02 System Operation Indication

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2
SYSTEM OPERATION INDICATION
ATA 31: MMEL affected
2.1 INDICATING SYSTEM PRINCIPLES

2.1.1 COLOR OF THE INDICATOR LIGHTS
2.1.2 HIERARCHY OF THE CAUTION AND WARNING LIGHTS
2.1.3 INDICATING LIGHT LOCATION - INDICATING SYSTEM LOGIC
2.2 GENERAL FUNCTIONAL ORGANIZATION OF THE INDICATING SYSTEM

2.2.1 ROLE OF THE SYSTEM COMPONENTS
2.2.2 SIGNAL ANALYSIS AND PROCESSING
2.2.3 SIMPLIFIED LAYOUT OF THE INDICATING SYSTEM STRUCTURE
2.3 INDICATING SYSTEM OPERATING PRINCIPLES

2.3.1 RED LIGHTS ON WARNING PANEL AND RED "WARN" REPEATER LIGHT
2.3.2 ILLUMINATION CONTROL OF THE AMBER AND "CAUT" INDICATOR LIGHTS
2.3.3 CANCELLATION OF LIGHTS ON THE CENTRAL WARNING PANEL

2.4.1 PCB POWER SUPPLY
2.4.2 INDICATION UNIT 5LW POWER SUPPLY
2.4.3 CENTRAL WARNING PANEL POWER SUPPLY
2.4.4 AURAL WARNING
2.5 VEHICLE MONITORING SYSTEM

2.5.1 DESCRIPTION OF THE VMS
2.5.2 PRINCIPLE
2.6 VMS OPERATION IN OPERATIONAL MODE

2.6.1 EID PRESENTATION (Electronique Instrument Display)
2.6.2 OPERATIONAL MODE
2.7 PAGES ACCESSIBLE IN FLIGHT

2.7.1 STATUS PAGE
2.7.2 FADEC PAGE
2.7.3 ENGINE POWER CHECK (EPC) PAGE
2.7.4 PERFORMANCE PAGE
2.8 PAGE ACCESSIBLE ON THE GROUND ONLY
2.9 SCREEN CONFIGURATION

2.9.1 CONFIGURATION IN FLIGHT
2.9.2 CONFIGURATION ON THE GROUND
2.9.3 MESSAGE MANAGEMENT
2.10 VMS OPERATION IN MAINTENANCE MODE

2.10.1 SCREEN TESTING
2.10.2 PAGE DESCRIPTION
2.10.3 AMC CONFIGURATION LABEL
2.11 VMS OPERATION IN DEGRADED MODE

2.11.1 SYSTEM RECONFIGURATION
2.11.2 FIRST LIMIT INDICATOR
FOR INSTRUCTION ONLY

Rev. Ce document est la propriété d’AIRBUS HELICOPTERS TRAINING SERVICES, il ne peut être communiqué à des tiers et/ou reproduit sans l’autorisation préalable écrite d’ AIRBUS
04-2013 HELICOPTERS TRAINING SERVICES et son contenu ne peut être divulgué. © AIRBUS HELICOPTERS TRAINING SERVICES – Tous droits réservés. 2.1
This document is the property of AIRBUS HELICOPTERS TRAINING SERVICES, it may not be communicated to third parties and/or reproduced without the prior written
authorization of AIRBUS HELICOPTERS TRAINING SERVICES and its contents may not be disclosed. © AIRBUS HELICOPTERS TRAINING SERVICES – All rights reserved.
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LIST OF EFFECTIVE PAGES
Page 2.1............................................................ Rev. 04-2013 Page 2.16.......................................................... Rev. 01-2006
Page 2.2............................................................ Rev. 42-2015 Page 2.17.......................................................... Rev. 37-2014
Page 2.3............................................................ Rev. 34-2010 Page 2.18.......................................................... Rev. 01-2006
Page 2.4............................................................ Rev. 34-2010 Page 2.19.......................................................... Rev. 43-2007
Page 2.5............................................................ Rev. 18-2009 Page 2.20.......................................................... Rev. 37-2014
Page 2.6............................................................ Rev. 26-2011 Page 2.21.......................................................... Rev. 42-2010
Page 2.7............................................................ Rev. 12-2015 Page 2.22.......................................................... Rev. 42-2015
Page 2.8............................................................ Rev. 51-2014 Page 2.23.......................................................... Rev. 37-2014
Page 2.9............................................................ Rev. 51-2014 Page 2.24.......................................................... Rev. 40-2014
Page 2.10.......................................................... Rev. 51-2014 Page 2.25.......................................................... Rev. 03-2013
Page 2.11.......................................................... Rev. 51-2014 Page 2.26.......................................................... Rev. 06-2014
Page 2.12.......................................................... Rev. 51-2014 Page 2.27............................................................Iss. 20-2011
Page 2.13.......................................................... Rev. 31-2011 Page 2.28............................................................Iss. 31-2011
Page 2.14.......................................................... Rev. 18-2015 Page 2.29.......................................................... Rev. 34-2010
Page 2.15.......................................................... Rev. 18-2015 Page 2.30............................................................Iss. 31-2011

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2.2 HELICOPTERS TRAINING SERVICES et son contenu ne peut être divulgué. © AIRBUS HELICOPTERS TRAINING SERVICES – Tous droits réservés.
42-2015
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2.1 INDICATING SYSTEM PRINCIPLES

Based on the theory that when everything is operating correctly, there is no need to bother the pilot, the indicating
system generally indicates an ABNORMAL OPERATING SITUATION.
However, there are correct operation indicators which are mainly used for testing some systems. Two types of indicators
are used : visual indicators and aural indicators.
• The visual indicators are electrically operated indicator • The aural indicators are signals, of a given frequency,
lights. heard in the ICS.
Failure detection
The aural indicators always reinforce a visual indicator and are used for VERY SERIOUS functional cases only.
2.1.1 COLOR OF THE INDICATOR LIGHTS

