A109 SP PMC-0B-A0126-TR001-00 - Issue003 - (2012.07.23)

TRAINING PUBLICATION PMC-0B-A0126-TR001-00
AW109SP
TYPE RATING GROUND COURSE

(TRGC)
TRAINING MANUAL
0B-A-00-00-04-00A-001A-T FOR TRAINING PURPOSE ONLY Issue No.003 Date 2012-07-23

THIS TRAINING PUBLICATION IS ISSUED TO TRAINEES OF AGUSTAWESTLAND TRAINING ACADEMY “A.MARCHETTI” FOR
TRAINING PURPOSE ONLY. THE INFORMATION CONTAINED IN THIS TRAINING PUBLICATION IS NOT INTENDED TO SUBSTITUTE
OR REPLACE ANY RELEVANT TECHNICAL PUBLICATION/ORDER/INSTRUCTION ISSUED BY ANY COMPETENT DESIGN AUTHORITY
IN RELATION TO THE SUBJECT MATTER HEREIN AND THE TRAINEES SHALL ALWAYS REFER TO THESE OFFICIAL DOCUMENTS
WHILE PERFORMING ACTIVITIES ON THE HELICOPTER. THE INFORMATION HEREIN IS UPDATED AT THE DATE OF RELEASE OF
THIS TRAINING PUBLICATION AND AGUSTAWESTLAND DOES NOT TAKE ANY COMMITMENT TO UPDATE THE SAME UNLESS
AGUSTAWESTLAND DETERMINES AT ITS SOLE DISCRETION TO RELEASE AN UPDATE OF THIS DOCUMENT. MOREOVER
AGUSTAWESTLAND REPRESENTS THAT NO FURTHER DOCUMENT WILL BE PROVIDED TO THE TRAINEE IN ADDITION TO THE
TRAINING PUBLICATION HEREIN. INFORMATION AND DRAWINGS CONTAINED IN THIS TRAINING PUBLICATION ARE
CONFIDENTIAL AND PROPERTY OF AGUSTAWESTLAND S.P.A.. TRAINEE SHALL USE SUCH INFORMATION FOR THE TRAINING
PURPOSE ONLY AND KEEP THE INFORMATION HEREIN CONFIDENTIAL AND NOT MAKE AVAILABLE OR OTHERWISE DISCLOSE
SUCH INFORMATION TO ANY THIRD PARTY WITHOUT THE PRIOR WRITTEN CONSENT OF AGUSTAWESTLAND S.P.A.. ANY
UNAUTHORISED USE DISCLOSURE REPRODUCTION IN WHOLE OR IN PART OF THE INFORMATION CONTAINED IN THIS TRAINING
PUBLICATION IS FORBIDDEN AND PROSECUTED IN ACCORDANCE WITH THE APPLICABLE LAW.
0B-A-00-00-04-00A-001A-T FOR TRAINING PURPOSE ONLY Issue No.003 Date 2012-07-23

HIGHLIGHTS
Record of Issues:
Issue 003 : 2012-07-23

Issue 002 : 2012-05-30
Issue 001 : 2012-05-07
The listed changes are introduced in Issue 003 , dated 2012-07-23 , of this publication.
Data Module Title Data Module Code Reason For Update
Helicopter - General 0B-A-00-00-00-00A-048A-T Modified ICN_3CB000000GA012600006A031.
General 0B-A-21-00-00-00A-048A-T i.a.w. handmade copy correction delivery on 6 March 2012
General 0B-A-22-00-00-00A-048A-T Editorial change. Added ICN_3CA220000GA012600137A011. Modified

ICN_3CA220000GA012600125A011
Autopilot 0B-A-22-10-00-00A-048A-T Editorial changes.
General 0B-A-23-00-00-00A-048A-T Modified ICN_3CA230000GA012600140A031.
Audio integrating and voice command system 0B-A-23-50-00-00A-048A-T Editorial change in paragraph "CONTROL AND INDICATORS".
General 0B-A-24-00-00-00A-048A-T Modified ICN_3CA240000GA012601126A011 and ICN_3CB240000-

GA012601129A011.
AC generation 0B-A-24-20-00-00A-048A-T Editorial chenges. Modified ICN_3CA242000GA012601759A011.
DC generation 0B-A-24-30-00-00A-048A-T Modified title ICN_3CB243000GA012601193031
Emergency locator transmitter (Artex C406-2HM) 0B-A-25-62-00-00A-048A-T Modiefied ICN_3CA256200GA012601565A031.
Detection 0B-A-26-10-00-00A-048A-T Modified ICN_3CA260000GA012601101A031
Indicating 0B-A-28-40-00-00A-048A-T Modified ICN_3CA284000GA012601093A011 and ICN_3CA284000-

GA012601094A011
0B-A-00-00-04-00A-003A-T FOR TRAINING PURPOSE ONLY 2012-07-23 Page: 1

#1 Flight control hydraulic system 0B-A-29-11-00-00A-048A-T Modified ICN_3CA291100GA012600210A021. Modified ICN_3CA291100-

GA012600209A021
#2 Flight control hydraulic system 0B-A-29-12-00-00A-048A-T Modified ICN_3CA291200GA012600222A021. Modified ICN_3CA291200-

GA012600224A021. Modified ICN_3CA291200GA012600223A021
Utility Hydraulic System 0B-A-29-20-00-00A-048A-T Modified ICN_3CA292000GA012600231A021.
Flight control hydraulic system monitoring and indi- 0B-A-29-31-00-00A-048A-T Modified ICN_3CA293100GA012600247A021.
cating
Pitot and static 0B-A-30-30-00-00A-048A-T Editorial change.
Independent instrument 0B-A-31-20-00-00A-048A-T Editorial changes paragraph "DIGITAL CHRONOMETER CONTROLS AND
INDICATORS". Modified ICN_3CA312000GA012601020A021.
Recorders 0B-A-31-30-00-00A-048A-T Modified ICN_3CA313000GA012601278A011.
General computers 0B-A-31-40-00-00A-048A-T Editorial change and modified table of Caption
Central warning systems 0B-A-31-50-00-00A-048A-T Editorial changes.
General 0B-A-32-00-00-00A-048A-T i.a.w. handmade copy correction delivery on 6 March 2012
Landing gear position and warning 0B-A-32-60-00-00A-048A-T Modified ICN_3CA326000GA012601004A021.
Flight compartment 0B-A-33-10-00-00A-048A-T Editorial Change
Passenger compartments 0B-A-33-20-00-00A-048A-T Modified ICN_3CB332000GA012600944A011.
Cargo and service compartments 0B-A-33-30-00-00A-048A-T Modified ICN_3CB333000GA012600949A011. Deleted ICN_3CB333000-

GA012600950A011.

Exterior 0B-A-33-40-00-00A-048A-T Modified ICN_3CB334000GA012600962A011. Modified paragraph "NAVI-

GATION LIGHTS SYSTEM". Deleted ICN_3CB334000-
GA012600963A011. Deleted ICN_3CB334000GA012600964A011. Modi-
fied paragraph "CONTROLS AND INDICATORS". Modified
ICN_3CB334000GA012600967A011. Modified paragraph "SEARCH-
LIGHT SYSTEM". Modified paragraph "CONTROLS AND INDICATORS".
Modified ICN_3CB334000GA012600969A011.
Flight environment data 0B-A-34-10-00-00A-048A-T Editorial change. Modified ICN_3CB341000GA012601783A021,

ICN_3CB341000GA012600285A011, ICN_3CB341000-
GA012601781A021 and ICN_3CB341000GA012601781A011.
Attitude and direction 0B-A-34-20-00-00A-048A-T Editorial change. Modified ICN_3CB342000GA012600303A011.
Electronic Stand-by Instrument System (ESIS) 0B-A-34-21-00-00A-048A-T Editorial change. Modified paragraph "GENERAL", "CONTROLS AND IN-
DICATIONS", "START-UP AND SELF TEST" and "NORMAL OPERATING
MODE". Added paragraph "MENU ITEM DISPLAY"
Radar altimeter 0B-A-34-41-00-00A-048A-T Editorial change. Modified ICN_3CB344100GA012600330A021
Traffic advisory system 0B-A-34-42-00-00A-048A-T Modified ICN_3CA344200GA012601776A011 and ICN_3CB344200-

GA012601783A021. Editorial change.
Weather radar system 0B-A-34-43-00-00A-048A-T Deleted ICN_3CA344300GA012600340A011, ICN_3CA344300-

GA012601777A011, ICN_3CA344300GA012600344A011,
ICN_3CA344300GA012600345A011, ICN_3CA344300-
GA012600346A011, ICN_3CA344300GA012600347A011 and
ICN_3CA344300GA012600348A011. Editorila change.
DME system (Collins DME-4000) 0B-A-34-51-00-00A-048A-T Editorial changes. Modified ICN_3CC345100GA012600351A011. Deleted
ICN_3CC345100GA012600354A011.
NAV #1 and NAV #2 system 0B-A-34-52-00-00A-048A-T Editorial changes. Modified ICN_3CA345200GA012600360A011,

ICN_3CB345200GA012600316A021, ICN_3CA345200-
GA012600361A011, ICN_3CA345200GA012601780A011. Deleted
ICN_3CA345200GA012600371A011 and ICN_3CA345200-
GA012600372A011

Digital map generator system 0B-A-46-33-00-00A-048A-T Editorial changes. Modified ICN_3CA463300GA012600701A011,

GA012600703A011.
Passenger cabin doors 0B-A-52-12-00-00A-048A-T Editorial change. Modified paragraph "GENEREL DESCRIPTION AND OP-
ERATION". Modified ICN_3CA521200GA012600378A021 and
ICN_3CA521200GA012600379A021 .
Service 0B-A-52-40-00-00A-048A-T Editorial change. Modified paragraph "GENERAL DESCRIPTION AND OP-
ERATION". Modified ICN_3CA524000GA012600386A021,
ICN_3CA524000GA012600387A021
Door warning 0B-A-52-70-00-00A-048A-T i.a.w. handmade copy correction delivery on 6 March 2012
General 0B-A-53-00-00-00A-048A-T Modified ICN_3CA530000GA012600393A011
Forward fuselage section 0B-A-53-10-00-00A-048A-T Editorial change. Modified ICN_3CA531000GA012600401A021. Modified

paragraph "WIRE STRIKE PROTECTION SYSTEM DESCRIPTION"
Horizontal stabilizer 0B-A-55-10-00-00A-048A-T Modified ICN_3CA551000GA012600719A021.
Rotor heads 0B-A-62-20-00-00A-048A-T Modified ICN_3CA622000GA012600453A021.
Rotor brake system 0B-A-63-24-00-00A-048A-T Modified ICN_3CA632400GA012601294A011.
Indicating 0B-A-63-40-00-00A-048A-T Editorial change. Modified ICN_3CA634000GA012600509A011,

GA012600507A011
Rotor blades 0B-A-64-10-00-00A-048A-T i.a.w. handmade copy correction delivery on 6 march 2012.
Rotor head 0B-A-64-20-00-00A-048A-T Modified ICN_3CA642000GA012600522A021.
Indicating 0B-A-65-40-00-00A-048A-T Modified ICN_3CA654000GA012600540A011.
Collective pitch control system 0B-A-67-11-00-00A-048A-T Editorial change. Modified paragraph "DESCRIPTION AND OPERATION"

Cyclic pitch control system 0B-A-67-12-00-00A-048A-T Editorial change. Modified paragraph "DESCRITION AND OPERATION"
Anti-torque rotor control 0B-A-67-20-00-00A-048A-T Editorial change. Modified paragraph "DESCRIPTION AND OPERATION"
Servo-control system 0B-A-67-30-00-00A-048A-T Modified ICN_3CA673000GA012600758A011 and ICN_3CA673000-

GA012600761A031.
Fireseals 0B-A-71-30-00-00A-048A-T Append ICN_3CA713000GA012600829A011, ICN_3CA713000-

GA012600830A011 and ICN_3CA713000GA012600830A011
Electrical harness 0B-A-71-50-00-00A-048A-T Editorial change. Append paragraph "MAIN CHARACTERISTICS", "ELEC-
TRICAL HARNESSES" and "ALTERNATOR"
Air intakes 0B-A-71-60-00-00A-048A-T Editorial changes. Modified paragraph "DESCRIPTION".
Distribution 0B-A-73-10-00-00A-048A-T Editorial change. Modifiedparagraph "FUEL PUMP", "FUEL MANAGE-

MENT MODULE", "DESCRIPTION" and "FUEL NOZZLES".
Controlling 0B-A-73-20-00-00A-048A-T Deleted ICN_3CA732000GA012600854A031 and added ICN_3CA732000-

GA012600855A031.
General 0B-A-74-00-00-00A-048A-T Modified ICN_3CA740000GA012600865A021
General 0B-A-80-00-00-00A-048A-T Editorial change. Modified paragraph "GENERAL DESCRIPTION AND OP-
ERATION" and "CONTROLS AND INDICATORS". Deleted
ICN_3CA800000GA012601823A011.
TRD-94 Transponder 0B-A-93-41-00-00A-048A-T Editorial changes. Modified ICN_3CC934100GA012601773A011.

PAGE INTENTIONALLY LEFT BLANK

TABLE OF CONTENTS
The listed Data Modules are included in issue 003, dated 2012-07-23 of this publication.
N = New data module, C = Changed data module, R = Revised data module, D = Deleted data module.
The publication consist of 1206 pages total, as below specified.
Data Module Title Data Module Code Issue Date N. of pages Applicable to
00 - HELICOPTER - GENERAL 2
Helicopter - General 0B-A-00-00-00-00A-048A-T C 2012-05-30 9 All
Technical publication 0B-A-00-40-00-00A-048A-T C 2012-05-30 3 All
05 - SCHEDULED/UNSCHEDULED MAINTENANCE 2
General 0B-A-05-00-00-00A-048A-T C 2012-05-30 3 All
06 - DIMENSIONS AND AREAS 2
Principal dimensions 0B-A-06-10-00-00A-048A-T N 2012-05-07 4 All
08 - LEVELING AND WEIGHING 2
09 - HANDLING AND MANEUVERING 2
Handling and taxiing 0B-A-09-00-00-00A-048A-T C 2012-05-30 5 All
10 - PARKING, MOORING, STORING AND RETURN TO SERVICE 2
21 - ENVIRONMENTAL CONTROL 2

Heating 0B-A-21-40-00-00A-048A-T C 2012-05-30 6 All
Cooling 0B-A-21-50-00-00A-048A-T C 2012-05-30 7 All
22 - AUTOFLIGHT 2
General 0B-A-22-00-00-00A-048A-T R 2012-07-23 29 All
Autopilot 0B-A-22-10-00-00A-048A-T R 2012-07-23 67 All
23 - COMMUNICATION 2
VHF system (Collins 4000 E) 0B-A-23-10-00-00A-048A-T C 2012-05-30 12 All
Audio integrating and voice command system 0B-A-23-50-00-00A-048A-T C 2012-05-30 8 All
24 - ELECTRICAL POWER 2
AC generation 0B-A-24-20-00-00A-048A-T C 2012-05-30 10 All
DC generation 0B-A-24-30-00-00A-048A-T C 2012-07-23 32 All
Electrical load distribution 0B-A-24-60-00-00A-048A-T C 2012-07-23 10 All
25 - EQUIPMENT/FURNISHINGS 2
Flight compartment 0B-A-25-10-00-00A-048A-T C 2012-05-30 3 All
Passenger/operating crew compartment 0B-A-25-20-00-00A-048A-T C 2012-05-30 14 All
Emergency locator transmitter (Artex C406-2HM) 0B-A-25-62-00-00A-048A-T C 2012-07-23 12 All
Resque hoist Goodrich 0B-A-25-91-00-00A-048A-T C 2012-05-30 7 All

Cargo hook 0B-A-25-92-00-00A-048A-T C 2012-05-30 14 All
26 - FIRE PROTECTION 2
Detection 0B-A-26-10-00-00A-048A-T C 2012-05-30 5 All
Engine fire extinguisher system 0B-A-26-21-00-00A-048A-T C 2012-05-30 5 All
Portable fire extinguisher 0B-A-26-22-00-00A-048A-T C 2012-05-30 3 All
28 - FUEL 2
Storage 0B-A-28-10-00-00A-048A-T N 2012-05-07 4 All
Auxiiliary fuel tank 0B-A-28-11-00-00A-048A-T N 2012-05-07 2 All
Distribution 0B-A-28-20-00-00A-048A-T N 2012-05-07 6 All
Indicating 0B-A-28-40-00-00A-048A-T C 2012-05-30 6 All
29 - HYDRAULIC POWER 2
#1 Flight control hydraulic system 0B-A-29-11-00-00A-048A-T C 2012-05-30 5 All
#2 Flight control hydraulic system 0B-A-29-12-00-00A-048A-T C 2012-05-30 5 All
Utility Hydraulic System 0B-A-29-20-00-00A-048A-T C 2012-05-30 4 All
Flight control hydraulic system monitoring and indicating 0B-A-29-31-00-00A-048A-T C 2012-05-30 4 All
Utility hydraulic system monitoring and indication 0B-A-29-32-00-00A-048A-T C 2012-05-30 4 All

30 - ICE AND RAIN PROTECTION 2
Pitot and static 0B-A-30-30-00-00A-048A-T C 2012-07-23 4 All
Windshields 0B-A-30-40-00-00A-048A-T N 2012-05-07 5 All
31 - INDICATING/RECORDING SYSTEM 2
Independent instrument 0B-A-31-20-00-00A-048A-T C 2012-05-30 3 All
Recorders 0B-A-31-30-00-00A-048A-T C 2012-07-23 19 All
General computers 0B-A-31-40-00-00A-048A-T C 2012-07-23 12 All
Central warning systems 0B-A-31-50-00-00A-048A-T C 2012-05-30 8 All
32 - LANDING GEAR 2
Main gear 0B-A-32-10-00-00A-048A-T N 2012-05-07 4 All
Nose gear 0B-A-32-20-00-00A-048A-T C 2012-05-30 3 All
Extension and retraction 0B-A-32-30-00-00A-048A-T C 2012-05-30 5 All
Wheels and brakes 0B-A-32-40-00-00A-048A-T C 2012-05-30 10 All
Nose wheel centering lock system 0B-A-32-51-00-00A-048A-T N 2012-05-07 7 All
Landing gear position and warning 0B-A-32-60-00-00A-048A-T C 2012-05-30 3 All
33 - LIGHTS 2
Flight compartment 0B-A-33-10-00-00A-048A-T C 2012-05-30 4 All
Passenger compartments 0B-A-33-20-00-00A-048A-T C 2012-05-30 4 All

Cargo and service compartments 0B-A-33-30-00-00A-048A-T C 2012-05-30 3 All
Exterior 0B-A-33-40-00-00A-048A-T C 2012-05-30 13 All
34 - NAVIGATION 2
Flight environment data 0B-A-34-10-00-00A-048A-T C 2012-07-23 14 All
Attitude and direction 0B-A-34-20-00-00A-048A-T R 2012-07-23 12 All
Electronic Stand-by Instrument System (ESIS) 0B-A-34-21-00-00A-048A-T R 2012-07-23 16 All
Radar altimeter 0B-A-34-41-00-00A-048A-T C 2012-07-23 8 All
Traffic advisory system 0B-A-34-42-00-00A-048A-T C 2012-07-23 11 All
Weather radar system 0B-A-34-43-00-00A-048A-T R 2012-07-23 10 All
DME system (Collins DME-4000) 0B-A-34-51-00-00A-048A-T C 2012-07-23 8 All
NAV #1 and NAV #2 system 0B-A-34-52-00-00A-048A-T C 2012-07-23 23 All
46 - SYSTEM INTEGRATION AND DISPLAY 2
Electronic flight instrument system 0B-A-46-31-00-00A-048A-T C 2012-05-07 53 All
Remote bug panels 0B-A-46-32-00-00A-048A-T N 2012-05-07 14 All
Digital map generator system 0B-A-46-33-00-00A-048A-T C 2012-05-07 33 All
52 - DOORS 2
Crew doors 0B-A-52-11-00-00A-048A-T C 2012-05-30 4 All
Passenger cabin doors 0B-A-52-12-00-00A-048A-T C 2012-05-30 6 All

Service 0B-A-52-40-00-00A-048A-T C 2012-05-30 6 All
Door warning 0B-A-52-70-00-00A-048A-T R 2012-05-07 4 All
53 - FUSELAGE 2
Forward fuselage section 0B-A-53-10-00-00A-048A-T C 2012-05-30 13 All
Tail boom structure 0B-A-53-20-00-00A-048A-T C 2012-05-30 3 All
55 - STABILIZERS 2
Horizontal stabilizer 0B-A-55-10-00-00A-048A-T C 2012-05-30 3 All
56 - WINDOWS 2
62 - MAIN ROTOR 2
General 0B-A-62-00-00-00A-048A-T N 2012-05-07 3 All
Rotor blades 0B-A-62-10-00-00A-048A-T N 2012-05-07 3 All
Rotor heads 0B-A-62-20-00-00A-048A-T C 2012-05-30 5 All
Rotating controls 0B-A-62-30-00-00A-048A-T N 2012-05-07 3 All
63 - MAIN ROTOR DRIVE 2
Engine/gearbox couplings 0B-A-63-10-00-00A-048A-T N 2012-05-07 3 All
Main transmission 0B-A-63-21-00-00A-048A-T N 2012-05-07 3 All

Transmission lubricating system 0B-A-63-22-00-00A-048A-T N 2012-05-07 4 All
Oil cooling system 0B-A-63-23-00-00A-048A-T N 2012-05-07 3 All
Rotor brake system 0B-A-63-24-00-00A-048A-T C 2012-05-30 5 All
Mounts, attachments 0B-A-63-30-00-00A-048A-T N 2012-05-07 3 All
64 - TAIL ROTOR 2
Rotor blades 0B-A-64-10-00-00A-048A-T R 2012-05-07 3 All
Rotor head 0B-A-64-20-00-00A-048A-T C 2012-05-30 3 All
Rotating controls 0B-A-64-30-00-00A-048A-T N 2012-05-07 3 All
65 - TAIL ROTOR DRIVE 2
Shafts 0B-A-65-10-00-00A-048A-T N 2012-05-07 3 All
Gearboxes 0B-A-65-20-00-00A-048A-T N 2012-05-07 3 All
67 - ROTORS FLIGHT CONTROL 2
Collective pitch control system 0B-A-67-11-00-00A-048A-T C 2012-05-30 6 All
Cyclic pitch control system 0B-A-67-12-00-00A-048A-T C 2012-05-30 5 All

Mixing control system 0B-A-67-13-00-00A-048A-T N 2012-05-07 3 All
Anti-torque rotor control 0B-A-67-20-00-00A-048A-T C 2012-05-30 3 All
Servo-control system 0B-A-67-30-00-00A-048A-T C 2012-05-30 15 All
71 - POWER PLANT 2
Cowling 0B-A-71-10-00-00A-048A-T C 2012-05-30 3 All
Mounts 0B-A-71-20-00-00A-048A-T N 2012-05-07 3 All
Fireseals 0B-A-71-30-00-00A-048A-T C 2012-05-30 3 All
Electrical harness 0B-A-71-50-00-00A-048A-T C 2012-05-30 3 All
Air intakes 0B-A-71-60-00-00A-048A-T C 2012-05-30 3 All
73 - ENGINE FUEL AND CONTROL 2
Distribution 0B-A-73-10-00-00A-048A-T C 2012-05-30 7 All
Controlling 0B-A-73-20-00-00A-048A-T C 2012-07-23 14 All
74 - IGNITION 2
76 - ENGINE CONTROLS 2
77 - ENGINE INDICATING 2

79 - OIL 2
Oil system monitoring 0B-A-79-31-00-00A-048A-T C 2012-05-30 5 All
80 - STARTING 2
93 - SURVEILLANCE 2
TRD-94 Transponder 0B-A-93-41-00-00A-048A-T C 2012-07-23 10 All


LIST OF ABBREVIATIONS
AC Alternating Current; Advisory Circular AMS Aircraft Management System

ACC Accumulator ANA Analogic
Accel Acceleration ANP Actual Navigation Performance
ACT Active ANT Antenna
ADC Air Data Computer AOA Angle of Attack
ADC Analog Digital Converter AP Autopilot
ADF Automatic Direction Finder APCP Autopilot Control Panel
ADI Attitude Director Indicator API Actuator Position Indicator
ADL Airborne Data Loader APP or APPR Approach
ADS Air Data System ARINC Aeronautical Radio Inc.
ADU Air Data Unit APT Airport
AEO All Engine Operative AR As Required
AFCS Automatic Flight Control System ARINC Aeronautical Radio Inc
AFDS Automatic Flight Director System ARW Airborne Rotary Wing
AGL Above Ground Level ASCB Avionics Standard Communication Bus
Ah Ampere hour ATC Air Traffic Control
AHRS Attitude And Heading Reference System ATH Approach To Hover
AHRU Attitude Heading Reference Unit ATT Attitude
ALS Ambient Light Sensor AUX Auxiliary
ALT Altitude AVG Average
ALTA Altitude Acquire AWG Aural Warning Generator
ALTN Alternate AZM Azimuth
ALT-PRE Altitude Pre-Selected
AM Amplitude Modulation BARO Barometric
AMLCD Active Matrix Liquid Crystal Display BATT Battery

BC Back Course CMS Communication Management System

BCN Beacon CMU Communication Management Unit
Bcor Barometric Correction CNSTR Constraint
BCP Beacon Control Panel COLL Collective
BCP Best Computed Point COM Command
BIT Built In Test COMM Communication
BITE Built In Test Equipment CONF Configuration
BL Buttock Line CONF Confirmation
BRG Bearing COORD Coordinate
BRT Brightness CPL Coupling
BUS Bus Bar CPU Central Processor Unit
CR Clutter Reduction
CAA Civil Aviation Authority CRC Cyclic Redundant Checksum
CAS Calibrated Air Speed (IAS + SEC) CRS Corse
CAS Crew Alerting System CRZ Cruise
CALIB Calibration CST Contrast
CB Circuit Breaker CVR Cockpit Voice Recorder
CBIT Continuous Built In Test CW Clock-Wise
CCD Cursor Control Device CW Continuous Wave
CCW Counter Clock-Wise
CDS Cockpit Display System DAC Digital Analog Converter
CDU Control Display System DAU Data Acquisition Unit
CEU Control Electronic Unit DC Direct Current
CG Center of Gravity DDM Difference in Depth of Modulation
CHS Core Helivionic System DEG Degree
CLR Clear DEOS Digital Engine Operating System
CLTV Collective DEST Destination

DET Detection DVS Doppler Velocity Sensor

DF Directional Finder
DFLT Default E East
DG Directional Gyro EADI Enhanced Attitude and Director Indicator
DGPS Differential Global Positioning System EAPS Engine Air Particle Separator
DGRD Degraded ECL Engine Control Lever
DH Decision Height ECS Environmental Control System
DIFF Difference ECU Engine Computer Unit
DIM Dimming EEC Electronic Engine Control
DIR Direction EECU Electronic Engine Computer Unit
DISENG Disengaged EEPROM Electrically Erasable Programmable Read only Memory
DISC Disconnect EFIS Electronic Flight Instrument System
DIST Distance EFOB Estimated Fuel on Board
DLM Depot Level Maintenance EHSI Enhanced Horizontal Situation Indicator
DME Distance Measuring Equipment EICAS Engine Instrument and Crew Alerting System
DMG Digital Map Generator ELEC Electrical
DP Differential Pressure ELT Emergency Locator Transmitter
DP Dual Pilot EMC Electromagnetic Compatibility
DPLR Doppler EMERG Emergency
DPST Double Pole Single Throw EMS Emergency Medical Service
DTD Data Transfer Device EMI Electro Magnetic Interference
DTDR Data Transfer Device Receptacle ENG Engine or Engaged
DTG Distance to Go ENT Enter
DTK Desired Track EOP Engine Oil Pressure
DTO Direct To EOT Engine Oil Temperature
DU Display Unit EP Electric Pump
EPAC Engine Power Assurance Check

EPE Estimated Position Error FOM Figure of Merit

EPROM Erasable Programmable Read Only Memory FP Fuel Pressure
ESIS Electronic Stand-by Instrument System FPA Flight Path Angle
ETA Estimated Time of Arrival FPLN Flight Plan
EWS Electronic Warfare System FPS Flight Planning System
EXEC Execute FQI Fuel Quantity Indicator
EXP Expiration FREQ Frequency
FT Foot or Feet
FAA Federal Aviation Administration FTR or FTRIM Force Trim Release
FADEC Full Authority Digital Engine Control FWD Forward
FAR Federal Airworthiness Requirements
FCM Flight Control Module GA Go Around
FCU Fuel Computer Unit GCP Gus Control Panel
FD Flight Director GCR GMAP Clutter Redaction
FDE Flight Deck Effect GCU Generator Control Unit
FDR Flight Data Recorder GFE Government Furnished Equipment
FEPROM Flash EPROM GMAP Ground Map
FF Fuel Flow GND Ground
FH Flying Hours GNSS Global Navigation Satellite System
FLI First Limit Indicator GNSSA Global Navigation Satellite System Antenna
FLIR Forward Looking Infrared Radar GNSSU Global Navigation Satellite System Unit
FM Frequency Modulation GPS Global Positioning System
FMA Flight Mode Annunciator GPDB General Purpose Data Buses
FMM Fuel Management Module GS or G/S Glide Slope
FMS Flight Management System GS Ground Speed
FMU Flight Management Unit GSE Ground Support Equipment
FOG Fiber Optic Gyros

GWT Gross Weight Total IGN Ignition

IGRF International Geomagnetic Refernce Field
Hc Baro-Corrected Altitude ILM Intermediate Level Maintenance
H/C Helicopter ILS Instrument Landing System
HCF Helicopter Configuration File IMG Instrument Meteorological Condition
HDG Heading INBND Inbound
HDG SEL Heading Select IND Indicator
HF High Frequency In Hg or INHG Inches of Mercury
HIL Horizontal Integrity Limit (GPS) INIT Initialization
HLTY Healthy (Boolean) INOP Inoperative
HOV Hover INS Inertial Navigation System
HP High Pressure INST Installation
HPA Hecto Pascal (hPa) ISA International Standard Atmosphere
HPS Hydraulic Power Supply ITT Inlet Turbine Temperature
HSI Horizontal Situation Indicator
HUMS Health and Usage Monitoring System JAA Joint Aviation Authority
HW Hardware JAR Joint Airworthiness Requiriments
HYD Hydraulic
KM Kilometers
IAS Indicated Air Speed KTS Knots
IBIT Initiated Built in Test
ICS Intercommunication System L Left
IDS Integrated Display System LAT Latitude
IDENT Identifier LB Libre
IFF Identification Friend or Foe LbL ARINC 429 Label
IFR Instrument Flight Rule LCD Liquid Crystal Display
IGB Intermediate Gearbox LG Landing Gear

LH Low Height MEM Velocity in Memory (DVS)

LH Left Hand MER Modular Electronic Rack
LLLTV Low Light Level Television MFD Multi-Function Display
LNAV Lateral Navigation MFR Manifacturer
LOC Localizer MGB Main Gear Box
LONG Longitude MGRS Military Grid Reference System
LOS Line of Sight MIC Microphone
LP Low Pressure MIL-SPEC Military Specification
LRM Line Replaceable Module MIL-STD Military Standard
LRU Line Replaceable Unit MIN Minimum
LSK Line Select Key MIS Mission
LTRL Lateral MLG Main Landing Gear
LUH Light Utility Helicopter MMH Maintenance Man Hour
LVDT Linear Variable Differential Transducer MMI Man Machine Interface
LVL Level MR Main Rotor
LX Stormscope/Lighting Detector MRA Main Rotor Actuator
MSG Message
MAINT Maintenance MSM Mission System Management
MAG or M Magnetic MSU Magnetic Sensor Unit
MAN Manual MTBAF Mean Time Between Attributable Fault
MAP Missed Approach Point MTBF Mean Time Between Failure
MAU Modular Avionics Unit MTBM Mean Time Between Maintenance
MB Marker Beacon MTBO Mean Time Between Overhaul
MCDU Multifunction Control Display Unit MTBR Mean Time Between Removal
MCL Master Caution Light MTOP Maximum Take Off Power
MCP Maximum Continuous Power MTTE Mean Time To Exchange
MDA Minimum Descent Altitude MTTR Mean Time to Repair

MW Maintenance Word OFST Offset

MWL Master Warning Light OGE Out of Ground Effect
OLM Organizational Level Maintenance
N1 Gas Generator Turbine Speed OPER Operational Mode
N2 Power Turbine Speed OPP Opposite
NATO North Atlantic Treaty Organization OTS Observation Targeting System
NAV Navigation
NAVM Navigation Module P0 Ambient Pressure
NC Normally Closed P3 Compressor Outlet Pressure
NCD Not Computed Data PAX Passenger
ND Navigation Display PB Pushbutton
NDB Non Directional Beacon PBD Place/Bearing/Distance Point
Nf or NF Engine free turbine speed PBIT Power-on Built in Test
Ng or NG Engine gas generator speed PBPB Place/Bearing - Place/Bearing Point
NLG Nose Landing Gear PCB PFD Control Panel
NM Nautical Miles PCM Power Control Module
NOC Normal Operating Condition or NAV on Course PCMCIA Personal Computer Memory Card International Association
NORM Normal PERF Performance
Nr or NR Rotor Speed PFD Primary Flight Display
NRP Non Return Point PFT Pre Flight Test
NVG Night Vision Goggles PMS Power Management Switch
NVIS Night Vision Imaging System P/N Part Number
NVM Non Volatile Memory POS Position
POST Power-on Self Test
OAT Outside Air Temperature PLA Power Lever Angle
OBS Observation System PTMU Pressure and Temperature Measurement Unit
OEI One Engine Inoperative PP Pedal Position

PP Program Pin RMI Radio Magnetic Indicator

PPOS Present Position RMS Radio Management System
P/R Partial Retraction RNAV Radio Navigation or Area Navigation
PRAIM Predictive RAIM RNG Range
PRESS Pressure RNP Required Navigation Performance
PREV Previous ROC Rate of Climb
PROC Processor RPM Revolution Per Minute
PROG Progress RTA Receiver Transmitter Antenna
PROM Programmable Read Only Memory RWY Runway
PS Power Supply RX Reception
PSI Pound Square Inches
PTT Push-To-Talk SAR Search and Rescue
PVT Position Velocity and Time SAS Stability Augmentation System
SAT Standard Air Temperature
RA Radio Altitude/Altimeter SBY Stand-By
RAD Radio SCP System Control Panel
RAD ALT Radio Altitude SCRL Scroll
RAIM Receiver Autonomous Integrity Monitor SEC Source Error Correction
RAL Radio Altimeter SEL Selector
RAM Reliability; Availablility and Maintainability SELCAL Selective Call
RCP Reconfiguration Control Panel SID Standard International Departure
RCT React Mode SLV Slave
REV Revision SMD Smart Multifunction Display
RF Radio Frequency S/N Serial Number
RFI Radio Frequency Indicator SOE Set Of Equipment
RH Right Hand SOV Shut Off Valve
RH or RHT Radio-Altimeter Height SP Single Pilot

SPD Speed TMPY Temporary

SPF Short Power Failure TNG Training Mode
SRAM Static Random Access Memory TOD Top Of Descent
SRU Shop Replaceable Unit TOT Turbine Outlet Temperature
SSM Sign Status Matrix TQ Torque
SSW System Status Word TR Tail Rotor
STAB Stabilization TRANS En Route Transition
STAR Standard Arrival TRANS Transient
STD Standard TRB Turbolence
STS Status TRK or TK Track
SUM Structural Usage Monitoring TRQ Torque
SW Software TRSOV Tail Rotor Shut-Off Valve
SYNCHRO Synchronization Signal TRU or T True
SYS System TSN Time Since New
TSO Time Since Overhaul
T45 Matched Exhaust Gas Turbine TSO Technical Standard Order
TAC or TACT Tactical TST Test
TAS True Air Speed TT Triple Tachometer
TAT Total Air Temperature (= Ti) TTD Time To Destination
TBD To Be Defined TTG Time To Go
TBO Time Between Overhaul TUM Transmission Usage Monitoring
TCAS Traffic Alert and Collision Avoiding System TV Television
TGB Tail Rotor Gear Box TWD Threat Warning Display
TGT Target TX Transmission
THAV Thales Avionics
TI Impact Temperature (= TAT) UHF Ultra High Frequency
TKE Track Angle Error UPD Update

