AFCS Manual EC145 PDF

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N° 12 - 22
Flight Operations Briefing Note

SUBJECT: description and recommended use of the H145 AFCS
AIRCRAFT Version
CONCERNED
All equipped with GTN750
BK117 D-2
This Flight Operations Briefing Note (FOBN) n° 12-22 describes the AFCS and its recommended
use on the H145 helicopter.
This document shall be made available to all Operators and should form the basis for developing
Operations documents and Training Manuals.
Please notice that this Flight Operations Briefing Note is neither a substitute nor a surrogate for
the Flight Manual which is the primary reference source and the final authority for all information
regarding your aircraft.
The material contained in this Briefing Note will also help trainers to identify additional training
needs. Nevertheless, pilots are responsible for learning and understanding all rules and
regulations to be applied to their particular missions.
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This document is available on the internet: http://www.airbushelicopters.com/techpub/
FOR INSTRUCTION ONLY - The disclosure is prohibited. Owner: helibras-user5622@helibras.emanuals-airbush
N° 12 - 22
TABLE OF CONTENTS
1 Preliminary notes.................................................................................................................. 5
1.1 General ......................................................................................................................... 5
1.2 Applicability ................................................................................................................... 5
1.3 Symbols used................................................................................................................ 5
1.4 Abbreviations ................................................................................................................ 6
2 AFCS system description ..................................................................................................... 9
2.1 General ......................................................................................................................... 9
2.2 Main functions ............................................................................................................... 9
2.3 System architecture..................................................................................................... 10
2.4 AFCS controls ............................................................................................................. 14
2.4.1 Autopilot Control Panel (APCP) ............................................................................ 14
2.4.2 AFCS controls located on the cyclic stick ............................................................. 16
2.4.3 AFCS controls located on the collective lever ....................................................... 18
2.4.4 Navigation source selection and coupling............................................................. 19
2.4.5 Master side concept ............................................................................................. 20
2.5 AFCS indications ......................................................................................................... 23
2.5.1 Warning unit ......................................................................................................... 23
2.5.2 Master list on FND ............................................................................................... 23
2.5.3 Voice messages ................................................................................................... 23
2.5.4 AFCS strip on FND............................................................................................... 24
2.5.5 AFCS references on FND and NAVD ................................................................... 28
2.5.6 AFCS status indication on VMS/SYST page ........................................................ 29
2.5.7 AFCS software version indication ......................................................................... 31
3 AFCS engagement and disengagement ............................................................................. 33
3.1 AFCS engagement ...................................................................................................... 33
3.2 AFCS disengagement ................................................................................................. 34
3.3 AFCS tests .................................................................................................................. 36
3.3.1 Power up test ....................................................................................................... 36
3.3.2 Pre-flight test ........................................................................................................ 36
3.3.3 Continuous in-flight tests ...................................................................................... 37
3.4 Automatic stick centering on ground ............................................................................ 38
4 AFCS basic stabilization ..................................................................................................... 39
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4.1 Basic stabilization functions......................................................................................... 39
4.1.1 Attitude mode (ATT mode) ................................................................................... 40
4.1.2 Fly-through mode (CSAS) .................................................................................... 42
4.1.3 Trim re-centering function (AUTO TRIM function) ................................................ 42
4.2 DSAS mode ................................................................................................................ 43
4.3 Backup SAS ................................................................................................................ 45
5 AFCS upper modes ............................................................................................................ 47
5.1 General ....................................................................................................................... 47
5.2 Available upper modes ................................................................................................ 47
5.3 Use of upper modes .................................................................................................... 49
5.3.1 Upper mode reference pre-selection .................................................................... 49
5.3.2 Upper mode engagement through the APCP ....................................................... 51
5.3.3 Changing the reference of an engaged upper mode ............................................ 52
5.3.4 Fly-through with engaged upper mode(s) ............................................................. 53
5.3.5 Vertical modes axis change (3-axis to 4-axis operation and vice versa) ............... 53
5.3.6 Upper mode disengagement through the APCP ................................................... 54
5.3.7 Disengagement of all upper modes ...................................................................... 55
5.4 AFCS envelope protections with upper modes ............................................................ 55
5.4.1 Power protections with upper modes.................................................................... 55
5.4.2 Airspeed protections (upper modes engaged) ...................................................... 56
5.4.3 Ground proximity protection ................................................................................. 57
5.4.4 Attitude limitations ................................................................................................ 58
5.5 Basic upper modes...................................................................................................... 59
5.6 Navigation modes ..................................................................................................... 107
6 Best use of automation ..................................................................................................... 143
6.1 General ..................................................................................................................... 143
6.1.1 CRM and automation ......................................................................................... 143
6.1.2 Managing automation ......................................................................................... 143
6.1.3 Automation level ................................................................................................. 144
6.1.4 Inappropriate modes combinations..................................................................... 144
6.1.5 Use of AFCS upper modes: Override and mixed flying mode ............................. 144
6.1.6 Pre-setting of AFCS upper modes references on ground prior to departure ....... 145
6.1.7 RADALT (DH) / Altimeter (DA) reference bug settings ....................................... 146
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6.1.8 Use of FMS ........................................................................................................ 146
6.1.9 Master side management ................................................................................... 147
6.1.10 MFD display configuration .................................................................................. 147
6.1.11 Monitoring of controls ......................................................................................... 148
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1 Preliminary notes
1.1 General
The BK117 D-2 automatic flight control system (AFCS) is an evolution of the so called APM
2000/2010 AFCS, which was fitted on the EC225, EC135, BK117 C-2, AS365 N3+, etc. The
main difference between these autopilots is the physical implementation on the aircraft. The
APM 2000 was implemented in a dedicated autopilot computer; the Helionix AFCS is embedded
in a dedicated software partition inside the AMCs. In addition, various new functions (such as
GTC/GTC.H) and improvements were implemented in the Helionix AFCS.
The Helionix family concept is reflected by the fact that all main functions of the BK117 D-2
autopilot are identical or very similar to those implemented on other helicopters with Helionix,
such as the H175 or H135.
1.2 Applicability
This Flight Operations Briefing Note pertains to the AFCS functions that were available with the
delivery software for Helionix Step 2 and 3. This corresponds to the AFCS software versions:
• Step 2: K10_S1G15538_116
• Step 3: K10_15274G_123
The procedure to check which AFCS software version is installed on the aircraft is detailed in
Section 2.5.7.
1.3 Symbols used
To allow easier navigation understanding of the document, some symbols were used in the text:
Operational tip or item worth remembering.
Item requiring particular attention (caution or warning)
Answers a frequently asked question or provides additional insight.
Item that only applies to aircraft with Step 2 software: AFCS software version
K10_S1G15538_116.
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Item that only applies to aircraft with Step 3 (MR1) software: AFCS software
version K10_15274G_123.
Voice message
1.4 Abbreviations
ADC Air Data Computer
AFCS Automatic Flight Control System
AHRS Altitude and Heading Reference System
Altitude
ALT
Altitude hold (AFCS mode)
ALT.A Altitude Acquire (AFCS mode)

AMC Aircraft Management Computer
AP Autopilot
APP Approach mode (AFCS mode)
APCP Autopilot Control Panel
Attitude
ATT
Attitude mode (AFCS mode)
A.TRIM Auto trim function (AFCS)
BKUP Backup SAS mode (AFCS mode)

BSK Bottom Select Key
CFIT Controlled Flight Into Terrain
CPL Couple (AFCS function)
CR.HT Cruise Height (AFCS mode)
CRM Crew Resource Management
CRS Course
CSAS Control Stability Augmentation System (AFCS mode)
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DA Decision Altitude
DCPL Decouple (AFCS function)
DH Decision Height
DSAS Digital Stability Augmentation System (AFCS mode)
EFB Electronic Flight Bag
FMS Flight Management System
FND Flight Navigation Display

FPA Flight Path Angle (AFCS mode)
GA Go Around (AFCS mode)
GS Glide Slope (AFCS mode)

GTC Ground Trajectory Command (AFCS mode)
GTC.H Ground Trajectory Hover acquisition (AFCS mode)
Heading
HDG Heading mode (AFCS mode)
Indicated Air Speed

IAS Indicated Air Speed acquire and hold (AFCS mode)
IESI Integrated Electronic Standby Instrument
IF Intermediate Fix
ILS Instrument Landing System
LOC Localizer (AFCS mode)
LPV Localizer Performance with Vertical guidance
LSK Line Select Key

L/NAV Lateral Navigation and Vertical Navigation approach
MDA Minimum Decision Altitude
MFD Multi-Function Display
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MUH Minimum Usage Height
NAVD Navigation Display
OAT Outside Air Temperature
PF Pilot Flying
PinS Point in Space
RNP Required Navigation Performance
SEMA Smart Electro-Mechanical series Actuator
SAS Stability Augmentation System
TRK Track mode (AFCS mode)

TST Test
V.APP Vertical RNP approach mode (AFCS mode)

VMS Vehicle Management System
VOR VOR navigation (AFCS mode)
V/S Vertical Speed mode (AFCS mode)
WU Warning Unit
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2 AFCS system description

2.1 General
The Automatic Flight Control System (AFCS) provides stabilization and automatic flight control in
the four helicopter control axes for single and dual pilot IFR and VFR operations. The AFCS
uses a dual architecture, which allows failures to be detected and freezing of erroneous
commands.
The AFCS is composed of:
– A dual AFCS processing unit hosted by the Helionix AMCs;
– Two primary inertial sensors (AHRS) providing attitudes, angular rates, accelerations, and
magnetic heading and two air data sensors (ADCs) providing airspeed, altitude, and rate of
climb, and two FMS providing GPS position and groundspeed as well as navigational
information;
– A dual series actuator (SEMA) on each pitch, roll and yaw axis and a single SEMA on the
collective axis; parallel actuators (TRIMs) on each axis;
– Autopilot control panel (APCP) and control elements on cyclic stick and collective levers;
The AFCS offers "fail-operative" features (i.e. continued operation after failures) thanks to a
redundancy of resources:
– Automatic reconfiguration and selection of the non-faulty sensor unit (i.e. inertial sensors,
ADU) thanks to the use of a third inertial sensor (AHRS), a backup inertial sensor (IESI), and
GPS;
– A second AFCS processing unit, automatically taking control of the upon failure of the first
one;
– An independent backup SAS hosted by the IESI, which ensures minimum helicopter stability
required for IFR and VFR flight in case AP1 and AP2 failure.
2.2 Main functions

The BK117 D-2 AFCS is designed to significantly decrease the pilots’ workload in VFR and IFR.
The AFCS provides both basic stabilization and a numerous upper modes.
Basic stabilization: The basic stabilization acts on the pitch, roll, and yaw axes through series
and parallel actuators. It provides:
– Long term attitude retention (ATT mode),
– Fly-through modes,
– Auto-trim mode.
Upper modes: The AFCS provides a large set of upper modes:

– Vertical modes: Altitude hold (ALT), Altitude Acquisition (ALT.A), Vertical Speed mode
(V/S), Flight Path Angle mode (FPA), Go Around (GA), and Cruise Height (CR.HT);
– Lateral modes: Heading (HDG) and Track mode (TRK) and Ground Trajectory Command
mode (GTC, GTC.H);
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– Speed oriented modes: Indicated Air Speed mode (IAS), Go Around (GA), and Ground
Trajectory Command mode (GTC, GTC.H);
– Navigation and approach modes: VOR navigation (VOR), ILS approach (LOC & G/S), FMS
navigation (NAV), and GPS based approach modes (APP and V.APP).
Because of the 4 axes control system, various combinations of these modes are possible. Fly-
through is always available when basic stabilization or an upper mode is engaged by acting
against the trim springs or by pushing force trim release.
The AFCS provides the pilot with all necessary status and alerting information on the FND (i.e.
“immediate recovery” alarm, state change, mode engagement, reference management,
excessive deviation, and out of trim).
2.3 System architecture

The AFCS is comprised of the following components (Fig. 1):
– Two AMC computers hosting the AP processing
Each AMC has two channels and therefore hosts a dual AFCS system, which acquires
helicopter parameters (attitudes, angular rates, air data) and compute and transmit relevant
commands to the actuators (parallel and series actuators). These partitions ensure the basic
stabilization and the upper modes functions.
To ensure redundancy, a hot standby operating mode was selected. One AP processing unit
(hosted in AMC2) is master and controls all actuators while the other AP processing unit
(hosted in AMC1) is on standby. This standby AP unit immediately takes control in case of
manual or automatic master AP unit disengagement.
– Three independent Attitude and Heading Reference Systems (AHRS)
Each 3 AHRS deliver attitudes, angular rates, and accelerations, as well as rate of climb.
AHRS 1 and 2 also provide heading through the magnetic sensor. The AHRS information is
shared with the flight data system. The result of advanced monitoring of AHRS and IESI
parameters is used for artificial horizon presentation, heading, and stabilization purposes.
In case of an inertial sensor discrepancy, the AFCS determines the faulty sensor by
consolidation with the third inertial reference system and the IESI back-up sensor, and
reconfigures automatically.
– Two independent Air Data Computers (ADC)
The ADCs deliver altitudes, airspeeds, vertical speed and air temperature to the AMCs.
– Flight Management Systems (FMS)
Two GTN750 Flight Management Systems provide navigation steering commands, precise
GPS position and speed, wind information, and LPV approach data.
– Integrated Electronic Standby Instrument (IESI)
The IESI is a back-up inertial sensor delivering attitudes, accelerations, rates, altitude, and
airspeed. The IESI is used for failure localization purposes in case of discrepancy between
the primary sensors and as indication source after sensor failure(s).
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The IESI instrument hosts the back-up SAS which automatically takes control of the series
actuators in case of failure of the two AP processing units, to ensure minimum helicopter
stability for IFR. The backup SAS uses the gyro-meters and SAS control laws with the IESI.
It is able to operate fully independently of Helionix.
– Seven Smart Electro-Mechanical series Actuators (SEMA)
One collective, two pitch, and two roll SEMAs are integrated in the mechanical control rods
before the main rotor actuators above the cabin roof (see Fig. 7-3-4). Two yaw SEMAs are
installed between the end of the flexball and the tail rotor actuator. One yaw SEMA is
installed inside and one outside the vertical fin structure.
The SEMAs operate in series with the pilot’s controls. They transmit AFCS control inputs to
the main rotor actuators and tail rotor actuator without movement of the cyclic stick, collective
lever, or pedals. The SEMAs have a limited control authority of 19% (for both actuators) in
the roll axis, 11% (both actuators) in the pitch axis, 21.5% (both actuators) in the yaw axis,
and 7% in the collective axis.
In backup-SAS mode, only one SEMA in pitch, roll, and yaw is used for safety reasons.
– Four parallel actuators (TRIM)
The trim actuators, which are installed under the cockpit floor provide control forces and
enable changing the flight control’s trim positions (zero force position). The pitch and roll
TRIMs are of the "force feel"-type and provide a centering force. The yaw and pedal TRIMs
are of the "friction"-type and do not center automatically. With the respective TRIM REL push
button, the pilot can change the zero force position of the cyclic stick and move the collective
lever with reduced force.
If AP1 and AP2 are disengaged, the zero force position of the cyclic stick can also be
changed directly using the BEEP TRIM switch. If an AP is engaged, a zero force position can
be achieved indirectly by changing the autopilot references.
An electromagnetic damper in the roll axis provides additional stick damping.
– One Auto Pilot Control Panel (APCP)
The APCP allows AP1, AP2 and Back-up SAS engagement/disengagement, modes
engagement/disengagement, references adjustment, and auto trims
engagement/disengagement. Navigation and approach coupling engagement is managed
through dedicated MFD keys.
– Flight controls
Several additional controls are located on the pilot’s and copilot’s cyclic & collective grips
and allow immediate hands-on access to various autopilot functions.
– Switching relays
Through the relays, which are comprised in the aircraft wiring, the commands from AP1,
AP2, or back-up SAS – to be executed by the series actuators – are selected.
– Power supply:
All AFCS main components (AMCs, SEMAs, TRIMs) are double supplied by 28 VDC power
from the essential buses. The IESI (without backup SAS function) is additionally supplied by
the standby battery.
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Fig. 1: BK117 D-2 AFCS system architecture
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Fig. 2: Location of the AFCS equipment in the aircraft.
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2.4 AFCS controls

2.4.1 Autopilot Control Panel (APCP)
The Autopilot Control Panel (APCP) is used to control the AFCS and engage/disengage various
modes, as well adjust their references (Fig. 3).
Fig. 3: BK117 D-2 Autopilot Control Panel
1 A.TRIM Engages / disengages the auto-trim functions for all 4 axes.

(push button) OFF illuminates when disengaged.
2 BKUP Engages / disengages the backup SAS mode.
3 AP1 Engages / disengages AP1.
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4 AP2 Engages / disengages AP2.

5 ALTA Rotate to adjust the altitude acquire mode reference.
(rotary switch with Push to engage/disengage ALT.A mode.
push function) Green light illuminates when ALT.A is engaged.
6 IAS Rotate to adjust the airspeed reference.
(rotary switch with Push to engage/disengage IAS mode.
push function) Green light illuminates when IAS is engaged.
7 ALT Push to engage/disengage ALT mode
(push button) ON illuminates when ALT is engaged.
8 HDG/TRK Rotate to adjust heading or track angle reference.
(rotary switch with Push to engage/disengage HDG or TRK mode.
push function) Green light illuminates when HDG or TRK is engaged.
9 VS-HDG / FPA-TRK Selects between the upper mode combinations HDG+VS
(butterfly rotary (traditional) or TRK+FPA (GPS based).
switch)
10 VS/FPA Rotate to adjust the vertical speed or flight path angle reference.
(rotary switch with Push to engage/disengage the VS or FPA mode.
push function) Green light illuminates when VS or FPS is engaged.
11 CRHT Rotate to adjust the radio height reference.
(rotary switch with Push to engage/disengage the CRHT mode.
push function) Green light illuminates when CRHT is engaged.
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2.4.2 AFCS controls located on the cyclic stick
The AFCS controls on the cyclic stick are identical for pilot and copilot. Fig. 4 shows the
arrangement of the switches.
Fig. 4: Cyclic grip

1 TRIM REL Opens the pitch and roll trim clutch and thus de-activates the cyclic
(push button) force feel system.
2 BEEP TRIM Attitude hold mode (no upper modes engaged):
(4-way switch) – Adjusts the attitude reference (pitch and roll angle).
Upper modes HDG/TRK, IAS, GTC/GTC.H engaged:
– Slews upper mode references. See description of the modes for
further details.
Backup SAS, DSAS (A.TRIM off), or no AFCS engaged:
– Manual trim of cyclic stick (to reduce stick forces)
3 AP/BKUP CUT Disengages the AFCS in 2 steps:
(push button) – Press once to disconnect AP1 and AP2.
– Re-press to disconnect the back-up SAS.
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4 AP/BKUP ON Engages / resets AFCS and upper modes as follows:

(4-way switch) – Left press: Simultaneously resets and engages AP1 and sets the
back-up SAS in stand-by. When any failure was present on AP1,
the system tries to recover a fully functional state by resetting
transient failures.
– Right press: Simultaneously resets and engages AP2 and sets the
back-up SAS in stand-by. When any failure was present on AP2,
the system tries to recover a fully functional state by resetting
transient failures.
– Single forward press: Simultaneously engages AP1 and AP2, and
places SAS in standby. It also resets the operational AP.
The left/right and single forward press allow the autopilot

to be “reset” in case of a problem without having to
release the cyclic. In many cases, this will recover full
autopilot functionality.
– Double forward press: Provides a quick engagement of the
autopilot upper modes ALT, IAS, and HDG or TRK (whichever is
set on the APCP).
– If pressed in a non-level attitude, the aircraft will roll-out and
level off. In a descent, it will recover to the altitude at which
the ALT mode was engaged; in a climb it will level off and
maintain the altitude.
Operationally, the quick engagement (double click) can be
used to immediately establish a level flight condition, e.g.
in case of disorientation (e.g. inadvertent entry into IMC).
The quick engagement is not always capable of recovering
from unusual attitudes or low speeds. Therefore, recovery
from unusual attitudes should be performed manually,
before using the quick engagement.
In hover, the aircraft will automatically accelerate to 30 kt

(minimum IAS mode speed) and hold and maintain altitude
and heading.
5 GTC Single press:

(push button) – Engage GTC mode
Double press:
– Engage GTC.H mode
6 AP UM OFF Short press:
(push button) – Disarms and disengages all autopilot upper modes.
Long press (>1sec) in flight:
– Pre-selected upper mode references (e.g. ALT.A) will be erased.
Long press (>1sec) on ground:
– Cyclic stick will center automatically.
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2.4.3 AFCS controls located on the collective lever
The AFCS controls on the collective lever are identical for pilot and copilot. Fig. 5 shows the
arrangement of the switches.
Fig. 5: Collective grip

1 BEEP TRIM Attitude hold mode (no upper modes engaged):
(4-way switch) Provides manual trim of the collective.
Upper modes HDG or TRK, ALT, CR.HT, FPA, or V/S:
Slews upper mode references
2 TRIM REL Opens the trim clutch in collective trim unit and thereby reduces the
(trigger switch) friction felt by the pilot.
3 GO AROUND Engages/disengages the GA mode.
(push button)
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2.4.4 Navigation source selection and coupling
The autopilot can be coupled or armed to available navigation sources on any MFD. The
navigation source is displayed on the FND format in the lower left hand corner of the display
(Fig. 6) or on the NAVD format at the top of the display (Fig. 7). The NAV source is shown in
cyan when not coupled or armed and in green when coupled.
Fig. 6: NAV source indication on the FND
Fig. 7: NAV source indication on the NAVD
To couple or arm a NAV source:

• Select the navigation source by pressing the NAV line select key on an MFD until the desired
source is displayed.
• CPL is displayed as a BSK. Press the BSK to couple or arm the NAV source.
To decouple/disarm a NAV source:
1. Depending on the coupling status, DCPL or DISARM is displayed as a bsk. Press the BSK to
decouple or disarm the NAV source.
When the armed or coupled navigation source is changed or the MFD is selected to
another page format (e.g. VMS, EFB, etc), the coupled/armed upper mode will flash
in reverse video. If the NAV source or the FND/NAVD page is not re-selected within
10 seconds, the upper mode will be automatically de-activated with the voice
message “autopilot decoupled” resp. “autopilot disarmed”.
Once the autopilot was de-coupled, it must be re-engaged by selecting the proper
source and pressing CPL.
This feature allows a brief check of e.g. the VMS or EFB page, but prevents the pilot
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from using a source that is not displayed.
2.4.5 Master side concept

The BK117 D-2 helicopter can be flown from either side. The FND from which the autopilot is
coupled will also determine the so called master side. The master side will determine which
sensors and settings (including QNH setting) are used for:
– Acquiring and maintaining ALT, ALT.A, V/S, IAS, HDG, TRK, VOR and ILS modes.
– Sequencing altitude constrained legs on the GTN750.
In general, the MFDs in the cockpit are attributed as shown in Fig. 8. By default, the pilot’s side
is the master side. The master side can be changed as follows:
– VOR, LOC, or NAV not armed or coupled: Couple the autopilot to the selected NAV source
on the desired side (MFD1 for copilot; MFD2 or MFD4 for pilot) by pressing CPL.
– VOR, LOC, or NAV armed or coupled: Disarm or decouple first on the active master side by
pressing DCPL or DISARM or by engaging TRK or HDG on the APCP. Then re-engage
VOR, LOC, or NAV mode on the other side by pressing CPL.
Fig. 8: Cockpit view showing the MFDs attributed to pilot and copilot
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The master side can be determined from the cockpit indications, as follows:
Master side Non-master side
FND
Baro setting
Navigation not coupled

(e.g. FMS)
Navigation coupled
(e.g. FMS)
NAVD NAV strip:
Navigation not coupled
Coupling LSK:
NAV strip:
Navigation coupled
Coupling LSK
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When the pilot’s side is master:
– When MFD4 and MFD2 indicate the same NAV source, the NAV source or page format on
one MFD can be changed without losing autopilot coupling.
– When MFD4 and MFD2 indicate different NAV sources and both sources are
coupled/armed, selecting a different NAV source or changing the page format will lead to
autopilot de-coupling or disarming after a 10 second delay.
– When VOR, ILS, or NAV is coupled/armed on the pilot’s side, the co-pilot cannot couple on
MFD1 (CPL is not displayed). The NAV source and page format on MFD1 can be changed
without affecting autopilot coupling.
When the copilot’s side is master:
– When MFD1 is coupled or armed, changing the NAV source or page format on MFD1 will
lead to autopilot de-coupling or disarming after a 10 second delay.
– When VOR, ILS, or NAV is coupled/armed on the copilot’s side, the pilot cannot couple on
MFD1/MFD4 (CPL is not displayed). The NAV sources and page format on MFD2/MFD4 can
be changed without affecting autopilot coupling.
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2.5 AFCS indications

2.5.1 Warning unit
When both AP1 and AP2 fail, the red AP light in the warning unit illuminates for 10 seconds (Fig.
9) to indicate a “hands-on” warning condition.
Fig. 9. Warning unit indicating a “hands-on” autopilot (AP) warning.
2.5.2 Master list on FND

The following AFCS related warning, caution, and advisory alert messages are displayed in the
FND master list:
…..…..AUTOPILOT………. Loss of both AP1 and AP2.
Loss of one or more series actuators. If both series actuators in
….….AP ACTUATOR……. the same axis are lost, this alert is supplemented by a “hands-
on” voice message.
…...….AP TRIM OFF…..… Loss of one or more trim actuators.
Failure or partial failure of the AFCS control interface (APCP,
…..…..AP CONTROL….….
cyclic or collective grip).
…..AP REDUNDANCY..… Loss of AP1 or AP2.
……..BACKUP SAS….….. Failure of the backup SAS function.
AP1…….TST FAIL…….… AP1 test failed during the pre-flight test (on ground only).
…………TST FAIL…..AP2 AP2 test failure during the pre-flight test (on ground only).
AP1 test interrupted before the end of the pre-flight test (on
AP1..TST ABORTED…….
ground only).
AP2 test interrupted before the end of the pre-flight test (on
……..TST ABORTED..AP2
ground only).
2.5.3 Voice messages

The following voice messages are triggered by the autopilot:
Hands-on Autopilot failure requiring the pilot to go immediately hands/feet
on the controls
Autopilot fly-up The autopilot fly-up mode is engaged (when CRHT is active)
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Autopilot decouple A coupled autopilot upper mode was automatically disengaged.

Autopilot disarmed An armed autopilot upper mode was automatically disarmed.
ALT A crossing The selected altitude on the autopilot is about to be crossed, but
the ALT.A mode is not engaged.
2.5.4 AFCS strip on FND

The AFCS strip indicates the AFCS modes and is displayed in the upper part of the FND. It
consists of two lines and three columns (Fig. 10).
Fig. 10. AFCS strip
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The use of color in the AFCS strip is as follows:
Hands-on flight or immediate pilot’s attention required:
– Inverse video flashing: Manual recovery or immediate pilot’s attention
RED required.
– Steady: Total loss of stabilization on the affected axis requiring hands-on
piloting.
Pilot’s attention required:
– Inverse video flashing: Upper mode not able to perform its intended function
and about to disengage.
AMBER – Steady: Minor degradation causing the system to be fail-passive instead of
fail-operative.
– Flashing amber/green: Pilot override action ongoing.
Upper mode engaged or captured:
GREEN – Steady: Engaged upper mode (normal operation).
Upper mode armed:
– Inverse video flashing: Upper mode about to disarm automatically (pilot shall
CYAN re-arm, if required).
– Steady: Upper mode is armed (normal operation).
Upper modes shown in the AFCS strip:

When engaged, the AFCS strip shows the labels (abbreviated names) of the upper modes. The
top line shows engaged/captured modes; the bottom line shows armed modes.
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Messages, cautions and warnings in the AFCS strip:

In addition to the engaged upper modes, the AFCS strip also shows various messages,
cautions, and warnings. As such, the AFCS strip is the pilot’s first source of information for
understanding the AFCS.
Messages and information in the AFCS strip

What you see What it means
Basic stabilization (ATT) mode is
engaged
Upper mode engagement or
capture (e.g. IAS mode on pitch
axis)
Upper mode reference value is
Underlined with a
being changed (e.g. HDG mode
blinking white line
reference is changed)
Upper mode armed on relevant
axis (e.g. ALT.A armed on pitch
axis)
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Messages and information in the AFCS strip
Override detection on the
relevant axis (e.g. pilot overriding
the HDG mode during a turn).
Excessive deviation from the set
reference on the affected axis
arrows blinking
(e.g. ALT axis when overriding
the collective axis)
Caution and warning conditions in the AFCS strip

Autopilot disengaged to backup
SAS mode (first push on the
AP/BKUP CUT button)
Autopilot and backup SAS
disengaged (second push on
AP/BKUP CUT pushbutton)
Loss of AP1 & AP2 with
automatic recovery to the backup
SAS.
Loss of both series actuators on

the pitch, roll, or yaw axis
(example shows roll axis).
Degradation of the pitch, roll, or

yaw axis (example shows pitch
axis). Degradation can be due to
a failure of one series actuator.
Loss of series actuator or trim

failure on the collective axis
(example shown as degradation
of ALT mode).
A.TRIM mode disengaged. AFCS
switches to DSAS mode.
Out-of-trim on the indicated axis.
The pilot must manually re-center
the controls in the direction of the
arrow indicated (pictures show
both arrows, in a real out-of-trim
condition, only one is displayed at
a time).
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Caution and warning conditions in the AFCS strip
Upper mode degradation on the
relevant axis or loss of the upper
mode sensor signal (e.g. VOR1
mode signal loss)
AFCS display unreliable.
The active auto-pilot
modes remain enga-
ged, but references
can no longer be
changed and no other upper
modes can be selected, except:
• The GA mode;
• The ALT-HDG-IAS mode
selected through the quick
engagement pushbutton;
• Automatically selected modes
such as auto level-off or ALT
from ALT.A.
The collective stick position is no
longer reliable. This will affect the
collective axis, but also collective-
to-pitch/roll/yaw decoupling.
Autopilot upper mode is
automatically decoupled
(example shows NAV mode
decoupling).
Autopilot armed upper mode is

automatically disarmed (example
shows LOC mode disarming).
Automatic engagement of the fly-

up mode.
2.5.5 AFCS references on FND and NAVD

Labels and bugs of various shapes are used to indicate the preset and active reference upper
modes and values. The following colors are used:
– Green  : Active reference.
– Cyan  : Preset reference, inactive.
Details on various reference indications will be shown during the discussion of the upper modes.
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2.5.6 AFCS status indication on VMS/SYST page
The AFCS status can be verified on the VMS/SYST subpage. The status indication shows the
status of different AFCS components:
– APCP (control panel) status
– Collective and cyclic grip controls status
– AP1, AP2, and backup SAS status
– Actuators (SEMAs and trims) status
– Functional axes status (collective, pitch, roll, and yaw)
The following colors are used to indicate the component function or status:
– GREEN: Nominal operation; system engaged.
– CYAN: System on standby, ready to take over control in case of failure.
– GREY: System functional, but not engaged.
– AMBER: System or functionality degraded.
– RED: System failed; functionality lost.
If the status of AP1 or AP2 is not received (e.g. due to a communication problem between AMC
and MFD), the respective autopilot is shown as invalid (e.g. AP1 invalid):
A few examples below illustrate the colors used.
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AFCS (AP1, AP2, and backup SAS) not engaged:
– The AFCS controls (APCP, collective and cyclic grip)
are fully functional (green)
– AP1, AP2, and backup SAS are functional but not
engaged (grey).
– The parallel (trim) and series (SEMA) actuators are
functional but not used (grey).
– The AFCS is inoperative (all axes shown in grey).
AFCS (AP1, AP2 and backup SAS) fully operative:

In normal operation, AP2 is master and drives all systems
and functions.
– AP2 is functional (green). AP1, and backup SAS are in
hot standby (cyan).
– The AFCS is fully operational (all axes shown in
green).
AP1 and backup SAS operative, AP2 inoperative:

In case of disengagement or failure of AP2, AP1 will fully
replace the functions of AP2.
– AP2 is disengaged (grey) or failed (red). AP1 is fully
operational (green). Backup SAS is in hot standby
(cyan).
– The AFCS is fully operational (all axes shown in
green).
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Backup SAS operative, AP1 and AP2 inoperative:
In case of disengagement or failure of AP2 and AP1, the
backup SAS will perform basic stabilization.
– AP1 and AP2 are disengaged (grey) or failed (red).
Backup SAS is in operational (green).
– All parallel (trim) and second series actuators (SEMA
set 2) are not used (grey). The first series (SEMA set
1) are functional.
– The collective axis is not controlled by the AFCS (grey)
and needs to be piloted manually. The backup SAS is
providing stabilization on the pitch, roll, and yaw axes
(degraded functionality and authority, hence amber).
Further examples of status indications can be found in the RFM, section 3.2 (emergency and
malfunction procedures, AFCS).
2.5.7 AFCS software version indication

The AFCS software version implemented within the AMC can be verified on the aircraft by
selecting the AFCS maintenance mode as follows:
1. BAT MSTR – ON
2. VMS/SYST page – Select
3. A.TRIM pb (on APCP) – Push and hold for >3 seconds
– AFCS MAINTENANCE MOD page will appear.
The AFCS software version is automatically
displayed (see Fig. 11). The versions for AP1
(left side) and AP2 (right side) shall be identical.
To exit the AFCS maintenance mode:
4. A.TRIM pb (on APCP) – Push and hold for >6 seconds
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Fig. 11: AP software version indicated in maintenance mode
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3 AFCS engagement and disengagement

3.1 AFCS engagement
After powering up the aircraft AP1, AP2, and backup SAS are OFF. This can be seen through
the following indications:
• The APCP shows that BKUP, AP1 and AP2 are OFF.
• The AFCS strips shows that SAS and autopilot are

disengaged.
• On the VMS SYST page: the APCP, cyclic and collective

grip statuses are green (operative;, all the other systems
are grey (operational but not engaged).
There are two ways to engage the AFCS:

1) Engagement via AP/BKUP ON switch on the cyclic grip:
The AFCS can be engaged through the 4-way AP/BKUP ON switch on the cyclic grip (two
possibilities):
– Single forward press: Simultaneously engages AP1 and AP2, and places the backup SAS in
standby.
– Right press: Engages AP2 and places backup SAS in standby.
– Left press: Engages AP1 and places backup SAS in standby.
2) Engagement via APCP:
The AFCS can be engaged by pressing “AP2” and “AP1” push-buttons. As soon as one of the
two AP is engaged, the backup SAS is automatically armed.
When the AFCS is fully engaged:

• The APCP shows that BKUP, AP1 and AP2 are on (OFF
disappears, indication remains black).
• The AFCS strips shows that SAS and autopilot are

engaged. The green squares disappear after 10 seconds.
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• On the VMS SYST page: All systems are operative. AP2

is active. AP1 and the BKUP SAS are in hot standby.
3.2 AFCS disengagement

There are two ways to disengage the AFCS:
1) Disengagement via AFCS fast cut-off switch on the cyclic grip:
• A first press on the “AFCS” fast cut-off push button on the cyclic
grip disengages AP 1 and AP 2. The backup SAS will engage if
it was hot standby (standard condition).
• A second press on the “AFCS” fast cut-off push button
disengages the back-up SAS. The aircraft is now without any
stabilization.
A short delay between the first and second press is
required to fully disengage the AFCS.
2) Disengagement via APCP:

The AFCS can be fully or partially disengaged by pressing for
more than 1 second the AP2, AP1 and BKUP push-buttons in
any order.
When AP1 and AP2 are disengaged:

• The APCP shows that AP1 and AP2 are OFF. BKUP
remains engaged (indication remains black).
• The AFCS strips initially shows a red C, YR, and P. After

10 seconds, SAS and AFCS DISENAGED are shown in
amber.
then
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• On the VMS SYST page: The APCP, the grip controls,

the BKUP SAS, and the first column of series actuators
(SEMA SET 1) are shown as operative (green).
When AP1, AP2 and BKUP SAS are disengaged:

• The APCP shows that AP1, AP2 and BKUP SAS are
OFF.
• The AFCS strips initially shows a red C, YR, and P. After

10 seconds, SAS is shown in red and AFCS
DISENGAGED are shown in amber.
then
• On the VMS SYST page: Only the APCP and grip

controls are shown as operative (green).
Quick disengagement of the autopilot in flight may be required if unusual or strange

aircraft behavior is experienced (e.g. a strong oscillation).
The vast majority of anomalies will cease when AP1 and AP2 are removed.
Therefore, always wait and observe if the anomalies disappear before switching off
the BKUP SAS as well.
Especially at high speed flight in IMC, full disengagement of both AFCS and SAS
can be dangerous and should only be performed only as a last resort.
When AP1 and AP2 are switched off in flight, the V NE will reduce to 110 KIAS. The
voice message “maximum speed” and associated indications in the airspeed strip
may appear.
Slowly reduce the speed to 110 KIAS or less (no need for aggressive corrections).
The reduction in V NE is to necessary to maintain a reasonable workload and to avoid
extreme transients in case of a failure of the SAS.
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3.3 AFCS tests

3.3.1 Power up test
When the helicopter is powered-up, SEMAs and AFCS processing units perform internal self-
tests.
3.3.2 Pre-flight test

The pre-flight test must be performed before each flight when IFR operations are
expected.
The pre-flight test must be performed only “once a day” when VFR operations are
intended. This means that the test shall be performed before the first flight of the day:
– If the aircraft was inoperative for 24 hours or more,
– If maintenance was conducted,
– In normal operational circumstances. If, however, the first flight of the day
requires an expedited take-off, the test can be deferred until after landing or until
the next take-off.
The purpose of the pre-flight test is to verify that no failure is present in the AFCS before flight.
The pre-flight test also checks the operability of the backup lanes and functions. The test covers
the following elements:
– Autopilot processing unit hardware and safety devices,
– Proper status of the APCP and controls on the grips.
NOTE: The check cannot verify that all pushbuttons are operative. Therefore, the pre-flight
test procedure also requires the pilot to manually verify proper operation of the BEEP TRIM
switch and AP/BKUP CUT pushbutton.
– Correct operation of the parallel (trim) and series (SEMA) actuators. For this purpose, all
controls will be moved slightly during the test.
– Correct dialog between the different AFCS components.
In addition to checking the AFCS, the pre-flight test also checks that other avionics are available
(ADF, VOR/ILS/MKR, GPS, ACAS, FMS, DME, WXR, TAWS, etc.).
The pre-flight test is engaged by the pilot by pushing the TEST switch in the overhead console to
the P-FLT position. The pre-flight test will only run when:
– Hydraulic pressure is available (i.e. after engine start).
– Both AMC channels detect that the helicopter is on the ground. (Activation of the P-FLT
TEST switch in flight will test only some avionics, but will skip the AFCS test.)
– AP1 and AP2 disengaged,
For the test to run successfully, the following prerequisites must be satisfied:
– Collective lever must be unlatched and at or below 1 FLI.
– The cyclic stick and pedals must be free (i.e. don’t touch the controls).
– The hydraulic system must be pressurized.
– The avionics master must be ON and radar altimeter must be active.
– The weather radar should be set to standby.
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The pre-flight test runs for about 25 seconds, during which AP2 and AP1 are tested
consecutively. While the test is running, the message P-FLT TEST appears in the master list
and on the VMS/SYST page.
Successful test:
If the pre-flight test is successful, the message P-FLT TEST OK will replace P-FLT TEST in the
master list. The backup SAS will remain engaged.
Failed test:
If the test failed, the messages AP1 TST FAIL and/or TST FAIL AP2 will appear.
The most frequent reasons for test failure are:
– The pilot forgot to unlatch the collective.
– The crew touched the controls during the test
– The collective trim was unable to move the controls due to friction.
If this is suspected, make sure all controls are free (check movement) and repeat the
pre-flight test.
If the test continues to fail, consult the MEL/MMEL to see if and under which
conditions the flight can be continued with reduced AFCS functionality.
When the pre-flight test fails, the pilot can consult the VMS/SYST page to check
which system has failed.
Beware, however, that the indication will alternate between the test results for AP1
and AP2. For example, the collective trim was blocked during the test of AP1 but not
of AP2, the VMS SYST page will show the following alternating indication:
Aborted test:
The pre-flight test may be aborted as a result of:
– Pressing the AFCS fast cut-off (AP/BKUP CUT) switch on the cyclic grip.
– Re-activating the P-FLT TEST switch in the overhead console.
– Automatically, when ground is no longer detected (aircraft lifts).
In this case, the messages AP1 TST ABORTED and TST ABORTED AP2 will appear in the
master list.
In this case, the pre-flight test can be restarted.
3.3.3 Continuous in-flight tests

During operation, the AFCS and the SEMA processing units perform continuous internal tests.
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The AFCS processing units also perform continuous AFCS system monitoring functions (cross-
checks between AFCS channel A & channel B inside each AMC and SEMA, trim function
monitoring, control input monitoring, etc.).
3.4 Automatic stick centering on ground

While operating on the ground, the pilot is responsible for keeping the mast moment near its
minimum. This is important as it reduces the stress on the main rotor components and hence
ensure maximum component lifetime.
An easy way to center the stick is to push the AP UM OFF button on the cyclic for longer than 1
second. The pilot is responsible for monitoring this function. Manual corrections to further
minimize the mast moment may be necessary.
The centering stops immediately if the pilot acts on the cyclic stick (i.e. break out or cyclic trim is
sensed). In flight, this function is inactive.
Even under zero wind conditions, the stick will not center perfectly. A small manual
correction is normally necessary to minimize the mast moment.
With Step 3 (MR1), the centering position was improved. Under zero wind conditions,
the stick will center very close to the minimum mast moment position.
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4 AFCS basic stabilization

Basic stabilization mode is performed by the AFCS in the pitch, roll and yaw axes through series
and parallel actuators. The collective axis can be used by the AFCS for automatic power
management.
4.1 Basic stabilization functions
In flight, the basic stabilization provides:

– Long term attitude retention (ATT mode),
– Fly-through modes,
– Trim re-centering function (auto-trim).
As well as the degraded modes:
– Digital SAS (no trim functions)
– Backup SAS
Upon ground detection, the level of stabilization (on pitch, roll and yaw axis) is automatically
reduced or canceled in order to avoid any undesired effects.
During slope landing, “ground” is not detected until the aircraft is fully on the ground.
To avoid any undesired effects during landing, it is recommended to perform all slope
landings (>3°) in DSAS mode.
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4.1.1 Attitude mode (ATT mode)
ATT mode
Description The attitude (ATT) mode provides basic stabilization with long term
attitude retention on the pitch and roll axes. It minimizes pilot workload
and helps to reduce the control efforts. In particular, the following
functions are performed:
– pitch and roll axis: Holds the pitch attitude and bank angle defined
by the pilot or upon mode engagement;
– yaw axis: Holds the heading in hover or at low speed, or provides
turn coordination in cruise flight.
Any natural cross-axis coupling is automatically counteracted by the
AFCS. This includes collective-to-yaw coupling hover, and roll-to-pitch
coupling and collective-to-pitch coupling in forward flight.
The ATT mode is a “hands-on” function, meaning that

the pilot must have his/her hands and feet on the controls
or be least attentive to the flight controls, ready to
immediately make any necessary adjustments to the flight
path and speed.
The collective axis must be managed actively by the pilot
as it is not controlled by the AFCS in ATT mode.
In ATT mode:
– The cyclic stick can be released temporarily if the stick
forces have been canceled.
– The collective pitch can be left hands-off above V Y if
no power changes are needed.
Mode engagement The ATT mode is automatically engaged when at least one AP lane is
engaged and TRIM is not OFF.
The ATT mode is automatically re-engaged following the
disengagement of upper modes.
Display Because the ATT mode is the default autopilot mode, it is not indicated
on the AFCS strip or on the APCP.
Reference management – The pitch and roll attitude references can be changed through the
beep trim switch on the cyclic grip or by pressing/releasing the FTR
pushbutton.
– The collective lever can be beeped up and down through the beep
trim switch on the collective grip.
– The heading reference can be changed through the beep trim
switch on the collective grip.
References can also be changed in the “ATT fly-through” mode (see
below).
Override When the pilot acts upon the controls or pushes the trim release
pushbutton, the system automatically changes to the “ATT fly-through”
mode (see below).
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ATT mode
Mode disengagement The ATT mode can be disengaged by switching into DSAS or BKUP
SAS mode.
Compatibility ATT mode is a prerequisite for engaging any upper modes.
Envelope protection Maximum bank angle protection: The roll beep trim is inhibited above
45° of bank angle.
Power protection: The AFCS provides no power protection in attitude
mode.
Cyclic stick:
– During a short turn, the bank angle should be maintained by acting
against the spring forces. This allows easy recovery to zero bank
angle when releasing the stick.
– When, after completing a maneuver, an adequate cyclic stick
position is found, use:
o the beep trim to release the forces after a small adjustment
o the trim release to release the forces after a significant
adjustment.
– In ATT mode, cyclic stick can be released (hands-off) temporarily if
there is no stick load.
Collective lever:
The collective trigger (collective trim release) should be pressed to
change collective pitch position. Nevertheless, if needed, the collective
axis can be moved without pressing the trigger but with an increased
friction force. The new position will be held after the collective input.
– In ATT mode the collective pitch can be flown hands-off:
o Above Vy,
o If no power change is needed.
Yaw pedals
– In cruise flight, free pedals allow AFCS to maintain ball centered
(sideslip will automatically be cancelled).
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4.1.2 Fly-through mode (CSAS)
Fly-through mode (CSAS)

