
IN SHADED AREA, DO NOT TAKE CREDIT FOR POWER MARGING ABOVE 0%.

March 2013
120 20 5 10
110 20 5 10
95 20 5 5
80 20 5 5
70 20 5 5
60 20 5 5
ENGINE TORQUE LIMIT GROSS WEIGHT - LB(KG) X 1000

11.7 (5.307) 11(4.988) 10(4.535) 9(4.082) 8(3.628)
-10 5000 FT
DENSITY
BASELINE
-20
ALTITUDE 7(3.175)
-30
-34.4
TEMP - 0C
HIGH
AMBIENT
TEMP
LIMIT
15,000 FT
DENSITY
ALTITUDE
20
PRESSURE ALTITUDE POWER
-1000 FT MARGIN - %
1,600
RATE OF CLIMB - FPM
DASHED LINES ARE FOR 1,400

INTERPOLATION ONLY 1,200
1,000
800
600
60
400 55
200
0
TAKEOFF SAFETY SPEED - KIAS

March 2013
Flight Planning
2.0 0.4 0.1 0.6

1.9 0.4 0.1 0.6
1.8 0.4 0.1 0.6
1.7 0.4 0.1 0.6
1.6 0.4 0.1 0.5
1.5 0.4 0.1 0.5
GROSS
)
WEIGHT
7
5)
30
)
88
)
)
3
28
82
- LB(KG)
.
(5
TEMPERATURE - 0C 4.5
.9
.6
4.0
7
(4
3
(
X 1000
.
10
11
8(
0 -10 -20 -30 -34.4
11
9(
ENGINE TORQUE LIMIT
7(3.175)
BASELINE
10
20
30
40
5000 FT
DENSITY
50 HIGH ALTITUDE
AMBIENT
TEMP
LIMIT
0 1 2 3 4 5 6 7 8 0 2 4 6
PRESSURE ALTITUDE POWER
-1000 FT MARGIN - %
40 TAKEOFF SAFETY
SPEED - KIAS 40
36 45
GAINED IN 100 FT HORIZONTAL
DASHED LINES ARE FOR 50

ZERO WIND MEAN HEIGHT
INTERPOLATION ONLY 32 55
60
28
DISTANCE - FT
24
20
16
12
60
8 55
4
0 45 40
50
TAKEOFF SAFETY SPEED - KIAS
Category “A” Takeoff Flight Path (Sheet 1 of 4)

March 2013
8-20
ZERO WIND MEAN HEIGHT GAINED IN 100 FEET HORIZONTAL DISTANCE ZERO WIND MEAN HEIGHT GAINED IN 100 FEET HORIZONTAL DISTANCE
0 4 8 12 16 20 24 28 32 36 40 44 48 0 4 8 12 16 20 24 28 32 36 40 44 48
0 0
5 5
40 KNOT 50 KNOT
10 10
TAKEOFF TAKEOFF
SAFETY SAFETY
20 SPEED 20 SPEED
UNFACTORED
UNFACTORED
HEADWIND - KTS
HEADWIND - KTS
30 30
40 40
0 4 8 12 16 20 24 28 32 36 40 44 48 0 4 8 12 16 20 24 28 32 36 40 44 48
MEAN HEIGHT GAINED IN 100 FEET HORIZONTAL DISTANCE WITH HEADWIND MEAN HEIGHT GAINED IN 100 FEET HORIZONTAL DISTANCE WITH HEADWIND
VS
ZERO WIND MEAN HEIGHT GAINED IN 100 FEET HORIZONTAL DISTANCE ZERO WIND MEAN HEIGHT GAINED IN 100 FEET HORIZONTAL DISTANCE
0 4 8 12 16 20 24 28 32 36 40 44 48 0 4 8 12 16 20 24 28 32 36 40 44 48
0 0
5 5

45 KNOT 55KNOT
10 10
TAKEOFF TAKEOFF
SAFETY SAFETY
20 SPEED 20 SPEED
UNFACTORED
UNFACTORED
HEADWIND - KTS
HEADWIND - KTS
30 30
40 40
0 4 8 12 16 20 24 28 32 36 40 44 48

0 4 8 12 16 20 24 28 32 36 40 44 48
MEAN HEIGHT GAINED IN 100 FEET HORIZONTAL DISTANCE WITH HEADWIND MEAN HEIGHT GAINED IN 100 FEET HORIZONTAL DISTANCE WITH HEADWIND
March 2013
Sikorsky S76 C++
Flight Planning
VS
ZERO WIND MEAN HEIGHT GAINED IN 100 FEET HORIZONTAL DISTANCE
0 4 8 12 16 20 24 28 32 36 40 44 48
0
5
HEADWIND ~ KTS
UNFACTORED
10 60 KNOTS
TAKEOFF
SAFETY
15
SPEED
20
25
0 4 8 12 16 20 24 28 32 36 40 44 48
MEAN HEIGHT GAINED IN 100 FEET HORIZONTAL DISTANCE WITH HEADWIND

Category "A" Takeoff Flight Path (Sheet 3 of 4)

March 2013
Point.
1.8 0.4 0.1 0.6

1.6 0.4 0.1 0.6
1.4 0.4 0.1 0.5
1.2 0.4 0.1 0.5
1.0 0.4 0.1 0.5
1.0 0.4 0.1 0.5
ENGINE TORQUE LIMIT
11.7(5.307)
11(4.988)
10(4.535)
8(3.628)
9(4.082)
7(3.175)
GROSS WEIGHT
~ LB(KG) X 1000
0 -10 -20 -30 -34.4
10
TEMPERATURE ~ °C
20
30
40
50 5000 FT
DENSITY
ALTITUDE
BASELINE
0 1 2 3 4 5 6 7 8 9 0 2 4 6
BASELINE
0
PRESSURE ALTITUDE ~ 1000 FT POWER MARGIN
HIGH AMBIENT ~%
5
TEMPERATURE
LIMIT BROC SPEED
PRESSURE ALTITUDE
10
UNFACTORED
20
HEADWIND
16 15
~ KT
~ 1000 FT
12
20
8
25
4
0 4 8 12 16 20 24
0
50 60 70 80
MEAN HEIGHT GAINED IN 100 FT
HORIZONTAL DISTANCE ~ FT
IAS ~ KTS
DASHED LINES ARE FOR INTERPOLATION ONLY

March 2013
Flight Planning
125 35 15 40
110 35 15 35
100 35 10 30
90 30 10 30
80 30 10 30
75 30 10 30
BROC SPEED
20
PRESSURE ALTITUDE
16
~ 1000 FT
12
0
50 60 70 80
IAS ~ KTS
10 0 MAIN TRANSMISSION TORQUE LIMIT 11.7(5.307)

20 11(4.988)
-10 GROSS WEIGHT
-20 TEMPERATURE ~ °C ~ LBS (KG) x 1000 10(4.535)
30
-30 9(4.082)
40 -34.4
8(3.628)
7(3.175)
50
15,000 FT
DENSITY
ALTITUDE
BASELINE
HIGH AMBIENT
TEMP LIMIT
0 2 4 6 8 10 12 14 16 0 2 4 6 -8 -6 -4 -2 0 2 4 6 8 10 12
PRESSURE ALTITUDE ~ 1000 FT POWER MARGIN RATE OF CLIMB ~ 100 FPM
~%

March 2013
The Category "A" Landing Procedure is shown diagrammatically on page 8-25. Establish an approach to
more than 600 FPM. Initiate a deceleration passing 50 ft at 45 KIAS. Continue approach and deceleration to
a running touchdown or hover. Refer to emergency procedures for single-engine landing.
LandFni DFstancr
hard-surfaced runway.
Altrunatr Catriouy “A” LandFni TrchnFqgr

The Category "A" Alternate Landing Procedure is shown diagrammatically on page 8-26.
and deceleration to a running touchdown or hover. Refer to emergency procedures for single-engine landing.
LandFni DFstancr

March 2013
Flight Planning
DESCENT AT 600 FPM 45 KIAS

AND MAINTAIN Nr AT 107%
DECISION POINT 45 KIAS CLIMB AT 60 KIAS, 100% Nr

AND 200 FT (AGL) AND RETRACT LANDING
GEAR ACCELERATING TO
ACHIEVE BROC SPEED
ACCELERATION TO 60 KIAS
60 KIAS
35 FT MINIMUM
50 FT
STOP
LANDING DISTANCE

March 2013
DESCENT AT 300 FPM 60 KIAS CLIMB AT 60 KIAS 100% Nr AND RETRACT LANDING GEAR
ACCELERATE TO VBROC SPEED
DECISION POINT
75 FT (AGL) INDICATED
50 FT
LANDING DISTANCE
STOP

March 2013
Flight Planning
49
40
30
TEMPERATURE 20
~°C 10
0
-10
-20
-30
-34.4 UNFACTORED
-1 0 1 2 3 4 5 6 7 8 9 10 HEADWIND - KTS
0 900
5 800
LANDING DISTANCE ~ FT
10 700
15 600
20 500
25 400
300
200
Category "A" Landing Distance
TrchnFqgr
The Category "B" Takeoff Procedure is shown diagrammatically in page 8-29. Rise vertically to 5 foot wheel
height. Increase collective pitch to achieve up to 10% torque above hover torque (not to exceed takeoff
climb at 55 KIAS until obstructions are cleared.

March 2013
Takroff DFstancr
The takeoff distances from 5 foot hover to 50 foot height are shown in Category “B” Takeoff Distance shows
the effect of headwind component.
TrchnFqgr
The Category "B" Landing Procedure is shown diagrammatically page 8-34. Establish approach to pass
through a point 200 ft above the touchdown elevation at 45 KIAS and 600 FPM rate of descent. Initiate a
deceleration passing through 50 ft at 45 KIAS. Continue approach and deceleration to a running touchdown
or hover. Refer to emergency procedures for single-engine landing.
LandFni DFstancr
hard-surfaced runway.

March 2013
Flight Planning
HEIGHT
1,000 FEET
CLIMB AT 55 KIAS
AT TAKEOFF POWER
ACCELERATE USING HOVER

Q PLUS UP TO 10% Q WHILE
50 FEET
MAINTAINING 5-10 FT WHEEL
HT
HOVER AT 5 FT
AT 50 KIAS RAISE NOSE TO
MAINTAIN 55 KIAS AND CLIMB
AT TAKEOFF POWER
TAKEOFF DISTANCE TAKEOFF FLIGHT PATH
DISTANCE

March 2013
BLEED AIR OFF WIND CALM
ANTI-ICE: OFF
PRESSURE GROSS WEIGHT LB PRESSURE GROSS WEIGHT LB
OAT ALTITUDE OAT ALTITUDE
~ °C 1000 FT 7000 8000 9000 10,000 11,000 11,700 ~ °C 1000 FT 7000 8000 9000 10,000 11,000 11,700
0 630 670 720 760 810 840 0 770 810 850 890 930 960
1 670 710 760 800 840 870 1 800 840 880 930 970 1000
2 700 750 790 830 880 910 2 840 880 920 960 1000 1030
3 740 780 830 870 910 940 3 870 910 950 990 1030 1070
4 780 820 860 900 950 970 4 910 950 980 1020 1060 1110
5 820 860 900 940 980 1010 5 950 980 1010 1050 1100 1150
6 850 890 930 970 1010 1040 6 980 1010 1040 1080 1140 1260
7 890 930 960 1000 1040 1080 7 1020 1040 1070 1110 1190 1530
8 0 8
930 960 1000 1030 1080 1120 1050 1070 1090 1150 1410 1860
34.4 9 960 1000 1030 1060 1120 1240 9 1080 1100 1120 1190 1720 2230+
10 1000 1030 1060 1090 1170 1540 10 1110 1120 1160 1380 2090 2660+
11 1040 1060 1080 1130 1410 1910 11 1140 1140 1200 1690 2500+ 3160+
12 1070 1090 1110 1170 1770 2330+ 12 1160 1170 1340 2060 2990+
13 1100 1110 1140 1390 2170+ 2820+ 13 1180 1210 1610 2480+
14 1130 1140 1180 1740 2650+ 14 1200+ 1290+ 1970+ 2980+
15 1150 1160 1350 2160+ 3210+ 15 1220+ 1500+ 2400+ 3580+
16 1170 1200 1680 2660+ 16 1260+ 1840+ 2910+
17 1190+ 1300+ 2110+ 3250+ 0 840 880 920 960 1000 1030
0 650 690 740 780 830 860 1 870 910 950 990 1030 1070
1 690 730 770 820 860 890 2 910 940 980 1020 1060 1100
2 720 770 810 850 890 920 3 940 980 1010 1050 1100 1140
3 760 800 840 890 930 960 4 980 1010 1040 1070 1140 1300
4 800 840 880 920 960 990 5 1010 1040 1070 1110 1220 1560
5 830 870 910 950 990 1020 6 1050 1070 1090 1140 1460 1890
6 870 910 950 990 1020 1060 20 7 1080 1100 1120 1220 1760 2240+
7 910 940 980 1020 1060 1100 8 1110 1120 1150 1440 2120+ 2660+
8 940 980 1010 1050 1100 1140 9 1130 1140 1210 1750 2510+ 3130+
30 9 980 1010 1040 1070 1140 1340 10 1150 1160 1400 2110+ 2970+
10 1020 1040 1070 1110 1250 1670 11 1170 1200 1690 2510+
11 1050 1070 1090 1150 1530 2050+ 12 1200+ 1350+ 2060+ 3000+
12 1080 1100 1120 1240 1900 13 1220+ 1600+ 2460+ 3540+
13 1110 1120 1160 1500 2320+ 14 1260+ 1940+ 2940+
14 1140 1150 1210 1870
15 1160 1170 1440 2310+ 0 900 940 970 1010 1050 1100
16 1180 1210 1810 2830+ 1 940 970 1010 1040 1090 1250
17 1200+ 1380+ 2260+ 3450+ 2 970 1000 1030 1070 1190 1490
3 1010 1030 1060 1100 1390 1760
0 690 730 780 820 860 900 4 1040 1060 1090 1190 1660 2070+
1 730 770 810 860 900 930 5 1070 1090 1110 1390 1960+ 2420+
2 760 800 850 890 930 960 40 6 1100 1110 1180 1660 2310+ 2820+
3 800 840 880 920 960 990 7 1120 1140 1370 1980+ 2700+
4 840 880 920 960 1000 1030 8 1150 1170 1640 2340+ 3160+
5 870 910 950 990 1030 1070 9 1170 1340 1970+ 2750+
6 910 950 980 1020 1060 1110 10 1190 1610 2350+ 3240+
7 950 980 1010 1050 1100 1150 11 1340+ 1950+ 2780+ 3810+
8 980 1010 1040 1080 1140 1300 12 1570+ 2340+ 3290+
9 1020 1040 1070 1110 1220 1600
10 1050 1070 1090 1150 1470 1960 0 930 960 1000 1030 1120 1380
20 1 960 1000 1030 1060 1300 1620
11 1090 1100 1120 1200 1810 2360+
12 1110 1120 1160 1440 2210+ 2840+ 2 1000 1030 1060 1120 1530 1900+
13 1140 1150 1200 1770 2260+ 49 3 1030 1060 1080 1290 1800+ 2200+
14 1160 1170 1370 2170 4 1070 1080 1120 1530 2100+ 2550+
15 1180 1210 1690 2650+ 5 1090 1110 1280 1810+ 2450+ 2940+
16 1200+ 1320+ 2100+ 3210+ 6 1120 1140 1530 2130+ 2840+
17 1230+ 1580+ 2580+ 7 1140+ 1280+ 1820+ 2490+ 3300+
IN SHADED AREAS, REDUCE TAKEOFF DISTANCE BY 25 FT FOR EVERY PERCENT OF + PRESENTED FOR INTERPOLATION ONLY. DATA ABOVE 15,000 FT DENSITY ALTITUDE
POWER MARGIN. LIMIT, OR HIGH AMBIENT TEMPERATURE LIMIT, OR EXCEEDS CAT "B" WAT LIMITS.
FLIGHT NOT ALLOWED.

March 2013
Flight Planning
BLEED AIR OFF WIND CALM

ANTI-ICE: ON
PRESSURE GROSS WEIGHT LB PRESSURE GROSS WEIGHT LB

OAT ALTITUDE OAT ALTITUDE
~ °C 1000 FT 7000 8000 9000 10,000 11,000 11,700 ~ °C 1000 FT 7000 8000 9000 10,000 11,000 11,700
0 630 680 720 760 810 840 0 770 810 850 890 930 960
1 670 710 760 800 840 880 1 800 840 890 930 970 1000
2 700 750 790 830 880 910 2 840 880 920 960 1000 1030
3 740 780 830 870 910 940 3 870 910 950 990 1030 1070
4 780 820 860 900 950 970 4 910 950 980 1020 1060 1110
5 820 860 900 940 980 1010 5 950 980 1010 1050 1100 1150
6 850 890 930 970 1010 1040 6 980 1010 1040 1080 1140 1210
7 890 930 960 1000 1040 1080 7 1020 1050 1070 1110 1180 1450
8 0 8
930 960 1000 1030 1080 1120 1050 1070 1090 1150 1350 1780+
34.4 9 960 1000 1030 1060 1120 1310 9 1080 1100 1120 1190 1640 2150+
10 1000 1030 1060 1090 1230 1640 10 1110 1120 1160 1330 2010+ 2590+
11 1040 1060 1080 1130 1510 2010+ 11 1140 1150 1200 1620 2430+ 3090+
12 1070 1090 1110 1230 1880+ 2450+ 12 1160 1170 1300 1990+ 2920+
13 1100 1110 1140 1500 2300+ 2950+ 13 1180 1210 1540 2410+
14 1130 1140 1210 1870+ 2790+ 14 1200+ 1250+ 1900+ 2910+
15 1150 1160 1460 2310+ 3360+ 15 1220+ 1450+ 2330+ 3500+
16 1170 1200 1830 2820+ 16 1260+ 1770+ 2840+
17 1190+ 1410+ 2280+ 3430+
0 650 690 740 780 830 860 + PRESENTED FOR INTERPOLATION ONLY. DATA ABOVE 15,000 FT DENSITY ALTITUDE
1 690 730 770 820 860 890 LIMIT, OR HIGH AMBIENT TEMPERATURE LIMIT, OR EXCEEDS CAT "B" WAT LIMITS.
2 720 770 810 850 900 930
3 760 800 840 890 930 960
4 800 840 880 920 960 990
5 830 870 910 950 990 1020
6 870 910 950 990 1020 1060
7 910 940 980 1020 1060 1100
8 940 980 1010 1050 1100 1160
30 9 980 1010 1040 1070 1140 1390
10 1020 1040 1070 1110 1300 1740
11 1050 1070 1090 1150 1610 2130+
12 1080 1100 1120 1300 1990+
13 1110 1120 1160 1600 2420+
14 1140 1150 1270 1980+
15 1160 1170 1540 2430+
16 1180 1240 1940 2960+
17 1200+ 1480+ 2400+ 3590+
0 690 730 780 820 870 900
1 730 770 810 860 900 930
2 760 810 850 890 930 960
3 800 840 880 920 960 990
4 840 880 920 960 1000 1030
5 870 910 950 990 1030 1070
6 910 950 980 1020 1060 1110
7 950 980 1010 1050 1100 1150
8 980 1010 1040 1080 1140 1310
9 1020 1050 1070 1110 1230 1620
20 10 1050 1080 1100 1150 1500 1990+
11 1090 1100 1120 1220 1840 2400+
12 1110 1130 1160 1470 2250+ 2880+
13 1140 1150 1200 1820 2710+
14 1160 1170 1410 2230+
15 1180 1210 1740 2710+
16 1200+ 1350+ 2160+ 3280+
17 1230+ 1640+ 2660+
IN SHADED AREAS, REDUCE TAKEOFF DISTANCE BY 25 FT FOR EVERY PERCENT OF

POWER MARGIN.
FLIGHT NOT ALLOWED.

March 2013
32
30 25
28 20
CHART DISTANCE (CALM WIND) ~ 100 FT
15
26
10
24 5
0
22
UNFACTORED
HEADWIND ~ KTS
20
18
16
14
12
10
6
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32
TAKEOFF DISTANCE ~ 100 FT

March 2013
Flight Planning
150 35 15 45
150 35 15 35
150 35 10 40
150 30 10 40
150 30 10 40
150 30 10 40
BROC SPEED
20
PRESSURE ALTITUDE
16
~ 1000 FT
12
0
50 60 70 80
IAS ~ KTS
MAIN TRANSMISSION TORQUE LIMIT

10 0 -10 GROSS WEIGHT ~ LBS (KG) x 1000
20 -30
-34.4
30 TEMPERATURE ~ °C
-20 11.7(5.307)
40
-30 & -34.4 11(4.988)
50 15,000 FT
10(4.535)
DENSITY
ALTITUDE
9(4.082)
8(3.628)
BASELINE
HIGH AMBIENT 7(3.175)

TEMPERATURE LIMIT
0 2 4 6 8 10 12 14 16 18 0 2 4 6 0 4 8 12 16 20 24 28 32 36 40
PRESSURE ALTITUDE ~ 1000 FT POWER MARGIN RATE OF CLIMB ~ 100 FPM

~%

March 2013
HEIGHT
DESCENT AT 600 FPM

AT 45 KIAS
250 FEET
DECELERATION TO
40 KIAS AT 50 FT
50 FEET
LANDING DISTANCE
DISTANCE

March 2013
Flight Planning
PRESSURE FREE AIR TEMPERATURE ~ °C

ALTITUDE
~ 1000 FT -34.4 -30 -20 -10 0 10 20 30 40 49
0 620 630 650 670 690 710 730 760 790 820
1 640 650 670 690 710 740 760 800 830 870
2 660 670 690 710 740 760 800 840 880 920
3 680 690 710 740 760 800 840 890 940 990+
4 700 710 730 760 800 840 890 940 1000 1050+
5 720 730 760 800 850 900 950 1010 1070 1130+
6 740 760 800 850 900 960 1020 1080 1150 1220+
7 780 800 850 900 960 1020 1090 1160 1250+ 1340+
8 820 840 900 960 1030 1090 1170 1260 1390+
9 870 900 960 1030 1100 1180 1280 1410 1570+
10 930 960 1030 1100 1190 1290 1430 1610 1800+
11 990 1030 1100 1190 1300 1450 1630 1840+ 2040+
12 1060 1100 1190 1310 1470 1660 1870+ 2080+
13 1150 1190 1310 1480 1680 1900+ 2110+
14 1250 1310 1490 1700 1920+ 2140+
15 1400 1490 1710 1940+ 2170+
16 1600 1710 1950+ 2190+ LANDING NOT ALLOWED
17 1840+ 1960+ 2200+
+ PRESENTED FOR INTERPOLATION ONLY. DATA ABOVE 15,000 FT DENSITY ALTITUDE OR

HIGH AMBIENT TEMPERATURE LIMIT.
CATEGORY “B” LANDING

HEADWIND INFLUENCE
22
25
CHART DISTANCE (CALM WIND) ~ 100 FT
20
20
15
18
10
5
16 0
UNFACTORED
HEADWINDS ~ KTS
14
12
10
6
0 2 4 6 8 10 12 14 16 18 20 22
LANDING SPACE REQUIRED ~ 100 FT

March 2013
17
NOTE: IF TRANSMISSION TORQUE
LIMITED ON UPPER SECTION
OF CHART, DO NOT TAKE
CREDIT FOR POWER 16
MARGINS GREATER THAN 0%
15 DASHED LINES ARE FOR

INTERPOLATION ONLY
DENSITY
ALTITUDE LIMIT
14 ~ 15,000 FT
13
12 TEMPERATURE ~ °C
-34.4
11
-30
-20
10
-10
0
9 MAXIMUM
10 GROSS WEIGHT
11,700 LB
20
EXAMPLE:
PRESS ALT: 8150 FT 8
OAT: -30 °C MAIN TRANSMISSION
30 TORQUE LIMIT
POWER MARGIN: 6%
GROSS WEIGHT: 11190 LB
7
NOTE: ONLY TAKE POWER 40
MARGIN CREDIT UP
TO THE APPROPRIATE 6
DASHED TEMPERATURE 50
LINE.
EXAMPLE: 4
PRESS ALT: 4000 FT
OAT: 30 °C
POWER MARGIN: 2%
GROSS WEIGHT: 10320 LB 3
HIGH AMBIENT
TEMPERATURE LIMIT
2
0
TEMPERATURE ~ °C
-34.4
0
10
-30
-20
-10
POWER MARGIN ~ %
0
ENGINE
4
MAXIMUM
GROSS WEIGHT
11,700 LB
6
6 7 8 9 10 11 12

3.5 4.0 4.5 5.0 5.5

March 2013
Flight Planning

17
NOTE: IF TRANSMISSION TORQUE
LIMITED ON UPPER SECTION
OF CHART, DO NOT TAKE
CREDIT FOR POWER 16
MARGINS GREATER THAN 0%
15
14 DENSITY
ALTITUDE LIMIT
~ 15,000 FT
13
12
TEMPERATURE ~ °C
11
-34.4
-30
10 MAXIMUM
-20 GROSS WEIGHT
11,700 LB
-10
9
0
8
MAIN TRANSMISSION
TORQUE LIMIT
7
EXAMPLE: 5
PRESS ALT: 4850 FT
OAT: 0 °C
POWER MARGIN: 6% 4
GROSS WEIGHT: 11550 LB
NOTE: ONLY TAKE POWER

MARGIN CREDIT UP 3
TO THE APPROPRIATE
DASHED TEMPERATURE
LINE.
2
TEMPERATURE ~ °C
POWER MARGIN ~ %
0
0
-10
-20
ENGINE
2 -30
-34.4
4
MAXIMUM
GROSS WEIGHT
11,700 LB
6
6 7 8 9 10 11 12
3.5 4.0 4.5 5.0 5.5

March 2013

March 2013
Flight Planning
Weight and Balance
balance data.
STANDARD 14-PLACE CONFIGURATION

BL BL
17 18
AVIONICS
COMPARTMENT
CREW/PASSENGER CENTROID
BAGGAGE CENTROID
COCKPIT ENTRY
COCKPIT HINGED DOOR
B1 WEIGHT
(TWO SIDES) COMPARTMENT CENTROID (POUNDS)
COCKPIT 102.5 340

CABIN B1
C1
CABIN
C1 135.5 680
CABIN ENTRY
C2 DOOR C2 166.5 680
(TWO SIDES)
C3 197.5 680
C3 BAGGAGE 235.0 600
C6
BAGGAGE
BAGGAGE COMPARTMENT
C6 HINGED DOOR
(TWO SIDES)
BL BL
27 9
BL BL
9 27

March 2013
are noted on the helicopter Empty Weight and Balance Record.
Record this information on the Weight and Balance Computation form table given below.
Payload Computation Weight and Balance Computation
Weight Station Moment/ Weight Moment/

Item Item CG
(lb) (in) 100 (lb) 100
Occupants 1. Basic Empty Weight 8,098 16,811 207.6
Cockpit (Pilots, B1) 102.5 2. Payload Weight
Cabin (Fwd PAX , C1) 135.5 Fuel Right Tank ( lb)
Cabin (Mid PAX, C2) 166.5 Fuel Left Tank ( lb)
Cabin (Aft PAX, C3) 197.5 3. Fuel Load Weight (total)
Cargo 4. Takeoff Weight
Baggage (C6) 235.0 (1 + 2 + 3)
NOTES: (not to exceed 11,700 lb)
5. Destination Fuel
6. Landing Weight (4 - 5)
Use the Horizontal Center of Gravity Chart and the Weight and
Center of Gravity Envelope for limits.
Weight and CG for TAKEOFF and LANDING must remain in the

approved flight envelope. It is the responsibility of the operator to
ensure that all flight conditions and helicopter loadings remain in
Payload the approved flight envelope.
moments of each of these components.

NTT:
(366 kg per square meter).
Determine the payload moments with the Cockpit and Cabin Compartment Weight and Moment Table
(Table 8-3 on pages 8-42 and 8-43).
OR

March 2013
Flight Planning
Pilot = 170 lbs

Copilot = 170 lbs
Baggage = 240 lbs
Cabin Forward Passengers = 340 lbs (2 x 170 lbs)
Cabin Mid Passengers = 0
Cabin Aft Passengers = 510 lbs (3 x 170 lbs)
Record this information on the Weight and Balance Computation Form given below.
NTT: Maximum capacity of the baggage compartment is 600 lbs (272 kg).

Item Item CG
(lb) (in) 100 (lb) 100
Pilots (B 1) 340 102.5 349 2. Payload Weight 1,430 2,381
Cabin (Fwd PAX, C1) 340 135.5 461 Fuel Right Tank ( lb)
Cabin (Mid PAX, C2) 0 166.5 0 Fuel Left Tank ( lb)
Cabin (Aft PAX, C3) 510 197.5 1,007 3. Fuel Load Weight (total)
Baggage (C6) 240 235.0 564 (1 + 2 + 3)
5. Destination Fuel

Payload 1,430 2,381 the approved flight envelope.

March 2013
Cockpit Cabin
Pilot and Copilot/
Passengers Baggage/Cargo
Weight Passenger
LB B1 C1 C2 C3 C6
Arm = 102.5 Arm = 135.5 Arm = 166.5 Arm = 197.7 Arm = 235.0
Moment/100 Moment/100 Moment/100 Moment/100 Moment/100
50 51 68 83 99 118
60 62 81 100 119 141
70 72 95 117 138 165
80 82 108 133 158 188
90 92 122 150 178 212
100 103 136 167 198 235
110 113 149 183 217 259
120 123 163 200 237 282
130 133 176 216 257 306
140 144 190 233 277 329
150 154 203 250 296 353
160 164 217 266 316 376
170 174 230 283 336 400
180 185 244 300 356 423
190 195 257 316 375 447
200 205 271 333 395 470
210 215 285 350 415 494
220 226 298 366 435 517
230 236 312 383 454 541
240 246 325 400 474 564
250 256 339 416 494 588
260 267 352 433 514 611
270 277 366 450 533 635
280 287 379 466 553 658
290 297 393 483 573 682
300 308 407 500 593 705
310 318 420 516 612 729
320 328 434 533 632 752
330 338 447 549 652 776
340 349 461 566 672 799
350 474 583 691 823
360 488 599 711 846
370 501 616 731 870
380 515 683 751 893

March 2013
Flight Planning
Cockpit Cabin
Pilot and Copilot/
Passengers Baggage/Cargo
Weight Passenger
LB B1 C1 C2 C3 C6
Arm = 102.5 Arm = 135.5 Arm = 166.5 Arm = 197.7 Arm = 235.0
Moment/100 Moment/100 Moment/100 Moment/100 Moment/100
390 528 649 770 917
400 542 666 790 940
410 556 683 810 964
420 569 699 830 987
430 583 716 849 1011
440 596 733 869 1034
450 610 749 889 1058
460 623 766 909 1081
470 637 783 928 1105
480 650 799 948 1128
490 664 816 968 1152
500 678 833 988 1175
510 691 849 1007 1199
520 705 866 1027 1222
530 718 882 1047 1246
540 732 899 1067 1269
550 745 916 1086 1293
560 759 932 1106 1316
570 772 949 1126 1340
580 786 966 1146 1363
590 799 982 1165 1387
600* 813 999 1185 1410
610 827 1016 1205
620 840 1032 1225
630 854 1049 1244
640 867 1066 1264
650 881 1082 1284
660 894 1099 1304
670 908 1116 1323
680 921 1132 1343
* Maximum capacity of compartment C6 .
1. Caution must be taken to be sure that passenger, fuel, and/or baggage/cargo compartment loading does not cause
aircraft maximum gross weight and/or CG limits to be exceeded.
2. Baggage/cargo centroid must be located at compartment centroid.
3. Maximum allowable floor loading for baggage compartment is 75 pounds per square foot for weights up to 600 pounds
maximum compartment weight.

March 2013
(Table 8-5 on page 8-45).
Record this information on the Weight and Balance Computation form table given below.

Item Item CG
(lb) (in) 100 (lb) 100
Pilots (B1) 340 102.5 349 2. Payload Weight 1,430 2,381
Cabin (Fwd PAX, C 1) 340 135.5 461 Fuel Right Tank ( 956 lb)
Cabin (Mid PAX, C2) 0 166.5 0 Fuel Left Tank ( 956 lb)
Cabin (Aft PAX, C3) 510 197.5 1,007 3. Fuel Load Weight (total) 1,912 4,143
Baggage (C6) 240 235.0 564 (1 + 2 + 3)
5. Destination Fuel

12-5

March 2013
Flight Planning
FUEL SYSTEM - 2 TANKS

CAPACITY = 281.2 GALLONS (2 TANKS)
Total Weight Total Weight Total Weight
Moment/100 Moment/100 Moment/100
LB LB LB
20 44 640 1379 1360 2944
40 86 680 1465 1400 3031
60 128 720 1552 1440 3118
80 171 760 1639 1480 3204
100 213 800 1727 1520 3292
120 255 840 1814 1560 3379
160 341 880 1901 1600 3466
200 426 920 1988 1640 3552
240 512 960 2075 1680 3641
280 598 1000 2161 1720 3727
320 685 1040 2248 1760 3814
360 772 1080 2335 1800 3901
400 858 1120 2423 *1828 (JP-4) 3961
440 946 1160 2509 1840 3987
480 1032 1200 2597 1880 4074
520 1119 1240 2683 **1884 (JP-8) 4083
560 1205 1280 2770 ***1912 (JP-5) 4143
600 1292 1320 2856
*The single asterisk indicates the approximate weight and moment/100 for full fuel tanks using JP-4 (Jet B) fuel at 6.5
pounds per gallon under standard conditions (60°F).
** The double asterisk indicates the approximate weight and moment/100 for full fuel tanks using JP-8 (Jet A1) fuel at 6.7
*** The triple asterisk indicates the approximate weight and moment/100 for full fuel tanks using JP-5 (Jet A) fuel at 6.8
1. The total usable capacity of 281.2 U.S. gallons (140.6 gallons per tank) is based on actual test results.
2. The usable fuel table (gravity fuelling) and the fuel arm table are for equal weights of fuel in each tank.
3. The standard S-76 helicopter is equipped with a capacitor type fuel quantity gauge which is calibrated in pounds. Aircraft
fuel varies in weight per gallon dependent upon the specific gravity and temperature of the fuel. Therefore, the notation
“FULL” does not appear on the instrument dial. The pilot should anticipate variations in the instrument readings when
tanks are full.
Fuel Weight and Moment Table

March 2013
Takroff WrFiht and Momrnt
NTT:

Item Item CG
(lb) (in) 100 (lb) 100
Cabin (Fwd PAX, C1) 340 135.5 461 Fuel Right Tank ( 956 lb)
Cargo 4. Takeoff Weight (1 + 2 + 3)
Baggage (C6) 240 235.0 564
NOTES: CG (moment ÷ weight x 100) 11,440 23,335 204.0
5. Destination Fuel

Item Item CG
(lb) (in) 100 (lb) 100
Cabin (Fwd PAX, C1) 340 135.5 461 Fuel Right Tank (956 lb)
Cabin (Mid PAX, C2) 0 166.5 0 Fuel Left Tank (956 lb)
Baggage (C6) 240 235.0 564
8-46
NOTES: For Training Purposes Only Sikorsky S76 C++
CG (moment ÷ weight x 100) 11,440 23,335 204.0
March 2013
5. Destination Fuel -1,912 -4,143
6. Landing Weight (4 - 5) 9528 19,192 201.4

Flight Planning
Takroff CG Weight Station Moment/ Weight Moment/
Item Item CG
(lb) (in) 100 (lb) 100
actual moment in inches.
Cabin (Fwd PAX, C1) 340 135.5 461 Fuel Right Tank ( 956 lb)
Cabin (Aft PAX, C3) 510 197.5 1,007 x 100
3. Fuel Load Weight (total) 1,912 4,143
Cargo Takeoff CG 204.0 (1 + 2 + 3)
4. Takeoff Weight
Baggage (C6) 240 235.0 564
LandFni CG
5. Destination Fuel
Zero Fuel (worst case) Landing CG 201.4

Item Item CG
(lb) (in) 100 (lb) 100
Cabin (Fwd PAX, C1) 340 135.5 461 Fuel Right Tank (956 lb)
Cabin (Mid PAX, C2) 0 166.5 0 Fuel Left Tank (956 lb)
Baggage (C6) 240 235.0 564
5. Destination Fuel -1,912 -4,143
6. Landing Weight (4 - 5) 9528 19,192 201.4


March 2013
Takroff WrFiht and CG LFmFts
Use the Weight and CG Envelope Limit Chart to determine whether the calculated takeoff weight and CG are
1.
2. Move to the right to intersect the calculated CG (204.0).
3.
within limits for takeoff.
The intersection of the values are within weight and CG limits.
12
11,440
11
10
7
192 194 196 198 200 202204 206 208 210
204.0
Weight and CG Envelope Limit Chart (Takeoff)

March 2013
Flight Planning
LandFni WrFiht and CG LFmFts
1.
2. Move to the right to intersect the calculated CG (201.4).
3.
within limits for landing. The intersection of the values are within weight and CG limits.
12
11
10
9,528
7
192 194 196 198 200 202 204 206 208 210
201.4
Weight and CG Envelope Limit Chart (Landing)

March 2013

March 2013
Flight Planning
Supplemental Performance Data
1.
reference only.
2. Description of pilot training provisions including reduced gross weight single engine Category training
and Engine manual control training. The Category “A” training chart supplied has been produced using
a. Cruise conditions for maximum range

b. Conditions for maximum endurance
c.
d.
e. Additional torque needed due to additional drag at best range speed
Known
a. OAT = 0°C
b.
c.
d. Additional Drag = 7.5 sq ft

March 2013
At intersection of gross weight and
move far right and read 840
grl low otrs

March 2013
March 2013
S76 C++
Sikorsky S76 C++

TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

100 D3
8.5
TAKEOFF
POWER
8.0
90
MAX CONTINUOUS
7.5
80 NORMAL CRUISE Vne
11.7 GW ~ 138 KTS 7.0
1000 LB
11
70 LONG 6.5
10 RANGE C
A 6.0
60 9
8 MAX END 5.5

AND R/C D1
50 D2
7
5.0
FUEL FLOW ~ 100 LB/HR

40 20
TORQUE PER ENGINE (AVERAGE) ~ %

4.5
10
E
30 MAX CONTINUOUS 10
NTT: Fuel consumption may increase by as much as 3% at TBO.

OEI TORQUE (91%) 5 4.0
Example Cruise Performance Chart

TORQUE ~ %
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

DRAG AREA ~ SQ FT
Flight Planning
8-53
8-54
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

100 8.5
TAKEOFF
POWER NORMAL CRUISE
90 8.0
GW ~ 7.5
80 11.7 1000 LB Vne
LONG 155 KTS
RANGE
11
7.0
70
10
6.5
60 9
8 6.0
50 7 30
MAX END
AND R/C 5.5

10 20
40

5.0
MAX CONTINUOUS
OEI TORQUE (116%) 5 10
30
4.5
TORQUE ~ %

20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
DRAG AREA ~ SQ FT
March 2013
Sikorsky S76 C++
March 2013
Sikorsky S76 C++
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

100
TAKEOFF
POWER NORMAL CRUISE 8.5
90
8.0
GW ~ Vne
80 11.7 1000 LB 155 KTS
7.5
11 LONG
RANGE
70 7.0
10
9 6.5
60
8 6.0
50 30
7 MAX END
AND R/C 5.5
10
40 20

MAX CONTINUOUS 5.0
5

OEI TORQUE (116%)
30 10

TORQUE ~ %
4.5
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
DRAG AREA ~ SQ FT
Flight Planning
8-55
8-56
S-76C++ CRUISE PERFORMANCE
ISA 107% Nr
PRESSURE ALT: 0 FT ACTUAL TEMP: 15.0° C
TRUE AIRSPEED ~ KTS

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
100
TAKEOFF
POWER NORMAL CRUISE
8.5
90 Vne
155 KTS 8.0
GW ~
80 11.7 1000 LB
11 7.5
70 LONG
10 7.0
RANGE
60 9 6.5
8
50 30 6.0
7 MAX END
AND R/C 10 5.5
20
40

MAX CONTINUOUS
OEI TORQUE (115%) 5 5.0
10
TORQUE ~ %
30

4.5

20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

DRAG AREA ~ SQ FT
March 2013
Sikorsky S76 C++
March 2013
S-76C++ CRUISE PERFORMANCE
ISA +15° C 107% Nr
Sikorsky S76 C++

PRESSURE ALT: 0 FT ACTUAL TEMP: 30.0° C
TRUE AIRSPEED ~ KTS

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
100 9.0
TAKEOFF
POWER
90 8.5
MAX CONTINUOUS Vne
GW ~ 155 KTS
11.7 1000 LB 8.0
80 NORMAL CRUISE
11
7.5
70 LONG
10 RANGE
7.0
60 9
6.5
8
50 30 6.0
7 MAX END
AND R/C 10
40 20 5.5

MAX CONTINUOUS
OEI TORQUE (104%) 5 5.0
10
TORQUE ~ %
30

4.5
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

DRAG AREA ~ SQ FT
Flight Planning
8-57
8-58
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

100
9.0
GW ~
11.7 1000 LB
90 8.5
11 TAKEOFF
POWER 8.0
80 MAX CONTINUOUS
10 Vne
153 KTS 7.5
70 NORMAL CRUISE
9 7.0
LONG
60 RANGE
8 6.5
50 7 MAX END 30
10 6.0
AND R/C
40 20 5.5

MAX CONTINUOUS 5

30 OEI TORQUE (91%) 10 5.0

TORQUE ~ %
4.5
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
DRAG AREA ~ SQ FT
March 2013
Sikorsky S76 C++
March 2013
Sikorsky S76 C++
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

100
TAKEOFF NORMAL CRUISE Vne
POWER 155 KTS 8.0
90
GW ~ 7.5
11.7 1000 LB
80
7.0
11
LONG
70 RANGE 6.5
10
60 9 6.0
8
30 5.5
50 MAX END
7 AND R/C
10 5.0
40 20

MAX CONTINUOUS
OEI TORQUE (116%) 4.5

5
30 10

TORQUE ~ %
4.0
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

DRAG AREA ~ SQ FT
Flight Planning
8-59
8-60
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

100 8.5
TAKEOFF NORMAL CRUISE
POWER Vne
155 KTS 8.0
90
GW ~
11.7 1000 LB 7.5
80
11
7.0
70 10 LONG
RANGE 6.5
60 9 6.0
8
50 MAX END 30 5.5
7 AND R/C
10
40 20 5.0

MAX CONTINUOUS 5 4.5
30 OEI TORQUE (114%) 10
TORQUE ~ %

4.0
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
DRAG AREA ~ SQ FT
March 2013
Sikorsky S76 C++
March 2013
Sikorsky S76 C++
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

100
TAKEOFF 8.5
POWER MAX CONTINUOUS
90 NORMAL CRUISE Vne 8.0

155 KTS
GW ~
11.7 1000 LB 7.5
80
11
7.0
70 10
LONG
RANGE 6.5
9
60
8 6.0
50 7 MAX END 30
AND R/C 5.5
10
40 20

5.0
MAX CONTINUOUS 5

30 OEI TORQUE (106%) 10 4.5

TORQUE ~ %
0 4.0
20
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
DRAG AREA ~ SQ FT
Flight Planning
8-61
8-62
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

100
TAKEOFF
POWER 8.5
90
8.0
MAX CONTINUOUS
GW ~ Vne
80 11.7 1000 LB
143 KTS 7.5
11 NORMAL CRUISE
70 7.0
10
LONG
6.5
60 9 RANGE
8 6.0
50 MAX END 30
7 AND R/C
5.5
40 10 20

5.0

MAX CONTINUOUS
30 OEI TORQUE (90%) 5 10 4.5
TORQUE ~ %

20 0 4.0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

DRAG AREA ~ SQ FT
March 2013
Sikorsky S76 C++
March 2013
Sikorsky S76 C++
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

100
GW ~ 8.5
90 11.7 1000 LB
8.0
11 TAKEOFF
80 POWER
7.5
Vne
10 136 KTS
70 MAX CONTINUOUS 7.0
9
NORMAL CRUISE LONG 6.5
60 RANGE
8
6.0
MAX END 30
50 7 AND R/C
5.5
40 20

10 5.0
MAX CONTINUOUS

30 OEI TORQUE (85%) 10
5 4.5

TORQUE ~ %
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
DRAG AREA ~ SQ FT
Flight Planning
8-63
8-64
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

100
TAKEOFF
POWER MAX CONTINUOUS 8.0
Vne
90 GW ~ 153 KTS 7.5
11.7 1000 LB NORMAL CRUISE
80 7.0
11
6.5
70 LONG
10
RANGE 6.0
60 9
5.5
8 MAX END
50 AND R/C 30
5.0
7 10
40 20

4.5
MAX CONTINUOUS 5

30 OEI TORQUE (111%) 10
4.0

TORQUE ~ %
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
DRAG AREA ~ SQ FT
March 2013
Sikorsky S76 C++
March 2013
Sikorsky S76 C++
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

100
Vne
TAKEOFF MAX CONTINUOUS 149 KTS
POWER 8.0
90 NORMAL CRUISE
7.5
80 GW ~
11.7 1000 LB 7.0
11
6.5
70
10 LONG
RANGE 6.0
60 9
8 5.5
MAX END
50 AND R/C 30
7
5.0

40 10 20
4.5

MAX CONTINUOUS
30 OEI TORQUE (105%) 5 10

4.0
TORQUE ~ %
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

DRAG AREA ~ SQ FT
Flight Planning
8-65
8-66
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

100
8.5
TAKEOFF
POWER
8.0
90
MAX CONTINUOUS
7.5
80 NORMAL CRUISE Vne
11.7 GW ~ 138 KTS 7.0
1000 LB
11
70 LONG 6.5
RANGE
10
6.0
60
9
MAX END 5.5
8 AND R/C
50
7 5.0
20

40
MAX CONTINUOUS 4.5
OEI TORQUE (97%) 10

30 10

5 4.0
TORQUE ~ %
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

DRAG AREA ~ SQ FT
March 2013
Sikorsky S76 C++
March 2013
Sikorsky S76 C++
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

100
GW ~ 8.5
11.7 1000 LB
90 8.0
11 TAKEOFF
POWER 7.5
80 MAX CONTINUOUS
Vne
10 129 KTS 7.0
70 NORMAL CRUISE
6.5
9
60 6.0
LONG
8 MAX END RANGE
AND R/C 5.5
50
7
5.0

40 20
10 4.5

MAX CONTINUOUS
30 OEI TORQUE (83%) 10

5
4.0
TORQUE ~ %
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

DRAG AREA ~ SQ FT
Flight Planning
8-67
8-68
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

100
GW ~ 85
11.7 1000 LB
90
80
11
80 75
10 TAKEOFF LONG
POWER RANGE 70
70
9 MAX CONTINUOUS
65
Vne
60 NORMAL CRUISE 120 KTS
8 60
MAX END
50 7 AND R/C 55
50

40 20
MAX CONTINUOUS
OEI TORQUE (79%) 10 45

30 10

5
40
TORQUE ~ %
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

DRAG AREA ~ SQ FT
March 2013
Sikorsky S76 C++
March 2013
Sikorsky S76 C++
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

100
8.0
TAKEOFF MAX CONTINUOUS
90 POWER 7.5
NORMAL CRUISE
Vne 7.0
80 126 KTS
GW ~
11.7 1000 LB 6.5
70 11 LONG 6.0
10 RANGE
60 9 5.5
MAX END
8 AND R/C
5.0
50 7
4.5
40 20

MAX CONTINUOUS
OEI TORQUE (101%) 10 4.0

30 10
5

3.5
TORQUE ~ %
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120130 140 150 160

DRAG AREA ~ SQ FT
Flight Planning
8-69
8-70
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

100 8.5
GW ~
11.7 1000 LB 8.0
90 TAKEOFF
11 POWER MAX CONTINUOUS 7.5
NORMAL CRUISE 7.0

80
10 Vne
6.5
126 KTS
70
9 6.0
60 8 5.5
MAX END
AND R/C LONG
RANGE 5.0
50 7
4.5

40 20
MAX CONTINUOUS 10
30 10

5

TORQUE ~ %
3.5
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

DRAG AREA ~ SQ FT
March 2013
Sikorsky S76 C++
March 2013
Sikorsky S76 C++
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

100
8.5
GW ~ 8.0
90 11.7 1000 LB
7.5
11 TAKEOFF
NORMAL CRUISE Vne

10 6.5
121 KTS
70
9 6.0
60
MAX END 5.5
8 AND R/C LONG
50 RANGE 5.0
7
20 4.5

40
MAX CONTINUOUS 10
30 10

5
TORQUE ~ %
3.5
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

DRAG AREA ~ SQ FT
Flight Planning
8-71
8-72
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

100
8.5
90 8.0
GW ~
11.7 1000 LB 7.5
80 LONG
11 TAKEOFF 7.0
RANGE
POWER
MAX CONTINUOUS 6.5
70 10
Vne
NORMAL CRUISE 112 KTS 6.0
9
60 MAX END
8 AND R/C 5.5
50
7 5.0

40 20 4.5
MAX CONTINUOUS

10
30 OEI TORQUE (81%) 10 4.0

5
TORQUE ~ %
0 3.5
20
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
DRAG AREA ~ SQ FT
March 2013
Sikorsky S76 C++
March 2013
Sikorsky S76 C++
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
100
8.5
90 GW ~ 8.0
11.7 1000 LB
7.5
80 11 GW > 11,000 LB
Vne 65 KTS 7.0
Vne
10 102 KTS
70 TAKEOFF 6.5
POWER MAX END
9 AND R/C
6.0
60 MAX CONTINUOUS
8 NORMAL CRUISE
5.5
50 7
5.0

40 20
4.5

MAX CONTINUOUS

30 OEI TORQUE (72%) 10 10 4.0
5
TORQUE ~ %
20 0 3.5
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
DRAG AREA ~ SQ FT
Flight Planning
8-73
8-74
NTT:
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

100 8.5
GW ~ 8.0
11.7 1000 LB Vne
90 99 KTS 7.5
TAKEOFF
80
NORMAL CRUISE 6.5
LONG
10 RANGE 6.0
70
MAX END 5.5

9
60 AND R/C
5.0
8
50
7 4.5
40 4.0
MAX CONTINUOUS

OEI TORQUE (91%)

30 10 3.5
10
5

20 0
TORQUE ~ %
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

DRAG AREA ~ SQ FT
March 2013
Sikorsky S76 C++
March 2013
Sikorsky S76 C++
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

100
8.5
GW ~
11.7 1000 LB 8.0
90 Vne 7.5
99 KTS
11 TAKEOFF 7.0
80 POWER MAX CONTINUOUS
6.5
LONG
NORMAL CRUISE RANGE
70 10 6.0
MAX END
AND R/C 5.5
60 9
5.0
8
50
4.5
7

40
MAX CONTINUOUS 4.0
OEI TORQUE (85%)

30 10

10 3.5
5
20 0
TORQUE ~ %
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

DRAG AREA ~ SQ FT
Flight Planning
8-75
8-76
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

100
8.5
GW ~
11.7 1000 LB 8.0
90
GW > 11,000 LB 7.5
11 Vne 62 KTS Vne
80 104 KTS 7.0
TAKEOFF
70 NORMAL CRUISE
9 6.0
LONG
60 RANGE 5.5
8
5.0
50 7
MAX END
AND R/C 4.5

40 20
MAX CONTINUOUS

30 10 10

3.5
5
TORQUE ~ %
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

DRAG AREA ~ SQ FT
March 2013
Sikorsky S76 C++
March 2013
Sikorsky S76 C++
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

100
GW ~
1000 LB 8.5
90 11.7 8.0
TAKEOFF 7.5
11 POWER
80 7.0
GW > 11,000 LB Vne
Vne 62 KTS 93 KTS
10 6.5
70
9 6.0
MAX CONTINUOUS
60 NORMAL CRUISE 5.5
8
7 MAX END 5.0

50
AND R/C
4.5

40
MAX CONTINUOUS 4.0

OEI TORQUE (73%) 10
30

10 3.5
5
20 0
TORQUE ~ %
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

DRAG AREA ~ SQ FT
Flight Planning
8-77
8-78
NTT:
TRUE AIRSPEED ~ KTS
010 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
100 9.0
8.5
GW ~
90 8.0
11.7 1000 LB
7.5
80 11 GW > 11,000 LB
Vne 62 KTS 7.0
Vne
TAKEOFF 83 KTS 6.5
70 POWER 10
6.0
9
60
5.5
8 MAX END MAX CONTINUOUS
AND R/C NORMAL CRUISE 5.0
50
7
4.5
40

4.0

30 MAX CONTINUOUS 10
OEI TORQUE (65%)

10 3.5
5
20 0
TORQUE ~ %
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

DRAG AREA ~ SQ FT
March 2013
Sikorsky S76 C++
March 2013
NTT:
Sikorsky S76 C++

TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

100
GW ~ 8.5
1000 LB 8.0
TAKEOFF
90 POWER 7.5
11.7 Vne
GW > 11,000 LB 81 KTS 7.0
11 Vne 59 KTS
80 6.5
10 MAX CONTINUOUS 6.0

70 NORMAL CRUISE
5.5
9
60 5.0
8
MAX END
AND R/C 4.5
50 7
4.0
40

MAX CONTINUOUS
OEI TORQUE (82%)

3.5
30 10

10
3.0
5
20 0
TORQUE ~ %
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

DRAG AREA ~ SQ FT
Flight Planning
8-79
8-80
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

100
GW > 11,000 LB 8.5
Vne 59 KTS Vne
83 KTS 8.0
90
11.7 7.5
11 7.0
80
6.5
TAKEOFF 10
9
NORMAL CRUISE
5.5
60 8
MAX END 5.0
7 AND R/C
50
GW ~ 4.5
1000 LB

40 4.0
MAX CONTINUOUS
OEI TORQUE (76%)

3.5
30 10

10
5 3.0
20 0
TORQUE ~ %
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

DRAG AREA ~ SQ FT
March 2013
Sikorsky S76 C++
March 2013
Sikorsky S76 C++
TRUE AIRSPEED ~ KTS
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

100 9.0
8.5
11.7
90 GW > 11,000 LB 8.0
11 Vne 59 KTS 7.5
Vne
80 96 KTS 7.0
TAKEOFF 10
POWER 6.5
70 6.0
9
MAX CONTINUOUS
5.5
60 8 NORMAL CRUISE
MAX END 5.0
LONG
AND R/C
7 RANGE
50
GW ~ 4.5
1000 LB

40 4.0

MAX CONTINUOUS
30 OEI TORQUE (72%) 10 3.5

10
5 3.0
20 0
TORQUE ~ %
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

DRAG AREA ~ SQ FT
Flight Planning
8-81
ZERO WIND
10
TRUE
9 AIRSPEED
~KTS
8
POUNDS OF FUEL / NAUTICAL MILE
80
100
6
120
5 140
160
4
2
400 450 500 550 600 650 700 750 800
FUEL FLOW ~ LB/HR
1.6
HEADWIND ~ KTS
1.4
30
FUEL ~ LB / NM
MULTIPLIER
1.2 20
10
1.0 ZERO WIND
10
20
0.8 30
TAILWIND ~ KTS
0.6
80 90 100 110 120 130 140 150 160
TRUE AIRSPEED ~ KTS
Chaut Usr
Find pounds of fuel per nauticle mile at zero wind using top plot. Then multiply by factor for given wind
conditions and airspeed found off of bottom chart.

March 2013
Flight Planning
Dgal TniFnr Zruo WFnd 107% R
Optimum altitude for maximum range.
Known
OAT = +16°C
predicted conditions for cruise information.
50
40 HIGH AMBIENT
TEMP LIMIT
30
20 11.7
11.5 15,000 FT DENSITY
11 ALTITUDE
10.5
10 10
AMBIENT TEMPERATURE ~ °C
9.5
9
0 8.5
GROSS
8 WEIGHT
~ 1000 LB
-10
-20 TEM
TRE PERA
ND TUR
L IN E
ES
-30
-40
LOW AMBIENT
TEMP LIMIT
-50
0 2 4 6 8 10 12 14 16 18
OPTIMUM PRESSURE ALTITUDE ~ 1000 FT
Optimum Altitude for Maximum Range

March 2013
Charts
Landing gear down 5.00

External sliding doors (CLOSED) 0.40
External sliding doors (OPEN) 2.10
Utility hoist 2.00
Night sun search light 1.31
Forward Looking Infrared Radar (F.L.I.R.) 0.83
Auto deploy emergency locater transmitter antenna 0.41
NTT: NE
is further restricted.
AUTO DEPLOY EMERGENCY LOCATER

TRANSMITTER ANTENNA
(MOUNTED TO RIGHT SIDE TAIL CONE)
UTILITY HOIST
LANDING GEAR DOWN
EXTERNAL SLIDING DOOR
FORWARD LOOKING NIGHT SUN SEARCH LIGHT

INFRARED RADAR

March 2013
Flight Planning
NTT:
characteristics and suspension sling arrangement.
SPHERE
STREAMLINED
CYLINDER
CYLINDER
CUBE
FRONT AREA
FLAT
OF EXTERNAL
PLATE
LOAD ~ SQ FT
BOX
100
10 20 30 40 50 60 70 80 90
BOX
IN
NET
0 20 40 60 80 100 120 140 160 180
INCREASE IN DRAG AREA DUE TO EXTERNAL LOAD ~ SQ FT
Increase in Drag Due to External Load

March 2013
8-86
12.0 12.0
MAX GROSS WEIGHT 6 3 0 9 MAX GROSS 0 3
~ 11,700 LB WEIGHT~ 11,700 LB 6
11.5 11.5
11.0 IGE (5 FT WHEEL HEIGHT) 11.0 OGE

12
9
10.5 10.5
10.0 10.0
FOR 12
9.5 INTERPOLATION 9.5
ONLY
9.0 9.0
FOR
INTERPOLATION
8.5 8.5 ONLY

8.0 8.0

7.5 PRESSURE ALTITUDE 7.5 PRESSURE ALTITUDE
~ 1000 FT ~ 1000 FT

7.0 7.0
12 9 6 3 0 12 9 6 3 0
6.5 6.5
400 440 480 520 560 600 640 680 720 760 440 480 520 560 600 640 680 720 760 800 840 880
FUEL FLOW ~ LB/HR FUEL FLOW ~ LB/HR
March 2013
Sikorsky S76 C++
March 2013
Sikorsky S76 C++
12.0 12.0
MAX GROSS WEIGHT 6 3 0 MAX GROSS WEIGHT 0 3
~ 11,700 LB 9 ~ 11,700 LB
11.5 11.5
6
11.0 IGE (5 FT WHEEL HEIGHT) 11.0 OGE
10.5 12 10.5
9
10.0 10.0
9.5 15 9.5
12
9.0 9.0
8.5 8.5 15

8.0 8.0

7.5 PRESSURE ALTITUDE 7.5 12 PRESSURE ALTITUDE
~ 1000 FT ~ 1000 FT
7.0 15 7.0
12 9 6 3 0 15 9 6 3 0
6.5 6.5
400 440 480 520 560 600 640 680 720 760 800 460 500 540 580 620 660 700 740 780 820 860
Flight Planning
8-87
8-88
12.0 12.0
MAX GROSS WEIGHT 36 MAX GROSS WEIGHT 0 3
~ 11,700 LB 0 ~ 11,700 LB
11.5 11.5
IGE (5 FT WHEEL HEIGHT) OGE

11.0 9 11.0
6
10.5 10.5
10.0 12 10.0
9
9.5 9.5
9.0 15 9.0
12
8.5 8.5

8.0 8.0 15

~ 1000 FT ~ 1000 FT
12

7.0 7.0
15 12 9 6 3 0 15 9 6 3 0
6.5 6.5
400 440 480 520 560 600 640 680 720 760 480 520 560 600 640 680 720 760 800 840 880
March 2013
Sikorsky S76 C++
March 2013
Sikorsky S76 C++
12.0 12.0
MAX GROSS WEIGHT 30 MAX GROSS WEIGHT 0
~ 11,700 LB ~ 11,700 LB
11.5 11.5
IGE (5 FT WHEEL HEIGHT) 6 OGE 3

11.0 11.0
10.5 10.5
6
10.0 9 10.0
9.5 9.5
FOR
9.0 INTERPOLATION 9.0
ONLY 12 FOR
INTERPOLATION 9
8.5 8.5 ONLY

8.0 8.0 12

~ 1000 FT 15 ~ 1000 FT

7.0 7.0
15 12 9 6 3 0 12 9 6 3 0
6.5 6.5
440 480 520 560 600 640 680 720 760 800 500 540 580 620 660 700 740 780 820 860 900

Flight Planning
8-89
8-90
12.0 12.0
MAX GROSS WEIGHT 0 MAX GROSS WEIGHT
~ 11,700 LB ~ 11,700 LB
11.5 3 11.5
IGE (5 FT WHEEL HEIGHT) OGE

11.0 11.0 0
10.5 6 10.5
3
10.0 10.0
9
9.5 9.5
6
9.0 9.0
FOR 12 FOR
8.5 INTERPOLATION 8.5 INTERPOLATION 9
ONLY ONLY

8.0 8.0

~ 1000 FT ~ 1000 FT

7.0 7.0
12 9 6 3 0 12 9 6 3 0
6.5 6.5
440 480 520 560 600 640 680 720 760 800 840 520 560 600 640 680 720 760 800 840 880
March 2013
Sikorsky S76 C++
Flight Planning
MAXIMUM GROSS WEIGHT

12 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
15
11 16
GROSS WEIGHT
~ 1000 LB
10
PRESSURE
9 ALTITUDE
~ 1000 FT
8
7
74 72 70 68 66 64 62 60 58 AIRSPEED FOR MAX R/C ~ KIAS
20
°C FROM ISA
16 +30
TIME TO CLIMB ~ MIN
+15 ISA -15 -30

12
0 ISA
160 +15 -15 -30
+30
140
120
FUEL USED ~ LB
100 °C FROM ISA
80
60
40
20
0
20 +30
+15
ISA
-15 -30
16
DISTANCE TRAVELED
12
~ NM
8 °C FROM ISA
NTT:

March 2013
PFlot TuaFnFni PuovFsFons
Single Engine Pilot Training
Manual Reversion Training
SFnilr TniFnr PFlot TuaFnFni

1.
To provide a means to accomplish safe and realistic pilot training during simulated one-engine inoperative
situations while retaining equally realistic dual engine operation prior to the simulated failure. Crews are
encouraged to use the OEI training feature in strict accordance with the procedures and only within the gross
weight limits found within this document. Preparation and familiarity through training may be expected to
enhance pilot performance during actual emergencies.
2.
retained in entirety.
Both N1 and torque indications are biased to appear correct at the limits; T5
1
will indicate 100.0% in the ambients where the engine would normally be
expected to be N1
1
or torque of the other engine will indicate correctly at the limit selected
when power required is commanded to the limit by collective input.
With respect to N1
1
3.
failed engine in training idle remains governed at 91% N2. If training idle is deselected by moving the training
2
and
provide power is minimized.
for this power is considered unlikely.
idle will begin to provide power at 91% N2 and will reach maximum power if NR droops further.

March 2013
Flight Planning
DECUs will ignore any training switch command at power-up and recognize commands only when received
inoperative until switched off and back on during DECU powered operation.
4.
NE
positions arranged as a T. The center aft position is off; center forward is dual engine training; and
the three forward positions and the engine DECUs recognize the switch command.
30-Second and 2-Minute OEI Armed and Usage Lights - The lights function correctly in all respects during
training.
The collective mounted OEI Limits Select switches - The switches function correctly in all respects during
training.
Engine Out lights and audible tone - The engine out lights and tone are not included in the simulation. For
illuminate and the tone will sound if an actual engine failure does occur.
DECU early detection engine out logic - The comparator-based logic will not function during simulated
1
trip point based engine out warnings will always remain operative.
5.
Loading must not exceed the weight derived from the training WAT curve.
Both engines remain in FLY during single engine training.
6.
suit ETD) and ensure that the aircraft is loaded accordingly.
Select the training switch to dual training and note that N1 and torque indications for both engines
increase.
Observe the amber training selected caution light.
Select either engine to training idle.
Check that the engine decelerates to 91% N2.
least 95.0% N1
OEI MCP. Reduce power to less than 94.4% N1 and check that the active limit reverts back to 30
Seconds.
Deselect training idle and check the acceleration of the engine back to matched N1.

March 2013
opposite engine is selected.
SFmglatrd NTI TuaFnFni
Txamplr
The following example describes desired engine indications during a possible continued takeoff maneuver
when training idle is selected just after passing CDP airspeed.
The remaining engine N1
pilot has controlled rotor droop to 100% NR 2
airspeed.
The N1 decreases in 3 seconds to 101.2% and the pilot lowers collective as necessary to maintain
100% NR. The 2-Minute usage light is on.
BROC
airspeed.
The N1 decreases in 3 seconds to 100.0% and the pilot lowers collective to maintain 100% NR. Both N1
indicator usage lights will be out.
preparation for the next maneuver.
30-Second power had been used.
Mangal Contuol TuaFnFni
To provide a means to simulate a DECU Total failure on one engine for demonstrating pilot emergency
actual emergency.
manipulates the ENG TRIM switch in accordance with Emergency Procedures. The mode is commanded on
to function immediately to return the engine to 107% NR at matched N1.

All features of automatically commanded manual control are available in training manual. Full power is

March 2013
Flight Planning
with the other engine.
training will exit the mode automatically and accelerate to govern at 107% NR if the other engine experiences
a DECU Total fault.
from the AUTO position to NO. 1 MAN if moved left or NO. 2 MAN if moved to the right.
The blue ENGINE CONTROL light functions correctly during training.
freezing the metering valve. The ENG TRIM switch then operates the auxiliary metering valve in the
same manner as it would in an actual emergency.
All gross weights approved; reduced gross weight recommended.

Both engine control levers must remain in FLY.
be followed.
Pur-lFiht
Select NO. 1 MAN and NO. 2 MAN in turn and check illumination of the ENGINE CONTROL lights.
decrease torque on each engine.
NEUTRAL indication is not displayed on the IIDS.

Simulated Manual Reversion Training - DECU Total
CAUTIO
The instructor must remain vigilant during manual control training and be prepared to override with collective
to prevent unnecessary NR
control off.
WCAOTON
described for DECU Total faults in Emergency Procedures Section III of the RFM.
the engine should readily accelerate and match N1 with the other engine.

March 2013
Txamplr
The following example describes desired pilot actions if training manual was selected on No. 1 engine during
the initial acceleration phase of a Category A takeoff maneuver.
The No. 1 ENGINE CONTROL light illuminates.
The pilot sees the light and continues the takeoff. Power has been set leaving the hover to the plus 10%
simulation and the instructor will have to supply the simulated fault description).
No. 2 engine torque at about 50 to 60% torque. With this setting the pilot is able to proceed with continued
No. 2 remains bracketed between minimum and maximum power.

March 2013
Flight Planning
Utility hoist installed 90 POUNDS

External sliding door(s) open 100 POUNDS
External sliding door(s) closed 50 POUNDS
WEIGHT ~ 10,600 LB
5)
11
5.0
MAXIMUM GROSS
(4
V2 (CDP) ~ KTS
55
0)
(4
50
V2
ED
5)
ITT
(3
10
RM
4.5
45
PE

0)
M
(3
MU
40
XI
MA
4.0
2
P
CD
UM
IM
1
IN
M
T
8
O
KN
3.5
30
7
3.0
9
8
TEMPERATURE ~ °C

6
ALTITUDE
DENSITY
5000 FT
5
4
-34.4
MAIN TRANSMISSION
3
TORQUE LIMIT
-30
2
-20
1
HIGH AMBIENT
-10
TEMP LIMIT
0
0
-1
10
20
30
40
50
Category "A" Training Maximum Takeoff and Landing Gross Weight

March 2013
NpruatFonal Prufoumancr Data
This section provides the performance information necessary to comply with the Operating Rules set forth
by the Regulatory Authorities.
Operators are responsible for obtaining operational approvals from their cognizant National Aviation Authority.
The AEO takeoff power HOGE WAT curve is shown in Hover Out of Ground Effect at Takeoff Power
(Sheet 1 of 2). The OEI Maximum Continuous Power climb performance data contained in Forward Climb
Takeoff and Landing Gross Weight maximum takeoff and landing gross weight based on the ability of the
the remaining engine operating at OEI Maximum Continuous Power.
The Category A procedure provides zero exposure engine failure accountability during takeoff or landing
TOSS
conditions.
stay-up-ability is not assured when operating at Category B weights.
Tlrvatrd HrlFdrck Takroff and LandFni

The following vertical takeoff and landing procedures are provided in support of elevated helideck operations
with the Figure Helideck Maximum Takeoff and Landing Gross Weight takeoff and landing WAT curve.

March 2013
Flight Planning
18
17
16
15
14
13
15,000 FT
DENSITY
12 ALTITUDE
LIMIT TEMPERATURE ° C
11 -34.4
TAKEOFF PRESSURE ALTITUDE ~ 1000 FT
-30
10 -20
-10 MAXIMUM
GROSS
9 0 WEIGHT
11,700 LB
8 10
20
7
30
6
40
5
4
50
HIGH
2 AMBIENT
TEMP
LIMIT
1
0
6 7 8 9 10 11 12
Maximum Takeoff and Landing Gross Weight.

March 2013
Anti-ice on 100 lbs External sliding door(s) 100 lbs

open
Utility hoist installed 90 lbs External sliding door(s) 50 lbs
closed
30
30 FT TDP
20 HEIGHT
10
0 = DECK LEVEL
-10
-20
-30
DR
OP
-40
1
DO
-50
WN
-60
~ FT
-70
2
-80
-90
-100
-110 TAKEOFF
PRESSURE
ALTITUDE
-30 ~ 1000 FT 4
-20 5
-10 3
50
0
2
10
TEMPERATURE ~ °C 1
20
30 2 2 0
2 2
-1
-30 1 1
1 40 1
-20
-10
0
10 50
20 MAXIMUM PERMITTED WEIGHT
WIND UP TO 10 KTS
= 11,500 LB (5216 KG)
30
40
50
MAXIMUM PERMITTED WEIGHT
Vtoss ~ KIAS WIND GREATER THAN 10 KTS
50 = 11,700 LB (5307 KG)
20 15
6 4 2 0 11.7(5.307)
POWER MARGIN ~ % 2 2
1 11 (4.989)
GROSS WEIGHT ~ LB (KG) X 1000
10
TO UNFACTORED
0
HEADWIND
~ KTS 10 (4.536)
9 (4.082)
8 (3.628)
Helideck Maximum Takeoff and Landing Gross Weight.

March 2013
Flight Planning
VrutFcal Takroff – Tlrvatrd HrlFdrck
With Scheduled Dropdown on page 8-90.

Determine the maximum takeoff gross weight from Helideck Maximum Takeoff and Landing Gross Weight.
Determine the takeoff torque from Helideck Target Dual Engine Takeoff Torque.
Set parking brake.
Set 30 ft TDP on the radar altimeter.
Establish a wheels light hover in the takeoff position.

Check engine instruments.
Establish a vertical climb by rapidly increasing collective pitch to achieve the takeoff torque determined
from step 2. Do not exceed the takeoff power limit (100% N1 or 100% Q).
should be visible through the chin window or lower door window (if installed) at all times.
Cross-check Q and N1
performed.
BROC
Floats – OFF.
Retract landing gear.

March 2013
NORMAL TAKEOFF
OEI
CONTINUED
ACCELERATE TO Vbroc TAKEOFF
CLIMB AND
ACCELERATE
TO Vbroc
TDP
OEI
REJECTED
TAKEOFF
DROP
DOWN
Vtoss

March 2013
Flight Planning
TEMP PRESSURE ALTITUDE
~°C -1000 0 1000 2000 3000 4000 5000

0 100 100 100 100 100 100 96
2 100 100 100 100 100 99 95
4 100 100 100 100 100 98 94
6 100 100 100 100 100 97 93
8 100 100 100 100 100 96 92
10 100 100 100 100 99 95 91
12 100 100 100 100 98 94 90
14 100 100 100 100 97 93 89
16 100 100 100 100 96 92 88
18 100 100 100 99 95 91 87
20 100 100 100 97 93 89 86
22 100 100 100 96 92 88 84
24 100 100 98 94 91 87 83
26 100 100 97 93 89 85 82
28 100 99 96 92 88 84 80
30 100 98 94 90 86 83 79
32 100 96 93 89 85 81 78
34 99 95 91 87 84 80 76
36 97 93 90 86 82 79 75
38 95 92 88 84 81 77 74
40 94 90 86 83 79 76 72
ABOVE 5,000 FT DENSITY ALTITUDE

March 2013
SFnilr TniFnr aFlgur on Takroff – Tlrvatrd HrlFdrck
The procedure to follow after an engine failure during a vertical takeoff depends on where in the takeoff
takeoff will be continued.
Rrjrctrd Takroff
Sharply reduce collective to a mid-range position to minimize ballooning and excessive height.
OEI power and allow rotor to droop to 104 to 106% NR.

Keep the helideck in sight at all times and adjust position as necessary with cyclic to control a vertical
descent to the landing surface.
WCAOTON
Maintain 104 to 106% NR
altitude must be avoided.
then continue lowering collective smoothly.

Floats – OFF.
ContFngrd Takroff
R
. Do not allow
rotor speed to droop below 91% NR.
Allow nose down pitch attitude to lessen when passing through effective translational lift. Reduce collective
slightly to result in a gradual rotor speed increase to 100% NR.
Closely monitor the airspeed indicator and level the aircraft pitch attitude immediately when an indication
TOSS
.
R
. Check 2 minute usage
1 5
and Q indications within limits.
BROC
.
R
. Check indications within limits.
Land as soon as practicable.
BROC
107% NR.

March 2013
Flight Planning
Appuoach and LandFni - Tlrvatrd HrlFdrck
approach path offset at least one rotor radius to the side of the helideck to permit an un-obstructed go-around
path in case of engine failure. It has been determined that the OEI balked landing dropdown will not exceed
the "Helideck Maximum Takeoff and Landing Gross Weight" scheduled OEI continued takeoff dropdown for
Determine maximum landing gross weight from "Helideck Maximum Takeoff and Landing Gross Weight."
brake set.
plus the difference above 20 Kts to the no wind 45 KIAS target.
not more than 150 FPM at an airspeed of 30 KIAS in zero wind or the equivalent airspeed adjusted for
headwind component.
150 ft (3 helicopter lengths) short of the helideck (where the closest corner of the helideck visually touches
the landing vertically or transition to hover as the ground speed is reduced to 0 Kts.
SFnilr TniFnr aFlgur DguFni Appuoach to an Tlrvatrd HrlFdrck

The procedure to follow after an engine failure during a landing approach depends on where in the landing
sequence the failure occurs.
landing and the approach must continue to touchdown.
Balkrd LandFni (Go Auognd)

R
TOSS
.
R
. Check 2-Minute usage
1 5
BROC
.
R
.
BROC
107% NR.

March 2013
SFnilr TniFnr LandFni
Maneuver aircraft above landing surface.
be avoided. Ensure pitch attitude is 10° or less at touchdown to provide tail clearance.
and then continue lowering collective smoothly.
FINAL
APPROACH AT
30 KIAS
150 FPM ROD
OEI
BALKED
LANDING
LDP
30 KIAS
25 FT ABOVE
150 FT SHORT OF
HELIDECK
DROP
DOWN
VTOSS

March 2013
9
Category A Vertical Operations
Contents
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
......................................................................................................................................... 9-3
...................................................................................................... 9-3
.................................................................... 9-3
.............................................................................................. 9-4
.................................................................. 9-4
........................................................................................ 9-5
................................................................... 9-5
..................................................................................................... 9-5
....................................................................................... 9-5
.......................................................................................... 9-5
Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
................................................................................................................... 9-6
........................................................................................................................... 9-7
Figur: Category A Vertical Takeoff – Ground Level Heliport ................................................... 9-9
Figur: Category A Vertical Takeoff – Elevated Heliport ........................................................ 9-11
Figur: Category A Vertical Steep Approach and Landing
(and Two Engine Go-around) Ground Level Heliport ................................................ 9-13
Figur: Category A Vertical Shallow Approach and Landing
(and Two Engine Go-around) Ground Level Heliport ................................................ 9-15
Figur: Category A Vertical Approach and Landing
(and Two Engine Go-around) Elevated Heliport ........................................................ 9-17
Figur: Single Engine Failure on Takeoff, Category A Vertical Prior to
TDP/Rejected Takeoff Ground Level Heliport ............................................................ 9-19
Figur: Single Engine Failure on Takeoff, Category A Vertical Prior to
TDP/Rejected Takeoff Elevated Heliport ................................................................... 9-21
Figur: Single Engine Failure on Takeoff, Category A Vertical After
TDP/Continued Takeoff Ground Level Heliport.......................................................... 9-23
Figur: Single Engine Failure on Takeoff, Category A Vertical After
TDP/Continued Takeoff Elevated Heliport ................................................................. 9-25
Figur: Single Engine Failure on Approach, Category A Vertical Prior to
LDP/Balked Landing Ground Level and Elevated Heliports ...................................... 9-27
Figur: Single Engine Failure on Approach, Category A Vertical After to
LDP/OEI Landing Ground Level and Elevated Heliports ........................................... 9-29

March 2013
Performance Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31
................................................................................................................. 9-31
......................................................................................................................... 9-31

March 2013

This chapter describes Category A Vertical operations and limitations. It also contains graphic representations
General Description
Category A operations.
Category A, with respect to transport category rotorcraft, means multiengine rotorcraft designed with engine
Two sub-categories: Ground Level heliports and Elevated Heliports.
the event of a critical engine failure on takeoff.
of a critical engine failure during cruise or approach.
The takeoff performance must be determined and scheduled so that, if one engine fails at any time after the
start of takeoff, the rotorcraft can:
a. Return to, and stop safely on, the takeoff area; or
b.
29.67 (a) (2).
a.
point in the takeoff path from which a rejected takeoff is assured within the distance determined under
29.62.
b. The TDP must be established in relation to the takeoff path using no more than two parameters: e.g.,
airspeed and height, to designate the TDP.
c. Determination of the TDP must include the pilot recognition time interval following failure of the critical
engine.

March 2013
a. The takeoff path extends from the point of commencement of the takeoff procedure to a point at which
the rotorcraft is 1,000 ft above the takeoff surface and compliance with 29.67 (a) (2) is shown. In addition:
1. The takeoff path must remain clear of the height-velocity envelope established in accordance with
29.87.
2.
made inoperative and remain inoperative for the rest of the takeoff.
3. After the critical engine is made inoperative, the rotorcraft must continue to the takeoff decision point,
and then attain VTOSS.
4. Only primary controls may be used while attaining VTOSS and while establishing a positive rate of
climb. Secondary controls that are located on the primary controls may be used after a positive rate
of climb and VTOSS are established but in no case less than 3 seconds after the critical engine is made
inoperative.
b. During the takeoff path determination made in accordance with paragraph (a) of this section and after
attaining VTOSS and a positive rate of climb, the climb must be continued at a speed as close as practicable
to, but not less than, VTOSS until the rotorcraft is 200 ft above the takeoff surface. During this interval, the
c. During the continued takeoff, the rotorcraft shall not descend below 15 ft above the takeoff surface when
the takeoff decision point is above 15 ft.
d. From 200 ft above the takeoff surface, the rotorcraft takeoff path must be level or positive until a height
Any secondary or auxiliary control may be used after attaining 200 ft above the takeoff surface.
e. Takeoff distance will be determined in accordance with 29.61.
a. The elevated heliport takeoff path extends from the point of commencement of the takeoff procedure to a
point in the takeoff path at which the rotorcraft is 1,000 ft above the takeoff surface and compliance with
29.67 (a) (2) is shown. In addition:
1.
2. While attaining VTOSS and a positive rate of climb, the rotorcraft may descend below the level of the
takeoff surface if, in doing so and when clearing the elevated heliport edge, every part of the rotorcraft
clears all obstacles by at least 15 ft.
3. The vertical magnitude of any descent below the takeoff surface must be determined.
b.
be met.
c. The takeoff distance will be determined in accordance with 29.61.

March 2013
a.
to the point at which the rotorcraft attains and remains at least 35 ft above the takeoff surface, attains and
maintains a speed of at least VTOSS, and establishes a positive rate of climb, assuming the critical engine
failure occurs at the engine failure point prior to the takeoff decision point.
a. The LDP is the last point in the approach and landing path from which a balked landing can be accomplished
in accordance with 29.85.
b. Determination of the LDP must include the pilot recognition time interval following failure of the critical
engine.
a. For all Category A rotorcraft:

1. The landing performance must be determined and scheduled so that if the critical engine fails at any
point in the approach path, the rotorcraft can either land and stop safely or climb out and attain a
2. The approach and landing paths must be established with the critical engine inoperative so that the
transition between each stage can be made smoothly and safely.
3. The approach and landing speeds must be selected by the applicant and must be appropriate to the
type of rotorcraft.
4. The approach and landing path must be established to avoid the critical areas of the height-velocity
envelope determined in accordance with 29.87.
b. It must be possible to make a safe landing on a prepared landing surface after complete power failure
occurring during normal cruise.
for water landings) from a point 50 ft above the landing surface must be determined from the approach and
landing paths established in accordance with 29.79.
For Category A rotorcraft, the balked landing path with the critical engine inoperative must be established so
that:
a. The transition from each stage of the maneuver to the next stage can be made smoothly and safely.
b. From the LDP on the approach path selected by the applicant, a safe climb out can be made at speeds
c. The rotorcraft does not descend below 15 ft above the landing surface.

March 2013
Weight Limits:
Maximum takeoff and landing gross weight is 11,000 lbs
Types of Operations:
One pilot
Altitude Limits:
Maximum takeoff and landing is 5,000 ft DA
Flight Limits:
A radar altimeter with an expanded 0 to 100 ft scale must be installed and operative.
The TDP select function must be installed and operative.
Figure 9-1: TDP Control
The vertical visibility door must be installed.
Figure 9-2: Vertical Visibility Door

March 2013
AFCS operative; minimum of one channel of pitch, roll, and yaw.

Downwind operations are not permitted.
Limited to ground level heliports 70 x 70 ft or larger.
TDP height and OEI continued takeoff ground clearance restrictions apply for night operations.
Minimum helipad lighting for night operations is one omnidirectional light with top shade at each corner.
It has been demonstrated that safe operation within the avoid area of the height-velocity diagram can be
Weight Limits:
Maximum takeoff gross weight is 11,700 lbs.
Maximum landing gross weight is 10,700 lbs.
Types of Operations:
Day, night (takeoff).
Day (landing).
Minimum Flight Crew:
One pilot.
Altitude Limits:
Maximum takeoff and landing is 5,000 ft DA.
Flight Limits:
The Collins Alt-55B radar altimeter with expanded 0 to 100 ft scale

expanded scale must be installed and operative.
The TDP Select function must be installed and operative.
Collective detent must be installed and operative.
Figure 9-3: Collective Detent

March 2013
The vertical visibility door must be installed (copilot’s for operations from the copilot’s side).
AFCS operative; minimum of one channel of pitch, roll, and yaw.
Downwind operations are not permitted.
Minimum helipad lighting for night operations is one omnidirectional light with a top shade at each corner
Limited to elevated heliports 70 x 70 ft or larger at gross weights of 10,000 lbs or greater.

Limited to elevated heliports 85 x 85 ft or larger at gross weights under 10,000 lbs.
It has been demonstrated that safe operation within the avoid area of the height-velocity diagram can be
RECOMMENDED ELEVATED HELIPORT MARKINGS

FOR VERTICAL OPERATIONS
TAKEOFF
SETBACK DIRECTION
EDGE MARKING
REQUIRED 6 FT OFFSET
RECOMMENDED
14 FT
24 18 12 6 FT 6 12 18 24
ALL STRIPES
SAFETY NETTING
6” WIDE
SAFETY NETTING
HELIDECK
CENTER
SAFETY NETTING
Figure 9-4: Heliport Setback Edge Markings And Radial Markings

TAKEOFF March 2013
DIRECTION
Category A Vertical Takeoff – Ground Level Heliport
EXAMPLE:
70 X 70 FT HELIPORT RINGED BY WATER,
BUSHES, AND SMALL TREES
WEIGHT AND CONDITIONS:
10800#, Hp 450 FT, OAT 14°, HEADWIND
COMPONENT 10 KTS
DETERMINATIONS:
6 ACCELERATE TO V INITIALLY,
TOSS
TDP - 60 FT, V2 - 41 KIAS, 30 FT GROUND THEN TO V
BROC
CLEARANCE AT 540 FT DISTANCE RAISE LANDING GEAR
TDP
5 WHEN TDP TONE IS HEARD,
ROTATE TO 10° NOSE DOWN
WITHIN 2 SECONDS
4
RAPIDLY APPLY COLLECTIVE TO DETENT
CORRECT FLIGHT PATH CONFIRM MAXIMUM TAKEOFF POWER
3
AS REQUIRED TO REMAIN
VERTICAL
70 X 70 FT 2 WHEELS LIGHT HOVER
HELIPORT CYCLIC AND PEDALS SET
TAKEOFF DECISION POINT (TDP) 1 HAVE TDP ALTITUDE, VTOSS AIRSPEED BUG,
AND COLLECTIVE DETENT (OPTIONAL) SET
TEST RAD ALT
March 2013
March 2013
Category A Vertical Takeoff – Elevated Heliport
EXAMPLE:
70 X 70 FT ELEVATED HELIPORT OF AN
OCEAN BASED OIL RIG
WEIGHT AND CONDITIONS: 6 ACCELERATE TO VTOSS INITIALLY,
THEN TO V BROC
10,800#, Hp 450 FT, OAT 14°C,
HEADWIND 10 KTS RAISE LANDING GEAR
TDP
DETERMINATIONS:
VTOSS = 50 KIAS
DROPDOWN = 50 FT
TAKEOFF DISTANCE = 620 FT
5 WHEN TDP TONE IS HEARD,
ROTATE TO 22° ± 2° NOSE DOWN
WITHIN 2 SECONDS
4
CORRECT FLIGHT PATH
AS REQUIRED TO REMAIN VERTICAL
3 RAPIDLY APPLY COLLECTIVE TO DETENT
CONFIRM MAXIMUM TAKEOFF POWER
2 WHEELS LIGHT HOVER
CYCLIC AND PEDALS SET
70 X 70 FT
HELIPORT
1 HAVE TDP ALTITUDE, V TOSS AIRSPEED BUG, PARKING BRAKE
AND COLLECTIVE DETENT (REQUIRED) SET
ARM FLOATS
TEST RAD ALT
TAKEOFF DECISION POINT (TDP)
March 2013
March 2013
Category A Vertical Steep Approach and Landing
(and Two Engine Go-around) Ground Level Heliport
2 INITIATE A 10° TO 12° APPROACH,
STEEPENING TO 14° GO-AROUND
AIMING POINT NEAR SIDE OF 4A POSITIVE RATE OF CLIMB,
POINT OF ENTRY: LANDING AREA RETRACT LANDING GEAR
PITOT TUBE PIERCES NEAR CLEAR OF OBSTACLES,
EDGE OF LANDING PAD ACCELERATE TO V
BROC
3 CONSTANT ANGLE APPROACH (14°),
CONSTANT RATE OF DECELERATION
FROM ENTRY CONDITION TO 0 TO 5 KTS
1 45 KIAS LEVEL FLIGHT
AT 400 FT AGL
5 DECELERATE TO 0 TO 5 KTS
LDP AT 20 FT AGL
6 5 TO 10 FT HOVER WITH
4 PITCH ATTITUDE < 10°
AT 100 FT AGL,
CHANGE AIMING POINT TO
FAR SIDE OF LANDING AREA
70 X 70 FT
HELIPORT
March 2013
March 2013
Category A Vertical Shallow Approach and Landing
(and Two Engine Go-around) Ground Level Heliport
2A GO-AROUND
POSITIVE RATE OF CLIMB,
RETRACT LANDING GEAR
CLEAR OF OBSTACLES,
ACCELERATE TO VBROC
1 ESTABLISH A 35 KIAS, 200 FPM
APPROACH PROFILE
POINT OF ENTRY:
NEAR EDGE OF HELIPORT
LDP ENTERS E-BAY WINDOW
50 - 150 FT AGL
PITCH ATTITUDE < 10°
2
FLARE TO DECELERATE TO
0 TO 5 KIAS OVER TOUCHDOWN ZONE 70 X 70 FT
HELIPORT
LANDING DECISION POINT (LDP) LANDING DISTANCE
March 2013
March 2013
Category A Vertical Approach and Landing
(and Two Engine Go-around) Elevated Heliport
2 INITIATE A 10° TO 12° APPROACH,
STEEPENING TO 14° GO-AROUND
AIMING POINT NEAR SIDE 4A
POSITIVE RATE OF CLIMB,
OF LANDING AREA RETRACT LANDING GEAR
CLEAR OF OBSTACLES,
ACCELERATE TO VBROC
CONSTANT RATE OF DECELERATION
AT 400 FT ABOVE HELIPORT
4
AT 100 FT ABOVE HELIPORT,
5 DECELERATE TO 0 TO 5 KTS
AT 20 FT AGL
LDP
75 FT ABOVE
HELIPORT
PITCH ATTITUDE < 10°
70 X 70 FT
HELIPORT
March 2013
March 2013
Single Engine Failure on Takeoff, Category A Vertical Prior to
TDP/Rejected Takeoff Ground Level Heliport
2 AT PEAK ALTITUDE, ADJUST COLLECTIVE
TO ACHIEVE 30 SECOND POWER
DROOP ROTOR TO 104 TO 106% NR
TDP
*
1
ENGINE OUT TONE:
SHARPLY REDUCE COLLECTIVE
TO MINIMIZE BALLOONING
3 MAINTAIN VERTICAL POSITION OVER TAKEOFF POINT WITH CYCLIC
ACCEPT DESCENT RATE WITH 104 TO 106% NR
4 AT IMMINENT GROUND CONTACT, APPLY COLLECTIVE
(AMOUNT AND RATE) SUFFICIENT TO CUSHION LANDING
5 AFTER TOUCHDOWN, NEUTRALIZE CYCLIC, REDUCE
COLLECTIVE TO REGAIN 100% NR , APPLY WHEELBRAKES
NOTE: TOUCHDOWN POINT IS THE SAME AS TAKEOFF POINT
March 2013
March 2013
Single Engine Failure on Takeoff, Category A Vertical Prior to
TDP/Rejected Takeoff Elevated Heliport
2 AT PEAK ALTITUDE, ADJUST COLLECTIVE
TO ACHIEVE 30 SECOND POWER
DROOP ROTOR TO 104 TO 106% NR
TDP
*
1
ENGINE OUT TONE:
SHARPLY REDUCE COLLECTIVE
TO MINIMIZE BALLOONING
3 MAINTAIN VERTICAL POSITION OVER TAKEOFF POINT WITH CYCLIC
ACCEPT DESCENT RATE WITH 104 TO 106% NR
4 AT IMMINENT GROUND CONTACT, APPLY COLLECTIVE
(AMOUNT AND RATE) SUFFICIENT TO CUSHION LANDING
5 AFTER TOUCHDOWN, NEUTRALIZE CYCLIC, REDUCE
COLLECTIVE TO PREVENT EXCESS ROTOR DROP
NOTE: TOUCHDOWN POINT IS THE SAME AS TAKEOFF POINT
March 2013
March 2013
Single Engine Failure on Takeoff, Category A Vertical After
TDP/Continued Takeoff Ground Level Heliport
9 CLIMB TO 1,000 FT
AGL (MIN) OR MSA
2
R
SELECT LOWER OEI
8 LIMIT AT OR BEFORE
6 POSITIVE RATE OF
CLIMB, RETRACT
LANDING GEAR
*
ROTATE TO 10° 1
NOSE DOWN
WITHIN 2 SECONDS
TDP
7 ACCELERATE
TO V BROC
3 ACCELERATE
5 TOSS , INITIATE CLIMB
R
*
SINGLE ENGINE E
4 LEVEL AIRCRAFT AS AIRSPEED BEGINS
March 2013
March 2013
Single Engine Failure on Takeoff, Category A Vertical After
TDP/Continued Takeoff Elevated Heliport
9
AGL (MIN) OR MSA
2
R
SELECT LOWER OEI
8 LIMIT AT OR BEFORE
6 POSITIVE RATE OF
CLIMB, RETRACT
LANDING GEAR
*
ROTATE TO 22° 1
NOSE DOWN
WITHIN 2 SECONDS
TDP
7 ACCELERATE
TO V BROC
3 ACCELERATE
5 TOSS , INITIATE CLIMB
R
*
SINGLE ENGINE E
4 LEVEL AIRCRAFT AS AIRSPEED BEGINS
March 2013
March 2013
Single Engine Failure on Approach, Category A Vertical Prior to
LDP/Balked Landing Ground Level and Elevated Heliports
9 RETURN TO 107% NR
8 CLIMB TO 1,000 FT
AGL (MIN) OR MSA
2 LE APPROACH (14°) 6 OSITIVE RATE OF CLIMB,
1 45 KIAS LEVEL FLIGHT INUAL RATE OF DECELERATION
RETRACT LANDING GEAR,
400 FT ABOVE HELIPORT FROM ENTRY CONDITION TO 0 TO 5 KTS
OBSTACLES,
ACCELERATE TO VBROC
3 INCREASE COLLECTIVE AS 4 ADJUST PITCH ATTITUDE TO
NECESSARY TO DROOP ACCELERATE TO 45 KIAS (G.L.)
ROTOR TO 92 TO 94% NR (G.L.) 55 KIAS (Elev.)
91 TO 100% NR (Elev.)
* 7 SELECT LOWER OEI LIMIT
AT OR BEFORE
USAGE LIGHT FLASHES
*
LDP 5 REDUCE COLLECTIVE
35 FT (MIN) SLIGHTLY TO GRADUALLY
SINGLE ENGINE FAILURE 50 to 150 FT (G.L./Shallow)
100 to 250 FT (G.L./Steep) RETURN TO 100% NR
75 ft (Elev.)
March 2013
March 2013
Single Engine Failure on Approach, Category A Vertical After to
LDP/OEI Landing Ground Level and Elevated Heliports
AT 400 FT ABOVE HELIPORT
CONTINUAL RATE OF DECELERATION
AIMING POINT NEAR SIDE OF LANDING AREA
4 GROUNDSPEED LESS THAN 5 KTS
PITCH ATTITUDE 10° OR LESS
400 FT
LDP
*
50 to 150 ft (G.L./Shallow)
100 to 250 ft (G.L./Steep)
75 ft (Elev.)
5 ALLOW ROTOR TO DROOP

6 APPLY COLLECTIVE TO
CUSHION CONTACT
3
AT 100 FT AGL,
70 X 70 FT
HELIPORT
*
March 2013
March 2013
Performance Information
Performance information for Ground Level heliports is found in Supplement 8 of the Sikorsky RFM.
Performance information for Elevated heliports is found in Supplement 9 of the Sikorsky RFM.