• The blue lights (green on option) indicate correct • The "RED" lights indicate A SERIOUS OPERATING
operation (e.g.: conclusive system test, confirmation of DANGER.The pilot must react immediatly (e.g.: oil
normal operating conditions). pressure drop on an engine).
Blue light comes on to indicate that OIL P2 Oil pressure of the RH

the voltage output by the GPU is engine is too low:
correct it is likely to fail.
• The "AMBER" lights indicate a REDUCTION IN THE VERY SERIOUS DANGERS are indicated both by the
POSSIBILITIES OF AN ESSENTIAL SYSTEM or an illumination of a red warning light and an aural alarm. This is
abnormal operating configuration (e.g.Failure of an the case for indicating a fire and abnormal rotor speed. The
alternator). This is not serious in that there is a second aircraft is in danger and the pilot must react immediately.
alternator capable of supplying the entire power system.
Indication of FIRE in the

engine compartment.
ALT 1 FIRE 2
LH alternator decoupled
NOTE THEN :
- The "RED" lights are WARNING lights (serious operating danger)
- The AMBER lights are CAUTION lights (reduction in the possibilities of a system or abnormal operating configuration).
NOTE : An abnormal operating configuration is for example "GPU door open before takeoff" but
it is not a failure.

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2.1.2 HIERARCHY OF THE CAUTION AND WARNING LIGHTS
There are three types of indicating lights:

The lights which monitor a function of a system (e.g. the "RH LVL" light which comes on when the RH hydraulic
reservoir level drops below 2 litres). Q < 2 litres
RH LVL
Q<2 litres
The two "COLLECTIVE-REPEATER" indicating lights which come on whichever system fails:
• a STEADY AMBER "CAUT" light which comes on when a "system" (or function) amber indicating light comes on.
When an AMBER FUEL CAUT

indicating light …the amber
comes on... "CAUT" repeater
light comes on.
• a FLASHING RED "WARN" light which comes on when a "function" red warning light comes on.
When a RED
indicating light MGB P WARN
…the red
comes on...
"WARN" repeater
light flashes.
The lights which monitor the general operation of a system (e.g.: the HYD light comes on to indicate any failure
of the hydraulic system).
Level
RH LVL
Q<2 liters
+
HYD
Pressure (P)
RH.P
P< 110 bars
+
other hydraulic failures

monitored

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2.1.3 INDICATING LIGHT LOCATION - INDICATING SYSTEM LOGIC
• 1st degree of the indicating system (1)

The "WARN", "CAUT", "L/G" et "NR/ILS" lights are located on the instrument panel in front of the pilot and copilot. They
constitute the first degree of the indicating system. The pilot and the copilot are warned that a system has failed or
an event has occured. The crew must clear the alarm by pressing the indicator lights in order to make them available
for another indication.
• 2nd degree : Central Warning Panel (2)

The crew is warned that a system has failed and before clearing the alarm, they must check the Central Warning
Panel in order to know which essential function or system is affected.
"ESSENTIAL FUNCTION" "SYSTEM" amber light

red light (or "function" if the system has
only one function).
• 3rd degree : "Function" messages or indicating lights (3)

The crew must check the panels, the system control units or the VMS (Vehicle Monitoring System) screen to know
exactly which function has failed.
NR
L/G WARN CAUT ILS
OVERHEAD PANEL
1 2 1
10WW
VMS
(PAGE VEHICLE AND ITS
VARIOUS MESSAGES)
FUEL MANAGEMENT PANEL

18-2009
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2.2 GENERAL FUNCTIONAL ORGANIZATION OF THE INDICATING SYSTEM

2.2.1 ROLE OF THE SYSTEM COMPONENTS
Three cases are to be considered:
• THE WHITE OR BLUE INDICATING LIGHTS • THE RED INDICATING LIGHTS
They indicate "ON/OFF" or correct operation. In this case, They indicate a serious system operational danger. In this
the related lights are directly supplied via indication unit case, the related lights are directly supplied by the red
5 LW. indicating PCBs of PCB rack 16 WW.
• THE AMBER LIGHTS

They indicate a failure which Sensors System Warning
causes system degraded
operation. In this case the
related lights are supplied by MGB EMLUB
MGB FIRE 1
MGB FIRE 2
the 5LW indication unit after

E
S DIFF PWR
FIRE 1 FIRE 2 C.FIRE MR ICE
the signals generated by the

amber and auxiliary indicating WARN WARN
PCBs of the PCB rack

16 WW have been analyzed. LG
The amber indicating PCBs
also supply the "CAUTION"
lights directly and transmit
signals to the VMS (Vehicule
Monitoring System) computer A.NAV
PITOT
WSCRN
ELEC
GPU
XMSN
HYD
ENG
FUEL
to display the amber messages

DIM
N DEICE DOOR/COWL RB ON COMFORT
GRD/FLT RB ARM FIRE DET
EAI
on the screens. PCB T

E
S
T
RACK
Sensors
CAUT CAUT
16 WW
AMC
Indication
unit
5 LW
LOU_03030_00
Sensors
• THE DETECTION CIRCUITRY

The detectors monitor the incorrect (or correct) operation of the functions which are to be indicated. They are generally
contacts (pressure switches, temperature switches, position contacts, etc.). The detectors can control the indicating
system by providing a "+" (1), a ground (2) or by opening a contact (3).
1 2 3
+
+

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2.2.1 ROLE OF THE SYSTEM COMPONENTS (cont.)
• INDICATION UNIT 5 LW
This unit can process 283 indicating lights. It supplies 28V

in normal mode, 12,5V in DIM mode (except overhead: 14V)
or 9V in NVG mode (except overhead: 10V) to all the amber,
white, green and blue lights. It ensures a "TEST" function to
check the condition of the indicator lamps. There are two types
of indicating channels : "Normal" and "Special". The "Special"
5 LW channel is active when both inputs E+ and E- are effective.
Note: The "special" channel is used by two types of

equipment:
- those which cannot supply ground to activate the
indicating light.
- those which need a + and a - to activate the indicating
light.