UTC Universal Time Code Vz Altitude Rate

UTM Universal Time Mercator
UTIL Utility WCA Warning Caution and Advisory
Wd Word
VAC Volt, Alternating Current WGS Word Geodetic Sysyem
VAIM Velocity Autonomous Integrity Monitoring WL Water Line
VAR Variable WOW Weight On Wheels
VAR Variation VRC Weather Radar Condition
VERT Vertical WPT Waypoint
VFR Visual Flight Rule WX or WXR Weather Radar
VHF Very High Frequency
VID Video XFEED Cross Feed
VIP Very Important Person XFER Transfer
VMM Vehicle Monitoring Module XMTR Transmitter
VMS Vehicle Monitoring System XPDR Transponder
VNAV Vertical Navigation XPC Collective Pitch Position
VNE Velocity Never Exceeded XPK Cross Track Distance
VNEp Velocity Never Exceeded in Auto-Rotation
VOR VHF Omnidirectional Range Zb Barometric Altitude
VRM Variable Range Marker
VROC Vertical Rate Of Climb
μA Micro Amps
VS Vertical Speed
VSI Vertical Speed Indicator
VSWR Voltage Standing Wave Ratio
VVI Vertical Velocity Indicator
Vy Best Rate of Climb

AW TRAINING ACADEMY ITALY “A. MARCHETTI”
AW TRAINING ACADEMIES
The AW Training is organised against four primary functional areas: Training
Academies, Training & Helicopter Support Systems, Training Solution and
Programme Mgmt & Training Planning Control.
Training Academies delivers training in Italy, UK, US and worldwide. Each
Academy is responsible for assuring the delivery of the assigned training
contacts.
The AW Training Academy Italy and USA are an international approved
Organization which deliver Basic and Type Rating courses to Pilots and
Technicians for Agusta design Helicopters.
AWTA UK is the Training delivery center for Westland design Helicopters,
including EH101.
3E-A-00-00-00-00A-018A-T FOR TRAINING PURPOSE ONLY 2012-07-23 Page: 1

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AW TRAINING ACADEMIES
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HISTORY OF TRAINING ACADEMIES

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AWTA ITALY, SESTO CALENDE

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AWTA ITALY, SESTO CALENDE

ICN-3E-A-000000-G-A0126-00024-A-01-1
AWTA MAIN CERTIFICATIONS

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AWTA TRAINING PROCESS

ICN-3E-A-000000-G-A0126-00026-A-01-1
TRAINING COURSES
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TRAINING COURSES
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TRAINING COURSES
ICN-3E-A-000000-G-A0126-00029-A-01-1
AWTA ITALY FACILITY

ICN-3E-A-000000-G-A0126-00030-A-01-1
MAINTENANCE TRAINING SIMULATORS (MTS)

ICN-3E-A-000000-G-A0126-00031-A-01-1
ROTORSIM - FULL FLIGHT SIMULATORS (FFS)

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FLIGHT TRAINING
ICN-3E-A-000000-G-A0126-00033-A-01-1
CLASSROOM AND MULTIMEDIA INSTRUCTION

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US TRAINING ACADEMY - PHILADELPHIA

ICN-3E-A-000000-G-A0126-00036-A-01-1
AW CUSTOMER TRAINING WEBSITE

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TRAINING ACADEMY ITALY WEBSITE

CHAPTER
00
HELICOPTER - GENERAL
FOR TRAINING PURPOSE ONLY 2012-07-23 Page: 1


SECTION 00
HELICOPTER - GENERAL

GENERAL DESCRIPTION
This new model “AW 109SP“ is a new improved version of the Agusta family
of twin engine, light helicopter. The modificationswith respect to the previous
versions are basically three:
• The introduction of a new Composite fuselage structure;
• The introduction of the “four channel digital autopilot“ HAC 3000;
• The introduction of a new cockpit layout with 4 Chelton displays unit
(EFIS) and integrated COMM/NAV management system.
The AW 109SP is a twin engine helicopter powered by two Pratt and Whiney
Canada PW207C turbine engines. It is a light class helicopter (MGW of 3175
Kg) for various operation purposes.
STRUCTURE
For the AW 109SP a new fuselage will be developed with the following
characteristics:
• 3 modules (canopy, central structure and rear section)
• The conopy, in two half, is entirely composed by composite material
• The sides of the rear cabin are entirely composed by composite material

ICN-3C-B-000000-G-A0126-00006-A-04-1
DESIGN FEATURES
DIMENSIONS AND GENERAL DATA • Height.................................................................................... 0,71 m
AIRFRAME
• Type..................................................................... POD AND BOOM MAIN ROTOR
• Overall Length (Rotor tuning).............................................. 12,96 m • Type............................................................ FULLY ARTICULATED
• Fuselage Length.................................................................. 11,65 m • Number of Blades........................................................................... 4
• Cabin Width........................................................................... 1,64 m • Diameter............................................................................ 10.830 m
• Maximum Width (Elevator).................................................... 3,29 m • NR 100%............................................................................. 384 rpm
• Maximum Height................................................................... • Disc Area................................................................................ 2
3,39 m 92 m
• Landing Gear Track............................................................... 2,15 m • Engine to Rotor Gear Ratio........................... 15.62 + 1 (6000 : 384)
• Landing Gear Wheel-base.................................................... 3,74 m • Drag damper (oil type).............................................. MIL-PRF-5606
SEATING
TAIL ROTOR
• Crew............................................................................................ 1/2
• Type............................................................................. SEMI-RIGID
• Passengers................................................................................. 7/6
• Number of Blades........................................................................... 2
• Diameter................................................................................ 1,94 m
INTERNAL DIMENSION/CAPACITY
• NR 100%........................................................................... 2080 rpm
• Main Cargo Space Cubic Capacity...................................... 3
3,90 m 2
• Disc Area............................................................................. 2,95 m
• Length (Overall)..................................................................... 2,30 m
• Tail Rotor Drive Shaft/Tail Rotor..................... 2.8 + 1 (5872 : 2080)
• Width..................................................................................... 1,61 m
• Height (maximum)..................................................................... 1,28
3
ENGINE (RATINGS - SEA LEVEL, ISA)
• Baggage Compartment Cubic Capacity.............................. 0,90 m
2 • Manufacturer............................................................. Pratt&Whitney
• Floor Loading.................................................................. 500 Kg/m
• Model............................................................................... PW 207 C
• Load.............................................................................. 120 Kg max
• Max continuous power O.E.I.............................................. 633 SHP
• Length (MAX)........................................................................ 2,30 m
• O.E.I. (2,5 min)................................................................... 730 SHP

GAS GENERATOR SPEED (N1 %) One engine inoperative (OEI)
All engine operative (AEO) • Transient................................................................................... 85%
• Minimum.................................................................................... 50% • Minimum.................................................................................... 90%
• Maximum Continuous....................................... 97.1% (56.500 rpm) • Cautionary..................................................................... 90% to 98%
• Take – off (5 minutes)............................................. 97.2% to 99.7% • Continuous operation (except take off and landing).... 99%to 101%
• Maximum Take – off (5 minutes)............................................ 99.7% • Take – off and landing (below Vy)............................ 101% to 102%
• Transient (20 seconds)........................................................ 104.1% • Maximum................................................................................. 102%
• Transient (20 seconds.).......................................................... 112%
One engine inoperative (OEI)
• Minimum.................................................................................... 50%
• Maximum Continuous............................................................ 99.7% TURBINE OUTLET TEMPERATURE (TOT °C)
• 2.5 minutes........................................................... 99.8% to 102.9% Engine starting
• Maximum 2.5 minutes.......................................................... 102.9% • Maximum continuous............................................................ 650° C
• Transient (20 seconds)........................................................ 104.1% • Maximum at starting (2 seconds).......................................... 875° C
All engine operative (AEO)

POWER TURBINE (N2 %) • Maximum continuous............................................................ 840° C
All engine operative (AEO) • Maximum take – off (5 min)......................................... 841 to 900°C
• Transient................................................................................... 95% • Transient (20 seconds)......................................................... 1000°C
• Minimum.................................................................................... 99%
• Continuous operation (except take off and landing) ... One engine inoperative (OEI)
99% to 101%
• Maximum continuous............................................................ 900° C
• Takeoff and landing (below Vy)................................. 101% to102%
• 2.5 min Range............................................................ 901 to 970° C
• Maximum................................................................................. 102%
• Transient (20 seconds)........................................................... 112%

• Transient (20 seconds)........................................................ 1000° C • Minimum.................................................................................... 90%

• Cautionary..................................................................... 90% to 98%
• Continuous operation (except take off and landing)....
99% to 101%
TRANSMISSION LIMITATION TORQUE (TRQ %)
• Take – off and landing and below Vy......................... 101% to102%
All engine operative (AEO)
• Maximum................................................................................. 102%
• Max continuous....................................................................... 100%
• Take OFF range (5 minutes)..................................... 101% to 107% Power OFF
• Transient (6 sec.).................................................................... 110%
• Transient................................................................................... 90%
• Minimum.................................................................................... 95%
One engine inoperative (OEI)
• Continuous operation.................................................. 95% to 110%
• Max continuous....................................................................... 133%
• Maximum................................................................................. 110%
• 2.5 minutes................................................................... 134 to 162%
• Transient (6 sec.).................................................................... 173%
TRANSMISSION LUBRICATION SYSTEM

ROTOR LIMITATIONS (NR %)
• Oil Type.................................. MIL-PRF-23699 or DOD- PRF
Power ON (AEO) -85734
• Transient................................................................................... 95% • Capacity..................................................................................... 11L
• Minimum.................................................................................... 99%
OPERATING PRESSURE
• Continuous operation (except take off and landing)....
99% to 101% • Minimum................................................................................ 30 PSI
• Take – off and landing and below Vy......................... 101% to102% • Continuous operation................................................... 30 to 50 PSI
• Maximum................................................................................. 102% • Cautionary.................................................................... 51 to 70 PSI
• Maximum............................................................................... 70 PSI
Power ON (OEI)
• Transient................................................................................... 85%

OPERATING TEMPERATURE OPERATING PRESSURES
• Continuous operation...................................................... 0 to 120°C Normal system
• Maximum............................................................................... 120° C • Minimum ............................................................................. 500 PSI
• Cautionary ............................................................. 500 to 1140 PSI
• Normal ................................................................. 1141 to 1600 PSI
TAIL ROTOR GEAR BOX LUBRICATION SYSTEM • Maximum .......................................................................... 1600 PSI
• Oil Type.................................. MIL-PRF-23699 or DOD- PRF

-85734 Emergency system
• Capacity................................................................................. 0.24 L
• Minimum ........................................................................... 1140 PSI
• Maximum .......................................................................... 1600 PSI
FLIGHT CONTROL HYDRAULIC SYSTEM
• Fluid Type................................................................. MIL-PRF-5606 Accumulators
• Reservoir Capacity (SYS 1)................................................... 1.35 L • Gas Type............................................................................. nitrogen
• Reservoir Capacity (SYS 2)........................................................ 3L • Charging Pressures............................................................. 427 PSI
• Operating Pressures - Minimum........................................ 1200 PSI • Charging Pressures............................................................. 427 PSI
• Operating Pressures - Cautionary........................ 1200 to 1400 PSI
• Operating Pressures - Normal.............................. 1401 to 1600 PSI
• Operating Pressures - Maximum....................................... 1600 PSI
ACCUMULATORS LANDING GEAR

• Gas type.............................................................................. nitrogen SHOCK ABSORBER STRUT
• Charging pressure............................................................. 1100 PSI • Fluid Type................................................................. MIL-PRF-5606
• Gas Type............................................................................. nitrogen
UTILITY HYDRAULIC SYSTEM NITROGEN CHARGING PRESSURE (MECAER) (WITH OAT = 20°C)
• Fluid Type.................................. MIL-PRF-5606 or MIL-PRF-83282 • Main..................................................................................... 210 PSI

• Nose.................................................................................... 120 PSI • Tank Capacity (each system)................................................. 5.12 L
OIL PRESSURE (PSI)

• Minimum for ground idle.................................. Above lower red line
TYRES
• Continuous Operation.................... Green band (variable as a
• Type.................................................................................... tubeless function of N1)
• Size............................................................................. • Cautionary Range......................... Yellow bands (variable as a

360 x 135 x 6
function of N1)
• Gas type................................................................................ 85 PSI
• Transient (10 minutes)............................................................... 200
• Pressure.............................................................................. nitrogen
• Maximum during engine starting................................................ 200
AIRFRAME FUEL SYSTEM OIL PRESSURE (°C)

• Fuel Type........................................................... JP5-JP8 jetA-jetA1 • Continuous Operation....................................................... 10 to 125
• Main tanks capacity (3 cells)..................................... 460 Kg (575 lt) • Maximum.................................................................................... 125
• Usable....................................................................... 450 Kg (563 lt)
OPERATING PRESSURE
• Cautionary........................................................................ 0 to 7 PSI ELECTRICAL SYSTEM
• Normal............................................................................ 8 to 25 PSI DC POWER SUPPLY SYSTEM - STARTER
• Maximum............................................................................... 25 PSI • Input................................................................................. 24/28 Vdc
OPERATING TEMPERATURE DC POWER SUPPLY SYSTEM - GENERATOR

• Minimum for starting................................................................ -25°C • Output Power...................................................................... 4.8 KVA
• Maximum for starting.............................................................. +50°C • Output Voltage.......................................................... 28 V regulated
• Max Cont. Load....................................................................... 200 A
• Speed Range................................................... 7200 to 12100 RPM
ENGINE OIL SYSTEM
• Oil Type........................................................................ MIL-L-23699

DC POWER SUPPLY SYSTEM - BATTERY
• Type........................................................................................ Ni-Cd
• Rating...................................................................................... 33 Ah
AC POWER SUPPLY SYSTEM (OPTIONAL)

• Type................................................................... Static single-phase
• Input voltage.......................................................................... 28 Vdc
• Output voltage.................................................. 26/115 V ac 400 Hz
• Total Power Output............................................................... 250 VA
WEIGHTS
• Minimum gross weight for flight.......................................... 2050 Kg
• Max take-off gross weight................................................... 3175 Kg
• Max gross weight for ground taxiing and towing................. 3175 Kg
PERFORMANCES
• VNE...................................................................................... 168 Kts
• Max operating altitude....................................................... 20.000 Ft
• Minimum ambient air temperature......................................... - 25°C
• Maximum sea level ambient air + 50°C temperature ( Decreasing
.................................................. rate 2°C/1000Ft)


SECTION 40
TECHNICAL PUBLICATION

GENERAL PART II - MANUFACTURER DATA
A set of manuals has been issued to provide the operators with proper • Mass and Balance
information necessary to itemise the useful technical literature for operating,
• Description of Systems
maintaining and overhauling the helicopter.
Therefore each maintenance operation carried out on the helicopter must be • Handling, Servicing and Maintenance
performed according to Agusta publications. Flight Manual Supplements
•
The set of publications is composed of:
• Rotorcraft flight manual
• Air vehicle maintenance planning information
• Air vehicle maintenance publication AIR VEHICLE MAINTENANCE PLANNING INFORMATION
• Component repair and overhaul publication Provides to skilled personnel all the information necessary to plan the
• Airvehicle wiring data publication maintenance on an air vehicle, in order to preserve the airworthiness and flight
characteristics.
• Illustration parts catalog The AMPI contains the following topics:
• Illustrated tool and equipment publication • Chapter 04: Airworthiness Limitations
• Material data information NOTE
• Additional information (BT-SL) The EASA approval is required for chapter 04 and its changes.
• Chapter 05: Maintenance requirements

ROTORCRAFT FLIGHT MANUAL
Provides the pilot with all the information necessary to operate the helicopter
in normal and emergency conditions. AIR VEHICLE MAINTENANCE PUBLICATION
It is divided in two parts containing the following sections: Provides to the maintenance staff all the information required to perform the
maintenance on an vehicle.
PART I - EASA APPROVED The AMP contains the following topics:
• Removal and Installation
• General
• Test and Inspection
• Limitations
• Permitted repairs
• Emergency and Malfunction Procedures
• Troubleshooting
• Normal Procedures
• Acceptance and Functional check flight.
• Performance Data

COMPONENT REPAIR AND OVERHAUL PUBLICATION storage and utilization of the consumable materials recommended of the
helicopter.
Contains all the information necessary for the repair and overhaul of the major
helicopter components.
It contains the following procedures: ADDITIONAL INFORMATION
INFORMATION LETTERS
ILLUSTRATION PARTS CATALOG Are issued to provide the operator with “useful information” such as:
Illustrates, locates and lists all the helicopter items that may be required as Maintenance Manual clarifications; suggestions for better operating,
spare parts for substitution during maintenance operations performed by the maintenance or inspection procedures; changes to component T.B.O. or T.B.I:
operators. requirements.
It contains the following: With the exception of T.B.O. and T.B.I. requirements, compliance with
• Part and reference number of parts Information Letters is at the discretion of the individual operator.
• Description and nomenclature of parts

Quantity required TECHNICAL BULLETINS
•
Illustrations for parts installation and location Are issued by the manufacturer to provide technical information which affects
•
the airworthiness of the helicopter.
• Parts cross reference index. Compliance with Technical Bulletins is MANDATORY within the time limits
specified in the “accomplishment sections” unless the Bulletin is classified as
optional.
ILLUSTRATED TOOL AND EQUIPMENT PUBLICATION
The illustrated Tool and Equipment information set (ITEP) gives data specially SERVICE INSTRUCTIONS
related to all the items of Aircraft Ground Equipment (AGE) for the A109SP
helicopter. The ITEP is made up of Data Modules (DM) that give information Contain all the information necessary to the operator for the acquisition of
of the ground equipment. Each DM contains data for a specific tool or parts, installation and maintenance procedures when fitting optional
equipment item. equipment, or performing a major modification on the helicopter.
The items are necessary for:
• On -aircraft serving
• On-aircraft fault isolation
• Repair of the airframe related systems
MATERIAL DATA INFORMATION

This publication is the Material Data Information publication of the A109SP
helicopter. It includes all the data that are necessary for the identification,


CHAPTER
05
SCHEDULED/UNSCHEDULED
MAINTENANCE

SECTION 00
GENERAL

EXTERNAL PREFLIGHT CHECKS
Preflight checks are intended as those checks to be performed by the pilot in
order to ascertain that the helicopter is flightworthy and adequately equipped.
The inspection commences at the nose and continues clockwise around the
helicopter.
For further information, refer to AW109SP R.F.M. Section 2

ICN-3C-A-050000-G-A0126-00083-A-01-1
EXTERNAL PREFLIGHT CHECKS


CHAPTER
06
DIMENSIONS AND AREAS


SECTION 10
PRINCIPAL DIMENSIONS

GENERAL DESCRIPTION
In this section are provided the principal dimensions, and the reference lines,
of the helicopter .
AIRFRAME REFERENCE LINES

Refer to figure, for an illustration of the airframe reference lines.
STATION LINES (STA)

The station lines are vertical planes perpendicular to, and measured along the
longitudinal axis of the helicopter. The station lines are measured in millimetres
from a reference point (STA 0). STA 0 is 1635 mm forward of the front jack
point.
WATER LINES (WL)

The water lines are horizontal planes perpendicular to, and measured along
the vertical axis of the helicopter. The water lines are measured in millimetres
from a reference point (WL 0).
BUTT LINES (BL)

The butt lines are vertical planes perpendicular to, and measured to the left
and right along the lateral axis of the helicopter. BL 0 is at +/- 450 mm inboard
of each of the two main jack points and it coincides with the helicopter
longitudinal plane of simmetry.

ICN-3C-A-061000-G-A0126-00094-A-02-1
HELICOPTER DIMENSIONS
ICN-3C-A-061000-G-A0126-00095-A-01-1
REFERENCE LINES
CHAPTER
08
LEVELING AND WEIGHING


SECTION 00
GENERAL

GENERAL
This section explains the needs and methods of calculating the Center of
Gravity of the helicopter, the use of the Weight and Balance Charts and Data.
The Center of Gravity (C. of G.) is defined as the point-where all the weight of
the helicopter acts, located generally directly under the Main Rotor Hub.
The position of the C. of G. can be varied by load disposition which, because
of pendulum effect, can cause the fuselage of the helicopter to adopt a nose
up/down or sideways attitude.
When this happens the rotor disc, after a slight lag, will follow the mast and to
maintain the disc relative position in space the pilot will have to apply corrective
cyclic control.
These results in a limitation of the cyclic control range available causing a
dangerous lack of maneuverability and also a possible reduction in speed.
Therefore it is necessary for the C. of G. range of movement to be restricted
within defined limits. These are specified by the helicopter manufacturer, and
are defined longitudinally by airframe Stations and laterally by Butt lines.
CAUTION
IT IS PILOT RESPONSIBILITY TO ENSURE THAT THE
HELICOPTER IS PROPERLY LOADED SO AS TO MAINTAIN FOR
THE DURATION OF THE ENTIRE FLIGHT THE C. OF G. WITHIN
THE LIMITATION DEFINED IN THE AW109SP RFM, SECTION 1.
WARNING
OPERATION OUTSIDE OF PRESCRIBED WEIGH AND BALANCE
LIMITATIONS COULD RESULT IN AN ACCIDENT AND SERIUS OR
FATAL INGIURY.

ICN-3C-A-080000-G-A0126-00065-A-02-1
CENTER OF GRAVITY (C. OF G.)

DEFINITIONS DRY WEIGHT
ARM The Dry Weight consists of the Operating Weight plus Payload (passengers,
baggage/cargo).
Arm is the term used for the measured value, in mm, from a datum line to a
particular item of interest.
GROSS WEIGHT
MOMENT The Gross Weight consists of the Dry Weight plus take-off or landing fuel.
Moment is the product of the weight of an item multiplied by its arm. Moments
are expressed in units of kg mm. MAXIMUM GROSS WEIGHT OR MAXIMUM TAKE OFF WEIGHT
The Maximum Gross Weight is determined by performance considerations and
LONGITUDINAL CENTER OF GRAVITY must be calculated considering expected mission variables (see Chart E -
Weight & Balance Computation Form).
The longitudinal position of the mass balance point of the helicopter, expressed
as an arm measured from the longitudinal datum line.
LATERAL CENTER OF GRAVITY CHARTS AND DATA PAGES

The lateral position of the mass balance point of the helicopter, expressed as For flight operations the manufacturer provides Loading Charts and Data which
an arm measured from the lateral datum line. enable the pilot to calculate the amount and disposition of load necessary to
keep the C. of G. within the specified limits for the duration of the flight.
BASIC WEIGHT To ensure that the Loading Charts and Data can be used with confidence and
The Basic Weight is the empty weight (equipped) less engine oil and special safety it is necessary that the basic weigh and the location of the C. of G. be
mission equipment. It includes the trapped and unusable fuel and oil. established exactly, and kept within the manufacturer’s specified limits.
All the information necessary for these calculations is contained in the Flight
EMPTY WEIGHT (EQUIPPED) Manual which comprises the following:
Weight of aircraft complete with all systems as configured in accordance with LONGITUDINAL CG LIMITS CHART
the model detail specification with full operating fluids, including engine oil. The
helicopter is prepared for service. A graph which specifies the longitudinal C. of G. limits in relation to the Gross
Weight of the helicopter.
OPERATING WEIGHT
LATERAL CG LIMITS CHART
The Operating Weight consists of the equipped empty weight plus crew weight.
A graph which specifies the lateral C. of G. limits in relation to the Gross Weight
of the helicopter.

HELICOPTER STATIONS DIAGRAM
An illustration showing the principal helicopter Stations: Pilot, Passengers,
Jack Points, Baggage etc.
COMPUTATION OF LOADING
Examples of load calculations to determine if the longitudinal and lateral C. of
G. positions are within the specified Chart limits.
TABLES OF WEIGHTS AND MOMENTS

A series of tables specifying the Weights, Arms and Moments of Pilots,
Passengers, Fuel Engine Oil, Transmission Oil and Baggage.

ICN-3C-A-080000-G-A0126-00010-A-01-1
WEIGHT AND LONGITUDINAL CG ENVELOPE (METRIC UNITS)

ICN-3C-A-080000-G-A0126-00011-A-01-1
WEIGHT AND LATERAL CG ENVELOPE (METRIC UNITS)

ICN-3C-A-080000-G-A0126-00012-A-02-1
HELICOPTER STATION DIAGRAM

ICN-3C-A-080000-G-A0126-00013-A-01-1
BAGGAGE LOADING ZONES

Baggage load
ZONE 1 ZONE 2 ZONE 3 ZONE 5 ZONE 6

STA 4880 mm STA 5240 mm STA 5560 mm STA 5960 mm STA 6430 mm
Baggage load (Kg)
Baggage moment (Kg mm)
10 48800 52400 55600 59600 64300
20 97600 104800 111200 119200 128600
30 146400 157200 166800 178800 192900
40 195200 209600 222400 238400 257200
50 244000 262000 278000 298000 321500
60 292800 314400 333600 357600 385800
70 341600 366800 389200 417200 450100
75 366000 393000 417000 447000 482250
78 380640 408720 433680 464880 501540
80 390400 419200 444800 476800 514400
84 409920 440160 467040 500640 540120
85 414800 445400 472600 506600
90 439200 471600 500400 536400
93 453840 487320 517080 554280
100 488000 524000 556000

Baggage load
ZONE 1 ZONE 2 ZONE 3 ZONE 5 ZONE 6

STA 4880 mm STA 5240 mm STA 5560 mm STA 5960 mm STA 6430 mm
Baggage load (Kg)
Baggage moment (Kg mm)
102 497760 534480 567120
105 512400 550200
110 536800 576400
120 585600
Longitudinal moments
Usable fuel - main fuel tanks
Weight (Kg) Capacity (l) (0.8 Kg/l) STA (mm) Moment (Kg mm)
20 25 3761 75220
40 50 3765 150580
60 75 3771 226260
80 100 3779 302320
100 125 3732 373200

120 150 3663 439560
140 175 3613 505820
160 200 3578 572480
180 225 3561 640980
200 250 3599 719800
220 275 3657 804540
240 300 3705 889200
260 325 3745 973700
280 350 3780 1058400
300 375 3810 1143000
320 400 3837 1227840
340 425 3860 1312400
360 450 3881 1397160
380 475 3899 1481620
400 500 3916 1566400
420 525 3931 1651020

440 550 3945 1735800
449.6 562 3951 1776370
Lateral arms
Engine oil (STA 4280 mm)
Weight (kg) Capacity (l) Moment (kg mm)
10 10,52 42800

Lateral arms
Undrainable engine oil (STA 4280 mm)
1,8 1,9 7704
Lateral arms
Main transmission oil (STA 3602 mm)
10,5 11 37821

Lateral arms
Unusable fuel - main fuel tanks
Weight (kg) Capacity (l) (0.8 kg/l) STA (mm) Moment (kg mm)
10 12.5 3761 37610

ICN-3C-A-080000-G-A0126-00014-A-01-1
LONGITUDINAL LOADING EXAMPLE

ICN-3C-A-080000-G-A0126-00015-A-01-1
LATERAL LOADING EXAMPLE

ICN-3C-A-080000-G-A0126-01818-A-01-1
CHART A - EQUIPMENT LIST
ICN-3C-A-080000-G-A0126-00016-A-01-1
CHART B - HELICOPTER WEIGHING RECORD

ICN-3C-A-080000-G-A0126-00017-A-01-1
CHART C - HELICOPTER WEIGH AND BALANCE RECORD

ICN-3C-A-080000-G-A0126-00018-A-01-1
WEIGHT AND BALANCE COMPUTATION FORM


CHAPTER
09
HANDLING AND MANEUVERING


SECTION 00
HANDLING AND TAXIING

The section describes the procedures to be complied during ground handling • Park the helicopter.
of the helicopter.
TAXIING
TOWING
Can only be performed by qualified pilots, but assistance from ground crew
The helicopter can be maneuvered on the ground manually, or by a suitable
may be necessary when taxiing in obstructed areas.
vehicle, using the towing bar which can be secured to the nose wheel fork.
The nose wheel can be steered 40° each side from the center. The helicopter can be maneuvered on the ground by the pilot using the tow
Before start to tow the helicopter, the personnel should follow next instruction: brake pedals.
• Clear departure area of support equipment, such as work stands, power
units, etc. The nose wheel can be steered 40° each side from the center when the center
lock mechanism it has been disengaged, to get the minimum turning radius
• Disengage nose gear centering lock by setting “NOSE WHEEL LOCK”
lever on right side of front console to OFF. and ground clearance.
• Connect tow bar to holes of nose wheel fork. If applicable, remove wheel Taxiing the helicopter the following ground speed limitations have to be
chocks. followed:
• Ensure that rotorbraker is applied.
GROUND SPEED ON CONCRETE, EVEN SURFACES
• Unlock main landing gear wheels by releasing “PARK AND EMER
BRAKE” lever on front console. • Maximum speed for running take off.................................. 40 knots
• Maximum speed for running landing................................... 40 knots
CAUTION • Maximum taxiing speed (nose wheel unlocked) - straight...
THE MAXIMUM TOWING (TURNING) RADIUS OF THE NOSE 20 knots
WHEEL IS 40° FROM THE CENTERLINE. THIS IS INDICATED BY A • Maximum taxiing speed (nose wheel unlocked) - turn........ 10 knots
RED MARK AT THE LH AND RH SIDES OF THE NOSE DOOR.
ON UNPREPARED OR UNEVEN SURFACES
• Tow the helicopter slowly. • Maximum speed for running take off.................................. 20 knots
NOTE • Maximum speed for running landing................................... 20 knots
THE MAXIMUM TOWING SPEED IS 10 KM/H. DO NOT STOP/ • Maximum taxiing speed (nose wheel unlocked) - straight...
START SUDDENTLY. DO NOT PUSH ON ANY PART OF 20 knots
FRAME THAT CAN BE DAMAGED. Maximum taxiing speed (nose wheel unlocked) - turn........
• 10 knots
• Disconnect the tow bar from the nose wheel when you have finished
towing the helicopter.

ICN-3C-A-090000-G-A0126-00087-A-02-1
TOWING (1 OF 2)
ICN-3C-A-090000-G-A0126-00088-A-02-1
TOWING (2 OF 2)
ICN-3C-A-090000-G-A0126-00089-A-02-1
MAXIMUM TAXIING RADIUS


CHAPTER
10
PARKING, MOORING, STORING AND
RETURN TO SERVICE

SECTION 00
GENERAL

GENERAL CAUTION
To prevent damage to the helicopter when it is parked outside, in normal or THE MINIMUM HYDRAULIC PRESSURE TO ENSURE
adverse weather conditions, it is necessary to protect and secure the helicopter EFFECTIVENESS OF BRAKING SYSTEM IS 750 PSI. SINCE
according to the following procedures. THERE IS THE POSSIBILITY THAT RATED HYDRAULIC
When forecast wind velocity is less than 20 kts: PRESSURE OF 1500 PSI COULD DROP TO VALUES BELOW 750
• Position helicopter on a leveled surface and headed into wind. PSI, DUE TO LOSSES IN HYDRAULIC EQUIPMENT, IT IS
ESSENTIAL THAT PRECAUTIONARY MEASURES BE TAKEN
• Helicopter grounded. DURING PARKING (INSTALL WHEEL CHOCKS).
• Install wheels chocks.
• Lock the main landing wheels by operating PARK AND EMERGENCY CAUTION
BRAKE handle located on the front console.
THE PITOT TUBE COVER MUST BE INSTALLED AT LEAST 5 MIN,
• Center and lock nose wheel by operating NOSE WHEEL LOCK lever.
AFTER PITOT HEAT HAS BEEN SWITCHED OFF. THE ENGINE
• Check that all switches are “OFF”. COMPONENTS WILL BE HOT AFTER THE ENGINE STOPS. LET
THE TEMPERATURE OF THE ENGINE COMPONENTS DECREASE
• Close all access doors and access panels.
FOR A MINIMUM OF 30 MIN BEFORE YOU INSTALL THE COVERS.
• Install protective cover on Pitot tube, engine air intake and engine
exhaust ducts.
When forecast wind velocity is 20 to 40 kts: CAUTION
• Proceed as written in the proceeding paragraph. THE ENGINE COMPONENTS WILL BE HOT AFTER THE ENGINE
STOPS. LET THE TEMPERATURE OF THE ENGINE
• Install main and tail rotor straps. COMPONENTS DECREASE FOR A MINIMUM OF 30 MIN BEFORE
When forecast wind velocity is 40 to 60 kts: YOU INSTALL THE COVERS. REFER TO THE MAINTENANCE
• Proceed as written in the proceeding paragraph. MANUAL ADDITIONAL INFORMATION.
• Fill fuel tanks up to the total capacity.
• Install mooring plates.
• Secure landing gears and mooring plates to tie down rings with manila
rope of appropriate length.
If forecast wind velocity exceeds 60 kts, park helicopter in a safe area (hangar
if possible).

ICN-3C-A-100000-G-A0126-00102-A-02-1
PARKING THE HELICOPTER

ICN-3C-A-100000-G-A0126-00103-A-02-1
PARKING
ICN-3C-A-100000-G-A0126-00104-A-02-1
MOORING

CHAPTER
21
ENVIRONMENTAL CONTROL


SECTION 00
GENERAL

VENTILATION SYSTEM
The ventilation system consists of two independent subsystems: the cabin
ventilating / windshield defogging system and the passenger compartment
ventilating system.
CABIN VENTILATING / WINDSHIELD DEFOGGING SYSTEM

The system consists mainly of an air intake located on the nose section in front
of crew compartment, from the air intake the ram air is ducted to two diffusers
for the cockpit, two for windshield defogging and two diffusers for the lower
part of the crew compartment and two diffusers for the passenger
compartment.
The air flow from the nose air intake is controlled by the gate valve, installed
in the air mixing box, mechanically connected to the VENT Control knob on
the pilot side of the cockpit. The air flow from the nose air intake can be
increased by means of an electrical fan installed between the air intake and
the air mixing box. The VENT CKPT toggle-type circuit switch on the overhead
pilot side central panel controls the electrical fan. The 28 VDC BUS # 2, through
a dedicated circuit breaker, supplies the electrical power.
PASSENGER COMPARTMENT VENTILATING SYSTEM

Consists of an air scoop located on the upper deck and connected to a flexible
duct installed on the ceiling of the compartment. From the air scoop, mating
with the air intake obtained in the transmission front fairing, the ram air enters
the flexible duct on which are installed four upper diffusers, two on each lateral
side. The diffusers are controlled in flow and direction manually. Drain lines
are installed in order to drain outside condensed water.

ICN-3C-A-210000-G-A0126-01220-A-02-1
AIR DISTRIBUTION SYSTEM SCHEMATIC
ICN-3C-A-210000-G-A0126-01219-A-02-1
AIR DISTRIBUTION SYSTEM

VENTILATION SYSTEMS CONTROLS AND INDICATORS
1 VENT CKPT selector three position switch located on the (pilot side)
overhead console
• OFF ................................... the cockpit ventilating fan is de-
energized
• LOW .................................. the cockpit ventilating fan
operating at low speed
• HIGH ................................. the cockpit ventilating fan is
operating at maximum speed
2 VENT Control knob.
When pulled, opens the gate valve of the air mixing box permitting the
ram air from the nose air intake to enter the cockpit and the passenger
compartment.
3 COCKPIT FAN caution message.
In view on the EDU 1 when the cockpit fan is switched-on and
inoperating.
4 VENT ON advisory message.
In view on the EDU 2 when the cockpit ventilation is switched-on and
operating.

ICN-3C-A-210000-G-A0126-01221-A-03-1
VENTILATION SYSTEM CONTROLS AND INDICATORS

SECTION 40
HEATING

DESCRIPTION AND OPERATION
Heating in the cockpit and passenger compartment is obtained by mixing hot
air taken from the bleed air ports of both engines, with outside air, taken from
an airscoop. The bleed air heater consists of two engine bleed air P3 ports,
two shut-off valves and a mixing valve.
Bleed air and outside air are conveyed into the mixing valve. The mixing valve
is directly connected to the cabin ventilating-windshield defogging lower
distribution and the upper ventilation ducts system. A temperature sensor
determines the mixing ratio to produce the desired cabin temperature.
The sensor is controlled by the TEMP CONT manual control knob located on
the hover head console pilot side, on the RH side of the overhead panel.
An overtemperature switch, protects the system if the temperature of the mixed
air should exceed 127°C. The heating system is controlled by three switches
on the hover head console pilot side.
The SHUT-OFF # 1 and # 2 switches control the shut-off valves installed in the
bleed air supply lines.
The MIX switch controls the solenoid fitted on the mixing valve. The system is
electrically powered by 28 V DC # 1 bus bar thru the HTR toggle type circuit
breaker.
WARNING
DO NOT OPERATE BLEED AIR HEATING SYSTEM WHEN
OUTSIDE TEMPERATURE IS ABOVE 21°C.