March 2013
Category A Vertical Operation From Ground Level Heliport
Maximum Takeoff Gross Weight
~ FT
T HE IGHT
~F TDP
HE IGHT 110
TDP 2 2 110
90 90
30 50 70 50 70
140
110
130
120 30
1 1
110
GR
OU
100 90
ND
90
CLE
80 1 1
A
RA
OPERATION
70
NC
NOT ALLOWED
E
60
~F
50
T
70
T
40
~F
30 50
HT
IG
20
HE
10 30
P
TD
0 1 2 3 4 5 6 7 8 9
OPERATION 10 5 4 3 2
BASELINE
NOT ALLOWED 1
20
0
30
-1
1 40 1
2 PRESSURE
2 50 ALTITUDE
TEMPERATURE ~ °C ~ 1000 FT
45
1 1
0 AND 40
COOLER
Vtoss
10 MINIMUM
20 ~ KIAS
30
35
40 UNFACTORED
HEADWIND
50 ~ KTS
6 4 2 0 20 10 0
11 (4.989)
POWER MARGIN ~ %
1
10 2 10 (4.536)
5000 FT DENSITY
ALTITUDE LIMIT
8
1
6 9 (4.082)
2 8 (3.628)
-2 7 (3.175)
-40 -30 -20 -10 0 10 20 30 40 50 10,700 LB (4853 KG) 11,000 LB (4989 KG)
VERTICAL OPS WITH VERTICAL OPS WITH
TEMPERATURE ~ °C TDP ABOVE 70 FT TDP 70 FT AND BELOW

March 2013
Category A Vertical Operation From Elevated Heliport

Maximum Takeoff Gross Weight
30 30 FT TDP
HEIGHT
20
10
0= DECK LEVEL TAKEOFF DISTANCE

REFERENCE LINE
10
20
30
DR
OP
1 40 1
DO
50
W N~
60
FT
2 70 2
80
90
100
1
110
120
0 2 4 6 8 10 12 14 16 18 20 22
5
4 MAXIMUM PERMITTED
WEIGHT
3 WIND UP TO 10 KTS
2 =11,500 LB (5216 KG)
1
1 1
0
-1
TEMPERATURE ~ °C 2 2
-30 1 1
-20
-10
0
55
10
Vtoss MINIMUM ~ KIAS
20
30 MAXIMUM PERMITTED
WEIGHT
50 WIND GREATER
40
THAN 10 KTS
50 =11,700 LB (5307 KG)
20 15
11.7(5.307)
1 0 TO 10 KTS
10 11 (4.989) 2 2 UNFACTORED
HEADWIND
~ KTS
1
8
6 10 (4.536)
4
MINIMUM WEIGHT FOR
2 9 (4.082) 70 FT X 70 FT HELIPORT
OPERATIONS BELOW 10,000 LBS
0 1 REQUIRE AT LEAST 85 FT X 85 FT
HELIPORT
-2 8 (3.628)
-40 -30 -20 -10 0 10 20 30 40 50
TEMPERATURE ~ °C
March 2013
Category A Vertical Operation From Ground Level Heliport
Maximum Landing Gross Weight
REDUCE MAXIMUM LANDING GROSS WEIGHT DETERMINED FROM CHART BY THE AMOUNT SHOWN IN THE FOLLOWING
TABLE AS APPLICABLE WITH COMPOUND CONFIGURATIONS, THE WEIGHT REDUCTION ARE CUMULATIVE.
CONFIGURATION CONFIGURATION
ANTI-ICE ON 100 POUNDS
UTILITY HOIST INSTALLED 90 POUNDS
EXTERNAL SLIDING DOOR(S) OPEN 100 POUNDS
EXTERNAL SLIDING DOOR(S) CLOSED 50 POUNDS
REDUCE LANDING GROSS WEIGHT BY 200 LB WHEN USING STEEP PROFILE
11.5 (5.216)
MAXIMUM PRESMITTED LANDING WEIGHT

=11,000 LB (4.989 KG)
11.0 (4.989)
PRESSURE
ALTITUDE
-1 ~1000 FT
0
10.5 (4.762)
1
CROSS WEIGHT ~ LB (KG) X 1000
2
10.0 (4.536)
3
9.5 (4.309) 4
5
5000 FT
DENSITY ALTITUDE
9.0 (4.082) LIMIT
8.5 (3.855)
8.0 (3.628)
0 10 20 30 40 50
AND
COOLER
TEMPERATURE ~ °C

March 2013
Category A Vertical Operation From Elevated Heliport

Maximum Landing Gross Weight
11.5 (5.216)
11.0 (4.989)
MAXIMUM PRESMITTED LANDING WEIGHT
=10,700 LB (4.853 KG)
PRESSURE
CROSS WEIGHT ~ LB (KG) X 1000
10.5 (4.762) ALTITUDE

-1 ~1000 FT
0
1
10.0 (4.536) 2
3
4
9.5 (4.309)
5
9.0 (4.082)
5000 FT
8.5 (3.855) DENSITY ALTITUDE
LIMIT
8.0 (3.628)
-40 -30 -20 -10 0 10 20 30 40 50
TEMPERATURE ~ °C

March 2013
March 2013
Systems
Systems
Several chapters contain multiple systems to facilitate a more coherent presentation of information. The
systems covered are listed below in alphabetical order opposite the chapter in which they are located.
ATA codes are noted in parentheses.
SYSTEM (ATA Code) CHAPTER
Air Conditioning (21) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENVIRONMENTAL

Aircraft Structure (51) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DAFCS
Brakes (32) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LANDING GEAR
Communications (23) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AVIONICS
Dimensions and Areas (6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Doors (52) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Electrical Power (24) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRICAL SYSTEM
Emergency Equipment (25) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MISCELLANEOUS
Engine (71) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .POWERPLANT
Engine Controls (76) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .POWERPLANT
Engine Fuel and Control (73) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .POWERPLANT
Engine Indicating (77) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .POWERPLANT
Equipment/Furnishings (25) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Fire Protection (26) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FIRE PROTECTION
Fuel (28) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FUEL SYSTEM
Fuselage (53) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Hydraulics (29) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAULIC SYSTEM
Ice and Rain Protection (30) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ICE AND RAIN
Indicating/Recording Systems (31) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .IIDS
Ignition (74) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .POWERPLANT
Landing Gear (32) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LANDING GEAR
Lighting (33). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIGHTING SYSTEM
Main Rotor Hub and Blades (62) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROTOR SYSTEM
Main Rotor Drives (63) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWERTRAIN
Master Warning (31) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAUTION AND WARNING SYSTEM
Navigation (34) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AVIONICS
Oil (79) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .POWERPLANT
Pitot/Static (34) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AVIONICS
Pressurization (21) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENVIRONMENTAL SYSTEM
Rotor Controls (67) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT CONTROLS
Stabilizers (55). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Starting (80) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .POWERPLANT
Sikorsky S76 For Training Purposes Only 1

March 2013
Tail Rotor Hub and Blades (64) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ROTOR SYSTEM
Tail Rotor Drives (65) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWERTRAIN
Windows (56). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
2 For Training Purposes Only Sikorsky S76

March 2013
10
Aircraft Overview
Contents
Aircraft Overview
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Dimensions
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
Width (overall)............................................................................................................................... 10-7
Length (overall) ............................................................................................................................. 10-7
Height (overall) ............................................................................................................................. 10-7
Main Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
Tail Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
Fuselage
(Without Main and Tail Rotor Blades) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
Helicopter Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
Figur: Plan, Side, and Front View ........................................................................................ 10-8
Figur: Cabin Side and Plan View ......................................................................................... 10-9
Figur: Baggage Compartment Side and Plan View ............................................................10-10
Access Doors and Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-12
Figur: S76 A Sheet 1 ...........................................................................................................10-12
Figur: S76 A Sheet 2 ...........................................................................................................10-13
Figur: S76 A+/A++ Sheet 1 .................................................................................................10-14
Figur: S76 A+/A++ Sheet 2 .................................................................................................10-15
Figur: S76 B Sheet 1 ..........................................................................................................10-16
Figur: S76 B Sheet 2 ..........................................................................................................10-17
Figur: S76 C/C+/C++ Sheet 1 .............................................................................................10-18
Figur: S76 C/C+/C++ Sheet 2 .............................................................................................10-19
Entrances and Exits
Cockpit and Cabin Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-21
Cockpit Doors ............................................................................................................................. 10-22
Cabin Doors ................................................................................................................................ 10-26
Hinged Door Jettison Procedure................................................................................................. 10-37
Window Jettison Procedure ........................................................................................................ 10-37
Passenger Cabin
Baggage Compartment

March 2013
Ground Handling
Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-43
Figur: Landing Gear Safety Pins .........................................................................................10-44
Parking and Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-45
Parking........................................................................................................................................ 10-45
Figur: Protective Covers S76 A/A+/A++/C/C+/C++ ............................................................10-46
Figur: Protective Covers S76 B ..........................................................................................10-47
Mooring ....................................................................................................................................... 10-48
Figur: Mooring of Helicopter ...............................................................................................10-49
Figur: Mooring of Helicopter ...............................................................................................10-50
Danger Areas
Rotor Danger Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-51
Radar Danger Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-51
Figur: Engine Inlet and Exhaust Danger Areas...................................................................10-52
Figur: Immediate “Rotor Turning” Danger Areas .................................................................10-53
Figur: Radar Danger Areas .................................................................................................10-54

March 2013
Aircraft Overview
Aircraft Overview
This section presents an overview of the Sikorsky S76 helicopter. It covers the major features, dimensions,
personnel and baggage compartments, ground handling procedures, and danger areas.
General Description
designed for use in a number of roles that utilize high performance and the long-range capability. Depending
in a two pilot operation.
external cargo, and category “A” vertical operations.

S76 variants include the S76 A, S76 A+, S76 A++, S76 B, S76 C, S76 C+, and S76 C++.
The S76 A is powered by two Allison C-30S engines rated at 650 SHP per engine during dual-engine
Figure 10-1: S76 A

March 2013
The S76 A+ is powered by two Turbomecca Ariel 1S engines rated at 701 SHP per engine,
derated to 650 SHP per engine during dual engine continuous operation, and rated at 750 SHP
Figure 10-2: S76 A+
The S76 A++ is powered by two Turbomecca Ariel 1S1 engines rated at 725 SHP per engine during dual-
engine continuous operation and rated at 801 SHP for 2 ½ minute single-engine operation. The S76 A++ is
Figure 10-3: S76 A++

March 2013
Aircraft Overview
The S76 B is powered by two Pratt and Whitney PT-6B-36 engines rated at 981 SHP per engine,
derated to 888 SHP during dual engine continuous operation, and rated at 1,033 SHP for 2 ½ minute
Figure 10-4: S76 B
The S76 C is powered by two Turbomecca Ariel 1S1 engines rated at 725 SHP per engine during dual-engine
Figure 10-5: S76 C

The S76 C+ is powered by two Turbomecca Ariel 2S1 engines rated at 857 SHP per engine during dual
engine continuous operation and rated at 985 SHP for 30 second single-engine operation. The S76 C+ is

March 2013
Figure 10-6: S76 C+
The S76 C++ is powered by two Turbomecca Ariel 2S2 engines rated at 922 SHP per engine during dual
engine continuous operation and rated at 1,033 SHP for 30 second single-engine operation. The S76 C++
Figure 10-7: S76 C++

March 2013
Aircraft Overview
Dimensions
General
Main rotor disc diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tail rotor disc diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WFdth (ovruall)
.............................................
..............................................
Lrnith (ovruall)
......................................
HrFiht (ovruall)
.................................
Main Rotor Blades

Chord with tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
................................................
................................................
Tail Rotor Blades

Chord . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ground clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuselage
(Without Main and Tail Rotor Blades)
......................................
Maximum length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Baggage Compartment
Volume. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Floor load limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75 LBS/FT2 2

March 2013
Helicopter Dimensions
Plan, Side, and Front View
7 FT 10 FT
(2.13 M) (3.048 M)
44 FT (13.41 M)
52 FT, 6 IN (16.00 M)
1 FT, 9.8 IN
(0.554 M) 8 FT
(2.43 M)
14 FT, 5.8 IN
(4.414 M)
6 FT
6 FT, 3.2 IN (1.82 M) 6 FT, 5.8 IN
(1.91 M) (1.98 M)
STATIC GROUND LINE WL 37
16 FT, 5 IN (5 M)
43 FT, 4.43 IN (13.219 M)
11 FT, 8.9 IN
(3.58 M)
8 FT
(2.44 M)
8 FT, 5.5 IN
(2.58 M)

March 2013
Aircraft Overview
Cabin Side and Plan View
CABIN
DOORS
87 IN
52 IN 41 IN
54 IN
WIDEST POINT 95 IN
37.5 IN
75 IN
STA STA STA STA

120 148 188 215
66 IN CABIN 75 IN
DOORS
STA STA STA STA

120 148 188 215

March 2013
Baggage Compartment Side and Plan View
BAGGAGE
DOORS
36 IN
27 IN 29 IN.
35 IN
STA STA
215 255
78 IN
64 IN
BAGGAGE
DOORS
STA STA
215 255

March 2013
Aircraft Overview

March 2013
Access Doors and Panels
S76 A Sheet 1
LEFT MAIN
GEARBOX
ACCESS DOOR
1ST-STAGE NO. 1 ENGINE AIR
HYDRAULIC MODULE INLET COWL
ACCESS DOOR
AFT ENGINE COWL
TAIL CONE
FAIRING
TAIL CONE
LEFT LEFT FUEL ACCESS PANEL
ELECTRONICS NOSE GEAR LEFT SERVICE POINT
COMPARTMENT GROUND GROUNDING
ACCESS PANEL LOCKPIN POINT
ACCESS
LEFT SIDE
LEFT MAIN GEAR

JACK CARGO HOOK JACK POINT
FLOTATION ACCESS ACCESS DOOR
ACCESS POINT ENVIRONMENTAL
PANELS DRAINS CONTROL UNIT
EXHAUST
UNDER DECK
ACCESS PANEL RIGHT MAIN GEAR
FUEL SUMP JACK POINT
TAIL ROTOR
ACCESS ACCESS DOOR
GEARBOX
BOTTOM SIGHT GAUGE

March 2013
Aircraft Overview
S76 A Sheet 2
TAIL ROTOR GEARBOX

FAIRING
RIGHT MAIN
INTERMEDIATE GEARBOX GEARBOX 2ND-STAGE
SIGHT GAUGE AND ACCESS DOOR HYDRAULIC MODULE
SERVICE PANEL ACCESS DOOR
NO. 2 ENGINE
TAIL DRIVE AIR INLET COWL FORWARD
SHAFT COVERS FAIRING
INTERIOR
CONTROL
CLOSET
TAIL CONE
INSPECTION
PANEL
ENVIRONMENTAL
CONTROL UNIT RIGHT ELECTRONICS
RIGHT FUEL
INTAKE COMPARTMENT
SERVICE POINT
ACCESS PANEL
EXTERNAL POWER
ACCESS DOOR RIGHT
GROUNDING
POINT
RIGHT SIDE
NOSE
ENGINE OIL
FAIRING
RESERVOIR
SERVICE DOOR
FLIGHT CONTROL UPPER ACCESS

SERVICE DOOR PANEL TAIL ROTOR
TOP
SERVICE ACCESS
PANEL

March 2013
S76 A+/A++ Sheet 1
INTERMEDIATE
GEARBOX
SIGHT GAUGE AND
SERVICE PANEL 2ND-STAGE
TAIL ROTOR RIGHT MAIN HYDRAULIC
GEARBOX GEARBOX MODULE
FAIRING NO.2 ENGINE AIR ACCESS DOOR
ACCESS DOOR
INLET COWL
TAIL DRIVE FORWARD

SHAFT COVERS FAIRING
INTERIOR
CONTROL
CLOSET
TAIL CONE
INSPECTION HEAT
PANEL SHIELDS
RIGHT ELECTRONICS
ENVIRONMENTAL RIGHT FUEL
COMPARTMENT
CONTROL UNIT SERVICE POINT
ACCESS PANEL
INTAKE
EXTERNAL POWER RIGHT GROUNDING
ACCESS DOOR POINT
RIGHT SIDE
ENGINE OIL
FLIGHT CONTROL RESERVOIR
SERVICE DOOR SERVICE DOOR
NOSE
FAIRING
UPPER ACCESS
PANEL TAIL ROTOR
TOP SERVICE ACCESS
PANEL

March 2013
Aircraft Overview
S76 A+/A++ Sheet 2
LEFT MAIN GEAR

BOX ACCESS DOOR NO. 1 ENGINE
AIR INLET COWL
AFT ENGINE COWL
1ST-STAGE HYDRAULIC
MODULE ACCESS DOOR
HEAT
SHIELDS
TAIL CONE
FAIRING
TAIL CONE
LEFT ACCESS PANEL
GROUNDING
POINT LEFT FUEL
LEFT ELECTRONICS SERVICE POINT
COMPARTMENT
ACCESS PANEL NOSE GEAR
GROUND LOCKPIN
ACCESS
LEFT SIDE
LEFT MAIN GEAR

CARGO HOOK JACK POINT
TAIL ROTOR
ACCESS ACCESS DOOR
GEARBOX
JACKPOINT SIGHT GAUGE
DRAINS
FLOTATION
ACCESS
PANEL
UNDER DECK
ACCESS PANEL
FUEL SUMP ENVIRONMENTAL
ACCESS RIGHT MAIN GEAR CONTROL UNIT
JACK POINT EXHAUST
ACCESS DOOR
BOTTOM

March 2013
S76 B Sheet 1
OIL COOLER RIGHT MAIN GEARBOX

BLOWER ACCESS DOOR
NO.2 ENGINE
AIR INLET/ ACCESS 2ND-STAGE HYDRAULIC
TAIL ROTOR
BYPASS COWL PANEL MODULE ACCESS DOOR
GEARBOX
FAIRING NO.2 ENGINE FORWARD FAIRING
EXHAUST EJECTOR
INTERIOR CONTROL
TAIL DRIVE CLOSET
SHAFT COVER
BATTERY/RADAR
COMPARTMENT
ACCESS PANEL
INTERMEDIATE
GEARBOX ENVIRONMENTAL NO.2 ENGINE RIGHT
SIGHT GAUGE CONTROL UNIT OIL RESERVOIR GROUNDING
AND SERVICE AIR INTAKE SERVICE DOOR POINT
PANEL RIGHT FUEL
EXTERNAL POWER RIGHT ELECTRONIC
SERVICE POINT
ACCESS DOOR COMPARTMENT
ACCESS PANEL
RIGHT SIDE
FLIGHT CONTROL
SERVICE DOOR UPPER ACCESS
PANELS
NOSE FAIRING
TOP TAIL ROTOR
SERVICE ACCESS
PANEL

March 2013
Aircraft Overview
S76 B Sheet 2
OIL COOLER
BLOWER
ACCESS NO.1 ENGINE
LEFT MAIN GEARBOX AIR INLET/
PANEL
ACCESS DOOR BYPASS COWL VERTICAL
STABILIZER
1ST-STAGE HYDRAULIC NO.1 ENGINE
FAIRING
MODULE ACCESS DOOR EXHAUST EJECTOR
BATTERY/RADAR AFT ENGINE COWL

COMPARTMENT
ACCESS PANEL
TAIL CONE
NOSE GEAR TAIL CONE FAIRING
GROUND LOCKPIN NO.1 ENGINE
ACCESS PANEL
ACCESS OIL RESERVOIR
LEFT SERVICE DOOR
LEFT ELECTRONICS GROUNDING
COMPARTMENT POINT LEFT FUEL
ACCESS PANEL SERVICE POINT
LEFT SIDE
CARGO HOOK TAIL ROTOR

ACCESS LEFT MAIN GEAR GEARBOX
NOSE GEAR JACK POINT SIGHT GAUGE
JACK POINT ACCESS DOOR
FLOTATION
ACCESS PANELS FUEL SUMP RIGHT MAIN GEAR ENVIRONMENTAL
ACCESS JACK POINT CONTROL UNIT
ACCESS DOOR EXHAUST
BOTTOM

March 2013
S76 C/C+/C++ Sheet 1
1ST STAGE TAIL GEAR

HYDRAULIC LEFT MAIN GEAR NO. 1 ENGINE AIR BOX CHIP
MODULE BOX FAIRING INLET COWL DETECTOR
ACCESS DOOR ACCESS PANEL
AFT ENGINE
NOSE GEAR COWL
GROUND
LOCKPIN
ACCESS
VERTICAL
STABILIZER
FAIRING
TAIL CONE
FAIRING
LEFT ELECTRONICS LEFT INTERMEDIATE
COMPARTMENT GROUNDING LEFT FUEL TAIL CONE GEAR BOX
ACCESS PANEL POINT SERVICE POINT ACCESS PANEL INSPECTION PANEL
(IF INSTALLED)
LEFT SIDE
FLOTATION NOSE CARGO LEFT MAIN GEAR TAIL ROTOR GEAR

ACCESS JACKPOINT HOOK JACKPOINT BOX SIGHT GAUGE
PANELS ACCESS ACCESS DOOR
DRAINS
FUEL SUMP RIGHT MAIN GEAR

ACCESS JACKPOINT
ACCESS COVER
(RADIO ANTENNA) ACCESS DOOR
BOTTOM

March 2013
Aircraft Overview
S76 C/C+/C++ Sheet 2
RIGHT MAIN
GEAR BOX
TAIL ROTOR GEAR FAIRING
BOX FAIRING 2ND STAGE HYDRAULIC
SHEAR DECK MODULE ACCESS DOOR
NO. 2 ENGINE AIR
INSPECTION
INLET COWL
PANEL FORWARD
FAIRING
TAIL DRIVE
SHAFT COVERS
INTERIOR
CONTROL
CLOSET
INTERMEDIATE GEAR
BOX SIGHT GAUGE AND AIR CONDITIONING
SERVICE PANEL RIGHT
INTAKE/EXHAUST
RIGHT FUEL ELECTRONICS
SERVICE COMPARTMENT
EXTERNAL POWER ACCESS PANEL
ACCESS DOOR POINT
RIGHT
GROUNDING
POINT
RIGHT SIDE
ENGINE RESERVOIR
FLIGHT CONTROL
OIL FILLER
SERVICE DOOR
NOSE SERVICE DOOR
FAIRING
UPPER TAIL ROTOR

ACCESS SERVICE
PANEL ACCESS
TOP PANEL

March 2013

March 2013
Aircraft Overview
Entrances and Exits
Cockpit and Cabin Doors

Passenger/crew doors consist of the pilot and copilot cockpit doors and two passenger doors or sliding doors,
one on each side of the cabin. Both cockpit doors are automobile-type doors and are opened and closed
if necessary. A window is installed in each door. The pilot and copilot doors also provide entrance and exit
for passengers in the forward row of passenger seats. A sliding door may be installed in place of the right or
left passenger door. The right and left sliding doors open by moving aft along the fuselage on tracks. These
doors also have inside and outside handles. The sliding doors cannot be jettisoned, but the window in each
door can be jettisoned.
Figure 10-8: Cockpit and Cabin Doors

March 2013
CockpFt Doous
A hinged door is installed on each side of the cockpit. The pilot door is on the right side and the copilot door
is on the left side. Both doors open and close like automobile doors; each is hinged at the forward edge and
latched at the rear edge; each has a detent at the half-open and the full-open positions. Both doors have
key locks which allows for locking the doors from outside the helicopter. The doors can also be jettisoned
and are readily removable for maintenance by means of the jettison mechanism. In addition to the pilot and
copilot, the doors provide entrance and exit for passengers in the forward row of seats. Each door has a large
window and has a small, hinged window in the forward part of the large window.
Figure 10-9: Cockpit Doors

March 2013
Aircraft Overview
Operating controls are an inside latch handle, an outside latch handle, an inside jettison release lever, a door
lock or secondary lockpin, and a pull handle. The inside latch handle is installed near the aft edge of the door;
when it is pulled aft it unlocks the latch and, unless the door lock is engaged, allows the door to open. The
outside latch handle is recessed into the door near the aft edge; when it is pulled up it unlocks the latch and,
if the door lock is engaged, disengages the door lock and allows the door to open. The inside jettison release
lever is installed in a recess, near the front edge of the door; it is covered by a readily removable transparent
cover so it will not be moved accidentally.
SECONDARY
LOCKPIN
HINGED
WINDOW
DOOR
LOCK
DOOR
JETTISON LATCH
MECHANISM INSIDE
LATCH HANDLE
Figure 10-10: Cockpit Door

March 2013
the red knob is pulled out and up, a hinge pin is pulled out of each hinge and the latch is unlocked. If the door
is then struck sharply just above the release lever it will jettison. The door lock, or secondary lockpin, is a
backup for the latch, to prevent the door from being opened accidentally from the inside.
Figure 10-11: Door Jettison Handle

The secondary lockpin is in the top of the door near the aft corner of the window; it is engaged and locks
the door by pushing down a door lock knob in the window sill above the inside latch handle. The lockpin is
disengaged by pulling the knob up or by pulling up the outside latch handle; the inside latch handle cannot
disengage the lockpin.
UNLOCKED LOCKED ALTERNATE STYLE
Figure 10-12: Cockpit Lockpins

March 2013
Aircraft Overview
The lower end of the lockpin is visible from inside the cockpit. The lockpin is red except for the bottom
lockpin is not fully engaged; when about 9/16 inch of red shows, the lockpin is completely disengaged.
WEDGE AND
RETENTION PLATE
Figure 10-13: Wedge and Retention Plate
The pull handle is on the inside of the door just below the window. It is used to pull the door closed. A
bullet-shaped weld assembly on the forward edge of each door engages a retention plate in the door jam
when the door is closed.
Both the doors have an air inlet that can be manually opened by the crew to provide additional ventilation.
There is a data pouch just aft of the diffuser.
VENT AND CONTROL (INSIDE)
VENT INLET (OUTSIDE)
Figure 10-14: Cockpit Door Vents

March 2013
CabFn Doous
A hinged door is installed on each side of the cabin. Both doors open and shut like regular automobile
doors. Each door is hinged at the forward edge and latched at the rear edge. Each door has a detent at the
half-open and the full-open positions. Both the doors have key locks which allows for locking the doors
from outside the helicopter. The doors can also be jettisoned and are readily removable for maintenance by
means of the jettison mechanism. The doors provide entrance and exit for passengers in the center and aft
rows of seats. Each door has a large window. Both the doors are the same.
Figure 10-15: Hinged Cabin Doors
Another available optional cabin door is a hinged door that opens at an angle of 135° to provide unobstructed
access through the cabin opening. These doors have safety lockpins and can be jettisoned just like the
standard hinged doors.
Figure 10-16: 135º Hinged Cabin Doors

March 2013
Aircraft Overview
Operating controls are two inside latch handles, an outside latch handle, an inside jettison release lever, a
door lock or secondary lockpin, and a pull handle. The inside latch handles are installed near the forward
and aft edges of the door. When either handle is pulled aft it unlocks the latch and, unless the door lock is
engaged, allows the door to open. The outside latch handle is recessed into the door near the aft edge; when
it is pulled up it unlocks the latch and, if the door lock is engaged, disengages the door lock and allows the
door to open.
SECONDARY
LOCKPIN
DOOR
LOCK
WINDOW
JETTISON
INTERCONNECTED
LATCH HANDLES
DOOR
JETTISON LATCH
VENT CONTROL
VENT
DIFFUSERS
Figure 10-17: Cabin Door

March 2013
The inside jettison release lever is installed in a recess, near the front edge of the door; it is covered by a
removable transparent cover, so that it will not be moved accidentally. To jettison the door, the door lock knob
hinge is pulled out of each hinge and the latch is unlocked. If the door is then struck sharply just above the
release lever it will jettison.
Figure 10-18: Door Jettison Handle
The door lock, or secondary lockpin, is a backup for the latch, to prevent the door from being opened
accidentally from the inside. The lockpin is in the top of the door near the aft corner of the window; it is
engaged and locks the door by pushing down a door lock knob in the window sill above the aft inside latch
handle. The lockpin is disengaged by pulling the knob up or by pulling up the outside latch handle; the inside
latch handle cannot disengage the lockpin. The lower end of the lockpin is visible from inside the cabin. The
will show; if any red shows, the lockpin is not fully engaged; when about 9/16 inch of red shows, the lockpin
is completely disengaged.
SECONDARY LOCKPIN ALTERNATE STYLE
Figure 10-19: Cabin Lockpins

March 2013
Aircraft Overview
The pull handle is on the inside of the door below the window; it is used to pull the door closed. A
bullet-shaped weld assembly on the forward edge of each door engages a retention plate in the door jam
when the door is closed.
Figure 10-20: Cabin Door Vents
Both the doors have an adjustable vent or an internal heater duct with two diffusers near the bottom of the
door.

March 2013
door lock system consists of two door lock actuators, one in each hinged cabin door. There is another CABIN
The electric door locks can be manually overridden at each door by pushing down the door lock knob to lock
the door or by pulling up the knob to unlock the door. The system receives 28 VDC electrical power from the
LOWER CIRCUIT
BREAKER PANEL
CABIN DOOR
LOCK
UNLOCK
BOARDING STEP
XTND
LH RH
RET
XTND
AUTO
RET
DOOR WARNING/
DOOR LOCK SUPPRESSOR STEP CONTROL
ACTUATOR PANEL
DETAIL B DETAIL A
Figure 10-21: Electrical Door Lock System

March 2013
Aircraft Overview
A sliding door may be installed in place of the passenger doors, on each side of the cabin. The sliding door
installation consists of a sliding door with jettisonable escape hatch window, door handles/latching assembly,
upper and lower tracks, upper door fairing, roller support assembly, door hold-open retainer, dagger and
support, forward and aft fairings, door seals, and a door-open microswitch.
Figure 10-22:

March 2013
The door opens by unlatching and sliding the door aft on the upper and lower tracks. A roller and support
assembly is installed on the outside fuselage structure at the aft end of the door. The rollers travel inside
a channel on the inside of the door and act as a guide for the door when the door is opened and closed.
the door. The door handle/latching assembly is secured to the door with screws and washers and may be
removed from the sliding door as an assembly.
OUTSIDE DOOR HANDLE INSIDE DOOR HANDLE
Figure 10-23: Sliding Door Handles
A dagger and dagger support are also installed on the fuselage outside structure, aft of and in alignment
with the roller and support assembly. The dagger engages the same channel as the rollers when the door is
moved aft. When the door is fully opened, the dagger prevents any further rearward travel of the door as well
as support for the door.
ROLLER
CHANNEL
DAGGER ASSEMBLY
Figure 10-24: Dagger

March 2013
Aircraft Overview
A door hold-open retainer is installed on the fuselage above the roller and support assembly. A spring-loaded
latch on the inside of the door handle/latching assembly engages the door hold-open retainer, locking the
door in the full open position. Disengagement of the latch from the door hold-open retainer is done by
pushing a button on the forward edge of the door. A bumper is installed on the aft edge of the sliding door
fairing. The bumper protects the baggage door when the sliding door is pushed open and the baggage door
is also in the open position. The sliding door cannot be jettisoned, but is removable for maintenance. An
electrical microswitch is installed in the fuselage forward door frame. The microswitch provides an indication
to the cockpit when the door is unlatched and in the open position.
DOOR LATCH
RELEASE BUTTON
Figure 10-25: Door Latch Release Button

March 2013
handle on the outside of the window with a decal that reads: WINDOW JETTISON PUSH BUTTON TURN
HANDLE UP. On the inside of the window a red colored handle is provided for jettison. A decal next to this
handle reads: WINDOW JETTISON PULL RED HANDLE PUSH HATCH OUT. An electrical microswitch is
installed in the fuselage forward door frame.
OUTSIDE WINDOW JETTISON INSIDE WINDOW JETTISON

HANDLE HANDLE
Figure 10-26: Window Jettison Handle

March 2013
Aircraft Overview
Crew and Passenger Exits
PILOT'S DOOR PASSENGER DOOR
COPILOT'S DOOR PASSENGER DOOR
12-PLACE UTILITY CONFIGURATION
PILOT'S DOOR PASSENGER DOOR
COPILOT'S DOOR PASSENGER DOOR
6-PLACE VIP CONFIGURATION

March 2013
Door Decals
HINGED PASSENGER DOOR (RIGHT)

FWD (PILOT’S DOORS SIMILAR)
DOOR LOCKPIN
PUSH
DOOR JETTISON HERE
LIFT DOOR LOCKPIN
PULL COVER DOOR LATCH
LIFT UP HANDLE
EXIT
LIFT DOOR LOCKPIN
PULL COVER PULL HANDLE
SLIDING PASSENGER DOOR (RIGHT)

FWD
(VIEW LOOKING OUTBOARD)
DO NOT OPEN
DOOR IN FLIGHT WINDOW JETTISON
PULL COVER
DO NOT JETTISON PULL HANDLE
WINDOW IN FLIGHT PUSH WINDOW HERE
DOORLOCK PULL COVER

PULL HANDLE
EXIT
3
UNLOCK LOCK
PUSH 1
CLOSE
OPEN

March 2013
Aircraft Overview
Decals provide instructions for normal operation, or jettisoning of hinged and sliding doors.
During Emergency Egress, if the hinged doors do not operate normally, then the following jettison procedure
should be used.
HFnird Doou JrttFson Puocrdgur

1. Lift the door lock pin.
2. Remove the jettison handle plastic cover.
3. Pull the jettison handle up.
4. Sharply strike the door, just aft of the JETTISON HANDLE.
sliding door does not open normally, then the following window jettison procedure should be used.
WFndow JrttFson Puocrdgur
NTT:
1. Remove the plastic cover that is over the jettison handle.

2. Pull the window jettison handle.
3. Push the window OUT.

March 2013

March 2013
Aircraft Overview
Passenger Cabin
The passenger cabin is in the center of the helicopter between the cockpit and the baggage compartment.
Figure 9-27: VIP Seating
Figure 9-28: 12 Seat Utility Figure 9-29: Litter

March 2013
the left and right panels for transportation of cargo.
Figure 9-30: EMS
Figure 9-31: SAR

March 2013
Aircraft Overview
Baggage Compartment
compartment is a section of the top of the integral fuel tanks. Fuel tank components can be accessed
has doors on both sides of the helicopter and has a rated maximum capacity of 600 lbs. Electrical
compartment access is through a panel in the rear bulkhead of the baggage compartment.
A tubular, pull-down step in the forward end of each side of the baggage compartment is used to reach the
upper deck of the helicopter. When not in use, a spring clip holds the step in the UP position.
Figure 9-32: Baggage Compartment
Figure 9-33: Tubular, Pull-down Step in the Forward End

March 2013

March 2013
Aircraft Overview
Ground Handling
Towing
CAAUTOO
Do not release the parking brake until the tow bar is secured between the helicopter and the towing vehicle.
CAAUTOO
to prevent possible damage to the door.
CAAUTOO
To prevent damage to equipment and/or the helicopter, engine(s) must not be operating when
towing vehicle is attached.
The helicopter is towed from the nose gear using an approved tow bar. The procedure to safely and securely
tow a helicopter is as follows:
1. Before towing the aircraft, make sure that all three landing gear safety pins are installed and remove all
tie downs and chocks.
2. Make sure that the cockpit and passenger doors are closed and the static ground wire is disconnected.
3. The engines should not be running.
4.
5. Station crew members should be around the helicopter to prevent damage of the main rotor blades and
6. The towing speed should be slow.

7. Avoid any sudden starts, stops, or short radius turns. Do not exceed 90º off centerline or 45º if nose strut
NOSE GEAR
FORK
90°
TOW BAR
90°
TOW BAR
ATTACHING
0°
POINT
Figure 9-34: Helicopter Towing

March 2013
Landing Gear Safety Pins
JURY
BRACE
SAFETY
LOCKPIN
D
FW
DRAG BRACE
ACTUATOR
D
FW
SAFETY
LOCKPIN

March 2013
Aircraft Overview
Parking and Mooring

PaukFni
factors are proximity to other aircraft and buildings and the gross weight of the helicopter. Take into account
any local conditions; these may override other factors when determining a course of action.
Short-term Parking
more than one rotor span from other aircraft. Apply the rotor brake, set the parking brake, and place chocks
fore and aft at each main landing gear.
Overnight Parking
covers. Install the rotor blade tiedowns and connect a ground wire.
procedures are found in the aircraft maintenance manual.

March 2013
Protective Covers S76 A/A+/A++/C/C+/C++
ENGINE EJECTOR
EXHAUST PLUGS
UP UP
INTERMEDIATE
GEARBOX
INLET SHIELD
ENGINE COMPARTMENT
COOLING INLET
(ONE EACH SIDE)
PITOT TUBE
COVERS
MAIN WHEEL CHOCKS
ENGINE INTAKE SHIELD

(ONE EACH SIDE)

March 2013
Aircraft Overview
Protective Covers S76 B
INTERMEDIATE
GEARBOX
INLET SHIELDS
OIL COOLER
EXHAUST PLUGS
DC GENERATOR
EXHAUST PLUG
(ONE EACH SIDE)
ENGINE INTAKE SHIELD

(ONE EACH SIDE)
ENGINE EXHAUST SHIELD

(ONE EACH SIDE)
PITOT TUBE
COVERS
AC GENERATOR
INTAKE PLUG
ENGINE COMPARTMENT
COOLING INLET SHIELD
(ONE EACH SIDE)
MAIN WHEEL
CHOCKS

March 2013
MoouFni
CAAUTOO
CAAUTOO
is out of service for an extended period. Tiedown rings are at the main and nose landing gears. If the expected
the proper mooring maintenance procedures.

March 2013
Aircraft Overview
Mooring of Helicopter
A
POSITION BLADES
AT AN APPROXIMATE
45° ANGLE TO CENTERLINE
INSTALL CLAMP OF THE HELICOPTER
14 ± 0.50 INCHES
INBOARD OF TIP CAP
(OUTBOARD EDGE)
HAND TIGHT
ONLY
BLADE CLAMP ASSEMBLY

DETAIL A

March 2013
Mooring of Helicopter
CAUTION:
AT NO TIME SHOULD DEFLECTION
OF BLADE TIPS BE MORE THAN
16 TO 18 INCHES FROM STATIC
POSITION.
A
B
BLADE HELICOPTER GROUND CAUTION:
TIEDOWN TIEDOWN LINE WHEN WORKING INSIDE
TAIL CONE, SUPPORT
TAIL WITH A SUITABLE
CRADLE AT STA. 456P.
NOSE LANDING GEAR

STRUT TIEDOWN RING
MAIN LANDING GEAR
STRUT TIEDOWN RING
DETAIL A DETAIL B

March 2013
Aircraft Overview
Danger Areas
Rotor Danger Areas

Ensure personnel remain as far as possible from turning rotors. Do not approach the helicopter during the starting
or stopping operation of the rotors because the rotor disc has a potentially wide range of motion. If you are
approaching a helicopter while the rotors are turning, then make sure that the pilot is aware of your intention and
has approved your approach to the helicopter. Approach only from either side of the helicopter.
Radar Danger Areas

The heating and radiation effects of weather radar can be hazardous to organic tissue in humans and animals.
Personnel should remain at a minimum distance of 28 ft radius from the radiating antenna.

March 2013
Engine Inlet and Exhaust Danger Areas

March 2013
Aircraft Overview
Immediate “Rotor Turning” Danger Areas
PAX AND CREW

ENTRANCE / EXIT
CORRIDOR
NOTE: ALWAYS REMAIN AS FAR AWAY AS POSSIBLE FROM TURNING ROTORS

March 2013
Radar Danger Areas
28 FT
27
0°

March 2013
11
Avionics
Contents
Avionics
Flight Environment Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Attitude and Direction Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Pitot-Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Flight Instrument Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
Airspeed Indicator ......................................................................................................................... 11-5
Barometric Altimeter ..................................................................................................................... 11-5
Vertical Speed Indicator ................................................................................................................ 11-6
Free Air Thermometer ................................................................................................................. 11-6
Standby Compass ....................................................................................................................... 11-7
Aircraft with 5X6 EFIS................................................................................................................... 11-8
Air Data Computer (ADC) System ................................................................................................ 11-9
Attitude and Directional Control .................................................................................................. 11-12
Compass System (Non-AHRS installation) ................................................................................ 11-13
Directional Gyros ........................................................................................................................ 11-14
Radio Magnetic Indicator (RMI) (Non-AHRS installation) ........................................................... 11-16
Attitude Indicator (Non-AHRS Installation) ................................................................................. 11-17
Horizontal Situation Indicator (HSI) ............................................................................................ 11-18
Automatic Heading Reference System (AHRS) ......................................................................... 11-19
Operating Limitations .................................................................................................................. 11-23
Operating Instructions................................................................................................................. 11-24
EDZ-756 Integrated Electronic Flight Instrument System (EFIS) ............................................... 11-25
Figur: Electronic Flight Instrument System (EFIS) ..............................................................11-26
DC-811 Display Controller .......................................................................................................... 11-29
RI-206S Remote Instrument Controller ...................................................................................... 11-31
Electronic Attitude Display Indicator (EADI) ............................................................................... 11-34
Part Time EADI Displays ............................................................................................................ 11-35
Declutter Display......................................................................................................................... 11-39
Electronic Horizontal Situation Indicator (EHSI) ......................................................................... 11-42
Vertical Speed (VS) Display ....................................................................................................... 11-45
Preview Mode ............................................................................................................................. 11-46
EHSI Arc Displays ...................................................................................................................... 11-47
EHSI Map Displays ..................................................................................................................... 11-50

March 2013
Long Range Navigation (LRN) Map for The EHSI ...................................................................... 11-51
EHSI Caution and Failure Annunciations ................................................................................... 11-52
Composite Display ...................................................................................................................... 11-53
Standby Attitude Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-54
Battery Test ................................................................................................................................. 11-55
Integrated Radio System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-55
Description .................................................................................................................................. 11-55
Components ............................................................................................................................... 11-55
Figur: Integrated Radio System ..........................................................................................11-57
Controls and Indications ............................................................................................................. 11-59
Baker Cockpit/Cabin Audio System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-79
System Description ..................................................................................................................... 11-79
Operation .................................................................................................................................... 11-82
Emergency Procedures .............................................................................................................. 11-85
Enhanced Ground Proximity Warning System (EGPWS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-85
General Description .................................................................................................................... 11-85
Controls and Indicators ............................................................................................................... 11-87
System Operation ....................................................................................................................... 11-87
Terrain Database Modes of Operation ........................................................................................ 11-88
Terrain Failure/Non Database Modes ......................................................................................... 11-89
Failure Annunciations ................................................................................................................. 11-94
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-94
Weather Radar System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-96
System Operation ..................................................................................................................... 11-102
Collins RTU-4200 11-103
Collins CTL-22 11-105
GMX-200 MFD 11-107
Emergency and Abnormal Procedures
CRT Fan Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-111
Red X and SG Fail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-111
Loss of Primary NAV/ATT Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-111
EFIS or Radio Master Fail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-112
Compass Disagreement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11-112

March 2013
Avionics
Avionics
Flight Environment Data
includes Air Data Computers (ADCs).
Attitude and Direction Control
horizon.

March 2013
Pitot-Static System
PILOT
PITOT-STATIC
TUBE
P S1 S2
BALANCE
CHAMBER
TAIL CONE
(RIGHT SIDE)
PILOT AIRSPEED
INDICATOR PILOT
STATIC PORT
S3 COPILOT
PILOT VERTICAL STATIC PORT
LEGEND VELOCITY INDICATOR
STATIC S4
PITOT PILOT BAROMETRIC

AIRSPEED ALTIMETER
TRANSDUCER (NOTE 1)
NOTE
COPILOT BAROMETRIC S4
1 HELICOPTER WITH PBA SYSTEM #1 AIRSPEED ALTIMETER
INSTALLED. SWITCH
S3 COPILOT
STATIC PORT
COPILOT VERTICAL
#2 AIRSPEED
VELOCITY INDICATOR
SWITCH
PILOT
STATIC PORT
COPILOT AIRSPEED TAIL CONE

INDICATOR (LEFT SIDE)
P S1 S2
COPILOT LEFT ELECTRONICS COMPARTMENT INSTRUMENT PANEL
PITOT-STATIC
TUBE
Figure 11-1:

March 2013
Avionics
Flight Instrument Systems

AFusprrd IndFcatou
Figure 11-2: Airspeed Indicator
BauomrtuFc AltFmrtru
Figure 11-3:

March 2013
VrutFcal Sprrd IndFcatou
Figure 11-4: Vertical Speed Indicator
urr AFu Thrumomrtru
Figure 11-5: Free Air Thermometer

March 2013
Avionics
Standby Compass
Description and Operation
structure.
Figure 11-6:

March 2013
AFucuaft wFth 5X6 EIS
TUBE TUBE
(COPILOT) (PILOT)
S1 S1
S2 S2
P P
PITOT PITOT
DRAIN DRAIN
(COPILOT) (PILOT)
AIR P2 P1 AIR
DATA DATA
COMPUTER S2 S1 COMPUTER
STATIC STATIC
EXP ADAPTER ADAPTER EXP
CHAMBER CHAMBER
(COPILOT) (PILOT)
AIRSPEED
INDICATOR
BAROMETRIC
ALTIMETER
PITOT
IIDS DRAIN
COMPUTER (CAPPED)
S4 S3
AFT STATIC AFT STATIC
DRAIN DRAIN
(COPILOT) (PILOT)
CPLT PLT
S3 S3
FWD PORTS FWD PORTS

(LH TAILCONE) (RH TAILCONE)
LEGEND
CPLT PLT
PITOT LINES
S4 S4
STATIC LINES (FWD)
STATIC LINES (AFT) AFT PORTS
Figure 11-7:

March 2013
Avionics
AFu Data Compgtru (ADC) Systrm

The Air Data Computer (ADC) system is a modular microprocessor-controlled system that computes the
Pressure altitude
Altitude rate
Computed airspeed
Indicated airspeed
True airspeed
Static air temperature

March 2013
Figure 11-8: Air Data Computer (ADC)
Pilot’s and copilot air computers located in the nose section.
panel.

March 2013
Avionics
Figure 11-9: Air Data Computer (ADC) Controls
signals to the air data computers and accept the high (excitation) input.
annunciation on the EFIS.

March 2013
a. Digital Automatic Flight Control System (DAFCS):
b. Electronic Flight Instrument System (EFIS):
c. ADC Accessory Unit:
d.
AttFtgdr and DFurctFonal Contuol
horizon.

March 2013
Avionics
Compass Systrm (Non-AHRS FnstallatFon)
and pilot and copilot Radio Magnetic Indicator (RMI).
the dual remote compensator.
FLUX 11-10:
Figure VALVE AND REMOTE COMPENSATOR
in the helicopter.

March 2013
DFurctFonal Gyuos
panel annunciator.
Figure 11-11:

March 2013
Avionics
than the compass transmitter signal.
Figure 11-12: Annunciator Needle

March 2013
RadFo MainrtFc IndFcatou (RMI) (Non-AHRS FnstallatFon)
reappears.
Figure 11-13: Radio Magnetic Indicator (RMI)

March 2013
Avionics
AttFtgdr IndFcatou (Non-AHRS InstallatFon)
Figure 11-14:

March 2013
Figure 11-15:
HouFzontal SFtgatFon IndFcatou (HSI)
Figure 11-16:

March 2013
Avionics
AgtomatFc HradFni Rrfrurncr Systrm (AHRS)
mounting tray.
#1 AHRU #2 AHRU
Figure 11-17:

March 2013
March 2013
Avionics
Operation
COMPASS CONTROL
FREE FREE
MAN SYN MAN SYN
+ +
SLAVE SLAVE
NO.1 NO.2
Figure 11-18: Compass Control Panel
Alignment on the ground

Alignment in the air
Normal mode

March 2013
Alignment on the Ground
NNTE:
NNTE:
Alignment in the Air

March 2013
Avionics
Normal Mode
Slaved Mode
DG Mode
the EADI.
NpruatFni LFmFtatFons
Angular Rates
Compass Splits

March 2013
Latitude Limits for Magnetic Heading
NpruatFni InstugctFons
Alignment on Ground
NNTE:
heading alignment.
NNTE:
Alignment in Air
NNTE:
heading alignment.
NNTE:

March 2013
Avionics
EDZ-756 Intriuatrd ElrctuonFc lFiht Instugmrnt Systrm (EIS)
RI-206S Remote Instrument Controller
NNTE:
modes that are engaged.

March 2013
Electronic Flight Instrument System (EFIS)
Honeywell
1300
140
20 4
130 3
10
120 1200
10 1
110
1000
20 1
100
DH200 200
Honeywell
FULL MAP GSPD ATT HDG

NAV LNAV
ARC RNG TTG REV REV
LNAV LNAV
ADF TEST ADF
VOR1 VOR2
OFF OFF
OFF OFF
BRG ADI DH HSI WX BRG
DIM TST DIM DIM
FD COMP
IIDS SG AHRS ADC
E.T. CMD MON
REV REV TEST REV
BARS RESET

March 2013
Avionics
Figure 11-19:
Honeywell
NAV LNAV
ARC RNG TTG REV REV
LNAV LNAV
ADF TEST ADF
VOR1 VOR2
OFF OFF
OFF OFF
DIM TST DIM DIM
Figure 11-20: Display Controller (DC)

March 2013
Figure 11-21:
operation.
Figure 11-22: Remote Instrument Controller (RIC)

March 2013
Avionics
DC-811 DFsplay Contuollru
Honeywell
NAV LNAV
ARC RNG TTG REV REV
LNAV LNAV
ADF TEST ADF
VOR1 VOR2
OFF OFF
OFF OFF
DIM TST DIM DIM
Figure 11-23:
Button Function
FULL/MAP:
mode displays a 360°
°
°
MAP RNG (Map Range):
GSPD/TTG (Groundspeed/Time-to-Go):
ATT REV, HDG REV (Attitude and Heading Reversion):

NNTE:

March 2013
NAV (Navigation):
LNAV or FMS:
OFF OFF
VOR 1 VOR 2
ADF 1 ADF 2
NNTE:
DF
ADF
EADI (Electronic Attitude Director Indicator) DIM Knob (Outer Concentric):
DH (Decision Height) Knob (Inner Concentric):
TEST Button (Inner Concentric):
EHSI (Electronic Horizontal Situation Indicator) DIM Knob (Outer Concentric):
selects the composite mode on the EADI.

March 2013
Avionics
WX (Weather Radar) DIM Knob (Inner Concentric):
–
–
–
–
RI-206S Rrmotr Instugmrnt Contuollru
Figure 11-24: RI-206 Remote Instrument Controller
Knob Function
Course:
Heading:
PULL DIR (Pull Direct):
NNTE:

March 2013
PULL SYNC (Synchronization):
Remote Switches and Controls:
manual.
Air Speed Bugs Knob:
Figure 11-25:
Indicated Airspeed (IAS) SELECT Switch:
IAS Speed Bug Display:
Speed Bug Set Range

March 2013
Avionics
BARO (Barometer) Set Knob:
Figure 11-26:
SG REV (Symbol Generator Reversionary) Switch:
Figure 11-27:
NNTE:
NNTE:
ET (Elapse Time) Switch:

March 2013
FD CMD (Flight Director Command) Bars Switch:
COMP MON (Comparison Monitor) RESET Switch:
ADC REV (Air Data Computer Reversionary) Button:
ElrctuonFc AttFtgdr DFsplay IndFcatou (EADI)
ROLL PITCH
SCALE SCALE
FLIGHT DIRECTOR MODE ROLL

ANNUNCIATIONS POINTER LOC DCL MM
1300
140 GS 20
4
AIRSPEED ALTITUDE
DISPLAY DISPLAY
120 10
ADI 3
DISPLAY
100 1200
1
80 10 ATTITUDE
1000 SPHERE
2
60 20
DH200 200
AIRCRAFT
SYMBOL
INCLINOMETER
Figure 11-28: Electronic Attitude Display Indicator (EADI)
Full-Time EADI Displays Function

Attitude Sphere
attitude.
Pitch Scale
attitude sphere.
Roll Scale
Aircraft Symbol
Inclinometer

March 2013
Avionics
Paut TFmr EADI DFsplays
SAR MODES ROLL ROLL PITCH

(GREEN) ARM CAPTURE CAPTURE
(OPTIONAL) (WHITE) (GREEN) (GREEN)
MOT LNV LOC LNV LOC IAS DCL
CLMB AZ BC BC AZ VS ALTP
APR1 VAP NAV HDG VAP GS GP
APR2 NAV ALT VHLD
Honeywell
PITCH
ARM
N° GS (WHITE)
LOC HDG IAS
MOT DCL ALTP
120 ALT ALTP
20 GS
COLLECTIVE GP
4
CAPTURE DCL
100 10
(GREEN) 3
GA
GS 87 4160 VERTICAL
RA DEVIATION
GP 1 SCALE
10
VS 60
ALT 4000 GLIDESLOPE/
ALTP 20
9 GLIDEPATH
40 DEVIATION
140
1130
DH100
LRN
VERTICAL
DEVIATION
EXPANDED
LOCALIZER
Figure 11-29: Part Time EADI Displays
NNTE:
that are not are noted as such.
Air Data or Attitude Source Annunciation
Radio Altitude

March 2013
Decision Height (DH):
Glideslope (GS), Vertical Navigation (VNAV), or Glidepath (GP) Deviation:
NNTE:
Expanded Localizer:
NNTE:
Rate-of-Turn (ROT):
Flight Director (FD) Modes (Option):
Flight Director Command Cues (Option): FD steering commands are presented using cross pointers or a
NNTE: T

March 2013
Avionics
Collective Cue and Scale (Option):
Maximum Operation Velocity Indicator: MO
Air Data Computer (DADC).
70 LOC IAS BUG SYMBOL

VMO MOT AND READOUT
120 ALT
AIRSPEED
SCALE IAS DIGITAL
READOUT
100
CYAN IAS
BUG 87
80 IAS REFERENCE
LINE
AMBER IAS
BUG (NOT
SETTABLE) 60
AIRSPEED
TREND
DH 100 VECTOR
WHITE IAS
BUG
Figure 11-30: Maximum Operation Velocity Indicator
VNE Range (CAA only): The VNE MO

area. VNE
NE
to VMO NE MO
IAS Scale and Digital Readout:
MO
indicator.
NNTE:
region.
Airspeed Trend Vector:

March 2013
Barometric Altitude Scale and Digital Readout: The altitude scale and digital readout are displayed
DIGITAL GS ALTITUDE
ALTITUDE DCL TREND
READOUT ALTP 4 VECTOR
3
ALTITUDE
2 REFERENCE
BELOW 41 60 LINE
10,000 FEET 1
INDICATOR
4000
BARO SET
GROUND mb
AWARENESS 9 in-HG
CUE 1130
Figure 11-31: Altitude Scale
(Barometric) Set Display:
NNTE:
NNTE:
NNTE:

March 2013
Avionics
Ground Awareness Indicator:
Altitude Trend Vector:
Drclgttru DFsplay
Attitude sphere
MO
Flight director (option) cue and mode annunciation
Honeywell Honeywell
EADI ILS APPROACH DISPLAY EADI DECLUTTER DISPLAY
Figure 11-32: Declutter Display

March 2013
Common Attitude Source:
NNTE:
and the Air Data or Attitude Source Annunciation in the Part-Time EADI Displays description.
COMPARISION
MONITOR ANNUN
Honeywell
96 MM ATT REV ANNUN
120 4
20
3 SG REV ANNUN
ATT1
100 10 SG1
2
87 4160
1
10
4000
60
20
9
DH 100 1130
Figure 11-33: Common Attitude Source
Common Symbol Generator (SG):
Decision Height (DH):
Comparison Monitor:
annunciates the miscompare condition.

March 2013
Avionics
Attitude Failure:
TEST ATTITUDE
ANNUNCIATOR FAIL
FD
FLIGHT ALTITUDE
DIRECTOR TEST FAIL
FAIL ATT
I G A
A S L
S T
IAS
FAIL
LOC RA
GS (GP)
FAIL
LOC (AZ) RADIO ALTITUDE

FAIL FAIL
Figure 11-34: Attitude Display
Glideslope (GS), Expanded Localizer (EX LOC) and Rate-of-Turn (ROT) Failures:
Indicated Airspeed (IAS) and Altimeter Failure:
Radio Altitude:
RA annunciation.
Symbol Generator (SG) Failure Annunciation:
Flight Director (FD) Failure (if installed):

March 2013
ElrctuonFc HouFzontal SFtgatFon IndFcatou (EHSI)
Electronic Horizontal Situation Indicator (EHSI) Display:
Vertical Speed (VS) Display:
Honeywell
Honeywell
DME +IO
30.0 353
N
VOR2 33 3 3
2
1
30
VERTICAL
6
HSI
SPEED
E
160
DISPLAY
DISPLAY 2
24
12
1
2
15
21
V S
3
CRS GSPD
000 9 130
Figure 11-35:
Course Select
Distance
Comparator Monitor Annunciations

Vertical Speed
Flight Management System (FMS) Message Annunciator

March 2013
Avionics
Partial Compass Display Summary
Full Compass Displays
Aircraft Symbol:
course and heading or actual heading.
Compass Card:
Compass Synchronization (SYNC):
Heading Select Bug and Heading:
Course Deviation Indicator, Course Select Pointer, and Course Select Readout:
Distance Display:
Navigation Source Annunciators:
TO/FROM Arrow:
Heading Source Annunciation:
Wind Display:
NNTE:

March 2013
Bearing Pointer Source Annunciations:
Time-To-Go (TTG), Groundspeed (GSPD) and Elapsed Time (ET):
FUNCTION SOURCE
Selected NAV source
ET
NNTE:
Drift Angle Bug:
Desired Track (DTK):
Weather Radar (WX) Annunciations:
NNTE:
LRN Message Annunciators:
Pointer (if available):
First

March 2013
Avionics
Second
NNTE:
NNTE:
VrutFcal Sprrd (VS) DFsplay
000
33
22
VERTICAL
11 SPEED
POINTER
240
CURRENT
11 VALUE
22
3
3
ET
7 15:34
Figure 11-36: Vertical Speed (VS) Display

March 2013
PurvFrw Modr
data prior to its use.
Honeywell Honeywell
EHSI IN CRUISE MODE EHSI IN APPROACH MODE
Honeywell
EHSI IN PREVIEW MODE

Figure 11-37:

March 2013
Avionics
EHSI Auc DFsplays
Range Rings:
Course/Heading Select Out-of- View:
ring.
TO/FROM:
Honeywell
DME +IO
000
N 3
33 3
2
1
30
6
W
000
2
24
12
1
2
15
21
S
3
CRS GSPD
000
Figure 11-38:

March 2013
Weather Radar (WX) (Option):
FUNCTION WX GMAP
Cyan
Red Magenta
Magenta
REACT Cyan
Dead Zone Red
NNTE:
range.
SELECTED RANGE (NM) TARGET DEPTH (NM) TARGET RANGE (NM)

5 2 5-155
10 2 10-160
25 25-150
50 50-150
100 6 100-175
200 6 200-250
300

March 2013
Avionics
NNTE:
TX:
WAIT:
STBY:
transmitting.
TEST:
WX:
GMP1, GMP2, CR1 or CR2:
WX/R:
WX/T:
R/T:
FSBY:
ROC:
FAIL:
occurs during radar TEST mode.
GCR:
ERR!:
BEACON:
TILT:
Lightning:

March 2013
EHSI Map DFsplays
ARC Map:
NNTE:
Short Range Navigation (SRN) Map for the EHSI:
Honeywell
Figure 11-39:
NNTE:

March 2013
Avionics
Loni Ranir NavFiatFon (LRN) Map fou Thr EHSI
Honeywell
Figure 11-40:

March 2013
EHSI CagtFon and aFlgur AnngncFatFons
Caution Annunciations (Amber)
Heading Source Annunciators:
DME Hold:
DME readout.
Cautions Due to Failures of DME, GSPD, or TTG:
Target Alerts:
Wind Vector:
Failure Annunciations (Red)

Heading Failure:
Preview Deviation Failure (if available):
Vertical Speed (VS) Failure:
Navigation (NAV) Source Failure:
Honeywell Honeywell
Figure 11-41:

March 2013
Avionics
ComposFtr DFsplay
Airspeed Tape:
TO/FR (To/From) Indicator:
CRS/DTK (Course/Desired Track) Pointer:
CRS/DTK (Course/Desired Track):
Heading Select Bug:
NAV (Navigation) Source Annunciators:
Lateral Deviation:
Honeywell Honeywell
COMPOSITE DISPLAY DURING CRUISE COMPOSITE DISPLAY DURING APPROACH
Figure 11-42: Composite Display

March 2013
Heading Tape:
BARO (Barometric) Set Readout:
Heading Select Readout:

point.
Altitude Scale:
Vertical Speed (VS):
Standby Attitude Indicator
Figure 11-43:

March 2013
Avionics
Battruy Trst
Integrated Radio System

DrscuFptFon
Communication
DME
Transponder
ADF
Audio control
Componrnts
Integrated Navigation Unit
scanning DME module.

March 2013
Integrated Communication (COM) Unit

March 2013
Avionics
Integrated Radio System
TO ANCILLARY EQUIPMENT TO ANCILLARY EQUIPMENT
(AUTOPILOT/FMS) (AUTOPILOT/FMS)
(EFIS SYMBOL GENERATOR) (EFIS SYMBOL GENERATOR)
RADIO RADIO
MANAGEMENT MANAGEMENT
UNIT UNIT
COM 1 NAV 1 COM 1 NAV 1
137.37 113.5O 137.37 113.5O
118.OO 111.OO 118.OO 111.OO
TEMP - 9 TEMP - TEMP - 9 TEMP -
ATC ADF 1 ATC ADF 1
12O 346.O 12O 346.O
1 ON + AD 1 ON + AD
AUDIO CONTROL AUDIO CONTROL
PANEL NO. 1 PANEL NO. 2
MICROPHONE EMER MICROPHONE EMER
TUNE TUNE
SQ DIM 1/2 STO SQ DIM 1/2 STO
COM1 COM2 PAGE FOOT COM1 COM2 PAGE FOOT
ID PGE TST DME EMERG AUDIOS NAV1 NAV2 ADF1 ADF2
NAV/ADF
BOTH DME
ICS MIC PA SYSTEM EMERG AUDIOS NAV1 NAV2 ADF1 ADF2

NAV/ADF
BOTH DME
ICS MIC PA SYSTEM ID PGE TST DME

V V
I O I O
D I D I
CVR CVR
C C
WARNINGS WARNINGS
E E
ICS MUTE MKR ICS MUTE MKR
LO HI LO HI LO HI LO HI
SENS SENS SENS SENS SENS SENS SENS SENS
ADF1 ADF1 PRVT HEADPHONE ADF1 ADF1 PRVT HEADPHONE
DME MIC AUDIOS MIC AUDIOS DME
INDICATOR INDICATOR
NAV 2 NAV 2
177.5 NM 15 MIN 177.5 NM 15 MIN
CH SEL
NO. 1 DIGITAL AUDIO BUS CH SEL
DME HONEYWELL DME HONEYWELL
NO. 2 DIGITAL AUDIO BUS
RADIO SYSTEM BUS
2
COM
E
M
R
COM TUNING
NAV AUDIO TX SQ G
COM 2
NAV
NAV
SQ
NAV TUNING COM 1 MIC
AUDIO
COM 1 INTEGRATED
MODES
INTEGRATED MIC COMMUNICATION AUDIO
CLR DLY MIC NAVIGATION INTEGRATED
AUDIO
Honeywell
AUDIO UNIT NO. 1 COMMUNICATION
CLEARANCE UNIT NO. 1
DELIVERY UNIT NO. 2
CONTROL INTEGRATED
HEAD NAVIGATION
UNIT NO. 2
EMERG
EMERG NAV
NAV AUDIO
AUDIO
VOR/LOC DME DME VOR/LOC
ANTENNA ANTENNA ANTENNA ANTENNA
TRANSPONDER TRANSPONDER
ANTENNAS ANTENNAS
GLIDESLOPE GLIDESLOPE
ANTENNA ANTENNA
MARKER BEACON MARKER BEACON
ANTENNA ANTENNA
COMM COMM
ANTENNA ANTENNA
ADF ANTENNA ADF ANTENNA
March 2013
March 2013
Avionics
Contuols and IndFcatFons

Radio Management Unit (RMU)
Figure 11-44:
COM2 NB NAV2 COM2 NB NAV2
120.40 110.25 120.40 110.25

119.20 109.35 119.20 109.35
TEMP - 1 MEMORY - 1 TEMP - 1 MEMORY - 1
ATC/TCAS ADF2 ATC/TCAS ADF2

1200 297.0 1200 297.0
STANDBY ADF STANDBY ADF
TUNE TUNE
ID PGE TST DME ID PGE TST DME
Figure 11-45:

March 2013
RMU Operation
RMU Controls
changed.
SYSTEM 1 PAGE MENU

COM1 NB NAV1
COM MEMORY SYS ON/OFF
118.40 110.25
123.55 109.35 NAV MEMORY NAVIGATION
TEMP - 1 MEMORY - 1
ATC/TCAS ADF2
ENGINE
1200 297.0
1 ATC ON ADF
MLS CONTROL
TUNE TO DIM DISPLAY
ATC/TCAS SYS SELECT
RETURN TO
ANY KEY TO RETURN MAINTENANCE
RADIOS
TUNE TUNE
Figure 11-46:

March 2013
Avionics
TRANSFER
TRANSFER
(”FLIP-FLOP”) KEY
(”FLIP-FLOP”) KEY
COM1 NB NAV1
118.00 110.25
118.00 109.35
TEMP - 1 MEMORY - 1
LINE SELECT KEY LINE SELECT KEY

ATC/TCAS ADF1
1200 100.0
1 TA/RA ADF
TCAS DSPY 2 MLS1
CURSOR
CH 561
RANGE 6 AZ 060
NORMAL GP 3.3
TUNING KNOB
FUNCTION KEYS TUNE
SQ DIM 1/2 STO
ID PGE TST DME
Figure 11-47:

March 2013
VHF COM and NAV Memory Pages
COM1 NB NARROW NAV1

BANDWIDTH FMS
123.20 SELECT 109.35 ENABLED
MEMORIES MEMORIES
1 136.92 4 125.07 1 110.30 4 108.70
2 122.20 5 121.02 2 115.60 5 111.80
3 131.27 6 118.17 3 116.50 6 108.40
MORE INSERT MORE INSERT
RETURN TO RETURN TO
RADIOS DELETE RADIOS DELETE
TUNE TUNE
Figure 11-48:
in the cursor.
Radio ON/OFF Page
NNTE:

March 2013
Avionics
Command Failure Safety Feature
Cross-Side Operation
system.
controlling cross-side radios.
NNTE:
NNTE:
side.
Maintenance Mode (Not Available In Flight)

March 2013
Flight Management System (FMS) Interface
VHF Communication (COM) Transceiver Operation
Preset Tuning Procedure
Direct Tuning Procedure
COM Memory

March 2013
Avionics
Preset Memory Editing and Appending
1.
2.
3.
5.
6.
1.
2.
3.
5.
6.
NNTE:
NNTE:
COM Memory Page
return to the main radio tuning page.

March 2013
Add or Change a Frequency in Memory
1.
2.
3.
Insert Frequency in Memory
1.
2.
3.
Deleting Frequencies From Memory
1.
2.
one position.
NNTE:
Return to Radios

March 2013
Avionics
COM Messages
Message Conditions
This annunciation indicates that the transmitter is ON.

SQ
Table 11-1; COM Messages
NAV Receiver Operation
NNTE:
NNTE:
Preset Tuning Procedure
Direct Tuning Procedure

March 2013
NAV Memory
the COM memory page.

NNTE:
FMS Autotune and Override
DME Operation
DME Hold With Navigation (NAV) Operation
annunciators light.
on the existing DME pairing.

March 2013
Avionics
DME Hold With TACAN Operation
NNTE:
ATC/TCAS Control Page
TCAS display control parameters
Transponder uncorrected altitude
NNTE:
NNTE:

March 2013
ATC Window Annunciators
Mode
ATC ON
Table 11-2;
to indicate that the transponder is in the ident mode.
Test Status
ATC PASS (green) PAST or POST test passed

ATC ERROR (red)
Table 11-3;

March 2013
Avionics
ATC Operating Controls
NNTE:
code into the transponder.
NNTE:
test.
NNTE:
NNTE:

March 2013
TCAS Window Annunciators
TCAS Operating Controls
ADF Operation
ADF Operating Controls

March 2013
Avionics
NNTE:
Audio Control Panel
TX/RX EMER
1 COM 2 1 HF 2 AUX CABIN

MIC MASK
1 NAV 2 1 ADF 2 DME MLS ID/VOICE
1 21 2
ST MKR MUTE INT
LO HI
SENCE SENCE
SPKR SPKR
SPEAKER ON OFF HEADPHONE
Figure 11-49: Audio Control Panels
NNTE:

March 2013
out.
channel control.
and headphone.
used.

March 2013
Avionics
Figure 11-50:

March 2013
Clearance Delivery Control Display Head (CDH)
NAV
SQ AUDIO
MODES
CLR DLY Honeywell

Figure 11-51:
Controls and Annunciators
selected on.

March 2013
Avionics
NNTE:
NNTE:
operation.
Cyclic ICS/Radio Rocker Switch
radio COM system.
Figure 11-52:

March 2013
Foot ICS/Radio Switch
the Audio Control Panel (ACP).
Figure 11-53:
DME Indicator
Time-to-station
Ident
PRE (preselected).

March 2013
Avionics
NNTE:
NNTE:
Figure 11-54: DME Indicator
Baker Cockpit/Cabin Audio System

Systrm DrscuFptFon
Figure 11-55:

March 2013
Figure 11-56:
Figure 11-57:

March 2013
Avionics
The ON section comes on
NNTE:
Figure 11-58:
Figure 11-59:

March 2013
Figure 11-60:
NpruatFon
Audio Controllers.
NNTE:
Figure 11-61: Audio Panel

March 2013
Avionics
SL
SWITCHES OPERATION
NO.
COM 1:
COM 2:
COM 3:
RADIO TRANSMIT installed)
1
PHONE:
PAGE:
RAMP:
2
In RADIO:
3
Out ICS:
the ICS system
ICS:
5 RADIO:
In HI:
6
Out LO:
VOR 1:
VOR 2:
MB 1:
MB 2:
7
DME 1:
DME 2:
ADF:
COMM 1:
COMM 2:
COMM 3:
PHONE:

March 2013
Figure 11-62:
operation.
Figure 11-63:

March 2013
Avionics
Emruirncy Puocrdgurs
Enhanced Ground Proximity Warning System (EGPWS)

Grnrual DrscuFptFon
Roll and pitch attitude
Airspeed
Outside air temperature
Display range
Magnetic heading
EGPWS Operating Principles

March 2013
motion calculations.
COLOR INDICATION
Solid Red
50% Red Dots
16% Cyan
Magenta Dots
50% Red
+500' GREEN Colors Terrain/Obstacles are below the aircraft altitude.
Safe terrain/obstacle clearance is indicated
50% Yellow Aircraft Elevation
0'
YELLOW Colors Terrain is very near or above the aircraft altitude.
15% Yellow
-250' THE AIRCRAFT MAY NOT HAVE SAFE
50% Green TERRAIN CLEARANCE.
-500'
10% Green
Lower Elevation RED Colors Terrain is well above the aircraft altitude
-1500'
Black Green/Black Interface(MSL) or (at least 500 ft higher!) THE AIRCRAFT DOES
100' +Min NOT HAVE SAFE TERRAIN CLEARANCE. THE
CYAN AIRCRAFT MAY NOT BE ABLE TO ESCAPE
THIS TERRAIN.
AIRCRAFT ALTITUDE HEADING AIRCRAFT ALTITUDE
000 Tru 000 Hdg RNG s DISPLAY

2 MSL RANGE 000 Tru 000 Hdg RNG s
3 MSL
Mode
Mode
HIGHEST
4 TERRAIN
04 ELEVATION 4
5 04
01 FT(x100
5
01
LOWEST DISPLAYED TERRAIN
FT (X100)
(COLOR GREEN OR YELLOW)
TO BLACK ELEVATION
Figure 11-64:

March 2013
Avionics
Contuols and IndFcatous
AAUTIO
The pilot must maintain visual contact with all terrain and obstacles at all times when using the Low
Altitude mode. The Low Altitude mode must not be engaged during IFR conditions. The look down
angle is reduced with Low Altitude engaged. Warning time is greatly reduced.
Systrm NpruatFon

March 2013
TruuaFn Databasr Modrs of NpruatFon
“Look-Ahead” alerting and Warning Mode
“Peaks” Mode of Operation
“Popup” Mode of Operation
Auto Range

March 2013
Avionics
TruuaFn aFlgur/Non Databasr Modrs

Mode 1 – Excessive Descent Rate
extinguish and the audio alerts cease.

NNTE:
1000 ``SINKRATE``
800
RADIO ALTITUDE (FEET)
``PULL UP!``
``
600 TE
K RA
IN
``S
400
200 ``PULL UP!``
0
0 1000 1000 3000 4000
DESCENT ALTITUDE (FEET/MINUTE)
MODE 1
Figure 11-65:
Mode 2 – Excessive Terrain
types.

March 2013
1500
TERRAIN ``PULL UP!``
TERRAIN
1200
Radio Altitude (Feet)
900
N
AI
RR
600
TE
N
``PULL UP!``
AI
300
RR
TE
0
0 2000 4000 6000 8000 10000
Terrain Closure Rate (Feet/Min)
MODE 2
Figure 11-66:
Mode 3 – Altitude Loss After Takeoff
Mode- Descent
After Takeoff ``DONT
28000 SINK``
21000
14000
The Altitude
``DONT
SINK``
7000
0
0 25 50 75 100 125 150 175
Altitude Loss Variable
MODE 3
Figure 11-67:

March 2013
Avionics
Mode 4 – Unsafe Terrain Clearance
MODE 4A
350 UNSAFE TERRAIN CLEARANCE
325 GEAR UP
TERRAIN CLEARENCE
300 TOO LOW TERRAIN
275 WARNINNG AREA
250
225
TOO LOW GEAR
``TERRAIN AIRCRAFT SLOWED TO 200 WARNINNG AREA
(FT)
175
TERRAIN`` LESS THAN 100KTS 150
125
100
75
50
25
0
0 50 100 150 200
COMPUTED AIRSPEED (KTS)
``TOO LOW TERRAIN`` ``TOO LOW GEAR``
RUNWAY
Figure 11-68:
300
MIN TERRAIN CLEARENCE
280 UNSAFE TERRAIN CLEARANCE

MODE 4C
260 GEAR UP OR 50 Kts
``TOO LOW 240
220
TERRAIN``
200
180 WARNINNG AREA
160
(FT)
140
120
100
80
``TOO LOW TERRAIN`` 60
40
20
0
0 50 100 150 200 250 300 350
RADIO ALTITUDE (FT)
Figure 11-69:

March 2013
Mode 5 – Below Glideslope
MODE 5
MIN TERRAIN CLEARENCE
1000
900
800 SOFT
700 ALERT
(FT)
600
500 AREA
400
``PULL UP!``
300
200 HARD
``PULL UP!`` 100 ALERT AREA
0
0 1 2 3 4
RUNWAY
SOFT ALERT AREA HARD ALERT AREA
Figure 11-70:

March 2013
Avionics
Mode 6 - Altitude Call-Outs
MODE 6
Tail Strike Warning
Boundray
TAIL TOO LOW''

TAIL TOO LOW''
''TAIL TOO
LOW''
Figure 11-71: Mode 6 - Altitude Call-outs
decision height.
call-outs at all times.
additional 20%.

March 2013
aFlgur AnngncFatFons
Grnrual DrscuFptFon
Modes A and C) or a Mode S transponder.
1 2 RNG 40
.5 4
UP
0 6
DN
.5 4
1 2
7-31
Figure 11-72:

March 2013
Avionics
Figure 11-73: TCAS Panel
screen.
Proximity Intruder TRAFFIC
is still not considered a threat.

March 2013
Resolution Advisory (RA)
are listed later in this section.
an altitude tag.
Weather Radar System

Grnrual DrscuFptFon

March 2013
Avionics
Contuols and IndFcatous

Weather Radar Display
Honeywell
TRB
+1.0º
50A RANGE
STB
40
RCT A
TGT 30 SCT
20
RCT
WX/T 10
1 2 3 4 T
BRT
GMAP +
WX FP PULL
VAR GAIN TILT+
SBY TST
OFF
PULL
MIN MAX ACT –
Figure 11-74:

March 2013
AAOTON
The system performs the functions of weather detection or ground mapping. Do not use nor rely
upon it for proximity warning or anticollision protection.
TARGET/TARGET ALERT:
T ARM (GREEN)
TGT ALERT (YELLOW INVERTED VIDEO)
TILT ANGLE ALTITUDE
COMPENSATED
TILT (ACT)
FAIL ANNUNCIATION
NOTE STB
RANGE RING
REACT: RCT MARKERS
(120º SCAN SHOW)
MODE:
STBY
FSBY
WAIT
TEST COLOR BAR:
WX 1 2 3 4 T WX CALIBRATED GAIN
WX/T WX VARIABLE GAIN
V A R !
FLTPLN
GMAP 1 2 3 GMAP CALIBRATED GAIN
V A R GMAP VARIABLE GAIN
NOTE: MESSAGES ARE LISTED 1 2 3 4 T WX/T CALIBRATED GAIN
IN PRIORITY ORDER V A R ! WX/T VAR
Figure 11-75:

March 2013
Avionics
range.)
alphanumerics.

March 2013
displayed.
AAOTON
Weather type targets are not calibrated when the radar is in the GMAP mode. Because of this, do
not use the GMAP mode for weather detection.
NNTE:
NNTE:
AAOTON
Unless the system in is forced standby, the transmitter is on and is radiating X-band microwave
energy in test mode.
NNTE:

March 2013
Avionics
targets.
AAOTON
AAOTON
Always use manual tilt for weather analysis.
AAOTON
Use low settings of variable gain to eliminate hazardous targets from the display.
command).

March 2013
Systrm NpruatFon
Rainfall Depiction
Rainfall Rate
Color Precipitation
(inches/hr)
Magenta
Red
Moderate
Forced Standby
AAOTON
The operator must verify forced standby mode to ensure safety of ground personnel.

March 2013
Avionics
Collins RTU-4200
A
B
H G F
Figure 11-76:
A. Tuning Window
B. ON/OFF/BRT
D. DME-H (DME Hold)

March 2013
E. ½ (Cross Side tuning)
F. Volume Knob
G. Tuning Knob
H. Line Select Keys

March 2013
Avionics
Collins CTL-22
Collins
A
XFR
L C
K MEM
MEM
SQ
COM
ON OFF
OFF STO
D
V
J TEST
ACT
E
I F
G
H
Figure 11-77:
A. ACT Annunciator
B. Upper Window
C. XFR/MEM Switch

March 2013
D. Frequency Select Knobs (2)
E. ACT Button
F. STO
G. TEST
H. Light Sensor ThFs pair FntrntFonally lrft blank.
I. Volume Control
J. OFF/ON/SQ OFF
circuit.
K. Annunciators
L. Lower Window

March 2013
Avionics
GMX-200 MFD
GRAPHIC OBSTRUCTION
MENU ITEM
DISPLAY TRAFFIC BEARING TO
LABELS
TO WAYPOINT DESTINATION (TO)
IDENTIFIER WPT
TRAFFIC AND
TERRAIN POWER/DIMMING
THUMBNAIL
OWNSHIP
ADVISORY FLAGS
DATA FLAGS MENU ITEM KEYS
MAP ORIENTATION
ZOOM (MAP SCALE) MENU/ENTER

MESSAGE FLAG KEY
FUNCTION KEY
ROTARY KNOB
PHOTOSENSOR AND PUSH
BUTTON
SMART DATA CARD

(FUNCTION)
SMART MOUNTING CURRENTLY
KEYS
(FUNCTION) SCREW SELECTED
KEY LABELS FUNCTION
MESSAGE FLAG
MSG THE MESSAGE FLAG WILL APPEAR ON THE LOWER LEFT SIDE OF THE DISPLAY WHEN A
NEW MESSAGE IS POSTED. GO TO THE MESSAGE FUNCTION TO VIEW THE INFORMATION
ABOUT THE OPERATION OR STATUS OF THE GMX 200.
Figure 11-78:
1.
2.
3.

March 2013
5.
FUNCTION
KEY
MSG MAP IFR VFR
FN
SMART FUNCTION
FUNCTION LABELS
KEYS
6.
FUNCTION
KEY
IN OUT PAN INFO
FN
SMART SMART KEY

FUNCTION LABELS
KEYS

March 2013
Avionics
7.
OPTION 1
MENU ITEM
MENU ITEM
OPTION 2 SMART KEYS
LABELS
OPTION 3
OPTION 4
OPTION 5
OPTION 6
MENU
ENTER
C
is depressed.

March 2013
10.
FN
From
SYS
MSG-MessageLog Map - Custom Map IFR - IFR Chart VFR - VFR Chart Split
Clear In Out Pan Info
In Out Pan Info In Out Pan Info In Out Pan Info
Page 1 Page 2 Page 3
Page 1 Page 2 Page 1 Page 1
Flight Plan Airports Low Airways
Map Orient VORs High Airways Flight Plan Low Airways Flight Plan Custom Map
Invert NDBs Water Map Orient High Airways Map Orient IFR Map
Nav Data Intersect Roads Invert Airport Chart Invert VFR Map
Load Chart Airspace Cities Nav Data Load Chart Nav Data Traffic*
* If installed
Next Page Next Page Next Page Label Label Flight Plan
Next Page Main Menu
Page 4 Page 5
(Menu item Page 2
Boundaries Airport Chart order
Nexrad Terrain (Menu item order may
depends on change depending on Terrain*
Metars Obstructions available FIS Data Link*
Lightning Traffic your available features)
Cell Move Strikes
features) Lightning*
Next Page Main Menu Profile
FN
TRAF - Traffic FPL - Flight Plan TER - Terrain FIS - UAT

(varies by installation) (varies by installation)
Wx Info In Out Pan
TAS TCAD 9900B TCAD 9900BX ADS-B TIS-A In Out Baro+ Baro-
Alert Mode Alert Mode Altitude Option Time Alert Mode Graphic Wx
Operate Altitude Option Altitude Filter Transmit Alt Operate Page 1
Mode Altitude Filter Volume Altitude Option Mode Text
Volume Approach Mode Flight Plan Flight Plan Clear
Vert Approach Mode Gnd/Flt Mode Map Orient Map Orient Sort
ABV Set Barometer View
NRM Mute Duration Alert Mode Display Mode
BLW Shield Enter FID
UNR Shield Heights Label
Shield Ranges Diagnostic
(if installed) (If installed)
FN
FIS - GDL 69/69A XM Satellite Radio LT - Lightning CHART - FliteChart

In Out Pan Crnt/Fcst/Text/Status < Cat > Direct In Out Clear In Out Pan Info
Current Forecast Text Page 1 Page 1 Page 2 Page 1

Page 1 Page 1 Sort Type Search ID
Radio ID Flight Plan Demo
NexRad Surface View Save Preset 360/120 Self Test Select Airport
Coverage City Last Channel Strike/Cell Noise Monitor Select Chart
METARs Current Preset 1-2 Hdg Stab Strike Test
Lightning SIGMET Next Page System Data Main Menu
Cell Move AIRMET (If installed)
Next Page
Pages 2-4
Page 2 Page 2 OR
Cloud Tops Freezing Lvl Presets 3-15
Echo Tops
Winds Aloft
County
Cyclone
Status CHART - Chart View
Products (If installed)
Winds Aloft Alt TFR Lbl (If installed)
TFR Lbl Label Diagnostics In Out Pan Info
Activation
Page 3 Page 3
Label Flight Plan Page 1
Flight Plan Legend
Legend Map Detail Search ID
Map Detail Map Orient Select Airport
Map Orient Select Chart
View Loaded
(If installed) Load to Map
(If installed)
FN
To MSG
RADAR-Radar RADAR-Radar RADAR-Radar SYS-System

GWX 68 ART 2000 RS-181 / RS-811A
Nav Info Test
Rng Rng Tilt Tilt Rng Rng Tilt Tilt Rng Rng Tilt Tilt
Rng Rng Brg Brg Rng Rng Brg Brg Nav Pages Info Page
Rng Rng Gain- Gain+ Rng Rng Gain- Gain+ Ownship Symbol System
Lat/Lon Format Feature
Stby/On Stby/On Stby/On Set Baro Corr. Units Hardware
Wx/Map Wx/Map Wx/Map Set Baro Correction
Sctr/Scan Horiz/Vert Tilt Display Lat/Lon Lines
Horiz/Vert Tilt/Brg Gain/Hold Test Pages
Tilt/Brg Gain/Hold Initial En Route Zoom
Gain/Hold Test Initial Ground Zoom Test Pattern 1
Test Stby Transition Speed Red Test Pattern
Test Stby Tilt Slave Zoom to GPS Green Test Pattern
Stby Horiz/Vert Gain Zoom Blue Test Pattern
Sctr/Scan Tilt/Brg Autoload Charts White Test Pattern
Horiz/Vert Gain/Hold Off
Tilt/Brg Map Detail Black Test Pattern
Off Setup (Menu) Altitude Units Test Pattern 2
Off Stabilization
Setup (Menu)
Setup (Menu) Stabilization
Stabilization
Trgt Alert (If installed) (If installed)
(If installed)

March 2013
Avionics
CRT Fan Caution

Indication
Actions
Continue to destination
Red X and SG Fail

Actions
FD Modes - Re-engage on opposite mode selector

NNTE:
Loss of Primary NAV/ATT Indication

NNTE:
AAOTON
Otherwise, large roll attitude errors will be developed in the SBY ATT Indicator.
Actions
NNTE:

March 2013
EFIS or Radio Master Fail
Actions
Compass Disagreement
Actions

March 2013
12
Cockpit Familiarization
Contents
Figur: Forward Instrument Panel...........................................................................................12-5
Figur: Pedestal ......................................................................................................................12-7
Figur: Overhead Panel ..........................................................................................................12-9
Cockpit Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12-11
Main Instrument Panel .................................................................................................................12-11
Center Console ............................................................................................................................12-13
Figur: Center Console .........................................................................................................12-14
Overhead Controls.......................................................................................................................12-16
Aft Overhead Panel .....................................................................................................................12-16
Circuit Breaker Panels .................................................................................................................12-17
Flight Controls..............................................................................................................................12-18
Flow Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12-20
ScremaFS: Flow Pattern ......................................................................................................12-21
Cockpit Crew Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12-22

March 2013
TcFs pmir FnarnaFonmlly lrfa blmnk.