Description When any control forces are sensed by the AFCS, the respective axis
automatically changes into the “fly-through” mode, also known as the
CSAS (Stability Augmentation Sub-mode) mode. This is done without
and transients which could affect control or the flight path of the
helicopter.
In the “fly-through” mode, the AFCS provides stability and decoupling
through the series (SEMA) actuators.
Trim follow-up in hover and low speed:
Below 30 knots with a hysteresis to 40 knots, the AFCS
follows the cyclic stick movement of the pilot with the
cyclic trim motors, thereby automatically canceling any
stick forces. This is achieved by synchronizing the attitude
reference with the current reference and simultaneously
sending a trim command to the parallel actuator.
During dynamic maneuvering (anytime the rate exceeds
1°/sec), the trim follow-up is momentarily halted.
Mode engagement The fly-through mode is automatically engaged when:
– The pilot acts upon the controls (i.e. a control input is detected);
– The TRIM REL pushbutton is pushed.
Display Because the fly-through mode is a sub-mode of the ATT mode, it is not
indicated on the AFCS strip or on the APCP.
Reference management Hover and low speed (below 30 kt with hysteresis to 40 kt): The
attitude and heading references are automatically adapted by the trim
follow-up.
Forward flight: Trim actuator commands and the attitude references
are automatically disabled in fly-through mode. When returning to the
ATT mode, the original ATT mode references are restored.
Override The fly-though is an override mode, by definition.
Mode disengagement The fly-through mode is automatically disengaged when:
– The force on the flight controls is relaxed;
– The TRIM REL pushbutton is released.
Compatibility The fly-through mode is compatible with all modes, except for DSAS
and BKUP SAS.
Envelope protection No envelope protection is provided in fly-through mode.
4.1.3 Trim re-centering function (AUTO TRIM function)

In ATT mode or when any upper mode is engaged, the AFCS automatically re-centers the series
actuators (SEMAs) positions. This is achieved by motorizing the trim actuators. The pilot may
feel the controls moving when flying hands-on but without acting on the controls.
The automatic re-centering function is momentarily disabled when the “fly-through” mode is
active.
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4.2 DSAS mode

DSAS mode
Description Degraded mode, which provides stability augmentation on the pitch,
roll, and yaw axis.
All trim functions are inhibited (i.e. no automatic re-centering, no
automatic trim follow-up).
In DSAS mode, the pilot must fly hands/feet-on the

controls all the time. Even in a stabilized condition without,
releasing the controls for any longer than just a brief
moment is not recommended as the flight path or speed
may drift rapidly.
Mode engagement The mode is engaged by pressing the A.TRIM pushbutton on the
APCP.
The mode can be automatically engaged by the autopilot in case of

system degradation (one or more axes may be affected).
Display AFCS strip:
(all 3 axes affected)
APCP:
Reference management Beep trim and trim release remain operational to reduce the control
efforts.
Override The DSAS mode is an override mode, very similar to the fly-through
mode.
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DSAS mode
Mode disengagement The mode is disengaged by pressing the A.TRIM pushbutton on the
APCP. Transition into the DSAS mode is normally without any
transients.
Compatibility Not compatible with any other modes.

Envelope protection No envelope protection is provided in DSAS mode.
In normal operations, using the DSAS mode is recommended only
during slope landing and takeoff.
This allows the recommended practice of “beeping into the slope” to be
used and provides optimal control of the mast moment during the
landing or takeoff.
The reason behind this recommendation is quite simple:

In ATT mode, the autopilot automatically drives the trim
motors to retain the reference attitude (i.e. the hover
attitude). Unfortunately, this is just the opposite of what
the pilot is trying to achieve.
Therefore, on a slope, don’t “fight” the autopilot! Always
remember to switch the TRIM to OFF just prior to landing
or taking off from a slope.
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4.3 Backup SAS

BKUP mode
Description Degraded mode, which provides basic stability augmentation on the
pitch, roll, and yaw axis.
All trim functions for the affected axis are inhibited (i.e. no automatic re-
centering, no automatic trim follow-up).
In normal operation, the BKUP mode is in hot standby (BKUP indication
on the APCP is dark).
• In BKUP SAS mode, the pilot must fly hands/feet-on
the (affected) controls all the time. Even in a stabilized
condition, releasing the controls for any longer than just a
brief moment is not recommended as the flight path or
speed may drift rapidly.
• In BKUP SAS mode, V NE is limited to 110 KIAS.
Mode engagement The mode can be manually engaged:
– By pressing BKUP on the
APCP, while leaving AP1
and AP2 off.
– By pressing the AFCS fast cut-off

pushbutton on the cyclic when at least
one AP lane was previously engaged and
the BKUP SAS was in hot standby.
The mode is automatically engaged in the very unlikely event of a total

autopilot failure (provided the BKUP SAS mode was hot standby).
Display AFCS strip:
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BKUP mode
APCP:
Reference Beep trim and trim release remain operational to reduce the control
management efforts.
Mode disengagement The mode is disengaged by engaging the autopilot (see normal AFCS
engagement).
Compatibility Not compatible with any other modes.
Envelope protection No envelope protection is provided in BKUP SAS mode.
Except for training purposes or in case of failure, use of the BKUP SAS
mode is not recommended. It provides only very basic stability and may
significantly increase the pilot workload.
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5 AFCS upper modes

5.1 General
Even more so than the attitude mode, the upper modes are designed to maintain specific pilot
selectable references. The upper modes were developed to allow single pilot operation in IFR.
However, they can also reduce workload in VFR operations.
With the exception of the GTC/GTC.H modes, upper modes are normally flown “hands-off”.
Use the upper modes, whenever it is possible. The upper modes decrease the pilot
workload and free up capacity for other tasks (e.g. maintaining a good situational
awareness and look-out in VFR, navigation and communication management in IFR,
etc).
In critical and emergency situations, smart use of the upper modes may reduce the
workload and free the necessary capacity to deal with the situation.
Upper modes increase flight safety: Use them!
5.2 Available upper modes

On the H145, the following basic upper modes are provided:
– Ground Trajectory Command (GTC) and Hover acquisition (GTC.H)
– Altitude hold (ALT) and - Altitude Acquisition (ALT.A)
– Heading acquire and hold (HDG)
– Track Angle acquire and hold (TRK)
– Indicated Air Speed acquire and hold (IAS)
– Vertical Speed acquire and hold (V/S)
– Flight Path Angle acquire and hold (FPA)
– CRHT
– Go Around (GA)
The following navigation and approach upper modes are provided:

– VOR navigation (VOR)
– ILS approach (LOC and G/S)
– FMS navigation (NAV)
– Lateral Required Navigation Performance (RNP) approach mode (APP)
– Vertical RNP approach mode (VAPP)
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These modes use the following axis for control:
In normal conditions (minimum one AP engaged, all axes operative):

– “4-axis operation” is used when one mode is engaged on the collective and one mode is
engaged on the pitch axis;
– “3-axis operation” is used when an upper mode is engaged on the pitch axis, and no upper
mode is engaged on the collective.
In degraded conditions (minimum one AP engaged, collective axis degraded, all other axis
operative):
– “forced 3-axis operation”: The upper mode(s) can only command the pitch and the roll/yaw
axes. Upper modes which require the collective axis or both collective and pitch axis are not
available.
For all upper modes, use of 4-axis compared to 3-axis operation is a recommended
practice.
– Flying with only IAS engaged requires the pilot to manage power to maintain the
altitude. Add a vertical mode (ALT, ALT.A, V/S, FPA) to reduce the workload.
– Flying with vertical modes only, requires the pilot to manage power in order to
keep a constant airspeed. Except in very gusty conditions, it is recommended to
use IAS in order to keep the airspeed constant.
– Flying with the lateral mode engaged only may cause the aircraft to descend
during turns. Adding a vertical mode will avoid this.
– Flying with the lateral mode only may disrupt the lateral mode stabilization,
because the autopilot may also detect a roll input when the cyclic is used to
maintain airspeed.
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5.3 Use of upper modes

Many upper mode operations are the same for all upper modes. Therefore, a description of the
some generic upper mode operations is provided:
– Upper mode pre-selection,
– Mode engagement,
– Mode reference change,
– Fly-through mode display,
– Vertical mode axis change,
– Mode disengagement.
The specificities of each upper mode are described in the dedicated upper mode chapter.
5.3.1 Upper mode reference pre-selection

For many upper modes (CR.HT, IAS, ALT.A, V/S or FPA, HDG or TRK modes), it is possible to
pre-select an upper mode reference before the mode is actually engaged. This allows some pre-
selections to be anticipated (e.g. select the rate of descent well before the final approach
segment).
Many references can already be pre-selected on the ground, even when the APs are
not yet engaged.
This can be useful for an IFR departure: Preselect the initial heading, initial climb out
airspeed, or the first leveling altitude while waiting for your takeoff clearance.
Setting the pre-selection:

A reference is pre-selected by turning the dedicated APCP rotary
switch (for CR.HT, IAS, ALT.A, V/S or FPA, HDG or TRK modes)
without pushing it. (Example show IAS)
Canceling all pre-selections:

– In flight: A long push (>1 second) on the upper mode
disconnect button (UP UM OFF) on the cyclic grip
will erase all pre-selections.
(A short push on the UP UM OFF button will
disengage all upper modes).
– On ground: A short push on the UP UM OFF
pushbutton will erase all pre-selections.
(A long push on the UP UM OFF button on the
ground will additionally center the cyclic stick).
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Display indications:
Because the mode is not yet engaged, nothing will be indicated in the AFCS strip
and the APCP lights will remain off.
In the associated FND upper mode area (e.g. airspeed scale), the pre-set
reference is evidenced by a cyan triangle or bug  showing the pre-selected
value.
When the bug is outside of the display window, a half triangle ( or ) is shown
and a cyan digital value shows the pre-set reference value.
While the pre-set reference is being change, the color of the bug will alternate
between cyan  and white  to get the crew’s attention.
Whenever a pre-set reference is used, always double-check that the reference is

still correct when the upper mode is engaged!
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5.3.2 Upper mode engagement through the APCP

The upper modes CRHT, IAS, ALT.A, ALT, V/S, PFA, HDG, and TRK can be engaged through
the APCP. Generally, upper modes can only be engaged when at least one AP lane is ON and
when the aircraft is in flight. Depending on the particular upper mode, some addition
engagement conditions (e.g. minimum airspeed) may be effective.
Engaging the upper mode:
In flight, press the APCP rotary pushbutton (for CR.HT,
IAS, ALT.A, V/S or FPA, HDG or TRK mode) or the
push-button (for ALT mode):
– With mode pre-selection, the mode is engaged to
the pre-selected reference.
– Without mode pre-selection, the mode is engaged
to the current reference.
– APCP: The engaged mode is evidenced by a green light ●
near the rotary knob or green ON label on the ALT
pushbutton.
– AFCS strip: The mode label is displayed in green on the upper
line and on the corresponding axis column. A green box
surrounds the label for 10 sec.
– Associated upper mode area (e.g. airspeed scale):
o With a preset reference, the bug color changes from
cyan  to green ;
o Without a mode pre-selection, a green bug  appears
in front of the current mode value;
o When the bug is out of scale, only half of the green
triangle ( or ) is displayed and a green numerical
value recalls the target value.
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5.3.3 Changing the reference of an engaged upper mode

Once an upper mode is engaged, its references can be changed by various means.
Changing the references:
– APCP: Some engaged references (CR.HT, IAS, ALT.A, V/S or
FPA, HDG or TRK mode) can be changed by rotating the
corresponding knob on the APCP. This action is recommended
for large corrections.
– Grips: Some engaged references can be changed by action on

the 4 way beep trim on the cyclic grip (IAS, HDG or TRK), or by
action on the 4 way beep trim on the collective grip (CR.HT, ALT,
V/S or FPA, HDG or TRK). This action is recommended for small
corrections.
– MFD: The VOR course reference can only be changed by
rotating the knob on the MFD on which the VOR mode has been
coupled.
Use the following general rules for reference changes:

– Large changes  Use the APCP
– Small changes  Use the beep trims
When making a change to the altitude:
– Large changes  Use ALT.A (APCP)
– Small changes  Use the beep trim.
– AFCS strip (e.g. IAS): Every reference change is
associated to a white blinking underlining of the green
mode label.
– Associated upper mode area (e.g. airspeed scale): The

reference change can be monitored through the
change of bug on the associated upper mode area.
While the pre-set reference is being changed, the color
of the bug will alternate between green  and white 
to get the crew’s attention.
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5.3.4 Fly-through with engaged upper mode(s)

All engaged upper modes are displayed in the FND strip. The pilot can normally fly “hands-off” in
the flight control axes managed by the active upper mode (collective, roll/yaw, pitch). He merely
has to monitor the AFCS status and to be ready to assume “hands-on” control in case of upper
mode loss or autopilot degradation/failure. A voice message or gong will warn the pilot of any
event that requires manual control to be assumed.
Except for the GTC/GTC.H mode, all upper modes are normally flown “hands-off”. All upper
modes, however, can be manually “overridden”. If a control effort on any of the controls is
detected or if the TRIM release is active, the upper mode stabilization and reference holding is
momentarily inhibited on corresponding axes. As soon as the pilot releases the controls and the
TRIM release, the AFCS will recover the stabilization and return to the target reference value
which was present before the interruption.
Manually “overriding” an upper mode is useful for short maneuvers, e.g. avoiding
conflicting traffic, as the aircraft will return to its original flight condition once the
maneuver is completed.
For longer or larger maneuvers, “overriding” the autopilot is not recommended. The
return to the original condition may be too disruptive.
– APCP: No changes
– AFCS strip (e.g. IAS): When the pilot is overriding the engaged mode, the mode label color
will alternate between green and amber.
(e.g. IAS → IAS → IAS …)
– Associated upper mode area (e.g. airspeed scale): No change.
Fly-through mode with excessive deviation annunciation:

– AFCS strip (e.g. IAS): An excessive deviation from the
reference leads to a specific blinking amber arrow on
each side of the engaged mode label on the relevant
axis of the AFCS strip.
The autopilot is quite sensitive to pilot control inputs. Resting the feet on the pedals
or holding the cyclic or collective grip too tightly can cause the autopilot to detect a
“hands-on” conditions, even if the pilot is not making any active inputs. (Check the
AFCS strip if this is suspected).
When hands-on is detected, the aircraft may drift significantly from the set reference.
5.3.5 Vertical modes axis change (3-axis to 4-axis operation and vice versa)
In 3-axis operation, most vertical modes (ALT, V/S, FPA, GS, V.APP) will use the pitch axis. In
this case, the pilot is responsible for managing the collective axis.
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When the IAS mode is additionally engaged, these vertical modes will shift to the collective axis
and the pitch axis will control IAS. The AFCS will then also manage the collective axis.
This can be seen on the AFCS strip, where the vertical mode (e.g. ALT) will shift from the pitch
axis area to the collective axis area. To highlight this shift, both the new mode (IAS) and the
shifted mode will be shown surrounded by a green box for 10 seconds.
5.3.6 Upper mode disengagement through the APCP

Disengaging upper modes:
– Press the APCP rotary pushbutton (for CR.HT, IAS,
ALT.A, V/S or FPA, HDG or TRK mode) or the
push-button (for ALT mode) to disengage an active
upper mode.
– Press the DCPL BSK on the MFD to disengage the

navigation upper modes.
– APCP: The green light ● near the rotary knob or the
green ON label on the ALT pushbutton will extinct.
– AFCS strip (e.g. IAS): The green mode label

disappears. A empty green box surrounds the former
label position for 10 sec.
– Associated upper mode area: The green bug will

disappear.
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5.3.7 Disengagement of all upper modes
Disengaging all upper modes:
– Press (<1 second) the AP UM OFF pushbutton on the cyclic grip
to disengage and disarm all upper modes.
NOTE: Pressing the AP UM OFF button for more than 1 second
will delete any pre-set references, the references of active
modes will not affected.
– APCP: All green lights ● near the rotary knob and the
green ON label on the ALT pushbutton will extinct.
– AFCS strip (e.g. ALT, HDG, IAS): The green mode

label disappears. A empty green box surrounds the
former label position for 10 sec.
– Associated upper mode area: All green bugs will

disappear.
5.4 AFCS envelope protections with upper modes

5.4.1 Power protections with upper modes
When a vertical upper mode is engaged on the collective axis (4-axis operation), the power is
automatically managed and limited by the autopilot in AEO as well as in OEI.
All engines operative (AEO):
– Airspeed < VY: Power limit is set to the maximum ya
Take-Off Power (TOP). This ensures the ability to
climb-out with maximum rate of climb.
– Airspeed > VY +10 kt: The power limit is set to
Maximum Continuous Power (MCP).
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– The autopilot keeps a small margin between its maximum power limit and the
actual TOP or MCP limit. This avoids that small gusts cause immediate power
exceedances. The actual reduction of maximum airspeed or rate of climb due to
this margin is very small.
– When flying in gusty or very gusty conditions, power variations due to the
changing rotor inflow may be so large and rapid that the autopilot cannot prevent
power spikes above the limits. In such conditions, the pilot should reduce the
AFCS references to avoid power limit exceedances and/or disengage IAS mode.
Reversion to single engine operation (OEI):
– If a vertical upper mode was engaged on the pitch axis (3-axis operation), the IAS mode will
be automatic engaged forcing 3-axis to 4-axis operation to provide airspeed management
(see below).
In OEI, the maximum power is limited by the FADEC. The AFCS does not manage
the limits. This may result in a significant or even dangerous drop of the N R .
Therefore, in OEI power must be actively managed by the pilot. If necessary, the
collective must be lowered to maintain a safe N R .
Minimum torque protection:

– When an upper mode is engaged on the collective axis, the AFCS does not lower the torque
below in order to avoid inadvertent autorotation:
o 2 x 5 % (AEO),
o 1 x 10 % (OEI).
5.4.2 Airspeed protections (upper modes engaged)

With the upper modes engaged, the following AFCS airspeed limitations and protections are
active:
– IAS reference limitation: The airspeed reference can only be adjusted between 30 KIAS and
the indicated power-on V NE .
– Automatic 3-axis to 4-axis reversion: When a vertical mode is engaged in 3-axis mode, there
is an automatic reversion to 4-axis operation by engaging IAS if the airspeed decreases
towards 60 KIAS. This prevents slowing down below the airspeed for minimum power, where
power management becomes more difficult.
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– Vortex ring state protection: with a vertical mode
engaged, the maximum commanded rate of
descent decreases with the indicated airspeed,
to provide protection against inadvertent entry
into (incipient) vortex ring state at low air speed.
– Mode priority: When the maximum power is reached in 4-axis operation (IAS with another
vertical mode), the AFCS will give priority to:
o The vertical mode above V Y . For example, when engaging V/S with a target rate of
climb of 1000 ft/min and IAS set at 120 KIAS, the AFCS will reduce the airspeed until
the target rate of climb. The IAS will not reduce below 80 KIAS, however, to avoid
any oscillations between TOP and MCP.
o The airspeed at or below V Y . For example, when engaging V/S with a target rate of
climb of 1000 ft/min and IAS set at 45 KIAS, the autopilot will maintain 45 kt to
achieve the best possible rate of climb.
Know the mode priorities and make the autopilot work for you:
– To fly at V H (which is normally the best range speed for the H145), engage ALT
at the desired altitude and set IAS to a value near V NE . The aircraft will
automatically maintain V H . (Not recommended in very gusty conditions).
– To climb at high speed, select V/S with the target rate of climb and keep the IAS
high. The aircraft will automatically climb at the desired rate of climb with the
highest possible speed.
– To climb with the maximum rate of climb, select the target speed (V Y or V TOSS )
and set V/S to the maximum. This will ensure a maximum rate of climb (at least
up to the maximum V/S mode rate of climb of 2200 ft/min).
5.4.3 Ground proximity protection

– ALT reference minimum value: When ALT is engaged, the altitude reference bug cannot
beeped below an altitude equivalent to a height of 30 ft.
NOTE: If the ALT mode is engaged at a height below 30ft (not recommended), the altitude
reference bug can only be beeped up as long as the helicopter is below a height of 30ft.
Although ALT mode can be engaged below 30 ft AGL, this is strongly discouraged. In
hover below 30 ft, the ground effect causes the altimeter to increase with reducing
height! This paradox cannot be managed by the AFCS. Therefore, any attempt to
use the ALT mode at low altitude will lead to unstable altitude oscillations.
– Automatic ALT engagement close to the ground:

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o With V/S or FPA mode engaged, the ALT mode is automatically engaged to level-off
the aircraft at 150ft above the ground (using radio-height).
o With G/S or V.APP mode engaged, the ALT mode is automatically engaged to level-
off the aircraft at 65ft above the ground (using radio-height).
o If IAS is engaged without any vertical mode (3-axis operations), the ALT mode is
automatically engaged when descending towards the ground to level-off the aircraft
at 150 ft above the ground (using radio-height).
The mode change can be seen on the AFCS strip, where the ALT label will appear or
replace the previous vertical mode. The APCP and target bugs will also change
accordingly.
The AFCS uses not only radio height, but also rate-of-descent, to determine
the moment to engage the ALT mode. This allows the AFCS to anticipate the
mode change, so that the aircraft can level off smoothly at 150/65 ft.
At a high rate of descent, the change to ALT mode may therefore appear to be
quite early.
• Once the ALT mode has engaged, no further altitude protection is active.
This means that the aircraft will not climb to maintain 150 ft radar height in
case the terrain is sloping up.
• When the radar altimeter is inoperative or failed, the automatic level off
function is also inoperative. The pilot must remember to level off manually
in this case!
5.4.4 Attitude limitations

When using upper modes, the autopilot will not command any attitudes exceeding:
– Pitch attitude: -12° or +14°
– Roll attitude: 30° of bank angle
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5.5 Basic upper modes

Ground Trajectory Command mode (GTC)
Description The Ground Trajectory Command (GTC) mode is designed to ease
control of the ground trajectory, especially in visual flight. If the pilot flies
hands-on or feet-on with GTC engaged, the mode will support him by
pursuing the same objectives and helping him on the axis he is not
controlling. This is why the pilot can fly the helicopter normally and when
the cyclic stick is released, the mode maintains the ground speed
roughly at the current value.
The GTC mode changes its references through pilot actions or with beep
trim inputs. As soon as the cyclic is released, the autopilot maintains the
new ground trajectory.
This mode distinguishes 2 flight regimes:
– Advancing flight: above 7 kt forward ground speed (with hysteresis
down to 5 kt):
o The GTC mode maintains the longitudinal speed. Ground
speed is maintained at low speed; airspeed is maintained at
high speed. The transition is managed automatically.
o The GTC mode maintains the track.
o The GTC mode provides turn coordination (no heading bug is
shown on the compass) when a roll input is made.
– Near hover flight: below 5 kt forward ground speed (with hysteresis
up to 7 kt):
o The GTC mode maintains the longitudinal and lateral ground
speed.
o The GTC mode maintains the heading (a green triangle is
shown on the compass).
The GTC mode relies on GPS and magnetic heading to
work properly
– In case of poor GPS reception (e.g. when operating in a
canyon or when an associated GTN message is
indicated), the GTC mode shall not be used.
– In case of magnetic heading perturbations (e.g. when
operating near large metallic structures or MAG DEGR
indicated), the DG mode (with correct heading) shall be
used.
The GTC mode does not manage the vertical axis.
Especially when maneuvering in wind conditions, keeping
the ground speed constant may require significant power
changes. Especially in poor visual conditions, this may
rapidly become challenging. It is therefore recommended to
add a vertical mode (e.g. ALT or CRHT) when operating in
GTC mode.
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The GTC mode should be flown “hands-on, feet-on”, even if
the trajectory is maintained when the controls are released.
This does not mean that the pilot must firmly grip the
controls all the time when using the mode. A light grip or a
readiness to assume control immediately is sufficient and
may be necessary to allow the mode to work as expected.
Mode engagement – The GTC mode is engaged with a
single press on the GTC sw.
– The GTC mode is automatically engaged from the GTC.H mode,

when accelerating forward above 20 kt groundspeed
Display – AFCS strip: GTC label in pitch and yaw/roll column.
– Advancing flight: > 7 kt forward ground speed (with hysteresis down
to 5 kt):
o No references (bugs) are indicated on the FND.
– Near hover flight: < 5 kt forward ground speed (with hysteresis up to
7 kt):
o Groundspeed reference is shown as a green circle in the
hover indication.
o Heading reference is shown as a green triangle on the
compass indication
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Reference Upon mode engagement:
management – The current ground speed and track are set as the active reference.
Near hover flight: < 5 kt forward ground speed:
– Longitudinal /lateral ground speed reference can be changed by
overriding the cyclic stick or by longitudinal/lateral beep inputs on the
cyclic grip.
– Heading reference can be changed by pedal input (heading
reference is slewed) or by left/right beep inputs on the collective grip.
Advancing flight: > 7 kt forward ground speed
– Longitudinal ground speed reference can be changed by overriding
the cyclic stick or by longitudinal beep inputs on the cyclic grip.
– Track reference can be changed by lateral control inputs or by
left/right cyclic or collective grip beep inputs. The beep speed is
approximately 3°/sec track angle change. Once the beep trim is
released, the aircraft may roll back slightly to intercept the track
angle at the time of the beep trim release.
Override The mode is intended for “hands-on”, hence override behavior should be
fully transparent.
No excessive deviation indications are provided.
Mode disengagement – Press AP UM OFF pb on cyclic. This will
also disengage any vertical modes which
might be active.
– Engage any incompatible mode.

Compatibility The GTC mode is incompatible with:
– GTC.H, IAS, TRK, NAV, LOC, APP, V.APP, GS, or VOR.
– HDG mode is incompatible with GTC above 50 kt; below 50 kt HDG
can be engaged in addition to GTC (this allows beeping the lateral
groundspeed while maintaining a constant heading).
Engagement of these modes will disengage the GTC mode.
Envelope protection – V NE protection
– In hover, lateral groundspeed cannot be beeped above 6 kt and the
rearward groundspeed cannot be beeped above 5 kt.
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Although the GTC mode works throughout the entire envelope, most
pilots use it primarily in the low airspeed range. In this range, it will
reduce the workload to maneuver and maintain a constant groundspeed.
Typical applications where GTC can reduce the workload are:
– On final approach towards an unknown landing site. The GTC mode
allows slowing down without increasing the workload.
– Approach towards an elevated helipad (in PC1 or PC2 conditions)
– Low speed maneuvering in a degraded visual environment (night,
poor visibility, blowing snow)
– Keeping up with steadily moving targets (e.g. ships, cars)
– During rearward Category A take-off and landing profiles
With Step 3, some features of the GTC mode were

improved. In particular:
– More harmonic control forces, especially in lateral cyclic.
– Less airspeed variations when making turns in windy
conditions.
At low speed, the GTC mode will try to keep a constant
ground speed. Especially in strong wind conditions,
however, the limits of the autopilot can be reached.
Therefore, in windy conditions or at high lateral speeds, the
pilot must remain vigilant to the flight path and limitations.
Troubleshooting Engaging of a new upper mode does not work:
– In hover or low speed: GA engagement will disengage the GTC
mode. IAS or quick engagement of ALT-HDG-IAS will disengage
GTC and accelerate the aircraft to 30 kt.
– In forward flight: The engagement of IAS, HDG, TRK, NAV or GA, or
the capture of VOR or LOC mode disengages the GTC/GTC.H
mode.
Failure indications:
– GTC label changes to GTC on AFCS strip: Upper mode degradation
(e.g. loss of SEMA redundancy on the coupling axis).
– GTC labels change to amber on AFCS strip and blink in inverse
video GTC ↔ GTC: Loss or invalidity of ground speed or GPS data.
After 10 seconds, the GTC mode will disengage with the voice
message “autopilot decoupled”.
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Ground Trajectory Command in Hover mode (GTC.H)

Description The Ground Trajectory Command in Hover (GTC.H) mode is designed
assist the pilot in acquiring and maintaining hover.
– When engaged from forward flight, the mode will acquire zero ground
speed.
– In hover, the GTC.H mode maintains zero ground speed and constant
heading when the cyclic stick and pedals are released.
The GTC.H can significantly reduce the pilot workload to maintain an
accurate hover position, especially if the visual references are poor.
The GTC.H mode relies on GPS and magnetic heading to

work properly
indicated), the GTC.H mode shall not be used.
used.
When good GPS reception and heading are available, the
GTC.H mode typically holds the position within ±1 m. This
is, however, not guaranteed and the pilot should
continuously verify his position using external cues.
The GTC.H mode does not manage the vertical axis. The
pilot must manually control the height/altitude or add a
vertical mode (e.g. ALT or CRHT) when operating in GTC.H
mode.
When GTC.H is engaged at a low power setting, failure to
manage the vertical axis could result in a vertical descent
and possible entry into vortex ring conditions!
The GTC.H mode should be flown “hands-on, feet-on”,
even if the hover position is automatically acquired and
maintained when the controls are released.
This does not mean that the pilot shall firmly grip the
controls all the time when using the mode. A light grip or a
readiness to assume control immediately is both sufficient
and necessary to allow the mode to properly maintain an
exact hover position.
Mode engagement – The GTC mode is engaged with a
double press on the GTC sw. The
GTC.H mode can be activated from
any hover, low speed, or forward flight
condition.
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Display AFCS strip: GTC.H label in pitch and yaw/roll column.
Indications in hover and low speed (<20 kt):
– The groundspeed reference is shown as a green circle in the hover
indication
– Heading reference is shown as a green triangle on the compass
indication.
Indications upon mode engagement from forward flight (> 20 kt):

– Upon mode engagement, a semi–circle in the NAVD page and on the
hover indication shows the approximate aircraft stopping position at
the end of the deceleration to hover.
– This semi-circle is also shown on the FND, where it is, however, of
little use.
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Reference Upon mode engagement from forward flight (> 20 kt):
management – A hover reference is set. The position of this hover reference is
estimated based on the current groundspeed and track and is shown
on the NAVD page. The default distance is approximately the speed
divided by 100 (e.g. from 50 kt, approximately 0.5 NM).
– Using longitudinal and lateral beep inputs on the cyclic grip, this target
hover point can be moved. The autopilot will then adjust the
deceleration rate and track to achieve a hover close to the designated
hover point.
– Overriding the cyclic stick will also move the target hover point.
GTC.H in hover (< 20 kt):
– Short cyclic beep inputs (“clicks”): Each beep “click” modifies the
position reference by approximately 1 meter. Multiple clicks can be
used to translate the aircraft over several meters.
– Sustained cyclic beep inputs: Increases the groundspeed up to 6 kt
laterally and up to 5 kt rearward.
– Cyclic stick input: Changes the aircraft position. When the controls
are released, the aircraft returns to a new hover position (zero ground
speed).
– Left/right collective beep: Changes the heading reference.
– Pedal input: Slews the heading reference. When the pedals are
released, the new heading will be maintained again.
With Step 3 (MR1), the response to cyclic beep “click” inputs
was smoothened. This is particularly helpful during precision
hover operations (e.g. hoisting).
Override The GTC.H mode is intended for “hands-on”, hence override behavior
should be fully transparent.
No excessive deviation indications are provided.
Mode disengagement – Press AP UM OFF pb on cyclic. This will
also disengage any vertical modes which
might be active.
– Engage any incompatible mode.

– The GTC.H mode will switch automatically to the GTC mode when
the forward groundspeed exceeds 20 kt!
Compatibility The GTC.H mode is incompatible with:
– GTC, IAS, HDG, TRK, NAV, LOC, APP, V.APP, GS, or VOR.
Engagement of these modes will disengage the GTC.H mode.
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Envelope protection When the beep trim is used:
– Maximum lateral speed = 6 kt
– Maximum rearward speed = 5 kt
Higher speed can be obtained by overriding the cyclic.
Although the GTC.H mode works throughout the entire envelope, most
pilots use it primarily in the low airspeed range. In this range, it will
reduce the workload to maneuver and maintain a constant groundspeed.
A typical applications where GTC.H can dramatically reduce the workload
are:
– Hoist operations. During hoist operations. In particularly gusty
conditions or very close to obstacles/terrain, the pilot should be very
vigilant and manually assume control as soon as the position
deviates.
– Extend hover operations (e.g. observation missions).
The GTC.H mode can be and has been a life-saver in
unexpected white-out or brown-out conditions:
1. When visual cues are lost, engage GTC.H and maintain
height manually or using the CRHT mode.
2. Slowly lower the aircraft closer to the ground. Wait until
the snow or dust cloud becomes less dense.
3. Once visual references are acquired, vertically land the
aircraft.
The GTC.H mode was not designed to be used in zero-
visibility conditions. Therefore, whenever it is used in such
conditions, the pilot shall carefully monitor other parameters
and cues to ensure the GTC.H mode is operating as
expected.
The GTC.H mode will not prevent the aircraft from flying into
obstacles. This is the sole responsibility of the pilot!
Even with the GTC.H mode, deliberate flight into white-out
or brown-out (= zero visibility) conditions is prohibited.
Troubleshooting Failure indications:
– GTC.H label changes to GTC.H on AFCS strip: Upper mode
degradation (e.g. loss of SEMA redundancy on the coupling axis).
– GTC.H labels change to amber on AFCS strip and blink in inverse
video GTC.H ↔ GTC.H: Loss or invalidity of ground speed or GPS
data. After 10 seconds, the GTC mode will disengage with the voice
message “autopilot decoupled”.
In GTC.H mode, a small vertical oscillation at about 10 Hz
may sometimes be felt by the crew. This is an artefact of the
AFCS flight control laws and is not dangerous. If this occurs,
disengaging the GTC.H mode should stop the oscillation.
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Altitude mode (ALT)

Description Maintains the current barometric altitude upon engagement.
The ALT mode is controlled either through the pitch or
the collective axis, depending on airspeed and other
selected upper modes. The ALT mode is engaged on:
– The pitch axis: If airspeed > 65 kt for at least 5
seconds and no longitudinal mode (IAS or GTC) is
engaged (3-axis operation);
– The collective axis: If airspeed < 60 kt or a
longitudinal mode (e.g. IAS or GTC) is engaged on
pitch axis (4-axis operation).
Mode engagement Engagement by the pilot:
– Press ALT pb on APCP.
– Double forward press AP/BKUP ON switch on

cyclic (simultaneously engages IAS, HDG/TRK
and ALT).
Automatic engagement:
– Reversion from ALT.A mode to ALT mode when final reference
becomes visible on the altitude scale.
– Reversion from any vertical upper mode (except CRHT) to ALT mode
when ground proximity is detected in descent.
The ALT mode cannot be engaged below 65 KIAS if the

collective axis is inoperative (so called “forced 3-axis
operation).
Display APCP: green ON caption on ALT pb.
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Altitude mode (ALT)

AFCS strip: ALT label in pitch or collective axis column.
Altitude scale: Reference indicated by green  triangle shaped bug.
Reference Upon engagement:

management The altitude reference is set to the current barometric altitude upon mode
engagement. When the baro setting is changed, the original reference
altitude will be maintained.
Modifying the reference:

With ALT mode engaged, change altitude
reference using BEEP TRIM sw on collective
(beep rate = 75 ft/sec).
– Use the beep trim for small

altitude changes.
– Use ALT.A mode for large
reference changes.
Override Pilot override:
The altitude reference is not changed by overriding the spring forces or
using TRIM release.
Excessive deviation indication:
>ALT< appears in the AFCS strip when the altitude error exceeds:
– 300 ft from the ALT reference, or
– 80 ft from the desired trajectory to join the ALT reference,
(whichever is most conservative with a 2 second delay).
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Altitude mode (ALT)

Mode disengagement – Press ALT pb on APCP,
or
– Press AP UM OFF pb on the cyclic to switch off all upper modes,

or
– Engage incompatible mode.
– Compatibility ALT mode is incompatible with VS, ALT.A, GA, CHRT, FPA, V.APP or
GS mode. Engagement of these modes will disengage ALT mode.
– Envelope – The ALT reference cannot be set below an equivalent of 30 ft AGL. 
protection In 4-axis operation, automatic power management and limitation is
performed.
– In 3-axis operation, the power is not managed automatically. In case
insufficient power is set to maintain the altitude, the aircraft will slow
down. If altitude cannot be maintained below 70 kt, the IAS mode will
be automatically engaged, thereby shifting the ALT mode to the
collective axis (4-axis operation). Power will now be managed as in 4-
axis operation.
If the collective axis is unavailable, the aircraft will slow down to 60 kt
and maintain this airspeed as it descends.
– With ALT and IAS coupled and the IAS bug set close to the V NE , the
aircraft will fly at VH. When the ALT mode is disengaged in this
condition, the IAS bug will be automatically reset to the current
airspeed. This avoids an undesired acceleration during descent.
The ALT mode is probably the most popular upper mode – and for a
good reason: In combination with the IAS or GTC/GTC.H modes, it not
only maintains a constant altitude. It also provides almost care-free power
management.
ALT can be used in combination with the GTC.H to
maintain a constant altitude. However, this combination
should never be used below 30 ft AGL because it will lead
to unstable vertical oscillations. Use CRHT mode instead.
Troubleshooting When the ALT label changes to ALT (amber) on the AFCS strip:
– The upper mode may be degraded (e.g. due to the loss of a
redundant SEMA).
– Because the collective axis is not available (forced 3-
axis operation). This will be indicated in the AFCS
strip by an amber frame around the collective axis.
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N° 12 - 22
Altitude mode (ALT)

– Because the collective lever position sensor has failed (COLL LINK
shown in the AFCS strip).
– Because the pilot is manually overriding the collective axis. This can
also be the case when the collective friction is too high to be
overcome by the autopilot trim system.
– Because of a discrepancy between the two barometric sensors. This
will be indicated by an amber caution arrow . . on the altitude scales.
Although the H145 only has two static pressure
sources, smart monitoring of the static pressures and
GPS height is used to try and detect which static
source is unreliable. Nonetheless, there may be
circumstances under which this monitoring cannot
identify and automatically disengage the erroneous
source. In these conditions, the discrepancy arrow . .
will be triggered when the altitude difference is more
than 60 ft below 8000 ft and up to 100 ft at 20000 ft.
The ALT label changes to ALT and flashes in inverse video ALT:
– Total loss or invalidity of all barometric data. After 10 seconds, the
ALT mode is automatically disengaged and a voice message
“autopilot decoupled” sounds.
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Altitude acquire mode (ALT.A)

Description The ALT.A mode acquires a pre-selected altitude. When armed, the
ALT.A mode:
– engages the V/S or FPA mode (depending on the selection of the
APCP butterfly switch).
– within ±300 ft from the reference altitude, ALT.A automatically reverts
to ALT mode.
The ALT.A mode is controlled either through the pitch or
the collective axis, depending on engaged mode (V/S,
FPA, or ALT).

– On the APCP, turn the ALT.A rotary switch to
preselect the altitude to be acquired.
– Then press the ALT.A rotary switch to engage the
mode.
Engagement through the GA mode:

When ALT.A was preselected, activating the GA mode will
also activate ALT.A. The ALT.A reference will then be
either the preselected one, or 1000 ft above the current
altitude upon GA engagement, whichever is higher.
Engagement through the GA mode:

When ALT.A was preselected at least 40ft above current
altitude, activating GA will also activate ALT.A (using the
preselected altitude)
The ALT.A mode cannot be engaged below 55 KIAS if the

collective axis is inoperative (so called “forced 3-axis
operation).
Display APCP: green light near ALT.A knob.
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N° 12 - 22

AFCS strip: VS (resp. FPA) label in pitch or collective axis column;
ALT.A is displayed below (example shows VS).
Altitude scale: Reference indicated by cyan  triangle shaped bug and
by a cyan alphanumeric value above the altitude scale.
Vertical speed scale: Vertical speed indicated by a green  triangle (VS
in control) or a green  diamond (FPA in control).
Reference Reference selection: Turn ALT.A rotary knob on APCP (10 ft per notch
management below 500 ft, 50 ft per notch above 500 ft).
The ALT.A reference is insensitive to baro setting

(QNH/QFE) changes on the master side. If the baro
setting is different between the pilot’s and copilot’s
display, the displayed ALT.A references will also be
different.
Vertical speed: Default vertical speed reference is 1000 ft/min in climb

and 500 ft/min in descent upon mode engagement (or equivalent in FPA).
If a vertical speed reference was preselected before engaging ALT.A
mode, AFCS uses the preselected reference.
To modify the vertical speed reference with ALT.A mode engaged, adjust
vertical speed in accordance with VS mode description, or adjust flight
path angle in accordance with FPA mode description.
Override Pilot override: The ALT.A reference is not changed by overriding the
spring forces or using TRIM release.
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N° 12 - 22

Mode disengagement – Press ALT.A rotary knob on APCP,
or
– Press AP UM OFF pb on the cyclic to switch off all upper modes,

or
The preselected ALT.A reference

can be removed without engaging
ALT.A by a long push (>1 second)
on the AP UM OFF pushbutton.
Compatibility ALT.A mode incompatible with ALT, VS, CRHT, FPA, V.APP or GS
mode. Engagement of these modes will disengage ALT.A mode.
Envelope protection – When approaching the ground, the VS/FPA mode is automatically
changed to ALT, to achieve a level off at 150 ft. This is independent
of the ALT.A setting.
– If ALT.A is engaged on the pitch axis (3-axis operation) with
insufficient power to establish a 1000 ft/min rate of climb, the
helicopter will automatically slow down. Around VY, the AFCS will
automatically engage to 4-axis operation by engaging IAS (and
thereby shifting VS/FPA and ALT.A to the collective axis).
– Use the ALT.A mode to change flight levels in IFR, or during an

approach without vertical guidance (e.g. LNAV approach).
– During IFR departure, the initial climb altitude can be set as ALT.A
reference before take-off. As soon as the aircraft is in the climb,
pressing the ALT.A knob will activate the ALT.A mode.
– During an ILS or LPV approach, the initial climb altitude of the go-
around can be set as ALT.A reference. When GA is pressed, the
ALT.A mode will be automatically activated to this preset altitude.
When an ALT.A reference is set, but the ALT.A mode is not engaged, a
voice message “ALT.A crossing“ will sound when the aircraft is about to
cross the reference.
The intention of this voice message was to remind the pilot that he
selected an ALT.A reference, but did not subsequently arm the mode.
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N° 12 - 22

The ALT.A crossing voice message will sound only on
the first crossing of the reference. On subsequent
crossings, it will not sound.
Therefore, it shall not be used as an altitude alert.
Troubleshooting The ALT.A label flashes in inverse video:
– Total loss or invalidity of all barometric data. After 10 seconds, the
ALT.A mode is automatically disarmed and a voice message
“autopilot disarmed” sounds.
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Heading mode (HDG)

Description Maintains the current heading upon engagement, or acquires and holds a
pre-selected heading.
In forward flight (>30 kt) the HDG mode uses a turn rate of approximately
3°/sec to acquire a new reference. The bank angle is limited to 0.16 times
the airspeed in knots (e.g. 16° at 100 kt) with a maximum bank angle of
22°. The maximum roll rate is 5°/sec.
Below 50 kt, the HDG mode can be engaged in combination with the
GTC or GTC.H modes. In this case, a turn rate of up 10°/sec will be used
to acquire a new reference.
The mode controls the heading on the roll axis or on the yaw axis,
depending on the heading error and the flight condition.
– In forward flight, the autopilot controls large heading
changes through the roll axis and uses the yaw axis to
coordinate the turn. For small heading changes, only
yaw axis commands are used.
– Near hover, the autopilot only controls the yaw axis.
– Press HDG/TRK rotary knob on APCP
(butterfly knob must be set to VS-HDG).
If HDG was preset, the helicopter will
turn left or right, whichever is shortest.
– Double forward press AP/BKUP ON

switch on cyclic (simultaneously
engages IAS, HDG and ALT, when the
butterfly knob is set to VS-HDG).
The preset reference will be used in this
case. If no heading was preset, the
reference HDG will be heading that is
reached after the aircraft has rolled
level.
– Automatic reversion from TRK mode to HDG if the butterfly knob on
the APCP is switched from FPA-TRK to VS-HDG. In this case, the
track reference will be automatically converted to a heading reference
taking the current drift into account.
Display APCP: green light near HDG knob.
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Heading mode (HDG)

AFCS strip: HDG label in roll/yaw axis column. This label will not be
shown when using the HDG mode in combination with the GTC or GTC.H
mode.
Heading scale: Reference indicated by:
– a cyan  triangle shaped bug, if HDG is not engaged;
– a green  triangle shaped bug, if HDG is engaged;
– a flashing green/white triangle shaped bug while changing the
reference.
Reference Reference selection:

management − Turn HDG rotary knob on APCP (1° per notch).
− If no heading reference is preselected, the reference is set to the
current heading upon mode engagement.