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2.2.2 SIGNAL ANALYSIS AND PROCESSING

PCB rack 16 WW contains the PCBs which enable the analysis and processing of the signals generated by the
detectors.
There are 6 different PCBs related to the indicating system:
• Two identical indicating "amber" PCBs 16 WW Y2 and 16 WW X2
• Two identical indicating "red" PCBs 16 WW Y6 and 16 WW X6
• One "auxiliary indicating" PCB 16 WW X5
• One "auxiliary alarm" PCB 16 WW Y7
LOU_01204_00
PCB RACK 16WW
TOP (RIGHT TO LEFT) BOTTOM (RIGHT TO LEFT)

Y10 X10
CUSTOM CUSTOM
Y9 X9
CUSTOM CUSTOM
Y8 X8 ENG 2 RED ALARM / RH NR ANCILLARIES /

HYDRAULIC HEATING /
LH DISCRETE ADAPTATION / RH TORQUE
EMERGENCY POWER UNIT
MATCHING / CHIP TEST
Y7 X7
AUXILIARY ALARMS FUEL,
XMSN, FIRE DET, ENG
CUSTOM
Y6 X6
LH RED ALARMS / RH RED ALARMS /
ENG 1 - MGB 1 FIRE DETECTION ENG 2 - MGB 2 FIRE DETECTION
Y5 X5
DOOR AND COWLING INDICATING /
L/G ALARM / DH / AUDIO MIXER /
AIR CONDITIONING
ELEC. POWER ALARM / BTC ELEC.
LOGIC
Y4 X4
WINDSHIELD DEICING / GROUND-FLIGHT L/G LOGIC /
LANDING LIGHTS BATTERY TEMP. / IGB AND TGB TEMP.
Y3 ENGINE 1 RED ALARM X3

LH NR ANCILLARIES / NR MIN. -NR MAX.
HYDRAULICS / ENGINE
AUDIO / DISCRETE ADAPTATION
LH TORQUE MATCHING
Y2 X2
LH AMBERS ALARMS RH AMBERS ALARMS
Y1 X1
LH TORQUEMETER RH TORQUEMETER

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2.2.3 SIMPLIFIED LAYOUT OF THE INDICATING SYSTEM STRUCTURE

Interconnections are sometimes added.

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2.3.1 RED LIGHTS ON WARNING PANEL AND RED "WARN" REPEATER LIGHT
It is the "red indicating" PCBs which make the "WARN" repeater light flash and illuminate the red lights on the warning
panel. The principle is simple : an activated indicating system lane, via the logic circuit (1), illuminates the relevant
indicator light on the central warning panel and via logic circuit (2), makes the "WARN" repeater light flash (oscillator (3)).
The "WARN" light is switched off simply by pressing it. Contact (5) then actuates the cancelling logic circuit (4).
2.3.2 ILLUMINATION CONTROL OF THE AMBER AND "CAUT" INDICATOR LIGHTS

The "amber indicating" PCBs operate in the same way as those for a "red" indication, but there is no oscillator and
the "CAUT" light does not flash.

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2.3.3 CANCELLATION OF LIGHTS ON THE CENTRAL WARNING PANEL

• 1st Rule: The indicator lights which monitor a single function cannot be switched off directly by the pilot. They will
go out only when the circumstances which led to their illumination return to normal. This applies particularly to the red
warning lights.
• 2nd Rule : The pilot must be able to cancel the indicator lights which monitor several functions of a single system,
so that they are available again after indicating a failure.
Example: the " FUEL" indicator light can be lit when the fuel pressure drops, when a filter is clogged or when the
fuel level drops in the feeder tank.
The indicator lights which can be cancelled by the pilot are switched off either by the control switch of the failed
function, if there is one for each of the system functions, or via the "CAUT" light if one of the functions monitored does
not have a control switch.
EXAMPLE 1 - Switch (1) must be set to OFF to extinguish the "WSCRN" light.
EXAMPLE 2 - The "CAUT" light must be pressed to switch off the "FUEL" caution light; both lights go out. Only the
"FUEL", "HYD", "XMSN" and "ENG" caution lights can be switched off in this way.

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The electric power is distributed by the essential and secondary distribution bus bars. The essential buses are normally
supplied from 2 transformer-rectifiers in flight or from the aircraft battery on the ground, with the rotor stopped (or in
flight in the event of transformer-rectifier failure).
The secondary buses cannot be supplied from the battery as the only source.
In order to maintain the "indicating" function in the different cases of electrical failures, the indicating system has a
double power supply: one power supply system from an essential bus and from a secondary bus. Hence, except for
the case of total failure, the indicating system is available in all cases of electrical power failure.
ALT ALT
1 2
Transformer- Transformer-
BATTERY
LOU_01217_00
rectifier 1 rectifier 2
Secondary Essential
Double indicating system

general power supply
Note that a third power supply system from the battery

direct + is provided for the FIRE detection circuits. This
is the only one. Further details are given below.
2.4.1 PCB POWER SUPPLY

The "RED ALARM", "AMBER WARNING" and "AUXILIARY
ALARMS" PCBs as well as the "AUXILIARY INDICATING"
PCB are supplied from the essential and secondary
buses.

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2.4.2 INDICATION UNIT 5LW POWER SUPPLY

The indicating unit receives, when the aircraft is in nominal operation, a dual supply from the essential and secondary
buses.
If the emergency cut-off gang bar is activated, the overhead panel zone (electrical monitoring panel) remains supplied
by PP1.
When the aircraft is supplied using an a.c. GPU or alternator only, the overhead panel zone (electrical monitoring
panel) will be supplied as soon as transformer-rectifier 2 is supplied.
CTRL
ESS
CTRL
SEC
5lw
TO CONSOLE,
INSTRUMENT PANELS
AND OVERHEAD PANEL
(except Electrical panel)
EMER G
7 LW TO OVERHEAD
PP1 (Electrical panel)
GANG BAR "ACTIVATED"

ESS NOT SUPPLIED
OR SHORT CIRCUIT ON PP2
8 LW
AC GPU / ALTERNATOR
TRU 2 PP2 "CONNECTED" SEC NOT SUPPLIED
OR TRS NOT CENNECTED
2.4.3 CENTRAL WARNING PANEL POWER SUPPLY