ICN-3C-A-214000-G-A0126-01222-A-03-1
BLEED AIR HEATING SYSTEM SCHEMATIC
ICN-3C-A-210000-G-A0126-01810-A-02-1
HEATING SYSTEM INSTALLATION
HEATING SYSTEM CONTROLS AND INDICATORS cockpit and the passenger
compartment.
• HTR switch (toggle type circuit breaker) - HEAT/COND Position: no air from
controls the operation of the Heating System. It also works as circuit the outside enters the cockpit and
breaker to protect against electrical overloads: cabin FRESH AIR. The valve of
the heating system electrical the air mixing box is open. Ram air
• OFF.................................... circuit is not powered. from the outside enters the cockpit
and the cabin. When the knob is
the heating system electrical
an intermediate position the air
circuit is powered with 28 V DC
• flow is proportional to the knob
ON...................................... from the # 1 bus bar.
position.
• SHUT-OFF # 1 and SHUT-OFF # 2 (switches)
• AIR DISTRIBUTION (knob)............. Controls the flow of the air
control the operation of the Engine Compressor bleed air shut-off valves provided by the heater to the
the bleed air shut-off valve of the upper ventilation ducts for
respective engine is de- cabin windshiels defrost or to
• OFF.................................... energized (valve closed). the lower cabin ventilation
the bleed air shut-off valve is system.
• ON..................................... energized (valve open). • HEAD....................................... closed the flapper valve permitting
the air to enter the cockpit upper
• MIXING VALVE (switch)
ventilation ducts
control the operation of the mixing valve located inside the mixing unit
• HEAD/FEET........................... opens the flapper valve permitting
the mixing unit solenoid valve is the air to enter the upper and lower
de-energized (valve closed). The cockpit and passenger compartment
• OFF.................................... mixing unit is not operative. ducts.
the mixing unit solenoid valve is ENG 1/2 - S/OFF FIRE lighted push
energized (valve open). The
•
buttons.............................................. refer to fire protection system.
mixing unit operates in normal
mode mixing hot air, coming from
the two engines bleed valves, with
cold air taken from its integral air
• ON..................................... intake.
• TEMP CONT (knob)............... Adjusts the temperature of the
heated air which enters the cabin
from MIN (18°C ± 5°C) to MAX (113°
C ± 5°C).
• VENT Control knob............ - FRESH AIR Position: the gate
valve of the nose air mixing box
permitting the fresh air to enter the

ICN-0B-A-214000-G-A0126-00002-A-01-1
HELICOPTER HEATING SYSTEM CONTROLS AND INDICATORS
SECTION 50
COOLING

GENERAL DESCRIPTION The two operating modes are selected by means of the ECS-NORM/ECON
switch in the overhead panel. With the switch set to NORM, the economy
The function of the Environmental Control System (ECS) is to supply to the solenoid valve (normally open type) is energized in closed position. The
cabin through air valves and diffusers a temperature controlled airflow under conditioned air temperature is controlled by means of a potentiometer actuated
a light pressure, in order to maintain a comfortable temperature in the cockpit by the TEMP-CONT knob on the overhead panel. The potentiometer activates
and in the passenger cabin. The air temperature in the cabin is controlled by the temperature control sensor, to energize the temperature control valve
the pilot through a control knob in a range between 2°C and 82°C. positioning the valve to achieve the selected temperature.
The system is electrically powered by 28 VDC # 2 bus through ECS toggle type The economy operating mode is selected by setting the NORM/ECON switch
CB. to ECON. In this condition the economy solenoid valve is de-energized and
The maximum power available with ECS operating is less than that available opens, thus increasing the actuating pressure supplied to the turbine inlet
with the helicopter in basic configuration, this power loss is caused by the control valve, which in turn reduces the quantity of conditioned air supplied in
compressor bleed air used for the ECS. the cabin, with consequent reduction of bleed air supply.
An overtemperature switch is installed on the duct assy in order to protect the
distribution circuit against overheating case of bleed air over temperature
OPERATION
switch or temperature regulating system failure.
The air conditioning unit consist mainly of a heat exchanger, a condenser a The over temperature switch it will be activated when the temperature of the
turbine-blower unit and a temperature control circuit. air reaches 127°C and close the two shut-off valves.
The compressed air from the bleed air shut-off valves and the pressure From the outlet of the air conditioning unit, the conditioned air is directed
reducing/shut-off valve is initially cooled in the heat exchanger by a ram air through a manifold to the duct assy.
flow obtained by the Fan. The ram air enters the air scoop (cooling air inlet) The duct assy is connected to:
and flows out through an air discharge duct. • Cabin upper diffusers
Additional cooling to the ram air occurs in the condenser where the bleed air
is continually cooled by re-circulated cold air of the turbine discharge. • Cockpit upper diffusers
Condensed water from the air is collected in a water separator and sprayed by • Lower cabin and cockpit diffusers
the water injector into the ram air inlet where it re-evaporates and increases A mechanical cable handle allows the pilot to address the conditioned air flow
the cooling effectiveness of the heat exchanger. The cool high-pressure bleed to the helicopter upperzone only closing the flapper valve.
air from the condenser passes through the turbine inlet control valve which
controls the air supply to the cooling turbine during heating demands on the
system, and is then expanded through the cooling turbine where its
temperature is further reduced by the extraction of energy from air.
Shaft energy produced in the turbine drives the fan which induces the ram air
cooling across the heat exchanger. The air leaving the turbine enters the
primary nozzle of the jet pump where it induces recirculation airflow across the
cold side of the condenser. This recirculation air is drawn from the conditioned
air supply duct, and passes through the condenser where it cools the bleed
air, then mixes with the cold turbine discharge air in the jet pump, and returns
to the conditioned air supply duct.
The temperature control circuit has two operating modes: normal and
economy.

ICN-3C-A-215000-G-A0126-01229-A-03-1
ECS SYSTEM - SCHEMATIC

ICN-3C-A-215000-G-A0126-01230-A-02-1
ECS SYSTEM - SCHEMATIC
ICN-0B-A-215000-G-A0126-00003-A-01-1
INTEGRATED ECS - COMPONENT LOCATION
CONTROLS AND INDICATORS The flapper valve is closed
the conditioned air flows only
• ECS switch (toggle type circuit breaker): to the two cockpit diffusers
The environmental control system and cabin upper air valves.
• OFF................................ electrical circuit is not powered. • ECS ON advisory message........ Comes in view on the secondary
The environmental control system EDU when the system is
electrical circuit is powered with 28 operating.
• ON................................. Vdc from the No.2 bus bar. • ENG 1/2 - S/OFF FIRE lighted
• SHUT-OFF # 1 and SHUT-OFF # 2 switches: pushbuttons...................................... Refer to fire protection system
The bleed air shut-off valve of the

respective engine is de-
• OFF.................................... energized (valve closed).
The bleed air shut-off valve is
• ON..................................... energized (valve open).
• NORM/ECON switch:
Economy solenoid valve is
energized (valve closed). The
temperature control circuit
• NORM................................ operates in the normal mode.
Economy solenoid valve is de-
energized (valve open). The
temperature control circuit
• ECON................................ operates in the economy mode.
• TEMP CONT Knob................. Adjusts the temperature of the
conditioned air which enters the
cabin from MIN (+ 2°C) to MAX (+
82°C).
• AIR DISTRIBUTION knob.......... Allows the conditioned air flow to
the zones:
- HEAD/FEET
The flapper valve is open,
the conditioned air flows to
the cockpit and the cabin
upper and lower air valve.
- HEAD

ICN-0B-A-215000-G-A0126-00004-A-01-1
ECS SYSTEM CONTROLS AND INDICATORS


CHAPTER
22
AUTOFLIGHT


SECTION 00
GENERAL

GENERAL DESCRIPTION
The Automatic Flight System consists of a four-axes dual-duplex Flight Control
System (FCS) capable of performing:
• Basic Functions:
• Collective decoupling;
• Auto-trim;
• Flight and Turn coordination;
• Collective safety.
FCS modes:
• Primary Modes, controlling aircraft attitude;
• Upper Modes, controlling primary flight parameters;
• Flight Director Modes, controlling aircraft flight path;
• Search And Rescue Modes, dedicated to SAR operation (optional).
The FCS functions are automatically activated at occurrence of the specific
flight conditions.
The FCS modes are activated upon pilot request, through a dedicated input.
STSTEM ARCHITECTURE
The Flight Control System consists of the following main components:
• 1 Flight Control Computer (FCC);
• 6 Linear Actuators;
• 4 Trim Actuators;
• 4 Angular Position Transducers (Resolvers);
• 1 Auto Pilot Mode Selector (APMS).

ICN-3C-A-220000-G-A0126-00122-A-01-1
AUTO FLIGHT SYSTEM COMPONENTS (1 OF 4)

ICN-3C-A-220000-G-A0126-00123-A-01-1

ICN-3C-A-220000-G-A0126-00124-A-01-1

ICN-3C-A-220000-G-A0126-00125-A-03-1

FLIGHT CONTROL COMPUTER (FCC) A DC rotary motor, inside each parallel actuator, is controlled by the two FCC
channels according to a master/stand-by logic in order to allow the trimming
The FCC is the core of the system providing flight controls actuation through function of the flight controls’ trim and keep the linear actuators centered.
both linear and trim actuators. The master/stand-by logic applies the following rule: the first FCC Channel that
The FCC includes two independent channels (Channel 1 and Channel 2), each is engaged, masters the Trim Actuators while the second engaged FCC
made of two sections (Section A and Section B). Channel is set in hot stand by and takes the Trim mastership if the other FCC
Each section includes one CPU-board and one I/O-board. channel disengages.
The two channels communicate via internal and external data links and contain There is an electromagnetic clutch inside each trim actuator; when energized,
a Power Supply Unit each (PSU). it provides mechanical coupling between the internal actuator shaft, connected
Flight controls actuation is provided by two sets of three linear actuators (Bank to the associated flight control, and the DC motor; If the clutch is not energized,
1 and Bank 2) and four Trim actuators. the shaft is free to rotate.
The FCC is installed in the baggage compartment. When the clutch is energized, the trim actuator provides also the anchoring
point for the associated Flight Control.
Temporary de-anchoring of the flight controls is achieved pressing the FTR
LINIEAR ACUTATORS
switches on the flight controls while permanent de-anchoring of the flight
The Linear Actuators are installed in series with Pitch, Roll and Yaw flight controls is achieved through a dedicated control on the APMS panel.
controls, providing redundant control from the FCC on the hydraulic servo Inside each trim actuator a spring operating in torsion, provides artificial feel
actuators; the shaft displacement (extension and retraction) of the linear load around the anchor point.
actuators is added to the manual displacement of flight controls. Inside the Trim actuator there is also a microswitch ( detent switch) connected
The two sets of linear actuators, i.e. Bank 1 and Bank 2 include one Pitch to a cam linked to the shaft. The microswitch closes when the pilot applies a
actuator, one Roll actuator and one Yaw actuator each. force on the control stick without operating the FTR, thus providing an override
Each linear actuator includes: signal to the AFCS.
• a DC stepper motor that provides movement of the shaft;
• a Linear Variable Differential Transducer (LVDT) that provides shaft RESOLVERS
position signal;
The four redundant Resolvers sense the flight control position providing the
• and a centring switch that provides shaft centred position signal
information to the FCC channels. Control of the Trim Actuators is provided by
the signals are transmitted to the associated FCC channel. the “position control loop function” in both FCC channels; this function uses
Bank 1 Linear Actuators are driven monitored by Channel 1 and AutoPilot 1 the resolvers output as position feedback.
(AP1) The Stick Position Resolvers are also In Line Monitored (ILM) and Cross
Bank 2 Linear Actuators are driven monitored by Channel 2 and AutoPilot 2 Channel Monitored (CCM) that is: If a failure in a Resolver input data is
(AP2) detected, this information is used to disable this monitor.
The Resolver position data received by each channel is then passed to the
other channel and compared to check for failures (Cross Channel Monitoring)
TRIM ACTUATORS Auto Pilot Mode Selector (APMS). The APMS panel provides control for basic
The four Trim Actuators are connected in a parallel arrangement to each flight FCS functions , as well as control for Upper and Flight Director modes of
control axis (Pitch, Roll, Yaw and Collective). operation.

An optional SAR control panel may be installed as an optional to provide
controls for SAR modes.
ELECTRICAL POWER
The AFS is electrically powered as illustrated in the following table:
Components Bus Bar Circuit Breaker
28 V DC ESS BUS # 1 FCC CH1 PRIM FCC

FCC Channel 1 (AP1
BATTERY BUS CH1 SEC
28 VDC MAIN BUS # 2 FCC CH2 PRIM FCC

FCC Channel 2 (AP2)
BATTERY BUS CH2 SEC
28 VDC EMER BUS #1 FCC APMS CH1 FCC

APMS
ESS BUS # 2 APMS CH2
LVDTs (bank 1) 26 VAC BUS #1 FCC CH2
LVDTs (bank 2) 26 VAC BUS #2 FCC CH1
BATTERY BUS 28 V DC- FORCE TRIM PRIM

Trim Actuators
MAIN BUS # 2 FORCE TRIM SEC
A dedicated ground support equipment connector, inside the baggage

compartment provides the capability to monitor and modify FCC software
parameters through the Development Test System (DTS).

ICN-3C-A-220000-G-A0126-00126-A-01-1
AUTO FLIGHT SYSTEM ARCHITECTURE

ICN-3C-A-220000-G-A0126-00127-A-01-1
AUTOFLIGHT SYSTEM CIRCUIT BREAKERS (1 OF 2)

ICN-3C-A-220000-G-A0126-00128-A-01-1
AUTO FLIGHT SYSTEM CIRCUIT BREAKERS (2 OF2 )

SYSTEM INTERFACES
The AFS system interfaces with the following helicopter systems and
equipment:
• The Electronic Flight Instrument System (EFIS) to display engaged and
armed modes annunciations, datum bug indications and settings done
on Remote Bugs Panels (RBP). The EFIS operates also as pass through
for DME data.
• The Data Acquisition Unit (DAU) that manages the activation of Caution
and Advisory messages displayed on the Electronic Display Units (EDU),
as well as the activation of voice annunciations.
The DAU also provides display of Pre-Flight Test messages and ATP
Integration on the EDUs.
The DAU also operates as pass-through for engine data (from the ECUs)
and Flight Controls servo system pressure data.
• The Air Data Units (ADU1 and ADU2) which provide flight environment
data.
• two Attitude and Heading Reference Systems (AHRS) which provide
attitude, vertical speed and heading data.
• The Reconfiguration Control Panel (RCP) for selection of active source
for air data (ADU1 or ADU2) and active source for attitude and heading
data (AHRS1 or AHRS2).
• The Electronic Standby Indicator System (ESIS), as third source of
attitude, air data and rate of turn data
• The Weight On Wheels (WOW) micro-switch that provides signal to set
the Helicopter ground or flight condition.
• The Navigation System that provides radio navigation data (VOR/ILS)
and lateral navigation guidance (FMS).
• The Radio Altimeter System that provides radar height data.
• The Flight Controls that are mechanically linked to the Trim and the Linear
actuators in order to provide parallel and series actuation, respectively.
An optional link is also available to the Flight Data Recorder (FDR).

ICN-3C-A-220000-G-A0126-00137-A-01-1
AUTOFLIGHT SYSTEM INTERFACES

AUTOFLIGHT SYSTEM CONTROLS AND INDICATORS When the IAS mode is engaged it is possible to modify the reference
value turning the knob. Turn clockwise to increase the value, counter-
The AFS functions and mode of operations are managed through the Auto Pilot clockwise to decrease it.
and Mode Selector (APMS) panel. Moreover other system controls are located
on both Pilot and Copilot Cyclic and Collective grips. 7 HDG pushbutton:
The APMS panel houses 13 lighted pushbuttons and 4 endless rotary knobs. When pressed engages/disengages the HDG (heading hold) mode.
The knobs provide also pushbutton capability. The green ON indication is lighted up when the HDG mode is engaged.
The two upper rows contain the Upper and Flight Director related pushbuttons, 8 ALT Knob/pushbutton:
while the lower row related to FCS functions; Each pushbutton and knob is When pressed engages/disengages the ALT (baro-corrected altitude
labelled for function identification. hold) mode. When the ALT mode is engaged it is possible to modify
The APMS is back lighted for night use and is NVG compatible. reference value turning the knob. Turn clockwise to increase the value,
Lamp test capability is provided by means of a dedicated LAMP TEST switch counter-clockwise to decrease it.
on the overhead control panel. 9 ALTA pushbutton:
Pressed engages/disengages the ALTA (baro corrected altitude
acquire) mode. The green ON indication is lighted up when the ALTA
AUTO FLIGHT SYSTEM CONTROLS (APMS CONTROL
mode is engaged.
PANEL)
10 VS Knob/pushbutton:
1 TEST push-button pressed: Pressed engages/ disengages the VS (Vertical Speed hold) mode. A
activate the Automatic Flight Control System Pre-Flight Test routine green triangle on the side of the VS label is lighted up when the mode
(available only when the helicopter is on the ground). The yellow ON is engaged. Turning the knob when the VS mode is engaged allows to
indication is lighted up when the Test is in progress. modify the reference value. Turn clockwise to increase the value,
2 P/R TRIM push-button: counter-clockwise to decrease it.
When pressed, activates/deactivates the pitch and roll axis permanent 11 HOV push-button:
Force Trim function. The yellow OFF indication is lighted up when the Pressed engages/disengages the HOV (hover hold) mode. The green
permanent force trim function is deactivated. ON indication is lighted up when the HOV mode is engaged.
3 C/Y TRIM push-button: 12 RHT Knob/push-button:
When pressed, activates/deactivates the collective and yaw axis Pressed engages/disengages the RHT (Radar Height hold) mode. A
permanent force trim function. The yellow OFF indication is lighted up green triangle on the side of the RHT label is lighted up when the mode
when the permanent force trim function is deactivated. is engaged. When the RHT mode is engaged it is possible to modify
4 AP1 pushbutton: reference value Turning the knob. Turn clockwise to increase the value,
When pressed, engages/disengages FCC Channel 1 (Autopilot 1). The counter-clockwise to decrease it.
yellow OFF indication is lighted on when the Channel is disengaged. 13 GS pushbutton:
5 AP2 pushbutton: When pressed, the mode (GS/NGS) is activated and can be Armed (a
When pressed, engages/disengages FCC Channel 2. The yellow OFF white A is lighted up on the button) or Captured (a green C is lighted up
indication is lighted up when the Channel is disengaged. on the button).
6 IAS Knob/pushbutton: 14 APP push-button:

When pressed engages/disengages the upper mode. A green triangle When pressed it activates Flight Director approach modes (VAPP/LOC/
on the side of the IAS label is illuminated when the mode is engaged. NLOC). A white “A” is lighted up when the APP mode is armed, while a

green C is lighted up when the APP mode is captured (engaged).15
NAV push-button: When pressed it activates the Flight Director
navigation modes (VOR/FMS) which can be either Armed or Captured.
The white A is lighted up when the NAV mode is armed, while .the green
C is lighted up when the NAV mode is captured (engaged).
15 NAV push-button:
When pressed it activates the Flight Director navigation modes (VOR/
FMS) which can be either Armed or Captured. The white A is lighted up
when the NAV mode is armed, while the green C is lighted up when the
NAV mode is captured (engaged).
16 CPL push-button:
Pressing the pushbutton it is possible to couple or Uncouple the Flight
Director Modes. The green ON indication is lighted up when the
engaged mode is Coupled.
17 PFD push-button:
When pressed Allows to swap the Primary Flight Display (PFD) in
command. (side1 or side2). One green triangle is lighted up at the time,
pointing towards the LH side or the RH side to indicated the side of the
PFD in command.

ICN-3C-A-220000-G-A0126-00193-A-01-1
AUTO FLIGHT SYSTEM CONTROLS

AUTOFLIGHT SYSTEM CONTROLS ON CYCLIC HANDGRIPS
The following momentary pushbuttons are installed on the Pilot and Copilot
Handgrips:
1 AP DISC:
When pressed both Autopilots (AP1 and AP2).Channels are
disengaged (powered but not connected)
2 FTR:
When the Force Trim Release (FTR) is kept pressed, Pitch and Roll
Trim Actuators are declutched and references data are synchronized
with the current value.
3 TRIM L/R/UP/DN
Five-ways selector switch: When the ATT mode is engaged, any
movement to the UP or DN positions, corresponds to small changes in
pitch attitude.
Any movement towards the L or R positions corresponds to small
changes in the roll attitude. If a an upper mode is engaged on the Pitch
or Roll axes, a beep trim corresponds to a change in the reference value
(datum) of the engaged upper mode. The fifth position (central) is used
to engages disengage the HOV mode /(GS =0). If the HOV mode is
already engaged, the fifth position allows to update the Ground Speed
reference to 0 kts.
4 ATT push-button:
When pressed, it disengages all the Upper modes already engaged and
leaves operative only the Attitude Hold (ATT) mode

ICN-3C-A-220000-G-A0126-00194-A-01-1
AUTOFLIGHT SYSTEM CONTROLS ON CYCLIC GRIPS (PILOT AND COPILOT)

AUTOPILOT CONTROLS ON COLLECTIVE HANDGRIPS
1 CLTV FTR Trigger switch:
When pressed, it releases the collective trim actuator and synchronizes
the position reference of the collective control in the RHT, VS, ALTA, or
ALT modes (when engaged) with the current position reference.
2 WING LEVEL:
When pressed engages the Wing Level mode
3 GA:
When pressed, it engages/disengages the Go Around (GA) mode or the
Transition Up (TU) mode according to the flight condition
4 TRIM L/R/UP/DN:
It is a Five way selector switch, Beeping to the forward (UP position), or
aft (DN position), provides small collective pitch changes, to the left (L
position) or right (R position) it provides small yaw attitude changes
when the ATT mode is engaged (other upper modes are disengaged).
When any upper mode is engaged on collective and/or in the yaw axis,
it provides small changes of heading (HDG), radar height (RHT), altitude
(ALT) or Vertical Speed (VS) references. The fifth position (press in the
center) disengages the upper collective modes previously engaged.

ICN-3C-A-220000-G-A0126-00195-A-01-1
AUTOFLIGHT SYSTEM CONTROLS ON COLLECTIVE GRIPS (PILOT AND COPILOT)

AUTOPILOT CONTROLS ON PEDALS (PILOT AND COPILOT)
1 Pedal FTR:
When pressed, it releases the yaw trim actuator and synchronizes the
position reference of the tail rotor control in the ATT, HDG modes (when
engaged) with the current yaw reference.

ICN-3C-A-220000-G-A0126-00196-A-01-1
AUTOFLIGHT SYSTEM CONTROLS ON PEDALS (PILOT AND COPILOT)

AUTO FLIGHT SYSTEM INDICATIONS AND VOICE Malfunction/System
MESSAGES Caution Message Audio Message
status
The FCC interfaces with: the DAU for the activation of caution and advisory
messages on the two EDUs. The FCS is not receiving
The Warning Generation (AWG) to play voice and acoustic annunciations on information from the as-
the Crew’s headsets. sociated AHRS data bus.
AP AHRS 1 (2) FAIL
The AFS system caution and advisory messages and the associated The associated AP chan-
applicable voice annunciations are listed In the following tables. nel disengages and can-
not be re-engaged.
Malfunction/System
Caution Message Audio Message Failure affecting the as-
status AUTOPILOT, AU-
1 (2) AP P FAIL sociated series actuator
TOPILOT
Attitude Hold (ATT) mode in the pitch axis.
is unavailable either in
pitch or/and roll axis, due Failure affecting the as-
AUTOPILOT, AU-
to a fault or ATT mode is 1 (2) AP R FAIL sociated series actuator
TOPILOT
deselected by the P/R in the roll axis.
TRIM pushbutton on the
ATT OFF Failure affecting the as-
APMS panel. FCS has AUTOPILOT, AU-
reverted to SAS mode on 1 (2) AP Y FAIL sociated series actuator
TOPILOT
the affected axis (Refer to in the yaw axis.
section 22-20-00 for ATT
and SAS mode of opera- Loss of ESIS data. Both
tion). AP channels will disen-
AP DEGRADED
gage in case of an AHRS
AUTOPILOT, AU- Associated AP channel failure.
1 (2) AP OFF
TOPILOT not engaged.
Associated AP channel
Associated AP channel has completed the pre
1 (2) AP DEGRADED
AUTOPILOT, AU- failure. Uncommanded flight test with some tests
1 (2) AP FAIL skipped (not executed).
TOPILOT disengagement of the AP
channel.
APMS panel failure. FCS
Associated AP channel upper modes and Flight
APMS PNL FAIL
temperature above limit. Director modes unavail-
1 (2) AP HOT able.
Possible AP channel dis-
engagement.

Malfunction/System Malfunction/System
Caution Message Audio Message Caution Message Audio Message
status status
and audio annunciations
Series actuators not cen-
are unavailable.
tred. Manual centring of
series actuators is re-
MISTRIM
quired by operating the
cyclic FTR and/or pedal Advisory message System status
FTR switches.
Pitch and roll permanent force trim function deacti-
Pre-flight test is not posi- P/R TRIM OFF vated. No automatic trim function on both pitch and
1 (2) AP TEST FAIL tive for channel 1 or 2 (or roll axis is provided.
not available).
Collective and yaw permanent force trim function de-
Displayed on the ground C/Y TRIM OFF activated. No automatic trim function on collective
only. A failure on the as- and yaw axis is provided.
1 (2) AP MAINT sociated AP channel has
been detected in the pre-
vious flight. Voice message System status
FCS has lost trim actua- Advises that an AFCS operation mode is en-
P TRIM FAIL tor drive capability in the One advisory tone
gaged or disengaged.
pitch axis.
AUTOPILOT, AUTOPILOT Warns that an FCC channel is lost.
FCS has lost trim actua-
R TRIM FAIL tor drive capability in the Excessive deviation of altitude/height with re-
roll axis. ALTITUDE, ALTITUDE
spect to the preselected value.

Y TRIM FAIL tor drive capability in the
yaw axis.

C TRIM FAIL tor drive capability in the
collective.
Connection between
FCS and DAU is lost.
AP CAS FAIL FCS Caution, advisory

ICN-3C-A-220000-G-A0126-00158-A-01-1
AUTOFLIGHT SYSTEM INDICATIONS

AUTOFLIGHT SYSTEM PRE FLIGHT TEST - displayed in the order they are requested;
The Autoflight Pre-Flight Test function is available with the following purpose: - shifted upward in case a message request is removed.
• to test failures not managed by the Continuous Built-in-test (CBIT) level
and with an unacceptable resulting latency time.
• to detect those failures which must be detected prior the aircraft is
airborne.
The Pre Flight TEST (PFT) is initiated pressing the TEST pushbutton on the
APMS panel. the test routine starts only if the following initial conditions are
verified:
• FCC Channels are both operative
• FCC Channels are not engaged (AP1 and AP2 off)
• Collective Resolver signal is valid
• Collective control is down at Minimum Pitch
• Pitch, Roll and Yaw Resolver signals are valid
• Cyclic control stick is centered
• Pedals are centered
• Hydraulics pressure on Servo1 and Servo2 systems is higher than 1300
PSI
• Helicopter on the ground (Weight On Wheels)
If one or more of the above condition is not met, the system provides PFT
message/s related to failed condition. The PFT messages are displayed on the
dedicated AFCS Pre-Flight Test (AFCS PF-TEST) page on the EDUs.
The AFCS PF-TEST page is automatically displayed on the EDU #2 as soon
as the system TEST is initiated the page can be also displayed on both EDU’s
if the relevant sof-tkey is selected.
The AFCS PFTEST page is available only when the helicopter is on the ground.
The AFCS PF-TEST page is divided in two sections, the upper section is
dedicated to FCC Channel 1 (AP1) messages, while the lower section is
dedicated to FCC Channel 2 (AP2) messages. . PFT messages are displayed:
• to inform the crew about Pre Flight Test status (e.g. TEST NOT
EXECUTED, TEST IN PROGRESS);
• to specify skipped tests, those condition which interrupt test execution
and those conditions causing PFT abortion;
• to request the a pilot specific actions necessary for testing Messages are:

ICN-3C-A-220000-G-A0126-00181-A-01-1
AFCS PRE-FLIGHT TEST MESSAGES

AUTOPILOT INDICATIONS ON PFD
1 CYCLIC CUE:
Provides indication for centrering the cyclic stick (shown only on the
ground).

ICN-3C-A-220000-G-A0126-00197-A-01-1
PRIMARY FLIGHT DISPLAY (PFD) - CYCLIC CUE INDICATION


SECTION 10
AUTOPILOT

GENERAL DESCRIPTION • Mode Degradation Alert
Degraded condition is annunciated by a dedicated flag on the PFD; the
Flight Control System (FCS) modes are grouped into:
symbol is displayed on the Collective, Lateral, or Longitudinal
• Primary Modes:Those FCS modes controlling the aircraft attitude and annunciation fields depending on the axis controlled by the FCS mode.
angular rates.
• Excessive Deviation Alert
• Upper Modes:Those FCS modes controlling primary flight parameters For each FCS mode, if a parameter is out of tolerance, a dedicated
(i.e. indicated airspeed, barometric altitude, radar height) symbol (Excessive Deviation Symbol) is displayed on the PFDs to
• Flight Director Modes:Those FCS modes controlling the aircraft flight annunciate the Excessive Deviation Condition; the symbol is displayed
path through the radio-navigation systems (FMS, VOR, LOC) interface. on the Collective, Lateral, or Longitudinal annunciation fields depending
• Search And Rescue Modes:Those FCS modes dedicated to SAR on the axis controlled by the FCS mode. The function is active every time
operation (optional). an FCS mode is engaged as well as in fly-through condition for
Flight Director modes can be engaged either Coupled or Uncoupled to: inadvertent/erroneous out of detent condition.
• Allow the FCS to automatically fly the helicopter according to the Upper • Collective Control Override
Modes selected by the Pilots, (Coupled)
• Aural Messages and tones
• provide the Pilots with command cues for Flight Director modes, Dedicated Aural messages and tones are used to warn the Pilots about
(Uncoupled) in case of failure conditions (e.g. loss of actuators on control FCS failures, mode change or out of range conditions. Aural tones are
axis, Autopilot disengaged) accompanied by a dedicated alert on PFD.
• provide a training mode capability for Flight Director modes. • Emergency quick disconnect
It is not possible to have a Flight Director mode engaged coupled and another A dedicated control on pilot and co-pilot cyclic grips allows
Flight Director mode engaged uncoupled at the same time. disengagement of both FCS channels in case of FCS critical failure or of
The pilot selects the Coupled/Uncoupled status by pressing the CPL emergency condition.
pushbutton on the APMS panel.
The Selection is displayed on:
AUTOPILOT CONTROLS ON APMS PANEL
• the Primary Flight Displays (PFD)
• the CPL lighted pushbutton (“ON” caption if the FCS is coupled) on 1 PFD push-button: .................... When pressed Allows to swap the
APMS. Primary Flight Display (PFD) in
When the FCS is Uncoupled and a Flight Director mode is engaged, the system command. (side1 or side2). One
provides command cues on the PFDs. green triangle is lighted up at the
All FCS Upper Modes are inhibited and if engaged are disengaged when the time, pointing towards the LH side
FCS is Uncoupled; the only exception is the GA mode that behaves as a Flight or the RH side to indicated the side
Director mode. of the PFD in command
Each FCS mode engagement is inhibited and, if mode is engaged it 2 CPL push button : ............... Pressing the pushbutton it is possible
automatically disengages if data or functions required by the control logic are to CoupleUncouple the Flight Director
degraded or inactive. Modes for automatic or manual
Mode transition, disengagement, its degradation, or excessive deviation of management of helicopter flight. The
reference parameters are annunciated through aural tones and captions on green ON indication is lighted up when
the EFIS. the engaged mode is Coupled. If FCS
For each FCS mode the following safety precautions are adopted: is Uncoupled all FCS Upper modes are

inhibited and if engaged are value, counter-clockwise to
disengaged; with the only exception of decrease it.
GA mode that behaves as a Flight 7 HOV pushbutton: ....................... Pressed engages/disengages the
Director mode. HOV (hover hold) mode. The
3 NAV push button: .................. Pushed, Arms/disarms or engages/ green “ON” indication is lighted up
disengages, according to the when the HOV mode is engaged.
condition, the LNAV mode (if the 8 VS rotary knob: ..................... Pressed engages/ disengages the
FMS is set as active navigation VS (Vertical Speed hold) mode. A
source) or the VOR mode (if the VOR green triangle on the side of the “VS”
is set as active navigation source). label is lighted up when the mode is
When “A” letter is on, the operation engaged. Turning the knob when the
mode is armed. When “C” letter is on, VS mode is engaged allows to modify
the operation mode is engaged. the reference value. Turn clockwise
4 APP pushbutton: ......................... When pressed, it activates Flight to increase the value, counter-
Director approach modes (VAPP/ clockwise to decrease it.
LOC/NLOC). A white “A” is 9 ALTA pushbutton: .................... when pressed engages/
lighted up when the APP mode is disengages the “ALTA” (baro-
armed, while a green “C” is corrected altitude acquire) mode.
lighted up when the APP mode is The green ON indication is lighted
captured (engaged) Second up when the “ALTA” mode is
press causes to disarm/ engaged. When pushed, it
disengage the mode. engages/disengages the “ALTA”
5 GS pushbutton: ........................... When pressed, the mode (GS/ mode. When the mode is engaged
NGS) is activated and can be the “ON” legend is lighted up.
Armed (a white “A” is lighted up 10 ALT rotary knob/pushbutton: ..... When pressed engages/
on the button) or Captured (a disengages the “ALT” (baro-
green “C” is lighted up on the corrected altitude hold) mode.
button) Second press causes to When the “ALT” mode is engaged
disarm/disengage the mode. it is possible to modify reference
6 RHT Rotary knob/pushbutton: . . . When pressed engages/ value turning the knob. Turn
disengages the RHT (Radar clockwise to increase the value,
Height hold) mode. A green counter-clockwise to decrease it.
triangle on the side of the RHT 11 HDG pushbutton: .................... When pressed engages/
label is lighted up when the mode disengages the “HDG” (heading
is engaged. When the RHT mode hold) mode. The green ON
is engaged it is possible to modify indication is lighted up when the
reference value Turning the knob. “HDG” mode is engaged.
Turn clockwise to increase the

12 IAS rotary knob/pushbutton: ...... When pressed engages/
disengages the upper mode; a
green triangle on the side of the
“IAS” label is illuminated when the
mode is engaged. When the “IAS”
mode is engaged it is possible to
modify the reference value turning
the knob. Turn clockwise to
increase the value, counter-
clockwise to decrease it.

ICN-3C-B-221000-G-A0126-01743-A-01-1
AUTOFLIGHT SYSTEM CONTROLS (1 OF 4)

AUTOPILOT CONTROLS ON CYCLIC GRIPS (PILOT AND
COPILOT)
1 ATT push-button: ................... When pressed, it disengages all the
Upper modes already engaged and
leaves only the Attitude Hold (ATT)
mode.
2 TRIM L/R/UP/DN Five-ways When the ATT mode is engaged,
selector switch: ....................... any movement towards the UP or
DN positions, corresponds to small
changes in pitch attitude. Any
movement towards the L or R
positions corresponds to small
changes in the roll attitude. If an
upper mode is engaged on the Pitch
or Roll axes, a beep trim
corresponds to a change in the
reference value (datum) of the
engaged upper mode. The fifth
position (central) is used to engages
disengage the HOV mode.
If the HOV mode is already
engaged, the fifth position allows to
update the Ground Speed reference
to 0 kts.
3 FTR: .................................... When the Force Trim Release (FTR)
is kept pressed, Pitch and Roll Trim
Actuators are declutched and
references data are synchronized with
the current value.
4 AP DISC: ............................ When pressed both Autopilots (AP1
and AP2).Channels are disengaged
(powered but not connected)

ICN-3C-B-221000-G-A0126-01744-A-02-1
AUTOPILOT CONTROLS ON COLLECTIVE GRIPS (PILOT
AND COPILOT)
1 GA: ...................................... When pressed, it engages/
disengages the Go Around (GA) mode
or the Transition Up (TU) mode
according to the flight condition (refer
to section 22-10-00 for GA and TU
modes description).
2 TRIM L/R/UP/DN: ................ It is a Five way selector switch,
Beeping to the forward (UP position),
or aft (DN position), provides small
collective pitch changes, to the left (L
position) or right (R position) it
provides small yaw attitude changes
when the ATT mode is engaged (other
upper modes are disengaged). When
any upper mode is engaged on
collective and/or in the yaw axis, it
provides small changes of heading
(HDG), radar height (RHT), altitude
(ALT) or Vertical Speed (VS)
references. The fifth position (press in
the center) disengages the upper
collective modes previously engaged.
3 WING LEVEL: ........................ When pressed, it engages the Wing
Level mode (refer to section
22-10-00 for WING LEVEL mode
description).
4 CLTV FTR: ........................... Trigger switch: When pressed, it
releases the collective trim actuator
and synchronizes the position
reference of the collective control in
the RHT, VS, ALTA, or ALT modes
(when engaged) with the current
reference.