− In forward flight and hover: By the HDG
knob on the APCP.
The aircraft will turn in the direction of the
HDG switch rotation. If a heading change
of more than 180° is made, the turn will
be maintained in the direction it was
begun.
− In forward flight and hover: By the BEEP

TRIM sw on collective (beep rate =
5°/sec).
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N° 12 - 22
Heading mode (HDG)

− In forward flight only: By the BEEP TRIM
sw on cyclic (beep rate = 5°/sec).
− In hover only: A pedal input will slew the HDG reference. When the
pedal input is stopped, the heading will be maintained.
Override Pilot override: The HDG reference is not changed by overriding the spring
forces or using TRIM release, except in hover where pedal override will
slew the heading reference.
>HDG< appears in the AFCS strip when the pilot overrides the roll axis
in forward flight and the heading error exceeds 10° for more than 2
seconds.
Mode disengagement − Press the HDG knob on the APCP;
– Switch the butterfly switch on the APCP to the FPA-TRK mode to

switch to TRK mode;
– Press AP UM OFF pb on the cyclic to switch off all upper modes;
or
− Engage incompatible mode.
Compatibility HDG mode incompatible with LOC, NAV, APP or VOR mode and with
GTC mode in forward flight. Engagement of these modes will disengage
the HDG mode.
Envelope protection The HDG mode will perform a standard heading change of 3°/sec, with a
maximum bank angle of 22°.
– At low speed or in strong winds, the track could differ significantly
from the selected HDG. In these conditions, the TRK mode may be a
better choice.
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N° 12 - 22
Heading mode (HDG)

Troubleshooting When the HDG label changes to HDG (amber) on the AFCS strip:
redundant SEMA).
– A discrepancy between the two heading sensors may exist. This will
be indicated by an amber caution arrow . . on the heading scales.
– If HDGi MAG HDG FAIL is displayed in the master list, a magnetic
heading source was lost and redundancy is not available. In IFR,
regular cross checking with the standby compass is recommended.
– If HDG1 MAG HDG FAIL HDG2 is

displayed in the master list, both magnetic
heading sources were lost. In this case, the
last valid magnetic heading and the
remaining AHRS data are used to calculate
a heading for the autopilot. On the FND,
the heading rose is no longer displayed,
but a green bug and a numerical HDG
value (XXX°) is displayed. The HDG
mode can still be engaged and disengaged
and the HDG reference can be changed.
The pilot must, however, check that this
heading is correct by comparing it with the
standby compass.
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N° 12 - 22
Track mode (TRK)

Description Maintains the current track angle upon engagement, or acquires and
holds a pre-selected track angle, compensating for drift due to wind.
The TRK mode uses a turn rate of approximately 3°/sec to acquire a new
reference. The bank angle is limited to 0.16 times the airspeed in knots
(e.g. 16° at 100 kt) with a maximum bank angle of 22°. The maximum roll
rate is 5°/sec.
– The autopilot controls large track changes through the

roll axis and uses the yaw axis to coordinate the turn.
For small track changes, only yaw axis commands are
used. Wind drift is automatically compensated.
– At low airspeed, the track cannot be computed.
Consequently, the TRK mode behaves like the HDG
mode below 30 kt.
The TRK mode relies on GPS and magnetic heading to

work properly
indicated), TRK shall not be used.
used.
– Press HDG/TRK rotary knob on APCP
(butterfly knob must be set to FPA-
TRK).
The mode will engage only if:
− IAS ≥ 30 kt, and
− Groundspeed ≥ 20 kt.
If TRK was preset, the helicopter will
turn left or right, whichever is shortest.
– Double forward press AP/BKUP ON

switch on cyclic (simultaneously
engages IAS, TRK and ALT, when the
butterfly knob is set to FPA-TRK).
The preset reference will be used in this
case. If no heading was preset, the
reference HDG will be heading that is
reached after the aircraft has rolled
level.
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N° 12 - 22
Track mode (TRK)

– Automatic reversion from HDG mode to TRK if the butterfly knob on
the APCP is switched from VS-HDG to FPA-TRK. In this case, the
heading reference will be automatically converted to a track reference
taking the current drift into account.
Display APCP: green light near TRK knob.
AFCS strip: TRK label in roll/yaw axis column.

Heading scale: Reference indicated by:
– a cyan  open diamond shaped bug, if HDG is not engaged;
– a green  open diamond shaped bug, if HDG is engaged;
reference.

management − Turn TRK rotary knob on APCP (1° per notch).
− If no track reference is preselected, the reference is set to the current
track upon mode engagement.
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N° 12 - 22
Track mode (TRK)

− In forward flight and hover: By the TRK
knob on the APCP.
The aircraft will turn in the direction of the
TRK switch rotation. If a track change of
more than 180° is made, the turn will be
maintained in the direction it was begun.
− In forward flight and hover: By the BEEP

TRIM sw on collective (beep rate =
5°/sec).
NOTE: At low speed, HDG control laws
are used instead of TRK; consequently a
 is indicated on the compass rose).
− In forward flight only: By the BEEP TRIM
sw on cyclic (beep rate = 5°/sec).
Override Pilot override: The TRK reference is not changed by overriding the spring
forces or using TRIM release.
>TRK< appears in the AFCS strip when the pilot overrides the roll axis in
forward flight and the track error exceeds 10° for more than 2 seconds.
Mode disengagement − Press the TRK knob on the APCP;
– Switch the butterfly switch on the APCP to the VS-HDG mode to

switch to HDG mode;
or
Compatibility TRK mode incompatible with LOC, NAV, APP, GTC, or GTC.H or VOR
mode. Engagement of these modes will disengage TRK mode.
Envelope protection The TRK mode will perform a standard heading change of 3°/sec, with a
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N° 12 - 22
Track mode (TRK)

– Use of IAS in combination with TRK is recommended, to maintain a
constant track when the IAS is changed.
Troubleshooting When the TRK label changes to TRK (amber) on the AFCS strip:
redundant SEMA).
The TRK label changes to TRK and flashes in inverse video TRK:
– Total loss or invalidity of all groundspeed or GPS data. After 30
seconds, the TRK mode is automatically disengaged and a voice
message “autopilot decoupled” sounds.
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Airspeed mode (IAS)

Description Maintains the current indicated airspeed upon engagement, or acquires and
holds a pre-selected indicated airspeed.
The IAS mode uses the master side airspeed as IAS reference.
The IAS mode is always controlled through the pitch axis. The
maximum rate at which a new IAS is acquired is:
− 1.3 kt/sec during acceleration,
− 1.5 kt/sec during deceleration.
Mode Engagement by the pilot:

engagement − Press IAS knob on APCP.
If the IAS was preset, the helicopter will accelerate
or decelerate to obtain the reference IAS.
– Double forward press AP/BKUP ON switch on

cyclic (simultaneously engages IAS, HDG/TRK
and ALT).
The preset IAS reference will not be used in this
case, the reference IAS will be the IAS upon
engagement (at least 30 kt)
If IAS is engaged below 30 kt, the pre-

set IAS reference will be used.
If no IAS reference was pre-set, the
reference will be set to 30 kt and the
helicopter will accelerate to 30 kt!
If the airspeed drops below the protection speed (60 kt) when a vertical mode
(ALT, ALT.A, VS, FPA, V.APP or GS) is engaged on the pitch axis (3-axis
operation), the vertical mode will be transferred to collective axis and IAS mode
engaged in pitch axis.
During an LPV approach, IAS will be automatically engaged prior to the FAF.
Display APCP: green light near IAS knob.
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N° 12 - 22
Airspeed mode (IAS)

AFCS strip: IAS label in pitch axis column.
IAS scale: Reference indicated by:
– a cyan  triangle shaped bug, if HDG is not engaged;
– a green  triangle shaped bug, if HDG is engaged;
– a flashing green/white triangle shaped bug while changing the reference.

management − Turn IAS rotary knob on APCP (1kt per notch).
− If no airspeed reference is preselected, the reference is set to the current
airspeed upon mode engagement.
− By the IAS knob on the APCP.
− By the BEEP TRIM sw on the cyclic (beep rate =
8 kt/sec).
− The reference cannot be beeped above VNE, except for the

power-off VNE.
− In V.APP mode, the reference cannot be beeped above the
maximum airspeed for a 1000 ft/min rate of descent.
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N° 12 - 22
Airspeed mode (IAS)

Override Pilot override: The airspeed reference is not changed by overriding the spring
>IAS< appears in the AFCS strip when the airspeed error exceeds the IAS
reference by:
+12 kt (IAS > IAS reference) for more than 2 seconds, or
−12 kt (IAS < IAS reference) and IAS < V Y −12 kt.
Mode − Press the IAS knob on the APCP;
disengagement
− Press AP UM OFF pb on the cyclic to switch off all upper modes, or

− Engage GA or GTC/GTC.H mode.
Compatibility − IAS mode incompatible with GTC and GTC.H mode. Engaging these
modes will automatically disengage IAS mode.
− In forced 3-axis operation (collective axis not available), engaging a vertical
mode, will automatically disengage the IAS mode.
Envelope − IAS range: IAS can only be set between 30 kt and V NE . If the V NE reduces,
protection the IAS reference will be automatically reduced accordingly.
− Auto level off: If IAS is engaged without any vertical mode, ALT mode will
be automatically engaged during descent in order for the aircraft to level off
at 150 ft AGL. The ALT mode is normally engaged before reaching 150 ft,
depending on the rate of descent.
− Priority: In case IAS and a vertical mode are engaged in a climb, IAS may
be automatically reduced by the autopilot (down to 80 kt) in order to try and
achieve the vertical mode’s target.
− Power protection: When IAS mode is engaged with ALT and the IAS
reference is set above V H , the autopilot will automatically limit power to just
below MCP, thereby automatically flying V H .
− Acceleration protection: With ALT and IAS coupled and the IAS bug set
close to the V NE , the aircraft will fly at V H . When the ALT mode is
disengaged in this condition, the IAS bug will be automatically reset to the
current airspeed. This avoids an undesired acceleration in descent.
− Descent rate protection: In V.APP mode, the maximum IAS reference
speed will be limited to an airspeed that will result in a 1000 ft/min rate of
descent.
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N° 12 - 22
Airspeed mode (IAS)

– In case IAS is used, it is good practice to also engage a vertical mode.
Otherwise, the pilot will need to manage power to maintain the desired
vertical flight path.
Troubleshooting When the IAS label changes to IAS (amber) on the AFCS strip:
− The upper mode may be degraded (e.g. due to the loss of a redundant
SEMA).
− There is a non-resolved discrepancy between the two airspeed sensors.
This is indicated by an amber caution arrow . . below the airspeed scale.
The IAS label changes to IAS and flashes in inverse video IAS:
− Total loss or invalidity of airspeed data. After 10 seconds, the IAS mode is
automatically disengaged and a voice message “autopilot decoupled”
sounds.
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Vertical speed mode (V/S)

Description Maintains current vertical speed upon engagement, or acquires and holds
a pre-selected vertical speed.
The VS mode can be used by itself, or through the ALT.A mode.
The VS mode can also be used following GA mode engagement.
The VS mode is controlled either through the pitch or the

collective axis, depending on airspeed and other selected
upper modes. The VS mode is engaged on:
– The pitch axis: If airspeed > 65 kt for at least 5 seconds
and no longitudinal mode (IAS or GTC/GTC.H) is engaged
(3-axis operation);
– The collective axis: If airspeed < 60 kt or a longitudinal
mode (e.g. IAS or GTC/GTC.H) is engaged on pitch axis
(4-axis operation).
– Press VS/FPA rotary knob on APCP
(butterfly knob must be set to VS-HDG).
If a vertical speed was preset, the helicopter
will climb or descend with the preset vertical
speed.
– Automatic reversion from FPA mode to VS if the butterfly knob on the
APCP is switched from FPA-TRK to VS-HDG. In this case, the flight
Path angle reference will be automatically converted to a vertical
speed reference taking the current groundspeed into account.
– ALT.A engagement automatically engages VS when the butterfly
switch is set to VS-HDG.
– GA engagement automatically engages VS when the butterfly switch
is set to VS-HDG.
Display APCP: green light near VS knob.
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N° 12 - 22

AFCS strip: VS label in pitch or collective axis column.
Vertical speed scale: Reference indicated by:
– a cyan  triangle shaped bug, if VS is not engaged;
– a green  triangle shaped bug, if VS is engaged;
reference.

management − Turn VS rotary knob on APCP (50 ft per notch).
− If no vertical speed reference is preselected, the reference is set to
the current vertical speed upon mode engagement.

− With VS mode engaged, change vertical
speed reference using BEEP TRIM sw on
collective (beep rate = 600 fpm/sec).

The vertical speed reference is not changed by override of spring forces
or using TRIM release.
>VS< appears in the AFCS strip when the vertical speed error exceeds:
– 500 ft/min from the VS reference (with a 5 second delay).
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N° 12 - 22

Mode disengagement – Press VS knob on the APCP;
– Switch the butterfly switch on the APCP to the FPA-TRK mode to

switch to FPA mode;
or
Compatibility VS mode incompatible with ALT, CRHT, FPA, V.APP or GS mode.
Engagement of these modes will disengage VS mode.
Envelope protection – The vertical speed in VS
mode is limited to +2200
ft/min in climb and -2200
ft/min in descent above
55 kt. Below 55 kt, the
maximum rate of descent
is gradually reduced to 300
ft/min to protect from entry
into vortex ring conditions.
If the VS is engaged
outside these limits, the
aircraft will be automati-
cally brought back within
these limits.
– When approaching the ground, the VS mode is automatically
changed to ALT, to achieve a level off at 150 ft radar height.
– If VS is engaged with IAS (4-axis operation), power is automatically
limited to MCP/TOP (depending on the airspeed). If the vertical speed
target cannot be achieved, the aircraft will slow down to not less than
80 kt in order to achieve the climb target.
– If VS is engaged on the pitch axis (3-axis operation) with insufficient
power to establish the selected rate of climb, the helicopter will
automatically slow down. Around V Y , the AFCS will automatically
engage to 4-axis operation by engaging IAS (and thereby shifting VS
to the collective axis).
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– It is recommended to engage IAS with VS, to reduce the workload
required for power and speed management.
– Use of the ALT.A mode to engage the VS mode is recommended,
because the ALT.A mode will prevent climbing or descending beyond
the desired altitude.
Troubleshooting The VS mode cannot be engaged:
− If the collective axis is inoperative (forced 3-axis mode) and IAS is
below 55 kt (aircraft will then accelerate to 60 kt).
When the VS label changes to VS (amber) on the AFCS strip:
− The upper mode may be degraded (e.g. due to the loss of a
redundant SEMA.
The VS label changes to VS and flashes in inverse video VS:
Total loss or invalidity of vertical speed data. After 10 seconds, the VS
mode is automatically disengaged and a voice message “autopilot
decoupled” sounds.
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Flight path angle mode (FPA)

Description Maintains the current flight path angle (slope with respect to the ground)
upon engagement or acquires and holds a pre-selected flight path angle.
The FPA mode can be used by itself, or through the ALT.A mode.
The FPA mode can also be used following GA mode engagement.
The flight path angle is the climb or descent angle with

respect to the ground. It is often provided on approach or
departure charts.
The flight path angle is normally given in percent (FPA%)
or degrees (FPA°), where:
FPA° ≈ 0.6 × FPA%
The FPA mode is controlled either through the pitch or the
collective axis, depending on airspeed and other selected
upper modes. The FPA mode is engaged on:
– The pitch axis: If airspeed > 65 kt for at least 5
seconds and no longitudinal mode (IAS or
GTC/GTC.H) is engaged (3-axis operation);
– The collective axis: If airspeed < 60 kt or a longitudinal
mode (e.g. IAS or GTC/GTC.H) is engaged on pitch
axis (4-axis operation).
– Flight path angle cannot be pre-selected below 20 kt.
FPA mode can be engaged but will be realized by VS
mode until ground speed is above 20 kt.
To maintain a constant flight path angle, the autopilot
changes the vertical speed as a function of the
groundspeed.
The FPA mode relies on GPS and magnetic heading to
work properly
– In case of poor GPS reception (e.g. when operating in
a canyon or when an associated GTN message is
indicated), FPA shall not be used.
operating near large metallic structures or MAG
DEGR indicated), the DG mode (with correct heading)
shall be used.
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– Press VS/FPA rotary knob on APCP
(butterfly knob must be set to FPA-
TRK).
If a flight path angle was preset, the
helicopter will climb or descend with the
preset vertical speed.
– Automatic reversion from VS mode to FPA if the butterfly knob on the
APCP is switched from VS-HDG to FPA-TRK. In this case, the vertical
speed reference will be automatically converted to a flight path angle
reference taking the current groundspeed into account.
– ALT.A engagement automatically engages FPA when the butterfly
switch is set to FPA-TRK.
– GA engagement automatically engages FPA when the butterfly
switch is set to FPA-TRK.
Display APCP: green light near FPA knob.
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AFCS strip: FPA label in pitch or collective axis column.
Above the vertical speed scale: Reference indicated by an alphanumeric
value in percent (%) and preceded by − for decent. The value is shown
in:
– cyan −XX.X% if FPA is not engaged.
– green −XX.X% if FPA is engaged.
Attitude scale: Reference indicated by a diamond on the attitude scale:

– a cyan <> triangle shaped bug, if FPA is not engaged;
– a green <> triangle shaped bug, if FPA is engaged;
– a flashing green/white diamond shaped bug while changing the
reference.
– A brown  diamond shaped symbol indicates the current flight path
angle.
When changing the FPA reference, an alphanumeric value in
degrees -XX.X° or -XX.X° will be indicated next to the diamond in the
attitude scale for 10 seconds.
Vertical speed scale: Reference converted in vertical speed is indicated

by a small diamond in the vertical speed scale:
– a cyan  diamond shaped bug, if FPA is not engaged;
– a green  diamond shaped bug, if FPA is engaged;
– a flashing green/white diamond shaped bug while changing the
reference.
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management − Turn VS rotary knob on APCP (0.1% per notch).
− If no flight path reference is preselected, the reference is set to the
current flight path upon mode engagement.

− With FPA mode engaged, change
vertical speed reference using BEEP
TRIM sw on collective.