March 2013
This section presents an overview of the Sikorsky S-76 C++ helicopter cockpit. Since aircraft cockpit

March 2013

March 2013
Forward Instrument Panel
CMPS OAT
ON
OFF
TO BE USED AS A
STBY COMPASS ONLY
15 12 E 6
#1 ENG CONTROL #2 ENG CONTROL #1 ENG FIRE #1 ENG OUT MASTER CAUTION #2 ENG OUT #2 ENG FIRE #1 ENG FIRE #1 ENG OUT MASTER CAUTION #2 ENG OUT #2 ENG FIRE #1 ENG CONTROL #2 ENG CONTROL
PRESS TO DIM PRESS TO DIM PRESS TONE OFF PRESS TONE OFF PRESS TO RESET PRESS TONE OFF PRESS TONE OFF PRESS TONE OFF PRESS TONE OFF PRESS TO RESET PRESS TONE OFF PRESS TONE OFF PRESS TO DIM PRESS TO DIM
SBY ATT GOOD NAV 1
BAT TEST 10 0 FE E T
Honeywell OFF ON ALRM OFF NAV 2
0 20 0 Honeywell
AP1 AP2
180 9 1 AP1 AP2
160 ALT
40 8 1020
2
CLTV DCPL 20 4 Mb IN 29.9 20 4 CLTV DCPL
140 1015
Hg 30.0
60 ALT ANNUN 1010 60
BARO
3 ALERT
BRT DIM ENG 1 OIL MGB OIL ENG 2 OIL
G/S
20 20
120 KNOTS
7 3 3
BARO
10 °C PSI °C PSI °C PSI O
60 AEROSONIC 10
SET 6 4 SET
F
40 2 10 10 F
40 2
78 53 73 80 78 53 100 80
10 0110 123 WPT NM HLD KT MIN ID
FD
GPWS
INOP
10
5 10 0110
GPWS GPWS LOW AUDIO DCPL TERR N 10
INOP TST A
ALT INHIBIT 8 8 V
CH SEL PWR
20 20
10 000 GPWS TEST G/S CAN ON ON Collins
10 000
6 6 PUSH FOR
PUSH MODE
ICS PRVT
1 FUEL
4 4
AUTO CNTR
L 1
PU L
XFEED
ON OFF 2 1
ILS/BC
VOR 000
20 HYD 1 0 2 2 9 HYD 2 B C
TO
20
OBS A GE
0 1000 LBS 0 R
0 0 T GPWS GPWS LOW AUDIO
RA 1006 RA 1006
ALT INHIBIT
D
AUX FUEL PANEL I GPWS TEST G/S CAN ON ON
USEABLE FUEL 102 GAL M
2 OAT 21 °C 2 OAT 21 °C
MENU
2.4
3.6 4.8 6.0 T5 BV N1 BV TQ 107 T5 BV N1 BV TQ 107
1.2 N2 N2 N2 N2
550 548 78.1 78.1 17 17 NR 550 548 78.1 78.1 17 17 NR
0
lbs x 100
7.2
- AGL FT / MIN X100 -
10 -- SET 10 --
- - 110 - - 110
10 10 KNOTS 10 10
9 Honeywell 9
AUX FUEL
- - - -
8 100 8 100
OPEN Honeywell 8 9 8 9 Honeywell
TRANSFER FUEL
IN CRUISE FLT - - TST GARMIN Honeywell - - TST
6 90 6 90
BELOW 140 KT
7 8 7 8
SHUT 70 C 70
DME +IO - - 4 COM MAP CURSOR
086° 2250nm
N 27°36.20’
W081°05.27’ WX - - 4 DME +IO
200 7 50 136.975 NX 1:47 RNG 7 50
200
6 KCOF RNG MENU 6
5 5
6 E 3
4
3
2 30 B C 118.000 KHLB 4
3
2 30 B 6 E 3
2 R PWR 2 R
3 10 PUSH VLOC KLAL 10 3
2 0 1 T VOL SQ 0 1 T 2
0 0 117.95 0 0
12
12
D V D
V 1 I FLORIDA I V 1
108.00 D
N
N
M M
O VRB O
15
15
VOR THE NICKEL CADMIUM BATTERY HAS BEEN
R MENU V MENU 2.5 TILT
MENU R
REPLACED WITH CONCORDE VALVE REGULATED
33
33
RAD
1 VOL FORT P 2
S
S
PUSH 0.0 SEALED LEAD-ACID BATTERY, THE BATTERY
ID n LAKE ISTOKPOGA CLR
DIS MAIN TEMPERATURE AND/OR CURRENT MONITORING
30
30
21 1 m 21 1
A V 2 A V 2 SYSTEM HAS BEEN DEACTIVATED.
W 24 ENT DIM W 24
3 ENR 3
n
100 m LAKE OKEECHOBEE 95 DEFAULT
CRS GSPD HDG VS ALT LBV WX HDG VS ALT CRS GSPD
AFDS
NAV
GPS MSG DH
170 COM/VLOC NAV GPS 170 DH
ON ON ON ON ON ON
PUSH ENT
0
PUSH NRST OBS MSG FPL VNAV PROC PUSH WX NAV TERR TRF C AUX
NAV ILS DECEL C/V CRSR NAV ILS DECEL 20
M877 M877
ARM CAP ARM GS ARM CAP CHRONOMETER CHRONOMETER ARM CAP ARM GS ARM CAP
15
Honeywell Honeywell 10 50
FULL MAP GSPD ATT HDG ARM CAP ON ARM CAP ARM CAP ON ARM CAP FULL MAP GSPD ATT HDG 5
NAV LNAV AIR SPEED BUGS THIS HELICOPTER MUST BE OPERATED IN ACCORDANCE WITH THE NAV LNAV 4
MAP RNG TTG REV REV MAP RNG TTG REV REV
GMT LT FT ET OPERATING LIMITS SPECIFIED IN THE FAA APPROVED ROTORCRAFT GMT LT FT ET
3 2
VOR APR IAS ALT PRE
SELECT CONTROL
FLIGHT MANUAL.THE AIRWORTHNESS LIMITATIONS SECTION OF THE SELECT CONTROL
VOR APR IAS ALT PRE 1
LNAV LNAV ROTORCRAFT MAINTENANCE MANUAL MUST BE COMPLIED WITH. LNAV LNAV
ADF ADF ARM CAP ON ON SEL CTL SEL CTL ARM CAP ON ON ADF ADF TEST
TEST + TEST
Collins
VOR1
OFF OFF
VOR2 DAVTRON CAUTION DAVTRON VOR1
OFF OFF
VOR2
BC SBY GA BC SBY GA
OFF OFF SET SELECT OFF OFF
WITH USEABLE FUEL PER TANK INDICATING BRG ADI DH HSI WX BRG
DIM TST DIM DIM 80 LBS OR LESS AVOID SUSTAINED NOSE DOWN DIM TST DIM DIM
O.E.I. PITCH ATTITUDES IN EXCESS OF 5°
TRAINING
LDG GEAR RADIO TRANSMIT ICS VOX RADIO RADIO CALL
RADIO TRANSMIT ICS VOX RADIO F FD COMP
FD COMP F O IIDS SG AHRS ADC TERR
TERR
DISPLAY
SG
REV
E.T. CMD
AHRS
TEST
MON
ADC
REV
IIDS
REV
O
O
O REV REV
E.T. CMD
TEST
MON
REV DISPLAY B-7329
BARS RESET T BARS RESET
RADIO CALL HOT T L R COM1 COM2 COM3 PHONE PAGE RAMP
HOT
ICS
COM1 COM2 COM3 PHONE PAGE RAMP ICS
N RADIO RECEIVE VOL EMER
B-7329 RADIO RECEIVE VOL EMER
UNLKD -35 -30 -20 -10 0 10 20 30 40 50
50 40 30 20 10 0 -10 -20 -30 -35
PUSH VOL
TEST PANEL PUSH VOL
OAT °C 134 -1 ON/OFF TURN -1 134 OAT °C
ON/OFF TURN GEN 1 GEN 2
PREES ALT X 1000

ICS RADIO 0 131 VNE (IAS)
PRESS ALT X 1000

ICS RADIO EMER DN NORMAL NAV RECEIVE MB
VNE (IAS) 131 0 NAV RECEIVE MB
HI
OVER OVER AC GEN VOR1 VOR2 MB1 MB2 DME1 DME2 ADF SENS HI
1 129 134 POWER OFF
POWER OFF 134 129 1 VOR1 VOR2 MB1 MB2 DME1 DME2 ADF SENS VOLT VOLT OVER
115% NR 2 126 132 136 KTS 115% NR
136 KTS 132 126 2
MAX 131 129 124 3
VOLT
LO 3 124 129 131 MAX
LO O UP
TURN & PULL

WHITE AREA 124 130 127 122 4 4 122 127 130 124 WHITE AREA
F
ABOVE 118 123 129 135 134 125 120 5 5 120 125 134 135 129 123 118 ABOVE
GND GND F CAUTION CAUTION 10,000 FT
10,000 FT 6 118 123 132 135 128 122 116 110 HD
HD 110 116 122 129 135 132 123 118 6 FAULT FAULT UNDER
96 102 108 115 121 127 134 127 118 113 8 ENGINE OPERATION WITH TURN OFF STROBE LIGHT WHEN TAXIING NEAR 8 113 118 127 134 127 121 115 108 102 96
VOLT ROTOR STOPPED LIMITED TO OTHER AIRCRAFT OR WHEN FLYING IN FOG OR 10 109 114 121 120 113 106 100 93 87 79
79 87 93 100 106 113 120 121 114 109 10 ENG 1 ENG 2 DN BLADES 45° TO LONG AXIS CLOUDS. STANDARD POSITION LIGHTS MUST BE 12 101 101 101 105 98 91 85 76
76 85 91 98 105 101 101 101 12 FEEDER
FL
IG 75 83 90 94 94 82 14 FLOATS TEST TEST TEST FAULT
USED FOR ALL NIGHT OPERATIONS.
14 82 94 94 90 83 75 ED
HT
75 75 75 75 16 O O O 16 75 75 75 75 OW
NO TEST F 18 48 LL
T ALLOWED 48 48 18 F F 48 FLIGHT NOT A
F F F
WARN
LAND GEAR UP RESET RESET LAND GEAR UP
PUSH TO RESET ENG OVSP PUSH TO RESET
1 - TEST - 2 NORM
DUAL ENG
TRAIN LIM
NO. 1 NO. 2
ENG ENG
TRAIN TRAIN
IDLE IDLE
OFF
OEI TRAINING
March 2013
March 2013
Pedestal
Sikorsky S76 C++
CVR FDR
UNIVERSAL SIGNAL LEVEL PASS FAIL
FDR DC ESS 115 VAC REMOTE INV 26 VAC PRI
CKPT FLOOD LT NO.2 VHF PRI DC CONT
RCRD ERASE
TEST FAIL ANTI-ICE ANTI-ICE ANTI-ICE ANTI-ICE
HEADSET PWR CONT NO.2 NO.1 NO.2 NO.1 NO.1 NO.2 NO.1 NO.2
ERASE HEADPHONE TEST NO.2 AC NO.2 DC NO.1 DC NO.1 AC
10 3 1 1 ½ ½ 15 15 1 1
Collins Collins 10 35 35 10
XFR
MEM TX
MEM
ADF ATC
ADF TONE ON ALT
ANT STO STBY IDENT
PLT PLT ADC ESS BUS BUS TIE INV WARN AC GEN CYC COLL MSTR
OFF V OFF V ADC ACCESS SENSE WARN NO.2 NO.1 WARN TRIM 2 TRIM START
TEST TEST
DC GEN BUS #1 BLEED AC GEN ESS BUS BAT #2 BLEED BUS DC GEN
ACT PRE
WARN TIE AIR WARN WARN WARN AIR TIE WARN
N N 2 2 1 2 2 2 2 2 1 2
O O
Collins Collins Collins Collins
2 2 2 2 1 2 2 2 2
1 1 FIRE CHIP STR OIL PRESS ENG AI OIL PRESS STR CHIP FIRE
XFR XFR XFR XFR EXT DET CONT WARN 2-ADV-1 WARN CONT DET EXT
NO.1 FIRE BAR - FUEL LO WARN - FIRE NO.2
E FUEL PRIME EXT FLTR NO.2 NO.1 EXT FUEL PRIME E
N N 5 2 7½ 2 2 2 2 7½ 2 5
MEM MEM MEM MEM G G
MEM MEM MEM MEM
2 5 1 2 2 5 2 N N
SQ
COM NAV NAV SQ
COM O ENG ENG ENG NEUT ENG AI NEUT ENG ENG ENG
O
ON OFF ON HLD ON HLD ON OFF BACKUP CHB CHA POS CONT CONT POS CHA CHB BACKUP
OFF STO OFF STO OFF STO OFF STO LDG LT IIDS SEC CPLT IIDS VENT HEAT ECU
2 1
V V V V PWR PLT CTR CPLT CONT HTR CONT CONT CONT
TEST TEST TEST TEST 5 5 5 5 2 2 5 5 5 5
ACT ACT ACT ACT E E
20 5 5 5 5 2 4 4 2 N N
G ENG ENG FIRE DETECTOR FUEL PRESS BAR ENG ENG G
PLT HTR CPLT ADC CPLT CPLT WSHLD HTR CPLT PITOT HTR CPLT HTR WARN OVSPD NO.2 NO.1 TEST 2-WARN-1 FLTR OVSPD WARN
COURSE 1 HEADING COURSE 2
AP1 AP2 FD SEL COLL CPL STATIC ACCESS ADC AP1 CONT CONT PWR WARN STATIC
PULL PULL PULL ON ON 1 2 ON ON 3 5 2 2 2 2 2 1 5 3
SYNC
DIR DIR 4 2 2 10 2 2 10 2 4
SAS/ATT TEST RAD ALT VEL HLD N N
Honeywell
SAS ATT ON ON ON
O O PLT PITOT HTR CHIP DET SVO SHUT OFF XMSN OIL WARN CPLT LDG GR
CPLT EFIS AHRS AUX PWR WARN MGB I/TGB NO.2 NO.1 TEMP PRESS ANNUN POS LTS
CH1 2 EADI SG/DC EHSI FAN NO.2 NO.1 1 D D
OFF PITCH Honeywell
C 10 2 2 2 2 2 2 2 4 2 C
ROLL D D
LFT/ RT/
C 5 5 5 1 5 5 C
YAW
FWD AFT BRIEFING E E
ON PLAY
SELECTION P STBY EMER SMK INST LTG DIM CYC P S
MSTR CAU RTR BRK
RESET WARN
WSHLD
WIPER WSHR
SVO PRESS
2-WARN-1 LOCK
DOOR
WARN
DFCS
ANNUN
LDG GR
CONT S
AFCS INDICATOR
CH2 BRIEFING R ATT LTS DET PLT CNSL CPLT TRIM 1 R
I I S S
2 2 10 2 2 2 7½ 4 1 2
FLT INST LTS 15 2 2 4 5 4 1
HOME CPLT PLT
FLOAT LIGHTS PLT EFIS SVO JAM LAMP SEARCH LT ANTI-
PASS STAB NO.1 AHRS
PHONE EADI SG/DC EHSI FAN 2-WARN-1 TEST PWR CONT COLL LT
* 2-PWR-1 CONT POS CABIN FLOOD SIGN LIGHTS WARN
QUICK MAIL
7½ 7½ 2 5 5 2 2 5 1 5 5 5 1 2 2 3 20 2 4
OFF OFF
CDP-250 SAT/COM
NON FLT GLR SHLD PLT PLT NO.2 AHRS RAD MSTR AUD CPLT
1 2 3 4 5 6 ISAT #1 AHRS ICS RADIO MSTR
@ ABC DEF GHI JKL MNO EMERG ICS AP2 PRI WARN PWR WARN PAGE BRIEF WARN ICS
PRI PLT CONT NO.2 NO.1
BRT VOL +
SEND DIM VOL -
7 8 9 0 * #
5 3 2 15 15 3 10 5 1 10 2 7½ 2 2 3
NORM
DVI-250 SAT/COM
PQRS TUV WXYZ SP/BK FCTN TEXT OFF OFF
LWR CNSL NO.1 NO.1 VHF RADAR FLOAT AVIO PLT CLOCKS NON-FLT AUTO
VOR CONT PWR RTA ADF 2-PWR-1 CONT SW UNIT ANUUN PLT CPLT INSTR DIM RTN
+ 7½ 7½ 2 2 4 1 1 4
3 3 10 7½ 2 2 2
OFF
PLT IIDS IIDS HTR CTR IIDS CPLT AIR DATA RADAR
PRI CONT PLT CTR PRI CONT IIDS PRI DISP IND
DOOR OPEN WARN
5 5 2 2 5 5 5 1 3
CKPT
ENG 1
ENG 2
DC GEN NO.2 RAD LIGHTS DC GEN
CABIN
PULSE
RESET VOR DME XPDR ALT SEC UTIL BAG RESET
CHIP
BAGG
2 3 2 3 2 2 2 5 2
N N
APPEARANCE OF LIGHT DURING FIRST

EXT PWR
WAIT 1 SECOND
2 SECONDS OF TEST INDICATES

TEST/RESET
PRESS ARM
O O
CAUTION
PRESS ON
POSSIBLE SWITCH FAILURE

ARM
ELT-100
ARTEX
PLT WSHLD AFCS AFCS CPLT WSHLD
ON
+
HTR PWR IND 2 IND 1 HTR PWR
2 1
15 1 1 15
EMERGENCY USE ONLY
CABIN DOOR
LOCK A A
ESS BUS
ESS BUS
RCVRY
TEST
ON
C C
O
F
F
UNLOCK
BATT FEED
FAULT TEST
BATT FEED
TEST
FWD
AFT
BOARDING STEP
XTND
LH RH
RET
ENG OUT
TEST
OFF
ON
RET
AUTO
DET TEST
XTND
CHIP
SERVOS CLTV SET
NO. 1 OFF DEC FWD
STICK TRIM Y 3 0S
AFDS O EC L R
OFF DEPRESS TOE BRAKE

ISOLATE +
ON-DEPRESS TOE BRAKE

CLTV
A L R E
W I (PR
CLTV ESS
INC ) FLOATS AFT CARGO ICS
THEN PULL
ON M
NO. 2 OFF TRIM C
2M P
TEST PASS CAUTION IN OEI
CYCL
CYCLIC
ON RADIO
COMPASS CONTROL TRAIN
FREE FREE
FWD
MAN SYN MAN SYN YAW
+ + YAW L R IM
TR L
ON
SLAVE SLAVE
AFT RE
NO.1 NO.2
DE
COLLECTIVE FA CU
PARKING BRAKE
FTR SWTICH (PREULT
HOIST CONTROL TRIM SS
)
E N
I RADIO
N RTC
REL G I -
EFIS BYPASS M D
E
PWR HOIST C
ON UP CPLT PLT
O
CABLE F
SHEAR F +
DWN
GA
BUTTON
NORM
DECOUPLE
RADIO MASTER
10FT BYPASS
OVER
TEMP
NORM
R0
March 2013
March 2013
Sikorsky S76 C++ Overhead Panel
CONTR
O
F
F
BRT
PSIG X 100
8
2 4 6
CPLT PLT
AP 1 FDAU AP 2
0
1 1 1
NO. 1 AHRS NO. 2 AHRS
EXT-FIRE TEST-DET NO. 1 NO. 2 ATT HDG ATT HDG
ENG ENG ENGINE
SHORT AFT BAG PRIME PRIME CONTROL
WARN
O N O O NO. 1 NO. 2
N 1 1 1 1 N
P O
+
E R
F
F
F
F
MAN MAN O O
N M
FWD
1 PLT CPLT PLT CPLT 2
TEST NORM AUTO
SG SEC SG PRI SG PRI SG SEC
2 PLT 2
6 1 1 1
ADF 1 6
V V
A A
C C
– AP RESET –
1 2
HEATER CONTROL
HEATER STOP
BLEED
DEFROST DEFROST
CLOSED CLOSED
OFF OFF OFF
ON OFF
IDLE
OPEN ON OPEN
TEMP
BLOWER CONT
DIR DIR
OFF FLY
ON
PRIME PRIME
+
XFEED XFEED
USEABLE USEABLE
LIGHT SWITCH
FUEL FUEL
LIGHT SWITCH
140.6 GAL 140.6 GAL
532.2L 532.2L
EA TK EA TK
#1 F
EN
G OF INVERTERS GENS
EM ER EXT MASTER
ER EM FLOATS NO. 1 NO. 2 A/C DC 1 DC 2 PWR BATT START
G G
OF EN TEST RESET RESET
F #2
OFF OFF OFF OFF OFF OFF OFF OFF OFF
ARMED ON ON ON ON ON ON ON ON
FIRE EXT
RESERVE
EMER CABIN PASS ANTI STROBE/ LAND SEARCH O WSHLD PITOT ENG MASTER
LTS ADV COLL F WIPER WASH HEAT HEAT ANTI-ICE EFIS EFIS RADIO
HEELS LTS POS LT LT F
ON ON BRT FSB/NS POS STOW MAIN SLOW CPLT
OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF
+
ARM ARM ON FSB ON BOTH ON ON FAST ON BOTH ON ON ON ON ON ON ON
NO. 1 NO. 2 NO. 1 NO. 2 NO. 1 NO. 2
R0
March 2013
March 2013
Cockpit Layout
MmFn Insaugerna Pmnrl
instrument panel.
Figure 12-1: Center Instrument Panels
airspeed indicators and the expanded scale radar altimeter. Both the pilot’s and copilot’s instrument panels
located under the V
numerous systems are located throughout the instrument panels.

March 2013
center windshield frame.
Figure 12-2: Standby Compass
placard is located under the center section of the Glareshield.
Figure 12-3: V Placard

March 2013
Crnaru Consolr
The upper center console contains the controls for dimming the cockpit lights and for the moving map display.
panels.
Figure 12-4: Center Console

March 2013
Center Console

March 2013
Figure 12-5:
Figure 12-6:
NTT:
Vertical Operations.

March 2013
Nvrucrmd Conauols
gauge and the rotor brake handle.
overhead control panels is the engine control quadrant.
Afa Nvrucrmd Pmnrl

The aft overhead panel is located above and forward of the circuit breaker tower. It contains the Fire
Figure 12-7:

March 2013
CFuSgFa Burmkru Pmnrls

The circuit breaker panel tower is located in the rear of the cockpit between the crew seats. It is divided
Figure 12-8: Circuit Breaker Panels

March 2013
lFica Conauols
Collective
Go-around
Servo shut off
Beeper switch for yaw trim
Vertical speed and lateral acceleration
Searchlight control switches\
Cyclic Control
Float deployment
Cargo hook release functions
Figure 12-9: Collective and Cyclic Control Sticks

March 2013
Tail Rotor Pedals
Figure 12-10:
Flotation Bottles
bottle pressure gauges conceal the bottles.
Figure 12-11: Flotation Bottles

March 2013
Flow Pattern
1.
2.
3. Cockpit lighting panel
4.
5.
6.
7. No. 2 fan control and overhead circuit breaker panel
8. Pilot’s upper and lower switch panel
9.
10. Copilot’s overhead switch panel
11. Fire extinguisher control panel
12. Compass
13. Copilot’s instrument panel
14.
15. Center instrument panel
16. Pilot’s instrument panel
17.
18. Forward center console
19.

March 2013
Flow Pattern
5.
9. 6.
7.
4. 10. 8.
11.
3. 12.
15. 16.
13.
2.
18.
1. 17.
14.
19.

March 2013
Cockpit Crew Seats
provision for stowage of life vests under the pilot and copilot seats.
and copilot seats.
UTILITY CONFIGURATION EXECUTIVE CONFIGURATION
Figure 12-12: Cockpit Crew Seats

March 2013
13
DAFCS
Contents
SPZ-7600 Digital Automatic Flight Control System (DAFCS)
SchematS: Digital Automatic Flight Control Component Integration . . . . . . . . . . . . . . . . . . 13-5
System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-7
Flight Computers .......................................................................................................................... 13-7
System Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-10
Gyro Sensors (Non-AHRS Installation) ......................................................................................13-10
Gyro Sensors (AHRS Installation) ..............................................................................................13-14
Accelerometers ...........................................................................................................................13-15
Air Data Components .................................................................................................................13-15
Navigation Signals Sensors ........................................................................................................13-17
Engine Monitoring .......................................................................................................................13-18
Flight Control Position Sensors ..................................................................................................13-19
Flight Control Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-20
Series Actuators .........................................................................................................................13-21
Trim Actuators .............................................................................................................................13-23
AFCS Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-25
Stability Augmentation System (SAS) Mode ..............................................................................13-25
Attitude Retention (ATT) Mode ...................................................................................................13-27
Cyclic Force Trim Release ..........................................................................................................13-28
Cyclic Four-Way Trim Switch ......................................................................................................13-28
Collective Force Trim Release and Four Way Trim Switch .........................................................13-29
Pedal Force Trim Release and Yaw Trim Switch ........................................................................13-30
FD SEL Button ............................................................................................................................13-31
Coupled Operation......................................................................................................................13-32
DAFCS Warning Panel “DCPL” ..................................................................................................13-33
COLL “ON” Light .........................................................................................................................13-34
DAFCS Warning Panel “CLTV” ..................................................................................................13-35
FZ-706 Collective Limiting ..........................................................................................................13-36
Flight Director .............................................................................................................................13-37
Flight Director Command Presentations .....................................................................................13-38
Roll or Lateral Modes..................................................................................................................13-41
Pitch or Vertical Modes ...............................................................................................................13-44
Vertical Mode Descriptions .........................................................................................................13-45

March 2013
Additional Modes ........................................................................................................................13-49
System Errors .............................................................................................................................13-51
AP Failure ...................................................................................................................................13-52
DCPL Light .................................................................................................................................13-53
AP Reset Switches .....................................................................................................................13-54
Lamp Test ...................................................................................................................................13-55
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-56
SPZ-7600 Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-56
Single Autopilot Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-57
Dual Autopilot Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-57
Collective Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-58
Decouple Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-58
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-59
Sudden Disturbance (AP Hard-Over) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-59
AP Oscillatory Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-60
Flight Director Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-60
Cyclic Magnetic Brake Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-60
Collective Magnetic Brake Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-60
Air Data Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-61
AHRS Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-61

March 2013
DAFCS
SPZ-7600 Digital Automatic Flight

Control System (DAFCS)
The SPZ-7600 system is offered as an alternate to the AFCS Phase II system and may be installed in the
S76A+/A++/C/C+/C++.
Auto trim
Heading Hold
Radar Altitude Hold
Velocity Hold
Automatic Turn Coordination
Auto level
The system also incorporates optional search and rescue (SAR) features. The SAR features may be included
Mark-on-Target
Two-Stage automatic Approach-to-Hover
Doppler-Based Velocity Hold
Automatic Climb
Refer to the RFM supplement for description of SAR operation.

March 2013
Tcts pmgh tnahnatonmlly lhfa blmnk.

March 2013
DAFCS
Digital Automatic Flight Control Component Integration
Honeywell ED-600 ELECTRONIC DISPLAYS Honeywell
DME 2 DME 2
F 10 10 800 F 10 10 800
10 10 700 10 10 700
S S
20 20 20 20
M M
FULL MAP GSPD ATT HDG FULL MAP GSPD ATT HDG
NAV LNAV NAV LNAV
ARC RNG TTG REV REV ARC RNG TTG REV REV
LNAV LNAV LNAV LNAV
ADF TEST ADF ADF TEST ADF
VOR1 VOR2 Honeywell Honeywell VOR1 VOR2
OFF OFF OFF OFF
OFF OFF OFF OFF
BRG ADI DH HSI WX BRG BRG ADI DH HSI WX BRG
DIM TST DIM DIM DIM TST DIM DIM
2.5 2.5 2.5 2.5
DME 1 30 DME 2 DME 1 30 DME 2
DC-811 DISPLAY
33 33
27 27
DC-811 DISPLAY
CONTROLLER NO. 1
ILS ILS
CONTROLLER NO. 2
40 40
ADF 1 ADF 1
SG REV
SG-705 SYMBOL P-701, LSZ-850, SG-705 SYMBOL
GENERATOR NO. 1 & DATA NAV III GENERATOR NO. 2
DIGITAL DATA BUS
VOR/LOC/GS/MB
DME NO. 2
VOR/LOC/GS/MB COURSE
COURSE 11 HEADING
HEADING COURSE 2
DME NO. 1
PULL PULL
PULL PULL
DIR SYNC
SYNC DIR
RI-206 REMOTE
INSTRUMENT
CONTROLLER
ADF
LONG RANGE NAV/
DOPPLER
RADIO
TO C-14A NO. 2 ALTIMETER NO. 1 RADIO
(OPTIONAL) ALTIMITER NO. 2
CS-412 REMOTE J.E.T. VERTICAL C-14A
GYRO NO. 1 FD1 ACTIVE J.E.T. VERTICAL DIRECTIONAL
COMPENSATOR MS-700 MODE
AL-300 GYRO NO. 2 GYRO NO. 2
SELECTOR
HDG VS ALT
AIR DATA AGL FT / MIN X100
SET FD2 ACTIVE HDG VS ALT
ON
NAV
ON
ILS
ON
DECEL
DISPLAY KNOTS MACH
FD SEL
ON
NAV
ON
ILS
ON
DECEL
AZ-649
ARM CAP ARM CAP ARM CAP
PC-700 AUTOPILOT 1 2 ARM CAP ARM CAP ARM CAP
AIR DATA
ARM CAP ON ARM CAP ARM CAP ON ARM CAP
VOR APR IAS ALT PRE
CONTROLLER SAR VOR APR IAS ALT PRE
SENSOR NO. 1 ARM CAP ON ON ARM CAP ON ON
BC SBY GA
AP1 AP2 FD SEL COLL CPL
ENGAGE PANEL BC SBY GA
AZ-649
ON ON 1 2 ON ON
C-14A
SAS/TAT TEST RAD ALT VEL HLD
APR MOT CLIMB
MS-700 MODE
SAS TAT ON ON ON
APR 1 MOT CLIMB
AIR DATA FROM CS-412
SELECTOR
APR 2
DIRECTIONAL Honeywell SENSOR NO. 2
GYRO NO. 1
SYSTEM NO. 1
FX-220 FLUX FZ-706 DIGITAL FZ-706 DIGITAL
ACCELEROMETERS FLIGHT CONTROL
VALVE NO. 1 ENCODING FLIGHT CONTROL SYSTEM NO. 2
COMPUTER NO. 1 COMPUTER NO. 2
ALTIMETER NO. 1 ACCELEROMETERS
(OPTIONAL)
DIGITAL DATA BUS ENCODING
SYSTEM NO. 1 ALTIMETER NO. 2
AFCS INDICATOR PANEL YAW RATE GYRO
FX-220 FLUX OFF
OFF
OFF PITCH
PITCH
ROLL
ROLL
CH1
CH1 SYSTEM NO. 2
VALVE NO. 2 YAW
LFT/
LFT/
YAW FWD
PBA
FWD
RT/
RT/
AFT
AFT
YAW RATE GYRO
PBA
AFCS
AFCS INDICATOR
AFCS INDICATOR
INDICATOR
CH2
CH2 ENGINE NO. 1
TORQUE/TEMP/N1
ENGINE NO. 2
PITCH FROM NO. 2 SERIES ACTUATORS TORQUE/TEMP/N1 PITCH
FD1 ACTIVE
FD2 ACTIVE TO AFCS
CONTROL POSITION TRANSDUCERS INDICATOR PANEL
FD SEL GO-AROUND
SERVOS
CLTV
STANDBY, P1 ANTI-TORQUE
COLL FTR,
NO. 1 OFF
ENG
Y
ROLL 1 2 ROLL
A TRI
P2
M
W
FTR, PEDALS
TRIM
NO. 2 OFF
COLL/YAW
1 ICS
2
TRAIN
CYCLE BEEP,
FWD RADIO
L +
R
BEEP
AFT
R1
IM
TR L
RE
R2
TRIM
REL
COLLECTIVE CYCLIC
Y1 Y2
YAW YAW
PITCH TRIM ROLL TRIM PEDAL DAMPER/ COLLECTIVE
C1
ACTUATOR ACTUATOR TRIM ACTUATOR ACTUATOR C2
NO. 1 SERIES ACTUATORS NO. 2 SERIES ACTUATORS
March 2013
March 2013
DAFCS
System Components
FZ-706 Flight Computers
Sensors
Actuators
Indicators
Fltgca Coepuahrs
with autopilot (stability) functions.

The computers are installed on the left and right sides of the aircraft and are designated No. 1 and
computer, the designations AP1, FD1, AP2 or FD2 will be used appropriately.
NTT:
No. 2, respectively, when seated in the cockpit, regardless of the pilot-in-command seat.
FLIGHT COMPUTER
NUMBER 1
(AP 1)
FLIGHT COMPUTER
NUMBER 2
(AP 2)
NOSE AVIONICS COMPARTMENT (LEFT SIDE) NOSE AVIONICS COMPARTMENT (RIGHT SIDE)
Figure 13-1: Flight Computers

March 2013
The computers are designated No. 1 and No. 2 with respect to their installation location in the aircraft. The
number 2 computer is considered the master computer; however, either computer can be designated the
master while the other is the slave.
selected by the pilot by pushing the number 1 or 2 under FDSEL. The master/slave relationship is used for
a number of software functions necessary for the two computers to work in harmony. When both computers
are supplied with 28 VDC a Serial Input/Output (SIO) data bus provides communication between them.
command and control signal calculation, actuator drive signal generation, system test and monitor function,
digital-to-analog data conversion, and analog-to-digital data conversion. All selections made by the pilot via
processed by the computers.

ON ON 1
SAS/ATT TEST RAD ALT VEL HLD

ATT ON
Honeywell
AP1 DIGITAL DATA BUS AP2
Figure 13-2: Flight Computers

March 2013
DAFCS
Item/System DC Loads (Amps) Remarks

DAFCS 26.3 SPZ-7600 System
DC Electrical Impact
Item/System 115 VAC VA 26 VAC VA Remarks

AC BUS 1
30.0 40.5 70.5 SPZ-7600 System
DAFCS
AC BUS 2
30.0 40.5 70.5
DAFCS
AC Electrical Impact
Electrical System
electrical impact on each system. The No.1 and No. 2 AC buses are powered independently for redundancy.
Upon initial power-up of the aircraft, the FZ-706 computers perform a self initiated power-up test. Failure to
The AP1 and/or AP2 fail light on the DAFCS caution panel will illuminate.
Power-up error code(s) will be displayed on the AL-300.
This is considered a computer failure and will cause engagement of the failed autopilot(s) to be inhibited.
RAM Read/Write Test - A test to check that all bits of each scratch pad location can be set (reset) and
read.
CPU Register Read/Write Test - Checks that all bits of each of the CPU registers used by the operational
program can be set (reset) and read.
Power Supply Monitor Test - A check is made to verify that the power supply monitor is operational.

March 2013
System Sensors
Gyros or AHRS (depending upon installation)

Accelerometers
Air data
Navigation
Engine Monitors
Control Position and force monitors
Doppler (SAR installation)
newer Attitude and Heading Reference Systems (AHRS). The function of AHRS is the same as the gyroscopic
In this chapter, the AHRS is only discussed as it applies to the DAFCS system. Further detail may be found
in the AVIONICS chapter.
Gyro hnsors (on-AHR Insamllmaton)

Each computer receives rate and position signals from three dedicated gyro sensors for each computer, they
Vertical Gyro
Directional Gyro (C-14 Compass)
Turn Rate Gyro

March 2013
DAFCS
Vertical Gyro
pitch and roll rates from these signals.
assembly, a speed transducer to monitor wheel speed, pitch and roll electrolytic leveling switches; 7° roll
cutout switches, pitch synchro stator for monitoring gyro displacement in the pitch axis, and the gimbal, which
erect the gyro in the roll axis, and the slip ring contacts to apply power to the motors, synchros, and pitch
displacement data to electrical connector J1. The frame assembly is used to mount the roll synchro stator,
for monitoring gyro displacement in the roll axis; the pitch torque motor to erect the gyro in the pitch axis;
The vertical gyro develops through synchros, pitch and roll electrical signals representative of the helicopter
attitude through 360º of roll and 682º of pitch. The erection system incorporates separate systems for pitch
and roll. Vertical reference is established by two gravity-sensitive electrolytic switches which control a torque
(26 VAC) voltage to the respective torque motor. The gyro will erect to within 0.5º of vertical in pitch and roll.
Figure 13-3: Vertical Gyro

March 2013
Directional Gyro
The directional gyros provide the computers with a compensated heading signal.
Figure 13-4: Directional Gyro

March 2013
DAFCS
The turn rate gyro consists of two linear variable differential transformers. The core material for each variable
transformer or E bar pick-off is rigidly held in space by the rotation of the turn rate gyro’s spin-wheel. The
excitation voltage is applied to a winding on the center bobbin of the E bar. The output windings are series
connected and are attached to the end bobbins of the E bar. The E bar windings will move with the case as
part of the helicopter; the bar is held rigid by the gyro motor. The relative motion of the E bar stator windings
produces a rate output whose polarity indicates direction and whose amplitude indicates rate of change. The
turn rate gyro contains two such linear variable differential transformers. The output of one is used to supply
the pilot turn rate indicator, contained in the pilot attitude indicator. The second linear variable differential
the gyro is up to speed and is used to operate the pilot rate gyro warning indicator.
PILOT AND COPILOT

RATE GYROS
Figure 13-5: Turn Rate Gyro

March 2013
Gyro hnsors (AHR Insamllmaton)
The Attitude and Heading Reference System (AHRS) combines the functions of a vertical gyro, a gyro
in which the sensors - Fiber Optic Gyros (FOGs) and level sensors are literally “strapped” to the aircraft
structure. Unlike conventional gyros, aircraft motion is not decoupled from the sensors by means of a stable
mechanical “platform”. Omission of the mechanical platform and use of FOGs eliminate any moving parts
users in the aircraft (e.g., WX, FDR, etc.).
Pitch angle
Roll angle
Magnetic heading
Turn rate
Pitch and roll on the EADI

Magnetic heading on the EHSI
Rate of turn on the TR indicator/EHSI
heading accuracy is 2º.

The AHRS System is further discussed in the AVIONICS chapter
LIGHT
SOURCE
DETECTOR
Figure 13-6: AHRS

March 2013
DAFCS
ASShlhroehahrs
sensors provide inertial acceleration sensing to enable pitch, roll, and collective control in the VEL HLD
FW
D
FW
D
VERTICAL ACCELEROMETERS
LONGITUDINAL AND
LATERAL ACCELEROMETERS
Figure 13-7: Accelerometers
Atr Dmam Coeponhnas
information.
AIR DATA
AIR DATA COMPUTER #1
COMPUTER #2
NOSE AVIONICS COMPARTMENT (RIGHT SIDE) NOSE AVIONICS COMPARTMENT (LEFT SIDE)
Figure 13-8: Air Data Components

March 2013
Airspeed and Static Pressure
On aircraft without the Electronic Flight Instrument System (EFIS) airspeed and static pressure signals are
information is provided by the air data sensors or computers.
STATIC EFIS
S/G
PITOT
ADC
OAT
DAFCS PROBE BALANCE
CHAMBER
EHSI EADI
STANDBY
PILOT’S AIRSPEED
STATIC
PORTS
STANDBY
ALTIMETER
BALANCE
DAFCS OAT CHAMBER
PROBE
EHSI EADI
COPILOT’S
STATIC DRAIN RDAU
PORTS
ADC
EFIS
S/G
Figure 13-9: ADC Diagram
Radio Altitude
Radio Altitude information is provided to the DAFCS by the radio altimeter receiver/transmitter. The typical
installation.
RECEIVER-
TRANSMITTER DH
25
20
15
10 RAD A T
5
4 1
3 2
ECHO
SIGNAL
RADIO
RCVR ALTIMETER
ANTENNA INDICATOR
RAD ALT
XMTR
ANTENNA NO.1 DC
PRI BUS
TERRAIN
Figure 13-10: Radio Altitude

March 2013
DAFCS
mvtgmaton tgnmls hnsors
computers.
VOR/LOC, LNAV, HDG signals are used to generate roll commands.
Glide Slope receiver provides deviation signals to generate either pitch or collective commands.
Marker Beacon signals provide cues that adjust gains in glide slope pitch or collective commands.
DME signals are used to adjust VOR/NAV mode command sensitivity.
ADF signals do not go to the Flight Control Computers.
SYMBOL SYMBOL
GENERATOR 1 GENERATOR 2
HEADING BUG SETTING
VOR/LOC/GS/MB VOR/LOC/GS/MB
DEM NO.1 DEM NO.2
COURSE 1 HEADING COURSE 2
PULL PULL PULL

DIR SYNC DIR
COURSE 1 SETTING COURSE 2 SETTING
GNS 530
OR
POS INIT 1/1
DATE
INITIAL POS 21-SEP-02
ID <GPS> UTC
N 40 38.7 12:42:59
W 073 45.3
STANDARD / EXTENDED
NAV DATABASE EXPIRES
07-MAY-03
FMC VER 604.3
DATA NAV VNAV DTO LIST PREV 1 2 3
FUEL FPL PERF TUNE MENU NEXT 4 5 6
A B C D E F G 7 8 9
H I J K L M N
BACK 0 MSG
ON/OFF +_
O P Q R S T DIM
U V W X Y Z ENTER
UNS-1
AP1 AP2
DIGITAL DATA BUS
Figure 13-11: Navigation Signal Sensors

March 2013
Tngtnh Montaortng
5
the collective drive signal to prevent exceeding the engine torque, T5, or N1 limits.
Acquisition Unit (RDAU) and limiting is based on Torque or N1 only.
ENGINE 1 ENGINE 2
J1
J3
J5
J2
J7
J4
J9
J6
J8
ENGINE 1 IIDS ENGINE 2

T5, N1, TORQUE REMOTE DATA ACQUISITION UNIT (RDAU) T5, N1, TORQUE
AP1 AP2
DIGITAL DATA BUS
Figure 13-12: Engine Monitoring

March 2013
DAFCS
Fltgca Conarol Postaton hnsors
Another use of the control position information is the generation of anticipation signals. Anticipation signals
are applied to the controls to tune the SAS mode response when the pilot is manipulating the controls. An
additional anticipation signal is generated when the collective is moved, which applies an anticipation signal
collective is moved.
ROLL
TRANSDUCER
PITCH
TRANSDUCER
COLLECTIVE
TRANSDUCER
YAW TRANSDUCER
Figure 13-13: Flight Control Position Sensors

March 2013
Flight Control Actuators
Series Actuators
Trim Actuators
AP1 DIGITAL DATA BUS AP2
ACTUATOR
ASSEMBLIES
PITCH NO.2
NO.2 SERIES ACTUATOR

COMMANDS
ROLL NO.2
NO. 1 SERIES
ACTUATOR COMMANDS
YAW NO.2
NO.1 TRIM ACTUATOR NO.2 TRIM ACTUATOR
COMMANDS COMMANDS
PITCH NO.1
ROLL NO.1
YAW NO.1
NO.1 ACTUATOR
OFF
OFF
OFF PITCH
PITCH
CH1
CH1 POSITIONS
PITCH TRIM ROLL TRIM PEDAL DAMPER/ COLLECTIVE ROLL
ROLL
YAW
LFT/
LFT/
YAW FWD
RT/
RT/
AFT
ACTUATOR ACTUATOR TRIM ACTUATOR ACTUATOR
FWD AFT
PBA
PBA
AFCS
AFCS INDICATOR CH2
AFCS INDICATOR
INDICATOR CH2
NO.2 ACTUATOR
ACTUATOR POSITIONS
POSITION
INDICATOR
Figure 13-14: Flight Control Actuators

March 2013
DAFCS
hrths ASaumaors
Series actuators are installed in the pitch, roll, and yaw control systems and provide the majority of the control
computer, are installed in each control channel in series with one another.
FWD
#2 ROLL #1 ROLL
ACTUATOR ACTUATOR
#2 PITCH #1 PITCH
ACTUATOR ACTUATOR
#1 YAW
ACTUATOR
#2 YAW
ACTUATOR
Figure 13-15: Series Actuators
Two in the pitch axis

Two in the roll axis
Two in the yaw axis

March 2013
would then result in a change of the rotor head in the pitch or roll axis or the tail rotor. As stated previously,
mounted back-to-back and in series with each other. In this way, complete extension of only one actuator
actuator assembly as a whole. Flight computer electrical inputs to the actuators either increase or decrease
the effective length of the pushrod, causing a corresponding tip path plane change. The result of the extension
FLIGHT
CONTROLS
8 MM 8 MM
5% 5%
10%
CONTROL ROTOR
AUTHORITY SYSTEM
TRIM ACTUATOR
Figure 13-16: Series Actuators

March 2013
DAFCS
Trte ASaumaors
Trim actuators are used to assist the series actuators and provide an auto trim function. The trim actuators
switch on the autopilot controller. That is, if FD1 is selected, the trim servos will be commanded by AP1. If
FD2 is selected, the trim servos will be driven by AP2.
ROLL TRIM
ACTUATOR
PITCH TRIM COLLECTIVE TRIM

ACTUATOR ACTUATOR
PEDAL DAMPER/YAW TRIM

ACTUATOR
Figure 13-17: Trim Actuators
NTT:
AOG Logic
The DAFCS computers are not incorporated with the weight-on-wheels switch; instead, they use logic to
Airspeed is less than 60 Kts

Radar altitude is less than 20 ft
When both autopilots are engaged, the auto trim feature will automatically retrim the controls when both
from center for more than 1.5 seconds. Additionally, 1/4 second auto trim is enabled as long as collective
FTR is pressed plus 10 seconds. This prevents the single pitch axis actuator from saturating during rapid
collective movements thereby improving longitudinal stability.

March 2013
If auto trim is not functioning, the pilot may manually retrim the controls by referring to the actuator position
meters on the AFCS indicator panel. For pitch and roll, the pilot presses cyclic FTR and moves the cyclic in
pedals are moved in the direction of the needle to center the actuator(s).
controls and trim actuator motor. The clutch is controlled by the corresponding trim switch in the cockpit.
The yaw trim actuator is electrically controlled but hydraulically powered from the No. 2 hydraulic system via
yaw trim actuator also functions as a pedal damper. The pedal damper functions independently of the trim
actuator. There is no force feel spring in the unit; therefore, the pedals will hold their position when displaced
by the pilot.
Detent switches are incorporated in the pitch, roll and collective trim servos and a force switch is installed on
the pedal damper/trim actuator. If the pilot moves the controls without pressing the FTR switch or the pedal
switches, auto trim will be inhibited for that axis. Releasing the control will allow auto trim to function normally.
Operation
Autopilot Controller

ON ON 1 2 ON ON

SAS ATT ON ON ON
Honeywell
Figure 13-18: Autopilot Controller
AP1/AP2 Buttons
Actuation of either AP button engages that autopilot in the ATT mode and automatically engages its yaw axis.
Autopilot engagement is annunciated by the ON legend on the button. Each autopilot may be individually
turned off by again pressing its respective button. A blank button indicates autopilot disengagement.
When both AP’s are selected, the last AP on line becomes the master.
SAS/ATT (Stability Augmentation System/Attitude) button, allows selection of the SAS or ATT mode of
autopilot operation. In normal operation both autopilots are on in the ATT (attitude retention) mode. The
ATT mode is selected automatically by the ATT legend on the button. The ATT mode must be selected for
switch is OFF.

March 2013
DAFCS
AFCS Indicator
The AFCS indicator panel contains a selector switch and two indicators. Placing the selector switch to PITCH,
CH2 indicators respectively.
OFF PITCH CH1

ROLL
LFT/ RT/
YAW
FWD AFT
AFCS INDICATOR CH2
OFF PITCH CH1

ROLL
LFT/ RT/
YAW
FWD AFT
AFCS INDICATOR CH2
OFF PITCH CH1

ROLL
LFT/ RT/
YAW
FWD AFT
AFCS INDICATOR CH2
Figure 13-19: AFCS Indicator
ambtltay Augehnamaton ysahe (A) Modh

The SAS mode provides short-term rate dampening to external aircraft disturbances and enhances aircraft
automatic turn coordination. SAS is intended for use when extensive aircraft maneuvering is required and the
pilot prefers to be hands-on without attitude retention.
SAS is selected by pressing the SAS/ATT button to light the SAS legend on the button. The autopilots will
automatically engage in SAS, or change to SAS, whenever the cyclic trim if OFF.

March 2013
heading hold reference when below 60 Kts, or to trim the yaw axis (center the ball) when above 60 Kts. The
collective beep switch will also function to change the RADALT reference if the collective is coupled.
NTT: Pitch and roll autotrim is inoperative during SAS mode operation.
NTT:

ON ON 2

AHRS1 AHRS2
SAS SAS MODE
Honeywell
ATTITUDE ATTITUDE
DATA DATA
AP1 AP2
CONTROL
MOVEMENT
DATA
CORRECTION
FOR WIND
DISTURBANCE
FLIGHT
CONTROLS
SERIES ACTUATORS
MAIN OR
TAIL
ROTOR
SYSTEM
TRIM ACTUATOR
Figure 13-20: Stability Augmentation System (SAS) Mode

March 2013
DAFCS
Aaataudh Rhahnaton (ATT) Modh

The ATT mode provides a smooth, hands-off return of the aircraft to a desired reference attitude after a
ATT is selected automatically upon engagement of either autopilot and is annunciated by the ATT legend on
the SASS/ATT button. Current aircraft attitude is established as the reference upon AP engagement.

ON ON 2

AHRS1 AHRS2
ATT ATT MODE
Honeywell
ATTITUDE ATTITUDE
DATA DATA
AP1 AP2
CONTROL
MOVEMENT
DATA WHAT THE
MAINTAIN ACTUATORS MAINTAIN
ATTITUDE DID ATTITUDE
FLIGHT
CONTROLS
MAIN OR
TAIL
ROTOR
SYSTEM
TRIM ACTUATOR
Figure 13-21: Attitude Retention (ATT) Mode

March 2013
CySltS ForSh Trte Rhlhmsh
The reference is changed at the pilot’s preference using either the cyclic Force Trim Release (FTR) button
or the cyclic four-way beep switch.
FORCE TRIM
RELEASE
FWD
L R
FLOATS AFT CARGO
FLIGHT
CONTROLS
RADIO
DECOUPLE
FOUR-WAY
TRIM SWITCH
PITCH OR ROLL
TRIM ACTUATOR
Figure 13-22: Cyclic Force Trim Release and Four Way Trim Switch
1.
2. Pitch and Roll Linear Actuators re-center then provide SAS corrections.
3. Magnetic clutch releases.
4. Trim Actuators cease driving and re-center.
CySltS Four-Wmy Trte wtaSc

Fore and Aft movement of the four-way trim switch will change the pitch attitude at a rate of 2º per second.
Left or Right movement of the switch will change the roll attitude at a rate of 3º per second.
At airspeeds above 60 KIAS, heading hold is maintained by the roll axis, below 60 KIAS, heading hold is
transferred to the yaw axis. At airspeeds above 60 KIAS, if roll bank angle is beeped 6° or less, DAFCS
will roll wings level on the new heading. If roll bank angle is beeped more than 6° or airspeed is less than
60 KIAS, DAFCS will hold bank angle.
The cyclic four-way trim switch is inoperative with both autopilots off, during SAS mode operation, or with the
cyclic trim turned off.
Turning the cyclic trim off will cause the DAFCS to revert to SAS mode, and will disable pitch, roll, and yaw
autotrim functions.

March 2013
DAFCS
CollhSatvh ForSh Trte Rhlhmsh mnd Four Wmy Trte wtaSc

Collective trim can be adjusted by pressing the collective trim release and adjusting the collective.
Fore and Aft movement of the collective four-way trim switch does not affect the collective trim during
uncoupled operation.
FOUR-WAY
TRIM SWITCH
SERVOS CLTV SET

NO. 1 OFF DEC
Y 30
SE
A C
W PRE
S
INC M S
NO. 2 OFF TRIM C
2M P
IN OEI
TRAIN
FWD
L R
AFT (PR
DE ESS
CU )
TRIM S
C D
R N
REL O /
L U
L P
FLIGHT
CONTROLS
FORCE TRIM
RELEASE
COLLECTIVE
TRIM ACTUATOR
Figure 13-23: Collective Force Trim Release and Four Way Trim Switch

March 2013
Phdml ForSh Trte Rhlhmsh mnd Ymw Trte wtaSc
The pilot can adjust the yaw trim by adjusting the Four-Way trim switch left or right, or by pressing the Force
Trim Release and moving the pedals.
At airspeeds less than 60 KIAS, applying yaw beep left or right will turn the aircraft through the yaw axis
to a new magnetic heading at a rate of 5º per second.
Feet must be off of pedals for proper yaw beep operation.
FOUR-WAY
TRIM SWITCH
SERVOS CLTV SET

NO. 1 OFF DEC
Y 30
SE
A C
W PRE
S
INC M S
NO. 2 OFF TRIM C
2M P
IN OEI
TRAIN
FWD
L R
AFT (PR
DE ESS
CU )
TRIM S
C D
R N
REL O /
L U
L P
FLIGHT
CONTROLS
FORCE TRIM
RELEASE
YAW
TRIM ACTUATOR
Figure 13-24:

March 2013
DAFCS
FD TL Buaaon
FDSEL will follow the last auto pilot engaged.
mode to prevent coupling to possibly old or invalid information.

Both autopilots must be engaged for coupled operation.
Coupling is prohibited below 60 KIAS.
HDG VS ALT HDG VS ALT
NAV ILS DECEL NAV ILS DECEL
VOR APR IAS ALT PRE VOR APR IAS ALT PRE
ON ON
BC SBY GA BC SBY GA
FLIGHT DIRECTOR FLIGHT DIRECTOR

#1 #2

ON ON 2

ATT
Honeywell
AHRS1 AHRS2
ATT MODE
ATTITUDE ATTITUDE
DATA DATA
AP1 AP2
CONTROL
MOVEMENT
DATA WHAT THE
FLIGHT
CONTROLS
ROTOR
SYSTEM
TRIM ACTUATOR
Figure 13-25: FD SEL Button

March 2013
Couplhd Nphrmaton
If desired, the pilot may uncouple the pitch and/or roll commands after engagement by pressing the CPL
button.
Turning CPL off blanks the button and illuminates the DCPL button on the DAFCS warning panel.
ON
ON
BC SBY GA BC SBY GA

#1 #2

ON ON 2 ON

ATT
Honeywell
AHRS1 AHRS2
ATT MODE
ATTITUDE ATTITUDE
DATA DATA
AP1 AP2
CONTROL
MOVEMENT
WHAT THE
DATA MAINTAIN MAINTAIN
ACTUATORS
FLIGHT
CONTROLS
ROTOR
SYSTEM
TRIM ACTUATOR
Figure 13-26: Coupled Operation

March 2013
DAFCS
DAFC Wmrntng Pmnhl “DCPL”
director. The DCPL light also illuminated in the event that a self-induced decouple is initiated by the computers
due to the loss of a sensor.
AP1 AP2 AP1 AP2
CLTV DCPL CLTV DCPL
EMER PWR GOOD NAV 1 NAV

10 0 FE E T
0
OFF ARM BATTERY NAV 2 LNAV
TEST
0 20
AP1 AP2
180 9 1 Honeywell AP1 AP2
160 ALT
2
CLTV DCPL
Honeywell
40 8 1020 Mb IN 29.9
1300
CLTV DCPL
GPWS ANNUN 140 140

INOP BARO FUEL
1015
Hg 30.0 GPWS
1300 1010 20 4 BARO
7
XFEED INOP
TERR
INOP
SET
140
20 4
BRT DIM
ENG 1 OIL MGB OIL ENG 2 OIL 20 20
120
KNOTS
AEROSONIC
3 SET TERR
INOP
60 130
6
°C PSI °C PSI °C PSI
SX WPT FMS HDG
MODE 35 70 33 75 35 64
10 10
100 80
5 4 10 3
130 3 MSG APR GPS
10 INTEG 10
ALT
ALERT 8 8 TST
10
120 1200 ALT
RMU FAN 20 20 ALERT
120 1200 CABIN FAIL 6 6 PUSH PUSH FOR
10
CALL AUTO CNTR MODE 1
1 2 4 4 ILS/BC L
PU L 110
3 3 VOR 323
10 1 HYD 1 0 2 2 0
HYD 2
TO 1000
C
110 CALL 0 0 B
R
OBS A GE
20
NAV 2 1000 CABIN CABIN 0 1 900 LBS 0 1
T
100
40.0 15
HANDSET
20 1 OAT 21 °C ON D NAV 2
1 200
40.0 15
NM MIN I
DH200 29.92
100 T5 N1 TQ 107 M
730 730 94.1 94.1 72 72 N2 N2 ICS 2 OAT 21 °C NM MIN
CH SEL
DH200 200 29.92 -
NR PVT CABIN
MENU
DME HONEYWELL 10 -- CALL T5 N1 TQ 107
- - 110 CH SEL
10 10 ON OFF 730 730 94.1 94.1 72 72 N2
NR
N2
9 AGL FT / MIN X100 - DME HONEYWELL
- SET 10 --
- - - 110
8 100 KNOTS MACH 10 10
Honeywell
9 9
8
-
Honeywell
- - TST -
6 90 8 100
Evantide 9
2 Honeywell 7 8 ARGUS 7000/CE 8
1 70 Honeywell - TST 2
- - 1
- 4
50
– – – BRG MAG 0 KTS
8
6 90 DME +IO
110° AIR SPEED BUGS 7
000
.5 4 6 7 – – – . – NM – –:– –:– – TRB 70 40.0 4
VERTICAL ON DME +IO 4 5 2 30 B E
70 70 - - 4
CWE N
.5
VERTICAL
SPEED 000 3 5 SFC
50A 50 3 3
40.0 2
0 1 10
R
T
RANGE 6 7
5
33
2
SPEED
ON
0 6 CWE N
3 3
0 0
D STB
4
3
2 30 B
1 0 6
30
33 70 2 R
6
1000 FPM XX
2
I
80 1 10 T
M 0 0 0 1000 FPM XX
SET D
.5 1
30
4 XX
40
6
MENU I .5
W
70
M 4 XX
15 RCT AZ
1 2
W
000 MENU
2 1
24
12
2
1
MMU
2
2
15
24
30
12
BRT SELECT TGT SCT 21

1 V S
3 BRT
15
2 20
V
21
S RCT CRS GSPD
3 WX/T 18
HDG VS ALT
CRS 29 MSL
–.– NM –.– TE
ENR/ 10
10 000 140
18 TTG 1 2 3 4 T
000
SEL PUSH
DH
ON ON ON
00:00 INFO
EMER
WX
GMAP
FP PULL + SBY LX HDG VS ALT
DH
DEP ENR ARR AUX VAR GAIN TILT+ CLR
NAV ILS DECEL ON 2 E SBY TST OFF
TST ON ON ON
COM M
R OFF
PULL BRT
1
ARM CAP ARM GS ARM CAP
NAV AUDIO TX SQ G MIN MAX ACT – NAV ILS DECEL
X10 FT
CHRONOMETER CHRONOMETER ARM CAP ARM GS ARM CAP 2
ARM CAP ON ARM CAP NAV FULL MAP GSPD ATT HDG
NAV LNAV 20
VOR APR IAG ALT PRE
SQ
NAV
AUDIO ARM CAP ON ARM CAP ARC RNG TTG REV REV 3
ARM CAP ON ON
ARC RNG TTG REV REV
NAV LNAV MODES
VOR APR IAG ALT PRE 15 RAD ALT
GMT LT FT ET GMT LT FT ET LNAV LNAV
10 5 4
BC SBY GA SELECT CONTROL SELECT CONTROL ARM CAP ON ON ADF TEST ADF
LNAV LNAV VOR1 VOR2
ADF ADF SEL CTL CLR DLY Honeywell
SEL CTL BC SBY GA OFF OFF TEST
TEST OFF OFF
DAVTRON DAVTRON BRG ADI DH HSI WX BRG Collins
VOR1 VOR2 DIM TST DIM DIM
OFF OFF
OFF OFF
DIM TST DIM DIM
O.E.I. FD COMP
TRAINING IIDS SG AHRS ADC
E.T. CMD MON
LDG GEAR REV REV TEST REV
FD COMP BARS RESET
SG AHRS ADC IIDS
RADIO CALL E.T. CMD MON RADIO CALL
REV TEST REV REV
BARS RESET L R
N76CB TEST PANEL N76CB
N
THIS HELICOPTER MUST BE OPERATED IN ACCORD
GEN 1 GEN 2 UNLKD WITH THE OPERATING LIMITS SPECIFIED IN THE
OVER OVER AC GEN FAA APPROVED ROTORCRAFT FLIGHT MANUAL.THE
LOW TERR VOLT VOLT AIRWORTHNESS LIMITATIONS SECTION OF THE -35 -30 -20 -10 0 10 20 30 40 50
50 40 30 20 10 0 -10 -20 -30 -35 ALT INHIB OVER
EMER DN NORMAL ROTORCRAFT MAINTENANCE MANUAL MUST BE LOW TERR
VOLT -1 134 OAT °C
OAT °C 134 -1 ON 1 ON COMPLIED WITH. ALT INHIB
PREES ALT X 1000
O 0 131 VNE (IAS)

PREES ALT X 1000
VNE (IAS) 131 0 F

CAUTION ON 1 ON 1 129 134 POWER OFF
POWER OFF 134 129 1 GND GND F UP
TURN & PULL
115% No WITH USEABLE FUEL PER TANK INDICATING 2 126 132 136 KNOTS 115% No
136 KNOTS 132 126 2 GPWS GPWS
MAX 131 129 124 3
FAULT FAULT UNDER 80 LBS OR LESS AVOID SUSTAINED NOSE DOWN 3 124 129 131 MAX
G/S VOLT PITCH ATTITUDES IN EXCESS OF 5° GPWS GPWS 4 120 127 130 124 WHITE AREA
WHITE AREA 124 130 127 120 4 P/TEST
ABOVE 118 123 129 135 CANCEL ENG 1 ENG 2 FEEDER 5 120 125 134 135 129 123 118 ABOVE
134 125 120 5 CAUTION G/S 10,000 FT
10,000 FT
HD 110 116 122 128 135 132 123 118 6 FLOATS TEST TEST TEST FAULT
DN ENGINE OPERATION WITH ROTOR STOPPED
P/TEST
CANCEL 6 118 123 132 135 128 122 116 110 HD
96 102 108 115 121 127 134 127 118 113 7 TERR O O O LIMITED TO BLADES 45° TO LONG AXIS 7 113 118 127 134 127 121 115 108 102 96
DISPLAY TEST F F F 8 109 114 121 120 131 106 100 93 87 79
79 87 93 100 106 131 120 121 114 109 8 F F F TERR
9
CAUTION DISPLAY 9 134 114 121 105 98 91 85 76
FL 76 85 91 98 105 121 114 134 ON RESET RESET TURN OFF STROBE LIGHT WHEN TAXIING NEAR 10 82 94 94 90 83 75
IG 75 83 90 94 94 82 10 WARN ED
HT ENG OVSP OTHER AIRCRAFT OR WHEN FLYING IN FOG OR ON 11 75 75 75 75 W
NO 75 75 75 75 11 CLOUDS. STANDARD POSITION LIGHTS MUST BE LO
T ALLOWED 48 48 12 GND 12 48 48 FLIGHT NOT AL
LDG GEAR UP 1 - TEST - 2
PUSH TO RESET LDG GEAR UP
PUSH TO RESET
Figure 13-27: DAFCS Warning Panel “DCPL”

March 2013
CNLL “N” Ltgca
1. VS, ALT, ILS (Glide Slope), or ALT PRE when IAS is also selected. (Known as 3 cue operation)
2. Go-Around
3. RADALT Hold
ON ON
ON
ON
BC SBY GA BC SBY GA

#1 #2

ON ON 2 ON ON

ATT
Honeywell
AHRS1 AHRS2
ATT MODE
ATTITUDE ATTITUDE
DATA DATA
AP1 AP2
CONTROL
MOVEMENT
DATA WHAT THE
FLIGHT
CONTROLS
ROTOR
SYSTEM
TRIM ACTUATOR
Figure 13-28: COLL “ON” Light

March 2013
DAFCS
DAFC Wmrntng Pmnhl “CLTV”

The “CLTV” light indicates that automatic collective is disabled and the collective actuator is not able to follow
the master warning panel and a DAFCS caution segment on the IIDS or master caution panel. "The pilot
must move the collective manually".
1. A collective mode is engaged with the CLTV stick trim off.

2. A collective mode is engaged when torque or N1 of either engine is in the limiting range.
3. The collective is manually increased into the limiting range.
AP1 AP2 AP1 AP2
CLTV DCPL CLTV DCPL

10 0 FE E T
0
TEST
0 20
AP1 AP2
160 ALT
2
CLTV DCPL
Honeywell
40 8 1020 Mb IN 29.9
1300
CLTV DCPL
GPWS ANNUN 140 140

INOP BARO FUEL
1015
Hg 30.0 GPWS
1300 1010 20 4 BARO
7
XFEED INOP
TERR
INOP
SET
140
20 4
BRT DIM
120
KNOTS
AEROSONIC
3 SET TERR
INOP
60 130
6
SX WPT FMS HDG
MODE 35 70 33 75 35 64
10 10
100 80
5 4 10 3
130 3 MSG APR GPS
10 INTEG 10
ALT
ALERT 8 8 TST
10
120 1200 ALT
RMU FAN 20 20 ALERT
10
1 2 4 4 ILS/BC L
PU L 110
3 3 VOR 323
10 1 HYD 1 0 2 2 0
HYD 2
TO 1000
C
110 CALL 0 0 B
R
OBS A GE
20
T
100
40.0 15
HANDSET
1 200
40.0 15
NM MIN I
DH200 29.92
100 T5 N1 TQ 107 M
730 730 94.1 94.1 72 72 N2 N2 ICS 2 OAT 21 °C NM MIN
CH SEL
DH200 200 29.92 -
NR PVT CABIN
MENU
- - 110 CH SEL
10 10 ON OFF 730 730 94.1 94.1 72 72 N2
NR
N2
- SET 10 --
- - - 110
Honeywell
9 9
8
-
Honeywell
- - TST -
6 90 8 100
Evantide 9
1 70 Honeywell - TST 2
- - 1
- 4
50
8
6 90 DME +IO
000
.5 4 6 7 – – – . – NM – –:– –:– – TRB 70 40.0 4
VERTICAL ON DME +IO 4 5 2 30 B E
70 70 - - 4
CWE N
.5
VERTICAL
SPEED 000 3 5 SFC
50A 50 3 3
40.0 2
0 1 10
R
T
RANGE 6 7
5
33
2
SPEED
ON
0 6 CWE N
3 3
0 0
D STB
4
3
2 30 B
1 0 6
30
33 70 2 R
6
1000 FPM XX
2
I
80 1 10 T
M 0 0 0 1000 FPM XX
SET D
.5 1
30
4 XX
40
6
MENU I .5
W
70
M 4 XX
15 RCT AZ
1 2
W
000 MENU
2 1
24
12
2
1
MMU
2
2
15
24
30
12

1 V S
3 BRT
15
2 20
V
21
S RCT CRS GSPD
3 WX/T 18
HDG VS ALT
CRS 29 MSL
–.– NM –.– TE
ENR/ 10
10 000 140
18 TTG 1 2 3 4 T
000
SEL PUSH
DH
ON ON ON
00:00 INFO
EMER
WX
GMAP
DH
TST ON ON ON
COM M
R OFF
PULL BRT
1
NAV AUDIO TX SQ G MIN MAX ACT – NAV ILS DECEL
X10 FT
NAV LNAV 20
VOR APR IAG ALT PRE
SQ
NAV
ARM CAP ON ON
ARC RNG TTG REV REV
NAV LNAV MODES
10 5 4
LNAV LNAV VOR1 VOR2
TEST OFF OFF
OFF OFF
OFF OFF
DIM TST DIM DIM
O.E.I. FD COMP
E.T. CMD MON
FD COMP BARS RESET
SG AHRS ADC IIDS
REV TEST REV REV
BARS RESET L R
N
50 40 30 20 10 0 -10 -20 -30 -35 ALT INHIB OVER
VOLT -1 134 OAT °C
PREES ALT X 1000
O 0 131 VNE (IAS)

PREES ALT X 1000
VNE (IAS) 131 0 F

TURN & PULL
MAX 131 129 124 3
134 125 120 5 CAUTION G/S 10,000 FT
10,000 FT
P/TEST
CANCEL 6 118 123 132 135 128 122 116 110 HD
DISPLAY TEST F F F 8 109 114 121 120 131 106 100 93 87 79
79 87 93 100 106 131 120 121 114 109 8 F F F TERR
9
CAUTION DISPLAY 9 134 114 121 105 98 91 85 76
FL 76 85 91 98 105 121 114 134 ON RESET RESET TURN OFF STROBE LIGHT WHEN TAXIING NEAR 10 82 94 94 90 83 75
IG 75 83 90 94 94 82 10 WARN ED
HT ENG OVSP OTHER AIRCRAFT OR WHEN FLYING IN FOG OR ON 11 75 75 75 75 W
PUSH TO RESET
Figure 13-29: DAFCS Warning Panel “CLTV”

March 2013
FZ-706 CollhSatvh Ltetatng
During coupled collective operation, collective limiting is performed to prevent exceedance of N1, T5, or
torque. (T5
engine parameters from its respective engine. The data is then compared via the data bus thereby providing
when an engine parameter is within the stated range.
N1 (A+/A++/C only)
5 Response to arrival at limit) (3)
840º to 860º
limit (A+/A++/C only)
860º to 880º
limit (A+/A++/C only)
Greater than Decrease proportional to exceedance
Torque Limit (1)(2) untilbelow limit
Greater than
(CLTV ANNUNCIATOR ON)
seconds
Greater than or Greater than
equal to 101.0 for 880º Torque Limit Plus
(CLTV ANNUNCIATOR ON)
any time period
(3) Torque reference is a computer term that is not equivalent to cockpit torque.
FZ-706 Collective Limiting

March 2013
DAFCS
Fltgca DtrhSaor
appropriate button. Mode engagement is annunciated by illumination of the legend on the button face.
result in steering commands being presented on the appropriate ADI and coupling of the steering commands
HDG VS ALT
ON ON ON
NAV ILS DECEL
ARM CAP ON ARM CAP
VOR APR IAS ALT PRE
ARM CAP ON ON
BC SBY GA
Figure 13-30: Flight Director

March 2013
Fltgca DtrhSaor Coeemnd Prhshnamatons
Flight director commands are presented on the ADI and are referred to as cues.
Single Cue
A single pitch, roll, or collective cue is displayed.
Honeywell
HDG
1300
140
20 4
120 3
10
100 1200
10 1
80
1000
20 2
60
DH200 200
ROLL CUE
Honeywell
VS
1300
140
20 4
120 3
10
100 1200
10 1
80
1000
20 2
60
DH200 200
PITCH CUE
Honeywell
RA
1300
140
20 4
120 3
10
100 1200
10 1
80
1000
20 2
60
DH200 200
COLLECTIVE CUE
RAD ALT HOLD ONLY
Figure 13-31: Single Cue

March 2013
DAFCS
2-Cue
The term 2-cue typically refers to the display of a pitch command bar and a roll command bar.
Honeywell
HDG ALT
1300
140
20 4
120 3
10
100 1200
10 1
80
1000
20 2
60
DH200 200
Figure 13-32: 2-Cue
3-Cue
The term 3-cue refers to the display of a pitch command bar, roll command bar, and collective commands.
The collective cue and scale are displayed on the left side of the ADI and only come into view when a
collective mode is engaged.
Honeywell
HDG IAS
ALT
1300
140
20 4
120 3
10
100 1200
10 1
80
1000
20 2
60
DH200 200
Figure 13-33: 3-Cue

March 2013
SAR MODES ROLL ROLL PITCH
(GREEN) ARM CAPTURE CAPTURE
(OPTIONAL) (WHITE) (GREEN) (GREEN)
MOT LNV LOC LNV LOC IAS DCL
CLMB AZ BC BC AZ VS ALTP
APR1 VAP NAV HDG VAP GS GP
APR2 NAV ALT VHLD
Honeywell
PITCH
COLLECTIVE N° HDG IAS GS ARM
CAPTURE LOC DCL
(WHITE)
(GREEN) MOT ALTP
120 ALT ALTP
GA 20 4
GS
GS GP
RA 100 DCL
10 3
GP
VS
VERTICAL
ALT 87 4160 DEVIATION
ALTP
SCALE
10 1
80 GLIDESLOPE /
4000 GLIDEPATH
20 9 DEVIATION
60
DH 100 140 LRN
1130
VERTICAL
DEVIATION
EXPANDED
LOCALIZER
NOTE: WHEN NOT TUNED TO AN ILS FREQUENCY THE RATE-OF-TURN

POINTER AND SCALE IS PRESENT IN PLACE OF THE EXPANDED
LOCALIZER DISPLAY.
Figure 13-34: EFIS EADI Diagram

March 2013
DAFCS
Roll or Lmahrml Modhs
HDG VS ALT
ON
NAV ILS DECEL
ARM CAP
ARM CAP
VOR APR IAS ALT PRE
ARM CAP
BC SBY GA
Figure 13-35: Roll or Lateral Modes
Heading (HDG) Mode

The heading mode maintains the heading selected on the heading bug. Engagement is annunciated by the
ON legend on the button.
Heading can be engaged when the other roll modes are armed.
Heading will automatically drop off when another roll command is captured.
If not already selected, Heading mode will automatically engage when another roll mode is armed but out
of the capture area.
Heading will automatically drop off when the armed roll command is captured.
Any previously captured roll mode will be canceled when HDG is engaged.

March 2013
Navigation (NAV) Mode
navigation source is selected using the aircraft navigation switching function to display the desired radio on
the HSI. This mode is normally used to track TO or FROM a VOR station; however, RNAV, LNAV, or LOC
desired intercept angle. The preferred intercept angle is 30 to 60º. Pressing the NAV switch will cause the
ARM light to illuminate and will also engage the HDG mode (if not already engaged). When the aircraft
nears an on-course condition, the HDG and ARM lights will extinguish, the green CAP light will illuminate
and the aircraft will turn on course. VOR deviation is gain programmed as a function of DME distance from
the station, thus, the DME should be selected to the same VOR station that is being tracked for optimum
performance. When passing over the VOR station, an Overstation Sensor (OSS) detects station passage,
removing the VOR deviation signal from the command until it is no longer erratic. While over the station,
course changes are made by selecting a new outbound course on the EHSI.
operation is the same as described above.

If the NAV is invalid, the system will remain in the ARM mode and continue to follow the selected heading.
Once captured, an invalid NAV will cause the roll command bar to bias out of view.
VOR APR
navigation receiver is tuned to a VOR station. Operation is the same as described under the NAV mode
station.

March 2013
DAFCS
Back Course (BC)

Back Course operates the same as the NAV mode with the deviation and course signals reversed to make
Honeywell
HDG VS ALT
DME
059
6 3
E
3 2
NAV ILS DECEL
1
12
N
15
33
30
1
S
VOR APR IAS ALT PRE W
21 2
24 3
GSPD
CAP
CRS 125
BC SBY GA 240
LOCALIZER BACK COURSE LOCALIZER FRONT COURSE
Figure 13-36: Back Course

March 2013
PtaSc or VhratSml Modhs
Flight direct pitch or vertical modes include barometric Altitude Hold (ALT), barometric Altitude Preselect
(ALT PRE), Indicated Airspeed Hold (IAS),Vertical Speed Hold (VS), Glide Slope (ILS), Deceleration (DECEL),
and Go-Around (GA).
With the exception of GA mode, airspeed is always controlled by pitch.
VS, ALT, ILS, ALT PRE are controlled by pitch unless airspeed is engaged, then they are controlled by
collective.
HDG VS ALT
ON ON ON
NAV ILS DECEL
ARM CAP ON ARM CAP
VOR APR IAS ALT PRE
ARM CAP ON ON
BC SBY GA
Figure 13-37: Pitch or Vertical Modes
AL-300
The primary function of the AL-300 is to display the command, or reference, numbers that are used with the
ALT PRE, IAS, VS, RAD ALT, VEL HLD, or altitude alert mode(s). Refer to appropriate mode descriptions for
more information.
Whenever the IAS, VS, RAD ALT, or VEL HLD (Doppler valid) modes are selected the display will show
the reference number for that mode for a period of 5 seconds. Any time the appropriate four-way switch is
actuated to beep to a new reference, the display will show the appropriate mode value being changed. When
FTR is pressed with a mode engaged, the AL-300 will display the current reference value for that mode.
When FTR is released, the displayed value will become the new reference for that mode. For example, when
then use the four-way switch on the cyclic to increase or decrease the airspeed reference as desired.

March 2013
DAFCS
AGL FT / MIN X 100

SET
KNOTS
Figure 13-38: AL-300
VhratSml Modh DhsSrtpatons

VS
The vertical speed mode is normally used by pressing this switch and then selecting the VS reference on
engaged), the reference is selected using the four-way beep switch on the collective. Beep is limited when
after selection. If desired, the mode may be engaged after manual achievement of the desired climb or
descent rate. During operation, the rate present at the moment of release of FTR will then be the reference
An invalid air data sensor will cause the command bar to bias out of view. The VS annunciator will remain on.
NTT: If IAS is engaged, vertical speed may be manually achieved using collective and collective
FTR.
Altitude Hold Mode)

Upon engagement, the current barometric altitude will be maintained. Altitude changes are made by pressing
the new altitude. As with the IAS mode, the new reference will be established and maintained upon release
of the FTR switch.
If the air data sensor becomes invalid, the corresponding command bar (pitch or collective) will bias out of
view. The ALT annunciator will remain on.
ILS
Pressing the ILS switch with an ILS frequency tuned on the navigation receiver will ARM both the NAV
and ARM lights are extinguished.

The pitch axis may be engaged in any of the pitch modes such as ALT, VS, or IAS prior to capture of the
glideslope. Upon capture of the glideslope, the previous pitch mode light will extinguish and the green GS
light will illuminate, while a command is generated to asymptotically approach the glideslope beam.

March 2013
Glideslope performance is gain programmed as a function of radar altitude or with reception of the marker
beacon signals.
At the decision height the pilot must elect to execute a go around or continue the approach to a landing. If the
altitude of 50 ft over the runway.

AARNRN
If for any reason the computer does not receive a valid radar altitude signal, the auto level will not
occur, and the aircraft will continue to follow the glideslope signal.
NTT:
cue instruments, the entire cue will be biased from view. The command will reappear in view
when the signal again becomes valid.
NTT:
NTT: If 3-cue (pitch, roll and collective), the airspeed command is presented on the pitch command
DECEL
engaged, this switch may be pressed illuminating the ARM light. ARM will not occur if the airspeed reference
is 70 Kts or less nor if the RAD ALT is invalid or above 2,500 ft AGL. At some computed point after glideslope
capture, the ARM light will extinguish and the green CAP light will illuminate. The collective will be commanded
to maintain the aircraft on the glideslope while the pitch axis will be commanded to decelerate the aircraft
uses the four-way switch on the cyclic, the DECEL mode will be canceled and the IAS mode will reengage.
NTT: Maximum recommended entry speed when using ILS DECEL is 130 KIAS.
IAS
The indicated airspeed hold mode will always control airspeed through the pitch mode, even when more
than one pitch axis is engaged (i.e., 3-cue). When pressed, this mode will establish the current IAS as
the reference. The reference may be changed (beeped) by fore-aft motion of the four-way beep switch
on the cyclic or by pressing the cyclic FTR while maneuvering to a new airspeed which will become the
new reference when the FTR is released. The AL-300 will display the reference for 5 seconds after mode
engagement or release of the beep switch or cyclic FTR.

March 2013
DAFCS
If the air data sensor becomes invalid, the pitch command bar will bias out of view but the IAS annunciator
will remain on.
NTT: The IAS reference displayed on the AL-300 is provided by the P&G air data computer.
Therefore, the reference may differ slightly from indicated speed.
The altitude preselect mode is used to perform an automatic level-off and capture of a desired altitude.
To use this mode, the desired altitude is selected using the SET knob on the AL-300 display followed by
pressing the ALT PRE mode button on the FD mode selector. The pushbutton will annunciate ARM. At this
Engage the VS mode. The AL-300 will annunciate FT/MIN x100 and display the vertical speed reference.
If the IAS mode is also engaged, beep in the desired vertical speed reference on the AL-300 using fore-aft
motion of the four-way beep switch on the collective or manually reposition the collective (using the force trim
release trigger) to establish the vertical speed.
If the IAS mode is not engaged, beep in the desired vertical speed reference using fore-aft motion of the
four-way beep switch on the cyclic or manually reposition the cyclic (using force trim release) to establish the
vertical speed.
After establishment of the vertical speed reference, the AL-300 will continue to display the selected altitude
As the aircraft nears the desired altitude, the ARM annunciation will change to CAP and the VS mode will
disengage. The aircraft will then begin to level-off to capture the selected altitude. When the aircraft reaches
the selected altitude, CAP will extinguish and ALT hold will turn ON. The aircraft will now remain in ALT hold.
NTT: The selected altitude may be changed while in the ALT PRE ARM phase by simply dialing
in the new reference on the AL-300 and adjusting the VS reference if required. However, if
procedure.
NTT: The ALT PRE mode should not be used to make altitude changes of less than 300 ft or
degraded performance may result.
Altitude Alert Function

An altitude alert function is an optional feature of the SPZ-7600 system. This function will provide visual
and aural annunciation as the aircraft approaches, or deviates from, the selected altitude. To operate the
altitude alert feature, the desired altitude is selected using the SET knob on the AL-300. The system is now
As the aircraft approaches 1,000 ft from the selected altitude, the alert light turns on. The light remains on
until the aircraft is within 250 ft of the selected altitude. If the aircraft later deviates from the selected altitude
by 250 ft or more, the light comes back on, along with a continuous display of the altitude reference on
the AL-300. The light and AL-300 display remain on until the aircraft returns to within 250 ft of the selected
altitude or a new altitude reference is set on the AL-300. An alert horn, which emits a one second beep in
conjunction with illumination of the altitude alert light, is an optional feature.

March 2013
GA
pressing the remote go-around switch on the collective. When engaged, this mode will cancel all other
wings level and smoothly enter a climb of approximately 750 FPM. The collective axis will automatically
maintain airspeed at approximately 75 Kts or more (V ).
A remote go-around switch is located on each collective but can only engage go-around (cannot cancel
GA mode).
Go-around engagement is inhibited when AOG (Aircraft-on-Ground) conditions exist.
After engaging GA mode, any lateral mode (NAV or HDG) may be engaged without canceling the vertical
performance of GA mode.
Selecting any other vertical mode, except for ALT PRE

Automatic capture of ALT PRE
Honeywell
HDG VS ALT
GA
1300
20 4
100
NAV ILS DECEL
10 3
74 1200
OR
10 1
1000
ON 20 2
40
BC SBY GA DH200 200
PILOT
ACTIVATION
Figure 13-39: GA Mode

March 2013
DAFCS
SBY
In normal operation, the system powers up in standby as shown by the ON legend in the button.
NTT:
NTT:
Honeywell
HDG VS ALT 1300

140
20 4
NAV ILS DECEL 120 3

10
100 1200
10 1
OR 80
20 2
60
ON
DH200 200
BC SBY GA DECOUPLE
PILOT
ACTIVATION
Figure 13-40:
Addtatonml Modhs
Radar Altimeter Hold (RAD ALT)

Velocity Hold (VEL HLD)
These modes are activated using the buttons on the PC-700 autopilot controller panel.
The RAD ALT mode is used to couple the radar altimeter to the collective to maintain a selected reference.
With a valid radar altimeter, the RAD ALT mode may be engaged at radar altitudes below 2,000 ft AGL.
switch; or b) positioning the collective using its FTR until the desired radar altitude is reached. The reference
will continue to be displayed on the AL-300 for 5 seconds after beep switch or FTR release. RAD ALT mode

March 2013
When in the RAD ALT mode, the collective command bar on the Electronic Attitude Director Indicator (EADI)
will be biased out of view if the radar altimeter becomes invalid. When the RAD ALT mode is engaged at low
altitude, the pilot should be attentive to the collective and hover height.
Either pilot may use fore-aft motion of the collective four-way trim switch to adjust the radar altitude.
Initially, the beep rate will change the reference altitude in the AL-300 at a rate of 4 ft per second.
If the four-way trim switch is held for more than 5 seconds, the rate increases to 16 ft per second.
The pilot does not need to engage VS mode; the aircraft will automatically respond to the reference
altitude change at a rate of approximately 240 FPM.
change the reference altitude.

The RADALT mode is not intended to function as a terrain following or terrain avoidance mode in forward

ON ON 2

ATT ON
Honeywell
Figure 13-41: RAD ALT
MODE SELECTED PILOT INPUT WHERE INPUT IS DISPLAYED CUE
SERVOS CLTV SET

NO. 1 OFF DEC Honeywell
Y 30
SE
A C
W PRE
INC M
SS 1300
TRIM C
NO. 2 OFF 2M P 140
IN OEI 20 4
AP1 AP2 FD SEL COLL CPL TRAIN

FWD 120 3
10
ON ON 2 ON ON L R
AFT (PRE
DE SS
CU )
100 1200
TRIM S
SAS/ATT
C D
TEST RAD ALT VEL HLD REL
R N
O /
L U
L P
10
ATT ON
AGL FT / MIN X 100 80
1
SET 1000
KNOTS 60
20 2
Honeywell
DH200 632
Figure 13-42: RAD ALT Show

March 2013
DAFCS
VEL HLD
When airspeed is below 60 KIAS, depressing the VEL HLD button engages the velocity hold mode. The pitch
present at the time of engagement. Mode engagement is indicated by the ON legend on the button.
If Doppler-equipped, pitch and roll commands will appear on both EADI’s and the AL-300 will display the
captured velocity in KNOTS for 5 seconds.
If Doppler is not installed, accelerometers will control velocities, however, pitch and roll commands and
captured velocity will not appear on the AL-300.
Regardless of Doppler installation, the captured velocity reference can be adjusted using the four-way
trim switch on the cyclic.
cyclic FTR.

ON ON 1

ATT ON
Honeywell
Figure 13-43: VEL HLD
ysahe Trrors
Test and monitoring functions are built into the DAFCS to verify integrity and assist troubleshooting. These
power is applied to the Digital Flight Control Computer, an automatic power-up test is performed.
Failure of power-up test typically indicates a computer failure and autopilot engagement is inhibited.
manual or appropriate supplements for further information.
The appropriate AP failure annunciator (AP1, AP2) will remain lit on the DFACS caution panel.
Any power-up error codes will be displayed on the air data command display for 2 seconds and then
automatically sequence to the next code.
the pilot’s overhead circuit breaker panel. If codes persist, recommended procedure is to shut down aircraft
and notify maintenance personnel.

March 2013
tests and monitoring to verify continued system integrity. System response to a test failure or tripped monitor
is dependent on the mode in use when the problem occurred. A failure of this type may result in autopilot
disengagement or simply degraded performance. However, an error code will always be displayed on the air
than one code is present, each will be displayed with automatic sequencing as with power-up test.
AGL FT / MIN X 100

SET
KNOTS
Figure 13-44: System Errors
AP Fmtlurh
Failures of autopilot No. 1 or No. 2 are annunciated in amber on the DAFCS caution panels.
The AP1 or AP2 annunciator will illuminate whenever the respective autopilot disengages during normal
operation. The disengagement may be caused by a number of different malfunctions such as AC or DC
electrical power interrupts, invalid vertical gyro and AP computer failure, to name a few.
for SAR modes).
AP1 AP2 AP1 AP2
CLTV DCPL CLTV DCPL

10 0 F EE T
0
TEST
0 20
AP1 AP2
160 ALT
2
CLTV DCPL
Honeywell
40 8 1020
Mb IN 29.9
1300
CLTV DCPL
GPWS ANNUN 140 140

INOP BARO FUEL
1015
Hg 30.0
BARO
GPWS
1300 20 4
7
XFEED 1010 INOP
TERR
INOP
SET
140
20 4
BRT DIM
120
KNOTS
AEROSONIC
3 SET TERR
INOP
60
6 130
SX WPT FMS HDG
MODE 35 70 33 75 35 64
10 10
100 80
5 4 10 3
130 3 MSG APR GPS
10 INTEG 10
ALT
ALERT 8 8 TST
10
120 1200 ALT
RMU FAN 20 20 ALERT
10
1 2 4 4 ILS/BC UL
P L
110
3 3 VOR 323
10 1 HYD 1 0 2 2 0
HYD 2
TO 1000
C
110 CALL 0 0 B
R
OBS A GE
20
T
100
40.0 15
HANDSET
1 200
40.0 15
NM MIN I
DH200 29.92
100 T5 N1 TQ 107 M
730 730 94.1 94.1 72 72 N2 N2 ICS 2 OAT 21 °C NM MIN
CH SEL
DH200 200 29.92 -
NR PVT CABIN
MENU
- - 110 CH SEL
10 10 ON OFF 730 730 94.1 94.1 72 72 N2
NR
N2
- SET 10 --
- - - 110
Honeywell
9 9
8
-
Honeywell
- - TST - 100
6 90 Evantide 9
8 N 3
1 70 Honeywell - TST 2 2
- - 1
N 3 - 4
50
8
6 90 DME +IO 1
000
.5 4 2 6 7 – – – . – NM – –:– –:– – TRB 70 40.0 4
VERTICAL ON DME +IO 1 4 5 2 30 B E
70 70 - - 4
CWE
.5
VERTICAL
SPEED 000 3 5 SFC
50A 50 3
40.0 2
0 1 10
R
T
RANGE 6 7
5
33 SPEED
ON
0 6 CWE 3
0 0
D STB
4
3
2 30 B
0 6
30
33 70 2 R
6
1000 FPM XX I
80 1 10 T 1
M 0 0 0 1000 FPM XX
.5 SET D 2
30
4 XX
40
6
MENU I .5
E
W
1 70
M 3 4 XX
15 RCT AZ
1 2
2
E
W
000 MENU
2 1
24
12
3 2
MMU
2
15
24
30
12

V S BRT
15 20
V
21
S RCT CRS GSPD
–.– NM –.– TE WX/T 10 000 18
HDG VS ALT
CRS TTG
29 MSL ENR/ 10 1 2 3 4 T
140
18
000
SEL PUSH
ON ON ON
00:00 INFO
EMER
WX
GMAP
DH
DH

TST ON ON ON
COM M
R OFF
PULL BRT
1
ARM CAP ARM GS ARM CAP G
NAV AUDIO TX SQ MIN MAX ACT – NAV ILS DECEL
X10 FT
NAV LNAV 20
VOR APR IAG ALT PRE
SQ
NAV
ARM CAP ON ON
ARC RNG TTG REV REV
NAV LNAV MODES
10 5 4
LNAV LNAV VOR1 VOR2
TEST OFF OFF
OFF OFF
OFF OFF
DIM TST DIM DIM
O.E.I. FD COMP
E.T. CMD MON
FD COMP BARS RESET
SG AHRS ADC IIDS
REV TEST REV REV
BARS RESET L R
N
50 40 30 20 10 0 -10 -20 -30 -35 ALT INHIB OVER
VOLT -1 134 OAT °C
PREES ALT X 1000
O 0 131 VNE (IAS)

PREES ALT X 1000
VNE (IAS) 131 0 F

TURN & PULL
MAX 131 129 124 3
134 125 120 5 CAUTION G/S 10,000 FT
10,000 FT
P/TEST
CANCEL 6 118 123 132 135 128 122 116 110 HD
DISPLAY TEST F F F 8 109 114 121 120 131 106 100 93 87 79
79 87 93 100 106 131 120 121 114 109 8 F F F TERR
9
CAUTION DISPLAY 9 134 114 121 105 98 91 85 76
FL 76 85 91 98 105 121 114 134 ON
WARN RESET RESET TURN OFF STROBE LIGHT WHEN TAXIING NEAR 10 82 94 94 90 83 75 D
IG 75 83 90 94 94 82 10
HT ENG OVSP OTHER AIRCRAFT OR WHEN FLYING IN FOG OR ON 11 75 75 75 75 WE
PUSH TO RESET
Figure 13-45: AP Failure

March 2013
DAFCS
DCPL Ltgca
CSN 76-238A are equipped with a Flight Director Decouple Warning System (FDDWS)). This system provides
autopilot, an annunciation is displayed on the instrument panel and audible warning will be generated in pilot
and copilot head sets.
The FDDWS system is composed of a relay box assembly, audio warning generator, pilot and copilot audio
on. The signal is also provided from the relay box assembly to the aural warring generator and then sent to
the pilot and copilot audio panels to provide audible warning in pilot and copilot head sets.
Figure 13-46: DCPL Light

March 2013
AP Rhsha wtaSchs
AP RESET switches are located in the pilot's overhead circuit breaker panel. These switches are used
The switches are operated separately and should be depressed for one second. At power-down the computer
pressing the appropriate AP switch on the autopilot controller.
Figure 13-47: AP Reset Switches

March 2013
DAFCS
Lmep Thsa
performs the lamp test.
Each FD is only capable of testing its own side, or buttons that interact with both sides.
TEST INITIATED ON CO-PILOT SIDE
HDG VS ALT
ON ON ON
NAV ILS DECEL

AGL FT / MIN X 100
SET ARM CAP ARM GS ARM CAP
KNOTS
ARM CAP ON ARM CAP

VOR APR IAS ALT PRE
ON 1 ON ON
ARM CAP ON ON
BC SBY GA
SAS ATT ON ON ON
Honeywell
ONLY THE #1 FD ILLUMINATES
AP2 AND FD 2 DO NOT ILLUMINATE
TEST INITIATED ON PILOT SIDE
HDG VS ALT
ON ON ON
NAV ILS DECEL

AGL FT / MIN X 100
SET ARM CAP ARM GS ARM CAP
KNOTS
ARM CAP ON ARM CAP
VOR APR IAS ALT PRE

ON 2 ON ON ARM CAP ON ON
SAS/ATT TEST RAD ALT VEL HLD BC SBY GA

SAS ATT ON ON ON
Honeywell ONLY THE #2 FD ILLUMINATES

AP1 AND FD 1 DO NOT ILLUMINATE
Figure 13-48: Lamp Test

March 2013
that checks hardware and software considered to be airworthiness critical and tests system functions which
can be automatically checked prior to dispatch.
1. Airspeed is less than 60 Kts

2. Radar altitude is less than 20 ft
3.
If any one of these parameters is exceeded, the aircraft is assumed to be airborne and test engagement will
be inhibited. If the air data computer is invalid, AOG will be based on conditions 2 and 3 as stated above. If
will be determined solely by collective position.
response of cyclic, collective and pedals, hands and feet should be off the controls to prevent nuisance error
codes.
CAAUNIR
caution not to endanger persons or objects near the helicopter rotor disc.
switch for the test to continue. For example, several seconds after TEST is turned on, the AP1 annunciator
thorough troubleshooting after failing a level 1 test. The level 2 test also contains a lamp and switch test for all
sequence. Error codes should be recorded and reported to the maintenance technicians. After sequencing
switch.
SPZ-7600 Operating Limitations
Flight director shall not be coupled below 60 KIAS.