Each AMBER indicating caption consists of 5 lamps, 3 of them are connected to the essential bus; the other two lamps
are connected to the secondary bus.
Each RED indicating caption consists of 5 lamps, 3 of them are connected to the essential bus whilst the two others
are connected to the secondary bus. Should one system fail, there are always lamps to be lit.
When operating on the battery only (on the ground prior to start or in flight with both transformer-rectifiers unserviceable),
a transfer system supplies both groups of lamps from the essential bus.
Should the outside luminosity be too high, a phototransistor located above the "N/DIM" overrides the power voltage
control to the "N" level when the "N/DIM" switch is in the "DIM" position.
Secondary Essential Secondary Essential Secondary Essential
"AMBER" "RED"
caption caption
(5 lamps) (5 lamps)
11WW to "Amber" PCBs to "red" PCBs
PITOT ELEC XMSN BATT CENTRAL WARNING

PANEL 10WW
DETECTION
SYSTEMS
"RED" and
"AMBER"
PCBs

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2.4.3 CENTRAL WARNING PANEL POWER SUPPLY (cont.)
From the N/DIM/NVG control knob on the central warning panel, it is possible to modify the brightness of all indicating
systems.
With TEST push-button, all indicator lights illuminates and VMS is in display test mode.
Sensors System Warning
LG
PCB
RACK
16 WW
Sensors
Sensors
AMC
Indication
unit
5 LW
Sensors
WARNING RECEIVED BY AUXILIARY INDICATING PCB 16WW X5
• A 1600Hz aural warning generated by the red indicating PCBs (16WW X6 and Y6), when an engine (1 or 2) or MGB
fire is detected for other red alarm an audio "GONG" signal (400Hz) is generated.
• Aural warning generated by the NR function PCB (16 WW X3). A 1200Hz frequency signal sounds, when the NR
exceeds the maximum value. A 600 Hz frequency signal sounds when the NR drops below the minimum value.
• Aural warning generated by the GONG Unit (25 WW) when the VMS computer (AMC) detects an exceedance of the
maximum take off power (MTOP) or maximum continuous power (MCP).
• A continuous « GONG » signal is triggered by AMC when the load factor is too high, before to reach the stall limitation
of the main servocontrols if they were controlled by only one body.
For the computation the AMC uses :

• AUW (All Up Weight) coming from AMC
• T0, P0, TAS coming from ADC
• NZ (vertical acceleration) coming from AHRS.

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2.4.4 AURAL WARNING (cont.)
Except for the "MCP/MTOP" Gong, the pilot has to press either the "AURAL" push-button on the sub-panel or one of
the "WARN" lights to temporarily cancel the warnings.
2.5 VEHICLE MONITORING SYSTEM

The VMS substitutes the conventional instruments for the display of the following engine and vehicle parameters:
• Engine temperature T4.5 ( TOT)
• N1 and ∆N1 gas generator speed
• Engine torque
• Engine oil pressure and temperature
• Intermediate, tail and main gearbox oil pressures and temperatures
• Hydraulic pressure
• Fuel pressure
• Outside Air Temperature (OAT)
The aircraft configuration is taken into account : measuring system, training mode, position of the starter selector switch
and the governing system. It calculates and displays the total torque values and engine limitations (AEO and OEI).
Additional functions are included : First limit indicator, cycle counting, engine power check, and performance calculation.
A maintenance mode is used to locate faulty VMS and peripheral components.

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2.5.1 DESCRIPTION OF THE VMS

The VMS is a system which comprises an AMC (Aircraft
Management Computer) and two EID (Electronic
Instrument Display) screens. The computer processes the
signals from the sensors and transmits the data intended
for the screens via a digital line.
A set of sensors, the two FADECs and some discrete
signals are connected to the computer, either directly or
via LH and RH signal processing boards.
AMC computer
The system is completed by independent instruments: a
LOU_01222_00
warning panel and two pilot and copilot NR/NF indicators.
Warning lights Copilot's NR/NF Warning panel Pilot's NR/NF indicator Warning lights
indicator
MFD EID : engine page EID : vehicle page MFD
2.5.2 PRINCIPLE
The AMC is a duplex computer comprising two channels (one master and one slave) each including one Input/
Output board, a processor unit, a dual power supply and protection against lightning and electromagnetic radiation.
The signals from the sensors are conditioned by one or the other I/O boards with LH/RH segregation provided by
independent connectors. The signals are then transmitted to the two processors. All the detectors are "simplex" type
except for the OAT, T°, PO, IAS and TAS detectors.
Each Input/Output is associated with the two processors. After processing, the processors echange their data via
the "cross-talk" line, which compares them. An error message is displayed if a discrepancy is detected. In the event
of a failure, all the functions are available on the other module. The data are then transmitted to the 2 EID screens.
Each power supply unit is connected to both of the aircraft 28V DC systems. They supply the power necessary for
each Input/Output board and for one processor. If one power supply fails, the associated processor is lost.
Two ADCs (Air Data Computers) supply the air data (according to the pilot's selection on the MFDs).
A PC-type computer can be connected in order to upload or download data.

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2.5.2 PRINCIPLE (cont.)

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2.6 VMS OPERATION IN OPERATIONAL MODE

There are two operating modes: the operational mode and the maintenance mode. The maintenance mode is only
accessible on the ground.
The VMS is supplied as soon as the aircraft electrical power systems are energized, and performs a self-test. During the
test, the message “TEST IN PROGRESS” is displayed on the EID screens. These screens perform their own self-test.
If no defect is detected, the system switches to operational mode.The upper screen displays the engine parameters.
The lower screen displays the vehicle parameters. It is possible to change over the upper and lower screens.
The computer manages the operating mode according to the pilot inputs via the EID keys, the system status and the
"flight/ground" status. It allocates the key functions according to the current mode. The most important parameters
are displayed in graphic form including the usual layouts of the limitations for N1, T4.5 and torque values (colored
sectors, triangles or dotted lines, etc…..). The digital value of the monitored parameters is diplayed according to the
selected system of units. If preset thresholds are exceeded, a yellow or red rectangle is displayed under the value
concerned.
2.6.1 EID PRESENTATION (Electronique Instrument Display)
OFS CT CT OFS
1 � Keys dedicated to the functions associated
with the current page: LSKs
2 � Screen brightness adjustment N1 % TRQ %
N1 %
50 2.1 0.0
3 � Keys used to selected the page displayed: 1
MSKs
2.0 0.1 1
4 � Module ON/OFF control
TOT °C TOT °C
57.4 24
START
4 2
LOU_01224_00
2.6.2 OPERATIONAL MODE

2.6.2.1 ENGINE PAGE DISPLAY
6
• Engine N1 % value in digital form (2) and ∆N1 scale

with limits (1). 1
• T4.5 value in digital form and T4.5 scale with limits (3).
BLEED LO LO OFS
• TRQ1, TRQ2 and TRQ 1+2 values in digital form and

TRQ 1+2 torque scale with limits (5). N1 % TRQ % N1 %
2
• Outside Air TemperatureOAT (4). 98.0 70.0
65.0
5
• Engine data: start, training, P3 air bleed, bleed valve
FADEC 45.0 25.0 GOV
offset, OEI engagement.