The flight path angle reference is not changed by override of spring
>FPA< appears in the AFCS strip when the vertical speed error exceeds:
− 500 ft/min from the VS reference (with a 5 second delay).
Mode disengagement Press FPA knob on the APCP;
– Switch the butterfly switch on the APCP to the VS-HDG mode to

switch to VS mode;
or
Compatibility FPA mode incompatible with ALT, CRHT, VS, V.APP, or GS mode.
Engagement of these modes will disengage FPA.
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Envelope protection
− The vertical speed in FPA
mode is limited to +2200
ft/min in climb and -2200
ft/min in descent above
55 kt. Below 55 kt, the
maximum rate of descent is
gradually reduced to 300
ft/min to protect from entry
into vortex ring conditions.
If the FPA is engaged
outside these limits, the
aircraft will be automatically
brought back within these
limits.
– When approaching the ground, the FPA mode is automatically
– If FPA is engaged with IAS (4-axis operation), power is automatically
limited to MCP/TOP (depending on the airspeed). If the flight path
angle target cannot be achieved, the aircraft will slow down to not less
than 80 kt in order to achieve the climb target.
– If VS is engaged on the pitch axis (3-axis operation) with insufficient
power to establish the selected flight path angle climb, the helicopter
will automatically slow down. Around V Y , the AFCS will automatically
engage to 4-axis operation by engaging IAS (and thereby shifting
FPA to the collective axis).
– FPA is very useful during an approach when a specific approach
angle is defined. In this case, the following procedure is
recommended:
o Decision height and/or altitude – Set
o FPA preselect desired angle – Set
o When passing the descent point (FAF) – Press FPA
During the descent, reducing the speed will automatically adjust the
rate of descent to maintain the flight path angle, thereby significantly
reducing the pilot’s workload.
– It is recommended to engage IAS with FPA, to reduce the workload
required for power and speed management.
– Use of the ALT.A mode to engage the FPA mode is recommended,
because the ALT.A mode will prevent climbing or descending beyond
the desired altitude.
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Troubleshooting The FPA mode cannot be engaged:
− If the collective axis is inoperative (forced 3-axis mode) and IAS is
below 55 kt (aircraft will then accelerate to 60 kt).
When the FPA label changes to FPA (amber) on the AFCS strip:
− The upper mode may be degraded (e.g. due to the loss of a
redundant SEMA.
The FPA label changes to FPA and flashes in inverse video FPA:
Total loss or invalidity of ground speed or GPS data. After 10 seconds,
the FPA mode is automatically disengaged and a voice message
“autopilot decoupled” sounds.
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Cruise height mode (CRHT)

Description Acquires and holds a pre-selected radar altimeter height in hover and
forward flight.
– CR.HT shall only be used over water or a flat surface.
When used over uneven terrain or damp/wet grass,
CRHT will not be able to maintain a constant height!
– Near the ground, the pilot shall be attentive to the
collective, because a sensor error could cause the
aircraft to descend suddenly.
In Step 2, this was particularly important
because sensor errors were not monitored.
This problem was corrected with Step
2.0.1 and Step 3.
The CR.HT mode is always controlled through the
collective axis, regardless of airspeed and other engaged
modes.

– Press CRHT knob on the APCP.
Display APCP: green light near the CRHT knob.
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AFCS strip: CR.HT label in pitch or collective axis column.
Rad-alt scale: Reference indicated by:
– a cyan  triangle shaped bug, if CR.HT is not engaged;
– a green  triangle shaped bug, if CR.HT is engaged;
reference.
Above the rad-alt scale: Indicated by an alphanumeric value:

– when CRHT is not engaged, when CRHT is engaged.

management − Turn CRHT rotary knob on APCP (10 ft per notch).
− If no radar height reference is preselected, the reference is set to the
current radar height upon mode engagement.
− By the CRHT knob on the APCP (10 ft
steps).
− By the BEEP TRIM sw on the collective (25
ft/sec above 40 kt groundspeed, reducing to
10 ft/sec below 20 kt groundspeed).
The CRHT reference cannot be set

to below the decision height.
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The cruise height reference is not changed by overriding the spring
>CR.HT< appears in the AFCS strip when the height error exceeds 15 ft
for at least 2 seconds.
Mode disengagement – Press CRHT knob on APCP;

or
The preselected CRHT reference

can be removed without engaging
CRHT by a long push (>1 second)
on the AP UM OFF pushbutton.
Compatibility CR.HT mode incompatible with ALT, VS, ALT.A, GA, FPA, V.APP or GS
mode. Engagement of these modes will disengage CR.HT mode.
Envelope protection − Maximum reference height is 2200 ft AGL.
− Minimum reference height is:
o The decision height (DH), or
o 3 ft AGL (whichever is higher).
− Although CR.HT only controls the collective axis, the CR.HT mode
may reduce IAS down to V Y if power is insufficient to maintain the
selected height.
− The maximum rate of descent in CR.HT mode depends on the
forward speed and height. The rate of descent will reduce with:
o Airspeed (protection against entry into vortex ring state).
o Proximity to the ground/water.
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FLYUP FLY-UP protection is an active envelope protection mode for CR.HT.
FLY-UP is automatically engaged when:
CR.HT reference is set to: rad-alt descends below:

≥ 230 ft < 200 ft
< 230 ft but > 30 ft CR.HT reference −30 ft
< 30 ft not triggered
When FLY-UP is triggered, the autopilot will increase the collective to

start a climb with maximum rate.
When FLY-UP is triggered, the CR.HT label in the AFCS strip is replaced
by FLYUP flashing in red inverse video. In addition, a voice message
“autopilot flyup” will alert the pilot to the mode change.
FLY-UP is triggered when the terrain slopes up more than the

CR.HT mode can handle in normal operation or when the
pilot is overriding the collective axis.
When FLY-UP is triggered, the pilot should follow the
emergency procedure and assume hands-on control and
increase collective as required. Depending on the terrain
conditions, it may also be useful to slow down or perform an
avoidance turn.
− When FLY-UP is triggered, the autopilot may

react too slow. Therefore, the pilot shall
manually increase the collective in order to
“help” the autopilot achieve its maximum climb
rate target.
This problem was rectified in Step 2.0.1 and
Step 3.
The FLY-UP mode was designed to protect against rapidly
upsloping terrain (esp. during offshore operations, when
overflying a coastline or island).
FLY-UP is triggered when the terrain slopes up more than the
CR.HT mode can handle in normal operation.
The FLY-UP mode relies on rad-alt information and is
therefore independent of HTAWS. But, since it cannot see
terrain ahead, it is ineffective to protect against cliffs or very
steep terrain.
The mode is a protection against inadvertent flight into terrain
and therefore creates a warning condition and aggressively
increases power.
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− The cruise height mode is primarily intended for use over water. Over
long distances, the cruise height mode will maintain a constant height,
even if the QNH changes.
− When using CR.HT in IMC, it is recommended to use a minimum
height of 500 ft and to set decision altitude (DA) to at least 200 ft
based on the local QNH at the start of the flight. In addition, it is
recommended to also set the decision height (DH) to at least 200 ft
(to avoid inadvertent change of the CRHT reference to less than the
DH).
CR.HT should not be used in IMC over land.
− In forward flight, to reduce pilot workload for maintaining a constant

airspeed, use of IAS together with CR.HT is recommended.
− In hover, the CR.HT mode can be used in combination with GTC.H to
maintain a constant position and height above terrain. This only works
if the terrain is relatively flat and radar altimeter returns are constant.
Below 200 ft, the pilot should be attentive to the controls and closely
monitor the rate of descent and height.
Troubleshooting The CR.HT mode cannot be engaged:
− If the collective axis is not available (forced 3-axis
operation).
When the CR.HT label changes to CR.HT (amber) on the AFCS strip:
− degradation of the collective axis (loss of SEMA or trim function);
− The radar-altimeter signal may be lost or invalid.
The CR.HT label changes to CR.HT and flashes in inverse video CR.HT:
Total loss of the collective axis. The CR.HT mode is automatically
disengaged and a voice message “autopilot decoupled” sounds.
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Go-around mode (GA)

Description The go-around (GA) mode provides a means to quickly climb out to a safe
altitude following an aborted approach or to quickly engage preselected
climb parameters after departure.
The GA mode is active for a few seconds (typically 15 sec in cruise and 30
sec from hover) and then transfers control to the VS/FPA mode and IAS
modes.
The GA mode does not engage any specific roll mode. If HDG, TRK or
NAV were already engaged upon GA engagement, these modes will be
kept; VOR and LOC will be disengaged. If no roll mode was engaged when
GA is activated, the aircraft will minimize lateral accelerations (i.e. try to
maintain the track).
The GA mode uses different logics, depending on airspeed and engine
condition (AEO/OEI):
− All engines operative (AEO):
o From an approach:
 GA sets a rate of climb of 1000 ft/min or the current
rate of climb (whichever is higher)
 GA sets V Y or the current IAS or a preset IAS
(whichever is higher).
o From hover:
 GA sets a rate of climb of 1000 ft/min
 GA sets V Y or a preset IAS (whichever is higher)
When GA is engaged from hover, the pilot
must be very attentive to the flight path with
hands on the controls, because the autopilot:
− May not maintain a straight flight path.
− May not follow the Cat A/B take-off profile
and could possibly enter the H-V diagram
during take-off.
− One engine inoperative (OEI):

o Above V Y : The current airspeed is held and maximum power
is applied. If necessary, the autopilot reduces the airspeed to
obtain a positive rate of climb.
o Between V TOSS and V Y : The current airspeed is held. To
accelerate to V Y , the pilot must adjust V Y using the cyclic
beep trim or the IAS rotary switch.
o Below V TOSS : V TOSS is acquired and maximum power is
applied.
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Go-around mode (GA)

In OEI, the pilot must actively control power and NR by acting
on the collective.
− At the OEI 30” or 2’ rating, the autopilot will not maintain
the rotor speed. The NR could droop dangerously.
− At the OEI Continuous rating, the autopilot will not prevent
the use of OEI 30” or 2’ power.
The GA mode commands the collective axis through the VS
or FPA mode and the pitch axis through the IAS mode.

− Press GA pushbutton on any
collective grip.
If GA is activated during an ILS

approach with LOC and G/S captured,
ILS guidance will be cancelled.
Display APCP: green light near the VS/FPA

knob and IAS knob.
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Go-around mode (GA)

AFCS strip: GA label in collective and pitch axis columns. After 15 sec or
30 sec, the labels are replaced by:
− V/S & IAS (APCS butterfly switch in VS-HDG position)
− FPA & IAS (APCP butterfly switch in FPA-TRK position)
FND scales: References indicated by:
– Initially green  and  triangle shaped bug on the airspeed and vertical
speed scales.
– When GA reverts to V/S and IAS, the green  and  triangles are
maintained.
– When GA reverts to FPA and IAS, the green triangle on the IAS scale is
maintained, but the triangle on the vertical speed scale is replaced by
the standard FPA symbols ( on the vertical speed scale, <> on the
attitude scales, and a numerical slope indication above the vertical
speed scale).

management − IAS and VS/FPA can be preselected. See description for details.
− If ALT.A is preselected, ALT.A will be automatically armed when GA is
activated.
If an ALT.A reference was pre-selected prior to GA
engagement, its acquisition is activated together with the GA
mode (ALT.A displayed on FND AFCS strip). ALT.A
reference is either the pre-selected one, or 1000 ft above the
current altitude upon GA engagement, whichever is higher.
When ALT.A was preselected at least 40ft above current
altitude, activating GA will also activate ALT.A mode and
the helicopter will use the preselected altitude target.
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Go-around mode (GA)

Modifying the references:
As soon as GA is engaged, the IAS and VS/FPA
references can be modified.
IAS is modified by:
− the IAS rotary knob on the APCP, or
− the BEEP TRIM switch on the cyclic.
VS or FPA is modified by:

− the VS / FPA rotary knob on the APCP, or
− the BEEP TRIM switch on the collective.

The IAS and VS/FPA references are not changed by overriding the spring
>GA< appears in the AFCS strip when the vertical speed error exceeds
500 ft/min for at least 5 seconds.
Mode – Press GA pushbutton on any collective, or
disengagement – Press AP UM OFF pb on the cyclic to switch off all upper modes,
or
Compatibility GA mode incompatible with ALT, ALT.A, or CRHT mode. Engagement of
these modes will disengage GA mode and engage IAS on the pitch axis.
Disengaging IAS or VS/FPA mode during GA deactivates the
corresponding mode and GA is replaced by IAS or VS/FPA on the axis that
is not disengaged.
Envelope protection − Regardless of AEO or OEI, vertical speed has priority over airspeed, as
long as IAS is at or above V Y . If the vertical speed is beeped to the
maximum, the IAS will reduce (down to V Y , if necessary) while
maximum power is applied.
− In AEO, GA will set at least V Y . If an IAS reference speed above V Y
was set, then GA will try to achieve the reference speed if this is
achievable at the reference rate of climb.
− In case of engine failure (OEI), GA will set at least V TOSS . If the current
speed or a preset IAS reference is between V TOSS and V Y , then GA will
try to maintain/achieve the or reference speed. If the current speed or a
preset reference is V Y , then GA will try to achieve the current or
reference speed if this is achievable at the reference rate of climb.
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Go-around mode (GA)

– The typical use of GA is to initiate the go-around during an approach
when the runway is not visible at the decision height or when a go-
around is advised. During a GPS based approach, activating GA will not
only activate the autopilot’s GA mode, it will also sequence the FMS to
start the missed approach procedure.
– GA can also be used during departure. Prior to take-off, the target IAS
and level off altitude can be set. Engage NAV at the departure threshold
and as soon as 40 kt are reached, press GA to acquire the target climb
airspeed.
– GA can also be used to initiate a climb at maximum rate of climb, e.g.
when responding to a HTAWS alert in IMC. In this case, press GA and
immediately beep the target vertical rate of climb to the maximum using
the collective BEEP TRIM switch.
Troubleshooting When the GA label changes to GA (amber) on the AFCS strip:
− Degradation of the associated upper mode (loss of SEMA or trim
function).
The GA label changes to GA and flashes in inverse video GA:

− Collective axis: Total loss of collective axis. The GA mode is
automatically disengaged and a voice message “autopilot decoupled”
sounds. If IAS is > 60 kt, the VS mode is engaged on the pitch axis.
− Pitch axis GA and the FND message AP TRIM OFF: Loss of pitch trim.
After 10 seconds, the GA mode is automatically disengaged and a
voice message “autopilot decoupled” sounds. VS will remain on the
collective axis.
− Both axis GA and GA: Loss of all barometric information: After 10
seconds, the GA mode is automatically disengaged and a voice
message “autopilot decoupled” sounds.
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5.6 Navigation modes
VOR navigation mode (VOR)

Description Captures and tracks an inbound or outbound radial to or from a VOR
station.
To arm/couple a VOR source:
− The VOR receiver must be tuned to a VOR frequency,
− The VOR receiver must be selected as navigation source and must
show valid signals,
− The desired VOR course (radial) must be set,
− The minimum interception distance must be 6 NM,
− The maximum interception angle between the current heading and the
desired course should not exceed 90°,
− The indicated airspeed must be ≥ 30 kt.
The VOR mode uses the roll-yaw axis and has 3 phases:
– Armament: If the VOR deviation is too large (>2 dots), the
VOR mode will be armed only (VOR indicated). To
capture the VOR, the pilot has to select a heading or
track that will intercept the VOR radial with a
recommended angle of 90° or less and at 6 NM or more
from the station.
– Capture and tracking: Depending on the intercept angle,
the aircraft will capture the VOR at 1.5 or 2 dots. At
intercept angles in excess of 45°, the aircraft will pre-align
to intercept with a 45° angle. Within 0.4 and 1.5 dots, the
aircraft will turn to align itself with the radial and continue
tracking.
– Loss of bearing validity or rapid deviation change: While
crossing the cone of silence over the VOR station, the
bearing signal will show fast and large amplitude
variations and then becomes invalid for some time. The
VOR mode will then continue on a steady track until the
cone of silence is exited (while displaying VOR) and
normal VOR station tracking can resume.
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– Select VOR1 or VOR2 as navigation source on
the FND or NAVD, using the NAV softkey on
the respective MFD.
– Press the CPL softkey on the corresponding
FND or NAVD.
Depending on the initial conditions, the VOR mode
will either arm first (showing VOR1 or VOR2) or will
couple immediately (showing VOR1 or VOR2).
If the mode is armed, it will capture automatically
when the capturing conditions are met (within 1.5
dots deviation).
While the mode is armed, any existing mode (NAV,
HDG, TRK, etc.) will remain active, until VOR
captures.
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N° 12 - 22

Display AFCS strip: The mode will be shown:
– VOR1 or VOR2 in the roll-yaw axis column of the second row if the
mode is armed,
– VOR1 or VOR2 label in the roll-yaw axis column of the upper row if the
mode is coupled,
– VOR1 or VOR2 label while overflying the station.
NAV area:
– The navigation source information will be shown in cyan when the
mode is selected or armed; it will be shown in green when the mode is
captured. On the master side, the mode will be shown in inverse video
(VOR1 or VOR2).
– On the compass rose, the VOR course deviation bar will be shown in
cyan when VOR is selected or armed and in green when VOR is
captured.
– A blue   or   green triangle between the two reference bars
indicates the direction of displacement relative to the VOR station
(FROM or TO).
Reference The course (radial) can be modified by pressing the CRS softkey and then
management (within 5 seconds) turning the rotary knob on the MFD (1° per notch).
While overflying the station (mode showing VOR1 or VOR2), the CRS can
be modified to set the desired outbound course.
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N° 12 - 22

The course is not changed by overriding the spring forces or using TRIM
release.
>VOR1< or >VOR2< appears in the AFCS strip when the course
deviation is at least 1 dot for 2 seconds (after the mode was coupled for at
least 30 seconds).
Mode – When VOR is armed, press
disengagement the DISARM softkey on the
respective FND or NAVD.
– When VOR is captured,
press the DCPL softkey on
the respective FND or NAVD.
When VOR is captured, the following will decouple VOR:

– Press AP UM OFF pb on cyclic, or
– Change navigation source or VOR receiver frequency, or
Compatibility VOR mode incompatible with HDG, GTC, GTC.H, TRK, LOC, APP or
NAV mode. Engagement of these modes will disengage VOR mode.
Envelope protection The bank angle in VOR will perform standard rate turns (3°/sec heading
change) with a maximum bank angle of 22°.
– It is possible to preset two different VOR courses on two different
VORs, one on the FND and one on the NAVD or swap VOR sources
on the same MFD.
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Troubleshooting When the VORi label changes to VORi (amber) on the AFCS strip:
– The upper mode may be degraded (e.g. due to the loss of a redundant
SEMA), or
– The VOR station is being overflown (OSS, Over Station Sensor).
The VORi label changes to VORi and flashes in inverse video VORi, or
the VORi label flashes in inverse video VORi, the VORi mode is
automatically disengaged and a voice message “autopilot decoupled” or
“autopilot disarmed” sounds.
– Change of navigation source for at least 10 seconds (except if the
same navigation source is selected and displayed on the other MFD of
the master side);
– The VOR frequency was changed;
– The VOR bearing was lost for at least 60 seconds;
– The heading was completely lost or is invalid.
VORi mode cannot be coupled without valid

DME:
– On the NAVD (regardless of display
format);
– On the FND in sector (SCT)mode.
because the range cannot be indicated. In
this case, the amber message USE HSI is
displayed in the navigation area. Use the HSI
display in this case.
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ILS approach mode (LOC + GS)

Description Captures and tracks the ILS localizer and glideslope beam to align the
aircraft for an ILS runway approach. This will engage the localizer (LOC)
and glideslope (G/S) modes.
To arm/couple an ILS source (LOC + GS):
− The VOR/ILS receiver must be tuned to an ILS frequency,
− The same ILS frequency should be tuned on both FMS,
− The ILS must be selected as navigation source and must show valid
signals (recommended use is ILS1 on the copilot’s side and ILS2 on
the pilot’s side),
− The desired localizer course must be set,
− The recommended interception distance is at least 6 NM,
− The maximum interception angle between the current heading and
the localizer course should not exceed 90°,
− HSI must be selected on the FND or ROSE on the NAVD,
For the autopilot to function properly, the localizer course
must be set correctly. If the course is set incorrectly, erratic
course changes or roll oscillations may result.
Normally, localizer (LOC) and glideslope (GS) are coupled

together. LOC mode can, however, be coupled without GS,
if desired (see localizer approach). GS, however, cannot be
coupled without LOC.
LOC mode
The LOC mode uses the roll/yaw axis for control.
The LOC mode has 2 phases:
– Armament: If the localizer deviation is too large for
capturing (>2.5 dots), the LOC mode will be armed only
(LOCi indicated). To capture the localizer, the pilot has
to select a heading or track that will intercept the
localizer beam with a recommended angle of 90° or less
and at 6 NM or more from the station. Alternatively, the
NAV with an ILS overlay approach can be used to
intercept the ILS.
– Capture and tracking: The LOC mode will capture
(couple) if the deviation is valid and:
o Intercept angle < 25°: The aircraft will capture LOC
when the deviation is ≤1dot.
o Intercept angle ≥ 25°: The aircraft will capture LOC
when the deviation is ≤ 2.1 dots. The aircraft will
then initially turn to intercept the localizer with a 25°
angle. Final alignment with the localizer will then
occur when the deviation is 1 dot.
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GS mode
The GS mode uses the pitch or collective axis for control.
GS is engaged on:
– Collective axis: if airspeed < 60 kt or IAS is engaged.
– Pitch axis: If airspeed > 65 for more than 5 seconds and
IAS is not engaged.
The GS mode also has 2 phases:
– Armament: The glideslope is the localizer is armed or
coupled and the capture conditions are not yet met.
– Capture and tracking: The GS mode will capture
(couple) if the glideslope deviation is valid and:
o LOC has already captured,
o The protection against “false” beams is not active
(see envelope protection).
o On a normal approach, the capture typically occurs
when the aircraft is 0.3 dots below the glidepath. On
very fast arrivals and steep glideslopes, GS could,
however, capture sooner (minimum 2 dots above the
glide path).
The GS mode is certified for glideslopes up to 6.7°. This was