March 2013
DAFCS
Single Autopilot Failure

Indication
AP1 AP1
AP2 AP2 AP1 AP1
AP2 AP2
CLTVCLTV
DCPLDCPL CLTV CLTV
DCPL DCPL
Indication of or in the cockpit.
Actions
Failed AP - Identify and reset
Affected AP Engage Switch - ON
Consider limiting airspeed to 120 KIAS or less in case of subsequent failure of remaining system.
NTT: A failure of either AP will automatically decouple the FD modes. The pilot may re-engage the
FD modes but coupling to the single AP is inhibited.
Dual Autopilot Failure

Indication
AP1
AP1 AP2
AP2 AP1
AP1 AP2AP2
CLTV
CLTV DCPL
DCPL CLTV
CLTVDCPL
DCPL
Indication of and in the cockpit.
Actions
Airspeed - Reduce to 120 KIAS or less if IMC
Autopilot Reset Switches - Press each separately
Autopilots - Re-engage
IMC - Contact ATC and land as soon as practicable or;

Transition to VMC and continue

March 2013
Collective Caution
Indication
AP1 AP2
CLTV DCPL
Indication of in the cockpit.
Actions
Collective Trim Switch - Check/On
Engine Instruments - Check

Collective Position - Manually Reduce
IAS or VS Reference - Reduce

Autopilot (either) - OFF, then ON
NTT:
the collective trim switch to the SECOND detent enables the Vertical Procedure Detent.
Pulling the switch to the SECOND detent also causes the Torque and N1 limiting functions
of the DAFCS to be deactivated for one minute. If collective coupled, any time the SECOND
collective trim detent is engaged, the CLTV warning, DAFCS caution and the MASTER
CAUTION lights will illuminate. During this condition, the AL-300 may also display failure
codes.
Decouple Caution
Indication
AP1 AP2
CLTV DCPL
Indication of in the cockpit.
Actions

March 2013
DAFCS
NTT: The DCPL annunciator indicates when a normal condition exists for coupled operation, but
the pilot has chosen to decouple the AP from the FD. Normal coupled conditions are with both
APs engaged in ATT with an FD mode selected. In either of these conditions, pressing the
CPL switch will decouple pitch and roll axes and pressing COLL will decouple the collective
axis. When decoupled, pitch and roll will hold attitude and heading respectively, with the
cyclic beep switch functioning as attitude beep. When decoupled, the collective requires
manual pilot input to satisfy the collective FD command bar. Whenever a decoupled condition
be enabled by turning on the corresponding CPL or COLL switch or engaging the active AP.
NTT:
repeating aural tone if certain failures occur, i.e. Failure or de-selection of either AP, AHRS
failure or certain ADC failures.
AARNRN
the cockpit for all standard failure annunciations.
Indication
Indication of "TRIM FAIL" caution light in the cockpit.
Actions
Autopilot (either) - OFF, then ON
Sudden Disturbance (AP Hard-Over)

Actions
Take manual control of the aircraft
NTT: The hardover is indicated on the AFCS indicator panel by an out of center and stationary
needle in pitch, roll or yaw.

March 2013
AP Oscillatory Malfunction
Actions
NTT: An oscillatory malfunction is a slow to medium oscillation of the helicopter in pitch, roll, or yaw
that is NOT associated with turbulence.
Autopilots - Turn off Individually (to verify that the DAFCS is the source of the oscillation)
Do not re-engage the faulty autopilot

CAAUNIR
Landings should not be attempted with faulty autopilot engaged while oscillatory malfunctions
exist.
Flight Director Failure

Actions
NTT:
Appropriate AP/FD Reset Switch - Press

Applicable AP - Re-engage
Flight Director Modes - Re-engage
NTT: Resetting #2 AP/FD may cause the #1 AP/FD to automatically disengage.
Cyclic Magnetic Brake Failure

Actions
Collective Magnetic Brake Failure

Actions
NTT: When in 3 cue mode the collective will NOT follow the collective cue. Pilot must manually
follow the collective cue.

March 2013
DAFCS
Air Data Failure

Actions
VEL HOLD mode and low speed HDG HOLD with yaw will be inoperative.
AHRS Caution
Indication
Indication of "AHRS 1" or "AHRS 2" in the cockpit.
NTT: With a loss of 26 VAC references, the attitude and heading displays will remain valid.
Actions
NTT: FD modes will be available but cannot be coupled.
Corresponding AP - Deselect
NTT: Lateral guidance, if selected is lost. DAFCS codes 27 and/or 38 may be present. Also,
roll or yaw disturbances may be present below 60 KIAS. Above 60 KIAS momentary roll
disturbances of up to 20º may be seen.
NTT: The failure of an AHRS cooling fan will cause the corresponding "AHRS 1" or "AHRS 2" to
illuminate one (1) minute after landing (Weight On Wheels). The cooling fans are desired but
not required.

March 2013

March 2013
14
Electrical System
Contents
Electrical System
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14-3
DC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14-3
Figur: DC Electrical System ................................................................................................. 14-4
DC Power Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-5
DC Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14-11
ScremaFS: DC Power Distribution .......................................................................................14-15
DC System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-16
AC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14-27
AC Power Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-28
AC Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-33
Figur: AC Power Distribution ..............................................................................................14-35
AC System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-36
Dual-Inverter Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-38
Figur: Upper Circuit Breaker Panel, DC Primary Bus .........................................................14-41
Figur: Lower Circuit Breaker Panel, DC Essential and AC Bus ..........................................14-42
Figur: Lower Circuit Breaker Panel, DC Essential and AC Bus (Cont'd.) ...........................14-43
Figur: Overhead Circuit Breaker Panel, 26 VAC Bus..........................................................14-44
Figur: DC Electrical System ................................................................................................14-45
Remote Control Circuit Breakers (RCCB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-46
Electrical Test Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-47
Electrical Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-48
Additional Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-48
Emergency and Abnormal Procedure
Single DC Generator Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14-53
Dual DC Generator Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14-53
DC Generator Hot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14-54
Battery Hot Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14-55
Battery Feed Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14-55
ESS Bus Feed Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14-56
Bus Tie Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14-57
Inverter Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14-57
AC Generator Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14-58
AC Generator Bearing Fail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14-58
March 2013

March 2013
Electrical System
Electrical System
General
The primary source of electrical power is a 28 VDC system. A 115 VAC system is also incorporated to meet
the helicopter’s electrical power requirements.
DC System
The primary power source for the DC system is two starter/generators. The secondary power source is a
24 Volt aircraft battery. A 200 Amp starter/generator is mounted on the accessory gear box section of each
engine. They function as engine starters when provided with DC power from the battery or an external power
source. After an engine start when the engine is operating at idle, they function as DC generators. Generator
control units regulate generator output and protect against overvoltage, undervoltage, reverse current, and
ground fault conditions.
A 28 VDC external power receptacle is on the right side of the fuselage aft of the main landing gear door.
External power will supply power to the entire DC system except for the battery bus. When external power
is being used, the batteries are automatically disconnected from the rest of the DC system. When either
generator is operating, external power is automatically disconnected from the DC system.
DC power is distributed through four buses. The No.1 DC primary bus is powered by the No.1 generator
and the No. 2 DC primary bus is powered by the No.2 generator. The DC essential bus and battery bus are
connected to No.1 generator output through a bus tie contactor. If either generator is inoperative, the other
generator will provide power to all four buses. If both generators are inoperative and external power is not in
use, only the DC essential and battery buses will be powered from the battery.

March 2013
DC Electrical System
DC JUNCTION
BOX
No. 1 STARTER
GENERATOR
GCU'S
No. 2 STARTER 24 VDC BATTERY

GENERATOR (STANDARD INSTALLATION)
EXTERNAL
POWER
RECEPTACLE COPILOT'S
OVERHEAD
SWITCH PANEL
PILOT'S LOWER C/B PANEL

OVERHEAD GENERATOR
SWITCH TEST PANEL
PANEL
UPPER 24 VDC BATTERY

C/B PANEL (OPTIONAL
DC ESSENTIAL INSTALLATION)
BUS RECOVERY
SWITCH
BATTERY FEED
FAULT TEST
PANEL

March 2013
Electrical System
DC Powru oguSrs
Battery
A 24 Volt battery is located in the aft electrical compartment on helicopters with aft battery (standard), or
in the forward left electrical compartment in the helicopter nose section on helicopters with forward battery
(Optional). The battery is hard-mounted, using two hold-down rods conforming to a holding strap which is
part of the battery cover. The battery cabling terminates in a quick-attach battery connector. Installation may
be either a 24 Volt DC/44 Ampere hour Nickel-Cadmium (NICAD) battery or a 24 Volt DC/42 Ampere hour
Sealed Lead Acid Battery (SLAB).
CONNECTOR
TEMPERATURE
SENSOR
(NiCad only)
Figure 14-1: AFT Battery Installation (Standard)
Battery Internal Over Temperature Sensing System (NiCAD Only)

A battery over temperature protection system automatically disconnects the battery from the electrical
system if battery temperature, due to normal recharging, reaches 63°C (145°F). The battery is automatically
reconnected to the electrical system when its temperature drops to 52°C (125°F) or if both generators
malfunction. The battery will also be disconnected from the electrical system when external power is applied.

March 2013
Battery Feed Fault (Nose Mounted Battery Installation Only)
When the battery is installed in the forward position (optional installation), a battery junction box and feeder
line provide the means to connect the nose-mounted battery to the DC junction box in the rear of the aircraft.
The ground fault panel acts in conjunction with two current transformers to provide a fault detection circuit
for the battery feed line. When a differential current is sensed, the ground fault panel provides a voltage to
light the BATT FEED FAULT caution capsule on the IIDS. The battery contactor isolates the battery feed line
protect the ground fault panel from induced high voltage transients. This protection is necessary because
damage to the ground fault panel could cause the battery to be disconnected from its loads.
A test of the ground fault system is conducted prior to engine start. The battery feeder fault test switch checks
the integrity of the ground fault panel and associated current transformers by simulating an imbalance in the
current sensing circuit as a result of a ground fault. When the BATT FEED FAULT test switch is held to either
the FWD or AFT position and then the battery is turned on, the BATT FEED FAULT caution lamp above the
switch illuminates and the battery is automatically disconnected from the DC essential bus. Releasing the
test switch and setting the battery switch to OFF and then ON resets the ground fault monitoring circuit.
Figure 14-2: Ground Fault FAULT

GROUND and Transient
AND Protection Figure 14-3: Battery Junction Box
BATTERY JUNCTION BOX
TRANSIENT PROTECTION UNITS
Units
GROUND FAULT AND
GROUND FAULT AND

BATTERY FEED FAULT TEST PANEL

Figure 14-4: Battery Feed Fault Test Panel

March 2013

Electrical System
External Power
The DC external power receptacle provides for the connection of a DC external power source used to supply
ground power to the helicopter. When the external power receptacle door is opened, a microswitch mounted
in the door frame causes a DOOR OPEN caution capsule on the IIDS and the EXT PWR light on the center
console door warning indicator to illuminate. External power is controlled by a two-position ON-OFF switch.
Polarity protection is provided by a polarity protection diode. Overvoltage protection is provided by the OVV
protection circuit breaker and a voltage sensor. The pull in voltage for the voltage sensor is 18.6 ±0.5 VDC
and the dropout voltage is less than 17.5 VDC or greater than 30.6 ±0.5 VDC.
Figure 14-5: DC External Power Receptacle and WARN Indication
When external power is connected and the control switch is in the ON position, the battery is automatically
when the aircraft is being started using external power, the battery should be in the ON position to avoid the
When either generator is operating, external power is automatically isolated.
Figure 14-6: External Power Switch

March 2013
Starter Generators
The 200 Amp 28 VDC starter/generator is driven by the engine N1 gearing through the accessory section and
will provide full output power at 50% N1. When operated as an engine starter, the motor is series-connected
and supplied by the helicopter battery, the second generator, or external DC power. When engine starting
is complete, the motor automatically becomes a generator. The generator is capable of delivering rated
output when driven at 4,480 RPM (shaft speed at ground idle). Provision is made in the No. 1 and No. 2 DC
generator control panels for adjusting the No. 1 and No. 2 starter/generators 28 VDC output.
GENERATOR
AIR INLET
DUCT
BRUSHES AND COOLING FAN
Figure 14-7: Brushes and Cooling Fan
Protection Function Values/Times

32 V 0.45 second maximum
Overvoltage 40 V 0.135 second maximum
50 V 0.09 second maximum
Reverse current 28 ± 8 Amps reverse current through generator armature
Undervoltage Generator contactor opens and generator de-excites at a decreasing voltage of
25 -18 V with no reverse current
Ground fault De-exite generator at 240 - 430 Amps in a minimum of 4 ± 1 seconds. Automatically
disable when using generator to start other engine
Generator contactor pickup voltage Generator contactor closes when generator voltage reaches or exceeds a voltage of
0.5 to 0.9 VDC below the voltage
Generator drive speed 5,600 RPM (50% N1) 11,193 RPM (100% N1)
Table 14-1; DC Generator and Load Protection

March 2013
Electrical System
Generator Control Unit (GCU)

The output of the starter/generator is supplied to the generator line contactor and the DC Generator Control
Unit (GCU). The voltage regulator section maintains a controlled generator output voltage with changing
contain ground fault, overvoltage, undervoltage, and reverse current protective circuits.
When the starter/generator is used in starting an engine, operating voltage for the DC generator control unit is
automatically removed. When engine start is completed and the engine is in ground idle, the starter/generator
is transferred to generator operation. If the associated GENERATORS switch is OFF, the corresponding DC
GEN caution/advisory panel caution capsules go on. When the applicable GENERATORS switch is placed
ON, the DC generator control panels will connect the generator to the helicopter bus system if no ground
fault, reverse current, undervoltage, or overvoltage condition exists. Then the applicable DC GEN caution
capsule will go off.
If an overvoltage, ground fault, or undervoltage malfunction occurs after the generator has been connected
to the helicopter bus system, the generator will be disconnected from its loads and de-excited by the DC
generator control unit, and the associated DC GEN capsule will go on.
system by cycling the associated generator control switch from ON to RESET and back to ON.
VOLTAGE
ADJUSTMENT
DC GENERATOR
CONTROL UNITS
Figure 14-8: DC Generator Control Unit

March 2013
If the fault is overvoltage, or an undervoltage caused by a low resistance path from either primary bus to
will go on. If the fault continues, the DC GEN capsule will go off and again go on. This action is fast but can
be seen. If the malfunction is a ground fault or an undervoltage condition caused by a generator or either DC
generator control panel, cycling the GENERATORS switch from ON to RESET and back to ON will cause the
applicable DC GEN caution capsule to go off, and then back on. Under these conditions, the DC GEN caution
capsule remains on while cycling the associated GENERATORS switch.
When a starter/generator is used as a generator to start the opposite engine, the ground fault protective
circuit is automatically disabled in the DC generator control unit of the operating generator. The high starting
current of the unit used as a starter would appear to the generator unit as the high current associated with a
ground fault. The No. 1 and No. 2 DC generator control units provide for adjustment of the No. 1 and No. 2
starter/generators 28 VDC output.
Figure 14-9: DC Generators 1 and 2 Control Switches
Two switches on the pilot upper overhead switch panel marked GENERATORS - No.1 DC and No.2 DC have
positions marked ON, OFF, and RESET.
ON connects each power distribution system when the generator control panel senses that generator output
is within limits.
OFF switches off the generator and disconnects it from the distribution system.
If the generator has been dropped off the line due to a momentary overvoltage or other fault (#1 or #2 DC
GEN caution light on), placing the switch to RESET and then ON will restore generator operation. The reset
circuits are connected to the DC essential bus by circuit breakers marked DC GEN RESET.
It is recommended that the switch be placed in the OFF position for 5 seconds before placing the switch to
RESET.

March 2013
Electrical System
The MASTER START switch on the master switch panel has two positions marked ON and OFF. Placing
DC starter power to the individual engine starting contactor. The OFF position removes power from the
starting circuits.
Figure 14-10: Master Start Switch
DC Powru DFsauFbgaFon
DC Junction Box
The DC Junction box provides for distribution of DC power. The major components of the DC Junction box
are:
DC JUNCTION
BOX
Figure 14-11: DC Junction Box

March 2013
No. 1 and No. 2 Start contactors
The start contactors provide battery or external power to the starter generators during engine start. The
contactors have two sets of auxiliary contacts. One set of contacts close, shorting out the respective
regulation unit. The DC control/voltage regulator units are used only in the generator mode of operation.
No. 1 and No. 2 Generator Contactors
the generator output voltage is over that of the bus by 0.5 VDC. The No.2 generator contactor also provides
power to the air conditioning and utility hoist systems.
Bus Tie Contactor

The bus tie contactor closes when it senses 28 VDC. The contactor is open at voltage less that 28 VDC to
prevent the battery from supplying power to the DC primary buses when the it is the sole source of power.
When 28 VDC is sensed, the closed bus tie allows the DC generator or external power to supply the DC
essential bus.
Master Start Contactor

The master start contactor completes the circuit from the helicopter battery or the external DC power source
to the input contacts of both engine start contactors. The master start contactor is controlled by the cockpit
MASTER START switch.
Essential Bus Recover Contactor

The DC essential bus recovery contactor transfers DC essential and No. 1 DC primary bus loads to the
No. 2 DC generator when the DC essential bus recovery switch is on.
Battery Contactor
The battery contactor is used in conjunction with the battery control contactor to connect the battery to
the DC essential bus. When external DC power is applied to the helicopter, and the BATT switch is ON,
the battery is automatically disconnected from the helicopter bus system. If the battery is on and either
starter/generator operates as a generator, the battery receives a constant voltage charge.
Battery Control Unit

The battery control unit is used to cause either the No. 1 or No. 2 DC primary bus current limiter to open in
case a short to ground exists on the respective bus. This short circuit protection will occur if the BATT switch
is ON and whether or not a battery over-temperature condition exists. This function also causes a momentary
power up of the primary buses when the battery is initially turned on.
Should either the No. 1 or No. 2 DC Primary bus experience a low resistance ground, the load shifting
between generators causes the loss of power on both primary buses, resulting in the bus tie contactor
closing.
With the BATT switch ON, battery power is applied to the DC ESNTL bus, but this bus is disconnected from
the primary buses by the closed bus tie contactor.. The battery control unit monitors both generator loads
current is now available to cause the current limiter of the grounded bus to open.
If the battery was disconnected due to over-temperature before the ground occurred, a second output from
During an over-temperature condition, the IIDS BATT HOT caution capsule will stay on while the BATT OFF
caution capsule will go off momentarily as the battery current is supplied to open the current limiter, and then
goes on.

March 2013
Electrical System
External Power Contactor

The external power contactor provides a path from an external power source to the DC electrical system
when the EXT PWR switch is ON. When external power is applied, the battery is automatically disconnected
from the DC essential bus system.
External Power Interlock Relay

The external power interlock relay electrically interrupts external power when either or both starter/generators
are operating as a generator and the associated generator’s switch is ON. The generators then supply all
DC buses.
Current Limiters
Up to six current limiters may be installed in the DC junction box. Current limiter CL1/DC is rated at
100 Amps and is used to protect the No. 1 DC primary bus should the bus malfunction to ground. Current
limiter CL2/DC is rated at 100 Amps and protects the No. 2 DC primary bus and the static inverter in the
AC power system. Current limiter CL3/DC is rated at 80 Amps and protects the DC essential bus. Current
limiter CL4/DC is rated at 150 Amps and is used to protect the No. 1 and No. 2 generators if a fault occurs
in the utility hoist system. Current limiter CL5/DC is rated at 80 Amps and protects the DC power source if a
fault occurs in the utility hoist system during emergency mode operation. Current limiter CL6/DC is rated at
100 Amps and protects the air conditioning system should a ground fault occur on the No. 2 DC primary bus.
Figure 14-12: Current Limiter

March 2013
Circuit Breakers
The DC junction box standard circuit breaker installation includes The No. 1 and No. 2 GEN POWER MON
circuit breakers which protect their respective generators from malfunctions within the No. 1 and No. 2 DC
generator control panels and the VENT BLWR PWR circuit breaker which protects the No. 1 DC PRI bus from
malfunctions in the vent blower circuit of the heating and ventilation system. Additional circuit breakers may
Figure 14-13: Circuit Breakers

March 2013
March 2013
CL2 / DC NO.
OVERVOLTAGE SENSING 2 DC
Sikorsky S76 C++

UNDERVOLTAGE SENSING 100 PRI
REVERSE CURRNET SENSING AMP BUS
LINE / BUS GROUND FAULT SENSING
BUS SENSING ESS BUS
#2 DC GEN
VOLTAGE REGULATOR VOLTS LOW CONNECTED IF NO. 2
GENERATOR IS TURNED
NO. 2 NO. 2 DC CONTROL PANEL OFF OR FAILS
STARTER /
GENERATOR NO. 2
ON IF DC ESNTL BUS ON IF GENERATOR NOT GENERATOR
VOLTAGE DROPS BELOW 23.5 CONNECTED AND POWER
TO 24.5 VDC OR ESS BUS ON NO. 1 DC PRI OR CONTACTOR
BATT HOT BATT OFF BUS TIE OPEN RCVRY SWITCH IN TEST DC ESNTL BUS
POSITION AND POWER IS ON
NO. 2 DC PRI BUS
CONNECTED IF NO. 1
ON IF BATTERY OVERTEMP CONNECTED IF GENERATOR GENERATOR IS TURNED
ON IF BATTERY NOT
AND BATTERY SWITCH ON OUTPUT ACCEPTABLE OFF OR FAILS (OR IF ESS
CONNECTED AND POWER
ON NO. 1 DC PRI BUS BUS RCVRY SWITCH IS
PLACED ON)
DC Power Distribution
ON IF ESNTL BUS TIE NO. 2 GENERATOR

NOT CONNECTED AND CONTACTOR
POWER ON DC ESNTL BUS CONNECTED IF DC ESNTL NO. 1
CONNECTED IF NO. 2 BATTERY BATTERY BUS VOLTAGE DROPS BELOW
ENGINE START (SEE NOTE 2) BUS GENERATOR
23.5 TO 24.5 VDC
SELECTED CONTACTOR
BATTERY DC ESSENTIAL BUS
NO. 2 CONNECTED IF BATTERY CONTACTOR
SWITCH IS ON AND VOLTAGE SENSOR RELAY
ENGINE CONNECTED IF BATTERY CURRENT
EITHER DC PRI BUS IS
START SWITCH ON, EXTERNAL TRANSFORMERS DC
SHORTED TO GROUND
POWER NOT AVAILABLE ESNTL
(OR EXTERNAL POWER BUS
TOR AVAILABLE WITH EITHER BATTERY NOT CONNECTED IF CL3 / DC
STARTER / GENERATOR FEED BATTERY SW OFF OR
ON LINE), AND NO BATTERY LINE BATTERY HOT (GENERATORS 80
FEED FAULT SENSED OFF) OR EXTERNAL AMP
POWER ON BUS TIE CONTACTOR
BATTERY CONTROL
CONNECTED IF ESS BUS NO. 2 DC PRI BUS
CONTACTOR FAULT SENSING
RCVRY SWITCH IS ON
ON IF BATTERY SWITCH
ON AND DIFFERENTIAL GROUND
BATT FEED FAULT CURRENT IS SENSED CONNECTED IF ONE OR BOTH
DC
DUE TO BATTERY FEED GENERATORS CONNECTED, 24 VDC INPUT WITH
LINE SHORTED TO ESSENTIAL BATTERY SWITCH ON,
EXTERNAL POWER CONNECTED BATTERY SWITCH
GROUND BUS OR EITHER DC PRI BUS IS AND NO DC EXTERNAL
CONNECTED IF BOTH
GENERATORS OFF, EXT RECOVERY SHORTED TO GROUND POWER ON
GROUND FAULT PANEL POWER SW ON AND

EXT POWER AVAILABLE 24 VDC OUTPUT IF EITHER
(ALSO, ON HELICOPTERS 0419 TOR PRIMARY BUS FAULTS
TERY CONNECTED OR IF ESS BUS
AND SUBSEQUENT, EXTERNAL RCVRY SWITCH IS PLACED ON
EXTERNAL NO. 1 DC PRI BUS
CONNECTED IF MASTER CONNECTED WHEN ESS BUS
VOLTAGE OR OVERVOLTAGE) POWER FAULT SENSING
START SELECTED RCVRY SWITCH IS ON AND
CONTACTOR NO. 2 GENERATOR OUTPUT IS
GOOD BATTERY
MASTER START CONTACTOR
CONNECTED IF NO. 1 CONTROL UNIT
ENGINE START NO. 1
AIR CONDITIONING DC EXTERNAL NOT CONNECTED WHEN ESS
SELECTED GENERATOR CONTACTOR NOTES
SYSTEM, LANDING POWER RECEPTACLE BUS RCVRY SWITCH IS OFF
LIGHT OR IN TEST
NO. 1 CL1 / DC NO. 1 1. CONNECTED DOES NOT IMPLY THAT A
CONNECTED IF GENERATOR DC
ENGINE OUTPUT ACCEPTABLE CONTACTOR OR RELAY IS ENERGIZED.
PRI IT MEANS THAT INTERNAL CONTACTS
START 100
BUS ARE CONNECTED.
AMP
NO. 1 DC CONTROL PANEL
MANUALLY POSITIONED ON NOT CONNECTED WHEN ESS 2. ON HELICOPTERS WITH AN AFT
TOR OVERVOLTAGE SENSING BUS RCVRY SWITCH IS ON BATTERY, POWER IS SUPPLIED FROM
WHEN ESS BUS
UNDERVOLTAGE SENSING VOLTAGE IS LOW THE BATTERY DIRECTLY TO THE
NO. 1 REVERSE CURRNET SENSING BATTERY BUS AND TO THE BATTERY
STARTER / LINE / BUS GROUND FAULT SENSING CONTACTOR. THE BATTERY CONTROL
GENERATOR DC ESSENTIAL BUS CONTACTOR, CURRENT
BUS SENSING
VOLTAGE REGULATOR RECOVERY SWITCH ON IF GENERATOR NOT TRANSFORMERS, BATTERY FEED LINE,
CONNECTED AND POWER GROUND FAULT PANEL, AND BATT
#1 DC GEN
ON NO. 2 DC PRI OR FEED CAUTION INDICATION ARE NOT
DC ESNTL BUS INSTALLED.
CC0041C
SA
Electrical System
14-15
DC ysare OprumaFon
Battery OFF
With the battery connected to the aircraft electrical system and the BATTERY switch OFF. The battery provides
24 VDC to the battery bus. The battery bus is used to power items such as the tail gearbox inspection light
and passenger area courtesy lights if installed.
#2
GENERATOR
CONTACTOR
#1
GENERATOR
CONTACTOR
Figure 14-14: Battery OFF Condition

March 2013
Electrical System
Battery Switch ON
When the BATTERY switch is placed ON, 24 VDC passes through the battery contactor. The voltage then
passes through an 80 Amp current limiter to the DC essential bus. The current limiter protects the power
source from damage in the event of a grounded bus. The DC Essential bus supplies the instruments and
systems required for engine start.
#2
GENERATOR
CONTACTOR
#1
GENERATOR
CONTACTOR
Figure 14-15: Battery Switch ON Condition

March 2013
Bus Tie Contactor
The bus tie contactor is an electromechanical relay. An electromechanical relay includes a control coil and a
BUSTIE CONTACTOR BUSTIE CONTACTOR
Figure 14-16: Bus Tie Contactor
The bus tie contactor requires 28 VDC to close. 28 VDC for the control coil is provided by the No. 1 and
No. 2 DC Primary buses through BUS TIE circuit breakers.
A B C D E F G H J K
N N
O O
DC GEN BUS BLEED AC GEN STAB DC GEN BUS BLEED BATT CPLT HTR
WARN TIE AIR 1 WARN LTS WARN TIE AIR 2 WARN STATIC 1
2
D 2 2 2 2 5 2 2 2 2 4 D
C C
P P
R R
I Figure 14-17: Bus Tie Contactor CB's
I

March 2013
Electrical System
External Power Operation

Placing the EXT PWR switch to ON allows the external power source to furnish 28 VDC to the DC circuits
and automatically disconnects the battery contactor.
#2
GENERATOR
CONTACTOR
#1
GENERATOR
CONTACTOR
Figure 14-18: External Power Operation Condition

March 2013
Single Generator Operation
28 VDC to all of the DC buses and charges the battery.
#2
GENERATOR
CONTACTOR
#1
GENERATOR
CONTACTOR
Figure 14-19: Single Generator Operation Condition

March 2013
Electrical System
Dual DC Generator Operation

After starting the second engine, both generators are operating and supplying the appropriate buses.
#1 DC Generator #2 DC Generator
#1 DC Primary Bus #2 DC Primary Bus

DC Essential Bus
Battery Bus
Charges Aircraft Battery
#2
GENERATOR
CONTACTOR
#1
GENERATOR
CONTACTOR
Figure 14-20: Dual DC Generator Operation

March 2013
DC Essential Bus Recovery System
The DC essential bus has a low voltage recovery circuit and warning system. Both are powered by the
No. 2 DC primary bus.
#2
GENERATOR
CONTACTOR
#1
GENERATOR
CONTACTOR
Figure 14-21: DC Essential Bus Recovery System

March 2013
Electrical System
Warning System
If the DC essential bus voltage should go below 24 ±0.5 volt with one or both DC generators operating, a
locator light positioned above the ESS BUS RCVRY switch will illuminate along with the ESS VOLTS LO
caution capsule on the IIDS and the MASTER CAUTION light.
ESS BUS SENSE CB

(NO.2 DC PRIMARY BUS)
Figure 14-22: Essential Bus Recovery Switch and CB
console above the ESS BUS RCVRY switch. The essential bus recovery light and ESS VOLTS LO caution
receive 28 VDC from the No. 2 primary bus via the ESS BUS SENSE circuit breaker and will illuminate when
the DC ESNTL bus voltage goes below 24 ± 0.5 volt or when the ESS BUS RCVRY switch is placed to TEST.
Recovery Switch
The ESS BUS RCVRY switch, normally mounted on the pilot's side of the center console, has positions
marked ON, OFF and TEST. The switch is kept in the OFF position during normal operation of the electrical
system. If the ESS BUS VOLTS LOW caution light illuminates, the pilot may manually place this switch to
the ON position, thereby disconnecting the No. 1 generator feed to the essential bus and providing a path to
power the DC essential bus directly from the No. 2 generator.
When held to the TEST position a simulated low voltage condition causes the DC essential bus voltage
sense relay to illuminate the ESS BUS VOLTS LOW caution light.
OTT: The DC Essential Bus Recovery System is disabled when the No. 2 DC generator is off line.

March 2013
Placing the ESS BUS RCVRY switch ON initiates the following actions:
1. Disconnecting the No. 1 DC generator from all loads. This is indicated by #1 DC GEN caution light
illuminating.
2.
3.
through the open bus tie contactor to power the DC essential bus. At this time the ESS BUS VOLTS
LOW caution light and the locator light above the ESS BUS RCVRY switch will go out, indicating that the
voltage on the DC essential bus is greater than 24 Volt.
With the ESS BUS RCVRY switch ON all three busses should be powered by the No. 2 generator.
#2
#2
GENERATOR
GENERATOR
CONTACTOR
CONTACTOR
#1
GENERATOR
CONTACTOR
Figure 14-23: Essential Bus Recovery Switch ON Position

March 2013
Electrical System
Bus Tie Open Caution

A malfunction in the bus tie contactor could result in the BUS TIE OPEN caution segment illuminating with
both DC Generators operating. When the Bus Tie contactor is open the DC essential bus is powered by the
caution capsule, and a loss of power to the DC essential bus.
#2
GENERATOR
CONTACTOR
#1
GENERATOR
CONTACTOR
Figure 14-24: Bus Tie Open Caution Condition

March 2013
and provide a path for 28 VDC from the #2 DC Generator to pass through the open bus tie contactor and
supply the DC essential bus.
#2
#2
GENERATOR
GENERATOR
CONTACTOR
CONTACTOR
#1
GENERATOR
CONTACTOR
Figure 14-25: Essential Bus Recovery Switch ON Position

March 2013
Electrical System
AC System
The power source for the AC electrical system is two static inverters which are powered by the DC electrical
system. An optional AC generator provides power for the heated windshield, and acts as a backup power
source if both inverters fail.
The No. 1 inverter supplies AC power to the No. 1 primary 115 VAC bus, and the No. 1 primary 26 VAC bus.
The No. 2 inverter supplies AC power to the No. 2 primary 115 VAC bus, and the No. 2 primary 26 VAC bus.
If either inverter fails, the remaining inverter will supply power to all AC buses through cross connects. If both
inverters fail, the AC generator (if installed) will restore power to both AC buses.
AC GENERATOR
- INVERTERS
- AC GCU
- 26 VAC STEP DOWN
TRANSFORMERS
AC JUNCTION BOX
LOWER
C/B PANEL
GENERATOR
TEST PANEL
UPPER
C/B PANEL
Figure 14-26: AC System

March 2013
AC Powru oguSrs
AC power. AC power is distributed from the inverters to a single-phase AC bus system consisting of the
No. 1 and No. 2 AC primary buses and No. 1 and No. 2 26 VAC buses.
The inverters are capable of producing both 115 VAC and 26 VAC outputs.
The static inverters are powered by the DC electrical system. The No.2 inverter is powered by the DC essential
bus and the No.1 inverter is powered by the No.2 DC primary bus. The inverters have built-in overvoltage and
undervoltage protection, reverse polarity protection, and over and under frequency protection. A dedicated
circuit provides information to the IIDS power monitor.
Failure indication consists of the IIDS caution No. 1 INV FAIL for the No. 1 inverter and NO. 2 INV FAIL for
the No. 2 inverter.
Figure 14-27: Inverters
A separate ON/OFF switch on the master switch panel controls each inverter.
Figure 14-28: Inverter 1 and 2 Control Switches
OTT: For ground checks or maintenance activities, when the inverters are placed ON with external
power applied, the inverters can power all AC buses except for the monitor bus. The No. 2
Inverter can also be operated with battery power only. However, caution must be exercised
because the condition could cause a rapid depletion of battery power.

March 2013
Electrical System
AC Generators
Three-phase AC is generated by the 10 KVA, AC generator which is mounted vertically on the right drive pad
of the main transmission aft of the main rotor. The generator shaft is driven when the rotor turns. Nominal
generator shaft drive speed is 12,000 RPM, represented by 107% NR (rotor speed). Three-phase AC is
required if the windshield heat is installed.
The generator consists of three separate inductively coupled generator stages, providing self-excitation and
all mounted in a single frame and having a common rotor shaft.

The generator is supported at the driven end and thrust end by two grease-lubricated, double-shielded ball
bearings. In addition to these main bearings two grease-lubricated, doubled-shielded auxiliary ball bearings
are provided for emergency condition, short-rated operation.
In case of main bearing failure, the associated auxiliary bearing provides support for the generator rotor for
cause the AC GEN BEARING failure caution capsule on the caution/advisory panel to go on.
The generator has a drive shaft incorporating a shear neck (shears at 1,350-1,500 inch-pounds of torque)
generator to the helicopter drive pad. The generator is self-cooled by a fan mounted on the shaft, and is
provided with an air inlet at the non-driven end for helicopter ducting attachment.
The AC generator is interlocked with engine out warning system. Loss of either engine will cause the AC
Figure 14-29: AC Generators

March 2013
AC Generator Control Unit (GCU)
The AC generator control unit provides voltage regulation, load protective circuits for overvoltage, undervoltage,
and underfrequency, and generator protective circuits for feeder fault and overcurrent.
If the GENERATORS AC switch is placed ON before the engines are started and the rotor is brought to rated
speed, the undervoltage and underfrequency protective circuits are automatically inhibited, since generator
With the GENERATORS AC switch ON, The GCU connects the AC generator to the AC electrical system
when the NR reaches approximately 92% if the generators voltage and frequency are acceptable.
The AC GEN caution capsule on the IIDS will illuminate when the AC generator is not connected to the AC
system. When the AC generator is connected to the system, the AC GEN caution capsule extinguishes.
AC
GENERATOR
GCU
Figure 14-30: AC Generator Control Unit (GCU)

March 2013
Electrical System
AC Generator Switch
The GEN - AC switch on the pilot upper overhead switch panel has three positions: ON, OFF, and TEST. ON
connects the generator to the AC power distribution system when the generator control panel senses that
generator output is within limits. OFF switches off the generator and disconnects it from the AC system. If the
generator is dropped off the line due to a momentary overvoltage or other fault (AC GEN caution light on),
placing the switch to OFF, then ON will restore generator operation.
The TEST position may be used to test generator output before connecting it to the AC distribution system
(switch on). If generator output is satisfactory, placing the switch to TEST when operating at 107% NR will
cause the AC GEN caution light to go off.
Figure 14-31: AC Generator Switch

March 2013
AC Generator Interlock
The AC Generator is interlocked with the engine-out warning system to reduce the demand on the main
gearbox during OEI operations. When the DECU senses an engine failure based on N1 parameters, a signal
loads and illuminating the AC GEN caution capsule on the IIDS.
ENG
ANTI-ICE
NO.1 NO. 2
AC
GEN
GCU
DISCONNECT SIGNAL TO AC GENERATOR GCU
N1 BELOW 48% WITH

ENGINE LEVER AT IDLE
OR
A 5.5% N1 SPLIT OCCURS

WITH BOTH ENGINES
MATCHED IN THE “FLY”
POSITION
AC JUNCTION BOX
OR
N1 BELOW 60% WITH

ENGINE LEVER IN “FLY”
PRESS-TONE OFF PRESS-TONE OFF
ENGINE OUT AUDIO 1
Figure 14-32: AC Generator Interlock

March 2013
Electrical System
AC Powru DFsauFbgaFon
AC Junction Box
The AC junction box provides for AC power distribution. The major components of the AC junction box are:
AC JUNCTION BOX
AC JUNCTION BOX
Figure 14-33: AC Junction Box
Inverter Warning Control Relay

The inverter warning control relay provides a path for power to light the INV ON caution/advisory panel
In the event of an inverter failure, the inverter warning control relay provides a path to light the INVERTER
caution/advisory panel capsule.
Contactors
There are two contactors in the AC junction box, an AC generator contactor and an AC primary bus contactor.
phase B output is applied to the AC primary bus contactor. Auxiliary contacts of the AC generator contactor
control the lighting of the AC GEN caution/advisory panel capsule. The AC primary bus contactor is used to
provide a path for generator 115 VAC, phase B output to the No. 1 and No. 2 AC PRI and 26 VAC buses.
Diodes
Diode CR1/AC prevents the DC essential bus from supplying the No. 2 DC primary bus through diode CR2/
AC. Diode CR2/AC prevents the No. 2 DC primary bus from supplying the DC essential bus through diode
CR1/AC. The output of these diodes provides a path for DC power to light the AC GEN caution/ advisory
panel caution capsule.
Differential Current Transformer Unit

The current transformer unit contains three current transformers. The current transformer unit is used in
conjunction with the phase return current transformer inside the AC generator. If the transformers sense
the associated transformer pair, which de-excites the generator. This action protects the generator output
windings and disconnects the generator from its loads.
Capacitor
Capacitor C1/AC is electrically connected across the coil of the No. 2 AC primary bus contactor K2/AC to
suppress voltage transients.

March 2013
Current Limiters
Current limiter XCL1/AC contains three separate current limiters in line with AC generator 115 VAC output,
phases A, B, and C voltages. The current limiters are used to protect the AC generator, should a malfunction
to ground occur in the windshield heater system if installed.
Figure 14-34: AC Current Limiters
Circuit Breakers
The No. 1 and No. 2 115 VAC XFD and the No. 1 and No. 2 26 VAC XFD circuit breakers protect their
respective buses.
Figure 14-35: AC Junction Box Circuit Breakers

March 2013
March 2013
GENERATOR CONTROL UNIT
POWER
PMG INPUT VOLTAGE FEEDER FAULT/ READY
GENERATOR
REGULATOR OVERCURRENT VOLTAGE
CONTROL
OUTPUT INPUTS SENSING
TEST SWITCH
TURNED ON
Sikorsky S76 C++

EXCITER
FIELD
XCL1/AC
CONNECTED IF 115 VAC C

TO WINDSHIELD HEAT
GENERATOR IS 115 VAC B SYSTEM, EAPS SYSTEM,
GENERATOR TURNED ON AND
200/115 VAC IS ACCEPTABLE 115 VAC A
3 PHASE SYSTEM WITH SNOW
CURRENT TRANSFORMERS PROTECTION KIT
AC GENERATOR
CONTACTOR K1/AC
CONNECTED IF AC
CONNECTED IF GENERATOR B
TRANSMISSION DRIVE NO. 1 STATIC INVERTER NO. 1
DC ESS INVERTER 115 VAC 115 VAC IS AVAILABLE
BUS SWITCH IS ON, AND NO. 1 AND
ON 250 VA AND INVERTER 26 VAC NO. 2 INVERTERS
(SEE NOTE 1) SINGLE PHASE 26 VAC FUNCTIONING HAVE NO OUTPUT
PROPERLY
AC Power Distribution
OFF NO. 1 AND

NO. 1 AC PRIMARY
NO. 2 AC
INVERTER BUS CONTACTOR K4/AC
PRIMARY
NO. 1 SWITCH
INTEGRATED INSTRUMENT BUS
CONNECTED IF AC DISPLAY SYSTEM REMOTE CONTACTORS
GENERATOR IS TURNED DATE ACQUISITION UNIT K4/AC AND
DC ESS OFF OR SYSTEM IS
BUS OR (IIDS RDAU) K2/AC
NOT ACCEPTABLE OR IF
NO. 2 DC 115 VAC NO. 1
EITHER NO. 1 OR NO. 2
PRI BUS AC PRIMARY
ENGINE AC GENERATOR 115 VAC BUS
INTERLOCK RELAY IS
ENERGIZED AND ENGINE
SNOW PROTECTION KIT

IS OFF
AC GENERATOR 26 VAC NO. 1

26 VAC
CONTACTOR K1/AC
BUS
DC ESS CONNECTED IF
CONNECTED IF NO. 2 INVERTER
BUS OR AC GEN
EITHER GENERATOR HAS NO OUTPUT
NO. 2 DC
BEARING FAILS
PRI BUS
NO. 2 AC

AC GENERATOR PRIMARY CONNECTED IF
BEARING WARNING BUS NO. 1 INVERTER
RELAY K22/2R CONTACTOR HAS NO OUTPUT
K2/AC
CONNECTED IF NO. 1 AC
DC ESS 1 INV PRIMARY
BUS NO. 1 INVERTER
HAS NO OUTPUT BUS
CONTACTOR
NO. 1 AC K4/AC
PRIMARY BUS
DATA BUSES
CONTACTOR K4/AC
26 VAC NO. 2
CONNECTED IF 26 VAC
DC ESS 2 INV BUS
NO. 2 INVERTER
BUS IIDS DISPLAY
HAS NO OUTPUT UNITS GENERATOR
115 VAC
NO. 2 AC PHASE B
PRIMARY BUS NO. 2
CONTACTOR K2/AC 115 VAC
AC PRIMARY NOTES
CONNECTED IF 115 VAC BUS
DC NO. 2 STATIC INVERTER NO. 2
ON INVERTER 115 VAC 1. NO. 2 DC PRIMARY BUS ON
NO. 2 PRI SWITCH IS ON, 115 VAC HELICOPTERS 0303 TO 0510 AND 0607
BUS 250 VA AND INVERTER
SINGLE PHASE AND SUBSEQUENT.
26 VAC FUNCTIONING 26 VAC
(SEE NOTE 2) PROPERLY 2. DC ESSENTIAL BUS ON HELICOPTERS
OFF
0303 TO 0510 AND 0607 AND
INVERTER NO. 2 AC PRIMARY SUBSEQUENT.
NO. 2 SWITCH BUS CONTACTOR K2/AC
Electrical System
14-35
AC ysare OprumaFon
AC System Normal Operation
During normal operation, with the NR above 92% NR, the # 1 inverter supplies single-phase AC power to
the #1 AC primary bus and the #1 26 VAC bus. The #2 inverter supplies single-phase AC power to the #2
AC primary bus and the #2 26 VAC bus. The AC generator (if installed) supplies 3-phase AC power to the
monitor bus.
#1 INVERTER
CONTACTOR #1 INVERTER
#1 AC
PRIMARY BUS #2 DC
PRIMARY BUS
AC GEN
CONTACTOR
STEP DOWN
TRANSFORMER
MONITOR BUS
#2 AC
PRIMARY BUS
DC
ESSENTIAL BUS
#1 INVERTER #2 INVERTER
CONTACTOR
Figure 14-36: AC System Normal Operation

March 2013
Electrical System
Single Inverter operation

When one inverter fails or is off-line, the remaining inverter supplies single-phase AC power to the #1 and
#2 AC Primary buses and the #1 and #2 26 VAC buses. The AC generator supplies three-phase AC power
to the monitor bus.
#1 INVERTER
#1 AC
PRIMARY BUS #2 DC
PRIMARY BUS
AC GEN
CONTACTOR
STEP DOWN
TRANSFORMER
MONITOR BUS
#2 AC
PRIMARY BUS
DC
ESSENTIAL BUS
CONTACTOR
Figure 14-37: Single Inverter operation

March 2013
Dgml-Invruaru mFlgur
In the event of a dual-inverter failure, phase B of the AC generator is used to supply single-phase 115 VAC
to the #1 and #2 AC primary buses. Phase B also passes through a 26 Volt step-down transformer to supply
single-phase 26 VAC to the #1 and #2 26 VAC buses. Three-phase AC power is used to power the monitor
bus.
installed, the AC generator is connected to the monitor bus only and is not a back-up source for the AC
power supply system).
#1 INVERTER
#1 AC
PRIMARY BUS #2 DC
PRIMARY BUS
AC GEN
CONTACTOR
STEP DOWN
TRANSFORMER
MONITOR BUS
#2 AC
PRIMARY BUS
DC
ESSENTIAL BUS
CONTACTOR
Figure 14-38: Dual-Inverter Failure

March 2013
Electrical System
AC Generator Off-Line
When the AC generator is off line: (Below 92% NR or in the event of an engine or AC generator failure), the
three-phase monitor bus will not be powered.
#1 INVERTER
#1 AC
PRIMARY BUS #2 DC
PRIMARY BUS
AC GEN
CONTACTOR
STEP DOWN
TRANSFORMER
MONITOR BUS
#2 AC
PRIMARY BUS
DC
ESSENTIAL BUS
CONTACTOR
Figure 14-39: AC Generator Off-Line

March 2013
Circuit Breaker Panels
overhead control panel.

The upper circuit breaker panel distributes power to the circuit breakers from the No. 1 DC PRI and
No. 2 DC PRI buses.
The lower circuit breaker panel distributes power to circuit breakers from the DC ESS bus, No. 1 AC
bus, and No. 2 AC bus. The AC buses supply a primary voltage of 115 VAC and a step-down voltage of
26 VAC.
The overhead circuit breaker panel distributes a step-down voltage of 26 VAC to its circuit breakers from
the lower circuit breaker panel No. 1 AC and No. 2 AC buses.
UPPER CIRCUIT
BREAKER PANEL
(NO.1 AND NO.2 DC
PRIMARY BUSES)
RCCB’S
REMOTE CONTROL
CIRCUIT BREAKERS
LOWER CIRCUIT
BREAKER PANEL
(DC ESSENTIAL BUS AND
115 VAC)
OVERHEAD CIRCUIT
BREAKER PANEL
(26 VAC)
Figure 14-40: Circuit Breaker Panels

March 2013
Electrical System
Upper Circuit Breaker Panel, DC Primary Bus

March 2013
Lower Circuit Breaker Panel, DC Essential and AC Bus
EFFECTIVITY
HELICOPTERS 0607-0639

March 2013
Electrical System
Lower Circuit Breaker Panel, DC Essential and AC Bus

(Cont'd.)
EFFECTIVITY
HELICOPTERS 0640 AND SUBSEQUENT

March 2013
Overhead Circuit Breaker Panel, 26 VAC Bus
CPLT PLT
AP1 AP2
1 1
NO. 1 AHRS NO. 2 AHRS

ATT HDG ATT HDG
1 1 1 1
N
O N
1 O
PLT CPLT PLT CPLT 2
SG SEC SG PRI SG PRI SG SEC
2 2
6
6
1 1 1 1
V
A V
C A
C
AP RESET
1 2

March 2013
March 2013
NO. 2 DC
NO. 2
Sikorsky S76 C++

ON GENERATOR NO. 2 DC
O CONTACTOR PRI BUS
F
F
RESET
BATTERY
NO. 2 DC STARTER BATT HOT BUS
GENERATOR WARNING BATT OFF
AND GENERATOR LIGHT CAUTION
CONTROL PANEL BATTERY LIGHT
DC Electrical System
ON BATTERY BATTERY DC ESS

O CONTROL CONTACTOR BUS
#2 DC F CONTACTOR
GEN F
BATTERY
CAUTION LIGHT CAUTION
LIGHT
CAUTION BATT FEED ESS BUS
EXT LIGHT FAULT VOLTS
POWER LOW
#1 DC EXTERNAL
GEN ON POWER
O CONTACTOR CAUTION
CAUTION LIGHT F LIGHT
F

BUS TIE
NO. 1 DC STARTER EXTERNAL OPEN
GENERATOR POWER
AND GENERATOR
CONTROL PANEL ESS BUS
RCVRY BUS TIE
NO. 1 DC CONTACTOR CONTACTOR
NO. 1
ON GENERATOR N0. 1 DC
O CONTACTOR PRI BUS
F
F
RESET
Electrical System
14-45
Rreoar Conauol CFuSgFa Burmkrus (RCCB)
The REMOTE CB CONT circuit breakers provide control and indication for remote circuit breakers. Each
REMOTE CB CONT circuit breaker imitates the state of the associated remote circuit breaker and each
remote circuit breaker responds accordingly to actuation of the associated REMOTE CB CONT circuit
breaker. RCCB’s are used to avoid high amperage wiring in the cockpit and to reduce the weight that would
be associated with the heavier wiring.
REMOTE CONTROL CIRCUIT BREAKERS
Figure 14-41: Remote Control Circuit Breakers (RCCB)
CONTROL CB RCCB IN TAIL
1/2 AMP
SWITCH
100 AMPS RCCB
B
U
S L
S O
A
D
FLIGHT DECK
Figure 14-42: Remote Control Circuit Breakers (RCCB) Circuit

March 2013
Electrical System
TlrSauFSml Trsa Pmnrl

DC Generator Test Switches
The GEN 1 and GEN 2 test switches are on a small panel marked TEST PANEL on the copilot's side of the
instrument panel. Each switch has three positions, marked GND FAULT, OFF, and OVERVOLT. GND FAULT
and OVERVOLT are used to test that the generator will drop off the line if either of these conditions occur.
To test the system, the switch is held at either GND FAULT position for approximately 5 seconds or OVERVOLT
momentarily with the N1 of each engine at IDLE or above. The generator should drop off the line as indicated
by the lighting of the generator caution light. To restore generator operation, the generator switch is placed
to RESET and then ON.
AC Generator Test Switch

The panel has two switches, one marked UNDERVOLT-OFF and OVERVOLT and the second marked
FEEDER FAULT and OFF. The switches are used to test that the generator will drop off the line if any of the
above conditions occur. Placing the switch to UNDERVOLT for approximately 5 seconds, or FEED FAULT
momentarily should result in the AC generator dropping off line as indicated by the lighting of the AC GEN
caution light. To restore generator operation, the AC generator switch is placed to OFF, then ON.
Figure 14-43: Electrical Test Panel

March 2013
TlrSauFSml MonFaouFni
Pressing the Menu button on the engine display menu will present three soft key selection options: RECALL,
ELEC, and START.
Selecting ELEC presents a volt/ammeter page. Although caution/warning information is retained while the
volt/ammeter page is in view, the addition of a legend and resultant illumination of master caution results in
the deletion of the volt/ammeter page to enable direct review of temperature/pressure instruments.
If desired, the function can be immediately reselected by touching MENU and ELEC. The menu, if in view, is
not deleted with the addition of a new caution/warning.
Figure 14-44: Electrical Monitoring
AddFaFonml TrsaFni
Essential Bus Recovery Test
This test is accomplished with both DC generators operating.
ESS BUS SENSE CB
1. ESS BUS RCVRY switch - Hold in TEST. (NO.2 DC PRIMARY BUS)
Figure 14-45: Essential Bus Recovery Test

March 2013
Electrical System
test switch should go on.
Figure 14-46: Essential Bus Volts LOW Indication
Figure 14-47: Master Caution Indication

3. ESS BUS RCVRY switch - Release, light goes OFF.
4. BATT switch - OFF. BATT OFF caution light ON.
Figure 14-48: Battery OFF Caution Light Indication

March 2013
5. ESS BUS RCVRY switch - ON.
Figure 14-49: Essential Bus Recovery Switch

6. BUS TIE OPEN and #1 DC GEN caution lights should go on while the ESS BUS VOLTS LOW and the
Figure 14-50: Bus Tie Open and #1 DC GEN caution Indications

March 2013
Electrical System
7. Check that all DC buses remain powered.
illuminated and additionally by checking the press-to-test function of the copilot IIDS and observing
master warning panel lights test)
ESSENTIAL BUS #1 DC PRIMARY BUS
Figure 14-51: AFT/BAG Switch
#2 DC PRIMARY BUS
COPILOT IIDS
Figure 14-52: Copilot IIDS and #2 DC Primary Bus Display

March 2013
8. BATT switch ON, BATT OFF caution light - OFF.
9. ESS BUS RCVRY switch – OFF - BUS TIE OPEN and # 1 DC GEN caution lights OFF.
Figure 14-53: Battery and Essential Bus Recovery Switch
A. Dual Static Inverter – Check (without AC generator backup)

1. No. 1 and No. 2 inverter – OFF. 1 and 2 INV FAIL caution light – ON. 1 and 2 AHRS caution light – ON.
2. No. 1 inverter – ON. 1 INV FAIL caution light – OFF. 1 and 2 AHRS caution light – OFF.
3. No. 2 inverter – ON. 2 INV FAIL caution light – OFF.
4. No. 1 inverter – OFF. 1 INV FAIL caution light – ON. 1 and 2 AHRS caution light – Remain OFF.
5. No. 1 inverter – ON. 1 INV FAIL caution light – OFF.
OTT: When both AHRS are operational with one inverter turned OFF, inverter switching is
operational.
B. Dual Static Inverter - Check (with AC generator backup)

OTT: During steps 2 and 4, a 1 INV FAIL or 2 INV FAIL will appear on the IIDS. During step 6, a
1 INV FAIL and 2 INV FAIL will appear on the IIDS.
1. AC generator – Off.
2. No. 2 inverter ON and No. 1 inverter – OFF, Observe that when rotating the Course #1 and Course #2
knobs on the Remote Instrument Controller, the Pilot and Co-pilot’s course pointers on each EHSI will
move in the direction of knob movement.
3. No. 1 inverter – ON.
4. No. 2 inverter – OFF, check as in step 2 above.
5. AC generator – ON.
6. Both inverters – OFF, check as in step 2 above.
7. AC generator, No. 1 inverter, and No. 2 inverter – ON.
OTT: When both course pointers are inoperative during steps 2 or 4, an inverter is inoperative.
When one course pointer is inoperative during steps 2 or 4, inverter switching is inoperative.

March 2013
Electrical System
Emergency and Abnormal Procedure
Single DC Generator Failure

Indications
Indication of "1 DC GEN" or "2 DC GEN" caution light in the cockpit.
Actions
Affected DC generator switch - OFF for 5 seconds reset, then on repeat as necessary
If DC GEN light remains ON:

Affected generator switch - OFF
If in IMC:
OTT: An autopilot failure may occur with the loss of DC Generator. Refer to the AP Caution Light
ON procedure.
OTT: Consider reducing electrical load by shutting off unnecessary equipment. The radio master
switches, if installed, may be used to turn off nonessential avionics.
Dual DC Generator Failure

Indications
Indication of "1 DC GEN" and "2 DC GEN" caution lights in the cockpit.
Actions
Inverters and AC GEN (if installed) - ON
BUS TIE caution light - ON
Both DC Generator Switches - OFF for 5 seconds reset, then ON repeat as necessary
If one DC GEN light remains ON:

Affected generator switch - OFF
If in IMC:
Transition to VMC and consider reducing electrical load
Land as soon as Practicable

March 2013
If both DC GEN lights remain ON (DUAL GEN FAIL):
Both generator switches - OFF
Electrical load - Reduce
AP 2 - Check ON AP 1 will be OFF
Transition to VMC (if IMC) as soon as possible
Glareshield Lights - ON
No. 2 INVTR (w/AC GEN ON/Installed) - OFF
Land as soon as Possible
AAUTIO
If the AC Generator is either failed or not installed, turning off the Inverters will cause a complete loss of AC
power with consequent loss of BOTH AP’s.
AAUTIO
If the BUS TIE CAUTION light is NOT on, both Primary buses and the Essential bus are being powered
by the battery. The battery may discharge and fail at a rapid rate unless the load is reduced. Turn OFF
all unneeded equipment. An attempt to open the BUS TIE may be made by pulling BOTH BUS TIE CB’s.
Remain or transition to VMC and land as soon as possible.
DC Generator Hot
Indications
Indication of "1 DC GEN HOT" or "2 DC GEN HOT" caution light in the cockpit.
Actions
Affected DC GEN Switch - OFF
If light remains ON:

Affected engine - SHUTDOWN Procedure


March 2013
Electrical System
Battery Hot Light

Indications
Indication of "BAT HOT" caution light in the cockpit.
Actions
If BAT OFF light on:
If BAT OFF light NOT on:

Battery switch - OFF
If any smoke or odor is noted, land as soon as possible.

AAUTIO
Prior to shutdown or in the event of loss of DC Primary power, ensure Battery Switch is placed ON. This will
Battery Feed Fault

Indications
Indication of "BAT FEED" caution light in the cockpit.
Actions
OTT: For aircraft with nose battery installation. Indicates a ground fault in the battery feed line.
BAT OFF will also illuminate.
Battery switch - Cycle OFF then ON
If light goes out:
If light remains on:

Battery switch - OFF
OTT: With battery power only the BAT FEED will NOT be accompanied by the BAT OFF with
external power, the battery is automatically disconnected and BAT FEED cannot illuminate.

March 2013
ESS Bus Feed Failure
Indications
Indication of "ESS VOLTS LOW" caution light in the cockpit.
Actions
Essential bus recovery switch - ON

BUS TIE OPEN and NO. 1 DC GEN caution Lights - ON
ESS VOLTS LOW - OFF
OTT: An ESS SENSE CB that is OUT will cause ESS VOLTS LOW to illuminate even with NORMAL
conditions. Ensure ESS SENSE CB is IN before continuing.
DC ESS BUS powered systems - Normal
If systems are normal:
Consider reducing electrical load.
If systems NOT normal:

Radio and EFIS BYPASS switches - Bypass
ESS BUS recovery switch - OFF
No. 1 generator - Reset if needed
Transition to VMC
OTT: If necessary, refer to Landing Gear Emergency Blowdown Procedure.
OTT: Before shutdown, refer to DECU FAULT SPECIFICS tab DC ESS LOSS LVL – 1. Normal
shutdown will be affected below 65% N1.

March 2013
Electrical System
Bus Tie Open

Indications
Indication of "BUS TIE OPEN" caution light in the cockpit.
Actions
With NO other DC electrical system CAUTION lights on:
Transition to or remain in VMC
If unable to maintain VMC:

OTT: When the Bus Tie is open the DC essential bus is powered by the battery only. Continued
Consider placing the Essential Bus Recovery Switch ON and/or reducing DC essential bus
loads as practicable.
If ESS VOLTS LOW illuminates or abnormal behavior observed in equipment powered by the DC
Essential Bus:
Essential bus recovery switch - ON
Proceed as in ESS BUS FEED FAIL Procedure.
Inverter Failure
Indications
Indication of "1 INV FAIL" and/or "2 INV FAIL" caution lights in the cockpit.
Actions
If in IMC:
Consider reducing airspeed to less than 120 KIAS.
If both inverters fail:

Transition to or remain VMC
AC GEN (If Installed) - ON
OTT: The loss of BOTH Inverters with AC GEN NOT installed or a subsequent LOSS of the AC
GEN will result in NO AC power available. Neither AP will be operational.

March 2013
AC Generator Failure
Indications
Indication of "AC GEN" caution light in the cockpit.
Actions
AC generator switch - OFF, then ON
If AC generator NOT restored:

AC generator switch - OFF
If in IMC:
OTT: Failure of either engine will result in the irretrievable loss of the AC Generator.
AC Generator Bearing Fail

Indications
Indication of "AC GEN BRNG" caution light in the cockpit.
Actions

March 2013
15
Environmental Systems
Contents
SchematS: Automatic Temperature Control System (C4) ..................................................... 15-4
Automatic Temperature Control System (C4)
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5
Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5
Ventilation System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5
Windshield De-fog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5
Controls and Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-6
Master Control Panel .................................................................................................................... 15-6
AUTO TEMP ON/OFF Toggle Switch ........................................................................................... 15-6
AUTO TEMP UP/TEMP/DOWN Toggle Switch ............................................................................ 15-6
A/C ON/AUTO Toggle Switch ....................................................................................................... 15-6
CABIN HEAT HI/AUTO/LO Toggle Switch .................................................................................... 15-6
BLEED AIR ON/AUTO/OFF Toggle Switch .................................................................................. 15-6
VENT HI/AUTO/LO Toggle Switch................................................................................................ 15-6
System Annunciators .................................................................................................................... 15-7
Heater/De-frost/No. 1 Fan Control Panel...................................................................................... 15-7
No. 2 Fan Switch .......................................................................................................................... 15-8
Manual De-frost Valves ................................................................................................................ 15-8
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-9
Automatic Modes .......................................................................................................................... 15-9
Manual Modes .............................................................................................................................. 15-9
Cooling Mode................................................................................................................................ 15-9
Heating Mode ............................................................................................................................... 15-9
Ventilation Mode ........................................................................................................................... 15-9
Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15-10
Bleed Air Heat and Ventilation
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15-11
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15-11
Bleed Air Shutoff Valves ..............................................................................................................15-11
Controls and Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15-11
Heater Control Panel ...................................................................................................................15-11

March 2013
BLEED AIR Switch ......................................................................................................................15-13
BLOWER Switch..........................................................................................................................15-13
HEATER Switch ...........................................................................................................................15-13
TEMP CONT Knob ......................................................................................................................15-13
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15-13
Heating Mode ..............................................................................................................................15-13
Ventilation Mode ..........................................................................................................................15-13
Freon Air Conditioning
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15-15
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15-15
Compressor .................................................................................................................................15-15
Condenser ...................................................................................................................................15-15
Evaporator ...................................................................................................................................15-15
Control and Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15-15
Air Conditioning Control Panel.....................................................................................................15-15
AIR COND Switch........................................................................................................................15-16
FAN Switch ..................................................................................................................................15-16
A/C Indicator Light .......................................................................................................................15-16
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15-16

March 2013
The Sikorsky S76 helicopter environmental systems condition the air for cockpit and cabin areas and provide
for de-fog and de-frost of the windshield.

March 2013
15-4
RIGHT
EXHAUST
VENT
DEFROSTER
HEATER
OVERHEAD DUCT ENGINE BLEED

VALVE 2
SOUND
WINDSHIELD DEFROST SUPPRESSOR ENGINE 2
ENG. LOW
MANUAL VALVE PRESSURE
CABIN
HEATER SWITCH
OUTLET SYSTEM LOW
PRESSURE SYSTEM
SWITCH CONTROLLER
CABIN
COCKPIT
FLOOR DUCTS TEMP
HEATER
SENSOR
OUTLETS
CONDENSER &
ENG. LOW COMPRESSOR
PRESSURE
SWITCH
ENGINE BLEED
VALVE 1 ENGINE 1

VENT FAN
WINDSHIELD WINDSHIELD
DEFROST DEFROSTER DEFROST
MANUAL HEATER VALVE (TO ENG. NO.1
VALVE COCKPIT PLENUM)
HEATER AIR EJECTOR
VALVE VALVE
LEFT
EXHAUST
Automatic Temperature Control System (C4)
OUTSIDE AIR
VENT
TEMPERATURE
PROBE
COOL AIR
BLEED AIR
OUTSIDE AIR
March 2013
Sikorsky S76
Automatic Temperature
Control System (C4)
General Description
The automatic temperature control system controls cabin temperature without continual crew member
intervention. This system is also known as the cockpit and cabin climate control or C4 system. Select
cabin temperature on a cockpit master control panel on the copilot's overhead switch panel, or on optional
passenger select panel(s). The system also provides air conditioned or heated air to the cockpit, and de-fogs
and de-frosts the cockpit windshield. The controller makes possible a fully automatic cabin temperature
system mixing heat, air conditioning and vent air, as needed. Manual operation of heat, ventilation or air
conditioning can be selected if desired, or if the automatic system fails.
The cooling source is a single vapor cycle freon air conditioner; the heating and de-fog source is engine bleed
air. The ventilation system draws outside air in through the air conditioner evaporator blower and delivers this
air to the cabin and cockpit. Heat, A/C, and vent mixing is used to regulate the overall temperature.
Air Conditioning
The air conditioning system initially operates at maximum capacity to attain the selected temperature. When
the cooling requirement diminishes, conditioned air is mixed with small amounts of engine bleed air. The
available to the pilots via WEMAC outlets in the overhead. Additionally, the pilots have individual, selectable-
Heating
The bleed air heat system initially operates at maximum capacity to attain the selected temperature. When
the heating requirement diminishes, the heated air is mixed with ambient air.
Two bleed air heat ejectors, one each located in front of each pilot’s feet, supply cockpit heat. Manually adjust
Ventilation System
Outside vent air is delivered to the cabin and cockpit by the air conditioner blower through the overhead cool
air ducts.
Windshield De-fog
Separate bleed air ejectors use dry conditioned air for windshield de-fog and de-frost. Add heat manually
using the windshield de-frost manual valve. This heat can also be used to heat the cockpit.

March 2013
Controls and Indicators
Mmsahr Conarol Pmnhl
The master control panel is located in the copilot’s overhead switch panel.
Figure 15-1: Master Control Panel

The master control panel contains the system controller and temperature select switches, temperature
display, and annunciators.
AUTO TEMP ON/OFF Togglh wtaSc

This switch turns the automatic temperature control system on and off.
AUTO TEMP UP/TEMP/DOWN Togglh wtaSc

Move this switch up or down to select the desired cabin temperature. The temperature selection range is
65° - 85°F (18° - 29°C).
A/C ON/AUTO Togglh wtaSc

When set to AUTO, the automatic system controller governs the A/C and evaporator blower.
When set to A/C, this switch turns the evaporator blower on and operates the A/C at maximum output.
CABIN HEAT HI/AUTO/LO Togglh wtaSc

When set to AUTO, the automatic system controller governs the ejector valve. When set to HI or LO, this
switch opens the cabin heat ejector valve fully and partially, respectively.
BLEED AIR ON/AUTO/OFF Togglh wtaSc

When set to AUTO, the automatic system controller governs the customer bleed valves. When set to ON, this
switch opens the customer bleed valves and closes them when positioned to OFF.
VENT HI/AUTO/LO Togglh wtaSc

When positioned to AUTO, the automatic system controller governs the vent valve and evaporator blower.
When set to HI or LO, this switch opens the vent valve and turns the evaporator blower on, fast and slower,
respectively.

March 2013
ysahe AnnunStmaors
The system annunciators are located on the master control panel.
HEAT – This green LED illuminates to indicate that the cabin bleed air ejector valve is not fully closed
(manual or automatic operation).
AUTO – This green LED illuminates to indicate that the controller is in automatic mode.
A/C – This blue LED illuminates to indicate that the air conditioner compressor is operating (manual or
automatic operation).
BV CLOSED – This amber LED illuminates to indicate that the main bleed air valves are closed and that the
automatic system requires them open. It can also indicate closure due to an overtemperature condition.
AUTO FAIL – This amber LED illuminates to indicate a controller failure (manual or automatic operation). It
also illuminates if the BLEED AIR switch is in the OFF position and the automatic system requires bleed air,
or if the VENT, CBN HEAT and A/C switches are not set to AUTO when in automatic mode.
The AUTO FAIL LED illuminates for < 2 seconds during self-test (for each power-up sequence).
OVER TEMP – This amber LED illuminates to indicate an overtemperature condition in the system (manual
or automatic operation). It also illuminates when the customer bleed air valves have been forced closed.
Hhmahr/Dh-frosa/No. 1 Fmn Conarol Pmnhl

The heater/de-frost/No. 1 fan control panel is located overhead of the copilot. The green LED to the left of the
CKPT HEAT rotary knob indicates the cockpit heat valve is open. The green LED to the left of the WSHLD
De-frost rotary knob indicates the windshield de-frost valve is open.
Figure 15-2: Heater/De-Frost/No. 1 Fan Control Panel

March 2013
No. 2 Fmn wtaSc
The No. 2 fan switch is located overhead of the pilot.
Figure 15-3: No. 2 Fan Switch
Mmnuml Dh-frosa Vmlvhs

The manual de-frost valves are located overhead of the pilot and copilot.
Figure 15-4: Manual De-Frost Valves

March 2013
System Operation
AuaoematS Modhs
Two AUTO TEMP switches, ON-OFF and UP-TEMP-DOWN on the master control panel, provide the
automatic cabin temperature function. When the ON/OFF switch is selected ON, the green AUTO LED will
illuminate.
When using the three-way momentary UP-TEMP-DOWN switch to increase or decrease the selected cabin
temperature.
The green HEAT or blue A/C LED (as appropriate) will illuminate. If any of the manual modes (VENT, CBN
HEAT or AC) is already selected before automatic mode is selected, the automatic mode will not operate. If
any of the manual modes is selected after automatic mode is selected and activated, the controller cancels
automatic mode and the AUTO annunciator extinguishes.
Selecting either A/C, CABIN HEAT or VENT ON manually overrides the automatic function of the C4 system.
NOTE: The BLEED AIR ON-AUTO-OFF switch must be selected to ON if the automatic system is
not actively using bleed air.
Mmnuml Modhs
The master control panel provides three manual modes, VENT, CABIN HEAT and A/C. Selecting a manual
mode cancels automatic mode; the temperature display will then show the actual cabin temperature.
Cooltng Modh
Place the A/C switch in the ON position to select manual mode and close the ventilation valve. The A/C
indicator on the master control panel illuminates to annunciate cabin manual A/C mode.
Hhmatng Modh
The CBN HEAT switch selects the manual cabin heating mode (bleed air must be selected ON in conjunction).
output, also depending on engine operating conditions. The HEAT indicator on the master control panel
indicates that cabin manual heating mode is activated.
Pilot and copilot heat and windshield de-froster modes are available at all times in the cockpit. Select any of
these modes from dedicated control panels; doing so will not interfere with any other master control panel
mode selections (bleed air must be selected ON if C4 is not actively using Bleed Air.)
Vhnatlmaton Modh
Ventilation mode is a manual function only; select it with the VENT switch, which allows outside air to be
distributed through the cooling duct system. The evaporator blower operates at high or low speed depending
air to the cockpit.

March 2013
The heater system operates only when both engines are operable. In the event that one engine loses power,
the heater automatically shuts down. The heater also shuts down if bleed air pressure is lost, or if bleed air
temperature or pressure is too high.
The Automatic Temperature Control System must not be operated in automatic mode during takeoff and
landing.
Bleed air heat must be off for takeoff and landing.
The Automatic Temperature Control System or A/C as a manual mode are only available with both generators
operating.
Avoid operation of C4 or A/C as a manual mode with the No. 2 engine at ground idle, due to heavy generator
loading.

March 2013
Bleed Air Heat and Ventilation
General Description
The heating system delivers heated air to the cabin and cockpit. The system combines warm engine bleed
only when both engines are running.

The ventilation system provides outside air for the cabin and cockpit. It distributes the air through overhead
Components
Blhhd Atr cuaoff Vmlvhs
The two pneumatic bleed air shutoff valves are normally open; they are functionally the same but are not
physically interchangeable. The inlet of each shutoff valve is connected to its respective engine compressor.
The outlet of each valve is connected to one common welded tube assembly that routes bleed air to the
distribution system.

Hhmahr Conarol Pmnhl
The HEATER CONTROL panel is located overhead of the copilot next to the No. 1 relay panel. It controls
system operation. The panel contains a BLEED AIR switch, a BLOWER switch, a HEATER switch, and a
TEMP CONT knob.
Figure 15-5: Heater Control Panel

March 2013
15-12
TO NO.1
INTAKE PLENUM PRESSURE
REGULATOR
ENGINE
AIR LOW
PRESS
No.1 ENGINE SWITCH
BLEED AIR
SHUTOFF
VALVE
CEILING OUTLET
HEATER
ON OFF
DUCT HEATER
TEMPERATURE CONTROL BLEED
DUCT PANEL
SENSOR AIR
TEMPERATURE OFF
LIMITER
MODULATING ON
SYSTEM AND SHUTOFF
BLEED AIR VALVE
LOW TEMPERATURE
PRESSURE
SWITCH CONTROL
No.2 ENGINE
BLEED AIR
SHUTOFF
Bleed Air Heat/Ventilation System
VALVE ENGINE CEILING OUTLET

AIR LOW
PRESS
SWITCH BLOWER
MOTOR

FLOOR OUTLET
TO NO.2 CABIN COCKPIT

INTAKE
PLENUM
AIR INTAKE
CONTROL AIR
BLEED AIR
AMBIANT AIR
ELECTRICAL
March 2013
Sikorsky S76
BLEED AIR wtaSc

This is a two-position ON/OFF toggle switch. In the ON position, the bleed air shutoff valves open to direct
engine compressor bleed air into the heater system. In the OFF position, the bleed air valves are powered
closed.
BLOWER wtaSc
This is a two-position ON/OFF toggle switch. In the ON position, heat or ambient air enters the blower and
the hoist is operating, a relay interlock circuit shuts off the blower, if on.
HEATER wtaSc
into the interior of the heater. In the OFF position, the modulating valve closes.
TEMP CONT Knob

This control switch regulates the cabin temperature when the HEATER switch is on. When the desired
temperature is attained, the duct temperature sensor and duct temperature limiter automatically control the
System Operation
Hhmatng Modh
system. The ENG BLEED AIR advisory annunciator will illuminate.
counter clockwise to decrease it. Ambient air is directed into the mixing valve where it mixes with engine
bleed air. The mixed air passes through the sound suppressor and into the pilot’s compartment and the cabin
increase the circulation of heated air.
Vhnatlmaton Modh
To operate in ventilation mode, set the HEATER and BLEED AIR switches to OFF. This blocks the regulated
the blower supplies outside air to the cockpit and cabin distribution system.
The heater system operates only when both engines are operating. In the event of an engine failure, the
heater automatically shuts down. The heater also shuts down if bleed air pressure is lost, or if bleed air
temperature or pressure is too high. Bleed air heat must be off for takeoff and landing.

March 2013

March 2013
Freon Air Conditioning
General Description
A freon air conditioning system provides conditioned cold air for the cabin and cockpit. The system distributes
the cold air through the overhead ducting, and can also circulate ambient air without A/C.
The 1 DC PRI bus supplies control power for the air conditioning system.
Components
Coeprhssor
The compressor compresses the low pressure refrigerant gas to a high pressure and high temperature gas,
then sends it to the condenser.
Condhnshr
The condenser condenses this gas to a liquid state. The liquid refrigerant passes through the receiver drier,
which removes moisture and cools the refrigerant as it circulates within the condenser.
Evmpormaor
The evaporator returns the refrigerant liquid to a low temperature gas state. The air is cooled as it passes
through the evaporator and then distributed through the system.
Control and Indicators

Atr Condtatontng Conarol Pmnhl
The air conditioning control panel is located overhead of the copilot. It consists of an AIR COND-OFF-FAN
switch, FAN HI/LOW switch, and blue A/C indicator light.
Figure 15-6: Air Conditioning Control Panel

March 2013
AIR COND wtaSc
Setting the switch to the FAN position operates the blower in conjunction with the FAN switch. Setting the
switch to the AIR COND position energizes the compressor motor, turning the A/C system on. Setting the
switch to the OFF position shuts down the air conditioning system.
FAN wtaSc
The FAN switch selects the fan speed to LO or HI.
A/C IndtSmaor Ltgca

The A/C indicator will illuminate to indicate that the compressor is functioning.
System Operation
Activate the air conditioning system only when both generators are operating. Do not retard the No. 2 engine
to idle with the air conditioning system on, due to the heavy generator loading.

March 2013
16
Flight Controls
Contents
Flight Controls
Figur: Primary Flight Control System ................................................................................... 16-4
Collective Pitch Lever ...................................................................................................................16-5
Collective Control Lower Linkage .................................................................................................16-7
Collective Trim ..............................................................................................................................16-9
Mechanical Mixing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-10
Pitch-Roll Phase Shifting ............................................................................................................16-11
Collective-To-Yaw Coupling ........................................................................................................16-11
Collective-To-Roll Coupling ........................................................................................................16-12
Collective-Cyclic Summation ......................................................................................................16-13
Cyclic Controls ............................................................................................................................16-13
Cyclic Controls Lower Linkage ...................................................................................................16-15
Cyclic Trim System .....................................................................................................................16-16
Tail Rotor Controls ......................................................................................................................16-16
Tail Rotor Control Linkage ..........................................................................................................16-17
Tail Rotor Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-18
Helicopter Without AFCS ............................................................................................................16-18
Helicopter With AFCS Phase II ...................................................................................................16-18
Helicopter with AFCS Phase III or DAFCS .................................................................................16-19
Yaw Trim System ........................................................................................................................16-20
Self-Centering Tail Rotor Quadrant ............................................................................................16-20
Tail Rotor Quadrant – Normal Operation ....................................................................................16-21
Single Cable Failure ...................................................................................................................16-22
Dual Cable Failure ......................................................................................................................16-23
Tail Rotor Control Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-25
Stuck Pedals ...............................................................................................................................16-25
Fixed Pitch ..................................................................................................................................16-25
Cable Failure ..............................................................................................................................16-25
Flight Control Damper Jam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-26
Tail Rotor Drive Fail - Hover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-27
Tail Rotor Drive Fail - Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-27
Tail Rotor Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-28
March 2013

March 2013
Flight Controls
Flight Controls
Mechanical Mixing
Cyclic Controls
1. Automatic Flight Control System (AFCS) Phase II

2. Automatic Flight Control System (AFCS) Phase III
3. Sperry SHZ-760 Helipilot
4.
5.
chapter.

March 2013
16-4
LATERAL
FORWARD SERVO
SERVO AFT
SERVO
TAIL ROTOR
SERVO
Primary Flight Control System
GRADIANT SPRING
CYLINDER
PITCH (TYPICAL) ROLL MAGNETIC

MAGNETIC BRAKE
BRAKE
DETAIL A
MIXING UNIT
FORWARD
QUADRANT
PEDAL
DAMPER
COLLECTIVE
MAGNETIC
BRAKE
DETAIL A
March 2013
Sikorsky S76
Flight Controls
General Description
Main Rotor Controls

Tail Rotor Controls
CollrctFvr PFtch Lrvru
Figure 16-1:

March 2013
Collective Control Lower Linkage
COLLECTIVE
TRIM
(DAFCS)
ACTUATOR
COLLECTIVE
TRIM LEVER
PITCH
VISCOUS
F WD
DAMPER
COLLECTIVE
VISCOUS DAMPER
GRADIENT
SPRING (AFCS)
CYLINDER
MAGNETIC
BRAKE
COLLECTIVE CONTROL
STICK (PITCH)
HIGH
LOW

March 2013
Flight Controls
CollrctFvr Contuol Lowru LFnkair
Aircraft Equipped With AFCS
GRADIENT SPRING
MAG
BRAKE
COLLECTIVE
FORCE TRIM RELEASE
MAGNETIC BRAKE
GRADIENT SPRING
CYLINDER
Figure 16-2:

March 2013
Aircraft Equipped With DAFCS
ARTIFICIAL
FEEL AND TRIM UNIT
TWO-STAGE
REDUCTION GEAR
CAM
TRIM M
MOTOR
MAGNETIC OUTPUT SHAFT

THREE-STAGE FORCE GRADIENT
VISCOUS
REDUCTION SPRING
DAMPER
GEAR
MAG
CLUTCH
TORQUE
SENSITIVE
COLLECTIVE
MICROSWITCH
FORCE TRIM RELEASE
TRIM ACTUATOR/
ARTIFICIAL FEEL
COLLECTIVE
TRIM LEVER
Figure 16-3:

March 2013
Flight Controls
CollrctFvr TuFm
DAFC
STICK TRIM
D CLTV
C TRIM CLTV
2 CLTV
E AMP
S ON
S
E OR
N CYC
T TRIM CYCL
I 2 CYCLIC
A AMP
L ON
B
U YAW
S TRIM YAW
2 YAW
AMP ON
AFCS
Figure 16-4:

March 2013
Mechanical Mixing
1.
2.
3.
4.
RIGHT
FORWARD
SERVO PITCH TILT
AXIS
STATIONARY
SCISSORS
FORWARD SERVO FWD AFT
LATERAL
SERVO AFT SERVO
LEFT
FORWARD PITCH
FORWARD RIGHT
SERVO
ROLL TILT STATIONARY

AXIS SCISSORS
LATERAL SERVO
FWD AFT
AFT SERVO
LATERAL
SERVO
AFT SERVO
LEFT
ROTATION
ROLL
Figure 16-5:

March 2013
Flight Controls
PFtch-Roll Phasr ShFftFni
ANALOG
PHASE-SHIFTER
BEAM
FORWARD
Figure 16-6:
CollrctFvr-To-Yaw CogplFni
the controls at certain control extremes.
ACTION: MECHANICAL COMPENSATION:

RAISING COLLECTIVE INCREASES MAIN ROTOR TORQUE EFFECT. WHEN COLLECTIVE IS RAISED, TAIL ROTOR PITCH IS
AIRCRAFT NOSE TURNS RIGHT, TAIL TURNS LEFT. MECHANICALLY INCREASED TO COUNTER MAIN ROTOR
TORQUE EFFECT.
FigureCOLLECTIVE
16-7: TO YAW COUPLING

March 2013
CollrctFvr-To-Roll CogplFni
ACTION:
INCREASING COLLECTIVE REQUIRES LEFT PEDAL TO MECHNICAL COMPENSATION:
COUNTER MAIN ROTOR TORQUE EFFECT. ROTOR DISC IS MECHANICALLY TILTED LEFT TO
INCREASED TAIL ROTOR THRUST CAUSES AIRCRAFT TO COUNTER RIGHT DRIFT.
DRIFT RIGHT.
(TRANSLATING TENDENCY)
COLLECTIVE TO ROLL COUPLING
Figure 16-8:

March 2013
Flight Controls
CollrctFvr-CyclFc SgmmatFon
COLLECTIVE/PITCH
MIXER
FORWARD
SERVO
CYCLIC CONTROL
STICK LATERAL
SERVO
AFT
SERVO
COLLECTIVE
CONTROL STICK
COLLECTIVE/ROLL MIXER
Figure 16-9:
CyclFc Contuols
Figure 16-10: Cyclic Controls

March 2013
Cyclic Control Lower Linkage
(DAFCS) PITCH TRIM

ACTUATOR
ROLL TRIM
ACTUATOR
PITCH
VISCOUS
F WD
DAMPER
ROLL
VISCOUS DAMPER
(AFCS)
(AFCS) GRADIENT
SPRING GRADIENT
MAGNETIC
CYLINDER SPRING
BRAKE MAGNETIC
CYLINDER
BRAKE
CYCLIC CONTROL
STICK (PITCH)
CYCLIC CONTROL
STICK (ROLL)
AFT
RIGHT
FWD LEFT
PITCH ROLL

March 2013
Flight Controls
CyclFc Contuols Lowru LFnkair
GRADIENT SPRING
FORCE
TRIM
SWITCH
PITCH
PITCH GRADIENT SPRING
MAGNETIC
BRAKE
ROLL
MAGNETIC
ROLL BRAKE
GRADIENT SPRING
Figure 16-11:
ARTIFICIAL
FEEL AND TRIM UNIT
TWO-STAGE
REDUCTION GEAR CAM
TRIM M
MOTOR
FORCE
TRIM MAGNETIC
THREE-STAGE FORCE GRADIENT OUTPUT SHAFT
SWITCH VISCOUS
REDUCTION SPRING
DAMPER
GEAR
MAG
CLUTCH
TORQUE
SENSITIVE
MICROSWITCH
PITCH TRIM
LINK
PITCH TRIM
ACTUATOR
ROLL TRIM
ACTUATOR
ROLL TRIM
LINK
Figure 16-12:

March 2013
CyclFc TuFm Systrm
STICK TRIM
D CLTV PITCH ROLL

C TRIM CLTV TRIM TRIM
2 CLTV
E AMP
S ON DAFC
S
E
N CYC
T TRIM CYCL
I 2 CYCLIC
A AMP
L ON OR
B
U YAW
S TRIM YAW
2 YAW
AMP ON
AFCS PITCH ROLL

MAG BRAKE MAG BRAKE
Figure 16-13: Cyclic Trim System
TaFl Rotou Contuols
Figure 16-14: Tail Rotor Controls

March 2013
March 2013
Sikorsky S76
TAIL
ROTOR
SERVO
DECREASE
PITCH
TaFl Rotou Contuol LFnkair
INCREASE
PITCH
(DAFCS) PEDAL DAMPER/
TRIM ACTUATOR
Figure 16-15:
AFT QUADRANT
COLLECTIVE TO YAW (SELF-CENTERING)
(JUNCTION POINT)
FORWARD QUADRANT
(TRANSITION FROM TUBES
TO CABLES)
TAIL ROTOR
CONTROL
PEDALS

(AFCS) PEDAL
DAMPER
COLLECTIVE TO
YAW PIVOT
(WALKING BEAM)
RIGHT
LEFT
Flight Controls
16-17
Tail Rotor Trim System
HrlFcoptru WFthogt ACS
HrlFcoptru WFth ACS Phasr II
PEDAL
WITHOUT TRIM SWITCH
(AFCS PHASE II)
YAW FORCE
SWITCH
PEDAL
DAMPER
Figure 16-16:

March 2013
Flight Controls
HrlFcoptru wFth ACS Phasr III ou DACS
TRIM
SWITCH
AFCS
PHASE III
OR
DAFCS
TRIM
SWITCH
AFCS
PHASE III
OR
DAFCS
PEDAL DAMPER/
TRIM ACTUATOR
Figure 16-17:

March 2013
Yaw TuFm Systrm
STICK TRIM
D CLTV
C TRIM CLTV
2 CLTV
E AMP
S ON
S
E
N CYC
T TRIM CYCL
I 2 CYCLIC
A AMP
L ON
B
U YAW
S TRIM YAW
2 YAW
AMP ON
YAW
TRIM
Figure 16-18:
Srlf-CrntruFni TaFl Rotou Qgaduant
TORSION
RAMP SPRINGS
(REACTOR PLATE)
LEFT
LEVERS TAIL ROTOR CABLE
AFT
RIGHT
QUADRANT
TAIL ROTOR CABLE
Figure 16-19:

March 2013
Flight Controls
TaFl Rotou Qgaduant – Noumal OpruatFon
PEDAL POSITION QUADRANT POSITION TAIL ROTOR BLADE PITCH
NO. 1 AFCS
ACTUATOR
NO. 2 AFCS
ACTUATOR
NEUTRAL
PILOT TAIL ROTOR PEDALS
NO. 1 AFCS
ACTUATOR
NO. 2 AFCS
FULL ACTUATOR
LEFT
NO. 1 AFCS
ACTUATOR
NO. 2 AFCS
FULL ACTUATOR
RIGHT
Figure 16-20:

March 2013
SFnilr Cablr aFlgur
QUADRANT POSITION TAIL ROTOR BLADE PITCH

PEDAL POSITION
QUADRANT OF SPRING FORCE
NO. 1 AFCS
LEVER CONTACTS ACTUATOR
REACTION PLATE
NO. 2 AFCS
ACTUATOR UNOPPOSED
(RIGHT PEDAL NOT APPLIED)
SPRING TENSION ADJUSTS QUADRANT

TO A POSITION RESULTING IN -2
DEGREES PITCH
TENSION RETAINED ON REMAINING CABLE
NO. 1 AFCS
ACTUATOR
NO. 2 AFCS
ACTUATOR
OPPOSED
(RIGHT PEDAL APPLIED)
TENSION ON REMAINING CABLE

ALLOWS THE PILOT TO
CONTROL THE PITCH BETWEEN
-2 DEGREES AND FULL RIGHT
PILOT TAIL ROTOR PEDALS PEDAL TRAVEL
PILOT CAN OPPOSE SPRING FORCE TO CHANGE TAIL

ROTOR PITCH IN DIRECTION OF REMAINING CABLE
SINGLE CABLE FAILURE: LEFT CABLE

(SINGLE RIGHT CABLE FAILURE OPERATES SIMILARLY)
Figure 16-21:

March 2013
Flight Controls
Dgal Cablr aFlgur
PEDAL POSITION QUADRANT POSITION TAIL ROTOR BLADE PITCH
OPPOSING SPRING FORCES CAUSE

QUADRANT TO CENTER
NO. 1 AFCS
ACTUATOR
BOTH LEVERS CONTACT
REACTOR PLATE NO. 2 AFCS
ACTUATOR
CENTERED QUADRANT
RESULTS IN A TAIL ROTOR
PITCH ANGLE OF -2 DEGREES
Figure 16-22:

March 2013

March 2013
Flight Controls
Tail Rotor Control Malfunction

Stgck Prdals
Fxrd PFtch
NOTT:
Cablr aFlgur
NOTT:
NOTT:
CAAUTIO
trim right normal or
CAAUTIO

March 2013
General Guidelines
Left Yaw
Right Yaw
Flight Control Damper Jam

Actions
NOTT:
CAAUTIO
-
Roll -
Pitch -

March 2013
Flight Controls
Tail Rotor Drive Fail - Hover

Actions
NOTT:
NOTT:
Tail Rotor Drive Fail - Flight

Actions
AAOTON
CAAUTIO
CAAUTIO
NOTT:
NOTT:
NOTT:

March 2013
Tail Rotor Damage
Actions
NOTT:

March 2013
17
Fire Protection
Contents
Fire Protection
Figure: Flame Detectors .........................................................................................................17-4
Fire Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17-5
Fire Detector Control Amplifiers .................................................................................................... 17-5
Schematic: Simplified Flame Detector Diagram .................................................................... 17-6
Fire Detector Warning Lights ........................................................................................................ 17-7
Fire Detector Test Switch .............................................................................................................. 17-8
Baggage Smoke Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9
Schematic: Smoke Detection Simplified Diagram ............................................................... 17-10
Baggage Smoke Indicators......................................................................................................... 17-11
Fire Extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-12
Figure: T-handle Forward and AFT Positions .......................................................................17-16
T-handle Positions ...................................................................................................................... 17-19
Fire Extinguishing Switch............................................................................................................ 17-20
System Test Switch .................................................................................................................... 17-21
Fire Extinguishing System Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-23
Fire Extinguisher System Testing ............................................................................................... 17-23
Engine Fire Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-27
Internal Engine Fire After Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-27
Smoke and Fume Elimination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-28
Cockpit or Cabin Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-28
Baggage Compartment Smoke Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-28
Electrical Fire – VMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-29
Electrical Fire – IMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-30

March 2013

March 2013
Fire Protection
Fire Protection
The engine fire detection system consists of forward and aft flame detectors in each engine compartment, a
test panel, warning annunciators, and an audible warning system.
Sensing a flame, the detector transmits a signal to an amplifier unit to light the appropriate ENG FIRE
PRESS-TONE OFF warning light on the master warning panels. The amplifier also transmits a continuous
tone signal to the pilot and copilot's headset, and lights the appropriate engine quadrant T-handle warning
light marked No.1 FIRE or No.2 FIRE. The tone signal can be reset for other emergencies by pressing the
affected fire warning light capsule. The warning lights remain on until the fire is extinguished.
A CF3Br fire extinguisher system is installed in the engine compartment. The fire extinguisher agent is stored
in a pressurized container near each engine. Each container has a main and a reserve discharge valve which
releases the agent into the compartment of the selected engine. The main discharge valve of each container
releases the agent into its respective engine compartment and the reserve valve of each container releases
the agent into the opposite engine compartment. The engine compartment to receive the agent is selected
by pulling back the appropriate T-handle on the engine control quadrant.
A SMOKE DET BAGGAGE warning capsule illuminates on the caution panel or an AFT BAG SMOK capsule
on the IIDS engine display and the master caution light will go on when a detector on the forward bulkhead
of the baggage compartment senses smoke.
A fire test panel allows for the testing of the detection and extinguishing systems.