3
• Message system. TOT °C
750
CHIP CHIP
650
TOT °C
• Selected OEI rating: CT, LO, HI and associated LED (6). START
OAT 24.5 °C
MESSAGE LINE START
ON
• Underlined parameters. 4
OFF
LOU_01225_00
FOR INSTRUCTION ONLY Rev.

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2.6.2.1 ENGINE PAGE DISPLAY (cont.)
Engine alarms:
• "IDLE" is displayed when an engine is in idle mode (starting selector set to IDLE). The signal is transmitted by the
FADEC via the ARINC 429 or RS 422 lines.
• "GOV" is activated by the FADEC via the ARINC 429 or RS 422 lines. The alarm flashes (only on the ground) if
redundancy is lost. The alarm is steady in the event of a minor governing failure.
• "FADEC" is displayed via a FADEC logic output. This output also activates the amber "ENG" light on the warning
panel and the amber "CAUT" light. "FADEC" is displayed in the event of a major FADEC failure.
• "BLEED" is displayed in the event of failure of the bleed valve control.
• "CHIP" is displayed if metal particles are detected.
Counters:
T < 115s T < 25s
115s< t <150s 25s< t <30s

LOU_01226_00
t > 150s t > 30s
OEI LO OEI HI
After the flight (ground condition), any OEI range use will be reminded to the crew by mean of a flashing red symbol.
This symbol may be reset on ELC page
The VMS displays the pages selected by the pilot with the appropriate symbology. It determines the engine status in
accordance with a logic based on the N1 gas generator speeds and the FADEC data. It selects the symbology on the
engine page based on six different statuses.
STATUS DESCRIPTION DISPLAY
STAND BY N1 below 40% or IDLE or OEI and AEO llimits except MTP
STOP
START Starting START
OPERATIONAL Engine at nominal power AEO Limits
OEI TRAINING Training mode with reduced Training OEI limits of the operative
FLIGHT power on one engine engine
OEI TRAINING Training mode requested OEI Limits

IDLE
MAJOR Major FADEC failure AEO limits without MTP limits

FAILURE
Rev. FOR INSTRUCTION ONLY

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2.6.2.2 VEHICLE PAGE
Each indicator includes:

• A yellow sector which represents the min. or max. ranges of
the limitations. If the parameter enters this range, its value in
digital form, highlighted in amber, is displayed automatically
regardless of the display mode selected by the pilot.
• A red line which represents the min. or max. values. If
the parameter reaches this limit, its value in digital form,
highlighted in red and flashing, is displayed automatically
regardless of the display mode selected by the pilot.
A
Key A is used to select or unselect the digital display mode. Keys B are page selection keys (the keys are activated
if the target page is identified).
SYSTEMS CONCERNED PARAMETERS CHECKED

• Oil pressure
Engine 1 and 2 lubrication
• Oil temperature
Engine 1 and 2 fuel supply • Fuel pressure
• Oil temperature
MGB lubrication (indicator)
• Main system oil pressure or emergency system oil pressure
• MGB, IGB and TGB oil temperature
• Main pump oil pressure
MGB lubrication + "CAUTION" lights
• Emergency pump oil pressure
+ XMSN
• Chip is displayed if presence of particles are detected on MGB, IGB or
TGB magnetic plugs
• LH and RH hydraulic system pressure
• LH and RH hydraulic system pressure, auxiliary hydraulic system pressure
Hydraulic systems + "CAUTION " +
• LH and RH hydraulic fluid levels
HYD
• Auxiliary pump failure
• AP hydraulic power unit pressure loss
METAL PARTICLE DETECTION TEST
A metal particle detection test can be performed using the switch located on the overhead panel associated with a
board in board rack 16 WW (X8). This test is performed over four sequences lasting 1.8 seconds per sequence with
a pause of 0.2 seconds.
• Sequence 1: particle burner test
• Sequence 2: ENG 1 particle detection test
• Sequence 3: ENG 2 particle detection test
• Sequence 4: IGB, TGB, MGB1 (flared housing), MGB2 (inter-module) and MGB3 (gearbox bottom) particle
detection test.
If there is no line break, the Engine 1 and 2 "CHIP" caption on the engine page and the "CHIP" caption on the vehicle
page are displayed.

37-2014
THM
T1-T2
2.7 PAGES ACCESSIBLE IN FLIGHT

2.7.1 STATUS PAGE
PARAMETERS INFORMATION DISPLAYED
- Outside Air Temperature (OAT)

- Altitude (Zp)
Air data
- True Air Speed (TAS)
- Tail temperature (T.T)
- Fuel Flow 1 and 2 (F.F)
Engine fuel supply
- Temperature (F.T)
Main rotor - Rotor speed (NR)
- "LRU FAILED" if the failure is not located

Failure identification
- The name of the LRU if the failure is located
2.7.2 FADEC PAGE
PARAMETERS DESCRIPTION
T1 - OAT, in °C or °F, used by the FADEC (engine 1 and 2) FADEC

SESSION 222
-1- -2-
CLP - Collective pitch, in %, used by the FADEC 17 T1 18 °C
26 CLP 26 %
0 N2 0 %
25.3 N1 CC 39.3
N2 - Free turbine speed in % (engine 1 and 2) 17.5 N2 CC 29.1
1018 P0 1018hpa
< TEST 1 P3 TEST 2 >
N1CC - Gas generator total cycle counter (engine 1 and 2) < TEST 1 ALARM TEST 2 >
STA1 9004 4188 0001 1000
STA2 9000 4188 0001 1000
N2CC - Free turbine total cycle counter (engine 1 and 2) ON VEH ELC
OFF
STA - Fadec status words