demonstrated during an approach to Lugano, Switzerland.
– Select ILS1 or ILS2 as navigation source on
the respective MFD.
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It is recommended to select ILS1 on
the copilot’s FND and ILS2 on the
pilot’s FND.
ILS can also be selected on the
NAVD, but this is rather unusual, as
the NAVD is typically used to display
an ILS overlay during the approach.
Beware of “false” localizer beams.
When far from the runway axis, the
localizer reception may sometimes
decode a valid deviation inside the
range ± 2.1 dots. Such a situation
would lead to premature LOC
capture if the ILS modes were
armed. To reduce this risk, the ILS
modes avoid arming the ILS too far
away from the runway axis.
FND or NAVD.
Depending on the initial conditions, the ILS mode will either arm first
(showing LOC1 / G/S1 or LOC2 / G/S2) or will couple immediately
(showing LOC1 / G/S1 or LOC2 / G/S2).
If the LOC and GS modes are armed, they will capture automatically
when the capturing conditions are met.
While the mode is armed, any existing mode (NAV, HDG, TRK, ALT,
etc.) will remain active, until LOC respectively GS capture.
When a glideslope is associated with the ILS frequency,
engaging the ILS will arm/couple both LOC and G/S.
– If no glideslope is associated to the ILS frequency
(localizer only approach), only LOC will arm and couple.
– If a GS is associated but unreliable, it is possible to
disarm the G/S mode by a long press on the DISARM
softkey, respectively to decouple the GS mode by a long
press on the DCPL softkey. The G/S mode can be re-
armed or re-coupled again by a long push on the same
softkey.
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– LOC1 or LOC2 in the roll-yaw axis column of the second row if the
mode is armed,
– G/S1 or G/S2 in the pitch or collective axis column of the second row
if the mode is armed,
– LOC1 or LOC2 label in the roll-yaw axis column of the upper row if
the mode is coupled,
– G/S1 or G/S2 label in the pitch or collective axis column of the upper
row if the mode is coupled.
NAV area:
– The navigation source information will be shown in magenta when the
mode is selected or armed; it will be shown in green when the mode
is captured. On the master side, the mode will be shown in inverse
video (ILS1 or ILS2).
– With the recommended ILS source distribution (ILS1
on the copilot’s FND, ILS2 on the pilot’s FND), the
frame around the ILS1 indication will remain magenta
when ILS2 is coupled.
– The ILS navigation frame ILSi
and the (de)-coupling label frame
DCPL are displayed in amber if:
o the same ILSi source is
selected on both sides
o only one ILS frequency is
selected or two different ILS
frequencies are selected
o the navigation display not in
HSI or ROSE mode
o the opposite navigation
source not on ILS.
This amber display does not
inhibit the ILS or LOC navigation
source engagement.
– Regardless of the amber frames around the
navigation area and coupling label, the ILS
frequencies and signals are monitored. When two
different ILS frequencies are selected and received, a
discrepancy arrow is displayed close to the
localizer deviation bar and another discrepancy arrow
is displayed close to the glide slope scale.
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– On the compass rose, the LOCi course deviation bar will be shown in
magenta when LOCi is selected or armed and in green when LOCi is
captured.
– To the left of the compass rose, the glideslope scale shows the
glideslope deviation. A magenta triangle  is shown when the
glideslope is selected or armed with the correct source distribution; a
green triangle  is shown when the glideslope is captured.
In addition, two amber chevrons ˅ are shown when the glideslope
deviates by more than one dot to emphasize the correction to be
applied to return to the glide path.
Reference – The localizer and glideslope are a direct function of the ILS
management frequency.
– Prior to the approach, CRS must be set by pressing the CRS softkey
and then (within 5 seconds) turning the rotary knob on the MFD (1°
per notch).
– The BEEP TRIM has no effect on LOC or GS.
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release.
>LOC1< or >LOC2< appears in the AFCS strip when the localizer
deviation exceeds:
– 2.2 dots within the first 60 seconds after the localizer was captured,
– 0.33 dots thereafter.
>G/S1< or >G/S2< appears in the AFCS strip when the glideslope
deviation exceeds:
– 2.2 dots within the first 30 seconds after the glideslope was captured,
Mode disengagement – When ILS is armed, press the DISARM softkey on the respective
FND or NAVD.
– When ILS is captured, press the DCPL softkey on the respective
FND or NAVD.
When ILS is captured, the following will decouple LOC and G/S:
– Change navigation source or ILS receiver frequency, or
Compatibility LOC mode incompatible with HDG, TRK, GTC, GTC.H, VOR, APP or
NAV or GA mode. Engagement of these modes will disengage LOC
mode.
Engagement of modes ALT, VS, ALT.A, GA, CRHT, FPA or V.APP
disengages the G/S mode. In the case of IAS, GTC.H or GTC
engagement the G/S mode is shifted to the collective axis (or disengaged
in the case the collective axis is inoperative).
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Envelope protection – The bank angle in LOC will be adjusted to perform turns with a
– The LOC mode uses DME and radio altimeter, if available, to adapt
the stabilization gains. Check the coupling closely in case these
sensors are not available or lost.
– Even when the copilot’s and pilot’s FND are not selected to a different
ILS source (e.g. because a single pilot cannot reach FND1 to select
the copilot’s navigation source), the ILS frequencies and signals are
still crosschecked.
A discrepancy arrow near the localizer indication will alert the
pilot when:
o The ILS receivers are tuned to a different frequency, or
o The localizer deviation between the two receivers differs
by more than 0.25 dots.
A discrepancy arrow near the glideslope indication will alert the
pilot when:
o The glideslope deviation between the two receivers differs
– When approaching the ground, the G/S mode is automatically
– If GS is engaged on the pitch axis (3-axis operation), the autopilot
automatically reverts to 4-axis operation and IAS is automatically
engaged when the airspeed is reduced below 60 kt.
– The autopilot protects against inadvertent autorotation (NR/N2 split),
by limiting the minimum torque. This could cause the aircraft to
deviate above the glide path, especially if the aircraft is very light and
upward thermals are present during the approach. In this case, a
manual correction or a change of airspeed may be appropriate.
– Sometimes, the glide slope receiver detects "false" glide beams. To
avoid capturing and descending on such a “false” beam, GS is only
allowed to be captured if the glide deviation is valid and:
o higher than -1.6 dots for more than 6 sec (negative
deviation means the aircraft is above the glide plane),
o and higher than -0.7 dots for more than 3 sec,
o and lower than +2.2 dots for more than 1 sec.
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– While performing an ILS approach, it is recommended to be in 4-axis
operation and to engage:
o IAS mode otherwise the input on the cyclic stick may impair
the GS mode stabilization,
– Although the ILS navigation source configuration only requires the
pilot and copilot to have different sources (ILS1 and ILS2) to indicate
the ILS in magenta, it is recommended to use the standard practice
and select ILS1 for the copilot (LH) and ILS2 for the pilot (RH).
– A good practice is to select on the MFD of engagement, for example
on the pilot side, ILS1 as navigation source, set the localizer course
for ILS1 and go back to ILS2 navigation source to select the ILS2
localizer course. In case of failure of NAV2 radio-navigation system,
the pilot has only to change the navigation source from ILS2 to ILS 1
to re-engage the ILS coupling with the correct localizer course.
– When operating single pilot without a crew member in the copilot’s
seat, it may be impossible to select the ILS source on the copilot’s
FND. In this case, it is possible to perform an ILS. However, LOC2
and G/S2 will be amber and additional vigilance is needed:
o If possible, select ILS1 on the copilot’s FND before the flight,
o Monitor the FND for the appearance of discrepancy arrows
o In case of a single SEMA failure, the degradation will not be
shown in the AFCS strip – however the pilot will be informed
by a caution AP ACTUATOR in the master list.
Troubleshooting CHECK NAVSRC- is displayed: When an ILS frequency is selected as
navigation source, and the selected navigation area is not:
– HSI on the FND, or
– ROSE on the NAVD.
Strange oscillations: While intercepting, the aircraft is not turning as

expected, or oscillations occur during the approach:
– Check that localizer course is set correctly!
When the LOCi and G/Si labels changes to LOCi and G/Si (amber) on
the AFCS strip:
– Loss or redundancy (only one ILS frequency is received), or
– Only one ILS is selected as navigation source, or
– The ILS receivers are not tuned to the same frequency (labels
and shown on FND).
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When the LOCi label changes to LOCi (amber) on the AFCS strip:
redundant SEMA), or
– The ILS receivers have a valid localizer signal, but it differs by more
than 0.25 dots (label shown on FND), or
– The heading signal is completely lost.
When the G/Si labels changes to G/Si (amber) on the AFCS strip:
redundant SEMA), or
– The ILS receivers have a valid glideslope signal, but this differs by
more than 0.25 dots (label shown on FND), or
– The vertical speed signal is degraded, or
– The rad-alt signal is completely lost.
The LOCi and G/Si label changes to LOCi and G/Si and flashes in
inverse video LOCi and G/Si. The LOC and GS modes are automatically
disengaged and a voice message “autopilot decoupled” sounds:
– Change of navigation source (except if the same navigation source is
selected and displayed on the other MFD of the master side);
– The mode was engaged on the FND or NAVD and the page is
changed to another format (except if the same navigation source is
– The ILS frequency was changed;
– Loss of localizer signal (this will also disengage GS).
The G/Si label changes to G/Si and flashes in inverse video G/Si. The
GS mode is automatically disengaged and a voice message “autopilot
decoupled” sounds:
– Loss of glideslope signal;
– The vertical speed signal is completely lost.
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The LOCi and G/Si labels flash in inverse video LOCi and G/Si. The
LOCi and GS modes are automatically disarmed and a voice message
“autopilot disarmed” sounds:
– Loss of localizer signal (this will also disarm GS).
The G/Si label flashes in inverse video G/Si. The LOCi and GS modes
are automatically disarmed and a voice message “autopilot disarmed”
sounds:
– Loss of glideslope signal;
– The vertical speed signal is completely lost.
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Localizer approach mode (LOC)

Description Captures and tracks the ILS localizer beam to align the aircraft for
localizer only approach. This approach is used when no glideslope is
available or when the glideslope is unreliable.
To arm/couple an ILS localizer source (LOC):
− The VOR/ILS receiver must be tuned to an ILS frequency,
− The same ILS frequency must be tuned on both FMS,
− The ILS must be selected as navigation source and must show valid
signals (recommended use is ILS1 on the copilot’s side and ILS2 on
the pilot’s side),
− The desired localizer course must be set,
− The recommended interception distance is at least 6 NM,
− The maximum interception angle between the current heading and
the localizer course should not exceed 90°,
− HSI must be selected on the FND or ROSE on the NAVD,
For the autopilot to function properly, the localizer course
must be set correctly. If the course is set incorrectly, erratic
course changes or roll oscillations may result.
The LOC mode uses the roll/yaw axis for control.

The LOC mode has 2 phases:
– Armament: If the localizer deviation is too large for
capturing (>2.5 dots), the LOC mode will be armed only
(LOCi indicated). To capture the localizer, the pilot has
to select a heading or track that will intercept the
localizer beam with a recommended angle of 90° or less
and at 6 NM or more from the station. Alternatively, the
NAV with an ILS overlay approach can be used to
intercept the ILS.
– Capture and tracking: The LOC mode will capture
(couple) if the deviation is valid and:
o Intercept angle < 25°: The aircraft will capture LOC
when the deviation is ≤1dot.
o Intercept angle ≥ 25°: The aircraft will capture LOC
when the deviation is ≤ 2.1 dots. The aircraft will
then initially turn to intercept the localizer with a 25°
angle. Final alignment with the localizer will then
occur when the deviation is 1 dot.

– Select ILS1 or ILS2 as navigation source on
the respective MFD.
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It is recommended to select ILS1 on
the copilot’s FND and ILS2 on the
pilot’s FND.
ILS an also be selected on the
NAVD, but this is rather unusual, as
the NAVD is typically used to display
an ILS overlay during the approach.
Beware of “false” localizer beams.
When far from the runway axis, the
localizer reception may sometimes
decode a valid deviation inside the
range ± 2.1 dots. Such a situation
would lead to premature LOC
capture if the ILS modes were
armed. To reduce this risk, the ILS
modes avoid arming the ILS too far
away from the runway axis.
FND or NAVD.
Depending on the initial conditions, the ILS mode will either arm first
(showing LOC1 or LOC2) or will couple immediately (showing LOC1 or
LOC2).
If the LOC mode is armed, it will capture automatically when the
capturing conditions are met.
While the mode is armed, any existing mode (NAV, HDG, TRK, etc.) will
remain active, until LOC capture.
When a glideslope is associated with the ILS frequency,
engaging the ILS will arm/couple both LOC and G/S.
– If no glideslope is associated to the ILS frequency
(localizer only approach), only LOC will arm and couple.
– If a GS is associated but unreliable, G/S can be
disarmed by a long press on the DISARM softkey,
respectively decoupled by a long press on the DCPL
softkey. The G/S mode can be re-armed or re-coupled
again by a long push on the same softkey.
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– LOC1 or LOC2 in the roll-yaw axis column of the second row if the
mode is armed
– LOC1 or LOC2 label in the roll-yaw axis column of the upper row if
the mode is coupled,
NAV area:
– The navigation source information will be shown in magenta when the
mode is selected or armed; it will be shown in green when the mode
is captured. On the master side, the mode will be shown in inverse
video (LOC1 or LOC2).
With the recommended ILS source distribution (LOC1 on

the copilot’s FDN, LOC2 on the pilot’s FND), the frame
around the LOC1 indication will remain magenta when
LOC2 is coupled because the coupled source differs from
the master side. Consequently, on the non-master side,
the coupling status of the other LOC source can only be
seen in the AFCS strip.
The ILS navigation frame ILSi and

the (de)-coupling label frame DCPL
are displayed in amber if:
– the same ILSi source is selected
on both sides
– only one ILS frequency is
selected or two different ILS
frequencies are selected
– the navigation display not in HSI
or ROSE mode
– the opposite navigation source
not on ILS.
This amber display does not inhibit
the ILS or LOC navigation source
engagement.
Regardless of the amber frames around the navigation
area and coupling label, the ILS frequencies and signals
are monitored. When two different ILS frequencies are
selected and received, a discrepancy arrow is
displayed close to the localizer deviation bar.
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On the compass rose, the LOCi course deviation bar will be shown in
magenta when LOCi is selected or armed and in green when LOCi is
captured.
Reference – The localizer is a direct function of the ILS frequency.

management
– Prior to the approach, CRS must be set by pressing the CRS softkey
and then (within 5 seconds) turning the rotary knob on the MFD (1°
per notch).
– The BEEP TRIM has no effect on LOC.
release.
>LOC1< or >LOC2< appears in the AFCS strip when the localizer
deviation exceeds:
– 2.2 dots within the first 60 seconds after the localizer was captured,
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Mode disengagement – When LOC is armed, press the DISARM softkey on the respective
FND or NAVD.
– When LOCILS is captured, press the DCPL softkey on the respective
FND or NAVD.
When ILS is captured, the following will decouple LOC:
– Change navigation source or ILS receiver frequency, or
Compatibility LOC mode incompatible with HDG, TRK, GTC, GTC.H, VOR, APP or
NAV or GA mode. Engagement of these modes will disengage LOC
mode.
Envelope protection – The bank angle in LOC will be adjusted to perform turns with a
– The LOC mode uses DME and radio altimeter, if available, to adapt
the stabilization gains. Check the coupling closely in case these
sensors are not available or lost.
– Even when the copilot’s and pilot’s FND are not selected to a different
ILS source (e.g. because a single pilot cannot reach FND1 to select
the copilot’s navigation source), the ILS frequencies and signals are
still crosschecked.
A discrepancy arrow near the localizer indication will alert the
pilot when:
o The localizer deviation between the two receivers differs
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– While performing a LOC approach, it is recommended to be in 4-axis
operation and to engage:
o IAS mode otherwise the input on the cyclic stick may impair
the LOC mode stabilization,
o A vertical mode (e.g. FPA or VS) to reduce the pilot workload
during descent
– Although the LOC navigation source configuration only requires the
pilot and copilot to have different sources (ILS1 and ILS2) to indicate
the ILS in magenta, it is recommended to use the standard practice
and select ILS1 for the copilot (LH) and ILS2 for the pilot (RH).
– A good practice is to select on the MFD of engagement, for example
on the pilot side, ILS1 as navigation source, set the localizer course
for LOC1 and go back to ILS2 navigation source to select the LOC2
localizer course. In case of failure of NAV2 radio-navigation system,
the pilot has only to change the navigation source from ILS2 to ILS 1
to re-engage the LOC coupling with the correct localizer course.
– When operating single pilot without a crew member in the copilot’s
seat, it may be impossible to select the ILS source on the copilot’s
FND. In this case, it is possible to perform an ILS. However, LOC2
will be amber and additional vigilance is needed:
o If possible, select ILS1 on the copilot’s FND before the flight,
o Monitor the FND for the appearance of discrepancy arrows
o In case of a single SEMA failure, the degradation will not be
shown in the AFCS strip – however the pilot will be informed
by a caution AP ACTUATOR in the master list.
Troubleshooting CHECK NAVSRC- is displayed: When an ILS frequency is selected as
navigation source, and the selected navigation area is not:
– HSI on the FND, or
– ROSE on the NAVD.
Strange oscillations: While intercepting, the aircraft is not turning as

expected, or oscillations occur during the approach:
– Check that localizer course is set correctly!
When the LOCi label changes to LOCi (amber) on the AFCS strip:
– Loss or redundancy (only one ILS frequency is received), or
– Only one ILS is selected as navigation source, or
– The ILS receivers are not tuned to the same frequency (label
shown on FND), or
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redundant SEMA), or
– The ILS receivers have a valid localizer signal, but it differs by more
than 0.25 dots (label shown on FND), or
– The heading signal is completely lost.
The LOCi label changes to LOCi and flashes in inverse video LOCi. The
LOC mode is automatically disengaged and a voice message “autopilot
– Loss of localizer signal.
The LOCi label flashes in inverse video LOCi. The LOCi mode is
automatically disarmed and a voice message “autopilot disarmed”
sounds:
– Loss of localizer signal.
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FMS navigation mode (NAV)

Description Enables coupling to a flight management system (FMS) and acquiring
and tracking of a horizontal flight path. To select NAV, a flight plan (with
at least one waypoint) must be activated on the FMS.
Using the OBS function within the FMS allows intercepting a desired
waypoint leg.
To couple the NAV mode:
− The FMS must be selected as navigation source,
− A flight plan with at least one waypoint (e.g. direct-to) must be
activated,
The NAV mode uses the roll-yaw axis.
The mode uses the roll steering command sent by the
FMS.

– Select and activate the flight plan on the FMS.
– Select FMS as navigation source on the FND or
NAVD, using the NAV softkey on the respective
MFD.
FND or NAVD.
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– NAV label in the roll-yaw axis column.
NAV area:
– The navigation source information will be shown in green when the
mode is coupled. On the master side, the source will be shown in
inverse video (FMS).
− On the HSI rose, the NAV course deviation bar will be shown in
green. A green  triangle between the two reference bars indicates
the direction of the next waypoint. The scale of the display depends
on the phase of flight (en-route, terminal, approach) and is shown in
NM above the NAV area as FSD (Full Scale Deflection).
– On NAVD or FND, depending on the format selected, the active leg of
the flight plan will be shown in cyan when NAV is not engaged and in
green when NAV is engaged. Subsequent flight plan legs are
displayed in white. When changing from one leg to another, the active
leg will alternate between green and white to indicate the impending
change.
Reference The NAV mode is controlled through the FMS. Any changes to the flight
management path must be managed through the FMS.
The NAV mode cannot be changed by overriding the spring forces or
using TRIM release.
Excessive deviation indication: None
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Mode disengagement When NAV is captured, press the DCPL softkey
on the respective FND or NAVD.
When NAV is engaged, the following will decouple NAV:

– Change navigation source, or
When the last waypoint of an FMS flight plan is overflown,
the autopilot will not decouple but will continue on the last
course. The pilot must manually decouple or modify and re-
activate the flight plan.
Compatibility NAV mode incompatible with HDG, TRK, GTC, GTC.H, VOR, or LOC
mode. Engagement of these modes will disengage NAV mode.
On the final approach segment of an LP or LPV approach, the APP mode
will replace the NAV mode. When a missed approach is started,
however, the APP mode will automatically return to the NAV mode.
Envelope protection – The bank angle in NAV will perform standard rate turns (3°/sec
heading change) with a maximum bank angle of 30°at high airspeed
(≥80 kt) gradually reducing to maximum 15° at low airspeed (up to 30
kt).
– When the mode is disengaged, the mode returns to ATT with zero
bank angle.
– When the roll command from the FMS becomes invalid (NAV
indicated), the autopilot commands zero bank angle until the mode
disengages.
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– When using the NAV mode, workload can be significantly reduced by
operating in 4-axis mode, i.e. by engaging IAS and ALT, VS, FPA, or
CRHT.
– When using the NAV mode for navigation, especially in IMC,
profound knowledge of the FMS is recommended. Otherwise, quick
configuration changes (e.g. a waypoint change, change of runway
direction, or change of runway) can be quite stressful.
Troubleshooting When the NAV label changes to NAV (amber) on the AFCS strip:
redundant SEMA).
The NAV label changes to NAV and flashes in inverse video NAV, the
NAV mode is automatically disengaged and a voice message “autopilot
– The MFD page on which the mode was engaged has changed
(except if the same navigation source is selected and displayed on
the other MFD of the master side);
– The FMS navigation source or the GPS signal was completely lost;
– The roll steering command from the FMS has become invalid.
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RNP horizontal and vertical approach mode (APP + V.APP)