March 2013
Flame Detectors
FLAME DETECTOR
INSTALLATION
FLAME
FLAME DETECTOR
DETECTOR
CONNECTOR CONNECTOR
FIREWALL FIREWALL
INFRARED RAY DETECTOR

FLICKER RATE DETECTOR

March 2013
Fire Protection
Fire Detection
Flame detectors are mounted on the forward and aft firewalls of each engine compartment. Each detector
has the optical portion in the fire zone and the electrical connection on the opposite side of the firewall to
allow for connection to detector system wiring.
There are two types of fire detectors:
Helicopters prior to serial number 0394 that are not modified by alert service bulletin No. 76-26-2A, use
a photocell flame detector that senses direct and reflected rays of infrared radiation.
Helicopters serial number 0394 and subsequent, or aircraft modified by the service bulletin, use flame
detectors that sense a flickering flame in the 4.3 micrometer wavelength.
Fire Detector Control Amplifiers

Two fire detector control amplifiers, one for each engine, are on the pallet on the left side of the aft electrical
compartment. During a fire, the flame detector sends a signal to the control amplifier. The output voltage of
the amplifier lights the warning lights in the #1 EMER OFF or #2 EMER OFF T-handle on the engine control
quadrant, and #1 and #2 ENG FIRE PRESS-TONE OFF warning capsules on the pilot’s and copilot’s master
warning panel. Simultaneously, a signal is sent to the audible warning system, which emits a 250 Hz steady
tone through the ICS system.
No. 2 ENGINE FIRE BAGGAGE COMPARTMENT

DETECTOR AMPLIFIER SMOKE AMPLIFIER
No. 1 ENGINE FIRE

DETECTOR AMPLIFIER
ELECTRICAL PALLET
(LEFT SIDE OF AFT ELECTRICAL COMPARTMENT)
Figure 17-1: Fire Detector Control Amplifiers

March 2013
Simplified Flame Detector Diagram
FORWARD FLAME
DETECTOR
AFT FLAME
DETECTOR #1 ENG EMER OFF
NO.1 ENGINE COMPARTMENT

QUADRANT T-HANDLE
NO.1
AMP
#1 ENG FIRE
PRESS-TONE OFF
DC ESS
BUS COPILOT MASTER
ISOLATION
WARNING PANEL
DIODE
AUDIO WARN
#1 ENG FIRE
PRESS-TONE OFF
PILOT MASTER
(NO.2 DETECTORS OPERATES SIMILARLY) WARNING PANEL

March 2013
Fire Protection
Fire Detector Warning Lights

Warning lights are inside the #1 and #2 EMER OFF T-handles on the engine control quadrant. These lights
and the #1 and #2 ENG FIRE PRESS-TONE OFF warning capsules on the pilot’s and copilot’s master
warning panel illuminate when a fire is detected or when the circuit is checked by operating the FIRE DET
TEST switch.
Pressing either ENG FIRE PRESS-TONE OFF silences the audible steady tone.
When a fire occurs, the forward, aft, or both flame detectors send an electrical signal to the control amplifier
which in turn sends a signal to the appropriate T-handle warning light and FIRE PRESS-TONE OFF warning
lights on the pilot and copilot’s warning panels. At the same time, a signal is sent to the audible warning
system which generates a steady 250 Hz tone through the ICS. The audio signal can be reset by pressing
either FIRE PRESS-TONE OFF warning light. If the fire is extinguished, the circuit returns to normal operation
and the warning indications go off.
FIRE WARNING T-HANDLE LIGHTS
ENG FIRE-PRESS TONE OFF LIGHTS
Figure 17-2: Fire Detector Warning Lights

March 2013
Fire Detector Test Switch
The FIRE TEST-DET switch on the overhead control panel, has three positions: NORM, AFT/BAG, and
FWD. With only DC essential bus power available, momentarily placing the switch to AFT/BAG, tests the
circuit continuity of the No.1 and No. 2 engine aft flame detectors. Their respective control amplifier operation
is checked by illumination of both fire warning T-handles, all four FIRE PRESS-TONE OFF warning lights,
and the steady audible warning.
If the switch is placed to FWD, the circuit continuity of the No.1 and No. 2 engine forward flame detectors and
control amplifier operation is checked by the same indications as before.
The FIRE TEST-DET switch can be operated any time as long as the DC ESS bus is energized and the
NO.1 ENG FIRE DETECTOR TEST circuit breaker is pushed in on the lower circuit breaker panel. The
switch is spring-loaded to the NORM position. Placing the switch to NORM switch off the lights and arm the
system to indicate an actual engine fire.
NOTE: This method of testing checks the electrical wiring, the ability of the amplifier to react to the
proper voltage input, and the warning lights. It does not check the ability of the flame detectors
to sense a flame or red light radiation. Actual fire detecting response of the detectors can
only be checked by maintenance doing operational tests.
With #1 DC Primary power (#2 DC Primary C++) applied, placing the switch to AFT/BAG also checks the
continuity of the baggage smoke detection system and causes the AFT BAG SMOKE light to illuminate.
Figure 17-3: Fire Detector Test Switch

March 2013
Fire Protection
Baggage Smoke Detection

Smoke detection equipment includes a shock-mounted smoke detector on the upper forward wall of the
baggage compartment, a control amplifier, a cockpit indicating system, a test circuit, and a circuit breaker.
The smoke detector in the baggage compartment contains a photocell sensor within a perforated cage which
is normally shielded from the beacon lamp that provides a constant light source. When smoke enters the
smoke detector through the perforated cage, light from the beacon lamp reflects off of the smoke and onto
the photocell, causing an increase in output voltage from the smoke detector to the control amplifier.
The control amplifier amplifies the signal and sends it to the caution/advisory panel in the cockpit, lighting the
SMOKE DET BAGGAGE (Non-IIDS) or AFT BAG SMOK (IIDS) warning capsule. The strength of the signal
voltage depends on the amount of smoke passing through the detector.
Electrical power for the smoke detector is provided at 28 VDC from the No.1 DC PRI bus
(NO. 2 DC PRI bus C++) via the SMK DET circuit breaker on the upper circuit breaker panel.
In earlier smoke detectors, a secondary light source within the smoke detector is used for testing the smoke
detector circuitry. When the FIRE TEST-DET switch on the overhead control panel is placed to AFT/BAG, the
test lamp is directed at the photocell, causing a simulated alarm condition, thus checking the operation of the
smoke detector and other components of the smoke detector system.
In later Smoke detectors with LED lamps, a test lamp is not used to create the simulated alarm condition;
however, the FIRE TEST-DET switch is still utilized to test the smoke detector circuitry.
BEACON
LAMP
SENSOR
TEST
LAMP
Figure 17-4: Baggage Smoke Detector with Test Lamp

March 2013
Smoke Detection Simplified Diagram
NO.1 SMK DET

DC PRI
BUS
2 AMP
(No. 2 DC
PRI BUS C++)
SMOKE DETECTOR
AFT BAGGAGE SMOKE

DETECTOR-CAUTION
SMOKE DETECTOR
AMPLIFIER IIDS PROCESSOR
OR
SMOKE DET
BAGGAGE
CAUTION/ADVISORY
PANEL

March 2013
Fire Protection
Baggage Smoke Indicators

The smoke detector control amplifier is on the pallet on the left side of the electrical compartment. It is
identical to the flame detector amplifier used for the fire detection system. When smoke is detected in the
baggage compartment, the smoke detector sends a signal to the control amplifier. The signal is amplified
and relayed to the SMOKE DET BAGGAGE caution capsule on the caution/advisory panel or the AFT BAG
SMOK capsule on the IIDS Engine display. The steady audible tone does not sound when the SMOKE DET
BAGGAGE caution capsule illuminates.
#1 SERVO #1 DC #1 ENG #1 ENG MAIN XMSN SMOKE DET #2 ENG #2 ENG #2 DC #2 SERVO
SYSTEM GEN OIL PRESS FUEL PRESS OIL PRESS BAGGAGE FUEL PRESS OIL PRESS GEN SYSTEM
BATT FEED #1 FUEL #1 ENG MAIN XMSN INT GB #2 ENG #2 FUEL ROTOR
BATT HOT CHIP CHIP/HOT CHIP INVERTER #2 BRAKE
FAULT LOW OIL HOT LOW
BATT OFF AUX BATT #1 EAPS MAIN XMSN TAIL GB #2 EAPS ESS BUS
AC GEN CHIP/HOT
OFF FAIL CHIP FAIL VOLTS
BRT
T
BUS TIE AC GEN E
OPEN WINDSHIELD INVERTER #1 CPLT PITOT PLT PITOT DAFCS DOOR OPEN
BEARING HOT HEAT HEAT S
T
#1 EAPS PITOT ENG FLOTATION DIM

CPLT F/D SEARCH #2 EAPS LANDING
ON HEAT ON BLEED AIR ARMED LIGHT ON LIGHT
NON-IIDS
AFT BAG SMOK
ENG 1 OIL ENG 2 OIL

°C PSI °C PSI
IIDS
Figure 17-5: Baggage Smoke Indicators

March 2013
Fire Extinguishing
The fire extinguishing capability of each fixed system is provided by a pressurized fire bottle. On the
S76 A, the bottles are located aft of each engine compartment. On the S76 B, the bottles are located in the
engine compartments below the forward section of each engine. In the S76 A+/A++/C/C+/C++, the bottles
are located in the pylon section, below the rear of each engine.
NO.1 NO.1
FIREWALL NO.1 ENGINE
(LEFT) (LEFT)
AFT OF ENGINE OUTPUT SHAFT
FIRE BOTTLE
FIRE BOTTLE
S76 A S76 B
NO.1 NO.2
FIRE BOTTLE FIRE BOTTLE
S76 A+/A++/C/C+/C++
Figure 17-6: Fire Extinguishing

March 2013
Fire Protection
Each container is charged to 600 PSI with 1.75 lbs of bromotrifluoromethane (CF3Br) extinguishing agent and
pressurized with dry nitrogen at 21°C (70°F). Each container has a pressure gauge and a pressure versus
temperature decal. The total weight of a fully-charged container (including valves, brackets, clamps, and
cartridges) is about 5.50 lbs maximum.
Figure 17-7: Pressure Gauge

March 2013
Discharge tube assemblies are connected to valves on the containers. The valves are fitted with cartridges
that are connected to the extinguishing system. Upon operation, either cartridge is activated by a 28 VDC
electrical charge firing a slug which ruptures the frangible disc and allows the charge in the container to
escape through the valve. The two bottles provide a MAIN and a RESERVE supply of extinguishing agent
when used for only one engine. The contents of both containers may also be discharged simultaneously
for both engines. The ends of the discharge tube assemblies are attached through the engine firewall and
directed at the power sections of each engine.
NO.1 FIRE NO.2 FIRE

EXTINGUISHER EXTINGUISHER
CONTAINER THERMAL CONTAINER
600 RELIEF VALVE 600
SIGHT SIGHT
WINDOW 0 0 WINDOW
MAIN RESERVE RESERVE MAIN
DISCHARGE
INDICATOR
Figure 17-8: No.1 and No.2 Fire Extingusher Container

March 2013
Fire Protection
A safety discharge tube connects each container to an overboard discharge outlet on the left side of the
fuselage. The outlet is capped with a red DISCHARGE INDICATOR set flush with the fuselage skin. If
either container pressure becomes too high, the fusible plug yields and the entire contents of the container
discharge overboard through the safety discharge tube blowing out the disc in the DISCHARGE INDICATOR.
If the red disc is missing it means that one or both containers are empty due to thermal discharge. A check of
the container pressure gauges show whether one or two containers are discharged.
THERMAL DISCHARGE
INDICATOR
Figure 17-9: Thermal Discharge Indicator

March 2013
T-handle Forward and AFT Positions
T-HANDLE FULL FORWARD, MICROSWITCHES DEPRESSED
MICROSWITCHES
ACTUATOR
T-HANDLE PULLED AFT 1 INCH, MICROSWITCHES RELEASED

March 2013
Fire Protection
Two T-handles marked #1 ENG EMER OFF and #2 ENG EMER OFF are located on the engine control
quadrant in the cockpit. When the T-handles are in the full forward position, a mechanical actuator depresses
three micro switches. During a fire, warning lights in the respective T-handle will go on. When the T-handle
is pulled aft it causes the mechanical actuator to move away from the micro switches, allowing the switch
contacts to close. The T-handles must be moved aft at least 1 inch to trip the switches to the closed position.
ARMS THE RESERVE VALVE

ON THE # 1 BOTTLE
ARMS THE MAIN VALVE # 2 T-HANDLE ACTUATOR

ON THE
# 2 BOTTLE
DISABLES
# 2 DC
GENERATOR
DISABLES
# 1 DC
GENERATOR
ARMS THE MAIN VALVE

ON THE
# 1 BOTTLE
# 1 T-HANDLE ACTUATOR
ARMS THE RESERVE VALVE
ON THE # 2 BOTTLE
Figure 17-10: #1 and #2 T-handle Actuator

March 2013
The three micro switches:
1. Disconnect the appropriate DC generator.
2. Arm the MAIN valve on the respective bottle.
3. Arm the RESERVE valve on the opposite bottle.
# 1 DC
GEN
NO.1 FIRE NO.2 FIRE

SIGHT SIGHT
WINDOW 0 0 WINDOW
DISCHARGE
INDICATOR
#1 T-HANDLE MOVED AFT ARMED
# 2 DC
GEN
NO.1 FIRE NO.2 FIRE

SIGHT SIGHT
WINDOW 0 0 WINDOW
DISCHARGE
INDICATOR
ARMED
#2 T-HANDLE MOVED AFT
Figure 17-11: #1 DC GEN and #2 DC GEN T-handle Indication

March 2013
Fire Protection
T-handle Positions
Moving the T-handle further aft releases the throttle latch and moves the throttle towards the OFF position.
When the T-handle is pulled to the full aft position, the fuel selector lever and engine throttle are both moved
to the OFF position.

March 2013
Fire Extinguishing Switch
The FIRE EXT switch, mounted on the center post between the windshields, is powered by the DC ESNTL
or DC PRI bus and has three positions: OFF, MAIN and RESERVE. When a T-handle are pulled aft and
the corresponding valves are armed, moving the switch to MAIN will fire the main valve on the armed bottle
and discharge the extinguishing agent into the selected engine. If necessary, the switch may be moved to
RESERVE, to discharge the opposite container
Figure 17-12: Fire Extinguishing Switch

March 2013
Fire Protection
System Test Switch

The EXT-FIRE test switch has three positions: NORM-OPEN-SHORT and is located aft of the engine quadrant
on the overhead control panel and is powered by the DC essential or primary bus. The OPEN and SHORT
positions allow for testing of the fire bottle circuitry. The switch must be in the NORM position to extinguish
a fire.
Figure 17-13: System Test Switch

March 2013
17-22
SYSTEM LOGIC
DC MAIN
ESNTL SELECTED M MAIN
BUS
NO.2
NORM NO.2 NO.2
OR T-HANDLE OR
SELECTED FIRE BOTTLE ENGINE
PULLED
NO.2
RESERVE
DC PRI R
SELECTED
BUS VE
RE
ER
SE
R
S
Fire Extinguishing System Logic
VE
RE
DC RESERVE
ESNTL R
SELECTED

BUS
NORM NO.1
NO.1 NO.1
OR SELECTED T-HANDLE OR
FIRE BOTTLE ENGINE
PULLED
NO.1
MAIN
DC M MAIN
SELECTED
PRI
BUS
March 2013
Sikorsky S76
Fire Protection
Fire Extinguishing System Logic

When an engine fire causes illumination of the light in the EMER-OFF T-handle, the T-handle must be pulled
aft. This action will:
1. Arm the fire extinguishing system
2. De-energize the DC generator
3. Move the engine lever to OFF
4. Move the fuel selector to OFF
To activate the extinguishing system, position the FIRE-EXT switch to MAIN. This causes the electrical
current to fire a slug into the main valve of the bottle which releases the fire extinguishing agent into the
respective engine compartment.
If the fire continues, moving the FIRE-EXT switch to RESERVE releases the extinguishing agent from the
opposite bottle into the respective engine compartment.
Fire Extinguisher System Testing

The fire extinguisher test panel provides a method of performing a full functional check of the fire extinguisher
system from the cockpit. This test may be performed whenever desired by the pilot or as required by
maintenance.
Make this check before starting engines:
1. Fire extinguisher test switch - OPEN. Check red WARN light on.
2. Pull both T-handles back 1 inch.

March 2013
3. Fire extinguisher - MAIN, then RESERVE. Check that green TEST light goes on in each position. Release
switch.
4. Fire extinguisher test switch - SHORT. Check red WARN light and green test light - ON.
5. Fire extinguisher switch - MAIN, then RESERVE. Check that green TEST light stays on in each position.

March 2013
Fire Protection
6. Both T-handles - Full forward.
7. Fire extinguisher test switch - NORM. Check red WARN light and green TEST light-OFF.

March 2013

March 2013
Fire Protection
Engine Fire Warning

Indications
Indication of "#1 ENG OUT PRESS TONE OFF" or "#2 ENG OUT PRESS TONE OFF" caution lights in
the cockpit.
Actions
Confirm Fire - Smoke, Odor, Erratic Engine Indications
Continuous Tone - Reset
Establish Single - Engine Airspeed/Power Setting
Lighted Engine T-Handle - Identify/Full Aft
Fire extinguisher Switch - Main
If fire persists
Fire extinguisher Switch - Reserve
If fire is extinguished:
If any sign of fire still persists

Land Immediately
Shut Down and Leave Helicopter Immediately
NOTE: Once a fire has been extinguished, the Fire T-handle should be placed full forward. This will
prevent inadvertent use of the remaining fire bottle into the failed engine compartment in the
event of a fire in the operating engine compartment.
Internal Engine Fire After Shutdown

Actions
Engine Lever (Affected Engine) - Stop
Starter - Press and Hold Until T5 < 200º C
If fire persists
FIRE T-handle (Affected Engine) - Identify/Full Aft
Engine - Continue to Motor Starter
Fight the fire through the engine intake

March 2013
If affected engine’s " ENG FIRE PRESS TONE OFF" light is illuminated:
Fire Extinguisher Switch - Main/Reserve
All Switches - OFF
Evacuate Aircraft
Smoke and Fume Elimination

Actions
Overhead Vents - Open
Clearview Windows - Open
ECU/FAN Blower Control Selector - ON
If smoke or fumes are coming from ECU outlets:

ECU/FAN Blower Control Selector - OFF
Cockpit or Cabin Fire

Actions
Altitude - Descend if Able
All Cabin Ventilation - Close
ECU/FAN Blower Control Selector - OFF
Determine the location and extent of the fire
Use portable fire extinguisher
If fire persists:
Land immediately and evacuate the helicopter
Baggage Compartment Smoke Warning

Indications
Indication of "AFT BAG SMOKE" light illuminates in the cockpit
Actions
Confirm - Unusual Smell or Smoke
Inspect baggage compartment and fight fire with fire extinguisher if required
NOTE: The baggage compartment is sealed so that harmful quantities of smoke will not enter the
cockpit and cabin. Large quantities of smoke in the baggage compartment will probably be
smelled in the cockpit/cabin area.
NOTE: Smoke detectors can be susceptible to cell phone interference. Ensure there are no active
cell phones in the cabin or baggage area that may cause false alarms.

March 2013
Fire Protection
Electrical Fire – VMC

Actions
Initiate an approach to the nearest safe landing site
Landing Gear - Down
NOTE: Reduce airspeed before continuing. Turning OFF the AC/DC GENs and Inverters and pulling
BUS TIE CBs will cause a LOSS of BOTH APs.
AC/DC Generators - OFF

Inverter Switches - OFF
Both DC BUS TIE Circuit Breakers - Pull Out
If Fire persists:
AC/DC Generator Switches - ON
Inverter Switches - ON
Battery Switch - OFF
Land as soon as possible
NOTE: If shutdown is required with BATTERY OFF refer to DC ESS LOSS LVL – 1 Minor Fault
recommendations in the DECU FAULT SPECIFICS TAB. Normal shutdown will be affected
below 65% N1.
If Fire goes out:

Restore the following equipment in sequence
Allow a brief interval between actions to assess response
Disengage the component if signs of fire return
AC Generator - ON
No. 1 DC Generator - ON
If fire remains out:

Both DC BUS TIE Circuit Breakers - RESET

March 2013
17-30
Problem is in the
Actions
#2 GEN.
START HERE #1 DC GEN ON. NO FIRE
Land As Soon As
Practicable.
FIRE
#1 and #2 DC Problem is in the
NO FIRE
GEN’s OFF. #1 DC GEN OFF. #1 GEN.
NO FIRE
#2 DC GEN ON. Land As Soon As
Practicable.
Electrical Fire – IMC
FIRE
Loss of PRIMARY
POWER. Problem is in the
Immediately FIRE BATTERY. Land As
proceed to BATTERY OFF. NO FIRE
IMC Electrical Fire Flow Chart - Follow
Soon As Practicable.
next box. See NOTE #4.
FIRE
Unnecessary Electrical Equipment - OFF
Immediately transition to VMC (if possible)
(See NOTE #2.)

#2 DC GEN OFF.
Problem is in the
DC GEN #1 and #2 ON Problem is in the #1 or
battery. Land As
(See NOTES #1 and #2) #2 DC PRIMARY BUS.
NO FIRE NO FIRE Soon As
BUS TIE CB’s PULL BATTERY ON,
INVERTOR OFF. Practicable with
OUT BOTH BATTERY
OFF Land As Soon As BATTERY OFF.
Possible. See NOTE #4.
FIRE
Problem is in the
BUS TIE CB's NO FIRE AC GEN. Land As
BUS TIE CB'S PUSH IN.

RESET Soon As Practicable.
BATTERY ON. BYPASS
Switches OFF.
(See NOTE #1) FIRE NOTES:
1. Preset #1 or #2 AP as appropriate.
FIRE BUS TIE CB's PULL
BOTH. 2.Place Bypass Switches to Bypass prior to continuing.
Problem is in the ESS Loss of ESS BUS will require gear BLOWDOWN (See Tab 21B)
(See NOTE #3) and SEE NOTE #4.
BUS.
AC GEN OFF
Land As Soon As 3. Turing AC GEN and inverters OFF results in a TOTAL LOSS of
Inverters OFF
Possible. (See NOTE #2) ALL AC Power and a LOSS OF BOTH AP’s. Consider reducing
Problem in AC BUS
Land As Soon As Airspeed/Power
Possible. 4. Reducing Engine Levers to IDLE with BATT OFF, or a loss of
(See NOTE #4) ESS BUS, will result in TOTAL LOSS of power to DECU’s prior
to shutdown. Refer to DECU Minor Fault DC ESS LOSS LVL-1;
Tab 32, page E-66 for shutdown.
March 2013
Sikorsky S76
18
Fuel System
Contents
Fuel System
Fuel Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-4
Fuel Tanks .................................................................................................................................... 18-5
Fuel Tank Vent System ................................................................................................................. 18-6
Fuel Tank Drain System ............................................................................................................... 18-7
Tank Servicing .............................................................................................................................. 18-8
Single-Point Refueling .................................................................................................................. 18-8
Collector and Flapper Valves ........................................................................................................ 18-9
Fuel Quantity Tank Unit ...............................................................................................................18-10
Collector Screen Filter and Check Valve ....................................................................................18-11
Fuel Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18-13
Fuel Selector Levers ....................................................................................................................18-13
SchematS: Normal Operation: Both Fuel Levers in Direct (Non-IIDS) .................................18-14
SchematS: Normal Operation: Both Fuel Levers in Direct (IIDS) ........................................18-15
SchematS: Cross Feed Engine No. 2 Receiving Fuel From Tank
No. 1 (Non-IIDS) ................................................................................................18-16
SchematS: Cross Feed Engine No. 2 Receiving Fuel From Tank
No. 1 (IIDS) ........................................................................................................ 18-17
Prime Retention ...........................................................................................................................18-18
Fuel Priming.................................................................................................................................18-19
SchematS: Fuel Priming, No. 1 Engine Operating,
No. 2 Fuel System Being Primed (Non-IIDS) ....................................................18-20
SchematS: Fuel Priming, No. 1 Engine Operating,
No. 2 Fuel System Being Primed (IIDS) ............................................................ 18-21
Fuel Indicating (Non-IIDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18-22
Fuel Quantity Indicator and Test Button ......................................................................................18-22
Fuel Totalizer ...............................................................................................................................18-23
Fuel Low Caution Lights ..............................................................................................................18-25
Fuel Indicating (IIDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18-25
Fuel Quantity Indicators - IIDS.....................................................................................................18-26
Fuel Totalizer/Fuel Flow System ..................................................................................................18-26
Fuel Flow Indicators - IIDS ..........................................................................................................18-27
Fuel Low Caution Annunciators - IIDS .........................................................................................18-27

March 2013
Auxiliary Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18-29
System Description ......................................................................................................................18-29
Control ........................................................................................................................................18-30
Servicing ......................................................................................................................................18-31
Operation .....................................................................................................................................18-31
Auxiliary Fuel Malfunctions ..........................................................................................................18-32
Fuel Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18-33
Fuel Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18-33
Fuel Flow Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18-33
Fuel Press Warning Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18-35
Fuel Low Caution Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18-35

March 2013
Fuel System
Fuel System
The S76 fuel system consists of an airframe fuel system and an engine fuel system. This chapter discusses
the airframe fuel system. The engine fuel system is discussed in the powerplant chapter.
The airframe fuel system is comprised of the following sub-systems:
Fuel Storage
Fuel Distribution
Fuel Indicating
An optional auxiliary fuel system with a capacity of either 51 or 106 U.S. gallons may be installed.
NO.1 FUEL TOTALIZER NO.2
FUEL FUEL
FLOW FLOW
#1 ENG CAUTION CAUTION #2 ENG
FUEL PRESS LIGHT LIGHT FUEL PRESS
NO.2 NO.1
ENG ENG
PRIME PRIME
O GROUND O
F F
PRIME F
F
CONNECTORS
CHECK CHECK
VALVE VALVE
FUEL FLOW FUEL FLOW
TRANSMITTER TRANSMITTER
SEE DETAIL A SEE DETAIL B
NO. 1 NO. 2
ENGINE ENGINE
HYDRO-MECHANICAL
METERING UNIT CHECK HYDRO-MECHANICAL
VALVES METERING UNIT
FUEL
VENT QUANTITY
CHECK CHECK
VALVE VALVE
NO. 1 FUEL TANK NO. 2 FUEL TANK
CHECK
VALVES
AND
FILTERS
CAUTION #1 FUEL CAUTION #2 FUEL

LIGHT LOW LIGHT LOW
NO. 1 FUEL VALVE POSITION NO. 2 FUEL VALVE POSITION
OFF XFEED OFF XFEED
DIR PRIME DIR PRIME
DETAIL A DETAIL B
Figure 18-1: Fuel System

March 2013
Fuel Storage
The fuel storage system is composed of two separate but identical fuel tanks that are mounted beneath the
baggage compartment. Each engine has a complete fuel system as well as a normally-closed cross feed
system which allows for engine operation from either tank.
Total Capacity Usable Fuel
Tank U.S. Imp. U.S. Imp.
Liters Liters
Gal. Gal. Gal. Gal.
No. 1 143.2 119.2 542 140.6 117.1 532
No. 2 143.2 119.2 542 140.6 117.1 532
Total 286.4 238.4 1084 281.2 234.2 1064
ENGINE VAPOR
VENT AND DRAIN
ELECTRICAL CONNECTOR NO. 2 ENGINE
CHECK VALVE
P227 (NO. 1 FUEL TANK) CROSSFEED LINE
P226 (NO. 2 FUEL TANK) CHECK VALVE
FUEL TANK
ACCESS COVER
TANK NO. 1 ENGINE
VENT LINE
ENGINE VAPOR
VENT AND DRAIN
CHECK VALVE
CONTROL
CABLE NO. 2 FUEL
TANK
ENGINE
CONTROL
QUADRANT
PRIME VALVE AND
PRIME PORT
FUEL SELECTOR
VALVE
FUEL QUANTITY
TANK UNIT
(PROBE AND SWITCH)
VAPOR VENT
AND DRAIN LINE
COLLECTOR
FILLER NECK
NO. 1 FUEL TANK
TANK SUMP
DRAIN PLUG
TANK SUMP FUEL SUPPLY LINE

VAPOR VENT
DRAIN VALVE CHECK VALVE
AND DRAIN LINE
AND SCREEN
Figure 18-2: Fuel Storage System

March 2013
Fuel System
Fuhl Tmnks
The fuel tanks are made by combining sealed aluminum honeycomb with sealed fore and aft bulkheads.
fuel by directing the fuel to a collector at the bottom of each tank. Inside the baggage compartment, access
covers are installed on the top of each tank to allow access to the fuel tanks for maintenance and inspection.
ACCESS
COVERS
SUMP PAD
Figure 18-3: Sump Pad and Access Cover

March 2013
Fuhl Tmnk Vhna ysahe
A venting system is necessary to prevent a dangerous buildup of fuel vapor pressure or the creation of a
vacuum which would interfere with delivery of fuel to the engines. Vapor vent tubes are routed from the top
of each tank to an overboard vent and drain cluster on the bottom of the fuselage in front of the main landing
gear. The vent lines cross over the opposite sides resulting in the left tank venting to the right vent cluster
and the right tank venting to the left vent cluster. Engine vapor vent and drain lines are routed from each
engine directly back to the top of each tank. A check valve is installed in the engine vapor vent line to prevent
ingestion of air into the engine during cross feed operations.
ENGINE VAPOR
VENT AND DRAIN
ENGINE
CHECKVAPOR
VALVE
VENT AND DRAIN
CHECK VALVE
TANK
VENT LINE ENGINE VAPOR
TANK
VENT LINE ENGINE VENT
VAPORAND DRAIN
VENT AND DRAINVALVE
CHECK
CHECK VALVE
VAPOR VENT
VAPOR VENT
AND DRAIN
ANDLINE
DRAIN LINE
VAPOR VENT
AND DRAIN
VAPOR LINE
VENT
AND DRAIN LINE Figure 18-4: Fuel Tank Vent System
VENT AND DRAIN CLUSTERS
Figure 18-5: Fuel Vent and Drain Clusters

VENT AND DRAIN CLUSTERS

March 2013
Fuel System
Fuhl Tmnk Drmtn ysahe

A drain valve and a drain plug are installed on the bottom of each tank. The drain valves are used to drain any
accumulated moisture that may have collected in the fuel tanks. The drain valves are manually actuated by
depressing the valve body. The drain plugs are used to drain any fuel from the fuel tank and collector before
maintenance.
TANK SUMP
DRAIN PLUG
TANK SUMP
DRAIN VALVE
FUEL TANK SUMP DRAIN VALVE
TANK SUMP
DRAIN PLUG
TANK SUMP
DRAIN VALVE
TANK SUMP
DRAIN PLUG
FUEL
TANK TANK SUMP DRAIN VALVE
SUMP
DRAIN VALVE FUEL TANK SUMP DRAIN PLUG
Figure 18-6: Fuel Tank Drain System

March 2013
FUEL TANK SUMP DRAIN VALVE

FUEL TANK SUMP DRAIN PLUG
Tmnk hrvtStng
cap is unlocked.
Figure 18-7: Filler Cap
tnglh-Potna Rhfuhltng
FLAPPER
FILL VALVE
FUEL TANK
DIVIDER
STRUCTURE
RIGHT SIDE
FUEL TANK
STRUCTURE
KEEPER
SPRING
FUEL
FILLER CAP
NOTCH
BRACKET
COTTER
PIN
LANYARD
Figure 18-8: Single-Point Refueling System

March 2013
Fuel System
CollhSaor mnd Flmpphr Vmlvhs
changes due to variations in the helicopter attitude.
COLLECTOR
COLLECTOR FLAPPER OUTSIDE VIEW COLLECTOR FLAPPER INSIDE VIEW

Figure 18-9: Collector and Flapper Valves

March 2013
Fuhl Qumnatay Tmnk Unta
A fuel quantity tank unit is attached to each collector. Each unit is comprised of a capacitance-type fuel
quantity probe and a fuel low-level switch. The capacitance-type fuel probe measures the fuel-to-air ratio in
the tank to provide a continuous reading of the fuel weight. An independent fuel low-level switch is attached
near the base of the fuel quantity probe. The fuel low-level switch is adjusted to activate the fuel-low warning
system when approximately 85 to 100 lbs of fuel remain in the corresponding tank.
FUEL LOW-LEVEL
WARNING SWITCH
ADJUSTMENT
SCREWS
Figure 18-10: Fuel Quantity Tank Unit

March 2013
Fuel System
CollhSaor Srhhn Ftlahr mnd CchSk Vmlvh
check valve will reset to the closed position when the pressure drops below 10 PSI to prevent fuel from draining
out of the fuel lines and back into the tank. The trapped fuel primes the fuel system for the next start.
FUEL TUBE
CHECK
VALVE
SCREEN
FILTER
FUEL TUBE
CHECK
VALVE
SCREEN
FILTER
Figure 18-11: Collector Screen Filter and Check Valve

March 2013
Fuel Selector Levers
FUEL
SELECTOR
VALVE
CONTROL
CABLE
FUEL
SELECTOR
VALVE
OFF DIRECT PRIME CROSSFEED
Figure 18-12: Fuel Selector Levers Positions

March 2013
Fuel System
Fuel Distribution
Fuhl hlhSaor Lhvhrs
Both main fuel lines have a manually controlled fuel selector valve, which is located at the top of the baggage
compartment. The fuel selector valves are controlled from the cockpit via control cables which are attached
to the cockpit fuel selector levers. The levers may be set to one of four positions: “OFF”, “DIR” “PRIME”,
or “XFEED”. All positions except for PRIME have detents to ensure proper positioning of the fuel valve.
respective engine but does not close the cross feed line for the opposite engine.
are typically conducted with both fuel levers in the “DIRECT” position.
OFF: Closes the fuel line between the fuel tank and its respective engine.
DIRECT: Opens the fuel line between the fuel tank and its respective engine. (No. 1 fuel lever in DIRECT:
No. 1 engine uses No. 1 fuel tank. No. 2 fuel lever in DIRECT: No. 2 Engine uses No. 2 fuel tank.)
XFEED: Opens the fuel line between the fuel tank and the opposite engine. (No. 1 fuel lever in XFEED:
No. 1 engine uses No. 2 fuel tank. No. 2 fuel lever in XFEED: No. 2 engine uses No. 1 fuel tank.)
PRIME: Used if the respective engine has lost its fuel prime. (No. 1 fuel lever in PRIME: Fuel under
Figure 18-13: Fuel Selector Levers

March 2013
18-14
NO. 1 ENGINE NO. 2 ENGINE
NO. 1 FUEL FLOWMETER FUEL FLOWMETER NO. 2
ENGINE ENGINE
FUEL FUEL
CONTROL CONTROL

NO. 1 ENGINE PRIME VALVE PRIME VALVE NO. 2 ENGINE
FUEL SELECTOR AND PORT AND PORT FUEL SELECTOR
VALVE VALVE
ENGINE VAPOR
VENT AND DRAIN ENGINE VAPOR
VENT AND DRAIN
NO. 2 ENGINE FUEL
NO. 1 ENGINE FUEL SELECTOR LEVER
PRIME CHECK VALVE PRIME CHECK VALVE
CHECK SELECTOR LEVER CHECK
(THERMAL RELIEF) (THERMAL RELIEF) DIRECT
VALVE DIRECT VALVE
FUEL
TANK FUEL QUANTITY
VENT FUEL QUANTITY

TANK UNIT
TANK UNIT (PROBE)
(PROBE)
GRAVITY
GRAVITY FILLER FUEL TANK
FILLER CAP VENT
CAP
LOW-LEVEL
WARNING LOW-LEVEL
+28 VDC SWITCH WARNING +28 VDC
SWITCH
FUEL SUPPLY FUEL SUPPLY
LINE (PRIME LINE (PRIME
RETENTION) RETENTION)
COLLECTOR CHECK VALVE CHECK VALVE COLLECTOR
FUEL TANK NO. 1 FUEL TANK NO. 2

TANK SUMP
DRAIN PLUG TANK SUMP
DRAIN PLUG
TANK SUMP TANK SUMP
DRAIN VALVE DRAIN VALVE
PRESSURIZED FUEL
SUCTION FUEL FROM TANK NO. 2

Normal Operation: Both Fuel Levers in Direct (Non-IIDS)
March 2013
Sikorsky S76
INTEGRATED INSTRUMENT
DISPLAY SYSTEM REMOTE
March 2013
IIDS RDAU DATA ACQUISITION UNIT IIDS RDAU
IIDS (IIDS RDAU)
IIDS
DISPLAY DATA BUSES DATA BUSES DISPLAY
NO. 1 AND NO. 2
UNITS
Sikorsky S76
FUEL FLOW UNITS
INDICATION C+/C++
C+/C++

DATA BUSES
IIDS RDAU IIDS RDAU
ENGINE IIDS ENGINE
D FUEL DISPLAY
A UNIT FUEL D
T A
A CONTROL CONTROL T
A
B
U B
S U
E S
S E
S
IIDS
DISPLAY IIDS
UNITS DISPLAY
UNITS

VALVE
VALVE
ENGINE VAPOR
VENT AND DRAIN
NO. 1 ENGINE FUEL NO. 2 ENGINE FUEL

SELECTOR LEVER SELECTOR LEVER
CHECK PRIME CHECK VALVE PRIME CHECK VALVE
DIRECT CHECK
VALVE DIRECT (THERMAL RELIEF) (THERMAL RELIEF)
VALVE
FUEL
TANK FUEL QUANTITY
FUEL QUANTITY NO. 1 AND NO. 2 TANK UNIT

VENT
TANK UNIT FUEL QUANTITY (PROBE)
(PROBE) INDICATION
GRAVITY
GRAVITY FUEL TANK
FILLER
FILLER VENT
CAP
CAP
LOW-LEVEL
DATA BUSES
WARNING LOW-LEVEL
IIDS
SWITCH
FUEL SUPPLY DISPLAY FUEL SUPPLY
UNIT LINE (PRIME
LINE (PRIME
RETENTION) RETENTION)
COLLECTOR CHECK VALVE CHECK VALVE COLLECTOR

TANK SUMP
IIDS DRAIN PLUG TANK SUMP
DISPLAY DRAIN PLUG
UNITS IIDS
TANK SUMP TANK SUMP DATA BUSES DISPLAY
DRAIN VALVE DRAIN VALVE UNITS
IIDS RDAU IIDS RDAU
Normal Operation: Both Fuel Levers in Direct (IIDS)
PRESSURIZED FUEL

Fuel System
18-15
18-16
ENGINE ENGINE
FUEL FUEL
CONTROL CONTROL
No. 1 (Non-IIDS)

VALVE VALVE
ENGINE VAPOR
VENT AND DRAIN
NO. 2 ENGINE FUEL
NO. 1 ENGINE FUEL
PRIME CHECK VALVE SELECTOR LEVER
SELECTOR LEVER PRIME CHECK VALVE
CHECK (THERMAL RELIEF) XFEED CHECK
VALVE DIRECT (THERMAL RELIEF) VALVE
FUEL

TANK FUEL QUANTITY
VENT FUEL QUANTITY
TANK UNIT
TANK UNIT
(PROBE)
(PROBE)
GRAVITY
FILLER CAP VENT
CAP
LOW-LEVEL
WARNING LOW-LEVEL
FUEL SUPPLY SWITCH
LINE (PRIME
RETENTION) FUEL SUPPLY
CHECK VALVE LINE (PRIME
COLLECTOR COLLECTOR
RETENTION)
CHECK VALVE
TANK SUMP
DRAIN PLUG
TANK SUMP
DRAIN PLUG
TANK SUMP TANK SUMP
Cross Feed Engine No. 2 Receiving Fuel From Tank
PRESSURIZED FUEL
March 2013
Sikorsky S76
March 2013
IIDS (IIDS RDAU)
IIDS
NO. 1 AND NO. 2
UNITS
Sikorsky S76
FUEL FLOW UNITS
INDICATION C+/C++
C+/C++
NO. 1 ENGINE
No. 1 (IIDS)
NO. 2 ENGINE
DATA BUSES
IIDS RDAU IIDS RDAU
ENGINE IIDS ENGINE
D FUEL DISPLAY
A UNIT FUEL D
T A
A CONTROL CONTROL T
A
B
U B
S U
E S
S E
S
IIDS
DISPLAY IIDS
UNITS DISPLAY
UNITS

NO. 1 ENGINE PRIME VALVE PRIME VALVE
FUEL SELECTOR NO. 2 ENGINE
AND PORT AND PORT FUEL SELECTOR
VALVE
VALVE
ENGINE VAPOR ENGINE VAPOR

VENT AND DRAIN VENT AND DRAIN
NO. 2 ENGINE FUEL
NO. 1 ENGINE FUEL SELECTOR LEVER
CHECK SELECTOR LEVER PRIME CHECK VALVE PRIME CHECK VALVE CHECK
(THERMAL RELIEF) XFEED
VALVE DIRECT (THERMAL RELIEF) VALVE
FUEL
TANK FUEL QUANTITY

VENT NO. 1 AND NO. 2 TANK UNIT
FUEL QUANTITY
(PROBE) INDICATION
GRAVITY
FILLER CAP VENT
CAP
LOW-LEVEL
DATA BUSES
WARNING LOW-LEVEL
IIDS
SWITCH
FUEL SUPPLY DISPLAY
UNIT FUEL SUPPLY
LINE (PRIME
RETENTION) LINE (PRIME
CHECK VALVE RETENTION)
COLLECTOR COLLECTOR
CHECK VALVE
TANK SUMP
IIDS DRAIN PLUG TANK SUMP
DISPLAY DRAIN PLUG
UNITS IIDS
IIDS RDAU
Cross Feed Engine No. 2 Receiving Fuel From Tank
IIDS RDAU
PRESSURIZED FUEL

Fuel System
18-17
Prteh Rhahnaton
Four prime check valves (Two in each system) serve to retain fuel within the fuel system to provide fuel prime
for subsequent starts. After shutting down an engine, the check valves close when the system fuel pressure
drops below 10 PSI to trap fuel in the fuel lines.
In event of lost priming, either due to maintenance, prolonged storage, or a malfunctioning check valve, a fuel
priming supply system is incorporated into the fuel system.

FUEL CONTROL FUEL CONTROL
NO. 2 ENGINE NO. 1 ENGINE NO. 2 ENGINE

NO. 1 ENGINE
PRIME VALVE PRIME VALVE FUEL SELECTOR
FUEL SELECTOR
AND PORT AND PORT VALVE
VALVE
PRIME CHECK VALVE PRIME CHECK VALVE

(THERMAL RELIEF) (THERMAL RELIEF)
FUEL SUPPLY
LINE (PRIME
RETENTION)
FUEL SUPPLY CHECK VALVE
COLLECTOR COLLECTOR
LINE (PRIME
RETENTION)
CHECK VALVE
Figure 18-14: Prime Retention

March 2013
Fuel System
Fuhl Prtetng
Normally, engine priming is not required because of the prime retention provided by the prime check valves.
Loss of prime is typically indicated by continuous low fuel pressure and failure to attain light-off during a
start attempt (with a functioning ignition system). The prime system is installed in the helicopter to prime the
fuel lines when priming is lost. The priming systems are identical for each engine. The system contains an
electrically-operated prime valve which, when opens, allows the operating engine’s fuel pressure to be used
to prime the opposite fuel system. The No. 1 engine prime valve is located in the No. 2 engine compartment.
The No. 2 engine prime valve is located in the No. 1 engine compartment. The prime valves are electrically
of the engine control quadrant.
prime valve.
TEST-DET NO. 1 NO. 2

ENG ENG GROUND SERVICE
PRIME PRIME
AFT BAG PRIME PORT
N O O
O F F
R F F
M
FWD
NO. 1 ENG NO. 2 ENG

N FUEL PRIME FUEL PRIME N
O N N O NO. 1 ENGINE FUEL PRIME VALVE
O O (P742) (LOCATED IN NO. 2 ENGINE
2 2 2 1 COMPARTMENT, RIGHT SIDE OF
2 1 HELICOPTER)
D E E D NO. 2 ENGINE FUEL PRIME VALVE

C N N C (P743) (LOCATED IN NO. 1 ENGINE
COMPARTMENT, LEFT SIDE OF
G G HELICOPTER)
P P
R R
I I
Figure 18-15: Fuel Prime Switches, Circuit Breakers, and Prime Valve

March 2013
18-20
ENGINE ENGINE
FUEL FUEL
CONTROL CONTROL

Being Primed (Non-IIDS)
NO. 1 ENGINE PRIME VALVE PRIME VALVE

AND PORT AND PORT NO. 2 ENGINE
FUEL SELECTOR FUEL SELECTOR
VALVE VALVE

NO. 2 ENGINE FUEL

NO. 1 ENGINE FUEL PRIME CHECK VALVE SELECTOR LEVER
CHECK SELECTOR LEVER PRIME CHECK VALVE CHECK
VALVE (THERMAL RELIEF) (THERMAL RELIEF) PRIME
DIRECT VALVE
FUEL
TANK FUEL QUANTITY
VENT FUEL QUANTITY
TANK UNIT
TANK UNIT

(PROBE)
(PROBE) GRAVITY
FILLER FUEL TANK
GRAVITY
CAP VENT
FILLER
CAP
LOW-LEVEL
WARNING LOW-LEVEL
FUEL SUPPLY SWITCH
LINE (PRIME
RETENTION)
CHECK VALVE FUEL SUPPLY
LINE (PRIME
COLLECTOR COLLECTOR
RETENTION)
CHECK VALVE
TANK SUMP
DRAIN PLUG
TANK SUMP
DRAIN PLUG
TANK SUMP TANK SUMP
PRESSURIZED FUEL

Fuel Priming, No. 1 Engine Operating, No. 2 Fuel System
March 2013
Sikorsky S76
March 2013
IIDS (IIDS RDAU)
IIDS
NO. 1 AND NO. 2
UNITS UNITS
FUEL FLOW
INDICATION
Sikorsky S76
C+/C++ C+/C++

DATA BUSES
IIDS RDAU IIDS RDAU
ENGINE IIDS ENGINE
D FUEL DISPLAY
A UNIT FUEL D
T A
A CONTROL CONTROL T
A
B
U B
S U
E S
S E
S
IIDS
DISPLAY IIDS
Being Primed (IIDS)
UNITS DISPLAY
UNITS

VALVE
VALVE

NO. 2 ENGINE FUEL

NO. 1 ENGINE FUEL PRIME CHECK VALVE PRIME CHECK VALVE SELECTOR LEVER
CHECK SELECTOR LEVER CHECK
(THERMAL RELIEF) (THERMAL RELIEF)
VALVE PRIME VALVE
DIRECT
FUEL
TANK FUEL QUANTITY
FUEL QUANTITY NO. 1 AND NO. 2 TANK UNIT
VENT
INDICATION

(PROBE)
GRAVITY
FILLER CAP VENT
CAP
LOW-LEVEL
DATA BUSES
WARNING LOW-LEVEL
IIDS
SWITCH
FUEL SUPPLY DISPLAY
UNIT
LINE (PRIME
FUEL SUPPLY
RETENTION)
LINE (PRIME
COLLECTOR CHECK VALVE COLLECTOR
RETENTION)
CHECK VALVE
TANK SUMP
IIDS DRAIN PLUG
TANK SUMP
DISPLAY DRAIN PLUG
UNITS IIDS
IIDS RDAU IIDS RDAU
PRESSURIZED FUEL

Fuel Priming, No. 1 Engine Operating, No. 2 Fuel System
Fuel System
18-21
Fuel Indicating (Non-IIDS)
Fuhl Qumnatay IndtSmaor mnd Thsa Buaaon
A dual fuel quantity indicator marked MAIN FUEL is located on the main instrument panel. The gauge shows
the fuel quantity in “LBS X 100” in each fuel tank. The indicator has a range of 0 to 1,000 lbs. Two markers,
“1” and “2”, denote the fuel quantity in their respective tanks.
Power for the fuel quantity indicator is provided by the DC essential bus via the No. 1 FUEL QTY and No. 2
FUEL QTY circuit breakers.
The FUEL GAUGE TEST button is located on the fuel gauge test panel adjacent to the N1/T5 DIGITS lighting
rheostat. Pressing the TEST button with the DC essential bus powered interrupts the normal signal from the
When the button is released, the fuel quantity indicators should return to the original fuel quantity indications.
N1/T5 FUEL
4 6 DIGITS GAUGE
MAIN TEST
2 1 8
FUEL
LBS x 100
0 10
Figure 18-16: Fuel Quantity Indicator and Test Button

March 2013
Fuel System
Fuhl Toamltzhr
amount of fuel in the tanks. The fuel quantity indicator is the primary means of determining the remaining fuel
in the tank.
indicator displays incorrect reading.
L L
JK
JK
53
53
85 85
FUEL REMAINING
1 1 3 0 LBS
FUEL REMAINING
POUNDS
SET
Prior to aircraft serial Aircraft serial No. 0348

No. 0348 and subsequent.
Figure 18-17:

March 2013
Fuhl Flow IndtSmaors
engine. The dial of each indicator has a range of 0 to 600 lbs/hr.
at a speed proportional to the amount of fuel passing through it.
signal conditioning unit located on the aft side of the baggage compartment. It provides the output signal
The system receives power from the No. 1 and No. 2 DC primary buses via the No. 1 and No. 2 ENG FUEL
FLOW circuit breakers.
300 500 300 500

FUEL FLOW FUEL FLOW
100 100
700 700
0 800 0 800
LBS/HR LBS/HR
Figure 18-18: Fuel Flow Indicators

March 2013
Fuel System
Fuhl Low Cmuaton Ltgcas

The #1 FUEL LOW and #2 FUEL LOW caution lights are located on the caution/advisory panel. When
the fuel level goes below 85 to 100 lbs in one of the fuel tanks, the low-level fuel switch actuates and
illuminates an electrical circuit, which then illuminates the corresponding caution light. A 5-second time delay
is incorporated in the warning circuit to prevent the lights from illuminating intermittently when changes in the
helicopter attitude occur.
The FUEL LOW caution lights receive power from the No. 2 DC primary bus via the FUEL WARN No. 1 and
FUEL WARN No. 2 circuit breakers.
#1 FUEL #2 FUEL
LOW LOW
Figure 18-19: Fuel Low Caution Lights
Fuel Indicating (IIDS)

panel. During normal operation, the engine display panel is on the center IIDS panel.
Figure 18-20: Fuel Indicating (IIDS)

March 2013
Fuhl Qumnatay IndtSmaors - IID
The fuel quantity information, displayed in lbs/100, is transmitted from each tank to the center IIDS display
via the IIDS Remote Data Acquisition Unit (RDAU). Two cyan vertical scales are used to display the fuel
quantity indications. The vertical scale changes from cyan to yellow when the fuel quantity in the respective
tank drops below 100 lbs.
8 8
6 6
4 4
2 2
0 0
Figure 18-21: Fuel Quantity Indicators - IIDS
Fuhl Toamltzhr/Fuhl Flow ysahe
speed proportional to the amount of fuel passing through it.
The system receives power from the No. 1 and No. 2 DC primary buses via the No. 1 and No. 2 ENG FUEL
FLOW circuit breakers.
1900 LBS
Figure 18-22:
quantity is below 100 lbs in either tank.

If a failure occurs in the pilot’s or the copilot’s IIDS internal fuel signal, the fuel quantity indicator signal for that
the operating indicator only. This situation does not affect the fuel low caution annunciators, which continues
to operate normally.

March 2013
Fuel System
Fuhl Flow IndtSmaors - IID
to the nearest 10 lbs/hr) adjacent to the fuel quantity scales. A white pointer serves as an additional analog
indicator that follows the fuel quantity scale. If the fuel consumption rate exceeds 600 lbs/hr or 800 lbs/hr (B,
C++), the display changes from digits to dashes.
8 8
6 6
4 4
3 3
0 2 2 0
0 0
0 0
Figure 18-23: Fuel Flow Indicator - IIDS
Fuhl Low Cmuaton AnnunStmaors - IID

The #1 FUEL LOW and #2 FUEL LOW caution lights are located on the engine display panel. When the fuel
level goes below 85 to 100 lbs in one of the fuel tanks, the low-level fuel switch will actuate and complete
an electrical circuit. When changes in the helicopter attitude occur, a 5-second time delay is incorporated in
the warning circuit to prevent the lights illuminating intermittently. Once the voltage passes through the time
delay, the signal is sent to the IIDS RDAU, followed by a symbol generator, which illuminates the appropriate
FUEL LOW annunciator.
Power for the FUEL LOW cautions is supplied by the No. 2 DC primary bus via the FUEL WARN No. 1 and
FUEL WARN No. 2 circuit breakers.
# 1 FUEL LOW # 2 FUEL LOW
Figure 18-24: Fuel Low Caution Annunciators - IIDS

March 2013
Auxiliary Fuel System
CONTENTS GAUGE ACCESS COVER

SENDER UNIT
AUXILIARY TANK VENT
AIRCRAFT VENT LINE
GRAVITY FILLER CAP
15
A2 MOTORIZED
ST
BALL VALVE
FORW
SCUPPER DRAIN ARD
SCUPPER FLOAT VALVE
FLEXIBLE
FUEL CELL

March 2013
Fuel System
Auxiliary Fuel System

An auxiliary fuel cell with a capacity of either 51 or 106 U.S. gallons may be installed in either the forward
section of the baggage compartment or moved approximately 15 inches rearward to accommodate air
conditioning or C4 environmental systems. A placard is placed on the baggage compartment door to identify
FORWARD or AFT installation. When installed in the forward section, all fuel is usable. When installed in the
aft section, there may be as much as 4 U.S. gallons unusable.
ysahe DhsSrtpaton
auxiliary fuel tank is designed for quick removal and installation. The fuel and vent couplings are self-sealing.
electrically-controlled from the cockpit. Float operated shut-off valves are installed in each main tank. The
Figure 18-25: Baggage Compartment Quick-Disconnect Hardware

March 2013
Conarol
near the switch to provide a visual indication of the ball valve position. The position indicator display is either
OPEN or SHUT during normal operation. The cross-hatched indication is displayed when the ball valve is
in transition or if the system is removed. The valve and indicator receive power from the No. 2 DC primary
bus (aft installation) or from the No. 1 DC primary bus (forward installation) via the AUX FUEL VALVE circuit
breaker.
Auxiliary tank fuel quantity is monitored by a fuel quantity indicator in the cockpit. An additional fuel quantity
with a range from 0 to 720 lbs. The needle displays in increments, for example, as soon as the fuel level
drops below 600 lbs, the needle will drop to the 480 lbs increment and will continue to indicate 480 lbs
until the fuel level drops below 480. When the fuel level drops below 480 lbs, the needle will drop to the
360 lbs increment etc. As a result, the Auxiliary fuel switch should be left in the OPEN position for at least
gauge receives power from the DC essential bus via the AUX FUEL QTY circuit breaker.
Figure 18-26: Cockpit Auxiliary Fuel Panel

March 2013
Fuel System
hrvtStng
standard method. Gravity fueling should be done when the helicopter is in normal ground attitude (level) to
ensure the adequate expansion of space within the tank.
Figure 18-27: Filler Cap and Repeater Quantity Gauge
Ophrmaton
With the auxiliary fuel system installed, the helicopter is to be operated within the weight and balance limits as
INFORMATION for forward or aft auxiliary tank installation are found in the HUNTING AVIATION/METAIR
long range fuel system supplement of the RFM.
The AUX fuel switch should be in the SHUT position during the engine start until the helicopter reaches to
the indicator changes to OPEN. AUX fuel transfers at a maximum rate of 55 lbs per minute. The main fuel
gauges displays near maximum until the auxiliary fuel is exhausted.
the amount of unusable fuel transfer.

The AUX fuel switch should be turned to SHUT position before landing and should remain in the SHUT
position during the shutdown period.

March 2013
Auxtltmry Fuhl MmlfunSatons
The auxiliary fuel valve may not operate or may stick and affect the transfer of fuel to the main tanks.
Symptom: Valve position displays SHUT, when the switch is turned to OPEN.
Action: Cycle the valve switch. If the indicator fails to show diagonal hatching followed by OPEN, then
Symptom: Valve position indicator shows diagonal hatching, which does not change to OPEN after
5 seconds.
Action: Valve is stuck in transit between the SHUT and OPEN positions. Fuel transfer may occur at a
reduced rate. Watch the main and auxiliary fuel gauges for indications of fuel transfer. Rectify the

March 2013
Fuel System
Fuel Capacity
Absolute fuel capacity per tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143.2 U.S. GALLONS (542 L)
Absolute total fuel capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286.4 U.S. GALLONS (1,084 L)
Usable fuel capacity per tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140.6 U.S. GALLONS (532 L)
Total usable fuel capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281.2 U.S. GALLONS (1,064 L)
Approx.
NATO Anti-ice
Type of Fuel Freezing
Symbol U.S.A. U.K. France Additive
Point
MIL-T-83133 D.ENG.RD AIR 3405

(AVTUR-FS II) F-34 -50°C (-58°F) With
JP-8 2453 F-34
JP-8
ASTM-D-1655 D.ENG.RD AIR 3405

(AVTUR) F-35 -50°C (-58°F) Without
Jet A1 2494 F-35
JET A1
ASTM-D-1655
– – – -40°C (-40°F) Without
Jet A
High Flash Point
D.ENG.RD AIR 3404
F-43 – -46°C (-51°F) Without
2498 F-43
(AVCAT)
High Flash Point
MIL-T-5624 D.ENG.RD AIR 3404
F-44 -46°C (-51°F) With
JP-5 2452 F-44
(AVCAT FS II)
Table 18-1:
OTT: Fuels with anti-ice additive can be used without temperature limitation. Fuels without anti-ice
additive should be mixed with the appropriate additive when operating the helicopter below
4°C (40°F).
Fuel Additives
The anti-ice additive (MIL-I-27686, D.ENG.RD 2451, AIR 3652 or PHILLIPS PFA 55 MB NATO symbol S 748)
is mandatory below 4°C (40°F), in concentration by volume of 0.10% to 0.15%.
The anti-static additive, SHELL ASA-3, must not exceed a maximum concentration by volume of 0.0001%.
Use of fungicide additive (Biobor) is restricted to a treatment every 500 operating hours or 3 months.
Fuel Flow Limits

OTT:
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 LBS/HR
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 700 LBS/HR

March 2013

March 2013
Fuel System

Fuel Press Warning Light
Indications
Indication of “1 FUEL PRESS” or “2 FUEL PRESS” caution light in the cockpit.
Actions
Engine Indications - Check
If abnormal:
Establish appropriate single engine airspeed/power setting
Consider XFEED, if judged to be a fuel quantity condition
Land as soon as practicable
If normal:
Fuel Low Caution Light

Indications
Indication of “1 FUEL LOW” or “2 FUEL LOW” caution lights in cockpit
Actions
or less:
Pitch Attitude - Avoid Greater than 5° Nose Low
Fuel Lever (Affected Engine) - XFEED (If Appropriate)

March 2013

March 2013
19
Hydraulic Systems
Contents
Hydraulic Systems
SchematS: Hydraulic Systems Schematic ............................................................................ 19-4
First and Second Stage Hydraulic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-5
SchematS: First and Second Stage Hydraulic Systems ....................................................... 19-6
tiguh: Hydraulic Pumps ....................................................................................................... 19-8
Hydraulic Pumps........................................................................................................................... 19-9
tiguh: Hydraulic Modules ....................................................................................................19-10
Hydraulic Modules .......................................................................................................................19-11
Hydraulic Shut-off Valves ............................................................................................................19-16
SchematS: #1 System Normal Operation and Secured via Shut-off Valve ..........................19-18
SchematS: #2 System Normal Operation and Secured via Shut-off Valve ..........................19-19
Tail Rotor Servo Shut-off Valve....................................................................................................19-21
SchematS: T/R Shut-off Valve and External Switch .............................................................19-22
tiguh: Main Rotor Servos ....................................................................................................19-24
Main Rotor Servo .........................................................................................................................19-25
Tail Rotor Servo ...........................................................................................................................19-27
tiguh: Pilot Valves and Bypass Valves ................................................................................19-28
tiguh: Servo Jam and Bypass .............................................................................................19-30
Flight Control Servo Switch .........................................................................................................19-33
SchematS: Hydraulic Systems Interlock ..............................................................................19-34
Hydraulic Systems Interlock ........................................................................................................19-35
SchematS: Interlock Active due to Servo Jam .....................................................................19-36
Interlock Active due to Servo Jam ...............................................................................................19-37
SchematS: Interlock Active due to Loss of System Pressure at
Pressure Switch .................................................................................................19-38
Interlock Active due to Loss of System Pressure at Pressure Switch .........................................19-39
tiguh: Hydraulic Pressure Indicating ...................................................................................19-40
Hydraulic Pressure Indicating Systems .......................................................................................19-41
tiguh: #1 and #2 Servo System Caution Capsules .............................................................19-42
#1 and #2 Servo System Caution Capsules ................................................................................19-43
Utility System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19-44

March 2013
Single Servo System Caution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19-45
Dual Servo System Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19-46

March 2013
Hydraulic Systems
Hydraulic Systems
There are four separate hydraulic systems incorporated in a helicopter:
First - Stage Hydraulic System
Second - Stage Hydraulic System
Wheel Brake Hydraulic System
Rotor Brake Hydraulic System
controls. The second-stage system also provides hydraulic power to the utility hydraulic system. The wheel
brake hydraulic system is discussed in the landing gear chapter and the rotor brake hydraulic system is
discussed in the powertrain chapter.

March 2013
19-4
UTILITY PRIORITY
SYSTEM VALVE
# 2 PRESSURE
TO LANDING GEAR
RETURN
PRESSURE
#1 PRESSURE (2750-2250 PSI) PEDAL
TRANSMITTER
PRESSURE DAMPER/YAW
FILTER
EXTERNAL SWITCH TRIM ACTUATOR
PRESSURE
FROM
HYDRAULIC LANDING GEAR
MODULE BLEED/ RELIEF
VALVE
RELIEF
VALVE
BOOTSTRAP
RESERVOIR BYPASS
GROUND
FILL
SECOND
STAGE FILTER
PUMP DRAIN
Hydraulic Systems Schematic
EXTERNAL
(3,000 PSI)
RETURN AFT
FWD LAT SERVO
PRESSURE SERVO SERVO
SERVO
TRANSMITTER
SHUT-OFF T/R
FILTER INTERLOCK
EXTERNAL JAM SERVO
PRESSURE SWITCH

T/R
PRESSURE
SHUT-OFF
HYDRAULIC RELIEF SWITCH VALVE
MODULE VALVE
BLEED/
RELIEF
VALVE
BOOTSTRAP
RESERVOIR
BYPASS
FIRST
STAGE
PUMP LOW FILTER
(3,000 PSI) LEVEL DRAIN
EXTERNAL
SWITCH
RETURN
March 2013
Sikorsky S76
Hydraulic Systems
First and Second Stage Hydraulic Systems
power to the utility system for operation of the landing gear and pedal damper or pedal damper/yaw trim.
On the S76 A/A+ helicopter, the utility system also provides hydraulic pressure for the Variable Tune
fail. The two hydraulic systems are electrically interlocked to prevent one hydraulic system from being turned
off when the other system fails. The pilot or the copilot can use a control switch on the collective control to
turn off one of the hydraulic systems.
FIRST STAGE SECOND STAGE

SYSTEM SYSTEM
SHUT-OFF SHUT-OFF
PRIORITY VALVE
VALVE VALVE
MAIN ROTOR SERVOS

PEDAL
DAMPER/YAW
TRIM ACTUATOR
FORWARD
LANDING UTILITY
GEAR SYSTEM
AFT
VTA
VIBRATION
ABSORBER
(S76 A/A+ ONLY)
SHUT-OFF
LATERAL
VALVE
TAIL ROTOR SERVO
Figure 19-1:

March 2013
First and Second Stage Hydraulic Systems

March 2013
Hydraulic Systems
Hydraulic Pumps
Hydraulic Modules
Main Rotor Servos
Tail Rotor Servos
First Stage Tail Rotor Shut-off Valve.
The second-stage utility system consists of:
Landing Gear System Components
Priority Valve

March 2013
Hydraulic Pumps
D
FW
FIRST STAGE
HYDRAULIC PUMP
SECOND STAGE
HYDRAULIC PUMP

March 2013
Hydraulic Systems
HydumgltS Pgeps
systems. The constant-pressure variable-delivery piston pumps maintain a constant pressure of
approximately 10% NR.
the pump.
HYDRAULIC PUMP
CASE DRAIN TUBE
HYDRAULIC PUMP
PRESSURE TUBE
HYDRAULIC PUMP
SUCTION TUBE
HYDRAULIC
MODULE
HYDRAULIC PUMP
OVERBOARD
DRAIN TUBE
OVERBOARD
VENT AND
DRAIN CASTING
Figure 19-2:

March 2013
Hydraulic Modules
SECOND STAGE
SECOND STAGE HYDRAULIC
HYDRAULIC MODULE
PRESSURE
SWITCH SECOND STAGE
SHUT-OFF VALVE
FIRST STAGE SOLENOID
SHUT-OFF
VALVE
SOLENOID
FIRST STAGE
HYDRAULIC
PRESSURE
SWITCH
D
FW
FIRST STAGE
LOW-LEVEL
SECOND STAGE SWITCH
FIRST STAGE
PRIORITY VALVE HYDRAULIC
MODULE

March 2013
Hydraulic Systems
HydumgltS Modglhs
Two identical and interchangeable hydraulic modules, mounted side by side, are installed on the helicopter’s
upper deck, forward of the main gear box. The hydraulic modules condition and distribute hydraulic power.
The hydraulic modules consist of the following components:
Pressure Switch
Solenoid-Operated Shut-off Valve
Pressure Transmitter
Return Filters with Bypass Indicators
Reservoir Relief Valve
Bleed Valve
Return Filter Bypass Valve
Fill and Pump Case Check Valves
Ports provide connection points for the pump case drain, servo, utility pressure, pump supply, and pressure
and return lines.
Hydraulic Modules Servicing
and/or ground servicing.
GROUND SERVICE
PORTS
Figure 19-3: Module Servicing

March 2013
External Fluid Level Indicators
FIRST-STAGE EXTERNAL FLUID SECOND-STAGE EXTERNAL FLUID

LEVEL INDICATOR LEVEL INDICATOR
HYDRAULIC FLUID LOW-LEVEL SWITCH

(TAIL ROTOR SHUT-OFF VALVE ACTUATION)
Figure 19-4: External Fluid Level Indicators
Hydraulic Filters
FILTER INDICATOR PINS

FILTERS (NORMAL INDICATION)
Figure 19-5: Hydraulic Filters

March 2013
Hydraulic Systems
Ltnh tlahus (Non-bypmss)
the indicator pin extends at 70 ± 10 PSI differential pressure. Continued operation with the indicator pin
PRESSURE
TRANSMITTER
EXTERNAL
PRESSURE FILTER
HYDRAULIC
RELIEF VALVE
VALVE
BOOTSTRAP
RESERVOIR
BYPASS
PUMP FILTER
(3000 PSI)
LINE FILTER DRAIN EXTERNAL
(NON-BYPASS) RETURN
70+ or- 10 PSI DIFFERENTIAL

CLOGGED NON-BYPASS
Figure 19-6:

March 2013
Rhagun tlahus (Bypmss)
PRESSURE
TRANSMITTER
EXTERNAL
PRESSURE FILTER
HYDRAULIC
RELIEF VALVE
VALVE
BOOTSTRAP
RESERVOIR
BYPASS
PUMP
FILTER
(3,000 PSI)
DRAIN EXTERNAL
RETURN
70+ or- 10 PSI DIFFERENTIAL

(IMPENDING BYPASS)
PRESSURE
TRANSMITTER
EXTERNAL
PRESSURE FILTER
HYDRAULIC
RELIEF VALVE
VALVE
BOOTSTRAP
RESERVOIR
BYPASS
PUMP
(3,000 PSI) FILTER
DRAIN EXTERNAL
RETURN
100+ or- 10 PSI DIFFERENTIAL FILTER IN BYPASS
Figure 19-7:

March 2013
Hydraulic Systems
Modules Components
Pressure Switches
A hydraulic pressure switch is installed on top of each hydraulic module. The switches indicate, through the
SVO pressure warning circuits, a loss of system pressure after the shut-off valve. When pressure is decreasing,
the servo light illuminates when pressure drops below 1,600 PSI, when the pressure is increasing, the light
extinguishes when the pressure is above 2,100 PSI. The pressure switches are electronically connected
to the SVO shut-off circuits to prevent securing a hydraulic system when the opposite system’s pressure is
below 1,600 PSI.
Pressure Transmitter
A pressure transmitter is installed on each module to provide an indication to the hydraulic pressure indicator.
SECOND-STAGE MODULE FIRST-STAGE MODULE
SHUTOFF
SOLENOID
RESERVOIR
RELIEF VALVE
PRESSURE
SWITCH
(SVO SYS LIGHT)
PRESSURE
TRANSMITTER
(GAUGE INDICATION)
PRIORITY VALVE
HYDRAULIC FLUID
LOW-LEVEL SWITCH
(T/R SHUTOFF VALVE
ACTUATION)
HYDRAULIC MODULES (VIEW FACING AFT)
Figure 19-8: Module Components

March 2013
HydumgltS cga-off Vmlvhs
The hydraulic shut-off valves are installed on top of each module. The shut-off valves are three-port, two
positions, electrically operated solenoid valves that work in conjunction with the pressure switches off each
stage.
PRESSURE
PRESSURE
TRANSMITTER
EXTERNAL SWITCH
PRESSURE FILTER
HYDRAULIC
RELIEF VALVE
VALVE
BOOTSTRAP
RESERVOIR
BYPASS
FIRST
FILTER
STAGE
PUMP DRAIN EXTERNAL
(3,000 PSI) RETURN
SHUTOFF VALVE DE-ENERGIZED (NORMAL OPERATION)
INLET PORT
OUTLET PORT
RETURN PORT (TO SERVOS)
PRESSURE PRESSURE
TRANSMITTER SWITCH
EXTERNAL
PRESSURE FILTER
HYDRAULIC
RELIEF VALVE
VALVE
BOOTSTRAP
RESERVOIR
BYPASS
FIRST
FILTER
STAGE
PUMP DRAIN EXTERNAL
(3,000 PSI) RETURN
SHUTOFF VALVE ENERGIZED

(MAIN AND TAIL ROTOR SERVOS BYPASSED)
Figure 19-9: Hydraulic Shut-off Valves

March 2013
Hydraulic Systems
outlet port is opened to return, allowing the pressure lines to be relieved of pressure. This puts the affected
to the affected portion of the main and tail rotor servos; however, a pressure indication on the gauge shows
pressure available at the shut-off valves and to the second-stage utility system.
UTILITY
SYSTEM
PRESSURE
FILTER SWITCH
BOOTSTRAP
RESERVOIR
Figure 19-10: Utility System
NNTT:

March 2013
#1 System Normal Operation and Secured via Shut-off Valve
#1 SYSTEM PRESSURE JAM SWITCH
RETURN
FWD LAT AFT
SERVO SERVO SERVO
PUMP SUPPLY
SERVO
SHUT-OFF
PRESSURE INTERLOCK
TRANSMITTER T/R
EXTERNAL PRESSURE SERVO
PRESSURE FILTER SWITCH
T/R
SHUT-OFF
HYDRAULIC RELIEF VALVE
MODULE BLEED/ VALVE
RELIEF
VALVE
BOOTSTRAP
RESERVOIR
BYPASS
FIRST
STAGE FILTER
LOW DRAIN
PUMP
(3000 PSI) LEVEL SWITCH EXTERNAL
RETURN
#1 SYSTEM NORMAL
JAM SWITCH
FWD LAT AFT

SERVO SERVO SERVO
SERVO
SHUT-OFF
PRESSURE INTERLOCK
TRANSMITTER T/R
EXTERNAL PRESSURE SERVO
PRESSURE FILTER SWITCH
T/R
HYDRAULIC SHUT-OFF
RELIEF
MODULE BLEED/ VALVE
VALVE
RELIEF
VALVE
BOOTSTRAP
RESERVOIR
BYPASS
FIRST
STAGE FILTER
LOW DRAIN
PUMP
(3000 PSI) LEVEL SWITCH EXTERNAL
RETURN
#1 SYSTEM SECURED

March 2013
Hydraulic Systems
#2 System Normal Operation and Secured via Shut-off Valve
#2 SYSTEM PRESSURE
RETURN
UTILITY PRIORITY
PUMP SUPPLY SYSTEM VALVE
TO LANDING GEAR
PRESSURE
TRANSMITTER (2750-2250 PSI) PEDAL
EXTERNAL PRESSURE
SWITCH DAMPER/YAW
PRESSURE FILTER
TRIM ACTUATOR
HYDRAULIC
MODULE BLEED/ RELIEF FROM LANDING GEAR
RELIEF VALVE
VALVE
BOOTSTRAP
RESERVOIR GROUND
BYPASS
FILL
FIRST
STAGE FILTER
DRAIN
PUMP EXTERNAL
(3000 RETURN FWD LAT AFT
PSI)
SERVO SERVO SERVO
SERVO JAM
SHUT-OFF SWITCH T/R
INTERLOCK SERVO
#2 SYSTEM NORMAL
UTILITY PRIORITY
SYSTEM VALVE
TO LANDING GEAR
PRESSURE
TRANSMITTER (2750-2250 PSI)
PRESSURE PEDAL
EXTERNAL
SWITCH DAMPER/YAW
PRESSURE FILTER
TRIM ACTUATOR
HYDRAULIC
MODULE BLEED/ RELIEF FROM LANDING GEAR
RELIEF VALVE
VALVE
BOOTSTRAP
RESERVOIR GROUND
BYPASS
FILL
FIRST
STAGE FILTER
DRAIN
PUMP EXTERNAL
(3000 RETURN
FWD LAT AFT
PSI)
SERVO SERVO SERVO
SERVO JAM
SHUT-OFF SWITCH T/R
INTERLOCK SERVO
#2 SYSTEM SECURED

March 2013
Priority Valve
A priority valve is installed in the utility system pressure line on the second-stage hydraulic system. Should a
components. When the system pressure decreases below 2,700 PSI, a calibrated spring causes the valve
Above 2,700 PSI, the system pressure overcomes the spring tension and the valve is fully open to allow
operate.
SECOND-STAGE FLOW DIRECTION UTILITY

HYDRAULIC
SYSTEM
MODULE
PRESSURE BELOW 2,250 PSI.

VALVE FULLY CLOSED
PRESSURE ABOVE 2,700 PSI.

VALVE FULLY OPEN
Figure 19-11: Priority Valve

March 2013
Hydraulic Systems
Tmtl Roaou huvo cga-off Vmlvh
Figure 19-12: Tail Rotor Servo Shut-off Valve

March 2013
19-22
LOSS OF FLUID IN THE 1ST STAGE RESERVOIR CAUSES THE EXTERNAL
INDICATOR TO RETRACT WHICH ACTIVATES THE LOW-LEVEL-SWITCH. THE
LOW-LEVEL SWITCH ACTIVATES THE T/R SHUT-OFF VALVE.
SERVO T/R
PRESSURE SHUT-OFF SERVO
TRANSMITTER INTERLOCK
EXTERNAL
PRESSURE FILTER
T/R
HYDRAULIC SHUT-OFF
MODULE BLEED/ RELIEF VALVE
RELIEF VALVE
VALVE
BOOTSTRAP
RESERVOIR
BYPASS
FIRST
FILTER
STAGE LOW DRAIN
PUMP LEVEL
SWITCH EXTERNAL
(3,000 PSI)
RETURN
SERVO T/R
PRESSURE SHUT-OFF SERVO
TRANSMITTER INTERLOCK
EXTERNAL

PRESSURE FILTER
T/R Shut-off Valve and External Switch
T/R
HYDRAULIC SHUT-OFF
MODULE BLEED/ RELIEF VALVE
RELIEF VALVE
VALVE
BOOTSTRAP
RESERVOIR
BYPASS
FIRST
FILTER
STAGE LOW DRAIN
PUMP LEVEL
SWITCH EXTERNAL
(3,000 PSI)
RETURN
March 2013
Sikorsky S76
Hydraulic Systems
the low-level switch lever. With the lever released, a circuit is completed which applies electrical power to the
NO.1 SVO SHUT-OFF circuit breaker.

March 2013
Main Rotor Servos
INPUT LINKAGE
FEEDBACK
(INPUT)
LINKAGE
MAIN ROTOR
SERVO ACTUATOR
ROD END
(OUTPUT)
ELECTRICAL
CONNECTOR
PILOT VALVES FIRST STAGE
76650 SERIES AND PRESSURE SWITCH
BYPASS VALVES SECOND
(INTERNAL) STAGE
PRESSURE ELECTRICAL
SWITCH CONNECTOR
PRESSURE
PILOT VALVE
SWITCHES
INPUT LINKS
(JAM SWITCHES)
FIRST-STAGE SYSTEM
SECOND-STAGE SYSTEM
FEEDBACK
LINKAGE
782500 SERIES
FORWARD SERVO LATERAL SERVO AFT SERVO

ACTUATOR ACTUATOR ACTUATOR

March 2013
Hydraulic Systems
Mmtn Roaou huvo

There are three main rotor servo actuators:
Forward Servo Actuator
Lateral Servo Actuator
Aft Servo Actuator
The actuators are mounted vertically on the main gear box and furnish the necessary hydraulic power to
move the stationary swashplate into a position that corresponds to the movement of the cyclic and collective.
The actuators also reduce feedback forces from the main rotor.
stage that are mounted in parallel. Flight control inputs are routed to the servos via the input linkage to the
pilot valves which direct hydraulic pressure to move internal pistons. The pistons move the rod end which
provides the output to the stationary swashplate. The movement of the swashplate changes the pitch in
the rotor blades. Feedback is provided by the feedback link which connects the head of the pistons to the
actuator cases. The feedback link ensures that the pistons stopped in the position determined by the cyclic
and collective control positions.
FORWARD
SERVO
AFT
SERVO
LATERAL
SERVO
Figure 19-13: Main Rotor Servo Actuators

March 2013
Hydraulically-Independent First and Second-Stage Manifolds
actuator. The individual pistons are jointly attached to the rod end and can only move in unison.
PISTONS
CROSS
SECTIONED
MANIFOLDS
MANIFOLD
PISTONS
OUTPUT
ROD END
MANIFOLDS
Figure 19-14: Hydraulically-Independent First and Second-Stage Manifolds
INPUT FEEDBACK
LINKAGE
PISTONS
BALANCE
TUBES
FIRST-STAGE SYSTEM
SECOND-STAGE SYSTEM
ROD END
Figure 19-15: First and Second-Stage Hydraulic Systems

March 2013
Hydraulic Systems
Tmtl Roaou huvo
movement to the tail rotor pitch beam. The servo also reduces feedback forces from the tail rotor. The servo
feedback link connected to both stages.
INPUT
PRESSURE SWITCHES
(JAM SWITCHES)
OUTPUT TO TAIL ROTOR

PILOT AND RETURN PRESSURE
BYPASS VALVES PORT PORT
(INTERNAL)
SYSTEM 1
PRESSURE PORT SYSTEM 1
(PRESS 1) RETURN PORT
(RTN1)
CYLINDER
SYSTEM 2 MANIFOLD
PRESSURE
PORT
(PRESS 2)
SYSTEM 2
RETURN
PORT MAIN CONTROL
(RTN 2) (PILOT)
AND SEQUENCE/
MANIFOLD/LINKAGE BYPASS VALVE
PRESSURE
SWITCH
(PR SW 2)
INPUT LEVER
INPUT POINT
FIRST-STAGE SYSTEM
SECOND-STAGE SYSTEM
Figure 19-16: Tail Rotor Servo

March 2013
Pilot Valves and Bypass Valves
PILOT VALVE
PILOT VALVE
BYPASS VALVE
BYPASS VALVE
Main Rotor Servo Tail Rotor Servo
PILOT VALVE PILOT VALVE

OUTER SPOOL INNER SPOOL
PILOT VALVE
SPRING
CAP
BYPASS VALVE
BYPASS VALVE BYPASS VALVE

OUTER SPOOL INNER SPOOL

March 2013
Hydraulic Systems
Pilot Valves and Bypass Valves
inputs to allow hydraulic pressure to extend or retract the piston. If the pilot valve becomes jammed, the spring
on the bypass valve automatically positions the bypass spool into a position which places the associated
stage into bypass mode. The opposite stage of the servo will continue to function normally.

March 2013
19-30
1ST STAGE 2ND STAGE 1ST STAGE 2ND STAGE
EXTENDING PISTON EXTENDING PISTON EXTENDING PISTON IN BYPASS
TO 1ST STAGE OF
Servo Jam and Bypass
TO 1ST STAGE OF TAIL ROTOR SERVO

TAIL ROTOR SERVO
2ND STAGE 2ND STAGE
RESERVOIR RESERVOIR
OUTER SPOOL OUTER SPOOL

INNER SPOOL INNER SPOOL
OUTER SPOOL OUTER SPOOL

INNER SPOOL INNER SPOOL

28 VDC 28 VDC
PRESSURE PRESSURE
> 1600 PSI < 1600 PSI
RETURN RETURN
PRESSURE PRESSURE
NORMAL OPERATION SERVO JAM
March 2013
Sikorsky S76
Hydraulic Systems
Servo Jam and Bypass
servo that has experienced the jam. The SVO JAM circuit incorporates a holding circuit that is enabled in
capsule illuminated due to a servo jam, it will not extinguish, even if the jam condition returns to normal,
unless electrical power is removed from the system via the appropriate SVO JAM WARN circuit breaker or
by shutting down electrical power.

March 2013
Tcts pmih tnahnatonmlly lhfa blmnk.

March 2013
Hydraulic Systems

ltica Conauol huvo wtaSc
instrument panel.
and copilot’s collective pitch control. The switch has NO.1 OFF and NO.2 OFF positions. The center
position allows for normal operation of both servo systems. To turn off either system, place the switch to
pilot’s or copilot’s SERVOS switch may be used to shut off one stage; however, the same switch must be
used to turn that stage on again. When one stage has been shut off, the other stage cannot be shut off by
the opposite switch.
Figure 19-17: Flight Control Servo Switch

March 2013
19-34
SVO JAM
WARN 1
2
AMP
D A B A B A B A B
C
FWD LEFT AFT
E #1 SERVO
SVO 1 SYSTEM
S
PRESS NO.1 TAIL SERVO
S WARN
E NO.1 MAIN SERVOS
2
N AMP E P903
T D P906
Hydraulic Systems Interlock
I SVO SHUTOFF NO 1 C A #2 SYSTEM

A B B SHUT OFF
2
L AMP VALVE
SVO SHUTOFF NO 2 NO.1 RELAY PANEL

B NO.1 PRESSURE
U 2 SWITCH
AMP < 1,600 PSI
S

LEGEND
RETURN
3,000 PSI
28 VOLTS DC
#2 SERVO
SYSTEM
< 1600 PSI #2 HYDRAULIC PUMP
March 2013
Sikorsky S76
Hydraulic Systems
HydumgltS ysahes InahuloSk

When the SERVO SHUT-OFF switch on the collective is placed to NO.1 OFF or NO.2 OFF, the electrical
switch before it reaches the desired shut off valve. This prevents both stages of the hydraulic system from
being shut off simultaneously.

March 2013
19-36
SVO JAM
WARN 1
2
AMP
D A B A B A B A B
C
FWD LEFT AFT
E #1 SERVO
SVO 1 SYSTEM
S
S
WARN
E NO.1 MAIN SERVOS
2
N AMP E P903
T D P906
SVO SHUTOFF NO 1 #2 SYSTEM
I C A
SHUT OFF
A 2 B B VALVE
L AMP
B NO.1 PRESSURE
Interlock Active due to Servo Jam
U 2 SWITCH
AMP 3,000 PSI
S

LEGEND
3,000 PSI
28 VOLTS DC
#2 SERVO
SYSTEM
March 2013
Sikorsky S76
Hydraulic Systems
InahuloSk ASatvh dgh ao huvo Jme
contact, causing the caution capsule to illuminate, and simultaneously opens the normally closed #2 SERVO
SHUT-OFF contact, preventing the #2 system from being shut off.

March 2013
19-38
SVO JAM
Pressure Switch
WARN 1
2
AMP
D A B A B A B A B
C
FWD LEFT AFT #1 SERVO
E
SVO 1 SYSTEM
S
S
WARN
E NO.1 MAIN SERVOS
2
N AMP E P903
T D P906
SVO SHUTOFF NO 1 #2 SYSTEM
I C A
SHUT OFF
A 2 B B VALVE
L AMP
B NO.1 PRESSURE
U 2 SWITCH
AMP 3,000 PSI
S

LEGEND
3,000 PSI
28 VOLTS DC #2 SERVO
SYSTEM
Interlock Active due to Loss of System Pressure at
March 2013
Sikorsky S76
Hydraulic Systems
InahuloSk ASatvh dgh ao Loss of ysahe Puhssguh ma Puhssguh wtaSc
decrease in pressure allows the shut off contactor to open which breaks the continuity between the electrical
power from the SVO SHUT-OFF No.2 switch and the #2 system shut off valve. Simultaneously, the contactor
NNTT:
system. Additionally, if a malfunctioning servo system has been shut off, it will automatically

March 2013
19-40
N HYD OIL -HYD OIL - N
O PRESS PRESS XMSN O
2 1
D 2 2 2 D
C C
P P
R R
I I
S76 A/A+/A++/B
Hydraulic Pressure Indicating
ENG 1 OIL MGB OIL ENG 2 OIL

HYD °C PSI °C PSI °C PSI
5 PRESS 5 35 70 33 75 35 64
4 4
TST
8 8

3 1 2 3
6 6
2 1 2 2 4 4
1 1 3 3
0 0
0 0 HYD 1 0
2 2 0 HYD 2 B
R
0 1 900 LBS 0 T
D
I
M
NON-IIDS MENU
IIDS
March 2013
Sikorsky S76
Hydraulic Systems
HydumgltS Puhssguh IndtSmatni ysahes
hydraulic pressure within the system.

Non-IIDS: Each system consists of a pressure transmitter on each hydraulic module and wiring which
leads to a single, dual-pointer indicator. Hydraulic pressure at the transmitter produces an electrical signal
IIDS: Hydraulic pressure indicators are located outboard and to the bottom of the engine display. The
Normal Operating Pressures:

MIN: 2,700 PSI
MAX: 3,300 PSI

March 2013
19-42
BATT HOT BATT FEED #1 FUEL #1 ENG MAIN XMSN INT GB #2 ENG #2 FUEL INVERTER #2 ROTOR
FAULT LOW CHIP OIL HOT CHIP/HOT CHIP LOW BRAKE
BATT OFF AUX BATT #1 EAPS MAIN XMSN TAIL GB ESS BUS
AC GEN CHIP/HOT #2 EAPS
BRT
T
BUS TIE AC GEN WINDSHIELD PLT PITOT E
OPEN INVERTER #1 CPLT PITOT DAFCS DOOR OPEN
T
DIM
#1 EAPS PITOT ENG FLOTATION SEARCH #2 EAPS LANDING
ON CPLT F/D BLEED AIR
HEAT ON ARMED LIGHT ON LIGHT
- SVO PRESS -
2-WARN
HYD
2 2
5 PRESS 5
4 4
- SVO JAM -
1
3 1 2 3 2-WARN-1 D
2
2 PSI 2 C
x1000
1 1
0 0 2 2 E
S
S
NON-IIDS
S76 C/C+

#1 SERVO SYS #2 SERVO SYS

#1 and #2 Servo System Caution Capsules
100 50 100 50 100 50
TST
8 8
6 6
4 4
3 3
0 0
HYD 1 0
2 2 0 HYD 2 B
R
0 1 900 LBS 0 T
D
I
M
MENU
IIDS
March 2013
Sikorsky S76
Hydraulic Systems
#1 mnd #2 huvo ysahe Cmgaton Cmpsglhs
below 1,600 PSI. The capsule will also illuminate if a servo jam is detected in any of the No.1 or No.2 main
servos or in the No.1 or No. 2 tail rotor servo. To differentiate between a pressure loss or servo jam, note the
hydraulic pressure indication.
A loss in indicated pressure with the capsule illuminated indicates a loss of system pressure. Normal pressure
indication with a capsule illuminated indicates a servo jam provided neither pilot has activated the SVO
where the pilot has activated the shut-off valve via the shut-off switch, the pressure will indicate normal but
the servo light will be illuminated due to a lack of pressure in the servo jam switches which are downstream
SVO JAM WARN circuit breakers which are labeled 1 or 2 for the respective system.
will not extinguish, even if the jam condition returns to normal, unless electrical power is removed from the
system via the appropriate SVO JAM WARN circuit breaker or by shutting down electrical power. On the
ground, the holding circuit is disabled to allow for ground testing off the SVO shut-off switches without having
to reset the SVO JAM WARN circuit breakers.

March 2013
Utility System
The utility system is powered by the second-stage hydraulic system and provides for operation of the landing
AAUTIO
If aircraft has been non-operational for more than 2 hours in freezing temperatures, inspect all 3
main rotor servo input links. Links should move freely with no restrictions. (Approx ¼ inch)
1/4
INCH
Figure 19-18: Main Rotor Servo Input Links

March 2013
Hydraulic Systems
Single Servo System Caution

Indications
Actions
Normal Pressure
Pilot/co-pilot collective servo switches - Centered
Collective servo switch: Select failed servo OFF

Land as Soon as Possible
If binding still exists after servo system is shut off
Land Immediately
If NO:
Failed servo jam CB - Pull and reset
Land as Soon as Practicable
N0 or Erratic Pressure
Collective servo switch - Select failed servo OFF
AAUTIO
Pulling the SVO SHUTOFF NO.1 CB (DC ESS BUS) will defeat the failed servo isolation protection
resulting in system depletion if an actual leak had been isolated.
NNTT:
control system; however, prolonged operation with only one servo system operating is not
recommended. This is an emergency condition, since control is not possible with both servo
systems inoperative. Flight conditions and route should be chosen which would allow a safe
immediate landing.