LOU_01228_00
These data are displayed in real time, in flight and on the ground. The tests are not available in flight.
2.7.3 ENGINE POWER CHECK (EPC) PAGE

The engine power check can be carried out in flight.
When the "EPC" key is pressed on the vehicle page, the

VMS checks whether the parameters (NR, N1, IAS, BLEED
valve, BLEED air consumers) on at least one engine are in
the correct sector or in the correct status.
If, at least for this engine, all the parameters are correct, the
VMS checks the stability of N1, N2, T4.5, TRQ, Hp for 50
seconds (the time bar progresses). The VMS transmits a
request to the corresponding FADEC (FADEC 1 or 2) if the
stability of the engine parameters is correct.
Time bar

THM
T1-T2
2.7.3 ENGINE POWER CHECK (EPC) PAGE (cont.)
The FADEC performs the EPC (engine power and thermal load check), checks the stability of the parameters (N1,
N2, T4.5, TRQ) and calculates the mean value for 15 seconds. It then transmits the results and validities to the VMS
EPC page.
The VMS then calculates the torque and temperature (T4.5)

margins using the FADEC data, taking into account the IAS
(three conditions), the optional installations (jet deflectors,
specific exhaust installations and multi-purpose air intakes)
and the power loss of the installation. The margins and all
the values used for the calculations are displayed on the
EPC page.
Note:
AI ON OR AI OFF -JD INSTALLED: Jet deflector installed
JD INSTALLED -JD NOZZLE: Exhaust pipe compatible with
JD NOZZLE the jet deflector installation
The last 10 pages of results are stored by the VMS. These pages can be reviewed on the ground using the EID
+/- keys when an EPC page is selected. If a FADEC power control is invalid, the "EPC NOT AVAILABLE" message
is displayed in place of the result.
2.7.4 PERFORMANCE PAGE

This page is used to enter the data that can be modified according to the mission equipment.
The parameters that can be modified are as follows: PERFO E

L
E
• "EEW" : entered by the pilot EEW
CREW FUEL DENSITY
C
T
• "CREW" : entered by the pilot FUEL

HOOK
°C
• "FUEL" : AMC data PAYLOAD
• "HOOK"
UPDATE
: AMC data
• "PAYLOAD" : entered by the pilot TOTAL
• "UPDATE" : weight modification ON VEH
OFF
The "TOTAL" value is transmitted to the AMCs for flight calculations. LOU_01231_00

42-2015
THM
T1-T2
2.8 PAGE ACCESSIBLE ON THE GROUND ONLY

ENGINE HEALTH PAGE (ELC: ENGINE LIFE COUNTER)
ELC SESSION 220

The following information is given on this page, which is -1- -2-
1s OEI LO 0s
accessible on the ground: 1Nb 0Nb
• "OEI LO": Total time used in seconds and number of times 0s

0Nb
OEI HI 0s
0Nb
•"OEI HI": Total time used in seconds and number of times 0% USAGE 0%
•"% COUNTER": Damage counter, expressed as a percentage 137s N1 Stop 129s

< RESET 1 COUNTERS RESET 2 >
• "N1 STOP": Gas generator run-down time

• "USAGE": Usage counter
ON FADEC VEH
OFF
• "RESET": Reset the red symbol on engine page (without erasing
LOU_01232_00
OEI counters).
When ever OEI range has been used (LO or HI) and after landing it is necessary to RESET the red flashing clock
generated by the FADEC on the engine display.
If is not reset, this symbol will be displayed at each power on until engine starting.
2.9 SCREEN CONFIGURATION
2.9.1 CONFIGURATION IN FLIGHT
The crew can modify the pages displayed using the keys located below the screens. The "ENG" page is always
displayed on one screen. The other screen displays the page selected by the crew.
2.9.2 CONFIGURATION ON THE GROUND
The maintenance pages are displayed from the STATUS page.
2.9.3 MESSAGE MANAGEMENT
The message line will indicate the faulty component if the computer can locate the failure. The messages are displayed
on the engine page. If this page is unavailable, the messages will be displayed on another available page.
Three colors are used according to the level of probability:
• Red: definite failure
• Yellow: probable failure
• White: possible failure

THM
T1-T2
2.10 VMS OPERATION IN MAINTENANCE MODE

Most of the systems equipped with computers record the incidents detected in flight. These failures can be revealed
by built-in tests in the event of illogical values or erroneous cross-checks. These data and the contextual environment
are centralized in the AMC memories. By referring to a pre-recorded diagnostics table, the computer generates a list
of suspect components. If it can locate the failure with certainty, it informs the crew during the flight.
The computer also generates the flight numbers. For each failure, it displays the numbers of the tests that detected
the errors, the flight number and the flight time.
SYSTEM SELF-TEST
At power-up, and then during operation, the reliability of the system is continuously checked by tests. It must be
ensured that a single failure does not lead to the loss of display of more than one parameter.
The AMC computer includes 2 channels which operate as Master and Slave. A three-position "AMC 1/N/2" switch
can be used to select AMC1 or AMC2 if a problem is detected on a channel. In this case, no parameter cross-check
is performed.
The EIDs transmit a power-up signal and a correct-operation signal to the computer. If a screen is switched off by the
crew, the system is automatically reconfigured. All the functions are available on the remaining screen.
NR
50%
20%
LOU_01233_00
Session X Session X Session X+1 Session X+1

time zero time t time zero time t
Session X Session X+1
During a session X, the VMS stores the possible failures with a reference time zero.
As soon as the NR exceed 50%, clock starts and failures will be recorded at the time t of their appearance.
In case of NR information loss (NR sensor failure or after jacking the helicopter), a signal from the ground flight logic
may maintain or initiale the clock operation.
Likewise, the ground signal from the same logic will stop the clock and will close the session once the helicopter will
be grounded.