Description The RNP approach mode (APP+V.APP) aligns the aircraft along the
horizontal and vertical flight path for an RNP approach to an airfield or a
Point in Space (PinS).
To engage the APP and V.APP modes:
− A flight plan including an RNP approach with horizontal and vertical
guidance (LPV, LNAV/VNAV) must be active in the FMS,
− The FMS must receive valid SBAS signals,
− The NAV mode must be previously engaged.
On an LNAV+V approach, the vertical guidance is provided
for information only and may not ensure sufficient
clearance from obstacles in the approach. Therefore, the
pilot must follow the step down procedures defined in the
approach chart. As a result, the autopilot will not couple
V.APP on an LNAV+V approach. The pilot should use
other vertical modes (ALT.A with FPA or VS) instead.
APP mode
The APP mode commands the roll-yaw attitude to maintain
the horizontal flight path.
The APP mode has 2 phases:
– Armament: At the Intermediate Fix (IF), the APP mode
is armed when the appropriate Level of Service (LPV
or LNAV/VNAV) is available.
– Capture and tracking: The APP mode will capture
(couple) when the cross track error with respect to the
final axis is below 0.1 NM (at least 10 seconds after the
APP mode is armed).
V.APP mode
The V.APP mode uses the pitch or collective axis for
control. V.APP is engaged on:
– Collective axis: Default.
– Pitch axis: Only if IAS is disengaged and airspeed > 65
kt for more than 5 seconds.
The V.APP mode also has 2 phases:
– Armament: At the Intermediate Fix (IF), the V.APP
mode is armed when the appropriate Level of Service
(LPV or LNAV/VNAV) is available. At the IF, IAS is
automatically engaged (if it was not already active).
– Capture and tracking: The V.APP mode will capture
(couple) if the vertical deviation is valid and lower than
a threshold which is determined on the relative position
with respect to the glide path and the vertical rate of
descent.
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− Not possible.
The APP and V.APP modes are armed and engaged automatically when:
− The NAV mode is coupled,
− A flight plan with an RNP approach is active on the FMS,
− The required Level of Service (LNAV/VNAV or LPV) is available.
− APP in the roll-yaw axis column of the second row if the mode is
armed,
− V.APP in the pitch or collective axis column of the second row if the
mode is armed,
− APP label in the roll-yaw axis column of the upper row if the mode is
coupled,
− V.APP label in the pitch or collective axis column of the upper row if
the mode is coupled.
NAV area:
− The navigation source information will always be shown in green
(since the NAV mode is coupled, even when APP and V.APP are
armed).
− At the Intermediate Fix (IF), the available Level of Service (LPV or
L/VNAV) will be shown above the navigation source area.
− The lateral deviation will be shown on the HSI by a green course
deviation indicator (same as for ILS or VOR) or on the SCT display by
a green triangle  on a horizontal deviation bar. The scale of this
display depends on the distance from the threshold and is shown in
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− To the left of the compass rose, the glideslope scale shows the
glideslope deviation.
o LPV Level of Service: A cyan triangle  is shown when
V.APP is armed; a green triangle  is shown when the
glideslope is captured.
o LNAV/VNAV Level of Service: A cyan truncated triangle is
shown when V.APP is armed; a green truncated triangle is
shown when the glideslope is captured.
In addition, two amber chevrons ˅ are shown when the glideslope
deviates by more than one dot to emphasize the correction to be
applied to return to the glide path.
Reference Reference management is automatic through the selected flight plan.

management
The course and glideslope is not changed by overriding the spring forces
or using TRIM release.
Mode disengagement – When APP and V.APP are captured, press the DCPL softkey on the
respective FND or NAVD.
When APP and V.APP are captured, the following will decouple APP and
V.APP:
– Change navigation source or flight plan, or
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N° 12 - 22

Compatibility APP and V.APP modes are incompatible with HDG, TRK, VOR, LOC,
GTC, GTC.H, or GA mode. Engagement of these modes will disengage
the APP and V.APP modes.
V.APP mode is incompatible with ALT, ALT.A, VS, FPA, CRHT modes.
Engagement of these modes will disengage the V.APP mode, while
maintaining APP.
Envelope protection – The bank angle in APP will be adjusted to perform turns with a
– Airspeed management: Upon V.APP engagement, the IAS mode will
be automatically engaged (if it wasn’t already) to the current airspeed.
Shortly before the FAF, the IAS reference will be reduced, so that the
average rate of descent during the approach does not exceed 1000
ft/min. The pilot can manually beep the IAS reference down to reduce
the rate of descent, but beeping the IAS reference above 1000 ft/min
rate of descent reference is not possible.
– When approaching the ground, the V.APP mode is automatically
changed to ALT, to achieve a level off at:
o LPV approach: 65 ft radar height.
o L/VNAV approach: 150 ft radar height
– When the V.APP mode automatically disengages, it automatically
reverts to VS or FPA mode (depending on the position of the butterfly
switch on the APCP). The VS or FPA reference is set to 0 ft/min
respectively 0%.
– The autopilot protects against inadvertent autorotation (NR/N2 split),
by limiting the minimum torque. This could cause the aircraft to
deviate above the glide path, especially if the aircraft is very light and
upward thermals are present during the approach. In this case, a
manual correction or a change of airspeed may be appropriate.
– The V.APP maximum flight path angle during the final descent is
10.0°. The minimum usage height for the V.APP mode is covered by
the 200 ft minimum approach height limitation (using the same
definition for minimum usage height as for ILS approaches). This
means that LPV approaches with a decision height of 200 ft can be
safely performed.
To avoid excessive workload during the descent, the IAS mode will be
automatically engaged upon V.APP armament.
When using APP and V.APP for LPV or L/VNAV approaches, especially
in IMC, profound knowledge of the FMS is recommended. Otherwise,
quick configuration changes (e.g. a waypoint change, change of runway
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N° 12 - 22

Troubleshooting When V.APP disappears, LPV is indicated and then changes to LNAV:
– The LPV Level of Service is no longer available (e.g. due to loss of
SBAS). The FMS will automatically revert from an LPV to an LNAV
approach. It is up to the crew to decide if they will continue with an
LNAV approach (which requires active control of the vertical axis and
typically has different minima) or if they want to perform a go-around.
When the APP label changes to APP (amber) on the AFCS strip:
redundant SEMA).
When the V.APP labels change to V.APP (amber) on the AFCS strip:
redundant SEMA);
– Radar altimeter information was lost.
When the APP and V.APP labels change to APP1 or APP2 and
V.APP1 or V.APP2 (amber) on the AFCS strip:
Navigation source changes from FMS to FMS1 or FMS2.
– Failure of an FMS (1 or 2), i.e. loss of redundancy. LPV or L/VNAV
are also shown in amber. The approach can be continued using the
remaining FMS;
– Crosstalk between the FMS has failed or is disabled. The navigation
source automatically selects FMS1. This can be manually changed to
FMS2 (but this will de-couple the approach).
When the APP and V.APP labels change to APP and V.APP (amber) on
the AFCS strip:
– There is a discrepancy between the GPS signals from FMS1 and
FMS2 (an additional label is shown near the horizontal and
vertical deviation bar on the FND and the deviation bars are
surrounded by an amber frame).
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N° 12 - 22

Troubleshooting
The APP and V.APP labels change to APP and V.APP flashes in inverse
video APP and V.APP; the modes are automatically disengaged and a
voice message “autopilot decoupled” sounds. The autopilot automatically
engages the VS or FPA mode with a 0 ft/min VS or 0° FPA reference.
– Loss of SBAS after the FAF (the nav source will show GPS instead of
SBAS);
– Loss of GPS after the FAF (if FPA was selected, it mode will be
shown as failed FPA, but the autopilot will initially establish a 0 ft/min
vertical speed with an associated green bug on the vertical speed
scale). After a certain time, FPA will then decouple.
the other MFD of the master side).
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N° 12 - 22
RNP horizontal approach mode (APP)

Description The RNP approach mode (APP) aligns the aircraft along the horizontal
flight path for an RNP approach to an airfield or a Point in Space (PinS).
To engage the APP mode:
− A flight plan including an RNP approach with horizontal guidance only
(LP, LNAV, or LNAV+V) must be active in the FMS,
− The FMS must receive valid SBAS signals,
− The NAV mode must be previously engaged.
On an LNAV+V approach, the vertical guidance is provided

for information only and may not ensure sufficient
clearance from obstacles in the approach. Therefore, the
pilot must follow the step down procedures defined in the
approach chart. As a result, the autopilot will not couple
V.APP on an LNAV+V approach. The pilot should use
other vertical modes (ALT.A with FPA or VS) instead.
APP mode
The APP mode commands the roll-yaw attitude to maintain
the horizontal flight path.
The APP mode has 2 phases:
– Armament: At the Intermediate Fix (IF), the APP mode
is armed when the appropriate Level of Service (LPV
or LNAV/VNAV) is available.
– Capture and tracking: The APP mode will capture
(couple) when the cross track error with respect to the
final axis is below 0.1 NM (at least 10 seconds after the
APP mode is armed).
− Not possible.
The APP modes are armed and engaged automatically when:
− The NAV mode is coupled,
− A flight plan with an RNP approach is active on the FMS,
− The required Level of Service (LP, LNAV+V, or LNAV) is available.
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− APP in the roll-yaw axis column of the second row if the mode is
armed,
− APP label in the roll-yaw axis column of the upper row if the mode is
coupled,
NAV area:
− The navigation source information will always be shown in green
(since the NAV mode is coupled, even when APP are armed).
− At the Intermediate Fix (IF), the available Level of Service (LP,
LNAV+V or LNAV) will be shown above the navigation source area.
− The lateral deviation will be shown on the HSI by a green course
deviation indicator (same as for ILS or VOR) or on the SCT display by
a green triangle  on a horizontal deviation bar. The scale of this
display depends on the distance from the threshold and is shown in
Reference Reference management is automatic through the selected flight plan.

management
release.
Mode disengagement – When APP is captured, press the DCPL softkey on the respective
FND or NAVD.
When APP is captured, the following will decouple APP:
– Change navigation source or flight plan, or
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N° 12 - 22

Compatibility APP mode is incompatible with HDG, TRK, VOR, LOC, GTC, GTC.H, or
GA mode. Engagement of these modes will disengage the APP mode.
Envelope protection – The bank angle in APP will be adjusted to perform turns with a
To avoid excessive workload during the procedure, it is recommended to
also couple the IAS mode and to select an appropriate vertical mode
(e.g. ALT.A with FPA or VS).
When using APP for LP, LNAV+V, or LNAV approaches, especially in

IMC, profound knowledge of the FMS is recommended. Otherwise, quick
configuration changes (e.g. a waypoint change, change of runway
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N° 12 - 22

Troubleshooting LP is indicated and then changes to LNAV:
– The LP Level of Service is no longer available (e.g. due to loss of
SBAS). The FMS will automatically revert from an LP to an LNAV
approach. It is up to the crew to decide if they will continue with an
LNAV approach (which requires active control of the vertical axis and
typically has different minima) or if they want to perform a go-around.
When the APP label changes to APP (amber) on the AFCS strip:
redundant SEMA);
– There is a discrepancy between the GPS signals from FMS1 and
FMS2 (an additional label is shown near the horizontal and
vertical deviation bar on the FND and the deviation bars are
surrounded by an amber frame).
When the APP label changes to APP1 or APP2 (amber) on the AFCS
strip:
Navigation source changes from FMS to FMS1 or FMS2.
– Failure of an FMS (1 or 2), i.e. loss of redundancy. LP or LNAV are
also shown in amber. The approach can be continued using the
remaining FMS;
– Crosstalk between the FMS has failed or is disabled. The navigation
source automatically selects FMS1. This can be manually changed to
FMS2 (but this will de-couple the approach).
The APP label changes to APP flashes in inverse video APP; the modes
are automatically disengaged and a voice message “autopilot decoupled”
sounds.
– Loss of GPS after the FAF;
the other MFD of the master side).
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N° 12 - 22
6 Best use of automation

6.1 General
This chapter has been implemented in complement to the procedures described in chapter 4 of
the RFM in order to provide aircrews with general guidance for on and offshore operations.
Since the aircraft was developed for single and dual pilot use, the procedures which can be
found in the flight manual or in this FOBN are given for single pilot operations.
6.1.1 CRM and automation

In the highly automated H145 it is important to ensure that the AFCS’ upper modes have been
set up and coupled properly. In multi-pilot (MP) ops, both crew members should be involved in
this process, which allows to anticipate, to execute and to confirm the upper modes following the
6 steps detailed hereafter:
1. Presetting the parameter
2. Crosschecking the setting
3. Coupling or arming the function
4. Checking the correct modes are coupled / armed on the AFCS status zone
5. Calling when the armed mode changes to captured (MP ops only)
6. Monitoring to ensure aircraft response is as anticipated
It is up to the flight organization or crew to decide who will pre-set references and activate the
upper modes on the APCP or NAV display:
• The pilot flying (PF), or
• The pilot monitoring at the PFs’s request.
Modes that are activated on the flight controls or on the FND display as well as small reference
adjustments performed through the beep switch are always activated by the PF.
Pay a particular attention to the following golden rules:
• Accurate autopilot tends to decrease pilots’ monitoring. Attitude, airspeed, vertical speed
as well as AFCS status is the PF main task.
• Pilots must perfectly know at any time which control is flown hands-on or hands-off.
4 axes hands-off or hands-on is to be preferred to simplify.
• GTC mode is to be managed as hands-on even if this mode helps the stabilization.
• PF must pay particular attention to any hands-on action with upper mode as it may impair
the parameter hold.
6.1.2 Managing automation

The H145 is designed to be flown using the autopilot’s (4 axes coupled) upper modes to
enhance safety and reduce the pilot’s workload as dedicated automatic AFCS protections
improve the crew’s error management. This is particularly important during single pilot
operations, where the workload for flying the aircraft needs to be shared with other tasks such
communication and navigation.
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N° 12 - 22
6.1.3 Automation level
The appropriate automation level is the one adapted to the crew’s task or prevailing condition. If
the crew decides not to use automation, it significantly reduces the safety protections.
AFCS upper modes coupling or decoupling may occur automatically, without crew intervention.
Automatic coupling is part of the AFCS design and provides pilots with enhanced safety
protections. These advanced functions will reinforce pilot action and trigger pilot attention in high
workload flight phases as long as system knowledge and mode management is understood.
When knowledge is lacking or cockpit management is poor, doubt will install and will lead to
confusion in the cockpit.
In confusing situations, do not immediate shift to hands-on flying; consider reverting first to more
direct upper modes (use quick engage by a double forward click on AP/BKUP ON to activate
ALT/HDG/IAS, or use GA with HDG/TRK to prevent controlled flight into terrain).
Except at night or in poor visual reference conditions, where automation has to be used,
operators should define when automations may not be used, taking into account the need to
maintain aircrew manual flying skills.
6.1.4 Inappropriate modes combinations

A good knowledge of all AFCS upper modes is crucial for an optimum and efficient combination
of the different modes.
Best and optimum use of the AFCS capabilities is obtained having a mode coupled on all axes:
collective, Yaw/Roll and Pitch.
6.1.5 Use of AFCS upper modes: Override and mixed flying mode
The following remarks and recommendations are based on techniques to be applied to a
helicopter with an operating AFCS ATT mode and one or more AFCS upper modes coupled.
Mode Override is a situation in which AFCS upper modes are coupled but the pilot overrides
the autopilot modes, neither disengaging the AFCS modes nor changing their current reference
to ensure the desired flight path. This action leads to a flashing amber display in the AFCS strip.
After the pilot overriding action, the amber flashing mode stops and the aircraft is commanded to
return to the attitude references before the flight path is stabilized. After a 0.5 s delay without
further pilot override, the upper mode resumes command to bring the aircraft back to the modes’
references.
NOTE
Overriding an AFCS mode shall not be considered as “helping the AFCS
mode”. When such action is performed, it is a “high priority” maneuver
performed by the pilot for safety purposes for example traffic/obstacle
avoidance.
Mixed Flying mode is a situation in which the aircraft is AFCS coupled in one, two or three axes
and the pilot flies at least one axis manually.
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N° 12 - 22
NOTE
The risk of involuntary interference with the AFCS controlled axes is
significant, and may lead to a mode override with the consequences
described above.
Both situations (Override & mixed flying mode) shall be used only for short
term (limited time).
Hands-On Flying mode is a situation in which the pilot must be actively on or close to the flight
control and make any necessary adjustment to keep the flight path. ATT, DSAS, or BKUP SAS
are considered Hands-On.
GTC/GTC.H mode should be considered as a hands-on mode. Whenever the pilot releases the
controls, the trajectory stabilization will be taken into account by the autopilot.
For maintaining a steady hover with GTC.H mode, attentive hands/feet-off operation can be
used: I.e. the pilot has his hands/feet near the controls and is ready to take control immediately
when the autopilot deviates from the references.
NOTE
ATT and GTC offer long term attitude stabilization. DSAS or BKUP SAS offer
short term attitude stabilization only and require continuous pilot control.
Transition from Override, Mixed Flying or Hands-on mode to AFCS upper modes guidance:
Before reverting to upper modes guidance, in order to avoid high residual forces still felt; it is
highly recommended to first reduce those forces by:
• A short trim release action or
• A stick-plus-beep trim action or
• A beep-trim action.
Keep in mind that beep trim actions primarily change the reference and may not necessarily
reduce the control forces.
6.1.6 Pre-setting of AFCS upper modes references on ground prior to departure

The mode references to be preset before takeoff are ALT.A and IAS references. After takeoff,
before engaging ALT.A, the reference shall be checked to ensure there has been no change to
the preset value.
NOTE
Attention should be paid to the cyclic re-centering function, as the upper
mode presets will be cleared when it is used on ground.
In the same way, GTC/GTC.H coupling erases IAS and HDG/TRK presets.
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N° 12 - 22
6.1.7 RADALT (DH) / Altimeter (DA) reference bug settings
For instrument approaches, the decision altitude bug setting (DA) based on QNH shall be set to
the published/company DA/MDA.
The decision height bug (DH) shall be set to the published/company DH/MDH. The “Decision
Height” aural warning will be triggered at the highest DH setting.
NOTE
The “Decision Height” aural warning will come on with the highest DH
setting.
NOTE
When barometric altimeter is set to QFE, DA shall be set to OFF.
NOTE
If DA is not used, it should be set to OFF (short press, followed by long
press on DA LSK), as it may trigger aural warnings close to the ground
when only set to 0 (zero).
6.1.8 Use of FMS

FMS navigation should be used to reduce workload during the en-route phase and to reduce
workload and risk of CFIT during departure, approach and go-around when applicable
procedures are included in the FMS database.
Any action on the FMS should be confirmed by cross-checking the corresponding annunciation
or data on the FMS display, FND and/or NAVD.
During FMS managed guidance, if doubt exists regarding the aircraft flight path, the pilot should
not try to reprogram the automated systems. The pilot should revert to aircrew selected
guidance (i.e. HDG/TRK mode) together with the use of navaids raw data, until time and
conditions allow a reprogramming of the FMS.
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N° 12 - 22
Common error Possible consequence Recommendation
Both pilots occupied with the FMS in Loss of situation awareness Only one head inside at one
low workload phase (en route) time
Preoccupation with FMS Loss of situation awareness Anticipate FMS programming.

programming during critical phases, and degraded communication
Cross check FMS inputs
Late FMS reconfiguration Reaching IAF with the Avoid late reconfiguration, fly
approaching IAF (e.g. following inappropriate active FMS the aircraft by reverting to an
change of runway in use) coupled navigation aircrew selected guidance
(i.e. HDG/TRK) together with
the use of navaids raw data or
vectoring by ATC.
Entering or selecting a wrong Confusion and CFIT Confirm the navigation by

waypoint in the route cross-checking the
corresponding annunciation or
data on the FMS display, FND
and/or NAVD.
Fuel reserve management error Confusion and unprepared Fuel reserve shall be checked
landing and adjusted before flight
6.1.9 Master side management

Management of the master side is important particularly when using altitude acquisition and
when checking the minimums. Before ALT coupling or ALT.A armament, and prior to descent
on approach, altimeter setting and master side shall be crosschecked.
For example, when ALT.A is armed, the system will apply the Master side altitude reference.
The Master side must be considered for the navigation coupling and air data upper modes.
NOTE
When switching the power on, the default Master Side is the pilot side. Then
Master side can be selected by engaging and disengaging the coupling in
FND or NAVD.
6.1.10 MFD display configuration

The basic principle for display management is to use the NAVD on MFD4 for keeping an
overview of the approach and to use the FNDs for displaying the short term objectives.
When a GPS or a GPS overlay approach is available, it is good practice to load and couple this
approach on MFD4. For an approach using conventional navaids, the FND is used to monitor
the initial approach using VOR/NDB and to couple the ILS.
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N° 12 - 22
For VOR or LOC approaches, set the course to the inbound course. For NDB approaches,
select the ADF (if installed) on a pointer. If no ADF is installed, FMS NDB position can be used
for navigation but not for NDB Approach.
6.1.11 Monitoring of controls

Below 500 feet AGL the PF should keep hands and feet in a position allowing taking immediately
manual control if circumstances require. Below 200 feet AGL, the helicopter shall be flown with
hands on or close to cyclic / collective grips without interfering with the AFCS coupled modes.
When GTC or GTC.H is coupled, PF should fly Hands-On with hands and feet on the flying
controls to apply correction to the flight parameters, then Hands-On close to the controls while
these modes will maintain the parameters.
NOTE
During coupled AFCS approaches below relevant minimum usage height
(MUH), the pilot must be close to the controls to be ready to fly Hands-On:
o 200 ft for all approaches.
2019-01-25 [page 148 / 148]


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Flight Operations Briefing Note

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1.3 Symbols used

Operational tip or item worth remembering.

Item requiring particular attention (caution or warning)

Answers a frequently asked question or provides additional insight.

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ALT.A Altitude Acquire (AFCS mode)

BKUP Backup SAS mode (AFCS mode)

CFIT Controlled Flight Into Terrain

CPL Couple (AFCS function)

CR.HT Cruise Height (AFCS mode)

CRM Crew Resource Management

CSAS Control Stability Augmentation System (AFCS mode)

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DCPL Decouple (AFCS function)

DSAS Digital Stability Augmentation System (AFCS mode)

EFB Electronic Flight Bag

FMS Flight Management System

FND Flight Navigation Display

GA Go Around (AFCS mode)

GS Glide Slope (AFCS mode)

GTC.H Ground Trajectory Hover acquisition (AFCS mode)

Indicated Air Speed

LOC Localizer (AFCS mode)

LPV Localizer Performance with Vertical guidance

LSK Line Select Key

MDA Minimum Decision Altitude

MFD Multi-Function Display

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MUH Minimum Usage Height

NAVD Navigation Display

OAT Outside Air Temperature

SEMA Smart Electro-Mechanical series Actuator

SAS Stability Augmentation System

TRK Track mode (AFCS mode)

V.APP Vertical RNP approach mode (AFCS mode)

V/S Vertical Speed mode (AFCS mode)

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2 AFCS system description

2.2 Main functions

Upper modes: The AFCS provides a large set of upper modes:

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2.3 System architecture

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Fig. 1: BK117 D-2 AFCS system architecture

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Fig. 2: Location of the AFCS equipment in the aircraft.

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2.4 AFCS controls

Fig. 3: BK117 D-2 Autopilot Control Panel

1 A.TRIM Engages / disengages the auto-trim functions for all 4 axes.

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4 AP2 Engages / disengages AP2.

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Fig. 4: Cyclic grip

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