ICN-3C-B-221000-G-A0126-01745-A-01-1

AUTOPILOT CONTROLS ON PEDALS (PILOT AND COPILOT)
1 Pedal FTR: ........................... When pressed, it releases the yaw
trim actuator and synchronizes the
position reference of the tail rotor
control in the ATT, HDG modes (when
engaged) with the current yaw
reference.

ICN-3C-B-221000-G-A0126-01746-A-01-1

PFD - PRIMARY FLIGHT DISPLAY - FCS INDICATIONS
The Primary Flight Display System interfaces with the FCS in order to provide
the CREW with all information necessary for flight management; it also
provides the FCS with inputs about Pilot selections of value references from
the PFD in command. It displays to the crew:
1 FCS modes annunciations upon FCS input:
• Armed
• Engaged
• Mode transition
2 FCS mode references on FCS request:
• Reference values Bugs and Readouts
• Pre-selection reference Bugs and Readouts
• Reference modification annunciation (for references without a
readout) 3 It displays the following
3 FCS indications on FCS request Side in command:
• Command cues (steering bars) for uncoupled operation cyclic cues
(for positioning cyclic flight control during landing) acceleration cues
4 FCS alerts (not covered by CAS messages) on FCS request:
• Excessive deviation annunciation: flashing yellow chevron mode
degradation annunciation: blinking/steady yellow box
• “LOW HEIGHT“, “POWR LIMIT“, and “UNCOUPLED“ alerts, “FCS
LINK FAIL“
5 Hover page either automatically on FCS request or through a pilot input:
It also provides the following control capabilities to FCS:
• Pushbutton rotary knob used for Heading reference modification and
synchronization
• Primary Navigation source selection
• Preview Navigation source selection
• Desired Course selection
• Pushbutton rotary knob used for ALTA reference modification and
synchronization

ICN-3C-B-221000-G-A0126-01676-A-02-1
PFD - PRIMARY FLIGHT DISPLAY (1 OF 4)

ICN-3C-B-221000-G-A0126-01677-A-02-1

ICN-3C-B-221000-G-A0126-01678-A-02-1

ICN-3C-B-221000-G-A0126-01679-A-02-1

ICN-3C-B-221000-G-A0126-01680-A-01-1
MFD - MULTI FUNCTION DISPLAY (1 OF 2)

ICN-3C-B-221000-G-A0126-01681-A-02-1
MFD - MULTI FUNCTION DISPLAY (2 OF 2)

PFD’s FCS MODE ANNUNCIATION PFD’s FCS MODE ANNUNCIATION
Name of Con- Name of Con-

Operative de- Operative de-
trol / display Annunciation trol / display Annunciation
scription scription
field field
Collective axis is flashing green

not controlled box: mode tran-
sition
ALT mode en- blinking/steady

gaged yellow box:
mode degrada-
tion
ALTA mode en-
gaged
Roll axis is not
controlled
RHT mode en-
gaged Attitude Hold
mode engaged
Engaged Collec- on Roll axis
VS mode en-
tive Mode Annun- gaged
ciation Field SAS mode en-
Engaged Lateral gaged
GA mode en- Mode Annuncia-
gaged tion Field HDG mode en-
gaged and con-
GS mode en- trolling Roll axis
gaged
WLVL mode en-
gaged
Auto Level
phase active
NAV mode en-
flashing yellow gaged
chevron: exces-
sive deviation


scription scription
field field
NLOC mode en- blinking/steady

gaged yellow box:
mode degrada-
tion
NAV mode en-
gaged with VOR
being navigation Pitch axis is not
source controlled
VAPP mode en- Attitude Hold

gaged mode engaged
on Roll axis
OS mode en- SAS mode en-

gaged gaged
LOC mode en- Engaged Longi-

tudinal Mode An- ALT mode en-
gaged gaged
nunciation Field
HOV mode en- IAS mode en-

gaged gaged
flashing yellow
chevron: exces- GA mode en-
sive deviation gaged
flashing green WLVL mode en-

box: mode tran- gaged
sition


scription scription
field field
HOV mode en-

GS mode armed
gaged
flashing yellow No lateral armed

chevron: exces- mode
sive deviation
flashing green NAV mode

box: mode tran- armed
sition
blinking/steady NLOC mode

yellow box: Armed Lateral armed
mode degrada- Mode Annuncia-
tion tion Field VOR mode
armed
No collective
Armed Collective armed mode
Mode Annuncia- VAPP mode
tion Field armed
NGS mode en-
gaged
LOC mode
armed

PFD AND MFD DISPLAY SIMBOLOGY
FIELD/DATUM
DISPLAY SYMBOL/VALUE DESCRIPTION
NAME
The green left arrow identifies the copilot

PFD PFD IN COMMAND
PFD in command for the AFCS modes
The green right arrow identifies the pilot

PFD PFD IN COMMAND
PFD in command for the AFCS modes
The Magenta diamond indicate the pitch

PFD PITCH DATUM BUG reference datum (shown only when the
ATT mode is engaged on pitch axis)
The Magenta triangle indicate the roll ref-

erence datum datum (shown only when
PFD ROLL DATUM BUG
the ATT mode is engaged on the roll ax-
is)

FIELD/DATUM
NAME
Two bars, a vertical and an horizontal are

FLIGHT DIRECTOR provided for Flight Director uncoupled
PFD UNCOUPLED modes.
COMMND BARS The bars are available as visual aid only
when the Flight Director is uncoupled.
The Scale provides Collective flight con-

trol position. It is displayed on PFD be-
COLLECTIVE POSI-
tween the Airspeed scale and the Atti-
PFD TION CUE AND
tude Director scale. The Scale is
COMMAND BAR
provided by uncoupled collective FD
mode
Provides indication for centrering the lon-

CYCLIC CUE INDI-
PFD gitudinal and lateral cyclic stick (shown
CATOR
only on the ground)

FIELD/DATUM
NAME
Inner Scale provides H/C Altitude (msl)

indication. It is displayed on PFD, be-
tween Attitude Director scales and verti-
ALTITUDE AND
cal speed scales.
VERTCAL SPEED
Scale is not displayed when altitude data
PFD REFERENCE DA-
are not available; proper failure indica-
TUM BUGS AND
tion is provided in case of loss of altitude
DIGIT READ OUT
data.
The outer scale privde for reference VS
datum.

FIELD/DATUM
NAME
Scale provides H/C Airspeed indication.

It is displayed on the left side of PFD.
AIRSPEED SCALE Scale is not displayed when airspeed da-
AND DATUM BUG ta are not available; proper failure indi-
PFD
AND DIGIT READ cation is provided in case of loss of
OUT airspeed data
The Magenta Bug indicates IAS Datum
Reference on Airspeed tape.

FIELD/DATUM
NAME
Flight Director modes not coupled with

FCS.
PWR LIM caution annunciation is shown

when the Collective control override
function is active to avoid Transmission
Limit or Autorotation Limit.
PFD AFCS CAUTION
LOW HT (Low Height) caution annunci-

ation is shown when the aircraft radar
height is below 15 ft and the Collective
control override is active due to exceed-
ed Descent Rate limit constraint.
LINK FAIL caution annunciation is

shown if the link between the FCC chan-
nels and the EFIS is in failure.

FIELD/DATUM
NAME
HEADING DATUM Magenta Bug indicates Heading Hold

BUG and digit READ- Datum reference on Heading tape on
OUT and HEADING PFD and on Compass scale on MFD.
PFD / MFD
PRESELECTION Cyan Bug indicates Heading Preselec-
BUG and DIGIT tion reference on Heading tape of PFD
READOUT and on Compass scale on MFD.
MFD (HOV- Provides for Ground Speed vector indi-

GS VECTOR
ER MODE) cation in Hover mode

FIELD/DATUM
NAME
MFD (HOV- GS REFERENCE Provides for the reading of Hover mode

ER MODE) DATUM Ground Speed reference datum

FIELD/DATUM
NAME
The Scale provides H/C radio height in-

RADAR HEIGHT DA- dication. It is displayed on the right side
MFD (HOV-
TUM BUG AND DIG- of Hover page of the MFD.
ER MODE)
IT READOUT The Magenta Bug indicates RHT Datum
Reference on Radarheight Scale.
PRIMARY MODES STABILITY AUGMENTATION SYSTEM (SAS)

The FCS provides the following Primary Modes: The SAS mode provides short term aircraft angular rate stabilization on the
• Stability Augmentation System (SAS) pitch roll and yaw axis reducing the effects of the external disturbances
(turbulence etc.). Stabilization is obtained through the pitch, roll and yaw linear
• Attitude Hold (ATT) actuators and it is independent on each axis.
• Wing-Level (WLVL) The SAS mode can be manually engaged as soon as the permanent force trim
is deactivated pressing the P/R TRIM pushbuttons on the APMS panel. When

the mode is engaged, two green SAS annunciations are displayed on the
lateral and longitudinal annunciation fields of the PFDs.
SAS mode engagement on the associated control axis is inhibited and, if the
mode is engaged, it automatically disengages, in case of missing data or FCS
logic malfunction.

ICN-3C-B-221000-G-A0126-01655-A-01-1
STABILITY AUGMENTATION SYSTEM (SAS) MODE - MAN MACHINE INTERFACE

ATTITUDE HOLD (ATT) ATT mode engagement on the control axis is inhibited and, if the mode is
engaged, it is automatically disengage, in case of missing parameters or
The Attitude Hold mode provides long term attitude retention and stabilization
malfunction of FCS related function.
for hands-off flying and flight director coupling.
It operates on the pitch, roll and yaw axis simultaneously and independently.
Precision on the pitch axis is within ± 0.5°, while on the roll and yaw axis is
within ± 1°.
In cruise condition, when IAS is above 40 Kts the ATT mode is automatically
disengaged on the yaw axis, and this axis is managed by the Turn Coordination
function (refer to section 22-20-00). The ATT mode is the default mode of
operation when one or both FCC channels disengage. If any other mode is
already engaged, it is possible to return to the ATT mode pressing the ATT
pushbutton on the cyclic grips.
• two green ATT annunciations are displayed on the lateral and longitudinal
annunciation fields of the PFDs
• current attitude is used as reference attitude and is kept until the pilot
does not move the flight controls
• The reference attitude is displayed on the PFDs trough a pitch and roll
datum bug; it can be synchronized to the current aircraft attitude pressing
the cyclic FTR ( pitch and roll attitude) and/or pressing the pedals FTR
( yaw attitude).
In ATT mode the pilots have full priority on the aircraft control. If the pilot moves
the flight controls without pressing the FTR push button, changing manually
aircraft attitude, the reference preset attitude is kept in memory by the system
and as soon as the pilot takes the releases the flight controls the helicopter
automatically return to the reference attitude.
The pitch and roll reference attitude can be modified:
• using the cyclic TRIM switch in the UP-DN positions for pitch attitude
corrections and in the L-R positions for roll attitude corrections
respectively
• Using the collective lateral beep trim (left/right) if IAS < 40Kts
• he attitude value of reference can be set within the following limits:
- pitch angle: -15°, + 30°
- roll angle : -45°, + 45°
- yaw angle (heading reference): 0° ÷ 360°
- Yaw Ny reference: -0.3, + 0,3g
An Airspeed reference is present on the pitch axis, to improve longitudinal
static stability.

ICN-3C-B-221000-G-A0126-01656-A-02-1
ATTITUDE HOLD (ATT) MODE - MAN MACHINE INTERFACE

WING LEVEL (WLVL)
The Wing Level mode provides fast and controlled return to near zero pitch
(6°) and roll attitude with a precision of ±0,5° in pitch and of ±1° in roll attitude
respectively.
The WING LEVEL mode operates on the pitch and roll axis simultaneously and
independently.
The mode is engaged by pressing the WING LEVEL button on the collective
stick grips. When the mode is engaged, two green WLVL annunciations are
displayed on the lateral and longitudinal annunciation fields of the PFDs. The
mode has highest priority and automatically disengages other engaged modes.
The mode is engaged by pressing the WING LEVEL button on the collective
stick grips. When the mode is engaged, two green WLVL annunciations are
displayed on the lateral and longitudinal annunciation fields of the PFDs. The
mode has highest priority and automatically disengages other engaged modes.
If engaged the WLVL mode is disengaged when any other mode on the same
axes is engaged.
WLVL mode engagement on the control axis is inhibited and, if the mode is
engaged, it is automatically disengage, in case one of the following parameters
or FCS functions is not available:
• Required input:
- Pitch angle
- Pitch angle
- Roll angle
- Roll body rate
• Required input:
- Pitch angle
- Pitch angle
- Roll angle
- Roll body rate

ICN-3C-B-221000-G-A0126-01657-A-01-1
WING LEVEL (WLVL) MODE - MAN MACHINE INTERFACE

UPPER MODES When the error between the selected “RHT” datum reference and the actual
Radar Height is above 200 feet (if aircraft radar height is above 1000 feet), the
The FCS provides the following Upper Modes: voice message ALTITUDE (repeated twice) is activated.
1 Radar Height Hold (RHT)
2 Vertical Speed Hold (VS)
Inhibition to engage and automatic disengagement
3 Altitude Acquire (ALTA) RHT mode engagement on the control axis is inhibited if:
4 Altitude Hold (ALT) • Radar Height signal is not available
5 Indicated Air Speed Hold (IAS) • Indicated Airspeed signal is not available
6 Hover Hold (HOV) • Inertial Vertical Speed signal is not available
7 Heading Hold (HDG) • Collective Trim Function signal is not availabl
8 Go Around (GA) Radar Height is above 2500 fe
•
9 Transition Up (TU)
• Radar Height is less than 15 feet
1 - RADAR HEIGHT HOLD (RHT) The mode disengages if:
• any of the following modes is engaged
Purpose
- ALT
The RHT mode allows the pilot to capture and hold a radar-height reference
between 15 to 2500 ft - ALTA
- GA
- VS
Operational axi
the mode operates on the collective axis. - GS
- NGS
Controls • The RHT pushbutton is pressed a second time
RHT mode can be engaged/disengaged pressing the “RHT” push and rotary • The CPL pushbutton is pressed
knob on the APMS control panel.
• The AFCS DISC pushbutton on the Cyclic grip is pressed
When the mode is engaged, the triangle besides the knob is lighted up, and a
green “RHT” annunciation is displayed on the collective annunciation field of • Radar Height is below 10ft and the pilot is hands on the collective axis
the PFD.
• The Helicopter is on the ground (WoW).
Selection of Radar Height reference is achieved by rotating the “RHT” knob.
The Radar Height reference can also be modified using the collective TRIM When the mode is automatically disengaged a warning tone is generated by
(UP/DN positions) or pressing the collective FTR that releases the collective IDS.
trim actuator and synchronizes the position reference of the collective control When the mode is automatically disengaged and the Radar Height is greater
with the current Radar Height reference. than 10 ft, the ALT mode is automatically engaged at the current barometric
The Radar Height reference is displayed on both PFDs and on the MFDs Hover altitude.
pages, as a digital readout and a datum bug.

ICN-3C-B-221000-G-A0126-01658-A-02-1
RADAR HEIGHT HOLD (RHT) MODE - MAN MACHINE INTERFACE

2 - VERTICAL SPEED HOLD (VS) ○ NGS
Purpose • Mode engagement is also inhibited if any of the following signals or
The VS mode allows the pilot to capture and hold an inertial vertical speed systems is not available:
reference between -1500 ft/min (descent) and 2000 ft/min (climb). - Indicated Airspeed
- Inertial Vertical Speed
Operational mode - Collective parallel act
The mode operates on the collective axis.
Collective limitation are applied to avoid over-torque conditions. • Automatic disengagement:
- “VS” mode automatically disengages if:
○ Radar Height is equal or less than 200 ft and helicopter is
Controls descending (the system automatically engages the “RHT” mode
VS mode can be engaged/disengaged pressing the “VS” push and rotary knob (or the “ALT” mode if “RHT” mode is not available)
on the APMS control panel. When the mode is engaged the green triangle
○ Indicated airspeed is less than 30 Kts
beside the knob illuminates and a green “VS” annunciation is displayed on the
collective annunciation field PFD. Selection of vertical speed reference is ○ Any of the following modes is engaged: Alt; ALTA; HOV; RHT;
achieved by rotating the “VS” knob. The vertical speed reference can also be GA; GS
modified using the collective TRIM (UP/DN positions) or pushing the collective ○ Both AP fail
FTR that releases the collective trim actuator and synchronizes the position
reference of the collective control with the current “VS” reference. ○ Both linear Actuators on an axis are inoperative (loss of
stabilization of pitch, roll or yaw axis)
The vertical speed reference is displayed on the PFDs as a digital readout and
a datum bug. ○ Collective trim function is not available
○ There is a loss of FD coupling
Inhibition to engage and automatic disengagement ○ The APMS fails
Inibition to engage:
○ The helicopter is on the ground
• “VS” mode engagement is inhibited if:
- Indicated Air Speed is below 40kts
- Radar height is below 200ft helicopter is descendin 3 - ALTITUDE ACQUIRE (ALTA)
- AP’s are not engaged Purpose
- FCS is Uncoupled The “ALTA” mode allows the pilot to acquire a pre-selected barometric altitude
- There is a loss of stabilization on the ptch, roll or yaw axis (both linear (defined as target altitude) between -1000 ft and 20000 ft.
actuators on the axis are inoperative)
- Collective trim function is not available Operational mode
- Helicopter is on the ground The mode operates on the collective axis.
- The following modes are previously engaged: When the target altitude is reached, the FCS automatically disengages the
○ HOV “ALTA” mode and engages the “ALT” mode
Engagement of the “ALTA” mode automatically disengages the following
○ GS modes:

• ALT; RHT; GA; VS; GS; NGS
Vertical Speed Reference (ft/min.) Radar height (RH) interval (ft)

- 1500 ÷ 2000 RH ≥ 1000
• “ALTA” mode engagement on the control axis is inhibited if:
- “ALTA” preselected reference is not available -700 ÷ 2000 400 ≤ RH ≤ 1000
- Radar height is below 200ft and selected ALTA is descending
- Indicated Air Speed is below 40Kts 0 ÷ 2000 200 ≤ RH ≤ 400
- APs are not engaged
- FCS is Uncoupled
- Both linear actuators on one axis are not available (loss of stabilization
on an axis)
- Collective trim is not available (parallel actuator not operative)
- Helicopter is on ground
- HOV mode is engaged
- The following signals are missed:
○ Indicated Air speed;
○ Corrected barometric altitude on the side in command
○ Inertial Vertical Speed
○ Input from the APMS.
• “ALTA” Mode is automatically disengaged if:
- One of the following modes is selected: ALT, GA; HOV; RHT; VS; GS;
NGS
- Indicated Air Speed decreases below 30 Kts
- Radar Height of 200Ft is reached in descent
- Target altitude is reached
- The helicopter is on ground.

ICN-3C-B-221000-G-A0126-01663-A-02-1
VERTICAL SPEED HOLD (VS) MODE - MAN MACHINE INTERFACE

4 -ALTITUDE HOLD (ALT) - APs are not engaged
Purpose - FCS is Uncoupled
The “ALT” mode allows the pilot to acquire and hold a baro corrected altitude - Both Linear Actuators on one axis is not available (Loss of
reference. stabilization)
- Collective trim actuation is not available
Operational mode - The helicopter is on ground
The ALT mode operates on the pitch axis or on the collective axis if: - One of the following signals is not available:
• the pitch axis is controlled by another FCS mode (i.e. IAS mode) or there ○ Indicated Airspeed
are hands-on conditions.
The mode is available between -1000 ft and 20000 ft.
○ Baro Corrected altitude
Collective limitations are applied in case of overtorque conditions. ○ Inertial Vertical Speed
○ APMS inputs
Controls ○ Radar Heigh.
The mode is engaged/disengaged by pressing the “ALT” push and rotary knob
on the APMS control panel. When the mode is engaged, the green lamp beside • The “ALT mode automatically disengages if one of the following modes
the knob is lighted up. and a the green “ALT” annunciation is displayed on the is engaged:
collective or longitudinal annunciation field of the PFDs, depending on the axis - ALTA; GA; HOV (only if RHT can be engaged); RHT; VS; GS; NGHS
controlled by the FCS mode. Inibition to engage:
When the mode is engaged the current aircraft altitude is the baro corrected • The “ALT” mode engagement is inhibited and, if the mode is engaged, it
altitude reference, the reference value can be modified by rotating the “ALT” is automatically disengage, if:
knob. - APs are not engaged
The altitude reference can also be modified using the collective TRIM (UP/DN
- FCS is Uncoupled
positions) or pressing the collective FTR that releases the collective trim
actuator and synchronizes the position reference of the collective control with - Both Linear Actuators on one axis is not available (Loss of
the current altitude reference. stabilization)
The altitude reference is displayed on the PFDs as a digital readout and a - Collective trim actuation is not available
datum bug. - The helicopter is on ground
When the error between the selected “ALT” datum reference and the current
- One of the following signals is not available:
aircraft altitude is above 200 feet, the voice message ALTITUDE (repeated
twice) is activated. ○ Indicated Airspeed
The engagement of “ALT” mode automatically disengages the following ○ Baro Corrected altitude
modes:
○ Inertial Vertical Speed
• RHT; ALTA; VS; GS; NGS; GA.
Inhibition to engage and automatic disengagement ○ APMS inputs
Inibition to engage: ○ Radar Heigh.
• The “ALT” mode engagement is inhibited and, if the mode is engaged, it The “ALT mode automatically disengages if one of the following modes is
is automatically disengage, if: engaged:

• ALTA; GA; HOV (only if RHT can be engaged); RHT; VS; GS; NGHS

ICN-3C-B-221000-G-A0126-01665-A-02-1
ALTIDUDE HOLD (ALT) MODE - MAN MACHINE INTERFACE

5 - INDICATED AIRSPEED (IAS) • APs are not engaged
Purpose • FCS is Uncoupled
The “IAS” mode allows the pilot to capture and hold an indicated airspeed
• Both Linear Actuators on one axis is not available (Loss of stabilization)
reference.
• Collective trim actuation is not available
Operational mode • The helicopter is on ground

The mode operates on the Pitch axis. • One of the following signals is not available:
Performance degradation in “IAS” is induces in case of over-torque condition - Indicated Airspeed
to give priority to the collective mode engaged.
- Longitudinal Acceleration
The mode can be engaged only if Indicated Air Speed is above 35kts and
Radar Height is above 30ft. - APMS inputs
The IAS mode is automatically engaged if the GA mode automatically • One of the following modes is engaged:
disengages. - GA; HOV.
Controls
The mode can be engaged/disengaged by pressing the “IAS” push and rotary
knob on the APMS control panel.
When the mode is engaged:
• the green lamp beside the knob is lighted up, and a green “IAS”
annunciation is displayed on the longitudinal annunciation field of the
PFDs
• the current indicated airspeed is kept as speed reference and can be
modified by rotating the IAS knob. The indicated airspeed reference can
also be modified using the cyclic TRIM (UP/DN positions) or pushing the
cyclic FTR that releases the pitch trim actuator and synchronizes the
position reference of the cyclic control with the current indicated airspeed
reference.
The indicated airspeed reference is displayed on the PFDs as a digital readout
and a datum bug.

IAS mode engagement on the control axis is inhibited and, if the mode is
engaged, it is automatically disengage, if:
• The HOV mode is engaged
• Indicated Air-Speed is below 40Kts
• Radar Height is below 30ft

ICN-3C-B-221000-G-A0126-01666-A-02-1
INDICATED AIR SPEED HOLD (IAS) - MAN MACHINE INTERFACE

6 - HOVER HOLD (HOV) • VS
Purpose • LOC and NLOC with the automatic disengagement/disarm of GS/NGS
The HOV mode allows the pilot to hold a position and to capture and hood
• NAV
lateral and longitudinal ground speed references (velocity-hover).
• VAPP
Operational axis
The mode operates on the pitch and roll axis, in the range of 15 to 2500ft. Inhibition to engage and automatic disengagement
When the mode is engaged the “RHT” (or “ALT” as backup) and “HDG” modes HOV mode engagement on the control axis is inhibited, and if engaged is
are simultaneously engaged. automatically disengaged if:
The collective Axis is controlled by “RHT” or “ALT” mode, while the Yaw axis
• one of the following parameters or FCS functions is not available:
is controlled by “HDG” mode. - Longitudinal Ground speed
The HOV mode can be engaged and stays engaged within the following
Ground Speed limits: - Lateral Ground speed
• Maximum FW GS 60kts - Magnetic Heading
- Indicated Air Speed is less than 80 kts
• Maximum RW GS 20kts (negative)
- Radar Height is below 15 ft or above 2500ft
• Maximum RH GS 20kts - Longitudinal Ground speed is out of suitable range
• Maximum LH GS 20 Kts (negative). - Lateral Ground speed is outside the envelope
• APs are not engaged
Controls • FCS is Uncoupled
The “HOV” mode can be engaged/disengaged by pressing the “HOV”
pushbutton on the APMS control panel or pressing the cyclic TRIM. • Both Linear actuators on one axis are not available (loss of stabilization
When the mode is engaged, the “ON” indication on the pushbutton illuminates on the axis)
and two green “HOV” annunciations are displayed on the longitudinal and • Trim function on the Pitch and Roll axis is not available
lateral annunciation fields of the PFDs.
• Helicopter is on ground
When the HOV mode is engaged, a default Ground Speed of 0 kts (both
longitudinal and lateral) is set by the FCS as ground speed reference. The • “GA” is engaged
Ground Speed reference can be modified using the cyclic TRIM (UP/DN
positions for the longitudinal ground speed reference, and L/R positions for
lateral ground speed references) or it can be reset to 0 kts indicated airspeed,
pressing the cyclic TRIM.
The engagement of the HOV mode automatically disengages/disarm the
following modes:
• ALT, only if RHT can be engaged
• ALTA
• IAS

ICN-3C-B-221000-G-A0126-01667-A-02-1
HOVER HOLD (HOV) MODE - MAN MACHINE INTERFACE
7 - HEADING HOLD (HDG) that releases the yaw trim actuator and synchronizes the position reference of
the yaw control with the current heading reference.
Purpose
The “HDG” mode allows the pilot to capture and to hold a desired magnetic
heading reference Inhibition to engage and automatic disengagement
Operational mode • HDG mode engagement is inhibited if:
The mode operates: - APs are not engaged
• on the Roll and Yaw axis in cruise when the FCS turn coordination - FCS is uncoupled
function is active - Both linear actuators on one axis are not available (loss of stabilization
• on the Yaw axis only in “HOV” mode or if any other mode is controlling of an axis
the roll axis. - Roll or Yaw trim functions are not available
Engagement of the HDG mode automatically disengages the following modes: - The helicopter is on ground
• NAV; VOR; VAPP. - One of the following signals is not received:
○ Magnetic heading
Controls ○ Indicated Airspeed
The “HDG” mode can be engaged/disengaged by pressing the “HDG” push
○ Indicated Airspeed
button on the APMS control panel; When the mode is engaged, the “ON”
indication on the pushbutton is lighted up and a green “HDG” annunciation is - LOC or NLOC mode is already engaged
displayed on the Lateral annunciation field of the PFDs. Automatic disengagement:
Pre-selection and change of reference heading is done by rotating the HDG • The HDG mode, if engaged, is automatically disengaged if:
knob on the RBP. Heading pre-selection is displayed on the PFDs and MFDs - One of the following modes is engaged: NAV; LOC; NLOC; VOR;
as a digital readout and a pre-selection bug. VAPP
When the mode is engaged, if no heading pre-selection has been done, the
- Both APs fai
current aircraft magnetic heading is set as heading reference.
If the HDG knob on the RBP is pressed when the mode is not engaged, the - Both linear actuators on one axis are not available (loss of stabilization
heading pre-selection synchronizes with the current aircraft magnetic heading. of an axis
If the knob is pushed when the mode is engaged, the new heading reference - Roll or Yaw trim functions are not available
is updated. - The helicopter is on ground
In cruise (turn coordination function active) the heading reference can also be
- FCS is uncoupled
modified using the cyclic TRIM (L/R positions), or pushing the cyclic FTR that
releases the roll trim actuator and synchronizes the position reference of the - One of the following signals is not received:
roll control with the current heading reference. ○ Magnetic heading
In hover (turn coordination function not active) the heading reference can be
○ Indicated Airspeed
modified using the collective TRIM (L/R positions) or pushing the pedal FTR
○ Input from APMS

ICN-3C-B-221000-G-A0126-01668-A-02-1
HEADING HOLD (HDG) MODE - MAN MACHINE INTERFACE
8 - GO AROUND (GA) • One of the following signals is not received:
Purpose - Inertial vertical speed
The “GA” mode controls the aircraft for an automatic level off and ascent away - Indicated Airspeed
profile; this mode is mainly used in case of missed approach. - Input from APMS
When the mode is engaged, the aircraft is controlled to climb at about 1000 ft/
min climb rate at minimum power speed of 70kts. • One of the following modes is engaged:
- RHT
- ALT
Control mode
- ALTA
The “GA” mode operates on the collective Axis to control the rate of climb and
on the pitch axis to control the indicated airspeed respectively. Mode engagement is inhibited and automatic disengaged if:
HDG mode is automatically and simultaneously engaged. • Airspeed is below 30 kts
• Indicated Air Speed is above 70kts and Inertial vertical speed is above
1000ft/min and Radar Height is above 200ft.
Controls
The “GA” mode can be engaged pressing the “GA” push button on the
collective stick.
When the “GA” mode is engaged:
• two green GA annunciations are displayed on the collective and
longitudinal annunciation fields of the PFDs
• Vertical Speed and Indicated Air Speed target cannot be modified
• It disengages automatically when both 200ft Radar Height and 1000ft/
min Vertical Speed are reached, and simultaneously VS and IAS modes
are engaged.
Engagement of the “GA” mode automatically disengages the following modes:
• RHT; ALT; ALTA; IAS; VS; LOC; NLOC; TU.

GA mode engagement on the control axis is inhibited and, if the mode is
engaged, it is automatically disengaged if:
• FCS is uncoupled
• Both linear actuators on one axis are not available (loss of stabilization
of an axis
• Collective trim functions are not available
• The helicopter is on ground

ICN-3C-B-221000-G-A0126-01669-A-01-1
GO AROUND (GA) MODE - MAN MACHINE INTERFACE

9 - TRANSITION UP (TU) The engagement of the “TU” mode on the pitch axis automatically disengages/
disarms the following modes:
Purpose
The TU mode controls the aircraft for an automatic ascent to a preset radar • ALT; ALTA; HOV; VS; LOC; NLOC; VAPP; NAV.
height target of 500ft and acceleration to a preset indicated airspeed target of
70 Kts.
The mode is used during the climb out phase from hover condition or to abort
TU mode engagement is inhibited and, if the mode is engaged, it is
a transition down to hover.
automatically disengage, if:
Operational axis
The TU operates on collective axis to control the vertical speed and on pitch
• FCS is uncoupled
axis to control either longitudinal ground speed (at low airspeed below 40 kts) • Both linear actuators on one axis are not available (loss of stabilization
or indicated airspeed (at high airspeed above 40 kts). of an axis
The HDG mode is engaged simultaneously. • Collective trim functions are not available
At low speed TU mode operates also on Roll axis to control lateral ground
• The helicopter is on ground
speed with HDG mode controlling the yaw axis; at high speed both Roll and
Yaw axes are under control of HDG mode. • Radar Height is greater than 2500ft
• Radar Height is less than 10ft
Controls • Indicated Air Speed is greater than 40kts and HOV mode is not engaged
The TU mode can be engaged by pressing the “GA” push button on the
collective stick. If the flight conditions are within the envelope and the mode • One of the following signals is not received:
engages: - Radar Height
• two green “TU” annunciations are displayed on the collective and - Inertial vertical speed
longitudinal annunciation fields of the PFDs - Indicated Airspeed
• Radar Height target reference is set to 500 feet, it can be modified using - Longitudinal Ground Speed
the collective TRIM (UP/DN positions) between 100 ft and 2500ft. - Lateral Ground Speed
The mode:
- Input from APMS
• starts in Ground Speed (GS) phase if “IAS” is below 40Kts at engagement - “GA” mode is engaged
• starts in Indicated Air Speed (IAS) phase if it is above 40Kt at engagement
• exits GS phase and enters Indicated Airspeed (IAS) phase if IAS goes
above 40 Kts.
It is not possible to re-enter “GS” phase after entering “IAS” phase.
“TU” mode automatically disengages, engaging “RHT” and “IAS” modes, as
both the target radar height and the indicated airspeed reference are reached.
The engagement of the “TU” mode on the collective axis, automatically
disengages the following modes:
• ALT; HOV; RHT.

ICN-3C-B-221000-G-A0126-01670-A-02-1
TRANSITION UP (TU) MODE - MAN MACHINE INTERFACE

FLIGHT DIRECTOR MODES
Flight Director modes are those modes which require input from a NAV source. 1 - LATERAL NAVIGATION (NAV)
They can be activated either Coupled or Uncoupled. Purpose
The “NAV” mode provides FCS coupling to roll steering guidance produced by
When Coupled, the FCS automatically operates the flight controls (hands off a Flight Management System (FMS), when it is selected as active navigation
flight). source on the PDF in command.
When Uncoupled the Flight Director shows the Command Cues on the EADIs
for hands on flight. Operational mode
The mode operates on roll axis.
The Coupled/Uncoupled state applies to all the modes and it is not possible to The yaw axis is in turn coordination mode.
fly one mode coupled and another uncoupled at the same time.
Armed condition
The pilot can toggle between Coupled and Uncoupled states by pressing the The “NAV” mode can be engaged both in FMS enroute phase and in terminal
“CPL” pushbutton on the APMS panel. The “CPL” function is inhibited if only phase, not in approach phase.
FCS upper modes are engaged (the only exception being “GA” mode that The mode is engaged/disengaged pressing the “NAV” pushbutton on the
behaves as a Flight Director mode). APMS panel. The “NAV” mode can be either armed or captured, if it is armed,
the “HDG” mode automatically is engaged on the roll axis.
When Coupled state is active, the “ON” annunciation on the CPL pushbutton The mode is armed if:
of the APMS Illuminates. • IAS < 40kts
When the Flight Director is Uncoupled, the state is annunciated on the PFDs • FMS is not selected as main navigation source on the PFD side on
by the “UCPL” amber message. command
When the mode is armed, a white “NAV” annunciation is displayed on the
When FCS is uncoupled “ATT” mode (if engaged) takes over aircraft control. lateral annunciation field of the PFDs and the “A” caption on the “NAV”
pushbutton is lighted up.
The following Flight Director Modes are available:
• Lateral Navigation (NAV)
Captured condition
• VOR Navigation (VOR) When the mode is captured, the aircraft bank angle is controlled to minimize
• VOR Approach (VAPP) bearing error with respect to the desired course commanding the bank angle
corresponding to a standard rate 1 turn. Bank angle is always, limited to a
• Localizer (LOC)
maximum of 30°.
• Glideslope (GS) When the “NAV” mode is captured, the aircraft bank angle is controlled to
Autonomous Glideslope Vertical approach (NGS) maintain/acquire the desired track. Bank angle to intercept/hold the desired
• track is controlled between 10° and 30°. When NAV mode is captured, a green
• Autonomous Localizer Lateral approach (NLOC)

“NAV” annunciation is displayed on the lateral annunciation field of the PFD
and the “C” caption on the “NAV” pushbutton is lighted up.

Mode engagement is inhibited and, if the mode is engaged, it is automatically
disengage, if:
• one of the following signals is not received:
- Roll Angle
- IAS
- Primary Navigation Source
- Roll Steering (for Engagement availability)
- Fresh Roll Steering (for Arming availability)
- FMS is in approach mode
Change of PFD side on command does not result in disengaging of the mode
if the two FMS are synchronized.