40-2014
THM
T1-T2
2.10.1 SCREEN TESTING

•Equipment test
The following messages can be displayed.
During the test: In the event of a major EID failure: If a difference in configuration is
detected between the two EIDs
BAD CONFIGURATION
EID ADDRESS X
EID FAIL EID PART NUMBER XXXX
TEST IN PROGRESS
PARITY BIT X
LOU_01236_00
LOU_01235_00
LOU_01234_00
EID PIN PRIGRAM
ON ON ON
OFF OFF OFF
If no A429 signal is transmitted by the AMC
The "DATA LINK NOT AVAILABLE"

message has two meanings:
• e i t h e r a n A 7 3 9 p r o t o c o l i s
DATA LINK
AMC FAIL NOT AVAILABLE requested but remains unanswered.
• or there is an A739 message
LOU_01238_00
LOU_01237_00
ON
difference between the 2 AMC
ON
OFF
OFF computers.
IN THE EVENT OF SYSTEM FAILURE
• Total failure of a computer channel:

No parameter is lost. The "AMC FAIL" message is displayed on the screens in the event of failure of the Master
channel; "AMC2 FAIL" is displayed in the event of failure of the Slave channel. The remaining channel manages all
the VMS functions.
• Total failure of a screen:
The second screen displays the main page. A message instructs the pilot to switch off the failed screen. Similarly, a
warning message is displayed if a non-displayed parameter exceeds the limits. On the remaining screen it is possible
to select engine or vehicule page manually so the pilot has an access to all the information of the VMS in case of
failure of an EID.
•Display test
Done from the test push-button 10WW (CWP)

LOU_00138_01
OFF
2.10.2 PAGE DESCRIPTION
• STAND-ALONE MAINTENANCE
MAINTENANCE (SIDE 1)
This page is used to display the failures that occurred during

the flight, on the ground, at LRU (Line Replaceable Unit) level.
The three-position "AMC" switch (1/N/2) must be set to "1"
or "2" in order to read the data recorded in computer 1 or
LOU_01239_00
computer 2.
The lateral keys are used to access the various recordings. ON CONFIG
OFF

THM
T1-T2
2.10.2 PAGE DESCRIPTION (cont.)

• CONFIGURATION PAGE
The top of the screen is used to display the units. These units
can be changed by selecting the values to be modified and by
scrolling the units using two lateral keys (LSKs).
The available units are:
• IMPERIAL or SI, PSI or Bar for the EOP, MGBP, Fuel P and
HYD P values,
• Kgs or Lbs or Liters or US gallons or Imp gallons for the fuel
flow value on the STATUS page.
• MAINTENANCE USING AN EXTERNAL COMPUTER

By connecting a PC-type computer via a test connector
located in the cabin, the data recorded by the two EIDs
and the two AMCs at "SRU" (Shop Repairable Unit) level,
can be accessed. The screens display the "PC LINKED"
PC LINKED
message and the keys are ineffective.
LOU_01240_00
This mode is also used to enter data such as: configuration,
diagnostics table, and for resetting the failure and flight
number memories.
ON
OFF
This mode is not authorized in flight.
•FADEC PAGE
• "P3 SHUT-OFF TEST": When a "TEST x" LSK is pressed, the VMS
sends a test request to FADEC x. The test result takes into account T1 °C
CLP
the status of the P3 valve. The test result is incorrect if "P3 VALVE"
remains displayed on the "ENG" page.
LOU_01241_00
• "ALARM": When a "TEST x" LSK key is pressed, the VMS sends
a test request to FADEC x. This test activates a logic output signal
which checks the continuity of the electrical wiring and activates the ON
"OVERSPEED" test. OFF
• EMV (ENGINE MATCHING VALUE) PAGE

The "EMV" page (used to enter the T4.5 values) is available on the ground when the "CONFIG" page is displayed
and using the two specific L1 and R4 keys, one after the other. When the "EMV" page is displayed, the value which
can be modified is selected using the "SELECT" key (reverse video); this correction is made using the EID +/- keys.
Module 3 serial No.
ENGINE MATCHING VALUES

The comparative "SLOPE", "OFFSET" and "CHECK
L1 Slope SUM" values for the T4.5 (TOT) are used by the VMS and
the FADECs to check that the T4.5 value is representative
SLOPE of the engine T41 value.
OFFSET
Offset These values are given by TURBOMECA (engine log
CHECKSUM R4 book).
LOU_01242_00
SELECT AMC "N" TO MODIFY

ON
OFF Checksum
A test for consistency between "SLOPE" and "OFFSET" is carried out for each engine, on the ground only. In the event
of inconsistency, a message is displayed on the engine page (T4.5 matching) and the value displayed is underlined
in red. Consequently, the FADEC will inhibit starting of the engine concerned.

06-2014
THM
T1-T2
2.10.2 PAGE DESCRIPTION (cont.)

• PAGES AVAILABLE IN FLIGHT
VEH
ON
OFF
PERFO EPC FADEC STATUS ENG
ON ON ON ON ON
OFF OFF OFF OFF OFF
• PAGES AVAILABLE ON THE GROUND
VEH
ON
OFF
PERFO EPC FADEC STATUS ENG
ON ON ON ON ON
OFF OFF OFF OFF OFF
ELC MAINT
ON ON
OFF OFF
CONFIG
ON
OFF
EMV
ON
OFF

Iss. Ce document est la propriété d’AIRBUS HELICOPTERS TRAINING SERVICES, il ne peut être communiqué à des tiers et/ou reproduit sans l’autorisation préalable écrite d’ AIRBUS
20-2011
THM
T1-T2
2.10.3 AMC CONFIGURATION LABEL
1 � File loading date. 4 � S/N: Serial Number.