March 2013
NNTT: If stage 2 hydraulic pressure is low, use emergency landing gear extension procedure.
NNTT:
indications as a SERVO JAM.
Dual Servo System Caution

Indications
Tail Rotor Shut-Off Valve Activated

Actions
Land Immediately
Collective and pedals - Adjust to control yaw

NNTT: Pedal application will result in some yaw control but extremely high pedal forces may be
LOWERING the collective, RIGHT pedal RAISES the collective. Priority should be given to
prevent yaw trim from producing uncommanded control inputs.
Approach - Long and shallow
Airspeed - Reduce to align with runway

AAUTIO
Do not allow airspeed to slow below 45 KIAS with nose centered or to the right.
Perform run on landing
AAUTIO
Do not allow airspeed to go below 45 KIAS during the approach. If below 45 KIAS DO NOT attempt a
go-around. If yawing or collective forces are unmanageable, level the aircraft and land immediately.

March 2013
20
Ice and Rain Protection
Contents
Engine Anti-Ice System (S76 A/A+/A++/C/C+/C++) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-4
Controls and Indicators .................................................................................................................20-4
Figur: Anti-Ice System”ON” (De-energized) (S76 A) ........................................................... 20-8
Figur: Engine Anti-Ice System “ON” (De-energized) (S76 A+/A++/C/C+/C++) . . . . . . . . 20-10
ScremaFS: Engine Anti-Ice Pressure Switch .......................................................................20-12
Snow Protection Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-14
Components ............................................................................................................................... 20-17
Operation .................................................................................................................................... 20-21
Snow Kit Function Check............................................................................................................ 20-22
Functional Check – Snow Protection Kit P/N 76076-30008-013 (S76 C/C+) ............................. 20-23
............................................................................... 20-24
Pitot-Static Heating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-31
Components ............................................................................................................................... 20-32
ScremaFS: Pitot Heat System – Non-IIDS ...........................................................................20-34
ScremaFS: Pitot Heat System – IIDS ...................................................................................20-35
Windshield Heat System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-36
ScremaFS: ....................................................20-38
Operation .................................................................................................................................... 20-39
......................................................................................................... 20-40
Windshield Wiper System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-41
Description and Operation .......................................................................................................... 20-42
.................................................................................................................. 20-42
Windshield Washer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-43
Description and Operation .......................................................................................................... 20-44
Rain Curtain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-45
Anti-Ice Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-47
Pitot Heat Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-47
Windshield Hot Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-48

March 2013

March 2013

Ice and rain protection includes a pitot tube heater system, a windshield defrosting system, a windshield
wiper system, and a windshield washer system. A windshield heat system may be installed. The pitot tube
heater system prevents ice formation on the pitot tubes. The windshields are protected by wiper and washer
systems, and by hot air defrosting and, if installed, electrical heating. On DAFCS-equipped aircraft, the static
ports are also electrically heated.
On the S76 A/A+/A++/C/C++, each engine has an anti-icing system that protects against ice formation in the
air intake duct.
For the S76 A/A+/A++/C/C+, if it is anticipated that the helicopter may be operated in an area where blowing
snow may occur, an optional snow protection kit may be installed. The kit electrically heats the engine inlet
ENGINE BARRIER FILTER SYSTEM, the electrical snow protection kit is removed.
On the S76 C++
electrical snow protection kit is not necessary.
On the S76 B, engine Ice and rain protection is provided by the Engine Air Particle Separator (EAPS). EAPS
are discussed in the S76 B powerplant chapter.

March 2013
Engine Anti-Ice System (S76 A/A+/A++/C/C+/C++)
The S76 A/A+/A++/C/C+/C++ utilize hot engine compressor discharge air for anti-ice protection of the engine
inlet.
Conauols mnd IndFSmaous

The engine anti-ice system is controlled by the engine anti-ice switches located on the master switch panel
or the pilot’s overhead switch panel.
S76 A
Each engine anti-ice switch controls the solenoid valve in the engine anti-icing air line on the right side of the
corresponding engine. The ON position provides anti-icing by opening the valve (de-energizing the solenoid).
The OFF position closes the valve (energizing the solenoid)
S76 A+/A++/C/C+/C++
Each engine anti-ice switch controls the anti-ice valve in the engine anti-icing air line on the left side of the
corresponding engine. The ON position provides anti-icing by opening the valve (de-energizing). The OFF
position closes the valve (energizing).
Figure 20-1: Engine Anti-Ice Switches
Anti-Ice ON Advisory Lights

The #1 and #2 ENG ANTI-ICE ON advisory capsule on the caution panel (Non-IIDS) or performance display
(IIDS) will go on whenever the corresponding engine anti-ice system is operating regardless of the switch
position.
For normal operation (engine operating) the light will go on when the switch is placed to ON. If the anti-ice
air valve does not close when the switch is placed OFF (engine operating), the corresponding advisory and
caution lights will be on.
Anti-Ice Caution Lights

The #1 and #2 ENG ANTI-ICE caution capsules on the caution panel (Non-IIDS) or on the engine and
composite displays (IIDS), will go on when an engine anti-ice pressure switch does not sense air pressure
(valve does not fully open) when the corresponding engine anti-ice switch is ON. The caution light and the
ENG ANTI-ICE ON advisory light will also go on when an engine anti-ice pressure switch senses air pressure
(valve does not fully close) when the corresponding anti-ice switch is OFF.

March 2013
Anti-Ice Solenoid Valve (S76 A)

Each engine anti-ice switch controls the solenoid valve in the engine anti-icing air line on the right side of the
corresponding engine. The ON position provides anti-icing by opening the valve (de-energizing the solenoid).
The OFF position closes the valve (energizing the solenoid).
ANTI-ICE
SOLENOID
VALVE
Figure 20-2: Anti-ice Solenoid Valve (S76 A)
Anti-Icing Air Valve (S76 A)

The anti-icing air valve is mounted on the right side of the compressor scroll and is operated by compressor
discharge pressure and spring tension.
ENGINE
ANTI-ICE
VALVE
ANTI-ICE LINE
Figure 20-3: Anti-Icing Air Valve (S76 A)

March 2013
Anti-Ice Valve De-energized
When the solenoid is de-energized, a small amount of compressor bleed air is allowed to vent overboard
which compresses the internal spring within the anti-ice valve. When the spring is compressed, bleed air is
allowed to pass into the anti-ice inlet ports on the compressor front support.
COMPRESSOR
DISCHARGE AIR
VENTED AIR ALLOWS ANTI-ICE
VALVE TO OPEN
DIFFUSOR SCROLL
ANTI-ICE VALVE
(SHOWN OPEN)
VENT TO
ATMOSPHERE
(WHEN DE-ENERGIZED)
AI
CONT
OFF
ON
ANTI-ICE
ANTI-ICE SOLENOID
CONTROL SWITCH
DC PRIMARY BUS
(#1 ENG: #1 DC PRI
#2 ENG: #2 DC PRI)
Figure 20-4: Anti-Ice Valve De-energized

March 2013
Anti-Ice Valve Energized

When the solenoid is energized the vent is blocked. The compressor discharge pressure and spring tension
hold the anti-ice valve closed, thus preventing hot compressor air from reaching the engine air inlet.
COMPRESSOR
DISCHARGE AIR
BACK PRESSURE AND
SPRING TENSION CAUSE
VALVE TO CLOSE
DIFFUSOR SCROLL
ANTI-ICE VALVE
(CLOSED)
VENT
BLOCKED
AI
CONT
OFF
ON
ANTI-ICE
ANTI-ICE SOLENOID
CONTROL SWITCH
DC PRIMARY BUS
(#1 ENG: #1 DC PRI
#2 ENG: #2 DC PRI)
Figure 20-5: Anti-Ice Valve Energized
Inlet Guide Vanes

Compressor discharge air is routed from the compressor diffuser scroll through the solenoid operated anti-
guide vanes. A portion of the air discharges from the vane trailing edges, while the remained is discharged
from four holes in the forward end of the front bearing support.
INLET GUIDE
VANES
FRONT
BEARING
SUPPORT
Figure 20-6: Inlet Guide Vanes

March 2013
Anti-Ice System”ON” (De-energized) (S76 A)
COMPRESSOR
DISCHARGE AIR
DIFFUSOR SCROLL
ANTI-ICE
AIR OUTLET
ANTI-ICE VALVE
(SHOWN OPEN)
ANTI-ICE COMPRESSOR
AIR OUTLET FRONT SUPPORT
ANTI-ICE
AIR OUTLET VENT TO ATMOSPHERE
(WHEN DE-ENERGIZED)
AI
CONT
OFF
ON
ANTI-ICE
ANTI-ICE SOLENOID
CONTROL SWITCH
DC PRIMARY BUS
(#1 ENG: #1 DC PRI
#2 ENG: #2 DC PRI)

March 2013
Anti-Icing Air Valve (S76 A+/A++/C/C+/C++)
valve is de-energized, hot bleed air from the compressor is allowed to enter the double-skinned air duct,
which heats the inlet area of the engine.
ANTI-ICE
AIR VALVE
ANTI-ICE
AIR DUCT
Figure 20-7: Anti-Icing Air Valve (S76 A+/A++/C/C+/C++)
ANIT-ICE VALVE
(ENERGIZED/CLOSED)
ENGINE ANTI-ICE
PRESSURE SWITCH
ENGINE AIR
RESTRICTOR INLET
SYSTEM “OFF”
ANIT-ICE VALVE
(DEENERGIZED/OPEN)
ENGINE ANTI-ICE
PRESSURE SWITCH
ENGINE AIR
RESTRICTOR
INLET
SYSTEM “ON”
Figure 20-8: Anti-Ice Air Valve Diagram

March 2013
20-10
NON-IIDS
AI DC PRIMARY BUS
CONT (#1 ENG: #1 DC PRI
OFF #2 ENG: #2 DC PRI)
IIDS
ON DC ESSENTIAL BUS
ANTI-ICE
CONTROL
SWITCH
ENGINE ANTI-ICE
PRESSURE SWITCH
INTAKE
DUCT
BLEED
AIR

ANTI-ICE
SLEEVE ANTI-ICING
SOLENOID
VALVE
TRANSVERSE
FIREWALL
Engine Anti-Ice System “ON” (De-energized) (S76 A+/A++/C/C+/C++)
March 2013
Sikorsky S76
Engine Anti-Ice Pressure Switch

S76 A
S76 A+/A++/C/C+/C++
adjacent to the anti-ice valve.

When the engine anti-ice pressure switch senses 3 psi of compressor bleed air pressure, the switch activates
the green engine anti-ice advisory capsules on the caution panel (Non-IIDS) or performance display (IIDS).
ENGINE
ANTI-ICE
PRESSURE
SWITCH
Figure 20-9: Engine Anti-Ice Pressure Switch (S76 A+/A++/C/C+/C++ )

March 2013
Engine Anti-Ice Pressure Switch
NO. 2 ENG
AI CONT
OFF
2
AMP ON
NO. 2 DC PRI (NON-IIDS)
DC ESSENTIAL BUS (IIDS) NO.2 ENGINE
ANTI-ICE VALVE
ENG
NO. 2 ENG ANTI-ICE
AI ADVSY NO.2 OFF
#2 ENG
2 ON ANTI-ICE
AMP
>3 ± 0.5
DC ESSENTIAL BUS MASTER SWITCH PANEL PSI
#2 ENG
ANTI-ICE ON
NO.2 ENGINE ANTI-ICE

PRESSURE SWITCH
ANTI-ICE SWITCH “ON” - PRESSURE >3 PSI
NO. 2 ENG
AI CONT
OFF
2
AMP ON
NO. 2 DC PRI (NON-IIDS)
DC ESSENTIAL BUS (IIDS) NO.2 ENGINE
ANTI-ICE VALVE
ENG
NO. 2 ENG ANTI-ICE
AI ADVSY NO.2 OFF
#2 ENG
2 ON ANTI-ICE
AMP
<2 PSI
DC ESSENTIAL BUS MASTER SWITCH PANEL
#2 ENG
ANTI-ICE ON
NO.2 ENGINE ANTI-ICE

PRESSURE SWITCH
ANTI-ICE SWITCH “ON” - PRESSURE <2 PSI
(#2 SYSTEM SHOWN, #1 SYSTEM OPERATES IDENTICALLY)

March 2013
The #1 and #2 ENG ANTI-ICE ON advisory capsules will go on whenever the corresponding ENG ANTI-ICE
switch is ON and the system is operating.
The #1 and #2 ENG ANTI-ICE caution capsules will go on when an engine anti-ice pressure switch does not
sense air pressure (air valve not fully open) when the corresponding ENG ANTI-ICE switch is ON.
Both the advisory capsule and caution capsule will go on when an engine anti-ice pressure switch senses air
pressure (valve does not fully close) when the corresponding ENG ANTI-ICE switch is OFF.
The #1 and #2 ENG ANTI-ICE ON advisory capsule will go on whenever the corresponding engine anti-ice
system is operating, regardless of the control switch position.
28 VDC for the #1 ENG ANTI-ICE ON advisory capsule is supplied by the DC essential bus via the No.1 ENG
A-I ADVSY circuit breaker through No.1 engine anti-ice pressure switch.
28 VDC for the #2 ENG ANTI-ICE ON advisory capsule is supplied by the DC essential bus via the No.2 ENG
A-I ADVSY circuit breaker through the No.2 engine anti-ice pressure switch.
NON-IIDS: 28 VDC for the No.1 system control is supplied by the No.1 DC primary bus via the No.1 ENG AI
CONT circuit breaker.
NON-IIDS: 28 VDC for the No.2 system control is supplied by the No.2 DC primary bus via the No.2 ENG AI
CONT circuit breaker.
IIDS: 28 VDC for the No.1 and No.2 system control is provided by the DC essential bus via the No.1 and No.2
ENG AI CONT circuit breakers.
Engine Anti-Ice Operation

S76 A
The anti-icing air line, connected to the compressor diffuser scroll, carries hot air forward and into the hollow
compressor inlet guide vanes. The system is controlled by the Anti-ice solenoid valve which controls the
engine anti-ice valve. The solenoid valve is normally open, permitting anti-icing if an electrical malfunction
occurs, and must be energized electrically to close. T5 will increase approximately 10°C when the anti-ice
system is in use. The system for the No.1 engine operates from the No.1 DC primary bus and is protected
by a circuit breaker marked No.1 ENG AI CONT. The system for the No.2 engine operates from the No.2 DC
primary bus and is protected by a circuit breaker marked No.2 ENG AI CONT.
S76 A+/A++/C/C+/C++
Hot compressor discharge air is used for anti-ice protection of the air sleeve between the bellmouth and the
engine air intake. An anti-icing air tube connected to the compressor section carries hot air forward and into
the double skin air sleeve. The system is controlled by an electro-pneumatic valve and is on when engine
anti-ice is selected ON. The electro-pneumatic valve is normally open, permitting anti-icing if an electrical
malfunction occurs, and must be energized electrically to close. T5 will increase approximately 10°C when
the anti-ice system is in use.
NON-IIDS
The system for the No.1 engine operates from the No.1 DC primary bus and is protected by a circuit breaker
marked N0.1 ENG AI CONT. The system for the No.2 engine operates from the No.2 DC primary bus and is
protected by a circuit breaker marked No.2 ENG AI CONT.
IIDS
The system for the No.1 and No.2 engine is powered by the DC essential bus via the No.1 and No.2 ENG AI
CONT circuit breakers.

March 2013
Snow Protection Kit
If it is anticipated that the helicopter may be operated in an area where blowing snow may occur, a snow
protection kit may be installed to prevent the buildup of ice and snow around the engine inlet heater (bellmouth)
engine bellmouth. These elements are normally powered from the primary DC power system when both DC
generators are on the line. If either DC generator fails, the system is automatically powered from the AC
generator. On snow protection equipped aircraft, the AC generator will be maintained following engine failure
if engine anti-ice has been selected ON.
The snow protection kit operates in conjunction with the engine anti-ice bleed-air system, using the same
anti-ice switches on the master switch panel and the same engine anti-ice caution capsules on the caution
panel (Non-IIDS) or engine and composite displays (IIDS). Placing the engine anti-ice switches in the ON
and bellmouth.
Figure 20-10: Snow Protection Kit (S76 A+/A++/C/C+ Shown, S76 A System Similar)

March 2013
If #1 and #2 ENG ANTI-ICE caution lights do not go on, there is either a snow protection system malfunction
or the ambient air temperature is too warm (about 18°C OAT) to permit a valid check of the snow protection
system.
A control unit monitors sensors in the heating elements to automatically control their temperature. A failure of
an inlet heater system is indicated by the respective engine anti-ice caution light.
the surface adhesion when impacted by snow particles.
NO. 2
ENGINE
SHIELD
NO. 1
THERMAL ENGINE
SWITCHES
17.8°C (64.0°F)
P703/J703
P762/J762
SHIELD
ENGINE INLET P701/J701

HEATER
FIREWALL P761/J761
ENGINE
HEATER
INLET
HEATER
THERMAL SWITCHES
17.8°C (64.0°F)
Figure 20-11: Snow Protection Kit (S76 A+/A++/C/C+ Shown, S76 A System Similar)

March 2013
ConaFngogs IinFaFon wFaSc (76 A)
Snow kit Installation on the S76 A includes a continuous ignition switch. The continuous ignition switch is
utilized to provide a continuous engine ignition capability. The switch allows the pilot to select continuous
ignition for takeoff, climb, and landing in blowing snow conditions. The switch function is interlocked through
the engine quadrant switches such that continuous ignition is disabled when the engine lever is OFF.
ENGINE
ANTI-ICE
PRESSURE
SWITCH
Figure 20-12: Continuous Ignition Switch S76 A

March 2013
Coeponrnas
Pallet
A pallet is installed on the right side of the electrical compartment between stations 255 and 272. The
pallet serves as a mounting surface for the (snow protection kit) controllers, contactors, relays, diodes, and
transformers.
CONTACTOR DIODE
K46 CR83
CONTACTOR
DIODE RELAY
K45
RELAY CR112 K49 RELAY
K51 K50
CONTACTOR RELAY
K47 K88
DIODE
CR84
DIODE
CONTACTOR CR113
K48
P3002/J3002
P3001/J3001
7
PALLET 1
2
3
4
5
CONTROLLER
6
7
8
NO. 1 ENGINE
9
TRANSFORMER T3
10
11
12
NO. 2 ENGINE
TRANSFORMER T4
TERMINAL
BOARD TB7
P3004K
(P3004 ON HELICOPTERS 0375-0418)
P3005K
(P3005 ON HELICOPTERS 0375-0418)
Figure 20-13: Pallet

March 2013
Snow Shields
SHIELD
SHIELD
ENGINE
FORWARD
TRANSVERSE
FIREWALL
Figure 20-14: Snow Shields

March 2013
Engine Inlet Heater
and thermal switch is bonded to the inside surface of each metal engine inlet heater ring. The thermal switch
thermal switches electrically control signals through the Integrated Instrument Display System Remote Data
Acquisition Unit (IIDS RDAU) to the 1 or 2 ANT-ICE caution on the IIDS engine display. On helicopters
without IIDS, the thermal switches electrically control signals to the #1 or #2 ENG ANTI-ICE caution light on
the caution/advisory panel.
ENGINE
INLET
HEATER
ELECTRICAL
CONNECTOR
Figure 20-15: Engine Inlet Heater

March 2013
Firewall Heater Blanket
of a black conductive polyurethane coating applied over a non-conductive coating with thermoelectric heating
elements, temperature sensors, and a thermal switch embedded in it. The high- and low-temperature sensors
inlet heater. These thermal switches electrically control signals through the Integrated Instrument Display
System Remote Data Acquisition Unit (IIDS RDAU) to the 1 or 2 ANTI-ICE caution on the IIDS engine
display. On helicopters without IIDS, the thermal switches electrically control signals to the #1 or #2 ENG
ANTI-ICE caution light on the caution/advisory panel.
THERMAL
SWITCHES
17.8°C (64.0°F)
ENGINE INLET
HEATER
FIREWALL
HEATER
ENGINE
INLET
HEATER
THERMAL SWITCHES
17.8°C (64.0°F)
Figure 20-16: Firewall Heater Blanket

March 2013
OprumaFon
The snow protection kit may be operated from three different power sources. When the helicopter is on the
ground, the system may be operated with external power connected. When EXT POWER switch is placed on,
the external power contactor in the DC junction box energizes and supplies 28 VDC to energize both system
control contactors on the pallet in the electrical compartment. With the contactors energized, either engine
snow protection system may be operated by placing either ENG ANTI-ICE No.1 or No.2 switch ON. During
generator is normally disconnected from its loads through the use of the No.1 or No.2 engine AC generator
interlock relay. However, placing the ENG ANTI-ICE No.1 or No.2 switch ON supplies 28 VDC to the solenoid
of the AC generator/engine out interlock override relay, causing it to energize and connect the AC generator
to its loads.
Single-phase, 115 VAC backup power is supplied by the AC generator to each of the two step-down
transformers mounted on the pallet. If either DC generator fails or is turned off, the step down transformers
supply 29 VAC power for continued system operation.
When the system is initially turned on, (when the OAT is below 15°C) both the #1 and #2 ENGINE ANTI-ICE
ON advisory capsules and the #1 and #2 ENGINE ANTI-ICE caution capsules will illuminate. Thermal
switches located in the Firewall heater blankets of each engine inlet control the #1 and #2 ENGINE ANTI-ICE
ON caution capsules.
When the temperature of each heater blanket reaches 17.8°C (64.0°F), which may take up to three minutes,
blanket heater fail, the affected system will no longer function. When the temperature of the unit cools to
below 17.8°C (64.0°F), the corresponding ENG ANTI-ICE ON caution capsule will illuminate.
The snow kit heats in cycles. If the temperature of the blanket is less than 24-31°C (76-89°F), the resistance of
the low temperature sensor will be low enough to electrically energize the heater control circuit in the controller.
When the blanket reaches a temperature of 36-43°C (96-110°F), the resistance of the low temperature sensor
will be high enough to de-energize the heater control circuit. When the blanket’s temperature decreases to
24-31°C (76-89°F), the cycle will be repeated.
turn off temperature of 36° to 43°C (96° to 110°F) and continues to heat up to a temperature of 48° to 51°C
(118° to 124°F), the resistance of the high-temperature sensor will be high enough to energize the over-
temperature protection circuit in the controller. The over-temperature protection circuit removes electrical
power from the heater and illuminates the ENG ANTI-ICE caution capsule. The caution capsule will remain
illuminated until the temperature falls below 18° ± 2°C (64±4°F)
On helicopters with an air conditioning system installed, an electrical interlock is made between the engine
anti-ice system with snow protection kit and the air conditioning system. Placing either the ENG ANTI-ICE
No.1 or No.2 switch to ON will render the air conditioning system inoperable.

March 2013
Anti-Ice/Snow Kit Logic
ENG ANTI-ICE ANTI-ICE Caution Anti-Ice Advisiory

System Status
Switch Position Annunciator (Amber) Annunciator (Green)
Bleed air is detected in the
OFF Illuminated Illuminated
anti-ice system.
Anti-ice and snow protection
ON Extinguished Illuminated kit systems are functioning
normally.
No bleed air is in the anti-ice
system or simultaneously
ON Illuminated Extinguished
failure of anti-ice bleed air and
snow protection kit inlet heater.
System just initiated and not
up to temperature, or failure
ON Illuminated Illuminated
of the snow protection kit inlet
heater.
now KFa gnSaFon CcrSk

Functional Check – Snow Protection Kit P/N 76076-30008-011 or 012 (S76 A/A+/A++)
snow is anticipated. It is to be done with both engines running, both DC generators and the AC generator
operating.
1. No.1 and No.2 engine anti-ice switches ON. Check that No.1 and No.2 ANTI-ICE caution lights and
No.1 and No.2 ANTI-ICE advisory lights go on.
OTT: If No.1 and No.2 ANTI-ICE caution lights do not go on, there is either a snow protection
system malfunction or the ambient air temperature is too warm (about 18 °C OAT) to permit
a valid check of the snow protection system.
2. Check that the No.1 and No.2 ANTI-ICE caution lights go off within 2 minutes and remain off, and that the
No.1 and No.2 ANTI-ICE advisory lights remain on.
3. Converter circuit breaker on auxiliary circuit breaker panel, or ENGINE #1 and ENGINE #2 INLET ANTI-ICE
10 Amp AC circuit breakers (depending upon installation) - Pull.
4. No.1 generator switch - OFF. Check that No.1 and No.2 ANTI-ICE caution lights go on within 4 minutes,
and that No.1 and No.2 ANTI-ICE advisory lights remain on.
OTT: In case of failure of the snow protection kit in actual snow conditions, the caution lights will
go on in a considerably shorter period of time.
5. No.1 generator switch - ON. Check that No.1 and No.2 ANTI-ICE caution lights go off within 2 minutes.
and that No. 1 and No. 2 ANTI-ICE advisory lights remain on.
7. Reset converter or ENGINE #1 and ENGINE #2 INLET ANTI-ICE 10 Amp AC circuit breakers (Depending
upon installation). Check that No.1 and No.2 ANTI-ICE caution lights go off within 2 minutes.
8. No.2 generator switch - ON.

March 2013
gnSaFonml CcrSk – now PuoarSaFon KFa P/ 76076-30008-013 (76 C/C+)
snow is anticipated. It is to be done with both engines running, both DC generators and the AC generator
operating.
1. No.1 and No.2 engine anti-ice switches - ON. Check that No.1 and No.2 ANTI-ICE caution lights and
No.1 and No.2 ANTI-ICE advisory lights go on.
OTT: If No.1 and No.2 ANTI-ICE caution lights do not go on, there is either a snow protection
system malfunction or the ambient air temperature is too warm (about 18 °C OAT) to permit
a valid check of the snow protection system.
2. Check that the No. 1 and No. 2 ANTI-ICE caution lights go off within 2 minutes and remain off, and that the
No.1 and No.2 ANTI-ICE advisory lights remain on.
3. Engine ANTI-ICE, No.1 and No.2 AC circuit breakers (monitor bus) - Pull.
OTT: In case of failure of the snow protection kit in actual snow conditions, the caution lights will
go on in a considerably shorter period of time.
5. No.1 generator switch - ON. Check that No.1 and No.2 ANTI-ICE caution lights go off within 2 minutes.
7. Reset engine ANTI-ICE, No.1 and No.2 circuit breakers. Check that No.1 and No.2 ANTI-ICE caution lights
go off within 2 minutes.
8. No.2 generator switch - ON.

March 2013
the S76 A+/A++/C/C+.
Figure 20-17:
Filter elements are comprised of a specially formulated polymerized oil suspended by a pleated wire cloth
are serviced by cleaning and re-oiling at regular intervals, or as required, based on engine performance loss
or by a visual determination that engine performance could be adversely affected prior to the next scheduled
servicing interval.
Figure 20-18:

March 2013
transducers and a cockpit display. Differential pressure transducers (one for each engine), located in the
MOUNTING
BRACKET
PRESSURE
TRANSDUCER
TRANSDUCER FIREWALL ((REF)

FILTER
UP
FILTER MAINTENANCE MONITOR
(COCKPIT INDICATOR) LOW
PRESSURE
HOSE
FWD
ENGINE
BELIMOUTH (REF)
INLET ADAPTER BASE
MAIN (FILTER)
ELEMENT
ENGINE WASH
HOSE
FRONT (FILTER)
ELEMENT
ENGINE WASH
TUBE
Figure 20-19:

March 2013
PRESSURE TRANSDUCER
AMBIENT PORT
VACUUM PORT
Figure 20-20: Differential Pressure Transducer
Filter blockage level is continuously monitored and displayed in the cockpit via the Filter Maintenance Monitor
represents a pressure of 1.5 in-H2O (0.542 VDC) for the S76 C+/C++ monitor or 1.0 in-H2O (0.361 VDC) for
the S76 A+/A++/C monitor. Increasing pressure drop is displayed from the bottom up.
has exceeded the following:

Advisory S76 C+/C++ Monitor S76 A+/A++/C Monitor
"CHECK" 4.5 in-H2O 3.0 in-H2O
"MAINT" 9.0 in-H2O 6.0 in-H2O
"CAUT" 13.5 in-H2O 9.0 in-H2O

March 2013
These advisory indications are magnetically latched and will be retained, even without electrical power,
until reset. Corresponding aircraft IIDS or FDC Caution/Advisory Light and Master Caution indications also
illuminate.
Figure 20-21: IIDS or FDC Caution/Advisory Light and Master Caution indications

March 2013
Barrier Filter Maintenance Monitor Display
S76 C+/C++ S76 A/A++/C

LED Segment No. Monitor Advisory
2
0) 2
0)
10 CAUT 15.0 10.0
9 CAUT 13.5 9.0
8 MAINT 12.0 8.0
7 MAINT 10.5 7.0
6 MAINT 9.0 6.0
5 CHECK 7.5 5.0
4 CHECK 6.0 4.0
3 CHECK 4.5 3.0
2 - 3.0 2.0
1 - 1.5 1.0
(No Segment) - 0.0 0.0
Green: (Bar segments 1 thru 5) Safe: When the third green bar segment illuminates, the Green “CHECK”
advisory indication will illuminate, and latch until reset. This alerts an increasing level of blockage and to
Amber (Bar Segments 6 thru 10):

AAUIIO
When the fourth amber bar segment illuminates, the amber “CAUT” advisory indication will illuminate and
latch until reset. IIDS amber messages (IIDS) or caution/advisory light (Non-IIDS) and the master caution
light also illuminate.
OTT: If either of the pressure transducers become disconnected (possibly though an engine area
maintenance action, shorted cable, or other means), the Filter Maintenance Monitor amber
“MAINT” advisory indication will illuminate, and cannot be reset before wiring is corrected.
These advisory indications are magnetically latched and will be retained, even without electrical power,
until reset. Corresponding aircraft IIDS or FDC caution/advisory light and master caution indications also
illuminate.

March 2013
pressure to the differential pressure transducers. Depressing the TEST button will light all LED segment and
advisory indicators.
Releasing the TEST button will clear all LED bar segments but not the advisory indicators, which can only be
cleared by pressing and holding the RESET button for at least 5 seconds.
Figure 20-22: Barrier Filter
General Engine Barrier Filter System Limits

AAUIIO
Engine operations with the Barrier Filters not installed is prohibited.
OTT:
blockage and is not a direct indication of available engine power. A power assurance check
is the only means by which to ensure the availability of engine power necessary to meet the
performance data in the applicable Rotorcraft Flight Manual.
condition per maintenance manual supplement.

With the Engine Barrier Filter System installed, Snow Protection Kit, Sikorsky P/N 76076-30008-012, is
Flight Limits
-25°C (instead of -34.4°C).

Flight into a falling or blowing snow condition is prohibited with a faulted Maintenance Monitor
(i.e. non-resetable “MAINT” annunciator) or with a “CAUT” Filter Maintenance Monitor annunciator
illuminated. If the “CAUT” annunciator illuminates (“BAR FLTR” caution and MASTER CAUTION light
will also be illuminated) while hovering or transitioning through a blowing or recirculating snow condition
(white out) exit the condition immediately or land as soon as practicable.

March 2013
Weight Limits
Cmariouy 'A' OprumaFons (A/A+/A++/C)
With Anti-Ice ON, reduce the Category 'A' maximum takeoff and landing gross weight determined from the
Catagory A
Maximum GW
OAT (°C)
Reduction (lbs)
Anti-Ice ON
-34.4 170
-30 160
-20 100
-10 40
With Anti-Ice ON, reduce the Category B maximum takeoff and landing gross weight determined from the
Catagory A
Maximum GW
OAT (°C)
Reduction (lbs)
Anti-Ice ON
-34.4 300
-30 300
-20 200
-10 75
0 50
Prior to Flight
OTT: The Engine Barrier Filter System’s Filter Maintenance Monitor “CHECK”, “MAINT”,
that required maintenance has been performed before resetting the annunciators.
operations permitted if %N1 or % Power margin results of current power assurance procedure are at least
zero (refer to appropriate S76 A+/A++/C Flight Manual/Supplement for applicable procedure and charts).
OTT:
performed per the procedures in the basic Rotorcraft Flight Manual.
Takeoff

March 2013
Pitot-Static Heating System

The pitot-static heating system is an electrically operated system designed to prevent ice from forming on the
pitot tubes and static ports. The system also removes moisture from the pitot tubes.

The pitot-static heating system is controlled by cockpit PILOT and CO-PILOT PITOT HEAT switches located
on the pilot’s overhead switch panel or on the master switch panel. The switches have ON and OFF positions.
PILOT and CPLT PITOT HEAT caution capsules indicate a system malfunction.
Figure 20-23: Pitot Heat Switches

March 2013
Coeponrnas
Pitot Tube Heater
The pitot static tubes are located on the nosed dome forward of the cockpit and contain heating elements
that electrically prevent ice formation. The pilot's system is connected to the DC essential bus by two circuit
breakers marked PLT PITOT HTR PWR-WARN. The copilot's system is connected to the No.1 DC primary
bus by circuit breakers marked CPLT PITOT HTR PWR-WARN.
PITOT TUBE
STATIC PORTS
PITOT TUBE
RAM AIR
INTAKE
Figure 20-24: Pitot Tube
Heated Tail Cone Static Ports

NON-IIDS: Separate static systems for the pilot’s and copilot’s instruments provide static pressures to the
altimeters, VSI, and airspeed indicators. The static ports are heated on DAFCS aircraft. The heating system
is controlled by the PITOT HEAT switches. The right side ports are connected to the #2 DC primary bus by
the PLT HTR STATIC circuit breaker. The left side ports are connected to the No.1 DC primary bus by the
CPLT HTR STATIC circuit breaker.

March 2013
IIDS: Two sets of static ports are located on the tail cone of the helicopter. The two aft ports (left and right)
provide static pressure to the standby altimeter and the IIDS RDAU. The aft ports are heated with power from
the No.1 DC primary bus through a circuit breaker marked CPLT HTR STATIC. Heating control is provided by
the No.1 pitot heat switch on the pilot’s lower overhead switch panel.
The two forward ports (left and right) are provided for future use. The forward ports are heated with power
from the No.2 DC primary bus through a circuit breaker marked PLT HTR STATIC. Heating control is provided
by the No.2 pitot heat switch on the pilot’s lower overhead switch panel.
Figure 20-25: Heated Tail Cone Static Ports
Operation
AAUIIO
prevent damage to the system.
Prior to takeoff, with OAT less than 2°C and visible moisture, turn on the PITOT HEAT switches. After landing,
the PITOT HEAT switches should be turned off so that they do not present a hazard to ground personnel.
Malfunctions
With either PITOT HEAT switch in the ON position, failure of either pitot-static heater will be indicated
by illumination of the respective caution capsule. Normal operation is indicated by an advisory light in
IIDS-equipped aircraft. Non-IIDS aircrafts do not have an advisory indication.

March 2013
20-34
CPLT STATIC
PORT HTR
4
AMP
X2
PITOT HEAT X1
CPLT PITOT COPILOT SWITCH A1
HTR PWR S11/MS A2
NO. 1 5 6
10
DC PRI AMP A3
BUS OFF
COPILOT STATIC PORT PILOT STATIC
CPLT PITOT HEATER RELAY
ON PORT HEATER
HTR WARN K1/MS
2 2 RIGHT
3
AMP FORWARD
TAILCONE
COPILOT STATIC
CPLT PITOT 7 6 PORT HEATER
HEAT RIGHT
1 AFT
TUBE HEATER (LEFT) TAILCONE
STATIC TUBE 8
1
HEATER WARN
2
RELAY K33
Pitot Heat System – Non-IIDS
8
STATIC TUBE 1 PILOT STATIC
1
HEATER WARN 2 PORT HEATER
RELAY K32
LEFT
PLT PITOT 7 6 TUBE HEATER (RIGHT) FORWARD
HEAT TAILCONE

CAUTION/ADVISORY COPILOT STATIC
PANEL PORT HEATER
PLT PITOT
HTR WARN LEFT
2 2 AFT
3
AMP TAILCONE
DC PILOT STATIC PORT
ESNTL PLT PITOT HEATER RELAY
BUS HTR PWR 6 K2/MS A3
10 5
A2
AMP
PITOT HEAT A1
PILOT SWITCH X1
PLT STATIC S12/MS X2
NO. 2 PORT HTR
DC PRI 4
AMP
BUS
PILOT LOWER MASTER SWITCH PANEL
March 2013
Sikorsky S76
March 2013
Sikorsky S76
CPLT STATIC
PORT HTR
4
AMP
X2
PITOT HEAT X1
CPLT PITOT COPILOT SWITCH A1
HTR PWR S11
NO. 1 A2
10 5 6
DC PRI AMP A3
BUS OFF
CPLT PITOT COPILOT STATIC PORT PILOT STATIC
HTR WARN HEATER RELAY PORT HEATER
ON
2 K1
2 3 RIGHT
AMP FORWARD
TAILCONE
COPILOT STATIC
Pitot Heat System – IIDS
7 6 PORT HEATER
CPLT PITOT
COPILOT RIGHT
DISPLAY UNIT 1 AFT
TUBE HEATER (LEFT) TAILCONE
STATIC TUBE 8
1
HEATER WARN
2
RELAY K33
8
STATIC TUBE 1 PILOT STATIC
HEATER WARN 1
2 PORT HEATER
RELAY K32
LEFT
7 6 TUBE HEATER (RIGHT) FORWARD
PLT PITOT
TAILCONE
PILOT
DISPLAY UNIT

INTEGRATED INSTRUMENT COPILOT STATIC
DISPLAY SYSTEM PORT HEATER
PLT PITOT
HTR WARN 31-60-00
LEFT
2 2 AFT
3
AMP TAILCONE
DC PILOT STATIC PORT
ESNTL PLT PITOT
HEATER RELAY
BUS HTR PWR
6 K2 A3
10 5
A2
AMP
PITOT HEAT A1
PILOT SWITCH X1
PLT STATIC S12 X2
PORT HTR
NO. 2
DC PRI 4
AMP
BUS
PILOT LOWER OVERHEAD SWITCH PANEL

20-35
Windshield Heat System
An electrically operated windshield heat system may be installed on aircraft with glass windshields. The AC
generator powers the system via the AC monitor bus.

Switches
The pilot’s and copilot’s windshields are heated by separate systems controlled with the WINDSHIELD
HEAT switches on the master switch panel or pilot’s overhead switch panel. Later aircraft have a single
switch with CPLT-OFF-BOTH positions. With this switch, either the copilot’s windshield or both windshields
can be heated. The pilot’s windshield cannot be heated individually.
When the WINDSHIELD HEAT switches are placed in the ON position, or CPLT, or BOTH, 28 VDC from the
No.1 or No.2 DC primary bus is supplied to the proper controller via the WSHLD HTR CONT circuit breaker.
Figure 20-26: Windshield Heat Switches
Indicators
On helicopters serial number 0303 and subsequent that are equipped with IIDS, a green W/S HEAT ON
advisory illuminates on the performance display when the windshield heat system is operating. On helicopters
prior to serial number 0303 or not equipped with IIDS, there are no advisory lights to inform the pilot when
the system is operating.
A WINDSHIELD HOT caution light (Non-IIDS) or W/S HEAT HOT caution capsule (IIDS) will illuminate
whenever the windshield temperature sensor exceeds 58°C (135°F).
Controllers
The pilot and copilot windshield systems have separate temperature controllers that cycle the system on and
on and off to limit the temperature range from 24°C (76°F) to 43°C (110°F) and monitor the windshield
temperatures for overheat protection.
The controllers allow 3-phase AC power from the monitor bus to heat the windshields. The pilot’s system
pilot’s system off, power is then supplied to the copilot’s circuit.

March 2013
Windshields
Each windshield panel is constructed from one outer ply of glass, one inner ply of transparent plastic or glass,
laminated together with an interlayer. An electrically conductive coating is used on the inside of the outer
a temperature control sensor, and an over-temperature control sensor. Electrical terminal blocks are at the
upper corners of each windshield panel for connection to system wiring. Temperature sensors embedded
in the windshield panel feed an input signal to the temperature controllers that cycle the system on and
off, maintaining the temperature at predetermined levels. The system is designed so that heat to the pilot
windshield is provided before the copilot windshield can be heated.
WINDSHIELD HEAT
ELECTRICAL TERMINAL BLOCKS
Figure 20-27: Windshields
Figure 20-28: Temperature Sensor

March 2013
AC MONITOR NO. 2 NO. 1 AC MONITOR
BUS DC PRIMARY DC PRIMARY BUS
A B C C B A
15 PLT WSHLD 2 2 WSHLD 15 CPLT WSHLD
WSHLD
AMP HTR PWR AMP AMP HTR CONT AMP HTR PWR
HTR CONT
PLT HT
CPLT HT
OFF
OFF
ON
ON
W/S HEAT HOT DATA BUS IIDS
OR
K2 IF SENSOR TEMP K1
<58° C (135° F)
WINDSHIELD (NON-IIDS)
HOT
HEAT SENSOR
HEAT SENSOR
AC POWER
AC POWER
PILOT WINDSHIELD COPILOT WINDSHIELD

HEAT CONTROLLER HEAT CONTROLLER

March 2013
OprumaFon
To operate the system, the AC Generator must be on. When the windshield heater switch is placed to ON,
COPILOT, or BOTH (Depending upon installation), three-phase AC electrical power for the heating elements
is supplied the No.1 and No.2 AC monitor bus at 115 V, 400 Hz through the AC generator contactor, current
limiters, and the PLT WSHLD HTR PWR and CPLT WSHLD HTR PWR breakers, respectively.
The pilot relay K2 is energized when the windshield temperature is in the range of 24° to 31°C (76° to 89°F),
allowing three-phase AC power to heat the pilot windshield. The relay is de-energized when the windshield
temperature reaches an operating range of 36° to 43°C (96° to 110°F). This allows 28 VDC from the copilot
controller through the de-energized relay K2 to the copilot relay K1, closing contacts and allowing three-
phase AC power to heat the copilot windshield. The pilot windshield has priority over the copilot windshield.
If the pilot windshield temperature never reaches its operating range limit, the controller may prevent current
from reaching the copilot windshield.
During a malfunction, a separate over-temp circuit will de-energize the relay when the resistance of the
over-temperature sensor is over 343 ohms. The over-temp circuit also provides a signal to illuminate the
WINDSHIELD HOT caution light (Non-IIDS) or W/S HEAT HOT amber legend on the IIDS displays. Also, in
case of short or open circuits in either temperature sensor, the controller shall de-energize the relay.
Malfunctions
Windshield Hot Caution Light
The W/S HEAT HOT caution light goes on when either the pilot or copilot's windshield exceeds
58°C (135°F). The system should be turned off to prevent overheat damage to the windshield. If required, the
half. If the caution light remains on after the windshield heater switches are turned off, the electrical contactors
may have welded. The windshield power circuit breakers should be pulled in this case.
Symptom:
W/S HEAT HOT caution light on.
Action:
Pilot and copilot windshield heater switches - OFF.
Check:
W/S HEAT HOT caution light - OFF.
If the caution light does not go off, pull the PLT and CPLT WSHLD HTR PWR circuit breakers on the
AC MON BUS panel.
Figure 20-29: Windshield Heat CB's

March 2013
If the heated windshield is required and the power circuit breakers were not pulled, the functional windshield
can be restored as follows:
Action:
Feel center of pilot and copilot's windshield with hand. If one windshield feels distinctly cooler than the
other, turn on the windshield heater switch for the cooler windshield. If the W/S HEAT HOT caution light
returns, turn the switch off and do not attempt to use either windshield heater.
WFndscFrld Drfuosa ysare

The windshield defroster system distributes warm air from the cabin heating system and ventilation systems
to prevent water vapor or ice from forming on the windshield.
A defroster duct, connected to the cockpit heating and ventilation system, dispenses air through canopy
molding section and out through the glareshield defroster ports that are directed at each windshield.
With the basic heating system, heated air is directed to the windshield panels any time that the pilot positions
the HEATER CONTROL switch to ON. With an environmental control system installed, separate knobs are
installed to allow the pilot to control the amount of heating air that is diverted for windshield defrosting.
WINDSHIELD
DEFROST
SYSTEM
GLARE SHIELD CONTROLLER

DEFROSTER
OUTLET PORTS
HEATER CONTROL ENVIRONMENTAL CONTROL

Figure 20-30: Windshield Defrost System

March 2013
Windshield Wiper System

The electrically-operated windshield wiper system consists of a two-speed DC motor, two-converters, two
arm and wiper blade. The wiper blades are operated and returned to the parked position by using the control
switch. In operation, the wiper blades are synchronized. The fast speed of the wiper blades is 160 to 180
strokes-per-minute and slow speed is 100 to 120 strokes-per-minute. Electrical power for the windshield
wiper system is supplied by the DC ESNTL bus at 28 VDC through the WSHLD WIPER circuit breaker, on
the lower circuit breaker panel.
Figure 20-31: Windshield Wiper

March 2013
DrsSuFpaFon mnd OprumaFon
Motor
The DC motor, just below the cockpit canopy windshield, in the electronics compartment, provides power to
operate the windshield wipers. The motor is rated 28 VDC, 6.0 Amp. The motor has an automatic parking
feature that returns the wiper blades to the parked position when turned off. The motor is protected from
overheat by a 149°C (300°F) thermostat.
Converters
A converter is just below the pilot’s and copilot’s windshield, in the electronics compartment, and is
motor to each converter. The converters change the rotary motion of the motor to the oscillating motion
required by the wiper blades. Converter, 76200-01011-102/-103, provides a stroke of about 68°. Converter,
76200-01011-104, provides a stroke of about 60°. The pivot stud, which passes through one of the mounting
holes, supports the end of the guide arm.
The drive arm is attached to the serrated shaft of the converter and is the attachment point for the wiper
blade. The guide arm, connected to the pivot stud and wiper blade, keeps the wiper blade vertical and
governs wiper pattern. Wiper travel is about 68°, or 60°, depending on which converter is installed. Spring
tension of about 4-1/2 lbs against the windshield is obtained by an adjustment screw near the bottom of the
drive arm.
Control Switch
The windshield wiper is controlled by a WINDSHIELD WIPER switch on the master switch panel. The FAST
and SLOW positions control the speed of the wiper blades. When placed OFF, the blades are returned to the
inboard edge of the windshields. Current to the DC motor is discontinued when the switch is placed OFF and
the wipers have travelled to the park position.
AAUIIO
Do not operate the windshield wipers on a dry windshield, doing so will damage the windshield.
OprumaFni LFeFamaFons
Maximum airspeed for windshield wiper operation is 141 KIAS.

March 2013
Windshield Washer System

The electrically-operated windshield washer system consists of a switch marked WINDSHIELD WASHER
on the master switch panel or pilot’s overhead switch panel, a reservoir in the left side of the electronics bay,
a tube to the pump. When the WINDSHIELD WASHER switch is placed ON, the pump will operate. Washer
The windshield wipers may be used for cleaning.

Electrical power for the system is supplied by the DC ESS bus at 28 VDC through the WSHLD WSHR circuit
breaker on the lower circuit breaker panel.
WINDSHIELD
WIPERS
WINDSHIELD
WASHER
RESERVOIR
WINDSHIELD WASHER
PUMP/MOTOR
Figure 20-32: Windshield Washer System
Figure 20-33: Washer Filler

March 2013
DrsSuFpaFon mnd OprumaFon
Pump: The 28 VDC pump, mounted in the electronics bay, provides pressure to operate the windshield
washer. The continuous duty pump, with an output of 0.07 GPM at 7 PSI, is connected to the reservoir by a
Reservoir:
capacity of 2 to 6 U.S. quarts (1.9 to 5.7 lts), depending on its size.

Control Switch: The windshield washer is controlled by WINDSHIELD WASHER momentary switch, on the
master switch panel or pilot’s overhead switch panel. When the switch is placed ON, the pump will operate.
When released, the switch will return to OFF, discontinuing electrical power to the pump.
Figure 20-34: Reservoir for the Washer Fluid
Figure 20-35: Windshield Washer Master Switch Panel

March 2013
Rain Curtain
On helicopters 0501 and subsequent, rain curtains are installed in the forward electronics compartment
(E-Bay) on the left and right sides. These curtains are installed inside of the access covers and help prevent
water intrusion into the electronics compartment. The curtains are made of weather resistant waterproof
cloth. Seal supports are bonded and riveted to the structure at the forward and top edges of each access
are also secured to the structure and shelves with Velcro on the aft side and bottom edges. Each curtain has
a zippered section that can be opened for access to equipment.
OTT:
RAIN
CURTAIN
Figure 20-36: Rain Curtain

March 2013

March 2013
Anti-Ice Caution
Indications
Indication of '1 ANTI-ICE" and/or "2 ANTI-ICE" caution lights in the cockpit.
Actions
With ANTI-ICE Switch ON:
ANTI-ICE" - OFF
- IN
Assume ANTI–ICE failure on that engine
AAUIIO
Anticipate possible ice ingestion on affected engine if icing conditions are encountered.
With ANTI–ICE Switch OFF:

ANTI-ICE" - OFF
ANTI-ICE Switch - Cycle
If Reset of ANTI-ICE valve is not successful:

Plan on slightly reduced power available on affected engine
Pitot Heat Caution

Indications
Indication of "CPLT PITOT" or "PLT PITOT" caution light in the cockpit.
Actions
Pitot heat switch - OFF
Pitot Heater PWR CB - Pull and Reset
Pitot heat switch - ON
If "CPLT PITOT" or "PLT PITOT" reappears:
Seek conditions which do not require pitot heat.

Land As Soon As Practicable

March 2013
Windshield Hot Caution
Indications
Indication of "W/S HEAT HOT" caution light in the cockpit.
Actions
Both windshield heat switches - OFF
W/S HEAT HOT" - OFF
If Windshield heat IS required:

Feel center of each windshield with hand.
If one windshield is distinctly cooler:

Windshield Heat Switch of cooler Windshield - ON
If "W/S HEAT HOT" comes back ON

Windshield heat switch - OFF
If "W/S HEAT HOT" does NOT go OFF

PLT and CPLT WSHLD HTR PWR CBs - PULL
AAUIIO
After pulling Heater PWR CBs, do NOT attempt to use either windshield heater.

March 2013
21
Integrated Instrument
Display System (IIDS)
Contents
Integrated Instrument Display System
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-3
Data Color..................................................................................................................................... 21-3
Data Redundancy ......................................................................................................................... 21-3
Performance Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-4
Power Turbine Inlet Temperature (T5) Indicators .......................................................................... 21-5
Torquemeter (TQ) .......................................................................................................................... 21-6
Triple Tachometer ......................................................................................................................... 21-6
Outside Air Temperature (OAT) .................................................................................................... 21-7
Engine Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-8
Engine Oil Temperature/Pressure Indicators ................................................................................ 21-9
Transmission Oil Temperature/Pressure Indicator ........................................................................ 21-9
Fuel Quantity/Fuel Flow/Totalizer Indicators ................................................................................. 21-9
Hydraulic Pressure Indicators ....................................................................................................... 21-9
Caution/Warning Display .............................................................................................................21-10
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-11
Remote Data Acquisition Unit (RDAU) ........................................................................................21-11
Display Units ................................................................................................................................21-12
System Test and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-13
Press-to-Test ...............................................................................................................................21-13
Soft Keys .....................................................................................................................................21-13
PWR ASSUR Soft Key ................................................................................................................21-14
N1 Test Soft Key ...........................................................................................................................21-15
OEI Soft Key ................................................................................................................................21-16
MAINT Soft Key ...........................................................................................................................21-18
Recall Soft Key ............................................................................................................................21-21
Engine Start Page Soft Key ........................................................................................................21-23
Reversion Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-25
Power Up/Self-Test Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-26
IIDS Failure Page ........................................................................................................................21-27
Composite Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-27

March 2013
One Engine Inoperative (OEI) Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-28
IIDS Fail Indication (Power Up) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-29
IIDS Display Fail. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-29

March 2013
Integrated Instrument Display System (IIDS)
Integrated Instrument Display System
General Description
One Display Unit (DU) is installed in the pilot’s instrument panel, one at the copilot’s instrument panel and a
third in the center instrument panel.
Data Color
Data Redundancy

March 2013
Performance Display
5
)
1
)
Q
)
2
)
)
engine indications on the right.
2 OAT 15° C
T5 BV N1 BV TQ
43
595 586
595 586 52.0
52.0 52.0 55 55 N
N2
2 NR
NR N2
N2
10
10
9 10 110
8 TST
9 100
8
6 90
7 8
70
4
6 7 50 B
R
4 5 2 30 T
2 3
10 D
0 1 0 0 I
M
MENU
Figure 21-1:

March 2013
Power Turbine Inlet Temperature (T5) Indicators

The T5
Gas Generator (N1) Tachometer

1 1
1 1
1 1
that the
1
1
TEST is commanded.

March 2013
Torquemeter (TQ)
Q
Triple Tachometer
2
). The readings
2 2
.

March 2013
Outside Air Temperature (OAT)
Scaling Linearity
to accommodate higher indicated values and limits.
Advisory Display
#1 DECU - MAJOR #2 DECU - MAJOR

P3 / T1 FAULT P3 / T1 FAULT
1 MANUAL / 2 GOVERNS 2 MANUAL / 1 GOVERNS
CAREFUL COLL INPUT CAREFUL COLL INPUT
275 266 0.0 0.0 0 0 O/

S 0 O/
S
BV BV N2 NR N2
10
10
9 10 110
8 100
8 9
6 90
T5 7 N1 8 TQ
70
4
6 7 50
4 5 2 30
2 3
10
0 1 0 0
Figure 21-2:

March 2013
Engine Display
The engine display is located in the center instrument panel. It displays system condition instruments and
AC GEN

22 43 40 63 25 43
8 8
6 6
4 4
HYD 1 9 2 2 6 HYD 2
0 0
650 LBS
Figure 21-3: Engine Display

March 2013
Engine Oil Temperature/Pressure Indicators
Transmission Oil Temperature/Pressure Indicator
pressure on the right. Each column has independent ranging and limit graphics and a digital display. Digital
Fuel Quantity/Fuel Flow/Totalizer Indicators
Hydraulic Pressure Indicators

March 2013
Caution/Warning Display
1 OIL PRESS MGB PRESS 2 OIL PRESS

1 FUEL PRESS ROTOR BRAKE 2 FUEL PRESS
1 SERVO SYS AC GEN 2 SERVO SYS
1 DC GEN BUS TIE OPEN 2 DC GEN
1 INV FAIL 2 INV FAIL
15 0 15 0 16 0
8 8
6 6
4 4
HYD 1 2 2 HYD 2
0 910 LBS 0
Figure 21-4:

March 2013
Components
Remote Data Acquisition Unit (RDAU)
Fuel system
RDAU
Figure 21-5:
drives a dedicated DU.
data, etc.) among the three channels.

March 2013
Display Units
Figure 21-6: Display Units

March 2013
System Test and Operation

Press-to-Test
Soft Keys
1 OIL PRESS MGB PRESS

2 OAT 15° C 1 FUEL PRESS AC GEN
T5 N1 O/ O BUS TIE OPEN
BV BV TQ 1 SERVO SYS
0
S /S
N2 N2 1 DC GEN DAFCS
17 17 0.0 0.0 0 0 NR 1 INV FAIL
ENG 1 OIL MGB OIL
10 °C PSI °C PSI
10 110
9 10 15 0 15 0
8 100
8 9
6 90
8 8 8
7
70
6 6
4
6 7 50 4 4
4 5 2 30 HYD 1 2 2
3
PWR 10 670 LBS
ASSUR N1 TEST OEI MAINT 0
RECALL ELEC STAR
Figure 21-7:
Figure 10-7: Performance Display Menu Figure 10-8: Engine Display

2 OAT 15° C 1 FUEL PRESS AC GEN 2 FUEL PRESS
N1 O/ O BUS TIE OPEN
BV BV TQ 1 SERVO SYS 2 SERVO SYS
0
S /S
N2 N2 1 DC GEN DAFCS 2 DC GEN
0.0 0.0 0 0 NR 1 INV FAIL 2 INV FAIL
10 110
10 15 0 15 0 16 0
8 100
9
6 90
8 8 8
70
6 6
4
7 50 4 4
5 2 30 HYD 1 2 2 HYD 2
3
10 670 LBS 0
N1 TEST OEI MAINT 0
RECALL ELEC START
re 10-7: Performance Display Menu Figure

Figure21-8: Engine Display
10-8: Engine DisplayMenu
Menu
March 2013
PWR ASSUR Soft Key
1 GND PA 2 GND PA
A/I OFF EAPS OFF A/I OFF EAPS OFF
595 585 79.6 79.6 16 16 O/

S 107 O/
S
BV BV N2 NR N2
10
9 10 10 110
8 100
8 9
6 90
T5 7 N1 8 TQ
70
4
6 7 50
4 5 2 30
2 3
10
0 1 0 0
Figure 21-9:
1 1
0
and T0
0
and P0

March 2013
NOTE:
N1 Test Soft Key

1 1 1
1 1
1 1
Figure 21-10: 1
Figure 21-11: 1
2 OAT 15° C
T5 BV N1 BV TQ
35
603 594 52.1 52.1 6 6 N2
NR
N2
10
10
9 10 110
8 100
8 9
6 90
7 8
70
4
6 7 50
4 N1 5TEST 2 30
2 52.1 31 52.1 10
0 0 0
Figure 21-12: 1
TEST Display

March 2013
OEI Soft Key
20 seconds.
Figure 21-13:
Figure 21-14: Figure 21-15:

March 2013
2 OAT 15° C
T5 BV N1 BV TQ
N2 42 N2
597 587 52.0 52.1 6 6 NR
10
10 110
9 10
8 100
8 9
6 90
7 8
70
4
6 7 50
4 5 2 30
2 3
10
0 1 ENG 1 ENG 2
5B-11
Figure 21-16: OEI Page
2 OAT 15° C
T5 N1 TQ
44
594 585 52.0 52.0 5 5 N2
NR
N2
10 BV BV 14
9 12 110
10
10 100
8
9
8 90
7 8
70
6
6 7 50
4 5 4 30
2 3
0 1 OEI PRE-V 0
10
0
Figure 21-17: OEI Page

March 2013
MAINT Soft Key
2 OAT 15° C
T5 BV N1 BV TQ
107
594 585 79.6 79.6 16 16 N2
NR
N2
10
10 10
9 110
8 100
9
8
6 90
7 8 70
4
50
6 7 30
2
4 5
CYCLE ENG CAL HIST
COUNT MAINT
Figure 21-20:

March 2013
1
and
2
cycles the engine has logged.
NO. 1 < OEI CUMMILATIVE COUNTERS > NO. 2

SECS / EVENTS SECS / EVENTS
0/0 < 30 SECONDS > 0/0
0/0 < 2 MINUTES > 0/0
280 277 0.0 0.0 0 0 O/

S
N2
0 O/
S
N2
BV BV NR
10
10 10
9
110
8
9
8 100
6
T5 7 N1 TQ 90
8
4 70
7 50
6 2
4 5 30
CYCLE ENG CAL HIST
COUNT MAINT
Figure 21-21:
NO. 1 < CUMULATIVE CYCLE COUNTS > NO. 2

CYCLES CYCLES
101.1 < N1 CYCLES - TOTAL > 99.1
88.8 < N2 CYCLES - TOTAL > 82.1
299 294 0.0 0.0 0 0 O/

N2
S 0 O/
N2
S
BV BV NR
10
10 10
9
110
8
9
8 100
6
T5 7 N1 TQ 90
8
4 70
7 50
6 2
4 5 30
CYCLE ENG CAL HIST
COUNT MAINT
5B-16 Figure 21-22:

March 2013
78 PO / FEET [ - ] 29
15 T1 / ° C 15
14 T5 OFFSET / ° C 6
.97 T5 SLOPE / % .95
594 585 79.6 79.6 16 16 N2

107 N2
BV BV NR
10
10 10
9
110
8
9
8 100
6
T5 7 N1 TQ 90
8
4 70
7 50
6 2
4 5 30
CYCLE ENG CAL HIST
COUNT MAINT
Figure 21-23:
CALIBRATION
CALIBRATION DATA MATCH
VIEW CALIBRATION STATUS

TRANSFER FROM RDAU
TRANSFER FROM DU
FUEL QUANTITY NO. 2
T5 NO. 1
N5 NO. 2
MAINTENANCE INTERLOCK NOT INSTALLED
RTN SEL
Figure 21-24:

March 2013
FAULT CODE HISTORY

BOARD FAULT DESCRIPTION
HOST 319 AIRCRAFT ID FAIL

PAGE 1 OF 22
RTN PREV NEXT
Figure 21-25:
Recall Soft Key
the detection duration.

March 2013
ELEC Soft Key
DC VOLTS
GEN 1 GEN 2 BATT AUX BATT EXT
28.4 28.4 28.6 0.0 0.0

47 34 0 0
DC AMPS
AC AMPS
AC INV 1 INV 2
115 115 115
427 400 400
FREQ
Figure 21-30:

March 2013
Engine Start Page Soft Key
1
, T5
Figure 21-31:

March 2013
AC GEN

37 43 41 63 39 43
8 8
6 6
4 4
HYD 1 9 2 2 6 HYD 2
0 0
650 LBS
ENG 1 ENG 2
Figure 21-34:
AC GEN
ENG 1 OIL T5 N1 MGB OIL ENG 2 OIL

39 43 591 52.0
7
41 64 41 43
10
6
9
5
8
8
7 4
6
3
6 4
HYD 1 2 HYD 2
4 2
2 1
0 0
Figure 21-35:
AC GEN
ENG 1 OIL MGB OIL T5 N1 ENG 2 OIL

41 43 582 52.0 43 43
41 64 7
10
6
9
5
8 8
6 7 4
4 3
6
HYD 1 2 2 HYD 2
4
2 1
0 0
Figure 21-36:

March 2013
1
and T5
1
engine throttle
Reversion Function

ARC RNG TTG REV REV
LNAV
ADF TEST
VOR1
OFF OFF
OFF
BRG ADI DH HSI WX
DIM TST DIM DIM
FD
IIDS SG AHRS
E.T. CMD
REV REV TEST
BARS
Figure 21-37:

March 2013
Power Up/Self-Test Page
GULL ELECTRONIC SYSTEMS DIVISION

COPYRIGHT R 1936, 1937
RDAU S / W VERS: 2.41 3.11 2.10

DUThis
S/W VERS:
page 2.10left2.10
intentionally blank.
A / C MODEL: S - 76 - C +
POSITION: CO - PILOT
TEST: PASS
Figure 21-38:

March 2013
IIDS Failure Page
Composite Display
Display to revert to the previous display.
46 64 41 75 46 64
°C P °C P °C P
1 INV FAIL 930 1860 930 2 INV FAIL

AC GEN 2 AHRS
2 OAT 24° C
T5 BV N1 BV TQ
107
452 452 76.1 76.1 17 17 N2 NR N2
10
10 110
9 10
8 100
8 9
6 90
7 8
70
4
50
5B-26 Figure 21-39:
engine on the right. The hydraulics use the same logic.

March 2013
One Engine Inoperative (OEI) Page
During OEI operation, the T5 1
and TQ
5 1
and TQ

March 2013
IIDS Fail Indication (Power Up)

Actions
IIDS Display Fail

Actions
Single Display Failure
NOTE:
Two Displays Fail

March 2013

March 2013
22
Caution and Warning System
Contents
Aircraft With IIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-3
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-3
IIDS Caution/Warning and Advisory Panels ................................................................................. 22-3
Fire T-handle Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-4
Landing Gear Panel and Warning Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-5
Tone Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-6
Engine Out Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-6
Engine Out Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-6
Caution/Warning System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-6
IIDS Equipped............................................................................................................................... 22-6
Caution/Warning System Operation IIDS Equipped . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-7
Caution/Warning Panel ................................................................................................................. 22-7
Advisory Panel .............................................................................................................................. 22-8
Master Warning Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-10
MASTER CAUTION PRESS TO RESET ....................................................................................22-10
No. 1 and No. 2 ENG FIRE - PRESS TONE OFF .......................................................................22-10
No. 1 and No. 2 ENG OUT - PRESS TONE OFF........................................................................22-10
No. 1 and No. 2 ENG CONTROL- PRESS TO DIM ....................................................................22-10
Landing Gear Panel and Warning Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-11
Tone Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-11

March 2013

March 2013

malfunctions.
Aircraft With IIDS

For aircraft equipped with the Integrated Instrument Display System (IIDS), the caution and
warning system consists of an IIDS caution/warning panel, an IIDS advisory panel, pilot and copilot
warning system, engine out test switch and various other individual system annunciators.
Components
IIDS Caution/Warning and Advisory Panels
The Caution/Warning and Advisory panels on IIDS equipped helicopters are an integral part of the IIDS
displays.
Figure 22-1: Caution/Advisory Panel

March 2013
Fire T-handle Lights
respectively, on the corresponding engine.
Figure 22-2:

March 2013
Landing Gear Panel and Warning Light

Four position indicator lights are located on the control panel. Three green lights (N, L and R) indicate the
position of the corresponding gear. The red (UNLKD) light indicates that at least one of the gear is in transit
or not locked in the UP or DOWN position, as appropriate.
Figure 22-3: Four Position Indicator Lights
Figure 22-4:
panels.

March 2013
Tone Warning System
The tone generator produces different warning tones for each of three conditions. The interphone panels
send all warning outputs to the pilot and copilot headsets. The volume control has no effect on the tone
generator signals.
Engine Out Test Switch

The ENGINE OUT TEST switch is mounted on the right side of the center console to allow the engine
out system to be tested when the engines are not running. This switch, when turned on, bypasses the
Engine Out Test

need to reset the engine out tone before start or after shutdown or when the engines operate below IDLE
out test before start as follows:

1. Place the engine out test switch in TEST.
2. No. 1 and No. 2 ENG OUT tones should sound.
3. Press both ENG OUT warning lights, tones silence.
Caution/Warning System Test

IIDS Equipped
Perform the supplementary warning test as follows:
1. Press and hold the test button on
TEST button will test the supplementary warning lights only when the 2 DC PRI bus is powered).
2. The following lights should illuminate:
All Master Warning panel annunciators
Red LDG GEAR UNLKD light
Blue Engine lever handle lights
Amber MIXED MODE lights
Emergency Flotation Control panel warning light (if installed)

March 2013
Caution/Warning System Operation IIDS Equipped

Caution/Warning Panel
The upper portion of the engine display is dedicated to displaying three columns of cautions and/or warnings.
No. 1 system lights and those with left side sense, the right column shows No. 2 system lights and those with
right side sense, and the center column shows the annunciator lights not directly associated with either the
No. 1 or No. 2 system. Any warning or caution will cause the master caution to illuminate.

70 24 0 70
8 8
6 6
4 4
HYD 1 2 2 HYD 2
0 1 4 3 2 LBS 0
Figure 22-5: Upper Portion of the Engine Display
The legends appear in order of occurrence, with the latest event added to the top of the column. If the column
that indicates the most critical of these events appears between columns to indicate the presence of any
legends.
displayed for the start.

March 2013
Advisory Panel
The upper portion of the performance display shows DECU faults and aircraft system advisories. In the
displays permanently at the bottom of the center column, there are two available legends in the center
advisory down and an arrow appears, indicating the location of the hidden advisory. The remote scrolling
switch on the collective retrieves advisories at the same time as cautions and warnings. Advisories do not
cause the master caution to illuminate.
Figure 22-6: Upper Portion of the Performance Display

March 2013

1 FUEL PRESS MGB OIL HOT 2 FUEL PRESS
1 DC GEN HOT AFT BAG SMOK 2 DC GEN HOT
BATT HOT
Table 22-1; Red Warnings
1 SERVO SYS MGB CHIP 2 SERVO SYS

1 DC GEN IGB CHIP/HOT 2 DC GEN
1 FUEL LOW TGB CHIP/HOT 2 FUEL LOW
1 ENG CHIP BATT OFF 2 ENG CHIP
1 INV FAIL ESS VOLT LOW 2 INV FAIL
CPLT PITOT BATT FEED PLT PITOT
1 CRT FAN BUS TIE OPEN 2 CRT FAN
W/S HEAT HOT AC GEN 2 EAPS FAIL
1 EAPS FAIL AC GEN BRNG 2 AHRS
1 AHRS DOOR OPEN 2 ANTI-ICE
1 ANTI-ICE DAFCS 2 FUEL FILTER
1 FUEL FILTER ROTOR BRAKE
BD STEP
Table 22-2; Amber Cautions
1 ANTI-ICE FLOATS ARM 2 ANTI-ICE

1 EAPS ON INV ON 2 EAPS ON
CPLT FD BLEED AIR ON PARK BK ON
W/S HEAT ON HOOK ARMED BD STEP
HOOK OPEN LAND LT ON
RAWS SEARCH LT ON
FOOTPADS ON
CHECK MAINT
PITOT HEAT
OEI LOADSHED
Table 22-3; Green Advisories

March 2013
Master Warning Panel
MASTER CAUTION PRESS TO RESET
The MASTER CAUTION PRESS TO RESET amber light illuminates to indicate that one or more Warning/Caution lights have
illuminated. Press the PRESS TO RESET annunciator to reset for another malfunction indication.
No. 1 and No. 2 ENG FIRE - PRESS TONE OFF
No. 1 and No. 2 ENG OUT - PRESS TONE OFF
There is a 5.5% or greater N1 split with both engine levers in FLY

N1 is below 60% with the engine levers in FLY
N1 is below 48% with the engine lever in other than FLY
Pressing the affected annunciator resets the tone signal but the annunciator will remain lit. The tone signal does not sound when the
helicopter is on the ground.
No. 1 and No. 2 ENG CONTROL- PRESS TO DIM
has occurred; the corresponding engine lever handle light also illuminates. The pilot must assume manual
control of the engine. Press the annunciator to dim the warning light (night only).

March 2013
Landing Gear Panel and Warning Light

assemblies are not locked in the up or down position.
L, N, R green lights – illuminate when the corresponding gear is down and locked.
tone is heard).
Retracting the landing gear in a hover, the light illuminates and the tone sounds. The tone can be silenced
by pressing the warning switchlight.
armed. After the second warning mode logic is armed, the light illuminates per the following logic:
radar altimeter, with the gear retracted, the light will illuminate steady and the tone will sound(the tone
can be silenced).
light.
Tone Warning System

The tone warning outputs and their functions are:
switchlight warning annunciator associated with the system stops each tone. The warning annunciators are
located at both pilot and copilot stations.
sounding. If a failure warranting a higher priority tone occurs while a lower priority tone is sounding, it will
override the lower priority tone.
Annunciator Priority Tone
No. 1 and No. 2 ENG OUT Priority 1
LDG GEAR UP Priority 2
ENG FIRE Priority 3
No. 1 and No. 2 ENG CONTROL N/A No tone associated
Table 22-4; Tone Priority

March 2013

March 2013
23
Landing Gear and Brakes
Contents
Landing Gear System
Figur: Nose Landing Gear Wheel Assembly .......................................................................23-4
Nose Landing Gear Wheel Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-5
Nose Gear Drag Brace Actuator ..................................................................................................23-5
Figur: Nose Gear Drag Brace Actuator ...............................................................................23-6
Shuttle Valve ................................................................................................................................23-7
Nose Gear Shut-off Valve ............................................................................................................23-7
Figur: Nose Gear Shut-off Valve .........................................................................................23-8
Nose Landing Gear Shock Strut ..................................................................................................23-9
Nose Gear Doors .........................................................................................................................23-10
Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-11
Figur: Main Landing Gear ...................................................................................................23-12
Main Landing Gear Actuator ........................................................................................................23-13
Drag Brace...................................................................................................................................23-14
Main Landing Gear Shock Struts .................................................................................................23-16
Gear Damper ...............................................................................................................................23-17
Weight-on-Wheels Sensor ...........................................................................................................23-18
Main Landing Gear Doors............................................................................................................23-20
Landing Gear Control and Indicating Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-21
Control Valve ...............................................................................................................................23-23
Landing Gear Control Panel ........................................................................................................23-25
Landing Gear Emergency Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-27
Activation .....................................................................................................................................23-29
ScremaFS: Landing Gear Up and Locked............................................................................23-30
ScremaFS: Landing Gear in Transit Up ................................................................................23-31
ScremaFS: Landing Gear in Transit Down or Down and Locked .........................................23-32
ScremaFS: Landing Gear Emergency Pneumatic System ...................................................23-33
Landing Gear Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-34
Operation .....................................................................................................................................23-34

March 2013
Brake System
Wheel Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-37
ScremaFS: Wheel Brake Systems .......................................................................................23-38
Brake Pedals ...............................................................................................................................23-39
Mixer Valve ..................................................................................................................................23-39
Master Brake Cylinder .................................................................................................................23-41
Brake ...........................................................................................................................................23-41
Parking Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-42
Parking Brake Handle ..................................................................................................................23-42
Parking Brake Valve ....................................................................................................................23-43
Parking Brake ON Light ...............................................................................................................23-44
Emergency Flotation System
Floats Armed Switch ....................................................................................................................23-47
Floats Arm Advisory .....................................................................................................................23-48
Floats Switch ...............................................................................................................................23-49
Floats Test Switch and Indicators Lights .....................................................................................23-49
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-50
Float Bags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-51
......................................................................................................................23-52
......................................................................................................................23-53
Main Gear Door Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-55
Operation of Emergency Flotation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-55
Limitations
Landing Gear Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-57
Flotation System Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-57
Landing Gear Will Not Extend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-59
Landing Gear Unsafe Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-60
Brake Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-61

March 2013
Landing Gear System

The tricycle landing gear consists of a self-centering nose wheel assembly that is non-steerable but has
360° swiveling capability and two main landing gear assemblies that are equipped with hydraulic brakes. All
three gear assemblies are housed in a wheel well. When retracted, doors close to cover the wheel wells to
The normal extension and retraction cycles are electrically-controlled from the cockpit via the landing gear
control handle and are hydraulically-operated using pressure from the second-stage hydraulic system, via
the utility system.
An emergency extension system uses compressed Nitrogen to extend the gear if the normal system
malfunctions.
The main landing gear is equipped with single disc-type brakes that are mechanically-controlled and
hydraulically-operated. A mechanically-controlled parking brake is also installed.
The Landing Gear system is comprised of the following subsystems:
Nose Wheel Assembly
Main Gear Assemblies
Landing Gear Control System
Landing Gear Indicating
Emergency Landing Gear Deployment System
Landing gear warning system
Figure 23-1: Landing Gear

March 2013
Nose Landing Gear Wheel Assembly
DRAG BRACE
ACTUATOR
SHUTTLE
SAFETY
VALVE
LOCKPIN
HOLE
SHOCK
STRUT
DOORS
DOOR
LINKAGE
TIEDOWN
RING
SHIMMY
DAMPER
UPLOCK DOWNLOCK
PROXIMITY PROXIMITY
SENSOR SENSOR

March 2013
Nose Landing Gear Wheel Assembly

The nose landing gear, in conjunction with the main landing gear assemblies, supports the weight of the
helicopter when it is on the ground. The nose wheel and tire assembly, attached to the lower part of the
shock strut piston, is non-steerable but can caster 360° and has a shimmy damper that prevents nose-wheel
shimmy during helicopter ground taxiing.
Figure 23-2: Nose Wheel Assembly
The nose landing gear assembly consists of a shock strut assembly, wheel and tire assembly, drag brace
actuator, and linkages for opening and closing the nose landing gear doors. The drag brace actuator extends
and retracts the nose landing gear. When the actuator piston rod extends, the gear retracts. When the
actuator piston rod retracts, the gear extends.
Nosr Grmu Dumi BumSr ASagmaou

To extend the nose gear, hydraulic pressure connected to the actuator retract port causes the piston to
move aft (retract). Hydraulic pressure connected to the actuator extend port causes the piston to move
forward (extend) which raises the nose gear. Two spring-loaded keepers inside the actuator operate two
sets of locking keys to secure the landing gear in the uplocked and downlocked positions. The keys engage
alternate ends of the cylinder until hydraulic pressure is applied to the actuator.
The uplock keeper and downlock keeper rods act as targets for the proximity sensors. When the nose landing
gear is down and locked, the downlock sensor senses the position of the downlock keeper rod (target) and
electrically sends a signal to illuminate the green nose landing gear indicator light on the landing gear panel.
When the nose landing gear is up, the uplock sensor senses the position of the uplock keeper rod (target)
and electrically sends a signal to turn off the red UNLKD indicator light on the landing gear panel provided
the main landing gear are also up and locked.

March 2013
Nose Gear Drag Brace Actuator
ACTUATOR RETRACT
HYDRAULIC AND
PNEUMATIC PORT
(NOSE GEAR DOWN)
UPLOCK PROXIMITY
SENSOR WITH
TARGET ACTUATOR EXTEND
PISTON ROD HYDRAULIC PORT
ACTUATOR (NOSE GEAR UP)
RETRACT PORT
GROUND LOCK
PIN HOLE
FORWARD LOCKING KEYS ENGAGE

FORWARD END OF CYLINDER
TO LOCK PISTON ROD UPLOCK CYLINDER
KEEPER
ACTUATOR EXTEND PORT
NO TARGET
IN TRANSIT UP AND LOCKED
KEYS RETRACTED TO ALLOW
PISTON MOVEMENT
DOWNLOCK PROXIMITY
IN TRANSIT
SENSOR WITH
TARGET
AFT LOCKING KEYS ENGAGE
AFT END OF CYLINDER TO LOCK PISTON ROD
GROUND LOCK
PIN HOLE DOWN AND LOCKED DOWNLOCK KEEPER

March 2013
cgaalr Vmlvr
A shuttle valve is at the top of the nose landing gear actuator and at the end of each main landing gear
actuator. The emergency landing gear extend pneumatic line and the landing gear extend hydraulic line
connect to opposite sides of the shuttle valve. Under normal hydraulic system operation, the shuttle valve
emergency system is actuated, the shuttle will close the hydraulic ports to prevent nitrogen pressure
from entering the hydraulic system and to allow the nitrogen pressure to enter the actuator to extend the
landing gear.
LEGEND LEGEND
PNEUMATIC PRESSURE PNEUMATIC PRESSURE
RETRACT HYD PRESSURE RETRACT HYD PRESSURE
EXTEND HYD PRESSURE EXTEND HYD PRESSURE
ACTUATOR ACTUATOR
RESTRICTOR RESTRICTOR
DOWN DOWN
SHUTTLE VALVE SHUTTLE VALVE
Figure 23-3: Shuttle Valve
Nosr Grmu cga-off Vmlvr

An electrically operated and normally closed nose gear shut off valve is located in the right main gear wheel
well. The valve isolates the up side of the nose landing gear actuator whenever the landing gear handle is
the actuator only. This prevents buildup of back pressure on the up side of the actuator, which could cause
inadvertent retraction of the nose landing gear.
The only time that the valve is open is when the nose landing gear is in transit up.

March 2013
Nose Gear Shut-off Valve
TO UP SIDE OF ACTUATOR TO LANDING GEAR

CONTROLLER
CLOSED
VALVE
A
B
NOSE LANDING GEAR

SHUTOFF VALVE (NC)
FREE FLOW RETURN FROM UP
SIDE OF NOSE GEAR
ACTUATOR

March 2013
Nosr LmndFni Grmu coSk auga

The shock strut assembly is an air and oil shock absorber. It provides attachment for the nose wheel and
contains a shimmy damper. The wheel assembly is mounted in the fork at the lower end of the strut piston.
HYDRAULIC FLUID
SERVICING POINT/
NITROGEN SERVICING
VALVE PISTON HEAD
CYLINDER
NITROGEN
SUPPORT TUBE
HYDRAULIC FLUID
SNUBBER VALVE
METERING PIN
OIL FLOW RESTRICTION
TO CONTROL REBOUND
RESTRICTOR
PISTON
OIL FLOW RESTRICTION
TO CONTROL IMPACT
Figure 23-4: Nose Landing Gear Shock Strut

March 2013
Nosr Grmu Doous
The nose landing gear doors are made of aluminum honeycombed material. The doors are hinged to each
side of the nose gear wheel well structure. Each door hinges outboard simultaneously when the nose landing
gear is extended, and hinges inward when the nose landing gear is retracted. The doors are controlled
through mechanical linkages attached to each side of the nose landing gear strut and to each side of the
nose wheel well structure. When the nose gear is retracted, the doors close and cover the nose wheel well
opening. Air scoops in the forward part of the doors are used for cooling the avionics compartment.
Figure 23-5: Nose Landing Gear Doors
NOSE GEAR
DOOR LINKAGES
Figure 23-6: Nose Gear Door Linkages

March 2013
Main Landing Gear

The main landing gear is installed on each side of the fuselage just aft of the cabin. Each main landing gear
consists of a shock strut, drag brace assembly, wheel and tire assembly, brake assembly, retraction actuator,
and linkages for opening and closing each main landing gear door. Each main landing gear is normally
operated hydraulically by the actuator. Hydraulic pressure for operation of the main landing gear system is
provided by the second-stage hydraulic system, via the utility system. The main landing gear is mechanically
self-locking in both the extended and retracted positions. The main wheel and tire assembly and the brake
gear doors are opened as the gear is extended and closed as the gear is retracted. Operation of the doors is
controlled by the door operating linkages attached to the main landing gear drag brace assembly.
Figure 23-7: Main Landing Gear

March 2013
Main Landing Gear
ACTUATOR
AFT JURY
BRACE
FWD JURY
BRACE
DOOR
LINKAGE
SHOCK DRAG BRACE

STRUT ASSEMBLY
BLADE
TIE-DOWN
RING
WEIGHT-ON-WHEEL
POSITIONING SENSOR
ROD
D
FW
(LEFT MAIN LANDING GEAR)
ACTUATOR LANDING
GEAR
CONTROL
VALVE
JURY BRACE
ASSEMBLY
DRAG SHOCK
BRACE STRUT
ASSEMBLY
BLADE
TIE-DOWN
RING
POSITIONING
ROD
FW
D
(RIGHT MAIN LANDING GEAR)

March 2013
MmFn LmndFni Grmu ASagmaou

The main landing gear actuator is used to extend and retract the main landing gear. Hydraulic pressure is
connected to one port of the shuttle valve and is used to extend the main landing gear. Hydraulic pressure is
connected to the port on the actuator assembly and is used to retract the landing gear. The actuator piston
rod retracts to raise the main landing gear, and the rod extends to lower the main landing gear.
A pneumatic port on the shuttle valve allows for connection of the landing gear pneumatic system hose,
which is connected to the emergency landing gear system. The shuttle valve works the same as in the nose
gear actuator.
SHUTTLE VALVE
HYDRAULIC
PORT
PNEUMATIC
PORT
SHUTTLE
VALVES
RIGHT MAIN GEAR
ACTUATOR
LANDING GEAR
CONTROL VALVE LEFT MAIN
GEAR
ACTUATOR
HYDRAULIC DOWN HOSE

HYDRAULIC UP HOSE
PNEUMATIC DOWN HOSE
D
FW
Figure 23-8: Main Landing Gear Actuator

March 2013
Dumi BumSr
The drag brace assembly braces the shock strut and transmits the force from the actuator to extend and
retract the gear. The assembly consists of upper and lower drag braces, a retraction brace, and forward and
aft jury braces.
The hinged drag braces extend from the strut cylinder to the retraction brace. The retraction brace also
connects the forward jury brace and is attached to the fuselage.
RETRACTION
BRACE
UPPER DRAG
BRACE
JURY
BRACES
LOWER DRAG
BRACE
Figure 23-9: Drag Brace

March 2013
The forward jury brace is also connected to the retraction actuator and is hinged to the aft jury brace. The
jury brace supplies the locking force (over-centering device) to prevent the landing gear from extending or
retracting until the actuator is opened.
OVER - CENTERING
FWD JURY
BRACE
AFT JURY
BRACE
MAIN GEAR GROUNDLOCK SAFETY PIN INSTALLED
Figure 23-10: Jury Braces

March 2013
MmFn LmndFni Grmu coSk augas
The shock strut assembly is an air and oil shock absorber which supports the weight of the helicopter. The
wheel, brake, and tire mount on the end of the shock strut. A steel piston rides inside the aluminum shock
The shock strut piston is fully extended from the strut cylinder as the helicopter approaches the ground for
a landing.
When the wheel touches down, the strut piston is forced into the cylinder, but this motion is dampened by the
serves to absorb the landing impact loads.

When the helicopter is on the ground, the strut piston is almost fully compressed, and the metering pin and
the cylinder.
Figure 23-11: Main Landing Gear Shock Struts

March 2013
Grmu Dmepru
The main landing gear damper for each main landing gear consists of a damper, bellcrank with rubber
bumper, and a tube assembly. The damper is made of rubber and metal laminates. One end of each damper
is bolted to the fuselage; the other end of each damper connects to a pivoting bellcrank, which also connects
to the main landing gear positioning rod. A tube assembly connects to the bellcrank and runs directly across
the helicopter where it connects to the bellcrank on the opposite gear, mechanically interconnecting both
main landing gear.
The damper assembly centers the gear laterally. Should the helicopter contact the ground with one main
landing gear wheel before the other main wheel touches down, the damper and tube assembly will transmit
this movement to the opposite wheel, thus improving the helicopter’s touchdown stability.
DAMPER
TUBE TO OPPOSITE
GEAR
POSITIONING
ROD
BELLCRANK
Figure 23-12: Gear Damper

March 2013
WrFica-on-Wcrrls rnsou
The weight-on-wheels proximity sensor on the left main landing gear senses its target from the landing gear
positioning rod when the helicopter’s weight is off of the wheels. When the helicopter is on the ground, the
weight-on-wheels sensor does not sense a target and it electrically disconnects the up side of the landing
gear control valve, preventing the main landing gear from retracting while on the ground.
POSITIONING
ROD
WEIGHT-ON-WHEELS
SENSOR
LEFT MAIN LANDING GEAR
ON GROUND. NO TARGET
Figure 23-13: Weight-on-Wheels Sensor

March 2013
When the helicopter’s weight is off the wheels, the positioning rod angles upward and the weight-on-wheels
sensor senses its target. When the sensor senses it target, the electrical circuit to the up side of the landing
gear control valve is electrically connected, allowing the landing gear to be selected to the up (retracted)
position. The weight-on-wheels sensor is also electrically connected to the hydraulics servo jam warning
system and the engine-out audible warning system.
Optional installations may electrically connect the weight-on-wheels sensor to the weather radar, passenger
boarding steps and landing light/strobe light controllers.
Figure 23-14: Weight-on-Wheels off the Ground

March 2013
MmFn LmndFni Grmu Doous
Each main landing gear has a single door, made of reinforced Kevlar honeycombed material. The doors are
hinged to the structure of the main landing gear wheel wells. Each door hinges outward simultaneously when
the main landing gear is extended, and hinges inward when the main landing gear is retracted.
Figure 23-15: Main Landing Gear Doors
The doors are controlled through mechanical linkage attached to the main landing gear drag brace assembly.
When the main landing gear is in the retracted position, the doors are closed and cover the wheel well
openings. When the main landing gear is in the extended position, the doors are hinged outboard and may
be used as a maintenance platform for working on the helicopter.
MAIN LANDING GEAR

DOOR LINKAGE
Figure 23-16: Main Gear Door Linkages

March 2013
Landing Gear Control and Indicating Systems

The landing gear controls and landing gear position indicator lights are on the control/indicator panel marked
LDG GEAR, on the right lower side of the instrument panel.
Two landing gear control handles are on the control/indicator panel; one marked NORMAL with positions
UP and DN, the other marked EMER DN with a T-handle labeled TURN & PULL. Three green position
indicator lights marked L (Left), N (Nose), and R (Right), and a red position indicator light marked UNLKD,
are also installed in the panel. The NORMAL control in UP or DN selects normal retraction or extension
(hydraulically-operated) of the main and nose landing gear.
The EMER DN T-handle controls emergency extension (pneumatically-operated) of the landing gear, in case
of a second stage hydraulic system malfunction.
The red UNLKD position indicator light will be on whenever the landing gear is in the retraction or extension
cycle, or whenever one or more landing gear assemblies are not locked in the position corresponding to the
position of the landing gear control handle. Each green position indicator light will be on only when the control
handle is at DN and the corresponding landing gear assembly is down and locked. All four lights go on when
the caution/advisory panel TEST button is depressed.
When the EMER DN T-handle is actuated to TURN & PULL, nitrogen is discharged from the 3,000 PSI
charged container, in the electronics compartment, into the system, to pressurize the down side of the landing
gear actuator pistons, thus lowering the landing gear.
Figure 23-17: Landing Gear Control Panel
Figure 23-18: Landing Gear Indicating Panel

March 2013
Electrical power for the landing gear controls is supplied by the DC ESS bus at 28 VDC and is protected by
the LDG GR CONT circuit breaker on the lower circuit breaker panel. Electrical power for the landing gear
position indicator lights is supplied by the DC ESS bus at 28 VDC and is protected by the LDG GR POS LTS
return directly to the second stage hydraulic module reservoir when DC essential bus power is lost.
LDG GR
POS LTS
D
C
2
E
LDG GR S
CONT S
Figure 23-19: Landing Gear Position and Control Circuit Breakers

March 2013
Conauol Vmlvr
The landing gear control valve is in the right main landing gear well. The control valve incorporates a four-way,
three-position directional control valve, which is electrically controlled and hydraulically operated, and a three
way, two position control valve, which is pneumatically operated.
Figure 23-20: Landing Gear Control Valve

March 2013
Control Valve
SOLENOID MANUAL
UP RESET
BUTTON
SOLENOID
DOWN
PNEUMATIC ELECTRICAL
CONNECTOR
P222
RETURN
EXTEND MANUAL
RESET
BUTTON
PRESSURE
RETRACT
RESET BUTTON
DETAIL
RETRACT
PNEUMATIC DETENT MANUAL

RESET
POSITION BUTTON
CONTROL VALVE
DIRECTIONAL EXTEND
CONTROL VALVE
PNEUMATIC
#2 HYD PRESS
SOL 1 SOL 2 #2 HYD RETURN
2
3
1
ELECTRICAL
PRESSURE RETURN CONNECTOR
HYDRAULIC SCHEMATIC

March 2013
LmndFni Grmu Conauol Pmnrl

During normal operation, the control valve is operated by the pilot through activation of the UP-DN or EMER
lever on the landing gear control panel. The UP-DN lever activates the landing gear control valve up or down
solenoid for normal landing gear operation.
Figure 23-21: Landing Gear Control panel
During emergency operation, the pneumatically operated valve is controlled by the pilot using the EMER DN
T-handle on the landing gear control panel.
The pneumatically operated valve incorporates a manual reset button. The manual reset button extends if
cylinder to return directly to the second-stage hydraulic module reservoir. The manual reset button, when
popped out, must be manually reset before normal operation of the landing gear can be resumed.