ICN-3C-B-221000-G-A0126-01671-A-02-1
LATERAL NAVIGATION (LNAV) MODE - MAN MACHINE INTERFACE
2 - VOR NAVIGATION (VOR) Captured condition
When VOR mode is captured, a green “VOR” annunciation is displayed on the
Purpose
lateral annunciation field of the PFD, and the “C” caption on the NAV
The “VOR” mode allows the pilot to acquire and hold a VOR radial reference
(desired course), when a valid VOR is selected as active navigation source on
During the over station phase a green “OS” annunciation is displayed on the
the PDF side on command.
lateral annunciation field of the PFDs.
Operational mode
The mode operates on roll axis.
When the helicopter flies across the VOR cone of confusion, the mode is
disengage, if:
automatically disengaged and the “HDG” mode is engaged during all the over
the station period. • one of the following signals is not received:
The yaw axis is always in turn coordination. - Magnetic Heading
- Roll Angle
- Indicated Airspeed (IAS)
Armed condition
VOR mode is engaged/disengaged pressing the “NAV” pushbutton on the - Desired Course
APMS panel. - Primary Navigation Source or Preview Navigation Source
Datum reference control and pre-selection of desired course is through the - VOR bearing from Primary Navigation Source or from Preview
multipurpose knob on the RBP. Navigation Source (for engagement only)
VOR mode can be engaged either in armed or captured condition. The mode
- Course Deviation from Primary Navigation Source or from Preview
is armed if:
Navigation Source (for engagement only)
• IAS < 40kts - APMS inputs
• VOR is not selected as main navigation source on the PFD side on • One of the following modes is selected:
command
- HOV; LOC; NLOC
• course error with respect to desired course is above suitable threshold
When the mode is armed, a white “VOR” annunciation is displayed on the
lateral annunciation field of the PFDs and the “A” caption on the NAV Reversion to armed condition
pushbutton is lighted up. When engaged in captured condition, VOR mode shall automatically revert to
Automatically “HDG” mode engages on the roll axis until the helicopter is close armed if:
enough to the beam center. • the selected VOR frequency on the PFD side on command is modified
VOR mode is automatically engaged or captured on the roll axis as soon as
the course error with respect to the desired course is below the limit. • the source is modified from VOR 1 to VOR 2 with different settled
frequency
The FCS controls the bank angle to minimize bearing error with respect to the
desired course. This is obtained by commanding a standard rate 1 turn Change of PFD side in command does not result in mode disengagement if
(intercepting angle between 15° and 50°). Bank angle is limited to 20° the new navigation source is a VOR tuned on the same frequency. Modification
maximum. of the desired course does not result in mode disengagement.

ICN-3C-B-221000-G-A0126-01672-A-02-1
VOR NAVIGATION (VOR) MODE - MAN MACHINE INTERFACE
3 - VOR APPROACH (VAPP) When the “VAPP2 mode is captured, a green “VAPP” annunciation is displayed
on the lateral annunciation field of the PFD and the “C” caption on the APP
Purpose
The “VAPP” mode allows the pilot to automatically acquire and hold a VOR
During the over station phase a green OS annunciation is displayed on the
radial reference (desired course), and to control the aircraft for an automatic
lateral annunciation field of the PFDs.
VOR approach when a valid VOR is selected as active navigation source on
the PDF side on command.
Operational mode
disengage, if:
The mode operates on the roll axis.
When the helicopter flies across the VOR cone of confusion, the mode is • one of the following signals is not received:
automatically disengaged and the “HDG” mode is engaged during all the over - Magnetic Heading
the station period. - Roll Angle
The yaw axis is always in turn coordination. - Indicated Airspeed (IAS)
- Desired Course
Armed condition - Primary Navigation Source or Preview Navigation Source
The “VAPP” mode can be engaged/disengaged by pressing the “APP” - VOR bearing from Primary Navigation Source or from Preview
pushbutton on the APMS panel; pre-selection and datum reference control of Navigation Source (for engagement only)
desired course is performed through the multipurpose knob on the RBP.
- Course Deviation from Primary Navigation Source or from Preview
“VAPP” mode can be engaged either in armed or captured condition.
Navigation Source (for engagement only)
The mode arms if:
• IAS is less than 40kts • One of the following modes is selected:
- HOV; HDG; LOC; VOR; NAV.
• VOR is not selected as main navigation system on the PFD side on
command
• course error is above the limit. Reversion to armed condition
When the mode is armed a white “VAPP” annunciation is displayed on the When engaged in captured condition, “VAPP” mode automatically reverts to
lateral annunciation field of the PFD and the “A” caption on the APP pushbutton armed if:
is lighted up. • The selected VOR frequency on the PFD side on command is modified
Automatically “HDG” mode engages on the roll axis. • The source is modified from VOR 1 to VOR 2 with different settled
As soon as the course error is below the limit, “VAPP” mode automatically frequency.
engages on the roll axis. The FCS controls the bank angle to minimize bearing Change of PFD side in command does not result in disengagement of the mode
error with respect to the desired course by commanding a standard rate 1 turn if the new navigation source is a VOR tuned on the same frequency.
(intercepting angle between 15° and 50°). Maximum bank angle is 20°. Modification of the desired course does not result in mode disengagement.
Captured condition

ICN-3C-B-221000-G-A0126-01673-A-02-1
VOR APPROACH (VAPP) MODE - MAN MACHINE INTERFACE
4 - LOCALIZER (LOC) When “LOC” mode is captured, a green “LOC” annunciation is displayed on
the lateral annunciation field on the PFD and the “C” caption on the APP
Purpose
pushbutton is lighted on.
The LOC mode allows the pilot to capture and hold a Localizer beam,
controlling the horizontal plane for an automatic approach when a valid
localizer is selected as active navigation source on the PDF side in command. Inhibition to engage and automatic disengagement
The mode engagement is inhibited and, if the mode is engaged, it is
automatically disengaged, if:
Operational axes
The mode operates on the Roll axis. • The helicopter is on ground
The roll axis is in turn coordination mode. • Indicated Air Speed is below 40kts
• Any if the following modes is currently engaged: HOV; GA
Controls • Any of the following signals is not available:
LOC mode can be engaged/disengaged by pressing the APP pushbutton on - Magnetic Heading
the APMS panel.
- Roll Angle
The mode can be armed or captured.
- Desired course
- Primary Navigation Source
Armed condition
It is armed if: - LOC deviation from ILS is selected as Primary Navigation Source or
as Preview Navigation Source (for engagement only)
• IAS is less than 40kts
• Localizer is not selected as the main navigation system on the PFD side
in command Reversion to armed condition
course error is above the limit. When engaged in captured condition, the VOR mode automatically reverts to
•
armed if:
When the mode is armed, a white “LOC” annunciation is displayed on the
lateral annunciation field of the PFD and the “A” caption on the APP pushbutton • the selected LOC frequency on the PFD side in command is modified
is lighted on. • the source is modified from ILS1 to ILS2 with different a frequency.
“HDG” mode automatically engages on the roll axis. A change in the PFD side in command does not cause a mode disengagement
“LOC” mode automatically engages as soon as the course error is below a if the active NAV source on the new PFD in command is tuned on the same
predefined limit. ILS frequency.
The FCS controls the bank angle to minimize the bearing error with respect to
the localizer beam by commanding a bank angle corresponding to a standard
rate 1 turn (intercepting angle between 15° and 50°). 5 – GLIDE SLOPE (GS)
Maximum bank angle is 20°.
Purpose
The “GS” mode allows the pilot to capture and hold a Glide Slope beam,
Captured condition providing aircraft control on the vertical plane for an automatic approach to
landing.

Operational mode - Pitch Angle
The mode operates on the Collective axis. - Inertial Vertical Speed
With the mode engaged and captured, as soon as decision height is reached,
in absence of manual control, an automatic flare or auto-level phase is initiated. - Radar Height (for auto-level phase only)
During the auto-level phase the aircraft rate of descent decreases and the - GS deviation (for engagement availability only).
aircraft levels at a preset target height of 50ft. • ILS source is not selected as primary navigation source or not available
After reaching the target height, the mode automatically disengages and “RHT”
mode engages; “IAS” mode is also engaged on pitch axis if not previously • the primary navigation source frequency is modified.
engaged. • signal from the APMS is not available
During the auto-level phase a green “ALVL” annunciation is displayed on the
• One of the following modes is selected: ALT; ALTA; RHT; HOV; GA
collective annunciation field on the PFD.
Change of PFD side in command or navigation source from ILS1 to ILS2 does
not result in mode disengagement if the new navigation source is an ILS tuned
Armed condition on the same frequency.
“GS” mode can be engaged/disengaged by pressing the “GS” pushbutton on
the APMS panel either in armed or captured condition.
The mode is engaged armed if:
• IAS < 40kts
• ILS station is not selected as primary navigation source or as Preview
Navigation Source on the PFD side on command
• Deviation with respect to the glide slope beam is above the limit.
When the mode is armed, a white “GS” annunciation is displayed on the
collective annunciation field of the PFD and the “A” caption on the “GS”
Captured condition
“GS” mode automatically reverts to captured as soon as deviation with respect
to the glide slope beam is within the limits. The FCS controls the vertical axis
using collective, to minimize deviation from the glide-slope beam.
When “GS” mode is captured, a green “GS” annunciation is displayed on the
collective annunciation field of the PFD and the “C” caption on the GS
pushbutton is lighted on.

disengaged if:
• One of the following parameters is not available:

ICN-3C-B-221000-G-A0126-01674-A-02-1
LOCALIZER (LOC)/ GLIDESLOPE (GS) MODE - MAN MACHINE INTERFACE
6 - AUTONOMOUS GLIDESLOPE (NGS) Inhibition to engage and automatic disengagement
Purpose
disengage, if:
The NGS (Autonomous Glide-Slope) mode allows the pilot to acquire and hold
a virtual Glide-slope beam for an automatic approach. • One of the following parameters is not available:
- Pitch Angle
- Inertial Vertical Speed
Operational mode
- Radar Height (for ALVL phase only)
The mode operates on Collective axis.
- FMS as primary Navigation Source
- Virtual GS deviation (for engagement availability only)
Armed condition
- FMS in approach mode.
The NGS mode can be engaged/disengaged pressing the GS pushbutton on
the APMS panel either in armed or captured condition. Change of PFD side in command or navigation source from FMS1 to FMS2
The mode is engaged armed if: does not result in mode disengagement if the two FMS are synchronized.
• IAS < 40kts
• FMS is not selected as primary navigation source on the PFD side on 7 - AUTONOMOUS LOCALIZER (NLOC)
command.
Purpose
When the mode is armed, a white NGS annunciation is displayed on the The NLOC (autonomous LOC) mode allows the pilot to acquire and hold a
collective annunciation field of the PFD and the “A” caption on the GS Localizer Beam produced by an independent Flight Management System,
pushbutton is lighted on. providing aircraft control on the horizontal plane for an Autonomous approach.
The Autonomous approach must be set on the active flight plan of the FMS
Captured condition selected as active navigation source on the PDF side on command.
NGS mode automatically engages “captured” on the collective axis as soon as
the aircraft reaches the final approach fix; and it controls the collective axis to Operational mode
minimize error with respect to the glide-slope beam. NLOC mode automatically engages on the roll axis.
When NGS mode is captured, a green NGS annunciation is displayed on the
collective annunciation field of the PFD and the “C” caption on the GS
pushbutton is lighted on. Armed Condition
With the mode engaged and captured as soon as 200 ft Radar height is NLOC mode can be engaged either in armed or captured condition. The mode
reached, in absence of manual control, an automatic flare or auto-level phase is armed if:
is initiated, during this phase the aircraft rate of descent is decreased and the • IAS < 40kts
aircraft levels-off at a safe height (below decision height but above 70 feet radar
height). Therefore NGS mode automatically disengages and ALT mode • FMS is not selected as main navigation system on the PFD side on
command
engages on the collective axis. ALT mode is adopted in place of RHT mode
since there is no guarantee of flat ground for autonomous approach. • FMS is not in approach mode.
During the auto-level phase a green ALVL annunciation is displayed on the When the mode is armed, a white NLOC annunciation is displayed on the
collective annunciation field of the PFD. lateral annunciation field of the PFD and the “A” caption on the “APP”

The FCS controls the bank angle to minimize bearing error by commanding a
bank angle corresponding to a standard rate 1 turn (intercepting angle between
15° and 50°). Maximum bank angle is, 20°.
When NLOC mode is captured, a green NLOC annunciation is displayed on
the lateral annunciation field of the PFD and the “C” caption on the APP

Mode arming/engaging shall be inhibited and if armed/engaged it shall disarm/
disengage if:
• One of the following parameters is not available:
- Magnetic Heading
- Roll Angle
- Indicated Airspeed (IAS)
- Pseudo-ILS Course
- Pseudo-LOC deviation (for Engagement availability)
- FMS in enroute mode
- FMS in terminal mode
Reversion to armed condition

When engaged in captured condition, VOR mode shall automatically arm
according to the following conditions:
• modification of the navigation source.
Swapping PFD side on command does not result in disengaging of the mode
if the new navigation source is a FMS updated with the same active flight plan
and autonomous approach.

ICN-3C-B-221000-G-A0126-01675-A-02-1
AUTONOMOUS LOCALIZER (NLOC)/ AUTONOMOUS GLIDESLOPE (NGS) MODE - MAN MACHINE INTERFACE
FLIGHT CONTROL SYSTEM FUNCTIONS on the Primary EDU. The MISTRIM caution messages is removed when the
two linear actuators return under 40 % of total shaft stroke.
The Flight Control System (FCS) provides different control functions that The MISTRIM caution message is inhibited if the SAS mode is engaged and
automatically improve helicopter controllability, stability and manoeuvrability. the flight condition is Hands-on.
FCS Control Functions are automatically activated according to the flight
conditions.
The FCS Control Functions are :

• Collective Decoupling
• Auto-Trim
• Turn-Coordination
• Collective Control Override
COLLECTIVE DECOUPLING
The Collective Decoupling function provides compensation for inherent cross-
coupling of collective and pitch, roll and yaw axis.
The function operates on pitch roll and yaw axes series actuators.
The Collective Decoupling function is active when both FCC channels are
engaged.
The function is not active if:
• Collective Resolver inputs are missed
• Opposite Channel collective Resolver input is missed
• Pitch/Roll/Yaw series actuators are inoperative.
AUTO-TRIM
The auto trim function operates independently on the pitch, roll and yaw parallel
actuators, It provides automatic positioning of cyclic control stick (pitch and roll
axis) and automatic positioning of pedal control (yaw axis) into the current trim
position to keep centered the pitch, roll and yaw linear actuators (within 25%
of total shaft stroke).
The auto trim function is not available in SAS mode and Hands on condition.
It is available in all the other FCS mode also with one AP inoperative.
If both linear actuators of an axis remain beyond the 70% of the total shaft
stroke for more than 2 seconds, the MISTRIM caution message is displayed


CHAPTER
23
COMMUNICATION


SECTION 00
GENERAL

GENERAL
The communications includes the systems that follow:
• The Radio Management System
• The speech communications system
• The audio integrating system
The Radio Management System (RMS) allows control and selection of modes
of operation of all the transceivers and receives installed on the aircraft.
The RMS manages the following equipment installed on the aircraft:
• 2 VHF/AM tranceivers (VHF-4000E COLLINS)
• 1 VOR/ILS receiver (NAV-4500 COLLINS)
• 1 VOR/ILS/ADF receiver (NAV-4000 COLLINS)
• 1 DME transceiver (DME-4000 COLLINS)
• 1 ATC transponder (TDR-94D COLLINS)
The RMS is composed of 2 Radio Tuning Unit (RTU) refereed as RTU #1
copilot side and RTU#2 pilot side, respectively. The two RTU are installed on
the instrument panel.
Each RTU provides integrated control of aircraft VHF communication
transceiver and VHF navigation receiver allowing selection of frequencies or
selection of preset channels (the tuning by a frequency or a channel selection
can be set for each radio independently). Each RTU also allows set other
characteristic parameters of every single radio installed on the helicopter.
The RMS receives the feedback signals from every single radio and if an
interruption of the signal is detected it displays on RTU the malfunction
messages.
In case of loss of a single equipment, the red message RADIO is displayed on
the right bottom side of aech RTU screen and the caution message RMS
MESSAGE is displayed on the primary EDU to indicate the presence of the
RADIO message.
The RTU#1 is powered by the 28V DC EMERGENCY BUS #2 through the RTU
1 PRIM circuit breakers and also by the main bus #1 through the automatic
protection RTU 1 SEC. The RTU#2 is powered by the 28V DC EMERGENCY
BUS #2 through the RTU 2 PRIM circuit breakers and also by the main bus #1
through the automatic protection RTU 2 SEC.

ICN-3C-A-230000-G-A0126-00140-A-04-1
RMS (RADIO MANAGEMENT SYSTEM) ARCHITETURE
RTU (RADIO TUNING UNIT) knob in clock wise the brightness
will be increased.
The 2 RTU are installed in the instrument panel. Each RTU is equipped with a
colour LCD, where are displayed all the pages that allow to control the 4 IDENT button ........................ when is pushed, through the
connected radio and its parameters. transponder (IFF or ATC), starts the
The navigation through the RTU’s pages and menus is possible using the aircraft’s identification process.
multipurpose buttons located beside the screen. 5 DME-H button ......................... when is pushed, keeps active for
For every single radio the RTU permits the connection of the active frequencies DME the frequency selected on
and the preselected frequencies, RTU also allow to set channels and to choose NAV radio. This frequency remains
through the different functioning modes. active for the DME, also modifying
RTU does not manage the radio’s volume, this function is settled by the ICS the NAV frequency, until the button
panels. will be pushed again.
When the RTU is supplied, a power up built in test starts and if a failure is 6 Cross side during function key if pushed when a secondary page
detected the red message RTU FAILURE is displayed on RTU’s screen. ................................................... is displayed permits to return to the
previous page.
RTU CONTROLS AND INDICATIONS 7 Concentric knobs ....................... are used to tune the highlighted
filed. The outer knob is mainly
1 Multipurpose buttons .................. the function associated to each used to tune the upper part of the
one of the seven buttons is not field and the inner knob is mainly
fixed but depends to the current use to tune the lower part of the
page. The function is indicated in field. The RTU handles both the
the screen on side of the button. rotation and the rotation speed of
When the function is a each knob.
changeable value (example a
8 Alarm RADIO ........................... the message is displayed in red
frequency) pushing the button it
when a radio failure is detected.
will be surrounded by an active
window which permit to regulate 9 Alarm RTU FAILURE ................. the message is displayed in red
its value. when the RTU’s starting test
detects a failure.
2 Active window ........................ after the pushing of the relative
multipurpose button a white window 10 Caution RMS MESSAGES .......... the caution is displayed in yellow
surrounds the selected value that on the primary EDU and
can be modified using the two indicates the presence of failure
concentric knobs located on the right messages on RTU’s display.
bottom side. 11 EMERG FREQ push lighted Pushed-Tune the VHF/AM #2 to
Can be selected just one active button ....................................... the frequency of 121.5 Mhz in case
window at a time. of failure of both RTU 1 and RTU
3 Brightness knob ......................... permits the regulation of the LCD 2.
display’s brightness. Rotating this

ICN-0B-A-230000-G-A0126-00005-A-01-1
RTU (RADIO TUNING UNIT)
ICN-0B-A-230000-G-A0126-00006-A-01-1
RTU CONTROLS AND INDICATORS

RTU PAGE ORGANIZATION • to select the functional mode of the radio (where more functional modes
are available)
TOP LEVEL PAGE
• turn on or turn off (or in standby) the radio
The Top Level Pages (TLPs) are the principal interface for the management
Pushing the RTN button the display will return at the upper TLP.
of the radio systems.
There are available three or four TLPs (it depends to the presence of the
mission radios); the pages can be leaf using the multipurpose button NEXT PRESET PAGE
PAGE.
Every single TLP is divided in several sub-display surrounded by a window, The preset page allows regulation of preset channels and selection of radio
dedicated to each single radio’s specification. An sub-display usually contains tuning mode (frequency or channel). The active frequency tuning cannot be
the radio’s identification, the frequency and the active and preselected done on this page.
channels and some characteristic parameters. Pushing the relative The preset page can store up to 20 preset frequencies grouped by 4 in 5
multipurpose button, every single TLP allows to select the active radio’s different pages.
system, and also to tune its frequency or channel using the concentric knobs Position 20 is permanency programmed to the emergency frequency 121,5
and if the multipurpose button is pushed two times it permits to enter in the MHZ.
Main Display Page (MDP) of the selected radio system. Pages can be changed using the multipurpose button page.
When a TLP is displayed the system situated in the upper area of the screen The frequency of each channel can be modified selecting the relative channel
is automatically settled as active system. through the relative multipurpose button and after regulating it using the
The TLPs contain the following under-display: concentric knobs. The active frequency is displayed on the bottom of the
screen.
• TLP1: COM1, NAV1, ATC Pushing the multipurpose button TUNE MODE the tuning mode shift from
• TLP2: COM2, NAV2, ADF frequency mode to presettled channel mode.
To go to the Preset Page mast be pushed the multipurpose button PRESET
PAGE from the MDP. Pushing the RTN button from Preset Page the screen
MAIN DISPLAY PAGE will return to the MDP.
The Main Display Pages (MDPs) permits to control every single radio system.
Every equipment has got at least a dedicated MDP; if the system has got more MENU PAGE
MDP the pages, they can be leaf using the multipurpose button NEXT PAGE.
The MDP allows: The Menù Page is used for the management of the RTU’s configuration and
its diagnostics. On the right bottom side of the screen is displayed the number
• to display the active frequency and/or the active channel
of the failures stored in the RTU. Pushing the relative multipurpose button from
• to display the presettled frequency and/or the presettled channel the Menu Page the following pages will be displayed (if there are more pages
• to modify the presettled or active frequency or the presettled or active of the same type they can be changed using the concentric knobs, and pushing
channel (for mission radio usually only the presettled ones) the RTU button the display will return to the Menu Page):
• to make the radio test (where is available) • RTU Diagnostic Page: show the information about the software of the
RTU, its voltage and the operation hours of the system.
• to go to the Preset Page • System Diagnostic Page: show in single separate sub-pages the status
• to go to the Parameter Page (where is available) of the serial busses’s inputs and the discrete inputs of the RTU.

• Fault History: show all the failures stored during the operation time of the
RTU.
• Fault History Reset: allow to delete the failures stored in the RTU’s
memory.
• Radio Diagnostic: allow to select the diagnostics pages of each single
radio.
• System Configuration Page: allow to see and change the RTU’s
configuration.
• Configuration Error Page: allow to see the configuration’s errors.

SECTION 10
VHF SYSTEM (COLLINS 4000 E)

GENERAL
The VHF/AM Collins 4000E allows the radio communications in the VHF
frequencies range from 118 MHz up to 151.975 MHz. The channels separation
can be set either in 8.33 or 25 kHz.
The radio management system (RMS) controls the transceiver functioning
mode and permits the selection of the frequencies and the setting of the
recordable channels and represents through the RTU panel the interface to
the user.
The system operates both in transmission and in receipt using an active
frequency and a settled frequency that could be however turned in active
frequency. Both the frequencies can be modified tuning directly the frequency
or using one of the 20 recordable channels.
Each channel can be recorded directly to the user using the RTU's concentric
knobs, except the emergency channel (channel 20, fixed frequency 121,5
MHz). When the system is forced in emergency mode, the active and
presettled frequency will be disabled and the emergency frequency becomes
active and it can not be modified.
The system comprises the following components:
• 1 transceiver VHF/AM
• 1 antenna VHF/AM
The transceiver is installed in the nose compartment while the antenna is
located in the middle of the forward fuselage's bottom side.
The transceiver communicates trough ARINC bus and discrete signals with the
RTU units of the RMS system. The system is also connected by two channels
(once in transmission and one in receipt) to the Intercommunication System
(ICS) for the management of the audio.
The transceiver VHF is supplied with a 28V DC by themain bus #1 through the
automatic protection VHF/AM, installed in the overhead pannel. The
functioning of the transceiver is inhibited when the Radio Master switch is in
GROUND COM position.

ICN-3C-E-231000-G-A0126-00164-A-03-1
VHF1 FUNCTIONAL DIAGRAM

ICN-3C-E-231000-G-A0126-00163-A-02-1
VHF2 FUNCTIONAL DIAGRAM

ICN-3C-E-231000-G-A0126-00165-A-01-1
VHF COM INSTALLATION

ICN-3C-E-231000-G-A0126-00166-A-01-1
VHF COM PAGE

CONTROLS AND INDICATORS
The explanation of the RTU's general controls and its functionalities is
developed in the RMS's dedicated section (23-52-00)
TLP PAGE - SUBDISPLAY COM1

1 Active frequency ...................... is the active frequency both in
transmission and receipt. It can be
directly modified between 118 ÷
151,97 MHz using the concentric
knobs.
2 TX indication ........................... is displayed in cyan when the radio
is in transmission mode
3 Preselected frequency .............. is the preselected frequency both
in transmission and reception. It
can be directly modified between
118 ÷ 151,97 MHz using the
concentric knobs, or it can be also
turned in active frequency using
one of 20 recordable channels
4 25 SEL indication ...................... is displayed in cyan when the
scanning increment is settled at
25 kHZ
5 Preselected recorded channel ..... is displayed in white when the
tuning is settled in channel mode.
It indicates which recorded
channel is current presettled
6 SQ OFF indication ................... is displayed in cyan when the
muffling has been turned off
(SQUELCH OFF mode)
7 Active recorded channel ............ is displayed in cyan when the
It indicates which channel is
current active.

ICN-3C-E-231000-G-A0126-00167-A-02-1
TLP1 PAGE
MDP PAGE 8 Squelch indicator .................... pushing the relative multipurpose
1 Active frequency ...................... is the active frequency both in button the squelch will be activated/
transmission and receipt. It can be disabled. The current mode is
directly modified between 118 ÷ displayed in cyan and in a bigger
151,97 MHz using the concentric size
knobs. 9 Active recorded channel ............ is displayed in cyan when the
2 TX indication ........................... is displayed in cyan when the radio tuning is settled in channel mode.
is in transmission mode It indicates which channel is
3 Preselected frequency .............. is the preselected frequency both current active.
in transmission and reception. It
can be directly modified between
118 ÷ 151,97 MHz using the
concentric knobs, or it can be also
turned in active frequency using
one of 20 recordable channels
4 Preselected recorded channel .... is displayed in white when the
It indicates which recorded
channel is current presettled.
5 Scanning increment ................. pushing the relative multipurpose
button frequencies scanning
increment will pass from 8,33 kHz
to 25 kHz and vice versa. The
current mode is displayed in cyan
wiyh bigger letters.
6 TEST .................................... pushing the relative multipurpose
button the radio's IBIT test will
start.The TEST indication duringthe
test will be colored in cyan and its size
become bigger. When the test is
finished a code of two digit number
will be displayed under the indication,
this code indicates the result of the
test (00 means positive test).
7 PRESET page ........................ pushing the relative multipurpose
button will be displayed the page
that allows to set the recordable
channels

ICN-3C-E-231000-G-A0126-00168-A-01-1
MDP PAGE
PRESET PAGE
1 Recordable channel ................... 20 Preset/memory are available.
They can be set individually,
axcept channel number 20 that is
fixid as the emergency channel
(EMER) at 121,5 MHz. The
channels are organized in 5
pages.
2 Page number ......................... it indicates which on of the 5 pages
of the recordable channels is
displayed. Selecting the page
number by the relative multipurpose
button and rotating one of the two
concentric knobs they pages will be
leafed
3 Active frequency ........................ it indicates which is the current
active frequency used by the radio
and gives the indications about the
active modes
4 Tune mode ........................... it indicates the active tuning mode.
Pushing the relative multipurpose
button the radio shifts from a mode to
the other. The indications of the
current mode is displayed in cyan with
in bigger letters
• FREQ: frequency tuning. The
value of the selected frequency will
be directly modify between 118 ÷
151,97 MHz, with a scanning
increment of 8,33 or 25 kHz (as
selected)
• PRESET: the tuning will be done
selecting one of the recorded
channels.

ICN-3C-E-231000-G-A0126-00169-A-01-1
PRESET PAGE
SECTION 50
AUDIO INTEGRATING AND VOICE
COMMAND SYSTEM

GENERAL
The DIGITAL Audio Control System (DACS) is a communications
management system that distributes and controls all audio in an aircraft. It
management the audio from all transceiver, receivers and audio warning
sources. It allows the transmission of microphone audio ta a selected
transmitter and distributes all intercom audio
The DACS consists mainly of:
• 2 Audio Control Panels (ACP 53)
• 1 Audio Management Unit (AMU)
• 1 Remote Memory (RM01)
• 1 Passenger Intecom Amplifier (PIA01)
The AMU sums and distributes all audio to each user attached to it and to the
Passenger Intecom Amplifier, it supports seven headset connections but when
more passengers are required the Passenger Intecom Amplifier can expand
the system's capacity.
The ACP is a unit that acts as a “terminal“. It monitors that user's switch
selections and level adjustement, passing them along to the AMU.
The system architecture is setup in a star configuration to prevent the loss of
the entire system because of a failure of one connection. The system is
configurable using a PC connected to the AMU via a USB serial port and NAT
supplied DACS configuration management sofware. Configuration options
include the number of radios, audio levels, microphone levels, etc.
The system provides features to ensure a high level of safety includind an
integral aural alert function, a redundant power supply, redundant microphone
and headphone amplifiers for the crew, redundant amplifiers for the first three
direct audio imputs and multiple modes of operation (each mode shedding
some circuitry).
The system provides power-on Built-In-Test (BIT). This function offers fault
analysis down to the LRU (Line Replaceable Unit) level. Continuous Built-In-
Test at a lower level is also provided.

ICN-3C-B-235000-G-A0126-01758-A-02-1
AUDIO INTEGRATING SYSTEM - SCHEMATIC DIAGRAM
CONTROL AND INDICATORS • Single Pilot (User #2 headset): User #2 can isolate himself from the
remainder of the aircraft. If User #2 presses his ISO CALL switch,
1 SELECTED TRANS RECEIVER INDICATOR he is isolated from the co-pilot (User #1) and passengers. When User
A green light will be activated on the ACP to indicate which transceiver #2 is isolated, all ISO indicators on all ACP's will illuminate and the
has been selected Isolation Output on the Audio Management Unit will become active
2 INDIVIDUAL TRANS RECEIVER VOLUME KNOBS (used for driving an external isolation indicators)
The ACP support up to eigh receiver volume controls, depending upon • Dual Pilot: the crew can isolate themselves from the cabin. When
specific requirements. To select a transceiver for monitoring the volume isolated, the pilot and co-pilot can communicate normally and the
knob must be in extrended position (pulled out). Turning a transceiver remaining passengers can communicate amongst themselves but
volume control clockwise will increase the volume of the transceiver and the two groups will not hear each other. This will happen when either
turning it counterclockwise will decrease the volume. When the volume of the crew presses their ISO CALL switch. When this happen, the
knob is deselected (pushed in) the transceiver is muted. ISO indicator on all ACP's will illuminateand the Isolation Output on
3 MASTER RECEIVER VOLUME the Audio Management Unit will becomen active.
Apotentiometer is provided that adjust the level of all receive audio • Three Crew Members: the crew can isolate themselves from the
(transceiver and receiver) heard by the user assigned to the Audio cabin (the four passengers on the AMU and the passengers on the
Control Panel. PIA01). When isolated, the pilot, co-pilot and third crew member can
4 ICS VOLUME communicate mongst themselves but the two groups will not hear
Apotentiometer is provided thta adjust the level of the intercom audio each other. This will happen when any of the three crew members
heard by the user (s) assigned to the Audio Control Panel. presses their ISO CALL switch. When this happens, the ISO
indicator on all ACP's will illuminate and the Iolation Output on the
5 CALL INDICATOR
Audio Management Unit will become active.
The indicator shall flash when the passengers will push the PTT switch
When the ISO CALL switch is present on a non-crew ACP, it
on the passengers service units (PSU), when the Pilot/Copilot control
operates as a call switch. The call functionally is configurable in three
panels are isolated (ISO green indicator ON). When the pilot/co-pilot are
ways, it can be configured to initiate a normal call, a hight priority call
not isolated (ISO green indication OFF), the CALL indicator stops to
or override the isolation mode.
blink.
Isolation mode is ended when an ISO CALL button is pressed on
6 ISO CALL SWITCH one of the crew ACP's. When isolation mode has anded, the ISO
Isolation means that the intercom audio comunications path is CALL indicators are no longer illuminated and the Isolation Output
temporarilly suspended. Isolation has no effect on any other audio on the AMU is deactivated.
source.
7 ICS/TX PTT
The DACS configuration management software can configure the way
the ISO CALL switch operates. The four options are as follows: • ICS PTT
Each Audio Control Panel supports the ability to override the current
• Single Pilot (User #1 headset):User #1 can isolate himself from the VOX threshould and make the microphone assigned to the Audio
remainder of the aircraft. If User #1 presses his ISO CALL switch,
Control Panel hot. This function is initiated by activating a
he is isolated from the co-pilot (User #2) and passengers. When User
momentary switch on the front panel of the Audio Control Panel.
#1 is isolated, all ISO indications all ACP's will illuminate and the
Isolation Output on Audio Management Unit will become active • TX PTT
(used for driving an external isolation indicator). Activation of this function causes the currently selected transceiver
to be keyed and the microphone audio from the user to be routed to
the transmit microphone output for that transceiver. The transmit

indicator will illuminate on the front of the user's Audio Control Panel Emergency mode. This control will only have an affect on the pilot's and
while this function is active. This function is the front panel equivalent copilot's ACP.
to the TX PTT input pins on the Audio Management Unit. The TX • NORMAL: Normal operation of the intercom system
PTT function is initated by activating a momentary switch on the front
panel of the Audio Control panel. • BACK-UP: The pilot and copilot maintain all functionality. All five
passenger headset and their ACP's are disable.
8 INDIVIDUAL RECEIVERS VOLUME KNOBS EMERGENCY: Each crew member can use the on-side equipement
•
To adjust a receiver's audio level, the volume knob must be in extended only all aural alerts are available.
pisition (pulled out). Turning the receiver volume control clockwise will The emergency mode levels (receive, transmit mic, intercom, direct
increase the volume of the receiver and turning it counterclockwise will and alert audio) are adjustable using the DACS configuration
decrease the volume. management software. In emergency mode, these audio levels are
9 TRANSMIT SELECTOR fixid, not adjustable from the ACP front panel.
This rotary control selects the transceiver that will be transmitted on by Intercom audio is available between the pilot and copilot in
the user (s) of the Audio Control Panel. This control will support up to Emergency mode. The intercom operates in PTT mode at a fixed
eight separate transmit selections. Activation of the user' TX PTT is level. This fixed level can be configured using the DACS
required to transmit. Also available on the transmit selector switch is an configuration management software.
ICS position. When the ICS position, pressing the transmit PTT will have
13 TRANSMIT INDICATOR
the same effect as pressing the ICS PTT (override the VOX threshold
A transmit indicator (TX) illuminates on the front of the Audio Control
and make that user's microphone hot).
Panel whenever the associated user's transmit PTT key line is active.
10 VOX LEVEL
A potentiometer is used for selecting the three ICS modes: VOX,
KEYED (PTT) and PRESET.
When the potentiometer is set to the fully counterclockwise position but
not in the detent pisition, the VOX level is set to its minimum threshold
level. When the potentiometer is set to the fully conterclockwise position
the microphones will only become active when one of the ICS PTT key
is activated.
When the potentiometer is set to some other position the ICS mode for
the Audio Control Panel is voice activated (VOX). As the potentiometer
is rotated clockwise, the VOX threshold level increases. In the Digital
Audio Comunication System (DACS) configuration management
software.
11 ISO INDICATOR
The indicator shall go ON whenever the ISO CALL momentary button
switch will be pressed on the pilo/co-pilot control panels
12 MODE CONTROL - NORM / BK-UP / EMERG
An locking toggle switch selects the operational mode for the audio
system. This three position switch is for selecting Normal, Back-up or

ICN-3C-A-235000-G-A0126-00175-A-01-1
AUDIO CONTROL PANEL LOCATION

ICN-3C-A-235000-G-A0126-00176-A-02-1
AUDIO MANAGEMENT SYSTEM

ICN-3C-A-235000-G-A0126-00177-A-01-1
PASSENGER SPEAKER AMPLIFIER INSTALLATION

CHAPTER
24
ELECTRICAL POWER


SECTION 00
GENERAL

GENERAL In case of loss of a single inverter, the remaining inverter provides power to
the AC loads on the opposite side to route power to the bus connected to the
The purpose of the Electrical power system is to generate and distribute the failed inverter.
Direct Current (DC) and the Alternate Current (AC) to the rotorcraft loads.
The electrical power system is composed by the following:
• DC generation system DISTRIBUTION SYSTEM
• AC generation system. DC ELECTRICAL LOAD DISTRIBUTION
• Distribution system The 28V DC power is distributed to the user loads through bus bars and circuit
breaker panels located in overhead console and in the baggage compartment.
Priority of the loads is determinated by the bus to which they are connected.
DC GENERATION SYSTEM In ascending order of importance, the DC busses are the following:
The 28V DC power is provided by two 200A starter/generators controlled by • AUXILIARY BUS #1 and #2
dedicated Generator Control Unit (GCU) sets. • MAIN BUS # 1 and # 2
In addition the Starter/Generators are also used as a starter motor for engine
• GEN BUS # 1 and # 2
starting.
The starter/generator are driven directly bt the turbo shaft engines; one • EMERGENCY BUS # 1 and # 2
generator is mounted on each engine.
• ESSENTIAL BUS # 1 and # 2
One Nickel-Cadmium battery, rated at 33Ah, provides the self-contained
electrical back up. The Battery has dual role: when external power is not • BATTERY BUS
available, it provides power to the starter/generator to enable engine starts and GROUND BUS
•
support the essential loads during the start sequence. The battery also
provides power to the essential loads in the event of total loss of generated In the event that any power supply is lost, the necessary load shedding is
power in flight. accomplished through automatic bus deactivation.
A Battery Discharge Detector provides battery discharging control and status
indications. AC ELECTRICAL LOAD DISTRIBUTION
An External power receptacle, for ground operation and for engines start with
an external power unit, is located on the right side of the aft fuselage. When The AC power is distributed to the AC electrical loads through a bus bar system
the external power is applied the battery is automatically disconnected to inhibit composed of 4 busses identified as follow:
unattended ground operation. However it is possible to connect the battery in • 115 V AC bus # 1
parallel with the external power through the electrical control panel.
• 26 V AC bus # 1
normally supplied by the Inverter # 1
AC GENERATION SYSTEM • 115 V AC bus # 2
Two static inverters, powered by the 28V DC, are the AC power sources. Each • 26 V AC bus # 2
inverter supplies, via a dedicated sensor relay the 115V AC and the 26V AC normally supplied by the Inverter # 2.
single phase 400 cycles to the proper distribution busses. The Inverter No.1 is powered by the DC EMERGENCY BUS #1 through the
INV 1 circuit breaker.