2 � DCE DWG, description of hardware configu- 5 � Diag Tab: Reference to used diagnosis table.
ration, summary of P/Ns: Computer + software 6 � Config: Configuration file.
application + configuration file (specific to Client). 7 � Ap-Sw: Application Software.
3 � Operator's stamp (file loading). 8 � EUROCOPTER logo.
Example of a filled-in label type
8
1
3
7
6
4
5
Example of a label type to be filled-in
8
1
3
7
6
4
5

Ce document est la propriété d’AIRBUS HELICOPTERS TRAINING SERVICES, il ne peut être communiqué à des tiers et/ou reproduit sans l’autorisation préalable écrite d’ AIRBUS Iss.
31-2011
THM
T1-T2
2.11 VMS OPERATION IN DEGRADED MODE

2.11.1 SYSTEM RECONFIGURATION
• RECONFIGURATION UNIT (RCU)
ON/OFF COMP AHRS ON/OFF COMP
1 2
DG/MG HDG TR/MG HDG DG/MG
LH RH LH RH
FCP AHRS ADC AMC

N N N N
1 2 1 2
LOU_01243_00
1 2 1 2
BACKUP BACKUP 1
• "AMC" SWITCH (1)

Three positions are possible:
•"N": the value displayed is the one calculated by channel 1 but which is continuously cross-checked with the channel
2 value.
• "1": the value displayed is the one calculated by channel 1. No cross-check is carried out with channel 2. The
"AMC2" symbol is displayed on the EID.
• "2": the value displayed is the one calculated by channel 2. No cross-check is carried out with channel 1. The
"AMC1" symbol is displayed on the EID.
2.11.2 FIRST LIMIT INDICATOR

CPL FLI
CO-
FADEC APM1
AMC PILOT
N1, T45, TQ FND
TRIM
FADEC ACTUATOR
N1, T45, TQ PILOT
APM2 FND
CPL FLI
The "N1", "T4.5" and "Torque" margins, calculated by the FADECs according to the AEO (All Engines Operative)
or OEI (One Engine Inoperative) situation, are transmitted to both channels of the AMC computer. Based on these
margins, the AMC calculates the six "MCP", "MTOP" and "MTP" AEO - "OEI CT" - "OEI LO" (2 mn) and "OEI HI" (30
s) margins and converts them into a collective pitch (CPL) margin.
The APM1 and 2 autopilot computers, receiving this "CPL" margin, locate it on an actual collective pitch scale measured
on the collective pitch trim actuator. In the event of total failure of the AMC, the autopilot computers will only transmit
the "collective pitch scale" signal to the FNDs.

THM
T1-T2
K
N
LA
B
Y
LL
A
N
O
TI
N
TE
IN

Ce document est la propriété d’AIRBUS HELICOPTERS TRAINING SERVICES, il ne peut être communiqué à des tiers et/ou reproduit sans l’autorisation préalable écrite d’ AIRBUS Iss.
31-2011

02 System Operation Indication

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02 System Operation Indication

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THM

2.1 INDICATING SYSTEM PRINCIPLES

2.2 GENERAL FUNCTIONAL ORGANIZATION OF THE INDICATING SYSTEM

2.3 INDICATING SYSTEM OPERATING PRINCIPLES

2.4 INDICATING SYSTEM OPERATING PRINCIPLES

2.5 VEHICLE MONITORING SYSTEM

2.6 VMS OPERATION IN OPERATIONAL MODE

2.7 PAGES ACCESSIBLE IN FLIGHT

2.8 PAGE ACCESSIBLE ON THE GROUND ONLY

2.9 SCREEN CONFIGURATION

2.10 VMS OPERATION IN MAINTENANCE MODE

2.11 VMS OPERATION IN DEGRADED MODE

FOR INSTRUCTION ONLY

LIST OF EFFECTIVE PAGES

Page 2.1............................................................ Rev. 04-2013 Page 2.16.......................................................... Rev. 01-2006

Page 2.2............................................................ Rev. 42-2015 Page 2.17.......................................................... Rev. 37-2014

Page 2.3............................................................ Rev. 34-2010 Page 2.18.......................................................... Rev. 01-2006

Page 2.4............................................................ Rev. 34-2010 Page 2.19.......................................................... Rev. 43-2007

Page 2.5............................................................ Rev. 18-2009 Page 2.20.......................................................... Rev. 37-2014

Page 2.6............................................................ Rev. 26-2011 Page 2.21.......................................................... Rev. 42-2010

Page 2.7............................................................ Rev. 12-2015 Page 2.22.......................................................... Rev. 42-2015

Page 2.8............................................................ Rev. 51-2014 Page 2.23.......................................................... Rev. 37-2014

Page 2.9............................................................ Rev. 51-2014 Page 2.24.......................................................... Rev. 40-2014

Page 2.10.......................................................... Rev. 51-2014 Page 2.25.......................................................... Rev. 03-2013

Page 2.11.......................................................... Rev. 51-2014 Page 2.26.......................................................... Rev. 06-2014

Page 2.12.......................................................... Rev. 51-2014 Page 2.27............................................................Iss. 20-2011

Page 2.13.......................................................... Rev. 31-2011 Page 2.28............................................................Iss. 31-2011

Page 2.14.......................................................... Rev. 18-2015 Page 2.29.......................................................... Rev. 34-2010

Page 2.15.......................................................... Rev. 18-2015 Page 2.30............................................................Iss. 31-2011

FOR INSTRUCTION ONLY

2.1 INDICATING SYSTEM PRINCIPLES

2.1.1 COLOR OF THE INDICATOR LIGHTS

Blue light comes on to indicate that OIL P2 Oil pressure of the RH

Indication of FIRE in the

FOR INSTRUCTION ONLY

2.1.2 HIERARCHY OF THE CAUTION AND WARNING LIGHTS

There are three types of indicating lights:

When an AMBER FUEL CAUT

other hydraulic failures

FOR INSTRUCTION ONLY

2.1.3 INDICATING LIGHT LOCATION - INDICATING SYSTEM LOGIC

• 1st degree of the indicating system (1)

• 2nd degree : Central Warning Panel (2)

"ESSENTIAL FUNCTION" "SYSTEM" amber light

• 3rd degree : "Function" messages or indicating lights (3)

FUEL MANAGEMENT PANEL

FOR INSTRUCTION ONLY

2.2 GENERAL FUNCTIONAL ORGANIZATION OF THE INDICATING SYSTEM

• THE AMBER LIGHTS

the 5LW indication unit after

FIRE 1 FIRE 2 C.FIRE MR ICE

the signals generated by the

PCBs of the PCB rack

to display the amber messages

on the screens. PCB T

• THE DETECTION CIRCUITRY

FOR INSTRUCTION ONLY

2.2.1 ROLE OF THE SYSTEM COMPONENTS (cont.)

This unit can process 283 indicating lights. It supplies 28V

Note: The "special" channel is used by two types of

FOR INSTRUCTION ONLY

2.2.2 SIGNAL ANALYSIS AND PROCESSING

PCB RACK 16WW