March 2013
Landing Gear Control Valve and Manual Reset Button
RETRACT
PNEUMATIC DETENT MANUAL

RESET
POSITION BUTTON
CONTROL VALVE
EXTEND
DIRECTIONAL
CONTROL VALVE
PNEUMATIC
SOL 1 SOL 2 #2 HYD PRESS
#2 HYD RETURN
2
3
1
ELECTRICAL
PRESSURE RETURN CONNECTOR
HYDRAULIC SCHEMATIC
MAUAL
RESET
BUTTON
LANDING GEAR CONTROL VALVE

March 2013
Landing Gear Emergency Extension

The landing gear emergency extension system consists of a 3,000 PSI nitrogen-charged bottle installed in
the electronics compartment, a landing gear EMER DN-TURN & PULL T-handle on the instrument panel-
mounted landing gear control/indicator panel, a shuttle valve in each landing gear actuator, cable and
necessary parts to complete the control system.
MAIN
LANDING GEAR
ACTUATORS
LANDING GEAR
EMERGENCY
T-HANDLE CONTROL
VALVE
NOSE
LANDING GEAR
EMERGENCY ACTUATOR
BOTTLE
Figure 23-22: Landing Gear Emergency Extension

March 2013
The bottle manifold has a pressure gauge, charge valve, pressure relief valve, T-handle , arm, and system
discharge and vent ports. The emergency extension system is used to lower the nose and main landing gear
in case of hydraulic system malfunction. The emergency extension system is actuated by turning and pulling
the T-handle, which pulls the bottle arm through a cable and linkage, opening the valve of the bottle and
allowing nitrogen to be released, under pressure, to the landing gear actuators, extending the landing gear.
A shuttle valve on each landing gear actuator closes the normally open hydraulic ports, allowing the
pressurized nitrogen to enter the actuator without getting nitrogen into the hydraulic system. The actuators
are vented to the hydraulic system return through the landing gear control valve, thus preventing a hydraulic
system lock.
LANDING GEAR EMERGENCY BOTTLE EMERGENCY BOTTLE PRESSURE GAUGE
Figure 23-23: Landing Gear Emergency Bottle and Emergency Bottle Pressure Gauge

March 2013
ASaFvmaFon
The emergency release handle and mechanism connects the emergency landing gear air bottle, via a cable,
to the EMER DN T-handle on the landing gear control panel.
When the T-handle is turned and pulled, the air bottle arm is mechanically actuated, opening the air bottle.
The 3,000 PSI pressure within the air bottle is discharge into the system, which lowers the nose and main
landing gear. A spring lock holds the T-handle in the extended position. To reset the T-handle, the spring lock
must be released.
1.0 0.250 INCH TRAVEL
1.0 0.250 INCH TRAVEL
CLOSED OPEN
CLOSED OPEN
Figure 23-24: Activation of Emergency Landing Gear Air Bottle

March 2013
23-30
MAIN LANDING
GEAR ACTUATOR
(RIGHT GEAR)
LANDING GEAR
DOWN
CONTROL VALVE SHUTTLE
PRESSURE EMERGENCY VALVE
LANDING GAUGE RELEASE
GEAR DOWN HANDLE
VENT /
SOLENOID 1 DRAIN
RESTRICTOR
Landing Gear Up and Locked
3,000 RUPTURE
FROM SECOND CHARGE PSI DISC
VALVE AIR
STAGE
HYDRAULIC EMERGENCY BLOW-
SYSTEM DOWN BOTTLE
MANIFOLD
TO SECOND

STAGE
HYDRAULIC
SYSTEM RESTRICTOR
NOSE LANDING A
GEAR ACTUATOR B
DOWN
NOSE LANDING
DETENT
GEAR SHUTOFF RESTRICTOR
LANDING VALVE (NC)
GEAR UP
SOLENOID 2 SHUTTLE
1 3 2 VALVE DOWN
SHUTTLE
MANUAL RESET VALVE
BUTTON MAIN LANDING
GEAR ACTUATOR
(LEFT GEAR)
LEGEND
OPEN
CLOSED
PNEUMATIC
#2 HYD. PRES.
#2 HYD. RETURN
March 2013
Sikorsky S76
March 2013
Sikorsky S76
MAIN LANDING
GEAR ACTUATOR
(RIGHT GEAR)
LANDING GEAR
UP
GEAR DOWN HANDLE
VENT /
SOLENOID 1 DRAIN
Landing Gear in Transit Up
RESTRICTOR
3,000 RUPTURE
VALVE AIR
STAGE
SYSTEM DOWN BOTTLE
MANIFOLD
TO SECOND
STAGE

HYDRAULIC
SYSTEM
RESTRICTOR
NOSE LANDING A
GEAR ACTUATOR B
UP NOSE LANDING
DETENT
LANDING VALVE (NC)
GEAR UP
SOLENOID 2 SHUTTLE
1 3 2 VALVE UP
SHUTTLE
VALVE
MANUAL RESET
BUTTON MAIN LANDING
GEAR ACTUATOR
(LEFT GEAR)
LEGEND
OPEN
CLOSED
PNEUMATIC
#2 HYD. PRES.
#2 HYD. RETURN
23-31
23-32
MAIN LANDING
GEAR ACTUATOR
(RIGHT GEAR)
LANDING GEAR DOWN
GEAR DOWN HANDLE
VENT /
SOLENOID 1 DRAIN
RESTRICTOR
3,000 RUPTURE
VALVE AIR
STAGE
SYSTEM DOWN BOTTLE
MANIFOLD

TO SECOND
STAGE
HYDRAULIC
SYSTEM
RESTRICTOR
NOSE LANDING A
GEAR ACTUATOR B
DOWN NOSE LANDING
DETENT
LANDING VALVE (NC)
GEAR UP
SOLENOID 2 SHUTTLE DOWN
1 3 2 VALVE
SHUTTLE
MANUAL RESET VALVE
BUTTON MAIN LANDING
GEAR ACTUATOR
(LEFT GEAR)
Landing Gear in Transit Down or Down and Locked
LEGEND
OPEN
CLOSED
PNEUMATIC
#2 HYD. PRES.
#2 HYD. RETURN
March 2013
Sikorsky S76
March 2013
Sikorsky S76
MAIN LANDING
GEAR ACTUATOR
(RIGHT GEAR)
LANDING GEAR DOWN
GEAR DOWN HANDLE
VENT /
SOLENOID 1 DRAIN
RESTRICTOR
3,000 RUPTURE
VALVE AIR
STAGE
SYSTEM DOWN BOTTLE
MANIFOLD
TO SECOND
STAGE

HYDRAULIC
SYSTEM RESTRICTOR
NOSE LANDING A
GEAR ACTUATOR B
DOWN NOSE LANDING
DETENT
LANDING VALVE (NC)
GEAR UP
Landing Gear Emergency Pneumatic System
SOLENOID 2 SHUTTLE DOWN

1 3 2 VALVE
SHUTTLE
MANUAL RESET VALVE
BUTTON MAIN LANDING
GEAR ACTUATOR
(LEFT GEAR)
LEGEND
OPEN
CLOSED
PNEUMATIC
#2 HYD. PRES.
#2 HYD. RETURN
23-33
Landing Gear Warning System
The LDG GEAR UP warning lights on the instrument panel illuminate when the landing gear is retracted
and airspeed drops below approximately 60 Kts (40 Kts in some aircraft with phase II AFCS, depending
upon which airspeed switch is installed). Simultaneously, an audible 250-Hz intermittent tone sounds in
the headsets. The tone may be silenced and reset by depressing either LDG GEAR UP warning capsule,
increasing the airspeed, or extending the landing gear.
LDG GEAR UP
PUSH TO RESET
Figure 23-25: Landing Gear Warning Annunciator
NprumaFon
The altitude code output is active whenever the Accessory Unit is receiving 28 VDC from its circuit breaker
and valid ARINC 429 data from the associated Digital Airdata Unit.
The landing gear warning circuit monitors weight-on-wheels logic, radio altimeter 250 ft trip, radio altimeter
DH, airspeed (from the pilot’s airdata computer), and self-test/reset logic.
At lift off, weight-on-wheels logic is removed; this arms the initial warning mode. If the landing gear is retracted
prior to attaining 60 Kts airspeed or climbing above 250 ft radio altitude, the LDG GEAR UP annunciators will
illuminate steady and no tone will be heard.
After reaching 60 Kts airspeed or 250 ft radio altitude, the second warning mode will be armed. If the airspeed
decreases below 60 Kts or the rotorcraft descends below the radio altimeter decision height (with the landing
gear retracted), the LDG GEAR UP annunciators will illuminate steady and the warning tone will sound.
Pressing either annunciator will cancel the tone; the annunciators will stay illuminated.
PPM rate; no additional tone will sound.

Pressing either annunciator will cause both annunciators to illuminate steady until the warning condition has
been cleared.

March 2013
To clear the warning condition, the landing gear may be lowered, or the rotorcraft may increase airspeed to
above 60 Kts and climb above DH (or reset DH tone altitude below indicated radio altitude).
When the rotorcraft is not being operated within the warning envelope, pressing either LDG GEAR UP
annunciator will put the system into self test. During self test, if the system is operative, the warning tone will
If the pilot’s airdata information to the system fails, landing gear up warning will be triggered by the radio
altimeter 250 ft trip and/or DH (decision height). If no warnings are active, self test of the unit will indicate
failure of the airdata information by a steady lamp, and no tone when the LDG GEAR UP annunciator is
pressed.
AAUTIO
When the Shadin ADC Accessory Unit is installed, no aural landing gear up warning is provided
until 250 ft radio altitude or 60 Kts airspeed is achieved. If a takeoff is rejected below 250 ft and
60 Kts after the gear has been raised, no additional gear up warning light is provided.
NNOT:
time.

March 2013
OcFs pmir FnarnaFonmlly lrfa blmnk.

March 2013
Brake System
The wheel brake system is comprised of the following subsystems:
Wheel Brake System
Parking Brake System
Wheel Brake System

The wheel brake system is hydraulically operated and controlled by the pilot and copilot. The system for
each main wheel employs a toe pressure on the pilot’s and copilot’s directional control pedals, a mixer valve,
master brake cylinders, and a wheel brake for each main wheel.
A parking brake is incorporated in the system and is operated by a parking brake handle on the center
console in the cockpit. The wheel brake system is a closed hydraulic system.

March 2013
23-38
PARK BK ON
PILOT
MASTER ACCUMULATOR
BRAKE PARKING BRAKE
CYLINDERS T-HANDLE
MIXER VALVE
Wheel Brake Systems
PARKING BRAKE
VALVE
PARK
LEVER
ARM
COPILOT
MASTER

BRAKE WHEEL BRAKES
CYLINDERS
AMBIENT
HYDRAULIC
MIXER VALVE
March 2013
Sikorsky S76
Bumkr Prdmls
The pilot and copilot’s directional control pedals pivot on bearings. The piston of the master brake cylinder is
attached to the toe brake support arm. The main landing gear wheels are individually braked by depressing
the toe of the corresponding directional control pedal.
MFxru Vmlvr
A mixer valve is installed in each brake line between the pilot and copilot’s corresponding master cylinders
and the brake line to the wheel brake. They direct pressure from the pilot and copilot’s master cylinders to
the brake lines and prevent any pressure from entering the opposite master cylinder.
MIXER VALVE
Figure 23-26: Brake Pedals and Mixer Valve

March 2013
Brake
POSITIONING
POSITIONING ROD
ROD
BRAKE HOSE
BRAKE HOSE
TORQUE ARMS
TORQUE ARMS
MAIN WHEEL
MAIN WHEEL BRAKE ASSEMBLY
BRAKE ASSEMBLY

March 2013
Mmsaru Bumkr CylFndru

The master brake cylinders, connected to the back side of both pilot’s tail rotor control pedals provide hydraulic
pressure for braking the helicopter. Pressing the toe of the pedals actuates the pistons in the master brake
cylinders, and the pressure is transmitted to the wheel brakes.
MASTER
CYLINDERS
Figure 23-27: Master Brake Cylinder
Bumkr
Each brake is a single-cavity disc brake. The disc is keyed to turn with the wheel. Braking action is provided
by hydraulic pistons forcing the pressure plate against the rotating disc and thus forcing the disc against the
back plate.

March 2013
Parking Brake System
PmukFni Bumkr Hmndlr
The parking brake handle on the center console is a straight-pull handle. When the brakes are applied and
the handle is pulled up, the handle will remain in the extended position. When either pilot’s right brake pedal
is depressed, the handle return spring moves the handle to the retracted position.
Figure 23-28: Parking Brake Handle

March 2013
PmukFni Bumkr Vmlvr

The parking brake valve, when placed in the parked position by pressing down on the toe-operated brake
pedals and pulling up the PARKING BRAKE handle, locks existing hydraulic pressure into the wheel brake
This allows continuous application of the wheel brakes without having to keep the brake pedals depressed.
PARKING
BRAKE
HANDLE RNAV WARN
ON OFF DR WPT
MAN
TUNE
ENABLE
AUTO
CRT FAN PARKING BRAKE ON

FAIL
FUEL
XFEED ANNUNCIATOR
1 2
LH DOOR PARK
BRAKE
RH DOOR ON
PARKING BRAKE LIGHT

SWITCH
PARKING
BRAKE
VALVE
Figure 23-29: Parking Brake Valve

March 2013
The parking brake valve is installed between the mixer valves and the wheel brakes. The parking brake valve
is operated by depressing both brake pedals, either pilot or copilot, and pulling up on the PARKING BRAKE
handle. Depressing the brake pedals pressurizes the wheel brake system, forcing the brake linings against
the brake discs. Pulling the parking brake handle turns a cam in the parking brake valve, blocking the ports
to the master cylinders and opening the ports from the wheel brakes to the accumulators. The accumulators,
part of the parking brake valve, are spring-loaded pistons that provide the compensation for expansion and
spring-loaded locking linkage which holds the park lever arm in the parked position. The parking brakes are
released by depressing a right brake pedal, which hydraulically retracts the locking linkage to release the
cam actuating park lever arm.
PmukFni Bumkr NN LFica

Non-IIDS
A PARKING BRAKE ON light may be installed on the instrument panel as an additional annunciator or as a
caution capsule on the caution/advisory panel. The light is activated by a switch on the parking brake valve.
The light will illuminate any time that the parking brake handle is in a position other than down.
IIDS
A green PARK BK ON advisory capsule will illuminate on the performance displays when the parking brake
handle is in a position other than down.

March 2013
Emergency Flotation System
It is not designed for long-term towing or takeoff after landing.
Figure 23-30: Emergency Flotation System

March 2013
The system is actuated electrically by the pilot just before contacting the water or at speeds up to 75 KIAS.
to the nose wheel well. Each bag is divided into two compartments. The contents of two air bottles are
extended.
circuit breakers on each panel marked FLOAT.
N N
O O FLOAT FLOAT FLOAT FLOAT
2-PWR-1 CONT D D
2 2-PWR-1
2 CONT 2-PWR-1 2-PWR-1
CONT CONT
C C
D 7½D 7½
7½ 2
7½ 2 E 7½E 7½
7½ 2
7½ 2
C C S S
S S
P P
R R
I I
Figure 23-31: Emergency Flotation System Circuit Breakers

March 2013

Floats Armed Switch
Floats Armed Advisory
Floats Switch
Floats Test Switch and Indicators Lights
lomas Auerd wFaSc

The FLOATS ARMED switch may be located on the center console or the upper switches above the pilot.
When landing or taking off over water at airspeeds of less than 75 KIAS, the switch should be places in the
Figure 23-32: Floats Armed Switch

March 2013
lomas Aue AdvFsouy
When the FLOATS ARMED switch is placed in the ARMED position, the FLOATS ARM advisory light on the
caution panel or IIDS performance pages should illuminate.
Figure 23-33: Floats Arm Advisory

March 2013
lomas wFaSc
installed an identical switch is on the copilot’s cyclic stick grip.
Figure 23-34: Floats Switch
lomas Orsa wFaSc mnd IndFSmaous LFicas
1 and 2 are on a FLOATS TEST panel mounted on the instrument panel. The test switch has positions
marked TEST and NORM. Normal operation is with the Test switch in NORM.
When testing the system, the switch is placed in the TEST position and the red WARN light should illuminate.
on) with the test switch in TEST. When the cyclic FLOATS switch is depressed, the 1 and 2 TEST lights
should go on. After completing test, release cyclic FLOATS switch, place arming switch OFF and test switch
to NORM.
Figure 23-35: Floats Test Switch and Indicator Lights

March 2013
Four 3,000 PSI
INITIATOR
SQUIB SERVICING
VALVE
EMERGENCY
FLOTATION
NOSE BOTTLE
PRESSURE
GAUGE
MANIFOLD
RETAINER
PRESSURE
RELIEF VALVE
Figure 23-36:
LEFT MAIN FLOAT BOTTLE RIGHT MAIN FLOAT BOTTLE
NOSE FLOAT BOTTLES (ONE UNDER EACH PILOT SEAT)
Figure 23-37: Main and Nose Float Bottles

March 2013
Float Bags
MAIN FLOAT
BAGS
NOSE FLOATS
Figure 23-38: Float Bags

March 2013
compartments.
GIRT ASSEMBLY
(OUTBOARD AFT)
GIRT ASSEMBLY
(INBOARD AFT)
POSITIONING
TUBE
GIRT ASSEMBLY
(INBOARD FORWARD)
GIRT ASSEMBLY
(OUTBOARD FORWARD)
STOWAGE COMPARTMENT
COVER LACING STRIPS
NOSE FLOAT STOWAGE

D COMPARTMENT COVER
FW
LEFT NOSE RIGHT NOSE

FLOAT FLOAT
FORWARD FORWARD
COMPARTMENT COMPARTMENT
AFT AFT
SERVICING RIGHT SERVICING

VALVE RUPTURE DISC FORWARD VALVE RUPTURE DISC
BOTTLE
PRESSURE PRESSURE
NO. 1 RELIEF NO. 2 RELIEF
VALVE VALVE
LEFT
INITIATOR PRESSURE INITIATOR
FORWARD
SQUIB GAUGE SQUIB
BOTTLE
PRESSURE
GAUGE
Figure 23-39:

March 2013
compartments.
MAIN LANDING
GEAR DOOR
HELICOPTER
FUSELAGE
STRAP ASSEMBLY
CABLE ATTACHMENT
D
FW
LEFT MAIN RIGHT MAIN

FLOAT FLOAT
FORWARD FORWARD
AFT AFT
SERVICING RIGHT SERVICING

VALVE RUPTURE DISC AFT VALVE RUPTURE DISC
BOTTLE
PRESSURE PRESSURE
NO. 3 RELIEF NO. 4 RELIEF
VALVE VALVE
LEFT
INITIATOR PRESSURE INITIATOR
AFT
SQUIB GAUGE SQUIB
BOTTLE
PRESSURE
GAUGE
Figure 23-40:

March 2013
Main Gear Door Links
SQUIBS
PROTECTIVE COVER
DOOR LINK
D
FW
(TYPICAL, LEFT AND RIGHT

MAIN LANDING GEAR DOOR LINK)

March 2013
Main Gear Door Links

A door link is installed between each main landing gear drag brace assembly and each main landing gear
door. The door link is used to open or close each main landing gear door when the gear is actuated to the
extended or retracted position.
separation of link.
Operation of Emergency Flotation System

With the FLOATS ARMING switch ARMED, and the FLOAT TEST SWITCH in the NORMAL position,

March 2013

March 2013
Limitations
Landing Gear Limitations

The maximum airspeed for landing gear operation is 130 KIAS.
S-76 A/A+/A++: Maximum groundspeed for landing, takeoff, and taxi is 40 Kts.
S-76 B/C/C+/C++: Maximum groundspeed for landing, takeoff, and taxi is 54 Kts.
Flotation System Limits

March 2013

March 2013
Landing Gear Will Not Extend
Indications
LANDING GEAR
(NO LTS or ONE RED LT ON)
Actions
NNOT: Absence of normal No. 2 Hydraulic pressure or DC ESS bus power requires the use of the
emergency landing gear blowdown system.
With NO lights illuminated:

IIDS TEST Button (any) - Check LDG GR Lights
Airspeed - Approx 80 KIAS
LDG GR POS LTS CB - Check In
Landing Gear Handle - Cycle (Several Times - If Unsuccessful, Leave Down)
Landing Gear Handle Selected Down - Check

Emergency Landing Gear T-Handle - Turn and Pull
Landing Gear Lights - Check 3 Green/No Red
NNOT: Once the blowdown bottle has been discharged, do not attempt to raise the landing gear.
Landing - Touch Down Lightly
Prior to taxi or shutdown:

Landing Gear Lock Pins - Install

March 2013
Landing Gear Unsafe Indication
Indications
LANDING GEAR
(One or More Lights Out)
Actions
UNSAFE EXTEND (Gear Handle DOWN)
IIDS TEST Button (any) - Check LDG GR Lights
If light does not test:

Switch the light’s bulb with one of the other lights and check for a safe indication
If still UNSAFE:
Airspeed - Approx 80 KIAS
LDG GR CONT CB - IN
Landing Gear Handle - Cycle (Several Times - If Unsuccessful, Leave Down)
AAUTIO
If any indications of jammed gear are present leave landing gear handle DOWN.
If landing gear still does not extend:

Hover. Have someone outside examine landing gear. Consider having ground crew make a careful
attempt to pull gear into place
NNOT: Use of the emergency blow down system is NOT recommended in this situation.
If gear appears to be extended and/or a safe gear indication is obtained:

Landing - Touch Down Lightly
Prior to putting weight on gear, taxiing, or shutdown:

Landing Gear Lock Pins - Installed

March 2013
LANDING GEAR
(One or More Lights Out)
UNSAFE RETRACT (Gear Handle UP)

Airspeed - APPROX 80 KIAS
Landing Gear Handle - Down
If a safe down indication is obtained and destination can be reached with the landing gear down:
NNOT: Do not consider raising the landing gear again unless no safe landing area is within reach
with landing gear extended. If gear does NOT extend, proceed as in UNSAFE EXTEND.
Brake Failure
Indications
Brakes inoperative or slow to respond.
Actions
All Engines Operating (AOE):
Power - Increase Establish Safe Hover
OEI Running Landing:

Cyclic - Slowly Raise Nose
Collective - Slowly Increase to Decelerate Helicopter
After Stopping:
Cyclic - Centered
Collective - Full Down
Landing Gear - Pinned/No Taxi
AAUTIO
DO NOT APPLY BRAKES while performing aerodynamic braking. Use of brakes may lead to tire
damage or failure. Center the cyclic PRIOR to lowering the collective to the full down position to
prevent inadvertent main rotor contact with the tail section of the helicopter.
AAUTIO
Maximum nose high attitude is 10º.

March 2013

March 2013
24
Lighting System
Contents
Aircraft Lighting
Exterior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-3
Controllable Searchlight................................................................................................................ 24-3
Figur: Exterior Lighting ......................................................................................................... 24-4
Landing Light ................................................................................................................................ 24-6
Recognition Lights ........................................................................................................................ 24-7
Pulselite System (Optional) .......................................................................................................... 24-8
Anti-collision Lights ....................................................................................................................... 24-9
Position and Strobe Lights .......................................................................................................... 24-10
Logo Lights ................................................................................................................................. 24-11
Gearbox Inspection Lights .......................................................................................................... 24-13
Lighting Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-14
Interior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-15
Flight Compartment Lighting....................................................................................................... 24-15
Figur: Instrument Lighting Controls (Non-IIDS) ..................................................................24-16
Figur: Instrument Light Controls (IIDS) ...............................................................................24-17
Cabin Compartment Lighting ...................................................................................................... 24-20
Baggage Compartment Lights .................................................................................................... 24-23
Emergency Lighting .................................................................................................................... 24-24

March 2013

March 2013
Lighting System
Aircraft Lighting
The helicopter lighting system consists of exterior, interior, and emergency lighting installations and their
control devices. Interior lighting can vary widely between the helicopters.
Exterior Lighting
The exterior lighting system includes the following installations:
Controllable Searchlight.
Landing Lights.
Recognition Lights.
Pulselite System (Optional)
Anti-collision Lights.
Position and Strobe Lights.
Logo Lights.
Gearbox Inspection Lights.
Contuollablr SrauchlFiht
A controllable searchlight is mounted and stowed in the nose of the helicopter. The searchlight is capable of
rotating about 360º.
Figure 24-1: Controllable Search Light

March 2013
Exterior Lighting

March 2013
Lighting System
The searchlight control circuit receives 28 VDC from the DC essential bus via the SEARCH LT CONT circuit
breaker. The power to light the lamp and to drive the controllable searchlight motors is supplied from the DC
essential bus via the SEARCH LT PWR circuit breaker.
Figure 24-2: Search Light Control Circuit Breaker
The power is controlled by the SEARCH LT ON-OFF-STOW switch. When the SEARCH LT switch is turned
ON, the SLT TRAIN thumb switch on either collective controls is used to direct the lamp FWD, AFT, L, or R.
Turning the SEARCH LT switch to “OFF” will extinguish the lamp while leaving it extended. Selecting “STOW”
will extinguish the lamp and automatically retract the lamp to the stowed position.
Figure 24-3: Search Light TRAIN Thumb Switch Figure 24-4: Search Light Switch
on Collective Stick

March 2013
LandFni LFiht
the left main landing gear.
Figure 24-5: Landing Lights
The landing light is controlled by the LAND LT switch. The landing light illuminates when the LAND LT switch
is turned ON and the right main gear down proximity switch senses that the landing gear are down and
locked. Multiple wiring variations exist. The landing system is powered by No. 2 DC primary bus via the LDG
LT PWR and LDG LT CONT circuit breakers. Later models, or helicopters with a second light installed, use
either DC or AC power. All helicopters with the optional pulselite landing system use 28 VAC.
On installations utilizing AC power for the landing light (Non-pulselite), a landing light test switch is installed
in the baggage compartment to allow bulb testing using external power. Raising the switch guard and placing
the test switch to the test position will allow the landing lights to be temporarily tested.
Figure 24-6: Landing Light Switch

March 2013
Lighting System
RrcoinFtFon LFihts
The recognition lights are located within the nose fairing of the helicopter.
Figure 24-7: Recognition Lights
The recognition light control circuit receives No. 1 Primary DC power via the RCGN circuit breaker. The
power is controlled by the RCGN LTS ON-OFF switch. With the optional pulselite system, the AC junction box
supplies the illumination power for the recognition lights with 28 VAC power via the RCGN LTS circuit breaker
located within the AC junction box and through circuitry within the pulselite control unit.
Figure 24-8: Recognition Circuit Breaker and ON-OFF Switch

March 2013
PglsrlFtr Systrm (OptFonal)
The operation of the pulselite system is controlled by the RCGN LTS and LAND LT switches on the lighting
45 times per minute.
Figure 24-9: Recognition and Landing Light Switches
The pulselite is 28 VAC powered via the AC junction box and through the circuitry within the pulselite control
unit.
Figure 24-10: Pulselite Monitoring Unit
A pulselite monitor unit is installed in the baggage compartment to allow testing of the landing light bulbs and
pulselite system using an external power.

March 2013
Lighting System
AntF-collFsFon LFihts
The anti-collision light is mounted at the top of the tail rotor pylon. An optional second light may be installed
on the bottom of the aircraft fuselage.
Figure 24-11: Anti-collision Lights
The anti-collision light system receives 28 VDC power from the DC essential bus via the ANTI COLL LT
circuit breaker. Power is controlled by the ANTI COLL switch on the lighting control panel. Switches are
provided for activating both top and bottom lights. When TOP or BOTH is selected, power is supplied to the
Figure 24-12: Anti-collision Light Figure 24-13: Anti-collision Switch

Circuit Breaker

March 2013
PosFtFon and Stuobr LFihts
Position lights are mounted on the outboard ends of the stabilizer and on the aft side of the tail rotor pylon.
The left light has a red lens, the right light has a green lens, and the aft light is white. The anti-collision light
light with strobes.
Figure 24-14: Red and Green Position Lights
Figure 24-15: White Position Light Figure 24-16: Position Light with Strobes
(Optional Installation)

March 2013
Lighting System
The position lights receive 28 VDC from the No. 2 DC primary bus via the POS CB. The strobe lights receive
28V DC from the No. 2 DC primary bus via the STAB LTS circuit breaker. The power is controlled by the
STROBE/POS switch on the lighting control panel. When the switch is placed in the POS position, 28 VDC is
supplied to illuminate the position lights. When the switch is place in the BOTH position, 28 VDC is supplied
to the position lights and to the strobe power supply. The strobe power supply provides 425 VDC power to the
Figure 24-17: Strobe/Position Light Circuit Breaker and Switch
Loio LFihts
Some helicopters have the optional Devore Tel-Tail logo light system installed on the intermediate gearbox
Figure 24-18: Logo Light

March 2013
The logo light control receives 28 VDC from the No.1 DC primary bus via the LOGO LT circuit breaker. The
power is controlled by the LOGO LT switch on the master lighting panel. The power to illuminate the logo
lights is provided by 28 VAC from the AC junction box, which also houses a separate LOGO LTS circuit
breaker. The logo lights are also integrated into the pulselite system.
Figure 24-19: Logo Light Circuit Breaker and Switch

March 2013
Lighting System
Graubox InsprctFon LFihts

Optional gearbox inspection lights may be installed to supply light when checking the oil levels of the Tail
and Intermediate gearboxes. Remote switches’ are installed below the stabilizer on one or both sides of the
aircraft. Pressing either switch will cause both lights to illuminate. The inspection lights receive power from
the battery bus via the DC junction box ACCESS PWR circuit breaker.
Figure 24-20: Gearbox Inspection Lights

March 2013
Lighting Controls
The cockpit controls for the exterior lighting are typically located on the left-side overhead switch
panel in newer models or on the master switch panel, which is located on the center console, in older
models. Search and Landing light control switches are also located on the collective control in the
S76 B helicopter.
HI ON HI ON UP ON
BV AUTO OVER
CLOSED FAIL TEMP AUTO AUTO AUTO AUTO TEMP OFF
LO OFF LO DWN
VENT BLEED CABIN A/C

HEAT AUTO A/C AIR HEAT AUTO TEMP
EMER CABIN PASS ANTI STROBE/ RCGN LAND SEARCH

LTS LTS ADV COLL POS LTS LT LT
ON BRT FSB TOP POS PULSE PULSE STOW
OFF OFF OFF OFF OFF OFF OFF OFF
ARM CONT FSB/NS BOTH BOTH ON ON ON
Figure 24-21: Lighting Controls

March 2013
Lighting System
Interior Lighting
The interior lighting system includes the following installations:
Flight Compartment Lighting:
Instrument Lighting
Glareshield Lights and Secondary Lighting
Standby Compass and Outside Air Temperature Indicator Lights
Cockpit Flood Light
Cockpit Utility Light
Cockpit Reading and Map Lights (Gooseneck Lights)
Cabin Compartment Lighting:
Cabin Dome Lights
Cabin Reading Lights
Passenger Advisory Lights
Baggage Compartment Lighting
Emergency Lighting:
Cabin Emergency Lights
Helicopter Emergency Egress Lighting System (HEELS)/Emergency Exit Lighting System (EXIS)
lFiht Compautmrnt LFihtFni

Instrument Panel and Console Lighting
The rheostat switches are used to adjust:
Flight Instrument Lighting
Non-Flight Instrument Lighting
Console Lighting
Flight Instrument Lighting
instrument lights are powered by the No.1 DC primary bus and are adjusted by rotating the CPLT rheostat.
Non-Flight Instrument Lighting
rheostat.
Console Lighting
The console lighting system is powered by the No.2 DC primary bus and is adjusted by rotating the LWR
CONSL rheostat.

March 2013
Instrument Lighting Controls (Non-IIDS)
PRIOR TO AIRCRAFT
SERIAL NUMBER 0607

March 2013
Lighting System
Instrument Light Controls (IIDS)
PRIOR TO AIRCRAFT
SERIAL NUMBER 0607

March 2013
Secondary Lighting (Glareshield Lights)
The glareshield lights are installed on the center console or on the left and right overhead panels. Six
secondary lights are recessed beneath the glareshield to provide a secondary source of instrument panel
illumination for low light conditions. The secondary lights receive power from the DC essential bus via the
SEC circuit breaker. On helicopters prior to serial number 0607, the lights are controlled by the glareshield
by the GLARE SHIELD rheostat.
Standby Compass and Outside Air Temperature Indicator Lights

The lights for the standby compass indicator and the Outside Air Temperature (OAT) indicator are controlled
by separate ON-OFF switches that are mounted above the standby compass. The standby compass indicator
lighting is powered by the DC essential bus and are integrated into the GLARE SHIELD dimming rheostat to
control brightness. The OAT indicator lighting is powered by the No. 2 DC primary bus and is integrated into
the PLT (pilot) instrument lighting rheostat to control brightness.
Figure 24-22: Standby Compass Figure 24-23: OAT Indicator Light

Indicator Light

March 2013
Lighting System
Cockpit Floodlight
illuminates at full brilliance. Placing the switch to the CONTR position allows the light intensity to be adjusted
Figure 24-24: Cockpit Floodlight
Cockpit Utility Lights

Handheld cockpit utility lights provide additional illumination to any area of interest. The single light is installed
control housing between the pilot and copilot seats. An optional light is also installed on the copilot’s side. The
cockpit utility light receives power from the DC essential bus via the LIGHTS UTIL circuit breaker.
A push-button switch and rheostat control are located on the rear of the light. The push-button turns on the
light when the switch is held in. The rotating rheostat is used to adjust the brightness of the light.
PUSH BUTTON
RHEOSTAT
Figure 24-25: Cockpit Utility Lights

March 2013
Cockpit Reading and Map Lights (Gooseneck Lights)
Optional cockpit reading lights and map lights (Gooseneck Lights) are installed overhead or on the windshield
frame. The lights are controlled by a dedicated rheostat located next to the reading light or at the base of the
map light. Multiple wiring variations exist and the lights are powered by the DC essential bus or one of the
primary buses.
Figure 24-26: Cockpit Reading Lights Figure 24-27: Map Lights
CabFn Compautmrnt LFihtFni

Cabin Dome Lights
Cabin dome lights illuminate the general passenger compartment area.
Figure 24-28: Cabin Dome Lights

March 2013
Lighting System
Cabin dome lights receive power from the No.2 DC primary bus via the LIGHTS CABIN circuit breaker. The
cabin lighting is controlled by the CABIN LTS switch on the lighting panel. Placing the switch in the BRT
position will cause the lights to illuminate at full brilliance. Placing the switch in the CONT position allows the
passengers to control the brightness level by adjusting the dome light controls in the passenger compartment.
Figure 24-29: Cabin Dome Light Switch and Circuit Breaker
Cabin Reading Lights

Optional cabin reading lights are installed overhead in the passenger compartment. The reading lights have
individual switches which allow the lights to be operated independently. Multiple wiring variations and designs
exist.
Figure 24-30: Cabin Dome Lights

March 2013
Passenger Advisory Lights
The passenger advisory lights containing FASTEN SEAT BELT and NO SMOKING legends are located in
the passenger compartment.
Figure 24-31: Passenger Advisory Lights
The passenger advisory lights receive 28 VDC from the No.2 DC primary bus via the PASS SIGN circuit
breaker. The lights are controlled by the PASS ADV switch in the cockpit. Placing the switch in the FSB
position illuminates the FASTEN SEAT BELT legend. Selecting FSB/NS illuminates both the FASTEN SEAT
BELT and NO SMOKING legends.
power from the No.1 primary bus.
Figure 24-32: Passenger Advisory Figure 24-33: Passenger Advisory Circuit

Switch Breaker

March 2013
Lighting System
Baiiair Compautmrnt LFihts

Two baggage compartment lights are mounted on the aft wall of the baggage compartment.
Figure 24-34: Baggage Compartment Lights
The baggage compartment lights are powered by the DC essential bus via the LIGHTS BAG circuit breaker.
Microswitches behind the striker plate at the aft edge of the door control the ON-OFF circuit for the lights.
When either of the baggage door opens, the lights automatically illuminate. When both doors are closed, the
lights automatically extinguish.
Figure 24-35: Baggage Lights Circuit Breaker

March 2013
Emruirncy LFihtFni
Cabin Emergency Lights
Emergency lights are mounted in the cabin ceiling and consist of either a single emergency lighting battery
pack with two light bulbs or two separate light assemblies mounted away from the battery pack. The lights
are controlled from the cockpit by the EMER LTS switch.
Power for the lights is supplied by the emergency lighting battery pack. When the switch is in the OFF or ARM
position, the battery pack receives a trickle charge from the No.1 DC primary bus via the EMER LTS circuit
breaker. During normal operation (ARM), the lights illuminate when power is lost to the No.1 DC primary bus.
The lights also illuminate when the EMER LTS switch is turned ON. The emergency lights are turned off by
Figure 24-36: Cabin Emergency Lights
Helicopter Emergency Egress Lighting System (HEELS)/Emergency Exit Lighting System

(EXIS)
Emergency Egress or Emergency Exit lighting are independently powered systems that are installed to
housings.
Figure 24-37: Emergency Egress or Emergency Exit Lights

March 2013
Lighting System
The system is powered by two or four rechargeable battery power supply units. When the HEELS LTS switch
is in the “OFF” or “ARM” position, the power supply units receive a trickle charge from the No.1 DC primary
bus via the HEEL circuit breaker. Placing the switch in the ON position illuminate the lights.
In a helicopter with a sliding door installation, a separate non-rechargeable battery is located within the door.
Figure 24-38: HEEL Switch Figure 24-39: HEEL Circuit Breaker
Operation
Prior to takeoff, place the HEELS LTS switch in the ARM position.
After shutdown, place the HEELS LTS switch to the OFF position.
Activation
The HEELS system employs an upper and lower immersion sensor. With the switch in the ARM position, a
loss of DC Power or submersion of either immersion sensor will automatically activate the lighting system.
Figure 24-40: HEELS Activation

March 2013

March 2013
25
Miscellaneous Systems
Contents
Emergency Equipment
Federal Aviation Regulations (FARs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25-3
Section 91.513: Emergency Equipment ....................................................................................... 25-3
Section 135.155: Fire Extinguishers (Passenger Carrying Aircraft) ............................................. 25-3
Section 29.851: Fire Extinguishers ............................................................................................... 25-4
Section 135.167: Emergency Equipment: Extended Over Water Operations .............................. 25-4
Portable Fire Extinguishers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-5
First Aid Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-6
Crash Position Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-7
Activation ...................................................................................................................................... 25-8
SkyTrac/ISAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25-9
Artex 406 ELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25-10
Rescu 406 ELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25-11
Jotron 9 GHz SART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25-12
Location Streamer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25-13
Strobe Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25-14
Liferafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25-14
Internal Raft Deployment .............................................................................................................25-15
External Raft Deployment ............................................................................................................25-15
Pyrotechnic Signaling Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25-16
Ditching Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25-17
Power On Ditching .......................................................................................................................25-18
Cockpit Voice Recorder (CVR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25-18
Power Up Test .............................................................................................................................25-19
Erase ...........................................................................................................................................25-20
Accessory Systems
Utility Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25-22
General Description .....................................................................................................................25-22
Components ................................................................................................................................25-22
Controls and Indicators ................................................................................................................25-24

March 2013
Cargo Hook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25-27
General Description .....................................................................................................................25-27
Components ................................................................................................................................25-27
Controls and Indicators ................................................................................................................25-28
System Operation ........................................................................................................................25-30
Utility Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25-31
Weight Limits ...............................................................................................................................25-31
Airspeed Limits ............................................................................................................................25-31
Cargo Hook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25-32
Weight Limits ...............................................................................................................................25-32
Airspeed Limits ............................................................................................................................25-32
Altitude Limits ..............................................................................................................................25-32
Abnormal and Emergency Procedures
Utility Hoist Emergency Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25-33
External Cargo Emergency Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25-33

March 2013
Emergency Equipment
life rafts, search and rescue transponder, strobe lights, and ditching equipment.
Federal Aviation Regulations (FARs)

Section 91.513: Emergency Equipment
a. No person may operate an airplane unless it is equipped with the emergency equipment listed in this
section.
b. Each item of equipment:
Must be inspected in accordance with 91.409 to ensure its continued survivability and immediate
readiness for its intended purposes.
Must be readily accessible to the crew.
Must clearly indicate its method of operation.
contents and date of last inspection.

c.
accordance with the following:
the compartment where the extinguisher is intended to be used.
each airplane accommodating more than six but less than 31 passengers, and at least two hand
accommodating more than 30 passengers.
with the safe operation of the airplane or adversely affect the safety of the crew and passengers.
d.
Section 135.155: Fire Extinguishers (Passenger Carrying Aircraft)
an approved type for use in crew and passenger compartments as follows:
than 31 seats.

March 2013
Section 29.851: Fire Extinguishers
a.
Each extinguisher for use in a personnel compartment must be designed to minimize the hazard of
toxic gas concentrations.
Section 135.167: Emergency Equipment: Extended Over Water Operations

a. No person may operate an aircraft in extended over water operations unless it carries, installed in
equipment:
An approved life preserver equipped with an approved survivor locator light for each occupant of the
aircraft. The life preserver must be easily accessible to each seated occupant.
Enough approved liferafts of a rated capacity and buoyancy to accommodate the occupants of the
aircraft.
b. Each liferaft required by paragraph (a) of this section must be equipped with or contain at least one of
the following:
One approved survivor locator light
One approved pyrotechnic signaling device
Either:
One canopy (for sail, sunshade, or rain catcher)
One signaling mirror

One police whistle
One CO2
Two oars
One 75 ft retaining line
One magnetic compass
A two day supply of emergency food rations supplying at least 1,000 calories per day for each
person

March 2013
c. No person may operate an airplane in extended over water operations unless it is attached to one of the life
rafts required by paragraph (a) of this section, an approved survival type emergency locator transmitter.
Batteries used in this transmitter must be replaced (or recharged, if the batteries are rechargeable)
when the transmitter has been in use for more than one cumulative hour, or, when 50% of their useful
life (or for rechargeable batteries, 50% of their useful life of charge) has expired, as established by the
transmitter manufacturer under its approval. The new expiration date for replacing (or recharging) the
charge) requirements of this paragraph do not apply to batteries (such as water-activated batteries) that
are essentially unaffected during probable storage intervals.
Portable Fire Extinguishers
plate, and gauge indication should be within the green band. To operate the extinguisher, pull out the ring pin
AARNRN
may result.
OOE:
Figure 25-1: Fire Extinguishers

March 2013
First Aid Kit
bandages, triangular bandages, iodine swabs, ammonia inhalants, boric acid ointment, and a tube of burn
ointment.
Figure 25-2: First Aid Kit
Figure 25-3: First Aid Kit

March 2013
Crash Position Indicator

is a primary radio location aid to alert search and rescue authorities and assist location in the event of an
aircraft distress situation. The system features a deployable locator beacon containing the transmitter and
antenna.
The beacon, which can be both manually and automatically activated, is deployed from the aircraft in the
event of a crash, providing full emergency frequency operation at 121.5 MHz and 406.025 MHz.
Figure 25-4: Crash Position Indicator
Figure 25-5:

March 2013
Activation
Manual:
Automatic: The CPI can be reliably activated by the multi-axis G-switch or together with the on-board water
activated switch.
Maintenance Lockout: A CPI shut-off switch on the system interface unit allows the system to be disabled
for ground safety.
Figure 25-6:
AIRCRAFT AIRCRAFT
GPS FDR DATA
COCKPIT BEACON
SYSTEM INTERFACE CRASH POSITION
CONTROL RELEASE
UNIT (G- SWITCH) INDICATOR
PANEL UNIT
LEGEND CPI
GPS
FDR
OPTIONAL UNIT WATER ACTIVATED
SWITCH
EXTERNAL SYSTEM
Figure 25-7:

March 2013
SkyTrac/ISAT
The Iridium system provides global coverage via its low Earth orbiting 66 satellites, plus 14 spares. In addition
to aircraft position, the systems provides the potential of data and voice transmission to and from anywhere
in the world.
GLOBAL POSITIONING IRIDIUM SATELLITE SYSTEM

SATELLITE (GPS)
INTERNET/E-MAIL
FLIGHT TRAC
BASE SOFTWARE
IRIDIUM GATEWAY
Figure 25-8:

March 2013
Artex 406 ELT
Figure 25-9:
Once activated, the unit will transmit a standard tone on 121.5 MHz and 243 MHz continuously until the battery
OOE:
one second, then returning it to the ARM position.
Figure 25-10:

March 2013
Rescu 406 ELT
Figure 25-11:
It is a buoyant unit and will operate when with in 75° of upright, with the bottom submersed in salt water. In
battery.
out of the aircraft during evacuation.

OOE:
by any other means and may drift away if dropped.
The antenna is folded down and taped to the main body of the unit. The tape will dissolve with in 5 seconds
of submersion in salt water, allowing the antenna to spring into an upright position (use caution).
This lanyard should be attached to the raft when the beacon is deployed.

March 2013
Jotron 9 GHz SART
Figure 25-12: J
unit should be placed in a vertical position as high up as possible.
1.
2.
3. Ensure the switch moves to the ON position.
for at least 96 hours in standby mode and then for at least 8 hours of continuous operation or until the power

March 2013
Location Streamer
Figure 25-13:
Figure 25-14:

March 2013
Strobe Light
proof and buoyant.
Figure 25-15:
Liferafts
Figure 25-16:
The rafts may be located internally or externally mounted. It is important to note that the EAM life raft canopy

March 2013
Internal Raft Deployment

Internal liferafts are normally located under the center row of seats:
1.
2.
3. Throw it out of the aircraft.
4.
External Raft Deployment
Figure 25-17:

March 2013
as follows:
1. Remove the cover at the forward end of the life raft pod.
2. Pull the handle inside fully out to the limit of travel (1 to 2 inches.)
Figure 25-18:
In both types of installation, survival equipment is carried in a container that is either in the raft, or in a line
attached to it.
Pyrotechnic Signaling Devices

There are a wide variety of signaling devices and no single device is ideal under all conditions and for all
device.

March 2013
Ditching Equipment
areas under the divan seating.
Figure 25-19:
Figure 25-20:

March 2013
Power On Ditching
Actions
Floats - Arm
Passengers - Advised
Final approach - Into wind
Aircraft - Evacuate
Cockpit Voice Recorder (CVR)
conversations.
Figure 25-21:

March 2013
Power Up Oest
unit indications are:
until a self test is initiated.
Figure 25-22:
OOE:
OOE:
OOE:
1.
OOE:
OOE:
OOE:
OOE:
is detected.
OOE:

March 2013
OOE:
indicator will activate for 10 seconds and then extinguish.
2.
for at least two seconds to initiate a second self test.
3.
OOE:
Erase
Initiate erase as follows:
1.
OOE:
erasure of the recording unless the aircraft is on the ground.
OOE:

March 2013
Accessory Systems
and their installation.
The manufacturer integrates and installs these systems during manufacture of the helicopter.

March 2013
Utility Hoist
General Description
The utility hoist is installed on the right side of the helicopter above the right cabin sliding door. It has a
Figure 25-23: Utility Hoist
a two-speed hoist, while others are equipped with a variable speed hoist.
the cabin may use the hoist pendant controller.

A squid cartridge activates a guillotine- type cable cutter for emergencies. If the guillotine cutter malfunctions
in an emergency, a manual cable cutter is provided.
Components
Hoist
cable has a 5/8 inch diameter hole in the bottom part used to secure guide ropes or safety lines. Each throat
for equipment only.
the fairing cools the electric motor. The fan operates only when the hoist circuit is energized.

March 2013
The hoist is equipped with thermal overheat protection. An amber overheat caution light in the pendant will
illuminate as the thermal limit is approached, and a shutdown will occur if the limit is reached. The hoist will
re-enable as the temperature decreases below the limit.
Figure 25-24:
Manual Cable Cutter

A manual cable cutter attached to a six-foot chain stows in a pouch mounted forward of the right aft cabin door.
Its purpose is for emergency cable cutting in the event that the electrical cable shear system malfunctions.
Figure 25-25: Manual Cable Cutter

March 2013
Safety Harness
be worn anytime the cabin door is open for any hoist operation.
System Controller
operates the hoist.

Hoist Control Panel
indicator light.
Figure 25-26: Hoist Control Panel
from the panel. The pilot or copilot can raise or lower the cable only at high speed. When the switch is
switch is a guarded switch used to cut the hoist cable in an emergency.

March 2013
Hoist Pendant Controller

The (crew) hoist pendant is a portable handheld unit that controls the hoist from the cabin. When not in
use, it stows in the pendant stowage compartment on the right side of the cabin, under the aft window. The
operate. The pendant has a trigger power control switch (dead man power switch) that must be pulled
(squeezed) and held in to apply electrical power to the hoist.
speed automatically changes to slow when within 15 ± 5 ft of either end of the cable, or if the equipment loses
An amber overheat warning light illuminates if the hoist approaches an overheat condition. It will stay
illuminated until the switch cools to a preset setting. The overheat warning light should also illuminate to
demonstrate its integrity each time the cable shear continuity test light illuminates.
An optional digital display shows the length of the cable out. When 10 feet of cable remains, a caution
annunciator illuminates.
Hoist Cable Shear Switches
of the pendant control stowage compartment (for the crew) are provided for emergencies. Use the switches
to cut the hoist cable if the cable becomes entangled in an obstruction and cannot be freed or released. The
switches are guarded to protect them from actuating accidentally. To cut the cable, lift the guard and place
Cabin Hoist Test/Arm Panel (Two-Speed Hoist)

The hoist, cable shear test/arm switch panel is located above the right overhead cabin window. To test
warning light on the pendant control also illuminates. When the test is complete, reposition the
AAUNOR
To avoid cutting the cable during the test procedure, make sure that the HOIST TEST-ARM switch
is at test position before placing either the pilot/copilot or crew CABLE SHEAR switch to SHEAR.
After completing the test, make sure to return the HOIST TEST-ARM switch to ARM.

March 2013
Cabin Hoist Control Panel (Variable Speed Hoist)
A cabin utility hoist control panel is provided for a variable speed utility hoist system. It is installed in the
time, the WARN light on the pendant also illuminates to demonstrate its integrity. When the test is complete,
Figure 25-27: Cabin Hoist Control Panel

March 2013
Cargo Hook
General Description
Components
Cargo Hook
Figure 25-28:

March 2013
Cargo Hook Arming Switch
panel, to the OFF or ARM position. The switch should be selected to ARM when a load is attached.
Figure 25-29:
Cargo Hook Cyclic Release Button
CARGO HOOK
RELEASE SWITCH
Figure 25-30:

March 2013
Cargo Hook Advisory Light
HOOK ARMED
HOOK OPEN
IIDS PERFORMANCE DISPLAY
NON-IIDS CAUTION/ADVISORY PANEL
HOOK HOOK
OPEN ARMED
NON-IIDS CAUTION/ADVISORY PANEL
Figure 25-31:

March 2013
Cargo Hook Emergency Release Handle
located on the aft end of the center console.
Figure 25-32:
System Operation
however.

March 2013
Utility Hoist
(Class B loads). Normal operations are permitted with the utility hoist installed, but not used.
Hoist operations in which loads are brought into or out of the cabin require a cabin intercom system with
The last 20 ft of hoist cable (colored red) are unusable.

Observing the duty cycle recommendations will avoid overheat and preclude thermal shutdown.
OOE:
caution to ensure that the loads carried and the speed range throughout the intended
operation do not adversely affect the controllability characteristics of the helicopter. It is the
responsibility of the operator to establish safe limitations for each operation.
Weight Limits
Airspeed Limits
Up to a 4.5 inches lateral C.G. is allowed, up to 10,800 lbs (4,899 Kgs) maximum weight, with a hoist load
attached - hover only
At 4.5 inches lateral C.G. with a hoist load attached, maximum demonstrated airspeed for forward,
OOE:

March 2013
Cargo Hook
OOE:
caution to ensure that the loads being carried and the speed range throughout the intended
operation do not interfere with the controllability characteristics of the helicopter. It is the
responsibility of the operator to establish safe and sound limitations for each operation.
Weight Limits
Airspeed Limits
Crew must reduce maximum airspeed with increases in external cargo weight and density altitude. Operating
NE
placard may further limit maximum airspeed. Refer to the RFM.
Altitude Limits
OOE:
cause the helicopter to pitch nose up.

March 2013
Abnormal and Emergency Procedures
Utility Hoist Emergency Release
cutters as close as possible to the hoist.
External Cargo Emergency Release

If an emergency requires the release of an external cargo load, with the arming switch normally selected in
on the center console.

While carrying external cargo, the pilot should always maintain a position such that an emergency release
will not endanger persons or property on the ground.

March 2013
Ohis page intentionally left blank.

March 2013
26
Powerplant
Contents
Powerplant
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-3
Figur: Modular Designs ........................................................................................................ 26-5
Engine Access .............................................................................................................................. 26-6
Engine Cowling Limits .................................................................................................................. 26-7
Engine Operating Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-8
Compression................................................................................................................................. 26-9
Combustion..................................................................................................................................26-15
Turbine Section ............................................................................................................................26-16
Speed Measurement and Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-19
N1 Biasing ....................................................................................................................................26-20
Power Turbine (N2) ......................................................................................................................26-21
Reduction Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-27
Operation .....................................................................................................................................26-28
Engine Torque Sensing ...............................................................................................................26-30
Engine Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-33
ScremaFS: Engine Oil System .............................................................................................26-34
Engine Oil Tank and Cooler .........................................................................................................26-35
Oil Pump and Filter ......................................................................................................................26-37
Engine Oil Filter and Heat Exchanger .........................................................................................26-39
Operation .....................................................................................................................................26-39
Oil Filter Bypass Indicator ............................................................................................................26-40
Scavenge Strainers .....................................................................................................................26-41
Chip Detection .............................................................................................................................26-42
Engine Oil Temperature/Pressure Indicating Systems ................................................................26-44
Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-45
Fuel Control Unit ..........................................................................................................................26-46
Digital Engine Control Units (DECU) ...........................................................................................26-53
Single Engine Limiting .................................................................................................................26-59
Fuel Metering ...............................................................................................................................26-60
Engine Training Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-67
Engine Starting ............................................................................................................................26-69

March 2013
Engine Limits
Engine or Drive System Operating Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-71
Dual Engine Fail in Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-73
Dual Engine Fail in Hover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-74
Single Engine Fail in Hover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-74
Single Engine Fail in Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-74
Single Engine Fail – T/O Abort Category “A” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-75
Single Engine Fail – T/O Continue Category “A” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-75
Single Engine Fail-T/O Abort Category “B” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-76
Single Engine Fail Balked Landing/Go Around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-77
Single Engine Running Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-77
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-78
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-79
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-79
Fuel XFEED After Engine Fail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-80
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-80
Engine Oil Temperature Above Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-81
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-81
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-82
DECU Total Fault One Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-82
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-83
DECU Degraded Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-84
DECU Minor Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-84
Engine Control Oscillations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-85
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-85
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-85
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-86
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-86
1
or Torque Indicator Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-86
T5 Indicator Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-86
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-87
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-87

March 2013
Powerplant
Powerplant
This chapter describes the powerplants installed in the S76 C++ helicopter. The powerplant system consists
of two removable power packages mounted side-by side in the engine compartment, aft of the transmission
compartment. Each power package consists of a TURBOMECA ARRIEL 2S2 engine supports, air inlet,
exhaust pipe and prolongator, oil cooler blower, starter/generator, engine driveshaft, fuel and lubrication
lines, and a wiring harness.
Engines
Two TURBOMECA ARRIEL 2S2 engines, with a dual-engine takeoff rating of 922 SHP each and a single-
engine rating of 1,033 SHP, are mounted aft of the main gear box. The power turbine of each engine is
connected to the main gear box with separate input shafts. The main gear box input shafts contain the
freewheel units.
Each engine is made up of the following 5 modules:
M01 - Accessory gear box
M02 - Axial compressor
M04 - Power turbine

M05 - Reduction gear box
Each module sub-assembly forms an independent unit. Once assembled and inspected, no adaptation work
is necessary to install it on any engine. The modular design enables to operator to inspect, and change, if
necessary, individual modules of the engine. This eliminates the requirement to send the entire engine to an
overhaul facility for repairs. Modules M04 and M05 can be changed without engine removal.
Non-modular items are the exhaust pipe, adapting parts, and certain accessories.

March 2013
The engine control is a dual channel Digital Engine Control Unit (DECU) for each engine that controls the
start sequence, normal operation, and emergency operation of the engine. The DECU is normally powered
in the event of alternator failure but is the primary source during startup, idle, and shutdown or other regimes
where gas generator speed is less than 60.0% N1.
Ice protection is provided by a bleed-air anti-icing system. The engines are started electrically using
starter-generators.
Figure 26-1: Powerplant Left Side (C++)
Figure 26-2: Powerplant Right Side (C++)

March 2013
Powerplant
Modular Designs
AXIAL COMPRESSOR
POWER TURBINE
HIGH PRESSURE SECTION

OF THE GAS GENERATOR
ACCESSORY GEARBOX + POWER SHAFT

REDUCTION GEARBOX
MODULE ONE
MODULE TWO
MODULE THREE
MODULE FIVE
MODULE FOUR

March 2013
EniFnr ASSrss
Access provisions to the engine include the hinged air inlet cowls and the hinged aft cowling.
Air Inlet Cowls

The No. 1 and No. 2 engine air inlet cowls are made from Kevlar; they hinge upward and are supported
during maintenance by a telescoping strut. The engine air inlet cowls are secured to the airframe latches,
which contain straps secured to the airframe with ¼ turn fasteners.
Figure 26-3: Engine Cowling Access

March 2013
Powerplant
AFT Engine Cowl

The aft engine cowl hinges back and is made from Kevlar lined with stainless steel. The cowl is made from
engine compartments. The left and right forward latches have straps that are secured to the airframe with ¼
turn fasteners. All four aft engine cowl latches contain a spring which holds the latch in the open position to
prevent damage while closing the cowl.
Figure 26-4: AFT Engine Cowl
EniFnr CowlFni LFeFas

Engine Cowling Open
Engine operation with cowling open or unlatched is prohibited.
Engine Cowling Removed

Single engine operations permitted only with operational rotor brake applied with main rotor blades positioned
at 45° to the longitudinal axis of the helicopter and nose of the helicopter positioned into the wind. Do not
exceed N1 52%.

March 2013
Engine Operating Principles
The engine provides power by transforming the energy in the air and fuel into mechanical energy which is
transmitted to the main gear box via a transmission shaft.
The process comprises compression, combustion, expansion and the transmission of the power.
is increased by the axial and centrifugal compressors and then directed to the combustion chamber. The
fuel-air mixture is ignited by two high-energy igniter plugs and allowed to expand. The expanding gases
move through the combustion chamber and enter the turbine section where the gases are forced through gas
producer and power turbine wheels causing them to turn. The single axial N1 gas producer turbine extracts
energy from the expanding gases to drive the compressor and the N1 accessory gear train. The single-stage
N2 power turbine extracts energy from the remaining combustion gases to drive the power shaft and oil cooler
blower. The excess combustion gases from the turbine are then expelled through the exhaust outlet.
POWER TURBINE
GAS GENERATOR AND EXHAUST
COMPRESSION COMBUSTION EXPANSION EXPANSION
GAS
EXHAUST
AIR
INLET
ACCESSORY
GEARBOX
ACCESSORY
DRIVE
N1 TURBINE WHEEL N2 TURBINE WHEEL

POWER OUTPUT TO
MAIN GEARBOX
FUEL TRANSMISION SHAFT REDUCTION GEARBOX
POWER TRANSMISSION DRIVE SPEED REDUCTION
DIGITAL ENGINE
CONTROL UNIT
ENGINE CONTROL AND MONITORING
Figure 26-5: Engine Operating Principles

March 2013
Powerplant
CoepurssFon
compression by compressing the ambient air to supercharge the centrifugal compressor. The centrifugal
compressor provides the second stage of compression by further compressing the air and delivering the
compressed air to the combustion chamber.
Axial Compressor
the vanes of the diffuser. Due to the divergent passage, the air velocity reduces and the pressure increases.
centrifugal compressor.
AIR DISCHARGED
THROUGH THE COMPRESSOR
BLEED VALVE
COMPRESSION AND
STRAIGHTENING OF THE AIR
ADMISSION
OF AMBIENT AIR
SUPERCHARGING OF THE
CENTRIFUGAL COMPRESSOR
ACCELERATION
OF THE AIR
Figure 26-6: Axial Compressor- Operation

March 2013
Centrifugal Compressor
air pressure increases due to the divergent passage between the blades and the air velocity increases due
axial. In the second stage diffuser, the velocity is again transformed into pressure. The air is then admitted
into the combustion chamber.
COMPRESSION OF THE AIR

IN THE DIFFUSERS
ACCELERATION AND
AIR ADMITTED INTO

THE COMBUSTION
CHAMBER
SUPERCHARGING BY
THE AXIAL COMPRESSOR

IN THE DIFFUSERS
Figure 26-7: Centrifugal Compressor - Operation

March 2013
Powerplant
Bleed Valve
A compressor bleed valve is installed on the compressor section to prevent compressor stalls at low engine
speeds. At low gas generator speed the axial stage of the compressor produces more air than the centrifugal
stage of the compressor can handle. In the open position, the bleed valve discharges this excess volume
of axial compressor air (P2.4). The bleed valve automatically closes at high gas generator speeds when the
centrifugal compressor can utilize all of the air.
Figure 26-8: Bleed Valve
The bleed valve is controlled by the compression ratio (P3/PO). The valve does not modulate, it is either open
or closed.

March 2013
When the gas generator rotation speed N1 increases, the compression ratio P3/P0 increases and beyond a
certain value:
P2.4
P 3 AIR
A B
P 0 AIR
PISTON
DETECTION
CAPSULE
MICROSWITCH
INTERMEDIATE MICROSWITCH P 2.4

STAGE (CONNECTED TO DECU) AIR OUTLET
P2.4
BUTTERFLY
VALVE
RACK AND PINION P 3 INLET

SIGNAL TO THE MECHANISM
FILTER
DECU RACK PINION
INDICATION BUTTERFLY
VALVE P 3 AIR
PNEUMATIC
CONTROL SYSTEM
VALVE SHOWN IN OPEN POSITION
Figure 26-9: Bleed Valve - Operation
The diaphragm of the intermediate stage closes the discharge.
The piston moves down under P3

mechanism. The valve closes and stops the air tapping.
The microswitch contact, actuated by the piston, opens. This provides a closed signal to the DECU. The
DECU outputs a position signal to the cockpit.

March 2013
Powerplant
A green “BV” indication for each engine is displayed above the N1 column on the IIDS. When the BV is visible,
the bleed valve is open. The bleed valve should be open below 80% N1 and closed above 98% N1. The N1
speed at valve opening depends on OAT, with higher closing N1 speeds at higher temperatures.
Figure 26-10: Bleed Valve Indication
Customer Bleed Air

Engine Customer bleed is tapped from the compressor section separately from the bleed valve to provide
during high engine power demand conditions if the N1 goes above 99% and comes back on when N1 goes
below 99%.
not interchangeable, but function similarly. The inlet of each shutoff valve is connected to its respective engine
compressor. The outlet of each valve is connected to one common welded tube which routes bleed-air to a
mixing valve, where bleed-air and ambient air are mixed and pneumatically controlled. The bleed air shutoff
valves receive electrical power from the No. 1 and No. 2 DC primary buses via the respective BLEED AIR
circuit breakers.

March 2013
The shutoff valves are solenoid-controlled pneumatic valves that are normally in the open position. The
valves also contain an inline check valve that is spring loaded closed. With the solenoid de-energized, the
check valve will open when the inlet pressure exceeds 5 PSI. With the solenoid energized, the check valve
low pressure switches. The system is turned on after both engines are operating by placing the BLEED AIR
switch, on the HEATER CONTROL panel, ON which de-energizes the valves allowing them to open. When
both shutoff valves open they provide the required amount of bleed-air for proper system operation. If No. 1
or No. 2 engine bleed-air pressure drops to 7 PSI or below or if system pressure drops to 7 PSI or below for
5 seconds or more, the engine or system low pressure switches will close supplying electrical power to close
the valves. If the downstream pressure becomes greater than inlet pressure, a built-in check valve will close,
DC GEN BUS BLEED AC GEN STAB DC GEN BUS BLEED BATT CPLT HTR
WARN TIE AIR 1 WARN LTS WARN TIE AIR 2 WARN STATIC
2 2 2 2 5 2 2 2 2 4
NO. 1 ENG FIRE CPLT TONE CBN FIRE NO. 2 ENG

FUEL PRIME EXT EADI SG/DC EHSI GEN HOST EXT FUEL PRIME
N N
O O
2 5 5 5 5 2 2 5 2
2 1
E CPLT IIDS IIDS SEC AHRS AUX CPLT E
N CONT CPLT CTR PLT NO. 2 NO. 1 IIDS HTR EFIS FAN N
G G
5 5 5 5 5 5 2 1
BLEED AIR
SHUTOFF VALVES
Figure 26-11: Customer Bleed Air

March 2013
Powerplant
CoebgsaFon
The combustion chamber consists of a front swirl plate and mixer unit, rear swirl plate and shroud, a centrifugal
FRONT SWIRL MIXER UNIT TURBINE

PLATE CASING
REAR SWIRL
PLATE
SHROUD
MIXER UNIT
COMBUSTION
CHAMBER
CENTRIFUGAL DRAIN VALVE
INJECTION WHEEL ORIFICE
FUEL INJECTION CURVIC- FRONT SWIRL

TURBINE
SYSTEM COUPLING PLATE
CASING
Figure 26-12: Combustion Chamber
temperature on the turbine.

PRIMARY AIR (COMBUSTION)
SECONDARY AIR (COOLING)
BURNT GAS
COMPRESSED
AIR
GAS FLOW TO THE

TURBINE
FUEL-PRIMARY AIR RATIO:

1/15
TOTAL FUEL/AIR RATIO:

1/45
PRESSURE DROP:
APPROX. 4 %
FUEL COMBUSTION
INJECTION (2500 °C / 4532 °F)
Figure 26-13:

March 2013
Ignitor Plug and Fuel Injector
used for starting only.
IGNITOR PLUGS AND START FUEL INJECTORS
ENGINE RIGHT SIDE ENGINE LEFT SIDE
Figure 26-14:
TgubFnr rSaFon
The turbine sections consist of a single-stage gas generator turbine wheel (N1) and a single-stage power
turbine wheel (N2).
NOZZLE
GUIDE VANE
(CONVERGENT PASSAGE)
ROTATION OF THE
TURBINE WHEEL
ROTATION
COMPRESSOR
DRIVE
NOZZLE TURBINE
GUIDE VANE WHEEL
GAS FROM THE

COMBUSTION CHAMBER
GAS TO THE
POWER TURBINE
Figure 26-15: Gas Generator Turbine - Operation

March 2013
Powerplant
1
)
Operation
The gas generator turbine transforms the expanding gas energy into mechanical power to drive the compressor
forces whose resultant causes the rotation of the wheel. The gas, still containing energy, is directed to the
power turbine.
DRIVE OF THE ACCESSORIES

(BY THE GAS GENERATOR)
FWD
DC GENERATOR
ACCESSORIES (FUEL PUMPS,

OIL PUMPS, ALTERNATOR,
PHONIC WHEEL)
NORMAL RUNNING
(N1 SELF-SUSTAINING SPEED)
Figure 26-16: Accessory Drive

March 2013
1
) Sensing
When the gas generator reaches a self-sustaining speed (Approximately 45% N1) the gas producer turbine
provides the energy to drive the compressor section and the following accessories:
1. DC Generator
2. Engine Alternator
3. Engine Fuel Pumps
4. Engine Oil Pumps
DUAL ALTERNATOR
N1
9.9 103.4
76.1
100% - TAKEOFF LIMIT

10 103.9% - 30-SECOND LIMIT
100.5% - 2-MINUTE LIMIT
97.8% TO 100% - 99.4% TO 103.9% -
PRECAUTIONARY RANGE
PRECAUTIONARY RANGE
0% TO 97.8% - NORMAL 9 99.4% - MAXIMUM CONTINUOUS
RANGE LIMIT
53% TO 62% - 8 0% TO 99.4% - NORMAL
N1 AVOID RANGE RANGE
7
5
3
1
N1C SENSOR
Figure 26-17: Dual Alternator and N1C Sensor (S76 C++)

March 2013
Powerplant
Speed Measurement and Indicating System

There are two N1 signals for each engine: N1 and N1C. The N1 signal is sent to the DECUs via the No. 1
and No. 2 dual channel alternators. The DECU applies a bias to the signal for temperature and altitude, and
sends it to the IIDS. The N1C signal is sent directly to IIDS via the No. 1 and No. 2 N1 speed sensor magnetic
pickups. The N1C signal is raw and is not biased for temperature and altitude; therefore, the IIDS conducts
a biasing equation. During normal operation, the N1 signal is used. If the N1 signal is not available, the N1C
signal is used as the backup.
ELECTRICAL PHONIC WHEEL WINDING

ALTERNATOR
CONNECTOR A
ELECTRICAL
CONNECTORS
WINDING
B
TYPE:
PERMANENT
ELECTRO-MAGNETIC N1 SPEED MOUNTING MAGNET
SENSOR FLANGE
COIL
QUANTITY:
1
N1 SPEED SENSOR
PHONIC WHEEL:
- QUANTITY: 1 N 1C
SENSOR
- ON THE ALTERNATOR
DRIVE SHAFT
WINDING
A IIDS
N1
ALTERNATOR
WINDING FUEL CONTROL

B DECU UNIT
N1
SENSOR
Figure 26-18: N1 Speed Sensor (2S2)

March 2013
1
test is conducted. The biased N1 signal is normally displayed on the
IIDS. During the test, the biased N1C signal is also displayed. The signals should agree within 0.2%.
PARK BK ON PARK BK ON
2 OAT 24 °C 2 OAT 24 °C
T5 BV N1 BV TQ 107 T5 BV N1 BV TQ 107
452 452 76.1 76.1 17 17 N2 NR N2 452 452 76.1 76.1 17 17 N2 NR N2
10 - 10 -
- - 110 - - 110
10 10 10 10
9 9
- - - -
8 100 8 100
8 9 8 9
- - TST - - TST
6 90 6 90
7 8 7 8
70 70
- - 4 - - 4
7 50 7 50
6 6
4 5 2 30 4 5 2 30
B B
3 R 2 3 R
PWR N1 TEST OEI
ASSUR 1 10
MAINT T N1 TEST
1 10 T
0 0 0 76.1 76.0 0 0
D D
I I
M M
MENU MENU
Figure 26-19: IIDS - N1 Signal
N1 BFmsFni
N1 bias is a correction of the N1 for temperature and altitude which allows the N1 limit to be indicated as a
constant number, regardless of the fact that the N1 limit varies with ambient conditions. As a result, OEI 30
sec. is always indicated as 103.9% N1, OEI 2 min. is always indicated as 100.5 etc.
N1 is biased above 60% N1 when the dual channel alternator is powered.
N1
OEI 30 SEC.
55000
54000
OEI 2 MIN.
53000
TAKE-OFF
OEI CONTINUOUS
52000
MAX. CONTINUOUS
51000
50000
-50 -40 -30 -20 -10 0 10 20 30 40 50 T1
MAX. N 1 LIMITATION
Figure 26-20: N1 Biasing

March 2013
Powerplant
An N1 temperature probe is mounted on the nose of the helicopter. The temperature probe contains two
temperature sensors which are used for N1 biasing calculations, one for each engine.
Figure 26-21: N1 Temperature Probe
Power Turbine (N2)

The power turbine transforms the gas energy from the gas generator into mechanical power to drive the
reduction gearbox.
The N2 power turbine is a free turbine and is not mechanically connected to the N1 gas generator turbine.
guide vane, the gas velocity increases due to the convergent passage.
The gas is directed onto the turbine wheel and the resulting aerodynamic forces on the blades cause the
wheel to rotate.
POWER TURBINE ROTATION OF THE
NOZZLE GUIDE VANE POWER TURBINE
GAS FROM
THE GAS
GENERATOR
ROTATION
REDUCTION
GEARBOX
DRIVE
NOZZLE TURBINE
GUIDE VANE WHEEL
GAS EXHAUST
Figure 26-22: Power Turbine - Operation

March 2013
2
) Sensing
N2A & N2B

SENSORS
Figure 26-23: Engine Right Side
N2C
SENSOR
Figure 26-24: Engine Left Side

March 2013
Powerplant
2
Speed Measurement and Indicating System
The N2 speed measurement and indicating system includes:
A phonic wheel which is the reduction gearbox output gear
Three electromagnetic sensors located on the reduction gearbox casing, each of which has:
A permanent magnet
A coil
MOUNTING
FLANGE
REDUCTION
GEARBOX
OUTPUT GEAR
(PHONIC WHEEL)
N2A AND N2B
N2C
PERMANENT
MAGNET
N 2 SPEED
TYPE: ELECTRICAL SENSOR
N 2 SPEED
ELECTRO-MAGNETIC CONNECTOR SENSOR COIL
QUANTITY:
3 IDENTICAL SENSORS
(INTERCHANGEABLE)
PHONIC WHEEL: N2A SPEED

INDICATOR
- QUANTITY: 1 SENSOR INDICATION
(N2-1 , N2-2 )
- REDUCTION GEARBOX OUTPUT GEAR 2S2
N2A AND N2B STOP OVERSPEED

SENSORS N2B ELECTRO-VALVE SHUT-DOWN
SENSOR
FUEL CONTROL SPEED CONTROL

UNIT (METERING UNIT)
DECU
N2C
N2C SENSOR
SENSOR
Figure 26-25: N2 Speed Sensor (Speed Measurement and Indicating System)

March 2013
Operation
The rotation of the phonic wheel causes the sensor to produce an electrical signal. The frequency of the
signal is proportional to the rotation speed and the number of teeth on the phonic wheel.
The output signal from the N2A sensor is transmitted directly to the IIDS via the RDAU. The N2A signal is also
transmitted to the DECU via the ARINC data bus for redundancy.
The output signals from the N2B and N2C sensors are transmitted to the DECU; they are used for speed
control and overspeed shut-down.
O/S 107
N2 N2
NR
N2 TACHOMETER
110
115.5% - MAXIMUM
108% TO 115.5% - 100
PRECAUTIONARY RANGE
90.5% TO 108% -
NORMAL OPERATION 90
87.0% TO 90.5% - 70
N2 AVOID RANGE
50
30
10
0
Figure 26-26: N2 Tachometer

March 2013
Powerplant
T5 Sensing
T5 is an indication of the gas generator outlet temperature and is measured between the N1 gas generator
turbine and the N2 power turbine. T5 is measured by 8 probes, each containing two thermocouples. The
probes are connected to a conformation box which transmits T5 indications to the DECU and to the IIDS via
the RDAU.
Figure 26-27: T5 Sensing

T5
625
START LIMITS
840°C - 10 SECOND
STARTING LIMIT 10
751°C TO 840°C - STARTING 9
PRECAUTIONARY RANGE
0°C TO 751°C - NORMAL 8

STARTING RANGE
7
6
4
2
0
T5
330 932
10
DUAL ENGINE LIMITS SINGLE ENGINE LIMITS
930°C - TAKEOFF LIMIT 9 996°C - 30 SEC LIMIT
840°C TO 930°C - 944°C - 2 MINUTE LIMIT

PRECAUTIONARY RANGE
8 926°C TO 996°C-
0°C TO 893°C - NORMAL PRECAUTIONARY RANGE
OPERATION 0°C TO 926°C- NORMAL
7 OPERATION
6
4
Figure 26-28:2 T5 Indications
0

March 2013
T5 Gas Temperature Measurement and Indicating System
A thermocouple produces a thermoelectric voltage which is proportional to the temperature difference
The probes are wired in parallel. The reading obtained is an average temperature.
This voltage is supplied, via the conformation box to:
The IIDS via the RDAU

The signal received by the RDAU is transmitted to the DECU to be used as a back-up signal.
PROBE
(SHEATH AND CHROMEL -
ALUMEL JUNCTION)
MOUNTING
FLANGE CABLE
(CONNECTION WITH
THE CONFORMATION
BOX)
TYPE:
CHROMEL - ALUMEL
THERMOCOUPLE QUANTITY:
HARNESS (x2) HARNESSES
8 DOUBLE (16 THERMOCOUPLES)
IN 2 HARNESSES
8 PROBES
CONFORMATION
BOX
DECU
T5
INDICATION
CONFORMATION BOX
SCHEMATIC DIAGRAM
Figure 26-29: T5 Thermocouple Probes

March 2013
Powerplant
Reduction Gearbox
The reduction gearbox reduces the power turbine RPM at a ratio of 6.52:1 and transmits the power forward
to the main gearbox via the engine output power shaft. The reduction gearbox contains three gears (drive,
intermediate, and output) contained between front and rear casings. The intermediate gear provides the
drive for the engine oil cooler blower.
Figure 26-30: Reduction Gearbox

March 2013
OprumaFon
The drive gear is directly driven by the N2 power turbine wheel. The drive gear transmits power to the
intermediate gear. The rear shaft of the intermediate gear provides the drive for the engine oil cooler blower.
The intermediate gear drives the output gear which provides the power to rotate the engine output power
shaft. The output gear rotates at approximately 6,409 RPM at 107% NR.
A fork shaped steel plate is mounted on the front face of the casing to prevent rearward movement of the
power turbine in the event of overspeed.
INTERMEDIATE
GEAR
DRIVE
GEAR
OIL
DRIVE COOLER
GEAR FAN DRIVE
FRONT
CASING
FORK SHAPED
PLATE N2
INTERMEDIATE
GEAR
6,409
RPM
(107 %)
OUTPUT
OUTPUT REAR
GEAR
GEAR CASING
D
FW
IDENTIFICATION
PLATE
CASINGS
Figure 26-31: Reduction gearbox - Operation

March 2013
Powerplant
The engine output power shaft (transmission shaft) transmits the engine power forward from the reduction
gearbox to the main gearbox to drive the rotor system. The engine drive shaft is surrounded by a protective
tube. The accessory gearbox is mounted at the forward end of the protective tube and supports the compressor
section.
ACCESSORY PROTECTION
DRIVE SHAFT TUBE
MODULE M05
MOUNTING FLANGE
ACCESSORY PROTECTION
ENGINE DRIVE SHAFT OIL AND FUEL TUBE
IDENTIFICATION PUMP DRIVE GEAR
PLATE
FRONT SUPPORT STARTER-GENERATOR

YOKE DRIVE GEAR
ACCESSORY
FRONT
GEARBOX
CASING
OUTPUT SHAFT
FLANGE
OIL
TUBES (X3)
REAR
CASING
ALTERNATOR
DRIVE GEAR
TRANSMISSION
SHAFT
FRONT SUPPORT
YOKE ATTACHMENT
Figure 26-32: Engine Output Power Shaft and Accessory Gearbox

March 2013
EniFnr Touqgr rnsFni
TORQUE CONFORMATION BOX

AND ALTERNATOR
Figure 26-33: Engine Left Side
TORQUE SENSOR
Figure 26-34: Engine Right Side

March 2013
Powerplant
Description
The torque measuring system includes:
These 8 teeth form the phonic wheel of the torque measuring system.
An electro-magnetic sensor is located in front of this phonic wheel.
NOTE: The system includes resistors (located in the conformation box) to obtain a corrected torque
value.
Operation
The rotation of the phonic wheel causes the sensor to output an electrical signal to the DECU.
The DECU measures the phase displacement of the signals.
When there is no torque (zero), the distances between teeth are equal (a = b).
The DECU measures this change and determines the engine torque value.
TORQUE
SENSOR
REFERENCE
SHAFT
(FITTED WITH 4
EQUIDISTANT TEETH)
a b TRANSMISSION
SHAFT b
TORQUE SENSOR
(FITTED WITH 4
(CONNECTION WITH THE DECU)
EQUIDISTANT TEETH)
ELECTRICAL SIGNAL WITHOUT TORQUE

(ZERO TORQUE, a = b)
a
REFERENCE
b SHAFT
a
PHONIC WHEEL
- 8 TEETH
- BELONGING TO THE 2 SHAFTS
b
TRANSMISSION WITH TORQUE VARIATION

SHAFT (THE 2 SHAFTS ROTATE AT THE SAME
Figure 26-35: Torque Measurement and Indicating System

March 2013
Example:
When torque increases: the main shaft twist in relation to the reference shaft causes a variation of the
distances (a increases, b decreases).
TQ
0 120
14
100% - TAKEOFF AND 12 135% - 30 SECOND LIMIT
MAXIMUM CONTINUOUS
LIMITS 127% - 2 MINUTE LIMIT
10
0% TO 100% - NORMAL 115% TO 135% -
8
115% - MAXIMUM
CONTINUOUS POWER
6
0% TO 115% - NORMAL
OPERATION
4
2
0
Figure 26-36: Torque Indications

March 2013
Powerplant
Engine Oil System

Each engine has an independent dry sump oil system with separate oil coolers and tanks mounted forward
a fuel/oil heat exchanger, a bypass valve, and an impending bypass indicator. Two magnetic plugs that do
not provide a cockpit indication and one electrical magnetic plug that does provide a cockpit indication are
utilized to detect metallic chips. Oil temperature and pressure indications are displayed on the IIDS. A caution
capsule is displayed on the IIDS to indicate low oil pressure. Air supplied by a reduction gearbox mounted
cooler blower is utilized to cool the engine oil.

March 2013
26-34
LOW OIL OIL PRESSURE
AIRFRAME ENGINE CENTRIFUGAL PRESSURE SWITCH TRANSMITTER
BREATHER
INDICATION INDICATION
OIL FILTER
PRE-BLOCKAGE
Engine Oil System
FUEL/OIL HEAT
OIL TEMPERATURE INDICATOR
EXCHANGER
PROBE
PRESSURE OIL
RELIEF VALVE FILTER
INDICATION
PRESSURE CHECK
OIL TANK PUMP VALVE

BY-PASS
OIL COOLER VALVE MECHANICAL
CHECK MAGNETIC
VALVE PLUG MECHANICAL
MAGNETIC
PLUG
SCAVENGE
ELECTRICAL INDICATION OIL VALVE SCAVENGE STRAINERS
MAGNETIC PLUG ASSEMBLY PUMPS
RESTRICTORS
March 2013
Sikorsky S76 C++
Powerplant
EniFnr OFl Tmnk mnd Coolru

An oil cooler and reservoir is provided for each engine. Each oil cooler and reservoir is a separate assembly,
installed above the plenum chamber between the main gear box and the engine compartment. The oil
cooler and reservoir are mounted in and bolted to the oil cooler ducting. Each reservoir stores approximately
1.25 U.S. Gallons (4.73 liters) of oil. The oil temperature probe for the oil temperature indicating system
It should be noted that the stop was not designed as a handle, and if so used, could be damaged. Any
damage of the stop requires its replacement.
The oil cooler allows cooling of the engine lubrication oil. Outside air for cooling is blown from the rear of
the aft engine cowling by an N2 driven oil cooler blower and ducted forward to the cooler. Hot oil from the
engine enters the cooler through the oil in-port, at the top of the cooler. The oil is directed through the cooler
core, or bypassed directly to the reservoir, by the thermostatic control valve at the top of the cooler. The oil
is bypassed if the oil temperature is below 57.63°C (135.73°F), or if the core differential pressure is greater
than 40 PSI.
AIR VENT
TO EXHAUST PIPE
INDICATION
TO PRESSURE
PUMP
AIR VENT
OIL TANK
TO EXHAUST PIPE
FROM
OIL COOLER
FILLER
CAP
OIL
TEMPERATURE
PROBE
FROM
OIL COOLER
TO PRESSURE
PUMP
Figure 26-37: Engine Oil Tank and Cooler

March 2013
Engine Oil Cooling
Figure 26-38: Oil Cooler Blowers
PRESSURE
RELIEF VALVE
FROM
D OIL TANK
FW
PRESSURE
PUMP
OIL TANKS TO
OIL COOLER
SCAVENGE
PUMPS
COOLER
DUCTING
Figure 26-39: Cooler Duct and Oil Tank

March 2013
Powerplant
OFl Pgep mnd Flaru

The pump unit comprises a body containing four pumps:
One pressure pump (with pressure relief valve and a check valve)
Three scavenge pumps
The four pumps are driven by means of a common shaft connected to the accessory drive (N1 drive).
OIL FILTER
OIL PUMP UNIT
Figure 26-40: Oil Pump and Filter

March 2013
The pressure pump draws the oil from the tank and forces it out under pressure in the supply circuit.
Pressure Relief Valve Operation

In normal operation the valve is closed and only opens in exceptional circumstances, e.g. starting with very
low temperature.
If the oil pressure exceeds the pressure relief valve setting the valve opens and allows the oil to return to the
pump inlet.
When the oil pressure is very low, e.g. at the beginning of start and especially during shut-down and engine
Three scavenge pumps, one for the reduction gearbox, one for the gas generator bearing, one for the
compressor bearings and the accessory reduction gear train, return the oil to the oil cooler and the tank.
PRESSURE CHECK
RELIEF VALVE VALVE
FROM
TO
OIL TANK
LUBRICATION
PRESSURE
PUMP
TO
OIL COOLER FROM ENGINE
SCAVENGE
PUMPS
Figure 26-41: Pump Operation

March 2013
Powerplant
EniFnr OFl Flaru mnd Hrma ExScmniru
OprumaFon
passes to the engine for lubrication.
Pre-blockage
Blockage
FUEL INLET - OUTLET

OIL FILTER FILTER (FUEL/OIL HEAT EXCHANGER)
PRE-BLOCKAGE COVER
INDICATOR
FILTERING
(20 MICRONS)
FUEL/OIL HEAT
EXCHANGER
FILTERING
ELEMENT
FUEL INLET
(FUEL/OIL HEAT
EXCHANGER)
NORMAL OPERATION
SPRING
PRE-BLOCKAGE
INDICATION
FUEL OUTLET
(FUEL/OIL HEAT
EXCHANGER)
OIL
OUTLET
PRE-BLOCKAGE
FILTER
BASE
OIL
INLET
OPENING OF THE
BY-PASS VALVE
BLOCKAGE
Figure 26-42: Oil Filter and Heat Exchanger

March 2013
OFl Flaru Bypmss IndFSmaou
Filter downstream pressure plus spring pressure is greater than upstream pressure. The two pistons are
held together by magnetic force. The indicator is not visible.
Pre-blockage Condition
Filter upstream pressure exceeds downstream plus spring pressure and the piston moves down.
This breaks the magnetic hold and the indicator piston is pushed out by its spring. The indicator is visible. A
by low temperature (locked below 50°C (122 °F)).

NOTE:
extend during a start of a cold soaked engine, giving an erroneous indication of a dirty oil
operating temperature and push the indicator button in. If the button remains in throughout
<50 °C (122 °F) >50 °C (122 °F)

RED
THERMAL LOCK OPERATION INDICATOR "OUT"
FILTER UPSTREAM FILTER UPSTREAM

PRESSURE PRESSURE
FILTER DOWNSTREAM FILTER DOWNSTREAM

PRESSURE PRESSURE
NORMAL CONDITION PRE-BLOCKAGE CONDITION
Figure 26-43: Oil Filter Bypass Indicator

March 2013
Powerplant
Smvrnir aumFnrus
The oil scavenge elements of the oil pump unit are protected by metallic strainers which protect the scavenge
pumps from large particles in the oil.
On the engine:
Two different strainers are located on the accessory gearbox casing:
One to the reduction gearbox
One to the accessory gearbox scavenge
One strainer is located on the oil valve assembly (gas generator rear bearing scavenge)
WIDE MESH
FILTER
TYPE:
WIDE MESH FILTER
GAS GENERATOR
QUANTITY: REAR BEARING
SCAVENGE
3 STRAINER
REDUCTION GEARBOX
SCAVENGE STRAINERS MOUNTING
FLANGE
FROM
TO OIL COOLER ENGINE
SCAVENGE
PUMPS
ACCESSORY GEARBOX
SCAVENGE STRAINERS
TO
SCAVENGE
PUMPS
Figure 26-44: Scavenge Strainers

March 2013
CcFp DrarSaFon
The engine chip detection system consists of one electrical magnetic plug (Chip detector) which gives an
indication in the cockpit when a metallic chip is detected in the oil system, and three mechanical magnetic
plugs that do not give an indication in the cockpit but allow maintenance to frequently check for metallic
particles in the oil system.
Figure 26-45: Electrical Magnetic Plug (Chip Detector)
Figure 26-46: Magnetic Plugs

March 2013
Powerplant
Two of the magnetic plugs are installed below the reduction gearbox casing and the accessory gearbox.
These plugs are installed on the right side of the No. 2 engine and the left side of the No. 1 engine. A third
Figure 26-47: Oil Supply Magnetic Plug

March 2013
EniFnr OFl Treprumagur/Purssgur IndFSmaFni ysares
The engine oil temperature/pressure indicating systems provide a constant visual indication of oil temperature
and oil pressure of the engines. Each system consists of a temperature sensor mounted to the bottom of the
oil reservoir, a pressure transmitter mounted on the engine oil manifold, and the engine oil temperature and
pressure indications presented as digital numerical readouts above dual analog vertical color bars on an IIDS
display panel. The temperature sensor senses the temperature of the oil before it enters the engine oil inlet
line and sends an electrical signal to the indicator. The pressure transmitter measures oil pressure from the
oil pressure sensing port in the engine accessory box manifold and sends an electrical signal to the indicator.
Electrical power for the engine oil pressure transmitters and for the temperature sensors is supplied by IIDS.
ENG 1 OIL
°C PSI
ENGINE OIL TEMPERATURE ENGINE OIL PRESSURE
100 50
87 TO 142 PSI PRECAUTIONARY
115°C - MAXIMUM OIL TEMP LESS THEN 4°C
0°C TO 115°C 29 TO 87 PSI - NORMAL
NORMAL OPERATION PRESSURE SWITCH
OPERATION 24 TO 29 PSI -
PRECAUTIONARY RANGE
-10°C TO 0°C -
24 PSI - MINIMUM
PRECAUTIONARY
RANGE 10 PSI - MINIMUM - FOR
-10°C - MINIMUM IDLE ONLY
TEMPERATURE TRANSMITTER
PRESSURE TRANSMITTER


24 0 24 0 24 0
Figure 26-48: Engine Oil Temperature/Pressure Indicating Systems
The #1 ENG OIL PRESS or #2 ENG OIL PRESS warning lights on the engine and composite displays
illuminate when the engine oil pressure drops below approximately 24 PSI. Each low-pressure circuit is
connected to the DC essential bus by separate circuit breakers marked OIL PRESS WARN.

March 2013
Powerplant
Engine Fuel System

Fuel is drawn from the aircraft fuel tanks by suction from the engine-driven low pressure fuel pump which
high pressure fuel pump which provides a second increase in pressure to supply the metering valve located
within the fuel control unit. The metering valve is electronically controlled by the DECU through a stepper
2S2: ELECTRICAL
BACK-UP CONTROL
SENSORS
DIGITAL
ENGINE
CONTROL UNIT
METERING FUEL VALVE

UNIT ASSEMBLY
P3
FUEL
FUEL TANK FILTER
LP PUMP HP PUMP
N1
FUEL CONTROL UNIT FUEL

INJECTION
SYSTEM
AIRCRAFT ENGINE
FUEL OUTLET
TO OTHER ENGINE
Figure 26-49: Fuel System- General

March 2013
grl Conauol UnFa
The Fuel Control Unit (FCU) is mounted on the front left side of the accessory gearbox. The FCU ensures
Low Pressure pump
Low fuel pressure switch

High Pressure pump
Metering unit containing a stepper motor, resolver, and metering valve
Constant pressure valve
Check valve
FUEL 2S2: FUEL

FILTER CONTROL UNIT
LOW FUEL
PRESSURE SWITCH
HP PUMP FUEL FILTER

PRE-BLOCKAGE
PRESSURE SWITCH
LP PUMP
FUEL
FILTER BLOCKAGE
INDICATOR
METERING
UNIT
FUEL CONTROL UNIT
Figure 26-50: Fuel Control Unit

March 2013
Powerplant
Fuel Pumps
causes the pressure to drop in the low-pressure chamber of the pump and creates the suction necessary to
draw fuel from the tank.
The low-pressure pump gives the fuel an initial pressure increase to supply the high-pressure pump. The
high-pressure pump delivers the fuel to the metering unit.
A low-pressure switch is mounted on the outlet of the low-pressure pump. The switch illuminates the LOW
FUEL PRESSURE warning light on the IIDS when fuel pressure drops below 7.25 PSI. Each low fuel pressure
circuit is connected to the DC essential bus by separate circuit breakers marked FUEL PRESS WARN.
HP FUEL PUMP
PRESSURE
RELIEF VALVE
DRIVEN DRIVE LIP
GEAR GEAR SEALS
DRIVE
SHAFT
FUEL INLET
(FROM AIRCRAFT
FUEL SYSTEM)
HP PUMP EJECTOR IMPELLER DRAIN
LP FUEL PUMP
LP PUMP
MOUNTING
FLANGE
RIGHT SIDE OF ENGINE WITH STARTER/GENERATOR REMOVED
Figure 26-51: Fuel Pump (Right Side of Engine with Starter Generator Removed)

March 2013
Fuel Filter
particles in the fuel in order to protect the metering unit components.
Figure 26-52: Fuel Filter
and the external bypass indicator will extend.