The Inverter No.2 is powered by DC MAIN BUS #2, through the INV 2 circuit
breaker.

ICN-0B-A-240000-G-A0126-00007-A-01-1
DC GENERATION SYSTEM COMPONENTS (1 OF 2)

ICN-0B-A-240000-G-A0126-00008-A-01-1
DC GENERATION SYSTEM COMPONENTS (2 OF 2)

ICN-3C-B-240000-G-A0126-01130-A-01-1
DISTRIBUTION SYSTEM
ELECTRICAL POWER SYSTEM CONTROLS The following table lists the electrical system warning and caution messages:
The Electrical power system controls are located in the overhead control panel
and on the miscellaneous control panel. The function of the switches is
explained in the following table: WARNING
SWITCH FUNCTION BATT HOT Battery Over-temperature.
BAT Three position toggle type switch, allows bat- ELECTRICAL Both Generators Failure in Flight
tery connection to the distribution system.
BATT DISCH Battery Discharging.
1 (2) GEN BUS Two position, magnetic retention type switch-
es, connect the #1 and #2 Gen Bus respec- CAUTION
tively to the Battery Bus.
#1(2) DC GEN No. 1(2) Generator Failure or off-line
1 (2) GEN Three position toggle type switches, enable
to connect and reset the generator no. 1(2) BUS TIE No. 1 and / or 2 Gen Bus Tie Open.
when at operating speed.
EXT PWR ON External power receptacle door open.
QUICK DISCONNECT BAR Removes all the electrical power from the
distribution system. No. 1 (2) Generator Control Circuit (generator field) fail-
#1(2) GEN CTL
ure.
1 (2) INV Two position toggle type switches, to provide
DC power to the 1(2) Inverter. BATT OFF Battery off-Line.
MSTR AVNX Manages, on the ground only, the power ap- #1(2) dcgen ovld No. 1 (2) Generator Overload.
plication to the avionics equipement.
INV 1(2) No. 1 (2) Inverter Failure or switched off.
Electrical system parameters are transmitted to IDS via dedicated signal lines
ELECTRICAL POWER SYSTEM INDICATIONS for system monitoring. The signals are computed by the Data Acquisition Unit
Electrical system status and malfunctions are monitored through the Integrated (DAU) which provide the DC and AC indications on Secondary EDU AUX page
Display System (IDS). Warning and Caution messages are displayed on the as following:
Primary Electronic Display Unit EDU.

EDU Field Indication
Left/Right “AMP“ scale Analog readout of the DC Generator number 1 and 2.
Left/Right “VDC“ box Digital readout of the DC BUS 1 and 2 Voltage.
Left / Right “VAC“ box Digital readout of the 115V AC BUS 1 and 2 Voltage.

ICN-3C-B-240000-G-A0126-01243-A-01-1
ELECTRICAL POWER SYSTEM CONTROLS AND INDICATIONS

ICN-3C-B-240000-G-A0126-01131-A-01-1
DC GENERATION SYSTEM BLOCK DIAGRAM

ICN-3C-B-240000-G-A0126-01132-A-01-1
AC GENERATION SYSTEM BLOCK DIAGRAM


SECTION 20
AC GENERATION

GENERAL
The Fixed frequency AC power is supplied at constant 115 and 26 Volts, 400Hz
single phase, from two static inverters installed in the baggage compartment.
The AC power is used for the Flight Control Computer (FCC) operation.
The AC Generation system includes the following components:
• 2 static inverters rated at 250VA
• 4 control relays (K311, K 312, K 316, K 317)
The Inverter No.1 is powered by the DC EMERGENCY BUS #1 through the
INV 1 circuit breaker and INV 1 ON-OFF switch.
The Inverter No.2 is powered by DC MAIN BUS #2, through the INV 2 circuit
breaker and INV 2 ON-OFF switch.
The circuit breakers and the control switches are located respectively on the
overhead console and on the overhead control panel.
During normal operation each Inverter supplies the AC power to the proper
distribution busses.
If a single inverter fails, the remaining one energizes the opposite Control
Relays (K311/K312) to switch the failed inverter loads to the operative inverter.
Four Circuit Breakers, installed in the rear avionic bay, protect each AC
distribution bus bar. In case of CB pop out the corresponding bus bar is lost.

ICN-3C-B-242000-G-A0126-01145-A-01-1
AC GENERATION SYSTEM COMPONENT INSTALLATION

1 INV 1(2) ON/OFF switches .... when ON enables operation of the
corresponding inverter.
2 INV 1(2) circuit breakers ........ protect the DC power supply of the
3 INV 1(2) circuit breakers ....... protect the DC power supply of the
4 AC loads circuits breakers ....... protect the AC power supply of all
AC powered systems of the
helicopter.
5 INV 1(2) .............................. in case of an inverter failure, on the
lower side of the EDU 1 screen, the
caution message INV 1 #2
(INVERTER) will be illuminated.
6 115 VAC indication .................. on the left upper corner of the EDU
2 screen, in the AUX page, an AC
voltmeter is presented.

ICN-3C-B-242000-G-A0126-01146-A-01-1
AC GENERATION SYSTEM CONTROL AND INDICATIONS

SYSTEM MONITORING In such a case, The FAULT MONITOR DC output from each inverter energizes
both, the relay K317 and K316 in order to “Open” the signal going to the DAU
The AC system is monitored by the IDS to provide caution messages and 115V and let the #1 INV and #2 INV caution disappear from the EDU.
AC bus bar voltage read out. The RLY DRV DC output energizes the relay K312/311 (cross-side) in order
The INV 1 and INV 2 caution messages are displayed on the primary EDU to let the AC current from the #1(2) Inverter to supply the #2(1) 115 and 26 AC
when the associated inverter is either not powered in failure. Bus Bars.
The #1 and #2 115VAC bus voltage readout is displayed on the Secondary Trough the relay K311 (on-side) which is not energized, the AC current from
EDU, AUX page. the #1 Inverter supplies the #1 115 and 26 AC Bus Bars.
The caution logic for both messages is managed trough dedicated relays
(K316 and K317) providing the Open/Ground signals to the DAU as follows:
• Open = INV 1(2) caution not active
• Ground = INV 1(2) caution active
PRINCIPLE OF OPERATION
When the INV 1(2) switch (S 239/238) is set to the “ON” position, the DC current
from the respective Bus Bar (CB INV I/2) is given to the Inverter.
The Inverter converts the 28V DC power to fixed frequency (400Hz) 115Vac
and 26Vac power.
As the Inverter starts to produce AC output, two 28Vdc outputs signals (Inverter
Status and Fault Monitor) are generated as well.
A 28Vdc output is used to energize the cross-side control relay (K311/312
respectively) trough a “RLY DRV” signal if the other inverter is OFF or in failure.
When the system is not powered, or the two INV switches are set in the OFF
position, all the relays are not energized.
Switching the INV 1 on, the current from the DC EMERGENCY BUS #1 trough
the switch is routed to the Inverter No. 1, the Inverter starts to produce both,
115 and 26 VAC as well as providing the two DC outputs (inverter status and
fault monitor).
The FAULT MONITOR DC output energizes the relay K317 (on-side) in order
to “Open” the signal going to the DAU and let the #1 INV caution disappear
from the EDU.
From the above condition, switching the INV 2 on, the current from the DC
MAIN BUS #2, trough the switch, is routed to the Inverter # 2, the Inverter starts
to produce both, 115 and 26 VAC as well as providing the two DC outputs and
the two inverters send each other the “ON” STATUS IN/STATUS OUT in order
to let the AC current from each Inverter to supply the respective 115 and 26
AC Bus Bars.

ICN-3C-B-242000-G-A0126-01147-A-01-1
AC GENERATION SYSTEM FUNCTIONAL DIAGRAM (NO POWER APPLIED)

ICN-3C-B-242000-G-A0126-01148-A-01-1
AC GENERATION SYSTEM FUNCTIONAL DIAGRAM (INV #1 ON)
ICN-3C-B-242000-G-A0126-01149-A-01-1
ALTERNATING CURRENT SYSTEM SCHEMATIC DIAGRAM (BOTH INVERTER ON)

ICN-3C-B-242000-G-A0126-01150-A-01-1
AC GENERATION SYSTEM FUNCTIONAL DIAGRAM (INVERTER #2 FAIL)

SECTION 30
DC GENERATION

GENERAL The battery includes an internal temperature switch that provides warning
indication to the IDS if an over-temperature condition is detected.
The DC generation system is single wire design type with a common ground The battery is connected to the distribution system though the battery relay
through the helicopter structure. (K7205) controlled by the DC system controls.
The purpose of the system is to provide the 28V DC power for the majority of The battery and the associated battery relay are installed in inside the nose
the rotorcraft equipment. The main components of the system are: avionic compartment.
• 2 Starter/Generators The Battery Discharge Detector provides battery discharging status indications
• 2 Generator Control Unit (GCU) when the battery is in discharging process. The Battery Discharge Detector is
installed in the baggage compartment.
• 1 Nickel-cadmium Battery The external power receptacle, located on the right section of the helicopter
• 1 Battery Relay (K205) fuselage, allows connecting an external power unit when the generators are
off.
• 1 Battery Discharge Detector
When the external power is applied, the battery is automatically disconnected
• 1 External Power receptacle from the distribution system to avoid unattended ground operation. The
1 DC Relay Box external power can supply power to all DC busses and it can also be used for
• engine starting. The DC Relay Box provides power supply switching and
• 2 Emergency bus Relay (K306 e K307) Generator busses interconnection thru its internal electromechanical
2 Auxiliary 12 V DC Plug contactors. The DC Relay Box is installed in the baggage compartment.
•
From the DC Relay Box the electrical power is then distributed to the bus bars
The DC power is generated by the two engine driven starter-generators, both system and then to the aircraft loads through circuit breaker panels located in
rated at 200A. The starter-generators are also used to provide motive force for the overhead console inside the cockpit and in the baggage compartment.
the turbo shaft engine starting. Priority of the loads is determined by the bus to which they are connected. In
Each starter-generator is installed on the accessory gearbox of the related ascending order of importance, the DC busses are the following:
engine through a V-band clamp on the mounting flange.
The GCU manage the mode of operation and the voltage regulation control of • AUXILIARY BUS #1 and #2
the associated starter-generator. • MAIN BUS #1 and #2
The GCU controls the starter-generator as a starter motor during engine start GEN BUS #1 and #2
and as generator once the output generator voltage is established. In addition
•
the GCU incorporates a series of protection features designed to protect the • EMERGENCY BUS #1 and #2
system from damage in the event that abnormal conditions occurs. When both ESSENTIAL BUS #1 and #2
•
generatos are online the GCU provides equal load division for generators
parallel operation. • BATTERY BUS.
The two GCU are installed in the forward right side of the baggage • GROUND BUS
compartment.
The Battery, the Ground and the two Essential and Emergency busses provide
The Nickel-cadmium battery, rated at 33Ah, provides the self-contained DC
power to the rotorcraft essential loads.
electrical reserve for starting the rotorcraft engines and supports the essential
The Emergency Bus Relays (K306 and K307) provide primary connection of
bus loads during the start sequence.
the essential loads to the BATTERY BUS in case of total loss of generated
In the event of a total electrical generation failure, the battery furnishes the
power in order to supply the essential loads with the onboard battery power.
necessary power, for the essential onboard systems operation.
Both Emergency Bus Relays are installed inside the baggage compartment

The DC generation system is operated through control switches located on the for continually receive an equipotential “float charge” when supplied by the
overhead control panel inside the cockpit. engine driven generators.
The system is also interfaced with the Integrated display System (IDS) for The charging connection is achieved via the Battery Relay (K205), installed
voltage, current, advisory, caution and warning indications. inside the cockpit behind the pilot pedals.
The discharge cycle represent the period when power is extracted from the
battery to support electrical services.
SYSTEM OPERATION The Battery Discharge Detector senses the Battery Bus voltage when powered
During normal operation, with both engines running, the DC generation system and if the voltage on the bar drops below 26.5V DC, provides the activation of
supplies the DC thru the two 200A generators. a warning message on the Primary EDU indicating that the battery is in
The system is designed to allow the two generators to be connected in parallel discharging process.
to the DC distribution system, although in the event that one generator fails, On the ground, with both generators off, an external power unit can be
the surviving generator has the capacity to supply electrical power for all the connected to the helicopter external power receptacle in order to supply all the
loads. DC busses for maintenance and engine start operations.
A control and adjustment circuit, provided by the two GCU, is associated to The external power receptacle is provided by a caution circuit consisting of a
each generator. This circuit provides voltage adjustment and load control micro-switch actuated by the external power receptacle access door. When
during parallel operation as well as protection against over-voltage and reverse open, the door actuates the switch that causes a caution message to be
current. displayed on the Primary EDU.
The generators are connected to the distribution system through the Generator A Battery Off relay (K7213), powered by the external power unit, prevent the
Line Contactor (GLC) relays controlled by the GCUs. simultaneous connection of the Battery and the external source, giving priority
During normal system operation, the generators equally share the total load to the external power. However it is possible to override the interlock relay
applied to the busses under the control of the GCUs as follow: connecting the battery in parallel with the external power through the electrical
No. 1 generator supplies the GEN BUS #1 via the GLC1, likewise the No. 2 control panel.
generator supplies the GEN BUS #2 via the GLC2. The Battery Off relay (K7213) is installend inside the baggage compartment.
The GEN BUS #1 and #2 are connected each other through the BATTERY
BUS, via Bus Tie Contactor (BTC)1 and BTC 2 respectively. This allows also
cross-feed in case of a single generator failure.
Both GLC and both BTC relays are installed inside the DC Relay Box.
The Emergency Bus Relays (K306 and K307) provide connection of the
Essential and Emergency busses to generators power. If one or both
generators fail, the associated emergency bus relay automatically connects
the proper essential and emergency busses to the Battery bus in order to
achieve a safe flight condition.
The onboard Nickel-Cadmium Battery provides power to the starter/generator
to enable engine starts when the external power unit is not available. The
battery also provides power to the essential loads in the event of double
generator failure in flight.
In normal condition the battery operates in charging mode where the generated
power is used to store electrochemical energy within the battery. The battery
is designed to be connected directly to the BATTERY BUS and MAIN busses

ICN-3C-B-243000-G-A0126-01179-A-03-1
DC ELECTRICAL SYSTEM BLOCK DIAGRAM

CONTROLS AND INDICATIONS EPU ..................................... Overrides the the battery off relay
(K116) operation when an external
Manual selection of supply sources is operated by the overhead panel switches power is applied. Select EPU position
situated in the cockpit. in order to charge the battery with the
The three switches BAT, GEN BUS 1, GEN BUS 2, when set to the ON position, external power unit.
allow connect the battery to the distribution bus bars. Switches GEN BUS 1
and 2 are magnetic retention type and if set to the ON position allow transfer 2 GEN 1(2) ON/OFF/RESET .... Three position switch allows
the power supply from the BATTERY BUS to the other DC bus #1 and #2 if connecting the generator outputs to
the BATTERY BUS is supplied. the DC distribution system by
The swithces GEN 1 e GEN 2 allow connect the associated generator to the energizing the related GLC thru the
distribution system in order to provide electrical power to all the DC system. GCU.
The switches can be operated separately but is possible to put them ON ......................................... Enables the GCU 1(2) to energize
simultaneously to the OFF position by a single operation thus remouving all the associated GLC when generator
the power supply from the distribution system. no. 1 (2) is at operating speed thus
The electrical system provides, to the Data Acquisition Unit (DAU), connecting the generator outputs to
informations processed and transmitted to EDUs in order to display warning the DC distribution system.
and caution indications as well as main parameters of system operation. OFF ....................................... Generator disconnected from the DC
Warning messages and Caution messages are displayed on the Primary EDU. distribution system. The #1(2) DC
On the Secondary EDU, auxiliary page (AUX), are displayed digital indications GEN caution message comes in view
and the analogical scale related to the output load (in Ampere) of the on the EDU1.
generators 1 and 2. RESET .................................. Momentary position resets latched
In the same auxiliary page of EDU 2 are displayed the digital indications related functions in the associated GCU
to the DC voltage applied on the DC bars #1 and #2. following a failure in the DC system.
3 GEN BUS 1 (2) ON/OFF .... three position switch allows
connecting the generator outputs to
CONTROLS the DC distribution system by
energizing the related GLC thru the
1 BAT EPU/OFF/ON .............. Three position toggle type switch,
GCU.
allows connecting battery power to the
ON ...................................... Provides the power to the associated
DC distribution system.
BTC connecting the GEN BUS #1(2) to
ON ....................................... Provides the power to the battery relay
the BATTERY BUS.
(K205) thus connecting the battery to
OFF .................................... Remouves the power to the
the BATTERY BUS. A Battery Off
associated BTC, thus disconnecting
relay (K116) prevents connection of
the GEN BUS #1(2) from the
the battery when an external power
BATTERY BUS. When one or both
unit is connected. In this case the
GEN BUS switches are set to the OFF
caution message BATT OFF
position the caution message BUS TIE
illuminates on the Primary EDU.
is displayed on the Primary EDU.
OFF ..................................... Remouves the power to the battery
relay (K205) disconnecting the battery 4 QUICK DISCONNECT BAR ...... Permits to switch-off, with only
to the BATTERY BUS. one operation, the BAT switch

and the two GEN switches
disconnecting all power from the
distribution busses (both Gen
BUS switches trip in OFF
position).

ICN-3C-B-243000-G-A0126-01177-A-01-1
DC GENERATION SYSTEM CONTROLS

INDICATORS • BUS TIE .............................. GEN BUS tie open. The caution BUS
TIE is displayed if one or both GEN
EDU 1: The electrical generation system warning and caution messages that
BUS switches are in the OFF position.
could be displayed on EDU 1:
The caution indicates a disconnection
• BATT HOT............................. Battery over-temperature. The between the distribution busses.
warning BATT HOT is displayed
when the internal battery • EXT PWR ON.......................... External power receptacle door
temperature, detected by the internal open.
temperature switch, is above 71 ± 3 ° • # 1(2) DC GEN CTL................ No. 1 (2) Generator Control Circuit
C. (generator field) failure. The # 1(2)
The message is followed by an audio DC GEN CTL is displayed when the
tone and the voice message associated DC generator control
“WARNING“. circuit breaker, labelled GEN
ELECTRICAL............................. Failure or disconnection of both CONTR 1(2) on the DC relay box is
•
generators in flight. tripped out. Set the Circuit Breaker in
The message is followed by an before start the related engine.
audio tone and the voice message • BATT OFF.............................Battery off-line. The caution BATT
“WARNING”. The warning OFF is displayed when the battery is
“ELECTRICAL” erases the disconnected from the distribution
visualization of caution messages bus.
#1 DC GEN and # 2 DC GEN. EDU 2: in the auxiliary page (AUX) of EDU 2 (secondary EDU) are displayed
• BATT DISCH.......................... Battery discharging. The warning the following data:
BATT DISCH is displayed when the • V DC digital indication of voltage parameters taken from the principal
Battery Discharge Control Box busses #1 and #2
measures a voltage on the • AMP digital indication of the output’s load coming from the generators 1
BATTERY BUS lower than 26.5 V. and 2
The message is followed by an audio
tone and the voice message
• AMP analog indication of the output load coming from the generators 1
and 2, with the indication of the normal functional area (green zone) and
“WARNING“.
the transition area (red zone).
• # 1(2) DC GEN OVLD ............ Associated generator overload. The
caution is displayed when the load
on the associated generator exceed
the nominal value (300A) for more
than 45 seconds.
• # 1(2) DC GEN..................... Displayed when the associated
generator fails or is disconnected from
the distribution bus.

ICN-3C-B-243000-G-A0126-01178-A-01-1
DC GENERATION SYSTEM INDICATIONS

• Either engine may be started first. The start sequence as below applies
to the engine #1.
GROUND OPERATION
• Engine Start Control from ECU #1, sends a signal to the GCU 1 and Relay
When on the ground the helicopter can be powered either by an external power Box to enable Starter/Generator in the start mode of operation
unit or by the on-board battery. If an external power unit is used, it must supply GCU 1 energizes associated Starter/Generator line contactor (GLC1
•
800A at 28 ±2 VDC. closed).
The external power receptacle uses a large position pin, a large ground pin • GCU 1 weakens the Starter/Generator field to maintain positive starting
and a small positive control signal input pin. The large positive input pin is torque in order to accelerate the engine to the self-sustaining speed.
connected to the GPC which, when energized, supplies external power to the • As the engine becomes self sustaining (Generator Pad Speed 7193
Battery bus, Emergency and Essential Busses. RPM~ 60% of N1), the GCU1 terminates the starter mode of operation
and open the line contactor (GLC1 open).
When applied, the external power overrides the aircraft battery power (Battery As soon as the starter/generator output voltage is within +0.4 V DC
•
Relay de-energizes). The EXT PWR ON and BATT OFF Caution messages (differential) of load bus voltage, the GCU closes the line contactor, if the
are displayed on Primary EDU. GEN 1 switch is set ON (GLC1 closed).
Set the GEN BUS 1 and GEN BUS 2 switches in the ON position (BTC1 and • GCU controls the Starter/ Generator in the generator mode of operation.
BTC 2 energize) to provide power to all DC Busses. The MSTR AVNX switch is set to NORMAL to allow all mission equipment to
be powered.
ENGINE STARTING The start sequence for the No. 2 engine is similar to the one described above.
The No. 1 and No. 2 Engines Mode switches can be rotated to achieve engine The sequence is repeated for the Starter/ Generator and GCU 2.
starting by applying electrical power to the DC Starter Generators from either:
• The Battery DC EXTERNAL POWER START
• The Battery and the on-line Starter Generator (start assisted) The start process assumes that the DC External Power is connected to the
• The External Power aircraft (GPC energized) and the control inputs have been configured as for
the battery start.
During the starting process, the Generator Control Unit (GCU) operates the
The start sequence for the engines # 1 and # 2 is similar to the battery start.
related Start Generator as an electrical motor.
BATTERY START ASSISTED START

The assistited starting process assumes that the controls are configurated as
In order to achieve an engine start with the battery:
in a battery starting and the starter/generator of the operative engine is in
• BAT Switch ON: connects the battery to the Battery Bus. generator mode.
• GEN BUS 1 and GEN BUS 2 switches ON; connects the battery bus to The sequence of events for the Starter/Generator in the start mode is similar
the No. 1 and No. 2 Generator Busses providing starting power (contacts to the battery start.
BTC1 and BTC2 closed).
• MSTR AVNX switch should be set to GND to deactivate electrical
consumers not required for the starting phases.

The GCU that controls the starter/generator in generator mode receive a signal
from the other GCU trough the DC relay box to remove the current limit
protection.
STARTER MOTOR DUTY CYCLE

The duty cycle of the following Table applies to both normal engine starting
and maintenance operation.
CRANCKING TIME (Sec- RECOVERY TIME (Min-

START ATTEMPT
onds) utes)
First 45 1
Second 45 1
Third 45 30

(PRINTED A3 FORMAT AT THE END OF THIS SECTION) ICN-3C-B-243000-G-A0126-01179-A-03-1
DC GENERATOR SYSTEM BLOCK DIAGRAM (NO POWER APPLIED)

DC GENERATION SYSTEM BLOCK DIAGRAM (BAT SWITCH ON)

DC GENERATION SYSTEM BLOCK DIAGRAM (EXTERNAL POWER APPLIED)

DC GENERATION SYSTEM BLOCK DIAGRAM (BAT SWITCH EPU)

DC GENERATION SYSTEM BLOCK DIAGRAM (BATTERY POWER, GEN BUS 1 SWITCH ON)
DC GENERATION SYSTEM BLOCK DIAGRAM (BATTERY POWER BOTH GEN BUS SWITCHES ON)
DC GENERATION SYSTEM BLOCK DIAGRAM ( ENG 1 START WITH BATTERY)

DC GENERATION SYSTEM BLOCK DIAGRAM (GENERATOR 1 ONLINE)

DC GENERATOR SYSTEM BLOCK DIAGRAM (BOTH GENERATORS ONLINE)

SYSTEM PROTECTION FUNCTIONS
The DC generation system is designed in such way that failure of its
components will have a minimum effect on the engine or its drive system.
Protective functions to minimize and prevent damage to generators are
achieved primarily through the use of a controlled shear section on the input
shaft of the starter-generators.
The DC distribution system uses passive protection in the form of circuit

breaker and current limiters. These devices are selected to ensure sequential
fault clearing leaving upstream protective devices unaffected by the faulted
condition.
The system uses also active protection means in the protection features of the
Generator Control Units coordinated with the system line contactors in order
to ensure correct fault isolation and disconnection of faulty sources. The
protective functions are incorporated in the Generator Control Unit (GCU) as
follows: Over-voltage Under-voltage Open Ground Protection Reverse
Current.
When one or more source of generated power is lost the system can be
reconfigured to either shed loads for single generation operation or to a safe
flight condition in the event of a loss of two sources. The logic for the
reconfiguration operation is hardwired.
In normal condition, the Emergency Bus Relays (K306 and K307) provide
connection of the Essential and Emergency busses to generators power.
When the associated generator is not online the related emergency bus relay
automatically de-energizes providing primary connection of the essential loads
to the Battery bus.
SINGLE GENERATOR FAILURE

In the event of single generator failure (or generator being selected OFF) the
surviving generator will supply all the busses via the BTC1 and BTC2.
The Emergency and Essential Buses are supplied by surviving generator
power via emergency bus relay and BTC relays.
The #1 (#2) DC GEN caution message is displayed on the primary EDU by the
DAU.

DC GENERATION SYSTEM BLOCK DIAGRAM (GENERATOR 1 FAILURE)

GENERATOR BUS FAILURE
In the event of single generator bus failure (or one GEN BUS switch is set to
OFF) the generators will supply all the DC busses via the GLC1 and GLC2
relays.
The Emergency and Essential Busses are supplied by generator power via the
surviving BTC.
The BUS TIE caution message is displayed on the Primary EDU by the DAU.

DC GENERATION SYSTEM BLOCK DIAGRAM ( GEN BUS 1 FAILURE)

GENERATOR AND GENERATOR BUS FAILURE
If a failure is a short circuit on a Main bus, causing the generator to go off line
due to over-current or under-voltage, also the cross-feed is automatically
inhibited preventing the surviving generator feeding into the same fault (the
GCU open the relevant BTC).
The #1(2) DC GEN and the BUS TIE caution message are displayed on the
Primary EDU by the DAU (if the failure is in the channel 2, also the INV 2 caution
message is displayed).
The EMERGENCY and ESSENTIAL Busses are supplied by surviving
generator power via the associated emergency bus relay.
The loads on the GEN BUS #1(2), MAIN BUS #1(2) and AUX bus #1(2) are
lost.

DC GENERATION SYSTEM BLOCK DIAGRAM (GEN PROTECTION)

BOTH GENERATORS FAILURE
In the event of simultaneous double Generators failure, all the busses are
supported by the aircraft battery via the BTC and emergency bus relays.
The MAIN, GEN and AUXILIARY busses are supported by the aircraft battery
via the BTC relays (BTC1 and BTC2 energized).
The EMERGENCY and ESSENTIAL busses are supported by the aircraft
battery via the emergency bus relays (K306 and K307 de-energized).
The ELECTRICAL and the BATT DISCH warning messages are displayed on
the Primary EDU by the DAU.

DC GENERATION SYSTEM BLOCK DIAGRAM (DOUBLE GENERATORS FAILURE)

DC GENERATION SYSTEM BLOCK DIAGRAM (BATTERY POWER SAVE)

BOTH GENERATOR BUS FAILURE
In case of both Generator busses failure (or both GEN BUS switches are set
to OFF), the No. 1 generator supplies the MAIN BUS #1 AND AUX BUS #1 via
GLC1 relay.
The No. 2 generator supplies the MAIN BUS #2 and AUX BUS #2 via GLC2
relay.
The EMERGENCY and ESSENTIAL Buses are supplied by Generators via
both emergency bus relays (K306 and K307 energized).
The BATTERY BUS is supplied by the onboard battery.
The BATT DISCH warning message and the BUS TIE caution messages are
displayed on the Primary EDU by the DAU.

DC GENERATION SYSTEM BLOCK DIAGRAM (DOUBLE GEN BUS FAILURE)

BOTH GENERATORS AND BOTH GENERATORS BUS FAILURE
In the event of a simultaneous double Generators and Generators Bus failure,
the EMERGENCY and ESSENTIAL busses are supported by the aircraft
battery via the emergency bus relays (K306 and K307 de-energized).
The loads on the MAIN, GEN and AUXILIARY busses are lost.
The ELECTRICAL and the BATT DISCH warning messages are displayed on
the Primary EDU by the DAU.
The BUS TIE caution message is also displayed on the Primary EDU by the
DAU.

DC GENERATOR SYSTEM BLOCK DIAGRAM (NO POWER APPLIED)
ICN-3C-B-243000-G-A0126-01179-A-03-1


DC GENERATION SYSTEM BLOCK DIAGRAM (BAT SWITCH ON)
ICN-3C-B-243000-G-A0126-01180-A-03-1


DC GENERATION SYSTEM BLOCK DIAGRAM (EXTERNAL POWER APPLIED)
ICN-3C-B-243000-G-A0126-01181-A-03-1


DC GENERATION SYSTEM BLOCK DIAGRAM (BAT SWITCH EPU)
ICN-3C-B-243000-G-A0126-01182-A-03-1


DC GENERATION SYSTEM BLOCK DIAGRAM (BATTERY POWER, GEN BUS 1 SWITCH ON)
ICN-3C-B-243000-G-A0126-01183-A-03-1


2012-07-23 Page: 43
PMC-0B-A0126-TR001-00
FOR TRAINING PURPOSE ONLY

TRAINING PUBLICATION
0B-A-24-30-00-00A-048A-T
ICN-3C-B-243000-G-A0126-01184-A-03-1
DC GENERATION SYSTEM BLOCK DIAGRAM (BATTERY POWER BOTH GEN BUS SWITCHES ON)

DC GENERATION SYSTEM BLOCK DIAGRAM ( ENG 1 START WITH BATTERY)
ICN-3C-B-243000-G-A0126-01185-A-03-1


DC GENERATION SYSTEM BLOCK DIAGRAM (GENERATOR 1 ONLINE)
ICN-3C-B-243000-G-A0126-01186-A-03-1


DC GENERATOR SYSTEM BLOCK DIAGRAM (BOTH GENERATORS ONLINE)
ICN-3C-B-243000-G-A0126-01187-A-03-1


DC GENERATION SYSTEM BLOCK DIAGRAM (GENERATOR 1 FAILURE)
ICN-3C-B-243000-G-A0126-01188-A-03-1


DC GENERATION SYSTEM BLOCK DIAGRAM ( GEN BUS 1 FAILURE)
ICN-3C-B-243000-G-A0126-01189-A-03-1


DC GENERATION SYSTEM BLOCK DIAGRAM (GEN PROTECTION)
ICN-3C-B-243000-G-A0126-01190-A-03-1


DC GENERATION SYSTEM BLOCK DIAGRAM (DOUBLE GENERATORS FAILURE)
ICN-3C-B-243000-G-A0126-01191-A-03-1


DC GENERATION SYSTEM BLOCK DIAGRAM (BATTERY POWER SAVE)
ICN-3C-B-243000-G-A0126-01193-A-03-1


DC GENERATION SYSTEM BLOCK DIAGRAM (DOUBLE GEN BUS FAILURE)
ICN-3C-B-243000-G-A0126-01192-A-03-1


SECTION 60
ELECTRICAL LOAD DISTRIBUTION

GENERAL The following tables represent the lists of loads connected to each DC and AC
distribution bus bar. These lists are typical for the AW109SP. The loads written
The electrical power is distributed to the user loads via feeder bus through in italic are optional installation.
circuit breaker panels located in the overhead console of the cockpit and in the
baggage compartment. From the DC sources, the electrical power is
transferred to the distribution busses through the DC Relay Box.
The bus bars to which they are connected determine priority of the loads. In BUS BAR SYSTEM # 1
ascending order of importance are the following:
• the AUXILIARY BUS #1 and #2 EMERG. BUS #
AUX BUS # 1 MAIN BUS # 1 ESS. BUS # 1
1
• the MAIN BUS #1 and #2
• the GEN BUS #1 and #2 EMS PWR 1 AHRS PRIM 1 FCC APMS CH1 ECU 1
• the EMERGENCY BUS #1 and #2

LDG GEAR
GPS CPLT AHRS SEC 2 FUEL XFEED
• the ESSENTIAL BUS #1 and #2 CONTR
• the BATTERY BUS.
BAG LT VHF 1 PWR LDG GEAR IND FCC CH1 PRIM
• the GROUND BUS
The AUXILIARY BUS #1 and #2 are protected by the AUX BUS 1 and AUX MSTR AVNX LT SYS POS
PIA AMPL FIRE EXTING 1
BUS 2 circuit breakers located on the auxiliary circuit breaker panels inside the CONTR LTS
baggage compartment.
The GEN BUS #1 and #2 are protected by the GEN BUS 1 and GEN BUS 2 LT SYS LDG
AUX BUS 1 RTU 1 PRIM FIRE DET 1
circuit breakers installed on the DC relay box. CONTR
The GROUND BUS is protected by the GND BUS circuit breaker located in
front of he pilot pedals. LT SYS LDG
ADU 1 RTU 2 SEC FUEL PUMP 1
The EMERGENCY BUS #1 and #2 are protected by the EMER BUS 1 and PWR
EMER BUS 2 circuit breakers located on the auxiliary circuit breaker panels
inside the baggage compartment. UTIL SKT PASS WRN ESS BUS FUEL VALVE 1
The ESSENTIAL BUS #1 and #2 are protected by the ESS BUS 1 and ESS
BUS 2 circuit breakers located in the overhead console. V/UHF PWR CABIN LT XPDR IFF EFIS EHSI PLT
The BATTERY BUS is protected by the BATT BUS circuit breaker located
infront of he pilot pedals. V/UHF CONTR PITOT 1 LT SYS LDG LT FUEL QTY 1
The AC feeder busses available for connection to the distribution busses are
the following: HOIST CABLE
WIPER CPLT INV 1
• 115V AC BUS #1 and #2 are protected respectively through the BUS 1 CUT 1
115 VAC and BUS 2 115 VAC circuit breakers, located on on the auxiliary
circuit breaker panels inside the baggage compartment. DC GEN
EMER FLOAT 1 EDU SEC
START 1
• 26V AC BUS #1 and #2 are protected respectively through the BUS 1 26
VAC and BUS 2 26 VAC circuit breakers, located on on the auxiliary
circuit breaker panels inside the baggage compartment.

BUS BAR SYSTEM # 1 BUS BAR SYSTEM # 1
EMERG. BUS # EMERG. BUS #

AUX BUS # 1 MAIN BUS # 1 ESS. BUS # 1 AUX BUS # 1 MAIN BUS # 1 ESS. BUS # 1
1 1
DC GEN IGN 1 LIFE RAFT DAU CH-B LT SYS SUN

CONTR
DC GEN RE-
SET 1 VCR
CHIP BURN VOR ADF 1
LT SYS 2ND
SRCH PWR BUS BAR SYSTEM # 2
LT SYS 2ND AUX BUS # 2 MAIN BUS # 2 EMERG. BUS # 2 ESS. BUS # 2
SRCH CONTR
DME AHRS SEC 1 AHRS PRIM 2 ECU 2
LT SYS PED
EMS PWR 2 FCC CH2 SEC RAD ALT FCC APMS CH2
LT SYS CKPT
CPLT FORCE TRIM
ELT SEC SPKR AMPL FCC CH2 PRIM
SEC
EFIS EADI PLT
MSTR AVNX LT SYS CKPT
DC GEN CON- WXR CONTR FIRE EXTING 2
CONTR 2 PLT
TR
LT SYS SEARCH
WX MAP AUX BUS 2 WXR PWR FIRE DET 2
CONTR
VOR 1 ADF LT SYS SEARCH

FLIR PWR RTU 1 SEC FUEL PUMP 2
PWR
EHSI CPLT
VHF FM INV 2 PITOT 2 FUEL VALVE 2
EADI CPLT
HOIST CABLE
RBP CPLT PA PWR WIPER PLT ESS BUS 2
CUT 2

BUS BAR SYSTEM # 2 BUS BAR SYSTEM # 2
AUX BUS # 2 MAIN BUS # 2 EMERG. BUS # 2 ESS. BUS # 2 AUX BUS # 2 MAIN BUS # 2 EMERG. BUS # 2 ESS. BUS # 2
HYD UTIL EADI CPLT

PA CONTR EMER FLOATS 2 FUEL QTY 2
CONTR
DC GEN CON-
DC GEN ENG GOV CON- TR 2
VOR ILS 2
START 2 TR
TAS
DC GEN IGN 2 HYD SYS
DMG PWR
DC GEN RE- DC GEN RESET
SET 2 2 DMG DSPL
EFIS EHSI PLT ADU 2

GROUND BUS
LT SYS INST
FDR PRIM
PNL EFIS EADI PLT RTU 2 PRIM VHF2 PWR
LT SYS OVHD GPS PLT AMU PRIM RBP PLT

CSL
LT SYS OVHD
CSL BATTERY BUS
LT SYS TAXI DAU CH. A STBY IND LT CONTR
LT SYS A- EDU PRIM AMU EMER CARGO HOOK SEC

COLL
HOIST PORT RADIO FCC FORCE TRIM PRIM EMS PWR EMER
BLADE TRK
HOIST PWR ELT PRIMARY TEST PWR
CKPT VENT
FCC CH1 SEC CARGO HOOK PRIM FDR PWR
EVS
FDR SENS
EHSI CPLT

AC LOAD DISTRIBUTION • AMU PRIM

• VHF 2 PWR
115V AC BUS # 115V AC BUS #
26V AC BUS # 1 26V AC BUS # 2 • GPS
1 2
• RBP PLT
FCC CH2 FCC CH1 RTU PRIM
•
• EADI PLT
ELECTRICAL LOAD DISTRIBUTION CONTROLS

The DC power necessary for the operation of the communication and
navigation equipment is controlled by the MSTR AVNX switch, installed on the
overhead console. The switch has three positions: NORMAL, GND and GND
COM.
The operation of the MSTR AVNX switch is inhibited in flight through the Weight
On Wheels (WOW) microswitch.
NORM (NORMAL MODE)

All the avionic equipment are supplied with electrical power.
GND (GROUND MODE)

When the MSTR AVNX switch is set to GND position, the equipment connected
to the AUXILIARY BUS #1 and #2 are not energized. This is done in order to
reduce the electrical load during the start sequence and also to protect
sensitive equipment against the voltage dip experienced.
Other electrical equipment not required during the start sequence must
manually be switched off via their respective cockpit controls.
GND COM (GROUND COMMUNICATIONS MODE)

On the ground, when the MSTR AVNX switch is set to GND COM position, the
electrical power is supplied only to the GROUND BUS, therefore only the
following equipment are supplied:

ICN-3C-B-246000-G-A0126-01214-A-01-1
MSTR AVNX SYSTEM INSTALLATION

ICN-3C-B-246000-G-A0126-01215-A-01-1
MSTR AVNX SWITCH WIRING DIAGRAM (NORM POSITION AND NO POWER APPLIED
ICN-3C-B-246000-G-A0126-01216-A-01-1
MSTR AVNX SWITCH WIRING DIAGRAM (GND COM POSITION)

ICN-3C-B-246000-G-A0126-01217-A-01-1
MSTR AVNX SWITCH WIRING DIAGRAM (GND POSITION)

ICN-3C-B-246000-G-A0126-01218-A-02-1
MSTR AVNX SWITCH WIRING DIAGRAM (NORM POSITION)

CHAPTER
25
EQUIPMENT/FURNISHINGS


SECTION 10
FLIGHT COMPARTMENT

Side-by-side seating is provided for pilot (on the right hand) and for the copilot
(on the left hand). Crew compartment furnishing comprises the crashworthy
sliding seats and safety belts.
The seat structure consists of two lateral carriers milled from high-tensile
aluminum alloy.
Between those carriers the seat bucket and the backrest are fixed.
These two parts are made of an aramid and carbon fiber material, the cushion
materials comply with FAR burn requirement.
The seat is fixed to the helicopter structure by four sliding shoes fixed into floor
tracks in order to allow fine horizontal adjustment (the system is operated
through a locking lever located on the seat rightside). An adjustable lumbar
support device is mounted on the seat bucket. Using the lumbar support
adjustment knob (located on the seat front left side) is possible to change the
curvature and the height of the device. All visible surfaces are covered by
dress-cover. The seat is equipped with approved 4-point safety belt system:
lap belts fixed on the seat, shoulders belt are guided by an aluminum tube
downward to the inertia reel fixed on the backside of the backrest.
The front edge of the seat pan is hinged to the two carriers. Two links struts
connect the rear edge of the seat bucket with two energy absorbers mounted
in the carriers. Under severe vertical loads the seat pan rotates downward at
its rear edge so that the load on the spinal column is reduced to a survivable
amount.
WARNING
STOWED ARTICLES BELOW THE SEAT MAY INHIBIT OR
RESTRICT THE ENERGY ATTENUATION FUNCTION OF THE
SEAT, SO NO STOWAGE BELOW THE SEAT IS ALLOWED FOR
THAT REASON.

ICN-3C-B-251000-G-A0126-01660-A-03-1
CREW CRASH-ABSORBER SEATS


SECTION 20
PASSENGER/OPERATING CREW
COMPARTMENT

DESCRIPTION • EMS CONFIGURATION 3 (UTILITY): consists of five seats. Two of the
seats, installed aft-facing in the cabin forward position. The forward right
The passenger/cargo compartment occupies the AFT portion of the cabin, the
side one is of the swivelling type and has longitudinal sliding capabilities.
access is provided by large sliding doors on each side of the helicopter.
Whilst the other three seats are forward-facing and fixed in the cabin aft
The cabin lay-out grants a great flexibility in order to meet different operational
position.
needs. Removal of the seats allows to convert the passenger compartment
into cargo area; permits the installation of one stretcher. The change from one • EMS CONFIGURATION 4 (TRAINING): consists of four seats. One of
configuration to others can be easily accomplished on ground in a few minutes. the seats, installed aft-facing in the cabin centring position, is of the
Standard soundproofing installation is provided in order to insulate the cabin swivelling type and has longitudinal sliding capabilities whilst the other
from structural and mechanical noises, consist of soundproofing panels three seats are forward-facing and fixed in the cabin aft position.
installed on the sides and on the roof of the cabin.
AUXILIARY BAGGAGE AREA

Behind the aft ward passenger seats station there is an auxiliary baggage area.
This area can be used to install as storage installing a safety net, or to fix the
longitudinal stretcher.
EMERGENCY MEDICAL SYSTEM

The EMS configuration allows, in emergency situation, the transportation of an
injured person in a stretcher.
The EMS interior is based on a modular principle with fixed provisions and
various detachable components. It contains a specific cabin floor layer
designed for the installation of the various EMS components. The system takes
care of the EMS crew, patient.
The EMS interior configuration are:
• EMS CONFIGURATION 1: consists of a stretcher support, a stretcher
and three seats. One of the seats, installed aft-facing in the cabin forward
position, is of the swivelling type and has longitudinal sliding capabilities
whilst the other two seats are forward-facing and fixed in the cabin aft
position. The stretcher, which is equipped with two straps and patient
safety belt, is mounted longitudinally in the left hand side of the cabin.
• EMS CONFIGURATION 2: consists of an incubator and three seats. One
of the seats, installed aft-facing in the cabin forward position, is of the
swivelling type and has longitudinal sliding capabilities whilst the other
two seats are forward-facing and fixed in the cabin aft position. The
incubator is mounted longitudinally in the left hand side of the cabin.

ICN-3C-B-252000-G-A0126-01715-A-02-1
EMS INSTALLATION (1 OF 2)
ICN-3C-B-252000-G-A0126-01716-A-02-1
EMS INSTALLATION (2 OF 2)
EMS INTEGRAL FLOOR
The floor provides points for mounting internal equipment in seat rail
provisions. It is provided with a channel around the edge to contain any
spillage. Attachment to the floor of the helicopter is provided by inserts and
screws.
EMS PLACARDS

ICN-3C-B-252000-G-A0126-01717-A-01-1
INTEGRAL FLOOR INSTALLATION
CRASH ABSORBER MEDICAL/PASSENGER SEAT
The seat is installed on two structural rails assy on which it can be moved
longitudinally (only medical seat).
The seats are designed for use as medical attendant seat.
The medical seat only, is installed on swivelling unit that allows to swivelling
around the vertical axis and slide it in longitudinal direction, vertical adjustment
is no possible.
The seat are provided with a fibre-reinforced structure that carriers the seat
cushions attached by Velcro fasteners. The seat are also provided with a
removable headrest. A four-points safety harness with a quick-release
coupling holds the seat occupant to the seat.
The four ends of the belts are fixed to the seat bucket. The shoulder-belt is
guided over the upper edge of the seat bucket downward to the inertia reel.
The inertia reel is fixed to the backside ofthe seat bucket and is equipped with
a manual lock device for the shoulder belts.
The seat are supported by two boomerang-shaped legs (made of a high-tensile
aluminium alloy) carry the seat bucket, contain the energy absorbing device
and act as rails for vertical stroking when severe vertical loads are applied to
the seat assembly The seat bucket is fixed to two sleds per side and these
sleds are guided in the rails. Between the lower sleds and the legs the energy
absorbing device is mounted.
WARNING
STOWED ARTICLES BELOW THE SEAT MAY INHIBIT OR
RESTRICT THE ENERGY ATTENUATION FUNCTION OF THE
SEAT, SO NO STOWAGE BELOW THE SEAT IS ALLOWED FOR
THAT REASON.
WARNING
A RESTRAIN SYSTEM, WHICH WAS IN USE DURING AN
ACCIDENT HAS BEEN WEAKENED AND IS UNFIT FOR FURTHER
USE. IT MUST BE REPLACED.

ICN-3C-B-252000-G-A0126-01722-A-03-1
CRASH ABSORBER MEDICAL SEAT
ICN-3C-B-252000-G-A0126-01574-A-02-1
CRASH ABSORBER PASSENGER SEAT

WEIGHT AND BALANCE
CAUTION
IT IS PILOT RESPONSABILITY TO ENSURE THAT THE WHEIGHT
AND BALANCE OF THE HELICOPTER IS WITHIN THE LIMITS
GIVING IN R.F.M. BEFORE EVERY FLIGHT.

ICN-3C-B-252000-G-A0126-01718-A-01-1
EMS CONFIGURATION 1
ICN-3C-B-250000-G-A0126-01813-A-01-1
EMS CONFIGURATION 2
ICN-3C-B-252000-G-A0126-01719-A-01-1
EMS CONFIGURATION 3 (UTILITY)
ICN-3C-B-252000-G-A0126-01720-A-01-1
EMS CONFIGURATION 4 (TRAINING)
SECTION 62
EMERGENCY LOCATOR
TRANSMITTER (ARTEX C406-2HM)

GENERAL
The emergency locator transmitter, installed inside of the tail boom, provides
an emergency standard swept tone on 121.5 and 243.0 MHz automatically
activated during a crash. The system has also the capability to operate on the
406.025 MHz frequency (COSPAS/SARSAT).
The system consists of:
• 1 ELT UNIT containing the BATTERY PACK
• 1 FIXED ANTENNA
• 1 COCKPIT REMOTE SWITCH ASSEMBLY
The Unit includes a G-switch, a transmitter, a microprocessor and transmitter
module. The Unit has dual outputs which are automatically actuated during the
crash. The transmitter transmits a standard swept tone every 50 seconds for
the duration of 520 milliseconds, also the 406.025 MHz transmitter is turned
ON. During this period an encoded digital message is sent to the satellite.

ICN-3C-A-256200-G-A0126-01712-A-01-1
EMERGENCY LOCATOR TRANSMITTER
INTERFACE
The ELT is interfaced to the on-board avionics in order to allow for the
transmission of the aircraft present position (NAV function). A dedicated
Navigation Interface Unit (part of the ELT) allows the ELT to be interfaced to
the avionic system for determination of position coordinates. In event of a
crash, the ELT transmits the last valid position information received, via ARINC
429, from PFD #2 (Pilot position) or, in case of PFD #2 failure, from MFD #2.

ICN-3C-A-256200-G-A0126-01713-A-01-1
ELT INTERCONNECTION BLOCK DIAGRAM
FUNCTIONAL DESCRIPTION 3 The indicator light: It comes on as the system is activated. In case the
light does not come ON following a system activation, a failure is
The informations contained in the message are:
present. The ELT indicator light is powered by 28V DC from the
• Serial Number of the transmitter or Aircraft ID BATTERY Bus protected by the ELT circuit breaker located inside the
• Country code baggage compartment aside of the Relay Box.
• ID code
• Position Coordinated, when NAV interface is connected to navigation
system (GPS).
This information is decoded by the ground computers and from that the owner’s
name, the address, the telephone number and type of aircraft are known and
passed to the search and rescue team.
The 406.025 MHz transmitter will operate for 24 hours and then shuts down
automatically. The 121.5/243.0 MHz transmitter will continue to operate until
the unit has exhausted the battery power which typically will be at least 72
hours. This transmitter will be automatically activated at a crash by means of
a tri-axial G switch. The G switch is designed to activate with the change of
velocity of 3.5 fps +/- 0.5 fps both, under normal condition and while being
subjected to 30 Gs of cross axis forces.
The ELT antenna is a normal monopole type antenna, on top of tail boom of
the helicopte. The remote control (cockpit panel switch) provides “MANUAL
ON”, “ARMED”, and “RESET” modes.
DESCRIPTION AND OPERATION OF MAJOR COMPONENTS

REMOTE SWITCH PANEL
It is installed in the cockpit and allows manual activation of the ELT and reset
after accidental activation. It will further indicate the status of the ELT. Manual
activation of the ELT via the control panel is also used for test purpose.
1 The ARM/ON switch: It is integral part of the remote switch panel. The
ARM position allows the system to be ready for operation (in case of
crash). The ON position enables the system to start transmission for
testing operations. In case the system has accidentally switched ON, it
can be reset by setting the switch to ON and then immediately to ARM.
2 The ON/OFF switch: It is located on the unit and is set to OFF as long
as the remote switch is set to ARM for normal operation. The switch ON
position is used for testing purposes only.

ICN-3C-A-256200-G-A0126-01565-A-04-1
ELT AND REMOTE SWITCH PANEL
SARSAT OPERATION DESCRIPTION
The SARSAT aims at improving location of persons in distress by using orbiting
satellites. The system includes the following:
• One or several satellites.
• One or several ground stations (Local User Terminals LUT).
• EPIRB (naval) and ELT (ground) beacons.
When the satellites are in direct view of the transmitting beacon, the electronics
on board of the satellite:
• Receives the signal transmitted by the beacon.
• Measures the frequency received, included the Doppler shift introduced
by the relative satellite/beacon velocity.
• Date the measurement performed.
• Recovers data in the message transmitted by the beacon.
• Sends back all information, in real time, to LUTs.
• Stores information for subsequent transmission.
On the basis of information received, the LUT computes the location of the
distress and starts search and rescue operations.
The main advantages of the transmitters operating at 406.025MHz are:
• Position accuracy
• The transmitter is identified by serial number and manufacturer
• The capability of uploading the “position fix” in the message format
• Total worldwide coverage
• Immediate search and rescue response.
At ELT activation, the 406.025 MHz is detected by the satellites which derive
the transmitter position while the two guard frequencies (121.5 and 243.0 MHz)
are used to provide a homing signal to the crash site.

ICN-3C-A-256200-G-A0126-01721-A-01-1
COSPAS-SARSAT SYSTEM OVERVIEW
ICN-3C-A-256200-G-A0126-01567-A-01-1
ELT BATTERY PACKET EXPLODED VIEW

MONITORING AND DIAGNOSTIC If the ELT is working properly, the sequence following entry to the ″ARMED″
condition will result in the panel LED staying ON for approximately 1 second
Under normal operation the switch configuration on the front panel is the down then extinguishing.
position reading “ARM”. The switch on the ELT unit will also be positioned down If instead a problem is detected, the LED provides a coded signal following the
to read “OFF”. Should an emergency arise to the degree that you want to initial 1 second pulse.
manually activate your ELT, reverse either switch so it is in the up (“ON”) The coded signal and related problem are as follows.
position. As long as the front panel and ELT switches are in ARM/OFF position
the ELT will automatically activate on impact. • 1 flash indicates a G-switch loop open failure
• 3 flashes indicate a 406.025 Mhz error
If the ELT is activated accidentally, reset can be done by moving the front panel
switch to “ON”, then immediately rocking it back to “ARM”. You may also reset • 7 flashes indicates a battery problem.
the ELT at the unit itself by positioning the switch on the ELT up to “ON”, then
immediately back down to “OFF.To change from the “INACTIVE” to the
“ACTIVE” state the unit requires a positive switch transition from one of two
sources:
• Panel Mounted Remote Switch
• Unit Mounted Switch.
SYSTEM TEST
NOTE
Always perform the tests within 5 minutes after the hour and be sure
to notify any nearby control tower of your intentions.
NOTE
Do not allow the test duration to exceed 15 seconds. during the first 15
seconds the satellite system considers the 406.025 mhz transmission
to be a test message and disregards it. If the transmission lasts longer
than fifteen seconds, the satellite system considers the transmission
to be a valid distress signal.
The system can be tested using the aircraft radio tuned to 121.5 Mhz.
Turn the ELT aircraft panel switch to ″ON″ wait for 3 sweeps on the receiver,
which takes about 1 second, and then turn the switch back to the ″ARM″(OFF)
position while paying special attention to the LED activity upon entering the ″
ARM″(OFF) condition.
During the system test, the microprocessor in the ELT checks the G-switch
latching circuit, and the battery check.

ICN-3C-A-256200-G-A0126-01714-A-01-1
ELT COMPONENTS LOCATION

SECTION 91
RESQUE HOIST GOODRICH

GENERAL DESCRIPTION AND OPERATION For redundancy purpose, the cartridge is supplied from two indipendents
power supply.
The rescue hoist installation consists of a hoist assembly (motor and winch) The cable cut cartridge power is supplied by the 28VDC ESS BUS 1 and 2
installed on a mounting frame on the right side of the fuselage, easily through dedicated CB’s, HOIST-CABLE CUT 1 and 2 located on the overhead
accessible by the winch operator through the right passengers door. panel.
Installation of the hoist permits to employ the helicopter for rescue operation The hoist control pendant is portable device NVG compatible wich is
and to raise or lower cargo loads from areas that are not suitable for landing. confortably hand-held and permits the operator to move around the cabin.
The hoist is capable of rising or lowering a 272 Kg (600 pounds) weight at a The control pendant includes the following controls:
variable speed of 0 to 45 meters/minute (0 to 150 fpm) or a 113 Kg (250
pounds) weight at a variable speed of 0 to 74.5 meters/minute (0 to 245 fpm). • a guarded CABLE CUT switch that enables the operator to cut the cable
in case of emergency
Digital cable length readout, overtemperature and cable foul indications,
automatic deceleration mode and emergency cable cutting are also provided. • a display that shows the following indications:
In case of emergency, a guarded “CABLE CUT” switch enables from the pilot - CABLE: cable miswrap
collective grip or the operator/instructor pendant to cut the cable to quick - SLOW: cable limit
release the system with a dual redundant electrical system. - TEMP: electrical motor over-temperature
The hoist consists of a winch with positive cable management, suitable
gearing, an electric motor (28VDC) and controller, a cooling fan, a fail-safe • Cable pay out indicator (ft/meter)
electromechanical Weston type load brake that holds the load at any desired • an UP-DOWN thumbwheel wheel that enables the operator to control the
height without any possibility of slippage even when power failure occurs, a speed and deactivates in case of overload condition
remotely operated cable cutter and an aerodynamic fairing. The assembly is a search light control switch, 4-way switch with pushbutton
•
also provided with a full-out limit switch, a full-in limit switch that automatically
stops hoist operation when the bumper ring comes in contact with the hook • ICS trigger switch (installed on the handle of the grip), permits the
assembly. The hoist is provided with 88,4 (290 ft) meters of usable spin operator to communicate with the pilot by ICS system or to the radio
resistant stainless steel cable, terminating at a hook and the hoist may be system in accordance with the selected system
operated with a maximum load of 272 kg (600 lb). The hoist motor is powered The pilot has the following controls:
with 28V dc by the battery bus (relay box) through the HOIST PWR circuit • a HOIST-PWR toggle switch installed on the interseat console, used to
breaker, the HOIST-PWR switch, an overload HOIST SENSOR and the HOIST enable the system
CONTACTOR relay. • a guarded CABLE CUT switch located on the collective, enables the pilot
to cut the cable in case of emergency.
RESCUE HOIST CONTROL AND INDICATORS • an UP-DOWN rocker switch located on the collective, enables the pilot
to control the hoist cable at fixed speed. In case of overload condition this
The rescue hoist system is controlled by the operator using the variable-speed control is deactivated.
hand-held pendant (located in the passenger cabin) or by fixed speed (27,2
meters/minute)remote signals from the pilot collective grip.
The pilot control overrides the hoist operator control.
In case of emergency, the pilot or the hoist operator/instructor, has the control
to release the hook by a cable cut device installed on the cable.
The cable cut device includes a cartridge-actuated device capable of shearing
the hoist cable and it is installed in a way that the extended portion of the cable
can fall away freely without danger or entalglement.

ICN-3C-B-259100-G-A0126-01575-A-01-1
EXTERNAL HOIST INSTALLATION

CONTROLS AND INDICATORS • Operator pendant HOIST UP/ Thumbwheel potentiometer permits
OFF/DN................................... the hoist operation at variable
• HOST PWR circuit braker......... Located on the overhead control speed.
panel. Applies power to the HOIST
ON/OFF switch • Operator pendant payout cable Indicates in meters/feet the length
readout........................................ of the cable that is out from the
• HOIST CONTR circuit braker...... Located on the over head control drum.
panel. Applies power to the hoist
control switch • Operator Pendant trigger Is used by the hoist operator to
switch....................................... communicate with the pilot using
• HOIST CABLE CUT 1-2 circuit Located on the overhead control ICS system or RADIO system.
braker......................................... panel. Applies power to the hoist
cable cut system • HOIST CABLE LKD caution Caution message is displayed on
message..................................... the primary EDUin case the cable
• HOIST ON/OFF switch.............. Located on the interseat consolle becomes fouled, as sensed by the
set to ON, applies power to the foul protection
hoist system.
• HOIST CUT ARMED caution Caution message is displayed on
• TEST push-button.................... When pressed performs the cable message..................................... the primary EDU in case the pilot
cut squib test (cartridge) or the operator has lifted the
• HOIST UP/DN selector........... Located on the collective switch box, protection on the CABLE CUT
allows the pilot to operate the winch switch
in both directions at a speed of 45 HOIST ON advisory message . . . Is displayed on the secondary
•
meter/min (150 ft/min). As the cable EDU any time the Hoist is moved
reaches almost the upper or lower to the ON position.
limit, the speed automatically
decreases to 15 meters/min (50 ft/
min).
• HOIST CUT/ARMED switch..... Located on the collective switch
box, allows, when lifted and set to
ARMED, power ready to fire the
pyrotechnic cartridges
• HOIST CUT pushbutton............... Pressed, applies power to the
cable cut cartridges, provided the
system has been previously
armed
• Pilot cable payout display....... Displays the cable out length in
meters/feet, the SLOW (cable limit)
indication; the TEMP (electrical
motor over-temperature) indication;
the CABLE (cable foul) indication.

ICN-3C-B-259100-G-A0126-01576-A-03-1
HOIST PILOT CONTROLS AND INDICATIONS

ICN-3C-B-259100-G-A0126-01577-A-02-1
HOIST PILOT CONTROLS AND INDICATIONS

ICN-3C-B-259100-G-A0126-01578-A-03-1
OPERATOR HOIST CONTROL AND INDICATORS


SECTION 92
CARGO HOOK

GENERAL DESCRIPTION AND OPERATION
The cargo hook permits the transportation of suspended loads. It is fitted on a
support frame that is connected to four supports attached to the helicopter
fuselage underside in proximity of the center of gravity.
The primary cargo hook is fitted on the helicopter hook frame by two quick
disconnect fasteners and two pins.
A flexible lock plate is installed to be used for stowing the cargo hook when its
use is not required.
Cargo release is controlled by the CARGO REL PRIM switch located on both
the pilot cyclic sticks when the CARGO REL PRIM toggle type switch is lifted.
In the event of electrical failure, cargo release can be obtained by operating
either the primary EMER CARGO RELEASE PULL handle, located between
pilot’s seats, or by a ground assistant turning the knob located on hook in the
direction indicated by the arrow.
The load measuring system includes: a load sensing device, positioned in
series between the load and the hook, which senses the weight of the load an
indicator that displays the weight of the load.
The primary cargo hook system is powered by 28 VDC from the BATTERY
BUS, protected by the CAR HOOK PRI circuit breaker, located on the overhead
console.

ICN-3C-A-259200-G-A0126-01540-A-03-1
PRIMARY CARGO HOOK INSTALLATION

SECONDARY CARGO HOOK
Provision is made for a secondary cargo hook installation that is used to
stabilize the primary hook load.
Provision is made for a secondary cargo hook installation that is used to
stabilize the primary hook load.
It is fitted on the helicopter hook frame by two quick disconnect fasteners.
Secondary cargo hook is electrically energized by the 28VDC from BATTERY
BUS circuit , protected by a CARGO HOOK SEC circuit breaker on the
overhead panel.
Secondary cargo hook is controlled by the CARGO REL SEC switch on both
the pilot cyclic sticks. In the event of electrical failure, cargo release can be
obtained by operating either the secondary EMER CARGO RELEASE PULL
handle, located between pilot’s seats, or by a ground assistant turning the knob
located on hook in the direction indicated by the arrow.

ICN-3C-A-259200-G-A0126-01541-A-01-1
SECONDARY CARGO HOOK - COMPONENT LOCATION

ICN-3C-A-259200-G-A0126-01542-A-02-1
SECONDARY CARGO HOOK INSTALLATION
REAR VIEW MIRROR AND SUPPORT
The rear-view mirror it attached by means of its support to the lower right hand
side of the aircraft and allows the pilot to verify the correct loading and
unloading of cargo from the hook.

ICN-3C-A-259200-G-A0126-01543-A-03-1
REAR VIEW MIRRORS
CARGO HOOK INDICATOR OPERATING MODE The zero function is used to subtract the tare weight, that is the weight of the
hook and cable. To reset the weight, the right hand button must be pressed.
The cargo hook has an associated indicator for monitoring the weight of the The un-zero function is used to add the tare weight, subtracted with the zero
load. The indicator works in two modes, run mode and set-up mode. When function, to the current weight.
power is applied to the system in run mode the indicator performs a self test The set-up mode is used to couple the indicator with the load cell of the hook
to check all digits and indications. Electrical power is supplied to the cargo hook and the helicopter. This coupling is achieved by inserting data by means of the
from the Battery Bus via a circuit breaker in the overhead console. left and right button on the indicator. Refer to Table for the menus and related
If an error is detected a message “Err 1 to Err 4” will be displayed. In the run functions and visualization of the set-up mode.
mode two types of information are displayed, namely indicator zero and
indicator un-zero.
Menu Function Visualization
To return to run mode push left and right buttons simul-

Push the left button and scroll the menu pages Push the right button to see or modify data.
taneously.
Scroll the menu pages until the required symbol ap-

LB KG Select the unit of weight (lb or kg) pears. Select the unit of weight by pushing the right
button.
Calibration code to couple the load cell with the he- Mandatory insert. The weight displayed will not be ac-
CODE
licopter curate if the correct code is not entered.
Recommended insert. The weight displayed will not be

Zero installation, it couples the load cell data with
0 in accurate if, after code insertion, the setting is not set to
the helicopter when the hook is unloaded
zero.
Alternative procedure if the calibration code is not

LOAD Load cell calibration with known weight
known.
Dampening level, it stabilizes the reading of the dis- Scroll the page until DAMP appears. Select the required
DAMP play according to pilot preference and turbulence value between 0 and 9 and push the right button. The
conditions ideal value is between 5 and 6.
SCALE Not applicable Not applicable

Menu Function Visualization
XX-V Hardware and software version Cannot be modified.

ICN-3C-A-259200-G-A0126-01544-A-02-1
CARGO HOOK LOAD CONTROL PANEL

CONTROLS AND INDICATORS • CARGO HOOK SEC circuit Located on the overhead control
braker......................................... panel. Applies power to the
• CARGO RELEASE ARMED the operation of the cargo release CARGO HOOK SEC REL switch.
switches and CARGO REL push mechanism is controlled by the
buttons....................................... guarded CARGO HOOK ARMED • CAL and DAMP legends......... • CAL - Shows the selction of the
toggle switches. When the toggle CAL menu page.
is lifted, power is delivered to the • DAMP - Shows the selction of
circuit that includes the CARGO the DAMP menu page.
REL pushbuttons and the
• Zero and un-zero legends...... • Zero - Shown when the right
associated relays. Both the
switches and the pushbuttons are button is pushed to set the
located on the cyclic sticks of both indicator to zero.
the pilots. • Un-zero - Shown when the tare
weight is added to the load
• Hook Load Indicator.................. Located on the instrument panel,
weight.
receives information from a load
cell inside the hook and displays • Weight unit legend........................... Shous the set unit of measure.
the relevant weight.
• Dispaly....................................... The shown data must be multiplied
• C HOOK ARMD Caution When the primary cargo hook by ten to have the correct value of
message..................................... circuit is energized (CARGO REL the load weight.
PRIM guard lifted) the message is
• ZERO button.............................. In the run mode, when first pushed,
activated on the primary EDU.
it sets to zero the digits on the
• C HOOK OPEN Caution When the primary cargo hook is display. If pushed again the display
message.................................... opened (CARGO REL PRIM flashes. In the set-up mode, when
pushbutton pressed) the message pushed, it sets and changes the
is activated on the primary EDU. digits.
• S HOOK ARMD Caution When the secondary cargo hook • UN-ZERO button........................ In the run mode, when first pushed,
message..................................... circuit is energized (CARGO REL it causes the last digits that were
SEC guard lifted) the message is set to zero to come into view again
activated on the primary EDU. on the display. If pushed again the
• S HOOK OPEN Caution When the secondary cargo hook is display flashes. In the set-up
message.................................... opened (CARGO REL SEC mode, when pushed, it scrolls the
pushbutton pressed) the message menu pages.
is activated on the primary EDU.
• CARGO HOOK PRIM circuit Located on the overhead control
braker......................................... panel. Applies power to the
CARGO HOOK PM REL switch.

ICN-3C-A-259200-G-A0126-01545-A-02-1
CARGO HOOK CONTROLS

ICN-3C-A-259200-G-A0126-01546-A-03-1
CARGO HOOK INDICATIONS

CHAPTER
26
FIRE PROTECTION


SECTION 00
GENERAL

GENERAL
The helicopter is a twin engine helicopter powered by two Turbo-shaft engines
installed in two separated and isolated bays. For fire protection of the engine
bays a Fire Detection and Extinguishing system has been designed and
installed. The system has a normal and a cross-feed mode to provide two shot
capability for each engine. A portable fire extinguisher is installed on the
helicopter.

ICN-3C-A-260000-G-A0126-01814-A-02-1
FIRE PROTECTION SYSTEM - ARCHITECTURE


SECTION 10
DETECTION

GENERAL DESCRPITION AND OPERATION
The engine fire detection system signals the presence of excessive
temperature or flames in the engine compartments. The system consist of two
independent circuits, one for each engine, comprising fire detectors installed
on the engine compartment firewalls, connected by wiring harness to the IDS
(Integarted Display System). The DAU generates the fire warning and caution
to the EDU 1 display. In the event of a failure in the engine fire detection system,
the DAU causes the # 1-2 FIRE DET caution legend appearance on EDU 1.
The system is powered by the 28VDC ESS BUS #1-2 through the FIRE DET
1 and 2 circuit breakers on the overhead console.
Each fire detector consists of a responder (that incorporates two pressure
switches) connected to a sensing element. The sensing element (fire-wire)
consists of a sealed tube containing a special core and a fixed volume of inert
gas (helium), installed on the engine compartment walls. When the sensor is
exposed to high temperature, the gas pressure proportionally increases and a
pressure switch in the responder is activated (warning alarm ON); when the
temperature decreases the pressure switch will be deactivated. The over-
temperature preset value is 170°C. The second pressure switch, which acts
as a test switch for the detector is held in closed position by internal gas
pressure. The fire-wire is not routed in close proximity to very hot areas, in
order to avoid any local rise temperature to the preset value and have a high
fire detection false alarm.
The flight crew can perform a test, on ground, of a fire system in order to avoid
dormant failure, by depressing the test key on EDU 1 or 2. When the key is
pushed the system checks wiring and sensors of the fire detector, also
activates a “#1-2 FIRE ENGINE” warning message on EDU 1 with audio
warning and, at the same time, all the Fire lights in the cockpit (fire extinguisher
control panel, engine power lever handles and engine control panel are
illuminated) for a few seconds. If the test is not successfully passed on the EDU
1 will appears “#1-2 FIRE DET” caution light.

ICN-3C-A-261000-G-A0126-01104-A-02-1
ENGINE FIRE DETECTION SYSTEM

• ENG 1 FIRE warning message Comes in view on EDU 1 when an
................................................. overheat or fire condition is
detected in the No1 engine
compartment
• ENG 2 FIRE warning message Comes in view on EDU 1 when an
................................................. overheat or fire condition is
detected in the No2 engine
compartment
• 1-2 FIRE DET caution message Comes in view when the N°1 or N
................................................... °2 fire detection system is
inoperative
• PLA red lights......................... Those lights illuminate together with
appearance of warning legends on
EDU 1
NOTE
In addition to the warning legends displayed by EDU 1, an aural
warning note and “ENGINE ONE FIRE, ENGINE TWO FIRE” vocal
messages are provided through the ICS system as an aid in rapid
recognition of the critical condition.
• ENG 2-S/OFF FIRE push- Provides the following functions:

button.................................. - FIRE caption off: No fire or
overheating in No.2 engine bay
(normal operation)
- FIRE caption on: Fire or
overheating in No.2 engine bay
• FIRE DET 1-2 circuit brakers..... Are located on the overhead
control panel. Apply power to the
engine fire detection systems.