FUEL FILTER PRE-BLOCKAGE
PRESSURE SWITCH
THE PRE-BLOCKAGE
INDICATION INDICATION ILLUMINATES
(COCKPIT)
FILTER
BLOCKAGE
ONSET
FROM
LP PUMP TO HP PUMP
FILTER
FILTERING ELEMENT BLOCKED
OPERATION PRE-BLOCKAGE
(20 MICRONS)
10 PSID THE PRE-BLOCKAGE
INDICATION INDICATION INDICATION ILLUMINATES
(COCKPIT)
BLOCKAGE OPENING OF
INDICATOR OPERATION BY-PASS VALVE
(THE RED VISUAL
INDICATOR APPEARS)
FROM FROM
LP PUMP TO HP PUMP LP PUMP TO HP PUMP
NORMAL OPERATION BLOCKAGE
Figure 26-53: Fuel Filter Blockage

March 2013
Powerplant
Fuel Flowmeters
passing through it. This produces an electrical signal which is transmitted to the IIDS RDAU to provide Fuel
Flow and Fuel Totalizer information.
FUEL FLOWMETER
Figure 26-54: Fuel Flowmeters
Fuel Valve Assembly
Fuel Valve Assembly - Operation

Three phases are considered: starting, normal running, and shut-down.
amuaFni
When start is selected, the start electro-valve and the stop electro-valve are electrically supplied. The valves
1
), the pressurizing valve opens
45% N1) the electrical supply to the start electro-valve is cut. The valve closes the fuel supply and opens the
P3

March 2013
with P3 air.
When shut-down is selected:

The stop electro-valve is energized and closes.
The pressurizing valve closes.
FU
AS
The engine shuts-down.

START
The sudden but brief pressure rise, upstream of the stop electro-valve, causesELECTRO-VALVE
the stop purge valve to
temporarily open against its spring. The residual fuel is then returned to the tank.
As the fuel pressure decreases, the stop purge valve closes.
PRESSURIZING STO
VALVE ELE
STOP
PURGE VALVE
PURGE
(TO TANK)
FROM
METERING UNIT
FUEL VALVE
ASSEMBLY
START
ELECTRO-VALVE
START
ELECTRO-VALVE
PRESSURIZING STOP
VALVE ELECTRO-VALVE
STOP PRESSURIZING
PURGE VALVE VALVE
PURGE
(TO TANK)
FROM
METERING UNIT
P3 FUEL
INJECTION
SYSTEM
START
ELECTRO-VALVE
Figure 26-55: Fuel Valve Assembly - General Description

March 2013
Powerplant
Engine Control Quadrant

The engine control quadrant, centered overhead in the cockpit, permits either the pilot or copilot to control
covers, information panels, two engine control levers, two fuel selector valve control levers, and two engine
NO.1 and NO.2 Engine Power Control Levers (ECL) on the engine control quadrant are connected electrically
to the DECUs. The engine control lever quadrant has three marked positions for normal operation: STOP,
IDLE, and FLY. Two stops limit the travel of the lever. The upper stop at the FLY gate limits forward travel of
the ECL, and establishes the FLY gate. The lower stop establishes ground IDLE and prevents inadvertent
transmit ECL position to the DECU.

The starter buttons in the knob of each ECL provide DC power to the starter and ignition systems for each
engine. To perform a start, the MASTER START switch must be ON, the engine lever moved from STOP
to IDLE and the starter button is momentarily depressed. The DECU controls ignition, fuel introduction and
scheduling to maintain T5 within start limits. The start is aborted by depressing the trigger and retarding
the lever to the STOP position. Dry venting is accomplished in STOP by depressing the start button for the
duration desired and releasing.
Figure 26-56: Engine Control Quadrant
POTENTIOMETER
ENGINE CONTROL
LEVER STOPCOCK
ENGINE
EMERGENCY
OFF LEVER
COVER
CONTROL LEVER
Sikorsky S76 C++ ENGINE For Training Purposes Only 26-51
March 2013
ENGINE
CONTROL LEVER
No. 1 and No. 2 engine levers on the engine control quadrant are electrically connected to the DECU. The
quadrant engine control lever has three marked positions, OFF, IDLE, and FLY. A start pushbutton is in
the grip of each lever. The engine control levers must be in OFF (stopcock) position to close the stopcock
switches before the starter-generators can be energized. Pressing the start switch will actuate the starters.
POTENTIOMETER
ENGINE CONTROL
LEVER STOPCOCK
ENGINE
EMERGENCY
OFF LEVER
COVER
CONTROL LEVER
ENGINE
ENGINE
CONTROL LEVER
Figure 26-57: Engine Control Quadrant
AAUTIO
and/or stop.
Engine out of Fly Logic

Both engines operating.
Precludes inadvertent 30-second usage during maintenance or emergencies where engine lever is
moved to idle.

March 2013
Powerplant
DFiFaml EniFnr Conauol UnFas (DECU)

The digital engine control system consists of No. 1 and No. 2 Digital Engine Control Units (DECUs)
located in the tail cone and associated wiring. The DECUs have two channels: Channel A (CH A) and Channel
B (CH B). CH A is the active channel controlling the engine and CH B is the backup channel. The system
interfaces with three Integrated Instrument Display System (IIDS) display units located on the instrument
panel, and a Remote Data Acquisition Unit (RDAU) located in the transition section. The No. 1 and No. 2
DECUs interface with each other for redundancy and backup to control and monitor the operation of the No.
1 and No. 2 engines respectively. The DECUs process inputs from the collective stick transducer, outside air
temperature probe, weight-on-wheels relay, and engine sensors; and provide functional interface with the
gas generator RPM indicating system, power turbine inlet temperature indicating system, torque indicating
system, fuel system, engine start and ignition system, One Engine Inoperative (OEI) select system, One
Engine Inoperative (OEI) training system, engine overspeed control system, and Digital Automatic Flight
Control System (DAFCS).
The 2S2 Engine uses a dual channel stepper motor. Channel A of the DECU activates channel A of the
stepper motor, and channel B of the DECU activates channel B of the stepper motor.
MODULE A
MODULE B
MOUNTING
PAD (X 4)
ELECTRICAL
CONNECTORS
Figure 26-58: Digital Engine Control Units (DECU)

March 2013
DECU Power
Power for the DECU is supplied by the DC essential bus and the engine alternator. The alternator rotor is
mounted on the accessory gearbox drive shaft and uses permanent magnets (8 poles). The alternator stator
internally by the DECU. The DECU can be powered by either the DC essential bus or the engine alternator
The 2S2 Engine has a dual channel alternator. Channel A of the alternator is associated with channel A
of the DECU. Channel B of the alternator is associated with channel B of the DECU. Each channel of the
alternator provides power and an N1 signal to the associated channel of the DECU. The signal produced
by the alternator is in the form of AC voltage, whose frequency at 100% N1 is 12180.18 RPM. The DECU
processes the signal to determine N1 speed that is used for start fuel control and speed control.
ELECTRICAL CONNECTORS STATOR STATOR

(CONNECTION WITH THE DECU) WINDING B WINDING A
ALTERNATOR
BODY
CHANNEL
A
BUS BAR
+ 28 VDC
STATOR
WINDING B STATOR ROTOR
WINDING A
CHANNEL
B
MOUNTING FLANGE
(SECURED ON THE
REAR FACE OF THE DOUBLE ALTERNATOR
ROTOR DECU (SUPPLIES THE DECU WITH THREE
ACCESSORY GEARBOX)
(PERMANENT MAGNET; PHASE ALTERNATING CURRENT)
8 POLES)
OPERATION
DESCRIPTION
N1
PRINCIPLE OF DECU
ELECTRICAL SUPPLY
0% 60 % 100 %
NORMAL OPERATION 28 V BUS BAR ALTERNATOR
28 VDC BUS BAR FAILURE ALTERNATOR
ALTERNATOR FAILURE 28 V BUS BAR 28 V BUS BAR
Figure 26-59: DECU Power

March 2013
Powerplant
Overspeed Protection
The DECU includes a power turbine overspeed protection System. This system will shut down the engine if
the power turbine speed reaches a certain limit (122.5 ± 1 % N2).
The shut-down must be achieved fast enough to prevent internal engine damage.
Re-arming
Once operated the system remains in the overspeed condition until it is re-armed, either by a push button or
by switching off the power to the DECU.
The system is designed to prevent both engines being shut down by their overspeed systems.
This is achieved by a cross connection between the two systems, when one engine overspeed system
operates it inhibits the operation of the other engine system.
System Indication
The overspeed system supplies signals of its state: armed, disarmed, overspeed, failure.
Fault Detection
A test circuit simulates an overspeed in order to verify the correct operation. The test is selected by pressing
a push button. The rearming and test system is located in the rear fuselage.
RE-ARMING SIGNALS
SYSTEM INDICATION
(DECU POWER "OFF"
(ARMED, DISARMED, OVERSPEED)
OR PUSH BUTTON)
OVERSPEED
TEST SIGNALS
DECU
N 2 SIGNALS
(ENGINE)
STOP
A/C 28 VDC ELECTRO-VALVE
SUPPLY
N 2 (%)
OVERSPEED DECU OF
122.5 OTHER ENGINE
CROSS
NOMINAL N 2 INHIBITION
107
0 t
N2 SPEED THRESHOLDS
Figure 26-60: Overspeed Protection

March 2013
2
LIGHT OFF
N2 < 25% a). Eng. shutdown by overspeed NORM
b). No rearm after test START
IMPOSSIBLE
N2 > 25% NORMAL NO OVSPEED PROTECTION
O/S 107
N2 N2
NR
110
100
90
70
50
30
10
0
Figure 26-61: N2 Overspeed Warning Lights

March 2013
Powerplant
DECU Limting
Dual Engine Limiting
1
. The dual engine takeoff power torque
1
limit, 100.0% N1
the limiting parameter or where one engine may be torque limited while the other engine is N1 limited, the
normal load sharing of N1 may become split in order to enable each engine to achieve its maximum output
at the takeoff power limit, whether torque or N1. As power is reduced from the takeoff power limit in this case,
the load sharing readily reverts back to N1. Limiting at the single engine ratings follows the same trend of
being a torque function at the cooler temperatures and lower altitudes and an N1 function at all other ambient
combinations. There is no need for automatic limiting of T5 5
margins
5
cannot exceed the limit value at any of the
ratings.
Soft Limiting
Dual engine limiting at the takeoff power N1 limit includes a soft limiter logic that allows for minor excursions
above and below the limit.. If more power is needed to maintain the 107% reference speed than is available
at the limit, the soft limiter allows a minor transient excursion to 100.5% N1 the DECU immediately begins
reducing to the 100.0% limit at 0.1% N1 per-second. The soft limiter logic is reset, and 100.5% N1 is again
transiently available if a complementary drop in power required results in N1 decreasing to 99.9%.
The soft limiter will only allow one excursion above 100.0% if the collective position is maintained at the
limiter and rotor droop occurs. The N1 stays at 100.0% in this case and will not decrease to 99.9% or below
until rotor speed has been restored to the 107%.
Dual engine limiting at the takeoff power torque limit includes a ramping function that applies an additional
1% torque for each 1% NR droop below 106% NR. This accommodates the effects of limiter saturation
and resultant rotor droop that occurs when power demanded (collective position) continues to exceed the
Take off power torque limit. The maximum torque allowed by the logic is 105% torque which is reached at
approximately 101% NR.
Figure 26-62: Ramping Function

March 2013
Blow Away Power
Blow away power is an escape logic that removes the takeoff limiter in extreme instances where increased
power beyond the takeoff power limit is required for safe operation.
Blow away can be activated in either of two ways:
Slow to moderate NR decay to 100%
Excessive NR decay >5% per second to 104%
Logic resets over a 10 second period after NR is restored above 106%.
Figure 26-63: Blow Away when Torque Limited (Low Temperatures
Blow away logic replaces the 100% TQ takeoff limit and establishes a new limit of 115% torque.
Figure 26-64: Blow Away when N1 Limited (Warm Temperatures)
Blow away logic replaces the 100% N1 takeoff limit with the 2-minute single engine limit of 100.5% N1.
Blow away may be expected to result in 2-Minute N1 usage, and therefore, time added to the cumulative
2-minute counters.

March 2013
Powerplant
Fnilr EniFnr LFeFaFni

The DECU recognizes engine failure under any of the following conditions:
When a 5.5% N1
When N1
When N1
When the DECU recognizes an engine failure; the DECU logic arms 30-second limiting on the remaining
engine.
Figure 26-65: OEI Switch

Using the collective mounted OEI switch, the pilot can select the 2 Minute limiter and from that the OEI MCP
limiter.
An additional default logic that results in the automatic rearming of the 30 Second limiter at N1 speeds less
than 94.4%. The DECU inhibits selection of any other limits below when the N1 is below 94.4% to ensure that
the higher rating is automatically available for the approach and landing in single engine operation.
re-arm itself as the power reduction for the landing descent was initiated. Annunciation of the limiter selected,
limiter usage, and impending expiration of the current usage is clearly presented within the N1 indicator
display.
Armed/Usage light located along the dashed red radial line representing the 30 second limit will be
illuminated as amber when the engine is operating (usage) in the 30 second range or as green when the
limiter has been selected (armed) but the engine is not operating in the range. An armed/usage light for
The 30 second light has the additional function of annunciating that 30 second usage has been recorded.
The occurrence of 30 second usage is latched by the DECU and reported by the illumination of the amber
light when the engine is not running.

March 2013
grl MraruFni
The DECU accomplishes engine limiting by controlling fuel metering. A dual-channel stepper motor operates
the fuel metering valve in response to signals from the DECU. A metering unit resolver provides feedback by
relaying the metering valve position back to the DECU. Channel A of the DECU activates channel A of the
stepper motor, and channel B of the DECU activates channel B of the stepper motor. Channel A is the default
or normal channel for the DECU. A level 3 fault in Channel A of the DECU will cause that channel to become
inactive and control of the DECU will be taken over by Channel B.
During normal operation, DECU channel “A” controls fuel metering.
AUTOMATIC CONTROL ADDITIONAL

METERING NEEDLE CHECK VALVE
TO FUEL
VALVE
ASSEMBLY
+
DUAL -
CHANNEL
STEPPER
MOTOR
BACK-UP
BY-PASS
DECU
VALVE
METERING NEEDLE
POSITION
TRANSMITTER
(TO DECU)
CONSTANT
P VALVE
P
AUXILIARY
MODE
CONTROL UNIT
(AMCU)
ELECTRICAL NEUTRAL
ACTUATOR POSITION
SWITCH
FUEL FUEL RETURN TO

INLET LP PUMP OUTLET
Figure 26-66: Fuel Metering Normal Operation

March 2013
Powerplant
In the event of a DECU channel “A” failure; DECU channel “B” automatically controls fuel metering.

TO FUEL
VALVE
ASSEMBLY
+
DUAL -
CHANNEL
STEPPER
MOTOR
BACK-UP
BY-PASS
DECU
VALVE
METERING NEEDLE
POSITION
TRANSMITTER
(TO DECU)
CONSTANT
P VALVE
P
AUXILIARY
MODE
CONTROL UNIT
(AMCU)
ELECTRICAL NEUTRAL
ACTUATOR POSITION
SWITCH
FUEL FUEL RETURN TO

Figure 26-67: Fuel Metering DECU Channel “A” Failure

March 2013
Electrical Back-Up Control System
If both channels fail, the stepper motor is frozen and the Auxiliary Mode Control Unit (AMCU) is activated
by the DECU.
TO FUEL
VALVE
ASSEMBLY
+
DUAL -
CHANNEL
STEPPER
MOTOR
BACK-UP
BY-PASS
DECU
VALVE
METERING NEEDLE
POSITION
TRANSMITTER
(TO DECU)
CONSTANT
P VALVE
P
AUXILIARY
MODE +
CONTROL UNIT -
(AMCU)
ELECTRICAL NEUTRAL
ACTUATOR POSITION
SWITCH
AIRFRAME ENGINE FUEL FUEL RETURN TO

Figure 26-68: Electrical Back-up Control System
An electrical back-up system is incorporate to allow the pilot to control fuel metering in the event of a
dual-channel DECU failure.
ACTUATOR
DECU
AMCU
Figure 26-69: Actuator, DECU and AMCU

March 2013
Powerplant
is electrically controlled by an Auxiliary Mode Control Unit (AMCU) also known as a back-up box which is
located in the tail cone of the aircraft.
INCREASE N1
DECREASE N1
ROCKER DECU
SWITCH
FUEL CONTROL FUEL

UNIT FLOW
AMCU ACTUATOR
COLLECTIVE PITCH
LEVER
ENGINE TRIM ACTUATOR
Figure 26-70: Engine Trim Actuator
In the unlikely event of a total DECU failure, the stepper motor will be frozen and the pilot can modulate
engine power using a rocker switch on the collective pitch lever.
If the pilot selects power increase, the back-up by-pass valve will be opened by its actuator thus permitting a
If the pilot selects power decrease the actuator will move the back-up by-pass valve in the opposite direction.
The rate of engine acceleration and deceleration is a function of the speed of movement of the actuator which
NOTE: When one engine has experienced an actual (not training) dual channel total DECU failure,
the 30 second OEI limiter will be armed on the other engine, the dual engine limiter will
not be enabled, and the pilot must take the action to limit power at the takeoff power limit if
desired.

March 2013
DECU Faults
Fault detection through extensive self-examination and sensor output monitoring is used to latch faults that
the ground through the IIDS.
Figure 26-71: DECU Faults
Minor faults have no effect and are principally related to loss of redundancy due to sensor failure or loss of
a parallel provision. Because the degradation associated with some faults (e.g., XTALK) may result in little
presence of DECU faults as part of the pre-landing checks. Similarly, minor faults (e.g., FLY GATE) have no
DECU faults are decoded from the ARINC 429 bus and then displayed in alphanumeric for the following
DECU detected fault categories:
Level 3 faults (LVL-3) – If Channel A of the DECU fails, control of the DECU will change to Channel B.
Total faults (LVL-3) – If both channels of the DECU fail, the stepper motors are frozen in place and there
is no output to the FCU metering valve. The Appropriate Blue ENGINE CONTROL PRESS TO DIM light
will illuminate. The engine may be controlled through manual control utilizing the ENG TRIM switch on
the collective.
Degraded faults (LVL-2) - varied degradation of normal control.
describe the abbreviated message that is presented on the IIDS when DECU fault information is displayed.

March 2013
Powerplant
The DECU faults are presented on the IIDS Performance page in the advisory area after the DECU Fault
Access pushbutton is depressed on the collective or the Barrier Filter Panel. These faults replace the
advisories and can be scrolled through only with the DECU Fault switch next to the Barrier Filter Panel. The
top portion of the performance display will be rearranged to left and right halves for the display of DECU
fault information for the #1 and #2 engines if present. The DECU fault area for the engine without faults will
a blank area equal to four lines of text and then return to advisory when either collective scroll switch or the
DECU fault switch next to the Barrier Filter Panel is activated. Pressing down on the collective scroll switch
will only access the fault. Pressing straight down brings up the fault page on the performance displays;
pressing a second time recalls the normal advisory area. Pushing forward or aft on the DECU fault switch
next to the Barrier Filter Panel scrolls the display to allow viewing of multiple faults one at a time. Last input
received is the command to both performance displays. If there is a DECU fault present, the pilot can view it
by using the scroll switch, return to normal advisories or power assurance or other mode, and then reselect
it will be announced by the appearance of a magenta arrow in the advisory area, left or right center for
#1 or #2 DECU respectively. Minor faults will not be announced. DECU faults, whether or not announced by
the magenta arrows, can be viewed, put away and reviewed as desired through the use of the DECU Fault
Access switch. When a total fault has been latched by a DECU, the display of other faults relative to that
present, a magenta arrow as described above will announce the arrival of a new total or degraded fault.
If a green arrow appears on the shaft of the magenta arrow, it indicates that advisories are present under
the DECU faults and can be viewed by depressing a DECU Fault Access switch. If the power assurance has
been selected, the arrival of a new fault will automatically cancel power assurance.
box displayed in inverse video of Total, Degrade, or Minor. The second line in magenta shows the fault
description. The third line summarizes the results of the fault. The fourth line gives guidance on how to handle
a degraded or minor fault. The faults are stored in the IIDS after shutdown of the engines and will not be
cleared until the next start. Once electrical power has been removed from the aircraft and reapplied, old faults
will appear in white and will follow any new faults on the scroll sequence. The old faults will automatically
some faults
The system uses the collective mounted engine trim switch to manually control the engine in the case of a total
DECU fault. The FCU includes protection against surge in the event excessive acceleration is commanded
Figure 26-72: DECU Fault Access Switch

March 2013
Manual control is automatic in the event of a Total DECU failure, or the pilot can force manual mode by using
the ENGINE CONTROL switch located on the aft overhead switch panel. The ENGINE CONTROL switch is
electromagnetic and will automatically reset to the automatic mode if the following criteria are met:
Prohibit entry
Exit out of manual Mode
Degraded Mode (LVL-2) Prohibit entry
Active on either engine Exit out of manual Mode
Total Fault (LVL-3) Prohibit entry
Active on opposite engine Exit out of manual Mode
Opposite engine out Prohibit entry
Exit out of manual Mode
OEI Training activated Ingress command, engine stays in manual mode.
Limit Exceedance Will exit manual mode if:
N1>97.8 or <48%
TRQ>104%
N2>108.5 or <100%
NOTE: On the ground, starts are not permitted if the manual backup control is out of the neutral
notch. The engine can only be started if the ENG CONT AUTO/MAN switch is in AUTO.
Figure 26-73: Manual Control Engine Trim Switch

March 2013
Powerplant
Engine Training Mode

The system has a training device to safely simulate maximum dual engine performance and OEI operation
modes without affecting the engine TBO.
AAUTIO
The crew must ensure that the aircraft is loaded to the training Weight-Altitude-Temperature (WAT) curve
or less before selecting any mode of OEI training.
For each engine the pilot can select:
training WAT curve.

The training idle mode simulates an engine failure of the engine selected. In this case the remaining
engine will appear and function exactly as if an actual engine failure of the other engine had occurred.
The simulated failed engine is governed at 91% N2, can provide full power there if excessive rotor droop
Figure 26-74: OEI Training
NE
Power Off placard, activates the system.
Positions marked OFF, DUAL, ENG 1 and ENG 2 are provided. The system indicates the switching to training
mode by an electrical signal supplying an amber indicator light located on the instrument panel. In addition,
Interlocks will inhibit OEI training idle if a DECU fault is detected or manual training is selected. The training

March 2013
The One Engine Inoperative (OEI) training system prevents the unnecessary use of the actual single engine
ratings, the 30 second power limiter is set equal to or less than normal dual engine takeoff power, and the
2 minute and OEI MCP limiters are rationed below that.
curve which has been carefully designed to retain the correct ratio of power and weight for the helicopter
and handling point of view, the dual engine power provided when selected in dual training is similarly rationed,
and all normal DECU features such as single speed 107% governing, load sharing, limiting, and dual engine
blow away are retained in entirety.
Both N1 and torque indications are biased to appear correct at the limits; T5
either dual engine limit is reached, N1 will indicate 100% in the ambient conditions where the engine would
normally be expected to be N1 limited, or torque will indicate 100% in correspondingly colder temperatures.
When against the limit, the application of additional collective will result in rotor droop.
Similarly, during OEI operation with one engine selected to training idle, N1 or torque of the other engine will
indicate correctly at the limit selected when power required is commanded to the limit by collective input. With
respect to N1 and torque indications, DECU features and characteristics, and apparent handling response,
accurate training is preserved while limiting engine power to 100% N1 or less. The helicopter, loaded to the
Section IV, Supplemental performance data.

March 2013
Powerplant
EniFnr amuaFni
provisions for manual engine starting

Power Source: The starter/generators provide the torque to start an engine when supplied by a DC power
source. Electrical power for engine starting may come from the battery, external power, or from the opposite
by the DC ESS bus through the NO. 1 ENG STR CONT, the NO. 2 ENG STR CONT, the MSTR START, and
AUTO RUN circuit breakers on the lower circuit breaker panel. After the engines are running, the starter/
generators are driven by the engines and are the primary source of electrical power.
NOTE: When power is applied to the aircraft the DECUs perform a self-test sequence, which
requires about 15 seconds to complete. Do not attempt to start the engine(s) before this test
is completed since doing so will abort the test and might create a DECU fault condition or
allow degraded operation.
Engine Automatic Start

Before initiating a start of the engine: the engine control levers must be in the stop position prior to the battery
being turned on, the MASTER START switch is placed to ON, the ENG CONT AUTO/MAN switch located
on the overhead control panel is placed to AUTO, and the engine control lever of the engine to be started is
placed to IDLE or FLY (27% throttle minimum).
To initiate a start, the momentary start button is pressed and released which momentarily closes the circuit
between the 5 VOLT output and the START INIT input of the DECU. The 5 VOLT output and START INIT
input are interlocked to inhibit the opposite engine from being started during the start sequence.
The start contacts apply DC power through the ENG STR CONT circuit breaker to the start electro-valve and
electro-valve latches it to the run position.

When N1 reaches about 45% N1, the DECU de-energizes the engine start control and reconnects 28 VDC
RUN input of the stop electro valve, but the valve will remain latched in the run position and continue to supply
DC power is disconnected from the ignition unit, suspending its operation, and from the start electro-valves,
After starting, the starter-generator is driven by N1 and serves as the primary source of DC power.
The DECU controls ignition, fuel introduction, and scheduling to maintain T5 within start limits (the pilot
is responsible for preventing hot starts). Starter dropout at approximately 48% N1 is automatic. Ignition is
provided only during the starting cycle. The start is aborted by depressing the trigger and retarding the lever
to the STOP position. Dry venting is accomplished in STOP by depressing the start button for the duration
desired and releasing.
Starter use limits vary depending on whether or not fuel ignition (light-off) occurs in the engine. With fuel
ignition, the starter limits are: a 60 second start attempt, a 60- Second interval, and then a 60 second start
attempt followed by a 15 minute interval. Repeat cycle. Without fuel ignition the limits are a 30 second
engagement, a 30 second interval, a 30 second engagement, followed by a 15 minute interval. Repeat cycle.
The duration of a normal start is 15 to 30 seconds.

March 2013
Variable Runup Control
The DECU will only increase N1 from ground IDLE speed when N2 exceeds 9%. When N2 exceeds 9%, the
pilot may manually control engine acceleration with the ECL, by slowly advancing it from IDLE to FLY. If the
ECL is moved rapidly to the FLY gate, the DECU controls engine acceleration, maintaining N1
TGT within limits. In FLY, the DECU governs the engine N2 at 107%.
N 1 (%)
FLIGHT (N 2 107 %)
CONTROLLED ACCELERATION
FROM IDLE TO FLIGHT
IDLE (ROTOR BRAKE)

52
STARTING
0
TIME
Figure 26-75: Variable Runup Control

March 2013
Powerplant
Engine Limits
Engine power usage at N1 greater than 99.6% will be cumulatively counted. Other than operations using the
OEI training provision, display of either the 2 Minute or 30 Second Usage light during high power operation is
indicative that usage counting is proceeding. Consult the engine maintenance manual for any consequences
regarding usage counting.
Engine or Drive System Operating Limits
TIME T5°C 1 2
Takeoff 5 MIN 100 104 930 100.0 (1)

Deleted
Maximum Continuous (5) - 100 104 893 97.8 (1)
30 SEC SINGLE ENG 30 SEC 136 135 996 103.9 (1)
2 MIN SINGLE ENG 2 MIN 136 127 944 100.5 (1)
Maximum Continuous
- 128 115 (3) 926 99.4 (1)
Single Engine
Transient Single Engine 5 SEC 150 (9) - - - -
Transient 20 SEC - 160 - 100.5 109/115(4)
Transient 10 SEC 115(8) - - - -
Starting 10 SEC - - 840 (6) - -
1. 108.5% N2 - maximum.
2. Deleted.
3. The DECU will limit single engine torque to 110% at 106 - 108% N2 varying linearly to 115% torque at 100% NR.
4. 109% N2 transient maximum, power on. 115% N2 transient maximum, power off.
5. See paragraph titled Engine Ratings and Recommended Usage in Part 2, Section 1.
6. Time between 750 and 840°C is limited to 10 seconds. When T5 reaches 840°C. the start will automatically be
aborted.
7. Shaded box with bold number denotes a DECU controlled limiter value.
8. Dual engine transient limit 230% total torque.
9. Typically associated with abnormal NR droop at DECU controlled OEI limit.

March 2013

March 2013
Powerplant
Dual Engine Fail in Cruise

Indications
Indication of “#1 ENG OUT PRESS TONE OFF” and “#2 ENG OUT PRESS TONE OFF” caution lights
in the cockpit.
Actions
AAOTON
is entered immediately.
Collective Pitch - Reduce Immediately

Airspeed - 75 KIAS (MIN ROD); 95 KIAS (MAX GLIDE)
R
100 to 105%
Landing Gear - Down (UP if over water without Floats)
Floats - Deploy (<75 KIAS)
Passenger Advisory - Seat Belts/No Smoking On
Engine Levers (BOTH - Fly

Master Start Switch - ON
First Engine Start Button - PRESS
Start Complete - 107% NR
Second Engine Start Button - PRESS
Start Complete - 107% NR
If No Restart:
Engine Levers - Stop
Fuel Levers - OFF
Autorotation - Continue to Landing

March 2013
Dual Engine Fail in Hover
Indications
Indication of “#1 ENG OUT PRESS TONE OFF” and “#2 ENG OUT PRESS TONE OFF” caution lights
in the cockpit.
Actions
AAOTON
Collective - Increase to Cushion Landing

After Ground contact:
Cyclic - Slightly Forward of Neutral
Collective - Reduce to Minimum
Wheel Brakes - Apply as Necessary
Single Engine Fail in Hover

Indications
Indication of “#1 ENG OUT PRESS TONE OFF” or “#2 ENG OUT PRESS TONE OFF” caution light in
the cockpit.
Actions
Collective - Maintain or Lower Collective Slightly to Establish Descent
Collective - Increase to Cushion Landing
After touchdown, simultaneously:
Cyclic - Neutralize
Collective - Reduce to Minimum
Single Engine Fail in Cruise

Indications
the cockpit.
Actions
R
Establish Single Engine Airspeed/Power Setting
OEI Limits Switch - Select Appropriate Limit (As required 30 SEC, 2 MIN or MCP)
Land as soon as practicable. Refer to Single Engine Landing Procedure.
If restart fails or no attempt is made to restart:

Engine Shutdown in Flight Procedure.

March 2013
Powerplant
NOTE:
time permits, consult the appropriate procedure. ANTI-ICE will continue to be available for
the operating engine. ANTI-ICE caution light will illuminate and ANTI-ICE advisory light will
go out for the FAILED engine.
NOTE:
or gust turbulence. The 30 second limit will be automatically rearmed at N1 values of

less than 94.4%.
Single Engine Fail – T/O Abort Category “A”

Indications
the cockpit.
Actions
Prior to reaching 30 KIAS:
Cyclic - Rotate Nose Up 5° TO 10°
Collective - Apply to Cushion Ground Contact
After Touchdown - Neutralize Cyclic and Reduce Collective to Minimum
Cyclic - Rotate Nose Up 5° to 10°, When Altitude Permits, Pitch Up as Necessary to Max of 25°
Collective - Positively Reduce to Maintain NR During Deceleration

Single Engine Fail – T/O Continue Category “A”

Indications
the cockpit.
Actions
2
Collective - Droop NR to 100% Against OEI Limiter
1
, T5 and Torque Within Limits

March 2013
OEI Limit Switch - Select 2 Min Power (NR 100%)
Landing Gear - Retract with Positive ROC
Once obstacles are cleared, continue climb and accelerate to VBROC
OEI Limit Switch - Select MCP (NR 100%)

Land as soon as practicable. Refer to Single Engine Landing Procedures.
NOTE:
NOTE:
gust turbulence. At airspeeds greater than VBROC NR MUST BE 107%. The 30 second limit will
be automatically rearmed at N1 values of less than 94.4%.
Single Engine Fail-T/O Abort Category “B”

Indications
the cockpit.
Actions
R
and Establish a Descent

Wheel Brakes - Apply

March 2013
Powerplant
Single Engine Fail Balked Landing/Go Around

Actions
Collective - Droop NR TO 100% Against OEI Limiter

1
, T5 and Torque Within Limits
longer needed:
OEI Limit Switch - Select 2 MIN Power (NR 100%)
Landing Gear - Retract With Positive ROC
Once obstacles are cleared, continue climb and accelerate to VBROC
OEI Limit Switch - Select MCP (NR 100%)

NOTE:
NOTE:
gust turbulence. At airspeeds greater than VBROC NR MUST BE 107%. The 30 second limit will
be automatically rearmed at N1 values of less than 94.4%.
Single Engine Running Landing

Indications
the cockpit.
Actions
NOTE:
area is available for a roll on type landing. That area is determined by the pilot.
NOTE:
assured to ensure safe autorotation airspeed should the remaining engine fail.
NOTE: The 30 second limit will be automatically rearmed at N1 values of less than 94.4%.

March 2013
Establish normal approach so as to arrive at a point 200 ft above the touchdown elevation at 45 KIAS and
a descent rate of no more than 600 FPM.
50 ft at 45 KIAS - Start Deceleration

Deceleration - Continue to Running Landing at or Above Effective Translational Lift
After Touchdown - Simultaneously:
Neutralize Cyclic
Reduce Collective to Minimum
Apply brakes as necessary.
Indications
the cockpit.
Actions
NOTE:
assured to ensure safe autorotation airspeed should the remaining engine fail.
NOTE: The 30 second limit will be automatically rearmed at N1 values of less than 94.4%.
Establish normal approach so as to arrive at a point 75 ft above the touchdown elevation at 60 KIAS and
a descent rate of no more than 300 FPM.
75 ft at 60 KIAS - Start deceleration while reducing collective to continue the descent through 50 ft with
Collective - Apply to Reduce Descent Rate

Cyclic - Decrease Flare Attitude to Pass 20 ft at Approximately 30 KIAS
Deceleration - Continue to Running Landing at or Above Effective Translational Lift
After Touchdown - Simultaneously:
Neutralize Cyclic
Reduce Collective to Minimum
Apply brakes as necessary.

March 2013
Powerplant
Actions
NOTE: The following procedure assumes the affected engine was operating with its fuel lever in
in DIRECT (no prime will be available).
AAUTIO
5
T-Handle (affected engine - Forward

Engine Lever (affected engine - Identify/Stop
Fuel Lever (affected engine - Identify/XFEED
Engine Prime Switch (affected engine - Identify/On
Master Start Switch - On
With the collective OEI limit switch set to 2 minute or OEI MCP as appropriate:
5
Margin (20 to 30°C)
Engine - Start (use the normal start procedure)
Engine Lever - Fly
NR and Torque - Re-Establish 107% NR Set Desired Torque
Engine Prime Switch - Off
NOTE:
NOTE:
Engine Shutdown Procedure
Actions
AAUTIO
result in total power loss.
Transition to a safe single engine airspeed and power setting.

Engine Lever (affected engine - Identify/Stop
Fuel Lever (affected engine - Identify/Off

March 2013
Fuel XFEED After Engine Fail
Actions
AAUTIO
Failed Engine - Shut Down for at Least 5 Minutes

Failed Engine Fuel Lever - Identify/Prime
Failed Engine Prime Switch - Identify/On (Prime for at least 1 minute)
If signs of unsteady operation are noted, quickly move the fuel lever of the failed engine to OFF and discontinue
attempts to crossfeed.
Failed Engine Lever - Identify/Off
Failed Engine Prime Switch - Identify/Off
Operating Engine Fuel Lever - Identify/XFEED
If signs of unsteady operation are noted, quickly move the fuel lever of the operating engine to DIRECT and
discontinue attempts to crossfeed.
Indications
Indication of “1 OIL PRESS” or “2 OIL PRESS” caution light in the cockpit.
Actions
NOTE: A single indication of low oil pressure (i.e. the indicator or warning light) should NOT be
failed or there is some other failure indication.
Affected Engine - Shut Down

Affected Engine Control Switch - Manual

Affected Engine Power Lever - Minimum Required To Reach Landing Site
Land as soon as possible. (Refer to DECU Total Fault One Engine Procedure)

March 2013
Powerplant
Engine Oil Temperature Above Red Line

Actions
Affected Engine - Shut Down

Affected Engine Control Switch - Manual

Affected Engine Power Lever - Minimum Required To Reach Landing Site
Land as soon as possible. (Refer to DECU Total Fault One Engine Procedure)
Indications
Indication of “1 ENG CHIP” or “2 ENG CHIP” caution light in the cockpit.
Actions
Pull and reset ENG CHIP DET CB of the affected engine. (Located in DC ESS BUS)
If light remains OFF:

Engine lever on affected engine - IDLE
NOTE: During the approach, it is permissible to advance the enginelever to FLY to complete a
normal dual engine landing.
NOT possible:
Select MANUAL CONTROL on the affected engine.
Reduce power on the affected engine to minimum required to reach landing site
Upon transitioning to the approach:
Affected Engine - Exit Manual Control
Engine Lever - Advance to Fly
Complete a normal dual engine landing
NOTE: After touchdown, initiate the 30 second cool down and secure the engine as soon as possible.
NOTE: With ZAPPER PULSED CHIP DETECTOR SYSTEM installed, set the switch to the affected
same light comes on again, a second actuation of the CHIP PULSE system is permitted. No
further actuations are permitted.

March 2013
39 1 OUT OF FLY 48 ROTOR BRAKE 39 2 OUT OF FLY
Indications
O/S 104 O/S LANDING GEAR
31 N2 N2
91 BD STEP 69
NR
Actions
NOTE: With an engine74
overspeed TAIL
68 W/S HEAT HOT TRIM caution
FAIL light ON, there
52 is NO engine overspeed protection.
ROTOR
DECU Total Fault One Engine

Indications
Illumination of “#1 ENGINE CONTROL PRESS TO DIM” or “#2 ENGINE CONTROL PRESS TO DIM”
caution light in the cockpit.
second power armed on the other engine
DECU TOTAL fault status is displayed

If affected engine exceeds limits (high side failure):
R
ENG TRIM Switch - Reduce to Match Torques Within Limits
From a Hover:
Slowly lower collective to achieve approximately 10% torque while simultaneously reducing Torque on
38 to 40% total torque and 107% NR

In Flight (After power is applied for takeoff and cruise):
During Takeoff - Continue Takeoff and Climb
R
Within Limits
Approach and Landing (Roll ON):
Collective - Reduce to 30% Torque on Governed Engine
ENG TRIM Switch - Set Affected Engine to 30% Torque
Maintain GOVERNED engine between 10% torque and takeoff power torque and complete a shallow
approach to a roll on landing
Approach and Landing (to a Hover):
Airspeed - Reduce to 40 KIAS
ENG TRIM Switch - Set Affected Engine to 30% Torque
Establish a STEEP, SLOW approach
Passing 50 to 100 ft increase the affected Engine to as much as 70% Torque while maintaining 107% NR
Ensure both engines are maintained within Operating limits.
Complete landing as described above from a hover

March 2013
Powerplant
NOTE: Blue ENGINE CONTROL Capsule may NOT illuminate when DECU TOTAL Fault status is
displayed in advisory area of IIDS.
NOTE: A DECU Total Fault may cause ENG OUT detection or annunciation to be controlled by
backup cockpit detection function based on N1 less than 48%.
NOTE: The unaffected engine can provide governing at 107% NR if not constrained by upper or
lower power limits. When making power changes with the collective, maintain torque on the
governed engine between 10% and the takeoff power limit.
NOTE: Land as soon as practicable. Landing with ONE engine in manual control is approved without
restrictions.
load Sharing. 30 second power armed on the other engine.
MAGENTA DOWN ARROWS in IIDS advisory area.

DECU TOTAL fault status is displayed.
Neither engine governs.

Collective: All inputs should be small and deliberate.
If increased power is desired:
R
If decreased power is desired:

R
Rotor RPM: maintain at or on the low side of 107% NR
Steep, slow rate of decent constant angle

Roll-on landing is recommended
AAUTIO
Selection of a landing area with at least 2,000 ft of landing surface is recommended.

March 2013
DECU Degraded Fault
Indications: Degraded engine performance; transient or steady torque splits; one engine
lagging behind the other during power changes; small, transient N1 overshoots; degraded
N1 matching; N1 OEI light(s) displayed with both engines operating in FLY within limits;
steady state trimmed NR outside normal operating range.
FAULT ACCESS Switch on the BARRIER FILTER panel is pressed a DEGRADE fault
is displayed.
1 DECU A FAIL DEGRADE

COLL POSITION LVL-2
DGRAD TRANS RSPON
CAREFUL COLL INPUT (Example)
Scroll down for multiple faults when shown by presence of magenta arrow. All faults
have been acknowledged when no magenta direction is present. Acknowledged faults
can be reviewed by following the cyan direction.
Hover:
Land and investigate
Flight:
Reduce magnitude and rate of collective movements
If abnormal engine indications are observed, use unaffected engine as guide
With large torque split and N1 OEI limit light displayed, consider selecting OEI MCP or higher to enable
power contribution from low engine when high engine reaches power limits
NOTE: If desired, depress the DECU Fault Access Switch to display advisories and refer to Degraded
Fault Descriptions and Recommendations information listed in the DECU FAULT SPECIFICS
tab.
NOTE: Some faults will inhibit the default to 30 second power in the event of an engine failure.
DECU Minor Fault

Indications: A Minor Fault is displayed after pressing the DECU FAULT ACCESS Switch.
NOTE: MINOR FAULTS will generate a MAGENTA ARROW indication on the IIDS panel ON THE
GROUND to alert the pilot of a fault. MAGENTA ARROW indication WILL NOT be displayed
FAULT status.
Collective - Reduce Magnitude and Rate of Input

Continue Flight
NOTE: If desired, depress the DECU Fault Access Switch to display advisories and refer to Minor
Fault Descriptions and Recommendations information listed in the DECU FAULT SPECIFICS
tab.

March 2013
Powerplant
Engine Control Oscillations

1
governing or large torque swings.
Attempt to determine which engine is malfunctioning by moving the collective up and down and observing
1
seems to be following the collective inputs
Engine Control Switch - Manual Control (On engine that did NOT follow collective inputs)
ENG TRIM Switch - Decrease Power Until Oscillations are Reduced
If oscillations stop, refer to DECU TOTAL Procedure
If oscillations continue, return Engine Control Switch to AUTO and repeat the procedure for the opposite
engine
Land As Soon As Possible
Indications
Indication of “CHECK BAR FILT” caution light in the cockpit
Actions
On the Ground:
Indications: “MAINT” Light on Barrier Filter is illuminated with 6 or more segment lights
In the Air:
Indications: “CAUT” Light on Barrier Filter is illuminated with 9 or more segment lights
Monitor engine parameters for secondary indications
In-Flight power assurance shall be performed
AAUTIO
possible, perform a running or no-hover landing.
Indications
Indication of “MAINT” caution lights in the cockpit
Actions
MAINT light on BARRIER FILTER PANEL illuminated without a corresponding IIDS caution light
NOTE: Light cannot be reset by pilot. Consult appropriate maintenance manuals for corrective
action.

March 2013
Indications
Indication of “1 OUT OF FLY” or “2 OUT OF FLY” caution light in the cockpit.
Actions
Engine Control Lever check in FLY
Indications
Indication of “PWR ASSURANCE” caution light in the cockpit.
Actions
On the Ground:
With a CHECK condition light on the Barrier Filter panel ON, a Power Assurance check shall be completed
In the Air:
NOTE: “PWR ASSURANCE” along with a “CHECK BAR FILT” indicates an increase in the blockage
1
or Torque Indicator Malfunction
Actions
NOTE: Loss of N1 indication will activate ENGINE OUT logic (ENG OUT warning tone and AC GEN
OFF caution light) and may initially be misdiagnosed as an engine failure.
IIDS - Use Reversion to Change Display Position and Reassess

Unaffected Engine - Use N1 and Torque to Manage Power
T5 Indicator Malfunction
Actions
IIDS - Use Reversion to Change Display Position and Reassess
T5
Unaffected Engine - Compare N1, T5, Torque and Fuel Flow to Manage Power

March 2013
Powerplant
Indications
Indication of “1 FUEL FILTER” or “2 FUEL FILTER” caution light in the cockpit
Actions
Continue Flight
Actions
NOTE:
Engine Indications - Check

If abnormal:
If normal:
Continue Flight - Monitor Engine Indications Closely

March 2013

March 2013
27
Powertrain
Contents
Powertrain
Figur: Powertrain .................................................................................................................27-4
Figur: Component Location ................................................................................................. 27-6
Main Rotor Gear Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27-7
Figur: S76 B Main Rotor Gear Box ...................................................................................... 27-8
Figur: S76 A/A+/A++/C/C+/C++ Main Rotor Gear Box ........................................................ 27-9
Figur: Engine Input/Freewheeling Units ..............................................................................27-10
Engine Input/Freewheeling Units .................................................................................................27-11
Main Rotor Gear Box Accessories ...............................................................................................27-12
Main Rotor Gear Box Oil Cooling (S76 A/A+/A++/C/C+/C++) .....................................................27-13
Figur: Main Rotor Gear Box Oil Cooling (S76 A/A+/A++/C/C+/C++) ..................................27-14
Main Gear Rotor Box Cooler (S76 A/A+/A++/C/C+/C++) ............................................................27-15
Main Rotor Gear Box Oil Cooling (S76 B) ...................................................................................27-16
Main Rotor Gear Box Oil Cooler (S76 B) .....................................................................................27-17
Main Rotor Gear Box Oil Pumps .................................................................................................27-19
Oil Filtering...................................................................................................................................27-20
Intermediate Gear Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27-21
Tail Rotor Gear Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27-22
Driveshaft and Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27-24
Rotor Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27-25
Electric Rotor Brake System ........................................................................................................27-25
Manual Rotor Brake .....................................................................................................................27-28
ScremaFS: Manual Rotor Brake System Operation ............................................................. 27-29
Main Gear Box Indicating ............................................................................................................27-30
ScremaFS: Main Gear Box Lubrication System – IIDS ........................................................27-31
ScremaFS: Main Gear Box Lubrication System – Non-IIDS ................................................27-32
Intermediate/Tail Rotor Gear Box Indicating ................................................................................27-37
Rotor Brake Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27-38
Electric Rotor Brake Limitations...................................................................................................27-38
Manual Rotor Brake Limitations and Operating Precautions .......................................................27-39

March 2013
Emergency and Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27-40
MGB Oil Hot Warning ..................................................................................................................27-40
MGB Single Pump Failure ...........................................................................................................27-40
MGB Oil Pressure Low ................................................................................................................27-40
MGB Chip ....................................................................................................................................27-40
IGB/TGB Chip/Hot .......................................................................................................................27-40
Uncommanded Rotor Brake Caution Light Illumination ...............................................................27-40

March 2013
Powertrain
Powertrain
The powertrain includes the main, intermediate, and tail rotor driveshafts, which together transmit engine
torque to the main and tail rotor systems. Additionally, a rotor braking system is included in the powertrain.
The power train system is comprised of the following components and sub-systems:
Main Gear Box (MGB):
Accessories
Cooling
Lubrication
Indicating.
Intermediate Gear Box (IGB):
Lubrication
Cooling
Indicating
Tail Rotor Gear Box (TGB):
Lubrication
Cooling
Indicating
Shafting, Couplings, and Hangers
Rotor Brake:
Electrical Rotor Brake System (A, A+, A++)
Manual Rotor Brake System (A+, A++, B, C+, C++)
Operating
Indicating

March 2013
27-4
MAIN ROTOR
313.5 RPM
Powertrain
A/C GENERATOR
DRIVE
(EXCEPT S-76B) NO.2 ENGINE
INPUT/FREEWHEEL
TAIL ROTOR UNIT
TAKE-OFF
DRIVE
SPARE DRIVE
TAIL ROTOR GEAR BOX
ROTOR OUTPUT SHAFT
BRAKE 1722.6 RPM
OIL COOLER

BLOWER
DRIVE TAIL ROTOR
MAIN GEAR BOX DRIVE SHAFT
LUBRICATION/HYDRAULIC NO.1 ENGINE PYLON DRIVE
PUMP DRIVES INPUT/FREEWHEEL SHAFT
UNIT
NOTE: RPM’S INDICATED FOR 107% NR

INTERMEDIATE
GEAR BOX
March 2013
Sikorsky S76
Powertrain
General Description
The Main Gear Box (MGB) is located on the transmission deck in front of the engines. A freewheel unit at
each engine input connects the engine to the main gear box and allows for engine disengagement when the
main rotor RPM is higher than the relative engine RPM. The main rotor driveshaft extends upward from the
main gear box to drive the main rotor system.
The tail rotor driveshaft transmits torque from the main gear box to the tail rotor through the intermediate
gear box.
The Intermediate Gear Box (IGB) is mounted at the base of the vertical stabilizer. It transmits torque to the
tail rotor and changes the drive angle of the tail rotor driveshaft approximately 57°.
The Tail rotor Gear Box (TGB) is mounted at the upper end of the vertical stabilizer. It transmits torque to the
tail rotor and changes the drive angle 90°. The tail rotor gear box also reduces RPM approximately 50% from
the driveshaft input to the output to the tail rotor.
A rotor brake system is available to stop the rotors and allow the engines to be started without the rotor
blades turning.

March 2013
Component Location
TAIL ROTOR
GEAR BOX
PYLON DRIVESHAFT
INTERMEDIATE
GEAR BOX
TAIL DRIVESHAFT
ROTOR
BRAKE
MAIN GEAR BOX

March 2013
Powertrain
Main Rotor Gear Box

The Main Rotor Gear Box (MGB) changes the horizontal drive generated from the engines to a
vertical drive for the main rotor shaft and provides the drive output for the tail rotor driveshaft. Housed
within the main rotor gear box are a series of reduction gears which provide three stages of reduction
to decrease the RPM of the engine input from 6,409.3 RPM to the main rotor driveshaft output of
313.5 RPM. The reduction gears also reduce the engine RPM from 6,409.3 to the tail rotor driveshaft output of
3,491.2 RPM. The main rotor driveshaft extends vertically from the MGB with an angle of 5° forward tilt to
TO TAIL ROTOR
(3491.2 RPM)
ENGINE OUTPUT
DRIVE SHAFT
(6409.3 RPM)
NO.1 ENGINE
S76 A+/A++/C/C+/C++
NO.2 ENGINE
MAIN GEAR BOX

(313.5 RPM)
TO TAIL ROTOR
(3491.2 RPM)
ENGINE OUTPUT
DRIVE SHAFT
(6409.3 RPM)
NO.1 ENGINE
NO.2 ENGINE
MAIN GEAR BOX

(313.5 RPM)
S76 B
Figure 27-1: Main Rotor Gear Box

March 2013
27-8
MAIN ROTOR SHAFT
OIL PRESSURE
NO.2 ENGINE TRANSMITTER
OIL COOLER BLOWER
OIL TEMPERATURE D
FW
WARNING SWITCH
SHAFT ROTOR BRAKE
SHIELD ACCUMULATOR/RESERVOIR OIL INLET
PORT
SWASHPLATE NO.1 ENGINE NR SPEED SENSOR

GUIDE OIL COOLER BLOWER (TYPICAL)
S76 B Main Rotor Gear Box
BREATHER
FIRST STAGE
HYDRAULIC
PUMP

OIL OUTLET PORT
OIL FILLER
NO.1
D ENGINE
FW
MAGNETIC INPUT OIL FILTER
DRAIN PLUG OIL OIL PUMP
TEM PERATURE (TYPICAL) LOW OIL
OIL LEVEL
SENSOR PRESSURE
SIGHT WINDOW
CHIP DETECTOR/STRAINER WARNING
(TYPICAL) SWITCH NO.2 ENGINE INPUT
TAIL
S-76 B TAKEOFF ROTOR
BRAKE SECOND STAGE
HYDRAULIC PUMP
March 2013
Sikorsky S76
March 2013
Sikorsky S76
MAIN ROTOR
SHAFT
OIL COOLER
BLOWER
OIL PRESSURE
TRANSMITTER
D
ACCUMULATOR/RESERVOIR FW
OIL TEMPERATURE
SHAFT WARNING SWITCH
SHIELD
SWASHPLATE
GUIDE
BREATHER
1ST STAGE
HYDRAULIC
PUMP

AC GENERATOR
NR SPEED SENSOR
OIL FILLER
D OIL FILLER
FW
OIL PUMP NO.1
S76 A/A+/A++/C/C+/C++ Main Rotor Gear Box
OIL
MAGNETIC (TYPICAL) ENGINE
TEM PERATURE OIL LEVEL
DRAIN PLUG INPUT LOW OIL
SENSOR SIGHT WINDOW
PRESSURE
WARNING TAIL
TAKE ROTOR 2ND STAGE NO.2 ENGINE INPUT
CHIP DETECTOR/ SWITCH
OFF BRAKE HYDRAULIC
STRAINER (TYPICAL)
PUMP
Powertrain
27-9
Engine Input/Freewheeling Units
ENGAGED:
POWERED ENGINE SHAFT TURNS CAUSING

ROLLERS TO RIDE UP THE RAMP AND
CONTACT THE OUTER RACE. THE ENGINE
SHAFT IS DRIVING THE TRANSMISSION
DISENGAGED:
OUTER RACE TURNIG FASTER THAN
ENGINE SHAFT CAUSING ROLLERS TO RIDE
DOWN THE RAMP. OUTER RACE IS FREE TO
TURN WITHOUT CONNECTION TO THE
ENGINE DRIVE SHAFT
ENGINE DRIVE SHAFT
OUTER RACE (TRANSMISSION DRIVE)
ROLLERS

March 2013
Powertrain
EniFnr Inpga/urrwcrrlFni UnFas

An engine drive input or freewheeling units allow the engine to drive the main rotor gear box. The freewheeling
units permit disengagement of engines from the main rotor gear box when the main rotor RPM is higher than
the engine RPM as it would be during autorotation or in the event of a single engine failure.
The S76 helicopter uses a ramp/roller type freewheeling unit. Steel rollers are encased between a series of
ramps that are attached to the engine driveshaft and an outer race that is attached to the transmission drive.
When torque is applied to the engine driveshaft, the rotation forces the rollers to ride up the ramp, which
results in a connection between an engine driveshaft and the outer race.
In instances where the outer race is moving faster than the engine drive shaft, the rollers ride down the ramp
so that the outer race is free to turn without connection to the engine drive shaft. This allows the rotor to
turn without drag from a failed engine and prevents transmission torque from being transmitted back to the
engine.

March 2013
MmFn Roaou Grmu Box ASSrssouFrs
The main rotor gear box drives two main gear box lubrication pumps and the No.1 and No. 2 hydraulic pumps
D
FW
FIRST STAGE
HYDRAULIC PUMP
MAIN GEAR BOX PUMP X2 D

FW SECOND STAGE
HYDRAULIC PUMP
Figure 27-2: MGB Lubrication Pumps and No.1 and No. 2 Hydraulic Pumps for the Flight Control
On AC generator-equipped S76 A/A+/A++/C/C+/C++ aircraft, the AC generator is driven by the main rotor
gear box.
AC
GENERATOR
D
FW
Figure 27-3: AC Generator (S76 A/A+/A++/C/C+/C++)

March 2013
Powertrain
MmFn Roaou Grmu Box OFl CoolFni (76 A/A+/A++/C/C+/C++)

On all S76 helicopter models, except for the S76 B, a main rotor gear box oil cooler blower is mounted on an
accessory drive casing. The oil cooler consists of a screened cover, a dynamically balanced impeller, and a
housing. The impeller is driven by the accessory portion of the main rotor gear box and forces air through a
screen and ducting to the oil cooler.
Figure 27-4: Main Rotor Gear Box Oil Cooling

March 2013
Main Rotor Gear Box Oil Cooling (S76 A/A+/A++/C/C+/C++)
OIL COOLER
OUTLET HOSE
MGB
OIL
COOLER
D
FW
D
FW
OIL COOLER
INLET HOSE
COVER
IMPELLER
FLEXIBLE
DUCT
SCREEN
HOUSING

March 2013
Powertrain
MmFn Grmu Roaou Box Coolru (76 A/A+/A++/C/C+/C++)

The main rotor gear box cooler is located between the two engine coolers. Hot oil is pumped from the main
less than 68 to 74°C or if the differential pressure between an oil inlet and an outlet is above 40 PSI, the oil
bypasses the oil cooler and is directed to the oil return line by a thermostatically controlled bypass valve.
Figure 27-5: Main Rotor Gear Box Oil Cooler (S76 A/A+/A++/C/C+/C++)

March 2013
MmFn Roaou Grmu Box OFl CoolFni (76 B)
On the S76 B helicopter, two shaft-driven oil cooler blowers are mounted on top of an accessory drive casing.
The left blower provides cooling air for the No.1 Engine and the right blower provides cooling air for the
No. 2 Engine. Both blowers supply cooling air for the main rotor gear box cooler which is mounted between
the engine coolers. Air for cooling is drawn through the blowers then directed to the coolers via a ducting
assembly.
DUCT ASSEMBLY,
OIL COOLERS,
MOUNTING FRAME
D
FW
D
FW
OIL
COOLER
BLOWER
Figure 27-6: Main Rotor Gear Box Oil Cooling (S76 B)

March 2013
Powertrain
MmFn Roaou Grmu Box OFl Coolru (76 B)

The main rotor gear box cooler is located between the two engine coolers. Hot oil is pumped from the main
than 68 to 74°C or if the differential pressure between an oil inlet and an outlet is above 40 PSI, the oil
bypasses the oil cooler and is directed to the oil return line by a thermostatically controlled bypass valve.
(The engine oil bypasses the engine oil coolers if the temperature is below 71°C or if the pressure differential
is above 30 PSI).
COOLER
HOSE
COOLER
HOSE
D
FW
Figure 27-7: Main Rotor Gear Box Oil Cooler (S76 B)

March 2013
Servicing and Inspection
removable strainer, and a safety chain. To determine the status of an oil level, check the MAINTAIN OIL
bottom of the bull’s-eye, the gear box must be serviced.
STRAINER CAP
SAFETY
CHAIN
FUNNEL
FW
D
Figure 27-8: Oil Level Inspection Window and Filler

March 2013
Powertrain
MmFn Roaou Grmu Box OFl Pgeps

Pressure for lubrication of the main rotor gear box is provided by two oil pumps mounted on and driven by
core of an oil cooler when the oil is hot, or through the bypass line when the oil is cold. An oil cooler blower is
Two vaned lubrication pumps mounted on the lower housing of the gear box provide oil pressure for lubrication.
The oil pumps are driven by the accessory section of the main rotor gear box. The lubrication system is a
oil cooler.
gallons per minute at 40 to 45 PSI when one pump is inoperative.
1 2 3
VANE PUMP OPERATION
MAIN GEARBOX PUMP X2

D
FW
Figure 27-9: Main Rotor Gear Box Oil Pumps

March 2013
OFl FlaruFni
until the pressure drops 20 ± 4 PSI. A thermal lockout feature prevents the bypass button from extending until
the oil reaches 29 to 46°C to prevent false clogged indications. Once extended, the bypass button can only
D
FW
INLET
PLUG
ELEMENT
FILTER
HOUSING
Figure 27-10: Oil Filter

March 2013
Powertrain
Intermediate Gear Box

The intermediate gear box is located at the base of the vertical stabilizer. The intermediate gear box contains
a series of gears which reduce the RPM from 3,491 to 3,370 and change the angle of the tail driveshaft
upwards approximately at 57°. The gear box holds approximately 2.0 lbs or 0.26 U.S. gallons of oil, which
provides internal splash lubrication. To determine the status of the oil level, an oil inspection window is
detector/oil temperature sensor unit is located at the bottom of the gear box. The chip detector/oil temperature
unit also serves as the oil drain port. Air for cooling of the gear box is provided through cowling air intakes.
IGB COOLING
INTAKE
OUTPUT
FLANGE
OIL FILLER
OIL LEVEL
INSPECTION
WINDOW
CHIP DETECTOR/ INPUT

TEMPERATURE SWITCH FLANGE
Figure 27-11: Intermediate Gear Box

March 2013
Tail Rotor Gear Box
The tail rotor gear box is mounted at an upper end of the vertical stabilizer. The tail gear box contains a series
of gears which reduce the RPM from 3,370 to 1,723 and change the angle of drive from an intermediate gear
box to the tail rotor. The tail rotor gear box also provides a mount for the tail rotor servo and pitch control
mechanism for the tail rotor. The gear box holds approximately 1.8 lbs or 0.24 U.S. gallons of oil which
The input housing contains a combination chip detector/oil temperature sensor unit. The chip detector/oil
temperature sensor unit also serves as the oil drain port. Air for cooling is provided through cowling air vents.
TGB
AIR COOLING
VENTS
Figure 27-12: Tail Rotor Gear Box
TGB
AIR COOLING
VENTS
March 2013
March 2013
Sikorsky S76
SECTION V
SECTION I SECTION II SECTION III SECTION IV

Driveshaft and Bearings
BEARING SUPPORT
ASSEMBLY
FILLER SCREW
INNER

HOUSING
OUTER
HOUSING
VISCOUS
DAMPER TUBE
BEARING
Powertrain
27-23
Driveshaft and Bearings
The tail rotor driveshaft transmits torque from the main rotor gear box to the tail rotor and consists of
Sections II,III, and IV are interchangeable and contain bearing support assemblies. The bearing support
viscous damper tube surrounds the bearings.
Figure 27-13: Bearing Assembly

March 2013
Powertrain
Rotor Brake
There are two optional rotor brake systems:
Electrical Rotor Brake System (S76 A/A+/A++)
Manual Rotor Brake (A+, A++, B, C+, C++)
The optional rotor brake system is available to keep the rotor blades from turning when parked, to allow the
helicopter engines to be started without the rotor blades turning, and to assist in stopping the rotor blades
during engine shutdown. The rotor brake system acts upon a rotating disc that is attached to the tail rotor
by a caliper to press against both sides of the disc. Friction causes the rotating disc to slow and eventually
stop.
ElrSauFS Roaou Bumkr ysare

The electrical rotor brake system consists of a dedicated hydraulic pump, control valve, and reservoir.
The system is controlled by a rotor brake switch on the console master switch panel. The system receives
electrical power from the battery bus or the No.1 DC primary via two circuit breakers marked ROTOR BRAKE
PWR that are located on the DC junction box in the electrical compartment.
Electric Rotor Brake Hydraulic Unit

The electric rotor brake hydraulic unit is mounted on the upper left portion of the main transmission. The unit
checked by viewing the reservoir sight gauge marked: “FULL”, “REFILL”, and “EMPTY”.
Figure 27-14: Electric Rotor Brake Hydraulic Unit

March 2013
Operation
The ROTOR BRAKE switch has three positions marked ON-OFF-REL. The rotor brake will not go on unless
both engines are at idle or below and the N1 of at least one engine is at 59% or below (one engine out light
on). When the switch is placed ON with the rotor blades turning and the above conditions met, the pump
will initially build up hydraulic pressure to approximately 200 PSI to stop the rotor blades. Five seconds
after the rotor blades stop, or, if the switch is placed ON with the rotor blades stopped, hydraulic pressure
is automatically increased to approximately 430 PSI to prevent the blades from moving while the aircraft is
parked. An accumulator in the system will hold this pressure for approximately 8 hours.
If hydraulic pressure decreases while the aircraft is parked and the ROTOR BRAKE switch is in the ON
position, the pump will automatically activate to restore pressure in the system.
The REL switch position is a momentary position which opens the control valve and releases hydraulic
pressure to allow the rotor blades to turn. When the switch is released, it will move to the OFF position and
the rotor brake system will be de-energized.
With power ON, the rotor brake will automatically release if the switch is in the OFF position and the ROTOR
BRAKE caution light is illuminated. The ROTOR BRAKE caution light is activated by a pressure switch which
activates the light when the system pressure is above 15 PSI.
Figure 27-15: Electric Rotor Brake Switch
Figure 27-16: Electric Rotor Brake Calipers

March 2013
Powertrain
Manual Rotor Brake
D
ACCUMULATOR/ FW
RESERVOIR
BRAKE
DISK
SHIELD

March 2013
Mmngml Roaou Bumkr
The manual rotor brake consists of a master cylinder and pressure gage in the cockpit overhead above the
pilot. There is an accumulator/Reservoir installed on the aft upper main gearbox housing, a brake and disc
breaker marked “RTR BRK WARN” on the lower circuit breaker panel.
ROTOR BRAKE APPLIED ROTOR BRAKE OFF
MASTER
CYLINDER
PRESSURE
GAUGE
Figure 27-17: Manual Rotor Brake

March 2013
March 2013
Sikorsky S76
NON-IIDS
SIGHT GAUGE FILLER
PRESSURE RELIEF VALVE

OPEN > 300 ±30 PSI
CLOSED < 225 PSI
IIDS RDAU
IIDS
CAUTION LIGHT
PRESSURE SWITCH
LIGHT ON LIGHT OFF

> 10 PSI < 7 PSI
MASTER CYLINDER

Manual Rotor Brake System Operation
HANDLE GAUGE PISTON

CALIPER
ROTOR BRAKE
REPLACEABLE
PUCKS
TAIL ROTOR DRIVE ROTATING

TAKE-OFF FLANGE DISC
Powertrain
27-29
Operation
The manual rotor brake system is controlled by the master cylinder handle in the cockpit. Applying two
strokes of the rotor brake handle produces a minimum of 200 PSI of hydraulic pressure, which activates
opposing lined pistons in both brake assemblies. This provides a clamping action on the rotating brake disc.
After the rotor is stopped, additional strokes of the rotor brake handle can be applied to obtain a maximum of
300 ± 30 PSI, at which the pressure relief valve will open. The accumulator will maintain a pressure of
approximately 225 PSI (closing pressure of relief valve) to prevent the rotors from turning when the helicopter
is parked.

MmFn Grmu Box IndFSmaFni
Main gear box oil temperature is measured in the main gear box sump by the oil temperature sensor.
Main gear box oil pressure is measured by the pressure transmitter at the oil inlet port.
OIL PRESSURE
TRANSMITTER
D
FW
OIL TEMPERATURE
SENSOR
Figure 27-18: Main Gear Box Oil Temperature and Pressure Sensor

March 2013
March 2013
Sikorsky S76
MAIN GEAR BOX LUBRICATION SYSTEM MAIN
ROTOR
SHAFT
OIL COOLER
DC
ESSENTIAL
BUS
OIL TEMPERATURE
WARNING SWITCH
BREATHER
OIL
PRESSURE
TRANSMITTER
OIL COOLER
BYPASS
IMPENDING BYPASS VALVE OPENS BELOW
INDICATOR
OIL
OIL
FILTER COOLER
FILLER BYPASS DISTRIBUTION TUBE
BLOWER
OIL LEVEL
SIGHT LOW
GLASS OIL PRESSURE
WARNING SWITCH

PRESSURE
RELEIF
VALVES
Main Gear Box Lubrication System – IIDS
OIL TEMPERATURE
SENSOR CHIP
CHIP DETECTOR
DETECTOR STRAINER
STRAINER DRAIN
PLUG
PRESSURE OIL
DC
ESSENTIAL AMBIANT
BUS
RESERVOIR OIL
COOL AIR
ELECTRICAL
Powertrain
27-31
27-32
MAIN GEAR BOX LUBRICATION SYSTEM MAIN
ROTOR
NO.1 DC PRI (S76 A/B) SHAFT PRESSURE OIL
AMBIANT
NO.2 DC PRI (A/B)
OIL COOLER RESERVOIR OIL
DC COOL AIR
ESSENTIAL
BUS ELECTRICAL
OIL TEMPERATURE
(S76 A+/A++/C/C+)
WARNING SWITCH
BREATHER
OIL
PRESSURE
OIL COOLER TRANSMITTER
BYPASS
IMPENDING BYPASS VALVE OPENS BELOW
INDICATOR
OR AT 40 PSID
OIL
COOLER
OIL FILLER FILTER
BYPASS BLOWER DISTRIBUTION TUBE
OIL LEVEL
SIGHT GLASS LOW OIL PRESSURE
WARNING SWITCH
PRESSURE 15
RELEIF
VALVES
15 XMSN 10

OIL 10 T OIL P
TEMPERATURE
T
P 5
P
SENSOR CHIP
DETECTOR 5
CHIP STRAINER
DETECTOR 0 X10
0
STRAINER DRAIN
PLUG -5
DC #1 SERVO #1 DC #1 ENG #1 ENG MAIN XMSN SMOKE DET #2 ENG #2 ENG #2 DC #2 SERVO
Main Gear Box Lubrication System – Non-IIDS
ESSENTIAL
BUS BATT HOT BATT FEED #1 FUEL #1 ENG MAIN XMSN INT GB #2 ENG #2 FUEL INVERTER #2 ROTOR
FAULT LOW CHIP OIL HOT CHIP/HOT CHIP LOW BRAKE
AC GEN CHIP/HOT
BRT
T
BUS TIE AC GEN WINDSHIELD PLT PITOT E
OPEN INVERTER #1 CPLT PITOT DAFCS DOOR OPEN
T

DIM
March 2013
Sikorsky S76
Powertrain
Main Gear Box Oil Temperature and Pressure Indications

The temperature indicator is connected to the No. 2 DC primary bus (S76 A/B) and the DC essential bus
(S76 A+/A++/C/C+/C++) via the OIL XMSN TEMP circuit breaker.
The pressure indicator is connected to the No. 1 DC primary bus (S76 A/B) and the DC essential bus
(S76 A+/A++/C/C+/C++) via the OIL PRES XMSN circuit breaker.
2 OAT 15° C
15 T5 BV N1 BV TQ
43 15
595 586 52.0MGB
52.0OIL 5 15 XMSN 10
15 XMSN 10 10 °C PSI
5 N2 NR N2
100 50 10
10 T OIL P 10 T OIL P
10
9 110
5 5
P
8 TST
T
9 100
5 5
8
P
T
6 90
8
0
7
0 X10 6 7
4
70
50 B
R 0 X10
0
-5 -5
4 5 2 30 T
2 3
10 D
0 1 0 0 I
M
MENU
S76 A/A+/A++ S76 B/C/C+

Non-IIDS
IIDS
Figure 27-19: Main Gear Box Oil Temperature and Pressure Indications

March 2013
Main Rotor Gear Box Caution and Warning Indicators
Two chip detectors/strainers are located in the main gearbox sump at the oil pump inlets. The chip detector
receives power from the DC essential bus via the CHIP DET MGB circuit breaker and incorporate an automatic
fuzz burn feature which eliminates small particles that could give a false indication. If a chip is unable to be
burned off, the relay for the chip detector is energized and the MGB CHIP capsule is illuminated. Once the
capsule is illuminated, a holding circuit will keep the capsule illuminated until power is removed by pulling the
CHIP DET MGB circuit breaker or until the electrical system is shut down.
AUX BATT #1 EAPS MAIN XMSN TAIL GB #2 EAPS ESS BUS

BATT OFF AC GEN CHIP/HOT
BRT
T
BUS TIE AC GEN E
T

NON-IIDS
D
FW
MAIN GEAR BOX

CHIP DETECTOR/ MGB CHIP
2 OAT 15° C
STRAINER LH T5 BV N1 BV TQ
43
595 586 52.0 52.0
MGB OIL 5 5 N2 NR N2
10 °C PSI
9
10 70 75 10 110
8 TST
9 100
8
6 90
7 8
70
4
6 7 50 B
R
4 5 2 30 T
2 3
10 D
0 1 0 0 I
M
MENU
IIDS
D
FW
MAIN GEAR BOX
CHIP DETECTOR/
STRAINER RH
Figure 27-20: Chip Detection

March 2013
Powertrain
Main Rotor Gear Box Oil Temperature Hot Warning Light

A main gearbox oil hot warning capsule illuminates when inlet oil temperature at the oil temperature warning
switch exceeds approximately 105°C (S76 A/A+/A++) or 120°C (S76 B/C/C+/C++). The main gearbox oil hot
warning system receives power from the DC essential bus via the “XMSN OIL WARN TEMP” circuit breaker.
AC GEN CHIP/HOT
BRT
T
BUS TIE AC GEN E
T

NON-IIDS
D
FW
MGB OIL HOT

2 OAT 15° C
T5 BV N1 BV TQ
43
595 586 52.0 52.0
10 °C PSI
9
10 129 42 10 110
8 TST
9 100
8
6 90
7 8
70
4
6 7 50 B
R
4 5 2 30 T
2 3
10 D
0 1 0 0 I
M
MENU
OIL TEMPERATURE
WARNING SWITCH
IIDS
Figure 27-21: Main Rotor Gear Box Oil Temperature Hot Warning Light

March 2013
Main Rotor Gear Box Low Oil Pressure Warning Light
A main gearbox oil pressure warning light illuminates when the oil pressure at the low oil pressure warning
switch in the main gearbox is below approximately 14 PSI. The main gearbox low oil pressure warning
system receives power from the DC essential bus via the XMSN OIL WARN PRESS circuit breaker.
AC GEN CHIP/HOT
BRT
T
BUS TIE AC GEN E
T

NON-IIDS
D
FW
MGB PRESS
2 OAT 15° C
T5 BV N1 BV TQ
43
595 586 52.0 52.0
10 °C PSI
9
10 24 0 10 110
8 TST
9 100
8
6 90
7 8
70
4
6 7 50 B
R
4 5 2 30 T
2 3
10 D
0 1 0 0 I
M
LOW OIL
PRESSURE MENU
WARNING
SWITCH
IIDS
Figure 27-22: Main Gear Box Low Oil Pressure Warning Light

March 2013
Powertrain
InaruerdFmar/TmFl Roaou Grmu Box IndFSmaFni

Combination chip detection/temperature sensor units are located in the sump of each gearbox. The chip
detectors receive power from the DC essential bus via the I/TGB CHIP DET circuit breaker and incorporate
an automatic fuzz burn feature which eliminates small particles that could give a false indication. If a chip is
unable to be burned off, the relay for the chip detector is energized and the appropriate CHIP/HOT capsule
is illuminated. The CHIP/HOT capsules will also illuminate whenever the respective gearbox oil temperature
rises above 140°C. When a CHIP/HOT capsule is illuminated due to an over temperature condition, the
automatic fuzz burn feature is disabled. Once the capsule is illuminated, a holding circuit will keep the capsule
illuminated until power is removed by pulling the I/TGB CHIP DET circuit breaker or until the electrical system
is shut down.
BATT HOT CHIP CHIP INVERTER #2 BRAKE
FAULT LOW OIL HOT CHIP/HOT LOW
AC GEN
OFF FAIL CHIP CHIP/HOT FAIL VOLTS
BRT
T
BUS TIE AC GEN WINDSHIELD CPLT PITOT PLT PITOT E
OPEN BEARING INVERTER #1 DAFCS DOOR OPEN S
HOT HEAT HEAT
T

DIM
NON-IIDS
INTERMEDIATE
GEAR BOX
IGB CHIP/HOT
TGB CHIP/HOT
2 OAT 15° C
T5 BV N1 BV TQ
43
595 586 52.0MGB
52.0OIL 5 5 N2 NR N2
10 °C PSI
9
10 100 50 10 110
8 TST
CHIP DETECTOR/SENSOR 8 9 100
UNIT 7 8
6 90
70
D 7
4
B
FW
6 50
R
4 5 2 30 T
2 3
10 D
0 1 0 0 I
TAIL GEAR M
BOX
MENU
IIDS
CHIP
VALVE
DETECTOR
SENSOR PLUG
ELECTRICAL
CONNECTOR
Figure 27-23: Intermediate/Tail Rotor Gear Box Indicating

March 2013
Rotor Brake Limitations
ElrSauFS Roaou Bumkr LFeFamaFons
Engine operation with rotor at idle speed is limited to:
Blades at 45° to Long Axis:
Unrestricted
Other Blade Positions:
Unrestricted when:
No tailwind component
Only one engine at idle speed
OAT at 37°C or below
Normal Stopping
One engine must be off, the other engine must be at idle speed or below. The rotor brake should not be
applied until rotor speed has decreased below 65% NR.
OTE: NR indication determines whether the pump applies 200 or 430 PSI. In the event of an NR
indication failure with the NR indicating zero, application of the rotor brake must be avoided
because the pump will apply 430 PSI.
OTE: A rotor shutdown using the rotor brake shall not be performed more than one time in any
10-minute period.

March 2013
Powertrain
Mmngml Roaou Bumkr LFeFamaFons mnd OprumaFni PurSmgaFons

Rotor brake application is limited to one or two engines operating at idle or both engines shut down.
Normal NR for rotor brake application with one or both engines at idle or both engines shut down is 40%
to 60% NR.
Maximum rotor speed for rotor brake application is 65% NR.
Maximum rotor speed for emergency rotor brake application is 107% NR when both engines are shut
down.
Engine operation with rotor stopped (rotor brake applied) is limited to one or both engines operating at
idle.
A rotor stop using the rotor brake shall not be performed more than once in any 10-minute period.
With one or both engines operating and the rotor is stopped, the main rotor blades must be positioned at
approximately 45° to the longitudinal axis of the helicopter.
Maximum manual rotor brake application is not recommended when commenced below 30% NR. Brake
applications begun at less than 30% NR should be light enough to produce a smooth and gentle stop.
Sudden stoppage of rotor blades exposes components to abnormal forces that may cause damage.
If rotors should begin to turn during engine start with rotor brake ON, shut down the engines or release
the rotor brake. Refer to Rotorcraft Flight Manual (RFM) for emergency procedures.
If the ROTOR BRAKE caution capsule illuminates when the rotor brake handle is in OFF detent while the
rotors are turning on the ground, shut down the engines and troubleshoot the rotor brake system.
Although the rotor brake is capable of holding the rotor with both engines at ground idle, personnel must
be alert to the possibility of a rotor strike because brake slippage or release allows the rotors to turn. Treat
the rotors as if they were turning whenever an engine is running.

March 2013
be executed. Refer to the appropriate RFM and/or checklist for the emergency procedure.
MGB OFl Hoa WmunFni

S76 A/A+/A++: The MGB OIL HOT warning annunciator indicates that the main gear box oil temperature
is above 105°C. If the indicated temperature is above 105° but less than 120°C, a main gear box oil cooler
problem is indicated.
S76 B/C/C+/C++: The MGB OIL HOT warning annunciator indicates that the main gear box oil temperature
is above 120°C. If the indicated temperature is above 120°C but less than 135°C, a main gear box oil cooler
problem is indicated.
MGB Fnilr Pgep mFlgur

S76 A/A+/A++: MGB oil pressure is between 30 to 35 PSI and remains steady.
S76 B/C/C+/C++: MGB oil pressure is between 40 to 45 PSI and remains steady.
MGB OFl Purssgur Low

All Models: The main gear box oil pressure detected by the low pressure warning switch is below
approximately 14 PSI.
MGB CcFp
All Models: A metallic chip has been detected in the MGB sump.
IGB/TGB CcFp/Hoa
All Models: Either a metallic chip has been detected in the respective sump or the gear box oil temperature
is above 140°C.
UnSoeemndrd Roaou Bumkr CmgaFon LFica IllgeFnmaFon

All Models: The rotor brake caution indicates that pressure has been applied to the rotor brake system. If
this pressure results in a rotor brake puck dragging against the brake disc, an over-heating brake disc and

March 2013
28
Rotor System
Contents
Rotor System
Figur: Main Rotor Component Location ............................................................................... 28-4
Main Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-5
Main Rotor Blades ........................................................................................................................28-5
Main Rotor Head Assembly ..........................................................................................................28-9
Swashplate .................................................................................................................................28-23
Vibration Absorbers ....................................................................................................................28-25
Tail Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-32
Figur: Tail Rotor Component Location ...............................................................................28-33
Tail Rotor Blades ........................................................................................................................28-34
Tail Rotor Hub Assembly ............................................................................................................28-35
Rotor Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-36

March 2013

March 2013
Rotor System
Rotor System
The main rotor system consists of:
Swashplate
The tail rotor system consists of:

March 2013
28-4
DAMPER
RESERVOIR
ELASTOMERIC
HUB BEARING
BIFILAR
VIBRATION
ABSORBER
FWD
MAIN
ROTOR
BLADE
DAMPER
ANTI-FLAP
RESTRAINER
Main Rotor Component Location

CONTROL
HORN
DROOP
STOP SWASHPLATE
ASSEMBLY
ROTATING PITCH
SCISSORS CONTROL SPINDLE
ROD ASSEMBLY
March 2013
Sikorsky S76
Rotor System
Main Rotor System
Diameter:
– 44 ft
–
Rotation:
–
– 293 RPM at 100% NR
– 312 RPM at 107% NR
MaFn Rotou Bladrs

March 2013
Main Rotor Blades
FIBERGLASS SKIN WITH EMBEDDED WIRE MESH TITANIUM LEADING EDGE EROSION COVER
ABRASION
STRIP
COMPOSITE FILLER
TITANIUM SPAR
LEADING EDGE
ABRASION STRIP TIP CAP
HOLLOW
TITANIUM SPAR
CHORDWISE
NOMEX HONEYCOMB
BALANCE WEIGHT
CORE
SPINDLE ATTACHMENT
AREA FIBERGLASS
COVER SKIN
NOMEX HONEYCOMB
CORE
BLADE ROOT
SEAL
OUTBOARD DAMPER
ATTACHMENT
PROTECTIVE COVERING OVER

SCARF JOINT
SCARF JOINT IN LEADING EDGE

PROTECTIVE COVER
TIP CAP
239.75 IN
WIRE MESH TRIM TAB

March 2013
Rotor System
Figure 28-1:

March 2013

March 2013
Rotor System
MaFn Rotou Hrad Assrmbly
Swashplate
Elastomeric Bearings
Droop Stop
Rotor Hub

March 2013
Rotor Hub
COVER
PILOT PLUG
MAIN
ROTOR
HUB SHAFT

March 2013
Rotor System
Spindle Assemblies
for pitch changes.
SPINDLE
BOLT, WASHERS
NUT (TORQUE 110 IN. LBS)
BOLT, WASHER
(TORQUE 125 IN. LBS)
NUT
THRUST
BEARING
BEARING
OUTER RACE
BLADE RETENTION
BEARING
Figure 28-2:

March 2013
Figure 28-3:

March 2013
Rotor System
Inspection Stripe
inspection.
causing fatigue or failure.
Figure 28-4:

March 2013
THRUST
BEARING
NUT
BEARING OUTER
SLEEVE RACE
STRAP BEARING INNER

RACE
BLADE RETENTION
BEARING
Figure 28-5:
Figure 28-6:

March 2013
Rotor System
Color Coding and Balance Weights
Figure 28-7:

March 2013
Elastomeric Bearings
Figure 28-8: Elastomeric Bearings

March 2013
Rotor System
Flap Restrainers
Figure 28-9: Flap Restrainers

March 2013
Droop Stop Cam
Figure 28-10: Droop Stop Cam

March 2013
Rotor System
Flap Restrainers and Droop Stops “Out”

March 2013
Blade Dampers
NTT:
Figure 28-11:

March 2013
Rotor System
Damper Reservoir
Figure 28-12:
NOSE OF AIRCRAFT FILLER CAP AT HIGHEST POINT
ROTATING SCISSORS IN
RIGHT-FORWARD
POSITION
Figure 28-13:

March 2013
Pitch Change Horns
Figure 28-14: Pitch Change Horns
Pitch Control Rods
for correct autorotation RPM.
Figure 28-15:

March 2013
Rotor System
Swashplatr
controls.
SPHERICAL
BEARING
OUTER RACE
(UPPER)
SPHERICAL
BEARING
BALL STRAP
(TYPICAL)
SPHERICAL
BEARING
OUTER RACE
(LOWER)
BEARING
SHIELD
STATIONARY
SWASHPLATE
DUPLEX
BEARING
ROTATING
SWASHPLATE
Figure 28-16: Swashplate

March 2013
Rotating Scissors
Figure 28-17: Rotating Scissors
Stationary Scissors
Figure 28-18: Stationary Scissors

March 2013
Rotor System
VFbuatFon Absoubrus
Figure 28-19:

March 2013
5-PER-REV
BIFILAR
SPACER
3 -PER-REV
BIFILAR

March 2013
Rotor System
airframe.
BOLT. WASHERS NUT. BOLT. WASHERS, NUT.

COTTER PIN (TORQUE BOLT. WASHERS, NUT. COTTER PIN
340-670 IN. LBS) (TORQUE 450 IN. LBS) (TORQUE 340-670 IN. LBS)
BOLT. WASHERS, NUT.

COUNTERSUNK UPPER PLATE
(TORQUE 450 IN. LBS)
WASHER COUNTERSUNK
WASHER
BOLT, WASHERS, UPPER PLATE
PIN (TORQUE
770 IN. LBS) PIN
TAPERED
WEIGHT BOLT, WASHERS,
WASHER TAPERED
WASHER (TORQUE 770 IN. LBS)
PIN
PIN
SUPPORT
SUPPORT
TAPERED
WEIGHT TAPERED
WASHER
WASHER
PIN WEIGHT
BUMPER PIN
BUMPER
LOWER
PLATE LOWER PLATE
3P WEIGHT ASSEMBLY 5P WEIGHT ASSEMBLY
Figure 28-20:

March 2013
R
AMPLIFIER
VIBRATION
ABSORBER
Figure 28-21:
NTT:

March 2013
Rotor System
NOSE
VIBRATION
ABSORBER
D
FW
TICK MARK JACKSCREW
0 0
7/8 1/8 7/8 1/8
3/4 1/4 3/4 1/4
5/8 3/8 5/8 3/8
1/2 1/2
Figure 28-22:

March 2013
SHELF
NOSE
BOX FRAME
VIBRATION
ABSORBER
ACCESS
DOOR
OPENING
LONG
SHORT TUNING
TUNING WEIGHT
WEIGHT
Figure 28-23:

March 2013
Rotor System
STA
D
136
FW
BL
LATERAL 5.5
RH
VIBRATION
ABSORBER
WL
115
EYEBOLT
WEIGHT
ASSEMBLY
COVER
DETAIL A
Figure 28-24:

March 2013
Tail Rotor System
The tail rotor has the following characteristics:

Diameter:
– 8 ft
–
Rotation:
–
R
:
–
R
:
–
The tail rotor system consists of:
Figure 28-25: Tail Rotor System

March 2013
Rotor System
Tail Rotor Component Location
TAIL ROTOR
BLADE
TAIL
GEAR BOX
PITCH CHANGE
SHAFT
PITCH BEAM
OUTBOARD
RETAINING
PLATE
PITCH
CONTROL
ROD

March 2013
TaFl Rotou Bladrs
TITANIUM PLATE
GRAPHITE SPAR
BLADE
TITANIUM PLATE
PITCH
BEAM
TAB TIP CAP
FIBERGLASS
COVER SKIN
NOMEX
HONEYCOMB
CORE
NICKEL
EROSION
STRIP
STIFFENER
THIS SIDE ALUMINUM

OUTBOARD HONEYCOMB
CORE
EPOCAST
POLYURETHANE
EROSION STRIP
STIFFENER
ALUMINUM
MESH
SPAR
TAIL ROTOR PITCH
CHANGE SHAFT
ATTACHMENT
Figure 28-26:

March 2013
Rotor System
TaFl Rotou Hgb Assrmbly
RETENTION
PLATE
PITCH BEAM
PITCH CHANGE
SHAFT
PITCH CHANGE
ROD
BOOT
PITCH CHANGE
HORN
BALANCE
WEIGHTS
BONDING JUMPER
(LIGHTNING PROTECTION)
Figure 28-27:
Operation

March 2013
Rotor Indicating
R R
sensor
R
R R
The NR
rotor RPM in percent NR. The NR
R
to the nearest whole
S76 A/A+/A++ S76 B/C/C+

Non-IIDS
107
IIDS
Figure 28-28:

March 2013

S76 C++ CAE Pilot Training Manual - Compressed

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

S76 C++ CAE Pilot Training Manual - Compressed

Uploaded by

Copyright:

Available Formats

Sikorsky (S76 C++)

Pilot Training Manual Revision 0

Copyright © 2013, CAE, Inc.

Excerpted Materials used in this Publication

Printed in the United States of America.

Sikorsky S76 For Training Purposes Only 1-1

1-2 For Training Purposes Only Sikorsky S76

The Staff of CAE

Sikorsky S76 For Training Purposes Only 1-3

1-4 For Training Purposes Only Sikorsky S76

Using this Manual

Sikorsky S76 For Training Purposes Only 1-5

1-6 For Training Purposes Only Sikorsky S76

Sikorsky S76 C++ For Training Purposes Only 2-1

2-2 For Training Purposes Only Sikorsky S76 C++

Sikorsky S76 C++ For Training Purposes Only 2-3

2-4 For Training Purposes Only Sikorsky S76 C++

Catriouy "A" OpruatFons

Catriouy "B" OpruatFons

C.G. (Crntru of GuavFty) LFmFts

Lateral C.G. Limits

Sikorsky S76 C++ For Training Purposes Only 2-5

2-6 For Training Purposes Only Sikorsky S76 C++

GENERATOR LOAD UP TO 200 AMPS

Category “B” Maximum Takeoff and Landing Gross Weight (Sheet 1 of 2)

GROSS WEIGHT ~ 1000 LB

3.5 4.0 4.5 5.0 5.5

GROSS WEIGHT ~ 1000 KG

Day, Night, IFR, and VFR.

Catriouy "B" Rotoucuaft - Extrunal Load CombFnatFons

Minimum Flight Crew

Two PFlots (IR)

SFnilr PFlot (IR)

Two autopilot systems must be operating in the ATT mode

Sikorsky S76 C++ For Training Purposes Only 2-19

Ambient Temperature Limits

2-20 For Training Purposes Only Sikorsky S76 C++

Category A - emergency operation only

Maximum approved precision approach angle is 6.5° (uncoupled)

Maximum density altitude is 15,000 ft (enroute)

Flight director shall not be coupled below 60 KIAS

Sikorsky S76 C++ For Training Purposes Only 2-21

INDICATED AIRSPEED ~ KTS

Figure 2-1: Height/Velocity Diagram

2-22 For Training Purposes Only Sikorsky S76 C++

Electronic Flight Instrument System (EFIS) Limits

Sliding Cabin Door Limits

Flotation System Limits

Sikorsky S76 C++ For Training Purposes Only 2-23

2-24 For Training Purposes Only Sikorsky S76 C++

EniFnr ou DuFvr Systrm OpruatFni LFmFts

Table 2-1; Engine or Drive System Operating Limits

Sikorsky S76 C++ For Training Purposes Only 2-25

104% Torque - 5 minute takeoff and maximum continuous limit, dual-engine

1 (Gas Puodgcru) Sprrd LFmFts

Transitional Operation, Ground to Flight Idle

Transitional Operation, Rotor Runup or Shutdown

2 (Powru TgubFnr) Sprrd LFmFts

2-26 For Training Purposes Only Sikorsky S76 C++

T5 (Powru TgubFnr) Inlrt Trmpruatgur LFmFts

StautFni and Shgtdown

DFiFtal EniFnr Contuol UnFt (DECU) LFmFts

EniFnr BauuFru Fltru LFmFts