ICN-3C-A-260000-G-A0126-01101-A-04-1
FIRE SYSTEM – CONTROLS AND INDICATORS


SECTION 21
ENGINE FIRE EXTINGUISHER SYSTEM

The engine fire extinguisher system consists of a bottle containing
extinguishing agent (HALON1301 and Nitrogen), under pressure of 25bar (360
psi) located behind the engine bay below the exhaust duct, and the necessary
piping to carry the extinguisher agent into the engine compartments. The
bottles are cross-connected both can discharge the HALON into any one
engine compartment or both discharge into both engine compartments. The
bottles have two outlet valves that contains an electrically actuated pyrotechnic
cartridge and frangible disc. Each bottle is then provided with two safety
pressure relief devices; in fact, the filler valve is sealed with a thermal relief cap
which yields for gas temperature above 124-126°C limiting, as a consequence,
the internal gas pressure below safe limits; the same function is then provided
by a secondary means of safety relief via the main discharge rupture disk
assembly which is sized to rupture before the pressure in the bottle exceed
safe limit.
Each bottle is provided with an temperature compensated pressure switch
connected with the IDS system, which causes the “FIRE BTL #1(2)” caution
message to be shown on EDU 1, when a low pressure is detected. Moreover
each bottle is connected to a disk-type discharge indicator (red-disc), visible
from the helicopter exterior, for an easy check of the bottle charge.
The fire control panel is installed on the overhead panel, it contains two
indicators/push-button switches “ENG 1 & ENG 2 FIRE / S/OFF” protected by
plastic guards and three position switch “BTL 1 – OFF – BTL 2” . The push-
button will illuminate in the presence of fire condition (FIRE red wording will be
illuminated). When depressed it arms the extinguisher system (S/OFF green
wording illuminated), automatically close:
• the relevant fuel shut-off valve (in order to cut fuel supply to the engine)
• the bleed air valves of both engines (in order to avoid smoke from the
engine bay to cockpit and cabin) of the interested engine and the
pyrotechnic cartridge firing circuit on the two bottles are armed.
The selector switch, which is spring-loaded to central position (OFF), controls
the discharge of one bottle when set to “BTL 1” (MAIN) and the second bottle
when set to “BTL 2” (ALTN) . The electrical circuit of the system is powered by
28VDC obtained from essential busses ”FIRE-EXT #1-2” circuit breakers on
the overhead panel.

ICN-3C-A-262100-G-A0126-01106-A-03-1
ENGINE FIRE EXTINGUISHER SYSTEM INSTALLATION

CONTROLS AND INDICATORS discharged into the selected
engine.
• FIRE EXTING 1-2 circuit Are located on the overhead control
brakers..................................... panel. Apply power to the engine • 4 FIRE BTL 1 (2).................... This caution message come in view
fire extinguisher systems. on the primary when a condition of
low pressure is detected in the N° 1
• ENG 2-S/OFF FIRE push- Provides the following functions: or N° 2 extinguisher bottle.
button................................... - S/OFF caption off: the squib firing
circuits of the discharge valves
connected to the No.2 engine are
de-armed
- Push-button switch pushed and
S/OFF caption on (green light):
the squib firing circuit of the
discharge valves connected to
the No.2 engine are armed, and
the No.2 engine fuel shutoff valve
and heating system bleed air
shutoff valve (if installed) are
closed.
NOTE
The switch is provided with a transparent guard.
NOTE
If the push-button switch is pushed when the S/OFF caption is ON, the
shutoff valves re-opens and the squib firing circuits are de-armed.
• BTL switch
When BTL 1 is selected (with "S/
OFF" caption "ON) Thecontent of
the LH fire extinguisher bottle is
discharged into the selected
• BTL 1............................... engine.
When BTL 2 is selected (with "S/
OFF" caption "ON) Thecontent of
• BTL 2............................... the RH fire extinguisher bottle is

ICN-3C-A-262100-G-A0126-01108-A-03-1
ENGINE FIRE EXTINGUISHER SYSTEM - CONTROLS AND INDICATORS


SECTION 22
PORTABLE FIRE EXTINGUISHER

GENERAL DESCRIPTION
A portable, manually operated, fire extinguisher is installed in the cockpit in a
position easily accessible to the aircrew.
A quick release bracket allows for rapid removal of the extinguisher in the event
of a fire.
The extinguishing agent is HALON 1211 and the extinguisher can be used
against small carbonaceous fires, flammable liquid fires and electrical fires.

ICN-3C-A-262200-G-A0126-01119-A-02-1
PORTABLE FIRE EXTINGUISHER INSTALLATION (TYPICAL)

CHAPTER
28 FUEL


SECTION 00
GENERAL

The fuel system is designed to be crashworthy. If the helicopter crashes, the
fuel that may leak from the tanks is kept to a minimum.
The fuel storage system has two main forward independent tanks and one
main rear tank. The tanks are refuelled by one filler cap on Rh side of the
helicopter. Each main forward tank supplies fuel to its associated engine, the
forward tanks are gravity fed by the rear tank.
Auxiliary fuel tanks could be mounted above the RH and LH side of the main
forward tanks, depending on the configuration of the helicopter (refer to
auxiliary fuel tanks chapter).
The total capacity of the main fuel tanks 460 kg, with usable 450 kg. The fuel
system is installed inside the helicopter and no parts are subjected to direct
lightning strikes except for the vent outlets on the bottom of the helicopter.
These vent lines are bonded to the airframe and are fitted with flame arrestors.
The fuel distribution system has two independent circuits; each circuit is
connected to a main forward tank and one engine. Each forward tank has a
booster pump, a drain sump, one ejector pump and two fuel quantity probes.
Each distribution circuit includes a filter assembly, a shut-off valve and a
pressure transducer. Under normal conditions each system supplies fuel to its
associated engine. If necessary, a electrically operated cross-feed valve lets
the fuel from one distribution system supply both engines.

ICN-3C-A-280000-G-A0126-01052-A-02-1
FUEL SYSTEM ARCHITECTURE

CONTROLS • FUEL VALVE 1 circuit braker.... Located on the overhead control
panel. Applies power to the fuel
• FUEL switches shut-off valve #1.
The relevant shut- off valve is • FUEL PUMP 2 circuit braker...... Located on the over head control
• CLOSED.................................. closed. panel. Applies power to the fuel
The relevant shut-off valve is boost pump #2.
• OPEN.................................... open. • FUEL VALVE 1 circuit braker.... Located on the overhead control
shut-off valve #2.
• FUEL PUMP switches FUEL QTY 1 circuit braker........ Located on the overhead control
•
The relevant boost pump is de- panel. Applies power to the fuel
• OFF................................... energized. indicating system #1.
The relevant boost pump is • FUEL QTY 2 circuit braker........ Located on the overhead control
• ON.................................... energized. panel. Applies power to the fuel
indicating system #2.
• CROSSFEED switch
• CLOSED................................ The crossfeed valve is closed.
• OPEN....................................... The crossfeed valve is open.
The crossfeed valve is normally
closed but automatically opens in
• AUTO................................ case of failure of one boost pump.
• FUEL DRAIN switch................... It allows to drain the fuel system #

1 or # 2 when the fuel drain switch
# 1 or # 2 are in ON position.
• FUEL XFEED circuit braker....... Located on the overhead control
cross-feed valve.
• FUEL PUMP 1 circuit braker...... Located on the over head control
boost pump #1.

ICN-3C-A-280000-G-A0126-01053-A-02-1
FUEL SYSTEM CONTROLS
INDICATORS • Fuel Quantity and Pressure...... On the secondary EDU are
displayed when the the digital
• # 1/# 2 FUEL LOW caution The # 1/# 2 FUEL LOW caution readout scale shows in psi (pounds
message.................................. messages on the Primary EDU are per square inches) and in kilograms
displayed when approximately 33 kg respectively the pressure of fuel
of fuel are contained in the relevant down stream the shutoff valve and
tank. the quantity of the fuel contained in
• # 1/# 2 FLOW FAIL caution On the Primary EDU No.1/No2 each tank. The signals are
message...................................... fuel low sensor failure. No fuel low respectively fed by the pressure
indication is available in this case. transmitters and the quantity
# 1/# 2 FUEL FLTR caution On the Primary EDU No.1/No.2 probes via the fuel computing unit.
•
message...................................... engine fuel filter is partially • Shut-off valve position indicators Three green horizontal leds: the
clogged. .................................................... respective shut-off valve is closed.
FUEL PUMP 1/2 caution The fuel pump caution messages Three green vertical leds: the
•
message..................................... are displayed on the Primary EDU respective shut-off valve is open.
when the pressure, at the outlet • XFEED valve position indicators Three green horizontal leds: the
port of the relevant pump drops to .................................................... valve is closed. Three green
3.5 ± 0.5 psi. The signal is fed by vertical leds: the valve is open.
a pressure switch located in the
booster pump and drain sump
assembly.
• FUEL DRAIN 1 / 2 caution Are displayed on the Primary EDU
message................................... when the fuel drain switches
installed on the baggage
compartment is in drain position.
• # 1/# 2 A/F F FLTR caution The # 1/# 2 A/F F FLTR caution
message..................................... messages are displayed on the
Primary EDU when differential
pressure between inlet and outlet
ports of the relevant filter
assembly exceeds 1.4 psi,
indicating a clogged filter element.
The signal is fed by a differential
pressure switch, provided on the
filter assembly.
• XFEED advisory message.......... Is in view on the Secindary EDU
xfeed valve is open.

ICN-3C-A-280000-G-A0126-01054-A-03-1
FUEL SYSTEM INDICATORS


SECTION 10
STORAGE

GENERAL DESCRIPTION
The fuel storage system contains the tanks that provide fuel for the two
engines.
The main fuel tanks are installed behind and beneath the rear passenger seats.
The tanks are bladder type, made of rubberized fabric not self sealing. The
main fuel tanks include two forward lower tanks (LH and RH) and one rear
tank.
Each lower forward tank is divided in two section, front and rear, by an internal
anti-slosh baffle that prevents the fuel from moving excessively during flight
They are housed in fuel tank bays located beneath the rear passenger seats.
Each tank bay is sealed with sandwich structural panel to prevent fuel from
leaking into other parts of the helicopter. The fuel tank bays all have drain holes
and venting holes.
SYSTEM DATA
• Total quantity......................................................................... 460 kg
• Usable q.ty............................................................................. 450 kg

ICN-3C-A-281000-G-A0126-01058-A-02-1
FUEL STORAGE SYSTEM GENERAL

ICN-3C-A-281000-G-A0126-01060-A-02-1
FUEL STORAGE VENTILATION LINES

SECTION 11
AUXIILIARY FUEL TANK

GENERAL
The auxiliary Fuel Tanks installation provides an additional 184 Kg capacity. It
consists of two tank cells (RH cell of 75 Kg and LH cell of 109 Kg) installed
behind the three aft passenger seats. However the installation can be arranged
as follows:
• both LH and RH tank cells installed;
• only RH tank cells installed.
The fuel transfer from the auxiliary fuel tank cells to the main fuel cell is by
gravity. The two tank cells are separated by panels; each cell is provided with
a fuel level probe connected to the FCU.

SECTION 20
DISTRIBUTION

The distribution system provides fuel to each engine.
The distribution system consists of two independent lines, each line supply its
associated engine. If it is required, a cross-feed valve allows the fuel from one
circuit to supply both engines.

ICN-3C-A-282000-G-A0126-01069-A-02-1
FUEL DISTRIBUTION SYSTEM - COMPONENT LOCATION
ICN-3C-A-282000-G-A0126-01273-A-01-1
FUEL CONTROL PANEL AND FIRE CONTROL PANEL

A filter is installed in the engine supply line, up-stream the shut-off valve. 28 V DC power supply connected to a circuit breaker located on the overhead
A by-pass valve is incorporated in the filter, if the filter is clogged will open at console.
almost 2,5 psid (differential pressure) and the unfiltered fuel will be able to flow Tapped into the delivery line after the shut-off valves, a fuel pressure
to the engine FMM. transmitter provides a pressure signal, and send it to the IDS.
A differential pressure switch mounted on the filter will send a caution if there
is a filter impeding clogged condition. At almost 1,4 psid differential pressure,
the caution will be shown as “ # 1 or 2 A/F FUEL FLTR” on the EDU 1. The A cross-feed valve is fitted in the cross-feed line that connects the two fuel
filter also protect the engine from ice when the temperature of the fuel falls supply lines, upstream the shut-off valves. It is controlled by the “XFEED”
below 4°C. switch that is located on the fuel control panel, and by the pressure switches
A manual drain valve is located on the bottom of the filter bowl; a test red push- on the boost pumps.
button is fitted on top of the filter head to allow the A/F filter caution light When the switch is in the “AUTO” position, the valve will remain closed as long
electrical circuit testing operation. as both boost pumps are operating normally. If one of the boost pumps stops
A fuel filter is also installed on the FMM for each engine. Installed on the filter or the fuel pressure drops below the minimum, the pressure switch of that pump
a differential pressure switch has a function to detect the impending clogged will automatically open the cross-feed valve to supply fuel to the other fuel line.
condition. At almost 6-8 psid differential pressure, the caution will be shown as When the switch is in the “CLOSED” position, the valve will remain closed and
a “ # 1 or 2 FUEL FLTR “ on the EDU 1. The by-pass valve will be open at will not be controlled by the pressure switches.
15-17 psid differential pressure. When the switch is in the “OPEN” position, the valve will remain open and will
A booster pump is installed on the pump drain sump assembly in the rearward not be controlled by the pressure switches.
section of each main forward tank. Three green leds on the fuel control panel show the position of the cross-feed
The booster pumps are of the submerged centrifugal type and are electrically valve.
powered. Electrical power to each pump is 28 V dc supplied through the “FUEL The cross-feed valve receives power from an independent 28 Vdc line, the line
PUMP” circuit breakers. Each pump is controlled by its own dedicated switch is protected by the “FUEL XFEED” circuit breaker located on the overhead
located on the fuel control panel. panel.
A manual drain valve allows the removal of any residual fuel or water that may Tapped into the engine fuel supply line, after the fuel shut-off valves, there is
have accumulated at the bottom of the pump. The pumps are fitted with a a restrictor. The primary function is to provide a continuous controlled bleed of
suppressor that prevents electromagnetic interference with the on-board radio fuel during engine operation, to purge any air that may be in the delivery lines
equipment. to the engine. A secondary function is to provide thermal relief by preventing
Each booster pump supplies fuel to its corresponding engine supply line and a pressure build-up in the lines after the fuel shut-off valve, when the system
to the ejector unit located in the rear compartment of each main forward tank. is off.
A pressure switch is fitted to each pump unit. If the pressure of a pump falls The fuel drain switch is installed on the left side of the baggage compartment.
below 3,5 ± 0,5 psi, the switch will activate a caution “#1 or 2 FUEL PUMP” on The fuel drain switch operated in three positions:
the EDU 1. At the same time the cross-feed valve will open automatically, if its • TANK #1 position - The Number 1 electrical drain valve is energized.
switch is in “AUTO” position. • TANK #2 position - The Number 2 electrical drain valve is energized.
A fuel shut-off valve is installed on each fuel supply line. The valve is installed
downstream the airframe fuel filter and allow the pilot to cut-off the fuel flow to • OFF position - The Number 1 and Number 2 electrical drain valves are
the engine. de-energized.
Each valve is electrically operated by the “ENGINE FUEL VALVE” switch When the fuel drain operates, the FUEL DRAIN 1 (2) caution message is
located on the fuel control panel. Three green leds on the fuel control panel shown on the Number 1 Electronic-Display Unit (EDU1).
shows the position of the valve. The shut-off valve is electrically powered by a

ICN-3C-A-282000-G-A0126-01274-A-02-1
FUEL DRAIN INSTALLATION

SECTION 40
INDICATING

The fuel indicating system consists of the fuel monitoring and indicating
systems to provide fuel system malfunctions and system indications.
The fuel indicating system gives a continuous indication of the quantity of fuel
contained in the fuel tanks and the pressure in the fuel system.
Seven variable-capacitance fuel probes are installed inside the tanks (two
probes in the left bottom tank, two in the right bottom tank, one probe in the
top tank and two in each auxiliary tank (if installed). The tank sense the
difference in the dielectric constant of fuel and air. A change in the fuel level in
the tank causes a change in the probe capacitance. Two independent electrical
lines supply the FCU with 28 V DC electrical power.
When the quantity of fuel in the tank changes, the probes send an electrical
signal to the FCU, which processes it and then sends proportional output
currents to the DAU. The latter sends the fuel quantity signals to the Number
2 Electronic Display Unit (EDU) where the fuel quantity is continuously
displayed.
The aft probe of each bottom tank has a low-level sensor. When fuel quantity
in the related tank becomes less than 33. kg, the low-level sensor sends a
signal to the DAU. That signal causes the #1 (#2) FUEL LOW caution message
to come in view on the Number 1 EDU.
The two pressure transducers send the pressure data signal to the DAU, which
then sends them to the Number 2 EDU.
The system is powered through the circuit breakers that follow: – FUEL QTY
(28 V dc BUS #1) – FUEL QTY (28 V dc BUS #2).

ICN-3C-A-284000-G-A0126-01089-A-01-1
FUEL INDICATING SYSTEM – SCHEMATIC DIAGRAM

ICN-3C-A-280000-G-A0126-01090-A-02-1
INDICATING SYSTEM COMPONENT LOCATION

ICN-3C-A-284000-G-A0126-01093-A-02-1
FUEL SYSTEM MONITORING
ICN-3C-A-284000-G-A0126-01094-A-03-1
FUEL INDICATING SYSTEM

CHAPTER
29
HYDRAULIC POWER


SECTION 00
GENERAL

GENERAL DESCRIPTION AND OPERATION - Operation of the nose wheel centre lock.
The hydraulic power system has the purpose to supply hydraulic fluid at the • The emergency system provides the hydraulic power required for:
pressure and flow rate required for all the hydraulic components operation. - Operation of the Landing Gear, (only one extension).
The # 1 and # 2 flight control hydraulic system are independent systems that - Operation of the Wheel Brakes by means of the red handle installed
provide the hydraulic power to operate the main rotor servo-actuators on the centre pedestal. (parking brake)
whenever flight control selections are made. In addition the # 1 provide power - Operation of the nose wheel centre lock.
to operate the tail rotor servo-actuator; the # 2 provide power for the utility
system. Each collective/cyclic main rotor servo-actuator is composed by two On the centre pedestal is installed the landing gear and hydraulic control panel
units that are normally working in tandem, with each unit supplied by its own that includes:
hydraulic line controlling a single outlet piston. The main rotor servo-actuator • Landing gear control lever : with three position UP-DOWN-DOWN
can operate with power being applied to both units at the same time, or EMERG and the release red EMERG/NORM lever.
individually, with power applied to one unit only. • EMERGENCY and PARK brake control handle.
To avoid the possibility of any one of the three main rotor servo actuator
functioning in jamming condition with pilot being not informed, on each servo
• Landing gears position lights: one red light ( transition ) and three green
lights ( extended and locked ).
valve is fitted a microswitch that in the event of seizure will illuminate a caution
light. • Three position hydraulic SERVO switch: may select the operational
The tail rotor servo-actuator transmits pilot controls to the tail rotor, is of a single condition of the two servo systems:
unit type and is connected to the flight control hydraulic system # 1 only. The - NORM - #1 and # 2 servo system are operating. (Both On)
four servo-actuators are provided with a device which prevents for any possible - # 1 or # 2 OFF – the relevant system is turned OFF ( no effect if one
hydraulic lock. system is already inoperative ).
On the landing gear control panel, is installed a servo switch (three position:
SOV 1 OFF; NORM; SOV 2 OFF)which can be used to select the operational
• NORM: #1 and # 2 servo system are operating. (Both On)
condition of the two systems. The electrical system has been designed to • SOV 1 OFF or SOV 2 OFF – the relevant system is turned OFF ( no effect
permit switching OFF only one hydraulic system (fail safe). if one system is already inoperative ).
Each system is pressurized by the relevant pump which is mechanically driven The IDS monitors the two SERVO and the UTILITY systems by means of
by the main transmission providing that the hydraulic power is available both pressure transducers and pressure switches, malfunctions are annunciated to
during powered or autorotation flight. the crew with caution messages on EDU 1. Normal operation functions, like oil
Connection ports for ground hydraulic bench, on both pressure and return lines pressure indications are shown on EDU 2.
systems, are installed near the fluid reservoirs.
The Utility Hydraulic system consists of two subsystems: the normal and
emergency system.
• The normal system provides the hydraulic power required for:
- Operation of the Landing Gear (extension and retraction).
- Operation of the Wheel Brakes by means of the pedals installed on
the tail rotor (toe brake) pedals.
- Operation of the Wheel Brakes by means of the red handle installed
on the centre pedestal. (parking brake)
- Operation of the Rotor Brake.

ICN-3C-A-290000-G-A0126-00178-A-03-1
HYDRAULIC POWER SYSTEM ARCHITECTURE
HYDRAULICS CONTROLS AND INDICATORS in movement or when at least one
landing gear leg is not according
• Hydraulic SERVO switch........... The pilot, through the three to the LDG GEAR control lever
position HYDR SERVO switch, position currently selected.
may select the operational
• NOSE WHEEL LOCK control lever
condition of the two system.
Controls the Nose Wheel locking system
• Hydraulic SERVO switch - NORM Both # 1 and # 2 hydraulic
position........................................ systems are operating. the nose landing gear can be
• OFF position.......................... steered.
• Hydraulic SERVO switch - SOV The relevant system is turned off
1 OFF/ SOV 2 OFF................... (the SOV 1 OFF or SOV 2 OFF The nose landing gear is
positions have no effect if the locked in the center position.
opposite system is already • ON position............................ Used for landing and take off.
inoperative). • ROTOR BRAKE control lever.... Controls the rotor brake operation
• LDG GEAR control lever.......... In the UP and DOWN positions (Pressure is available only when
controls the retraction and extension the landing gear is down).
of the landing gear utilising the • TOE BRAKE Pilot’s Pedals........ When pressed, on the upper side,
Normal Utility System Pressure. In permit to brake the main landing
DOWN EMERG permits the gear wheels.
extension of the landing gear (if the
control lever is in the EMERG
position), utilising the Utility
Emergency System Pressure.
• EMERG/NORMAL lever............ In normal position permit the
normal operation of the LDG GEAR
control lever (2). In EMERG
position permits to extend the
landing gear in emergency by
switching the Utility System
Pressure from Normal to
Emergency.
• PARK AND EMER BRAKE Used as Parking Brake or as
handle....................................... Emergency brake when the toe
brake on the pedals are not
working.
• Landing gears position Indicators Three green lights indicate when
.................................................... the landing gears is extended and
locked down. One red light
indicates when the landing gear is

ICN-3C-A-290000-G-A0126-00179-A-02-1
HYDRAULIC POWER SYSTEM CONTROLS AND INDICATORS

SECTION 11
#1 FLIGHT CONTROL HYDRAULIC
SYSTEM

The # 1 Flight Control Hydraulic System has the purpose to supply hydraulic
fluid (MIL-PRF-5606) at the pressure and flow rate required for the main and
tail rotor servo-actuators operation.
The hydraulic fluid contained in the reservoir is sucked by the pump, driven by
the main transmission, and is supplied to the servo-actuators through the filter
group and the accumulator. From the accumulator the pressure line is routed
to the tail rotor servo-actuator and to a manifold used to connect the pressure
line to each main rotor servo-actuator lower body.
From the servo-actuators the hydraulic fluid is returned, through the manifold,
back to the filter group and than to the reservoir. The system operates with a
maximum pressure of 1600 PSI.

ICN-3C-A-291100-G-A0126-00210-A-03-1
#1 FLIGHT CONTROL HYDRAULIC SYSTEM SCHEMATIC

ICN-3C-A-291100-G-A0126-00208-A-02-1
#1 FLIGHT CONTROL HYDRAULIC SYSTEM INSTALLATION
ICN-3C-A-291100-G-A0126-00209-A-03-1
#1 FLIGHT CONTROL HYDRAULIC RESERVOIR

SECTION 12
#2 FLIGHT CONTROL HYDRAULIC
SYSTEM

The # 2 Flight Control Hydraulic System has the purpose to supply hydraulic
fluid (MIL-PRF-5606) at the pressure and flow rate required for the main servo
systems and to recharge the Utilities hydraulic systems.
The hydraulic fluid contained in the reservoir is sucked by the pump, driven by
the main transmission, and is supplied to the flight control servo-actuators
through the filter group, and to the utilities hydraulic systems accumulators.
From the flight control accumulator the pressure line is routed to a manifold
used to connect the pressure line to each main rotor servo-actuator upper
body.
From the servo-actuators the hydraulic fluid is returned, through the manifold,
back to the filter group and than to the reservoir. From the utilities hydraulic
accumulators the hydraulic fluid is returned back to the filter group and than to
the reservoir. The system operates witht a maximum pressure of 1600 PSI.

ICN-3C-A-291200-G-A0126-00222-A-03-1
#2 FLIGHT CONTROL HYDRAULIC SYSTEM SCHEMATIC
ICN-3C-A-291200-G-A0126-00224-A-02-1
#2 FLIGHT CONTROL HYDRAULIC SYSTEM INSTALLATION

ICN-3C-A-291200-G-A0126-00223-A-03-1
#2 FLIGHT CONTROL HYDRAULIC RESERVOIR


SECTION 20
UTILITY HYDRAULIC SYSTEM

GENERAL DESCRIPTION AND OPERATION When the filler valve is energized (open), it allows the isolating valve to be
opened and start to change the accumulator. The isolating valve position (open
The utility hydraulic system consists of two circuits: the MAIN (NORMAL) circuit or closed) is monitored by a micro switch.
and the EMERGENCY circuit. During the pressurization phase of the emergency circuit accumulator the
The normal circuit provides the hydraulic power required to perform: micro switch, integrated in the accumulator, causes appearance of the “EMER
• Landing gear retraction and extension. UTIL CHRG” caution message on EDU 1. The solenoid filler valve is
• Locking of the nose wheel in centred position. deenergized (closed) when the accumulator is fully charged (by a time relay).
From the emergency circuit accumulator the hydraulic fluid is supplied to the
• Operation of the park brakes and the toe brakes. landing gear selector valve. Each accumulator is provided with a manually
• Operation of the rotor brake. operated pressure dump valve (red pushbutton) which allows the hydraulic
fluid to be discharged in the return circuit.
The emergency circuit provides the hydraulic power required to operate:
• Landing gear to extend.
• The park brake
• The nose wheel centring lock.
The hydraulic fluid under pressure from the # 2 flight control hydraulic system
is supplied to the MAIN (NORMAL) circuit accumulator when the relevant
solenoid filler valve is energized open. The solenoid filler valve is controlled by
a pressure switch and a low level switch located in the reservoir of the flight
control hydraulic system # 2. The filler valve is energized only when the level
switch is closed by the hydraulic fluid level (above 1.6 litres) and the normal
accumulator oil pressure is less than 1138 PSI.
When the filler valve is energized (open), it allows the isolating valve to be
opened and start to change the accumulator. The isolating valve position (open
or closed) is monitored by a micro switch.
During the pressurization phase the micro switch, causes appearance of the
“MAIN UTIL CHRG” caution message on the EDU 1. When the accumulator is
fully charged, the solenoid filler valve is deenergized (closed), the isolating
valve is closed and the micro-switch will switch-off the "MAIN UTIL CHRG"
caution message in the EDU1.
From the MAIN (NORMAL) circuit accumulator the hydraulic fluid is supplied
to the landing gear selector valve.
The EMERGENCY circuit accumulator is pressurized when the relevant
solenoid filler valve is energized open. The solenoid filler valve is controlled by
a pressure switch, the low level switch, and the LH landing gear microswitch
(w.o.w.). The filler valve is energized only when the low level switch is closed
(hydraulic fluid level above 1,6 litres) the helicopter is on the ground with its
mass on the wheels, and the oil press, in the emergency accumulator is less
than 1138 PSI.

(PRINTED A3 FORMAT AT THE END OF THIS SECTION) ICN-3C-A-292000-G-A0126-00231-A-03-1
UTILITY HYDRAULIC SYSTEM SCHEMATIC

ICN-3C-A-292000-G-A0126-00246-A-02-1
ICN-3C-A-292000-G-A0126-00231-A-03-1


SECTION 31
FLIGHT CONTROL HYDRAULIC
SYSTEM MONITORING AND
INDICATING

FLIGHT CONTROL HYDRAULIC SYSTEM #1 AND #2
Each of the systems are monitored from the following interface:
• Oil pressure transducer
The Pressure Transducer provides an analogue input to the DAU. The
oil pressure signal presentation is on the EDU 2, MAIN and AUX system
pages.
• Oil low pressure switch
This sensor is required to sense the pressure of the circuit when drops
at a minimum value of 1138 PSI, it sends a signal to the DAU which
generates a "#1 or 2 SERVO" caution message on the EDU 1 and the
master caution light ON.
(The alarm resets when the hydraulic fluid pressure increase above 1372
PSI).
• Oil low level switch (on Hydraulic System 2 only)
Is required to sense the fluid level of the circuit: if the level inside the
hydraulic flight control system 2 reservoir is too low ( <1.6 liters), the
pressurization of the Utility system (Normal and Emergency) can not be
performed.
INDICATION
• MAIN HYD (Pressure Indication) The pressure indication, in PSI, of
..................................................... both the Hydraulic Systems is
displayed in analogue and digital
format on the EDU 2, either in
MAIN or AUX page.
• SERVO caution messages.......... The # 1 SERVO or # 2 SERVO
caution legends are displayed in
the relevant area of the CAS
window incase the pressure
drops below 1138 PSI.

ICN-3C-A-293100-G-A0126-00247-A-03-1
FLIGHT CONTROL HYDRAULIC SYSTEMS INDICATION

ICN-3C-A-293100-G-A0126-00248-A-01-1
FLIGHT CONTROL HYDRAULIC SYSTEMS MONITORING

SECTION 32
UTILITY HYDRAULIC SYSTEM
MONITORING AND INDICATION

GENERAL DESCRIPTION AND OPERATION The transducer provides an analogue input to the DAU. The signal
presentation is on the EDU 2, AUX PAGE.
The two Hydraulic Utility Systems MAIN and EMERGENCY are monitored from
the following interface:
HYDRAULIC MAIN UTILITY SYSTEM

INDICATION
• Oil pressure switch
This sensor is required to sense the pressure of the MAIN (Normal) Utility • UTIL NORM/EMERG Pressure The pressure indication, in PSI, of
System and controls the automatic pressurisation of the system. It keeps Indication................................. both the NORMAL and
open the filler valve until the pressure reach the value (1372 PSI), and EMERGENCY accumulators is
re-open the filler valve when the pressure drops (1138 PSI). displayed in analogue and digital
• Oil low pressure switch format on the Secondary EDU in the
This sensor is required to sense the pressure of the MAIN (Normal) Utility AUX page only. (not available in
System and when the sensed pressure reaches a minimum value of 500 Reversionary page).
PSI, it sends a signal to the DAU which generates a "MAIN UTIL PRESS" • MAIN UTIL PRES caution Displayed on the Primary EDU
caution message on the EDU 1 and the master caution lights ON. message................................... when the pressure in the main utility
• Isolating Valve microswitch accumulator drops below 500 PSI
The microswitch controlled by isolating valve sends a signal to the DAU EMER UTIL PRES caution Displayed on the Primary EDU
•
which generates a "MAIN UTIL CHRG" caution message on the EDU 1. message................................... when the pressure in the
• Oil pressure transducer (Normal Utility Hydraulic Oil Pressure) emergency utility accumulator
The transducer provides an analogue input to the DAU. The signal drops below 1138 PSI
presentation is on the EDU 2, AUX pages. MAIN UTIL CHRG and EMER Are displayed on the Primary EDU
•
UTIL CHRG caution message during the pressurization of the
................................................. relevant accumulators. In case
HYDRAULIC EMERGENCY UTILITY SYSTEM
these legends are continuously
• Oil pressure switch present, it can indicates that the
This sensor is required to sense the pressure of the Emergency Utility relevant solenoid filler valve is
System and controls the automatic pressurisation of the system. On the locked in open position.
ground only (W.O.W.) , it opens the filler valve when the pressure drops
below 1138 PSI. As the pressure raise above 1372 PSI, it energizes a
time delay relay that keeps the filler valve open for other 30 seconds .
• Isolating Valve microswitch
The microswitch controlled by isolating valve, sends a signal to the DAU
which generates a "EMER UTIL CHRG" caution message on the EDU 1.
• Oil pressure transducer (Emergency Utility Hydraulic Oil Pressure)

ICN-3C-A-293200-G-A0126-00253-A-02-1
UTILITY HYDRAULIC SYSTEM INDICATION

ICN-3C-A-293200-G-A0126-00254-A-02-1
UTILITY HYDRAULIC SYSTEM MONITORING
CHAPTER
30
ICE AND RAIN PROTECTION


SECTION 30
PITOT AND STATIC

CAUTION
OPERATION OF HEATING ELEMENTS WITH AMBIENT AIR
TEMPERATURE ABOVE 25° C CAN DAMAGE THE PITOT TUBE.
REMOVE PITOT COVER BEFORE TO START THE HELICOPTER.
INSTALL PITOT COVER AFTER (5) FIVE MINUTES OF
HELICOPTER SHUT-DOWN.
To prevent ice formation the Pitot tube is provided with integral electrical
heating elements controlled by the PITOT toggle-type circuit breaker powered
by the 28 VDC bus bars.

The only control are the PITOT switches, installed on the overhead panel. The
switches provides the following functions:
• OFF: the heating element of the Pitot tube is de/energized
• ON: the heating element of the Pitot tube is energized
MONITORING SYSTEM
• PITOT 1(2) HEAT, advisory message, is displayed on the EDU #2 when
the pitot heating element is on
• PITOT 1(2) FAIL, caution message, is displayed on the EDU #1 when
the pitot heating element is failed.

ICN-3C-A-303000-G-A0126-00258-A-01-1
PITOT HEATER SYSTEM CONTROLS AND INDICATORS

ICN-3C-A-303000-G-A0126-00259-A-01-1
PITOT ANTI-ICE SYSTEM INSTALLATION

SECTION 40
WINDSHIELDS

GENERAL
The windshield wiping system, installed on the helicopter, allow the pilot to
mantain an excellent external visibility even in rain condition.
The system is composed of a wiper blade for the pilot windshield and another
one for the copilot. Each of them can be operated separately.
COMPONENTS
The system is composed by:
• Two selector switches whit positions MOM/OFF/CONT
• Two electrical engines.
• Two wiper control box
• Two automatic protections

• Selector switches MOM/OFF/ Allow to operate separately the wiper
CONT.................................... pilot and copilot side.
• OFF: System switched off;
• MOM: The wiper does a single
cycle, everytime that the switch
is placed temporarily in this
position.
• CONT: the wiper operates in
continuous mode.
• Automatic protections...................... Protect relatives electric ciruits

ICN-3C-A-304000-G-A0126-00268-A-01-1
WINDSCREEN WIPER CONTROLS

FUNCTIONAL DESCRIPTION
The three position selector switch, one for each cycle (MOM/ CONT/OFF),
allow the operation of the wipers.
In the continuous operation mode, (switch on CONT position), the 28 VDC
power supply an electric engine and the movement of the wipers correspond
to 90 cycles per minut. If the switch is in OFF position, the wiper control box
stops the wipers in standard rest position.
In the single mode cycle (switch in MOM posizion) the 28 VDC power supply,
is applyed to the electric engine through the wiper control box ,for a time
sufficient to do a single cycle. Then the wiper stops in the standard rest position.
The pilot side windshield wiping system is supplyed by 28V DC Auxiliary Bus
#2 through automatic protection WIPER PLT located on the overhead panel
The pilot side windshield wiping system is supplyed by 28V DC Auxiliary Bus
#1 through automatic protection WIPER PLT located on the overhead panel
COMPONENT LOCATION
The selector switches are located on pilot and copilot cyclic.
The pilot side eletric engine is located behind the right side of the instrument
panel, while the copilot side electric engine is located behind the left side of
the instrument panel.
The wiper control box is located on the separation bulkhead of the front avionic
bay – cockpit on the left rear side.

ICN-3C-A-304000-G-A0126-00269-A-01-1
WIPERS INSTALLATION

CHAPTER
31
INDICATING/RECORDING SYSTEM


SECTION 20
INDEPENDENT INSTRUMENT

GENERAL DIGITAL CHRONOMETER CONTROLS AND INDICATORS
The independent instument installed on the aircraft are the following: • 3. START – STOP....................... When it is pushed starts and stops
• Two digital chronometers the timing clock, when the clock is
in TIMER MODE.
• Two stand-by magnetic compasses
• 4. MODE................................... When the CLOCK MODE is
STANDBY MAGNETIC COMPASS selected the symbol CLOCK will
blink on the display every 10
A standby magnetic compass is located on each side of the main instrument seconds. In CLOCK MODE display
panel. The compass indicates the helicopter magnetic heading. shows the hours and minutes or
The compass consists of a rotating compass card and two magnetic bars months and days.
attached to the compass card as a compensation system. The compass card When the TIMER MODE is
and magnetic bars are contained in a scaled case filled with damping fluid. The selected the symbol TIMER will
compass card is graduated in 5-degree intervals and shows letters and blink on the display every 10
numerals every 30 degrees. The heading is read against a lubber line through seconds to indicate the timer
a transparent window. The compensation system permits the correction of operation. In TIMER MODE display
indication errors caused by magnetic parts or by electrical equipment in shows the minutes and seconds or
operation. hours and minutes.
• 5. RESET.................................... When you push, the CLOCK mode
is on, then you can change
months, days, hours and minutes.
STANDBY MAGNETIC COMPASS INDICATORS When you push again, the TIMER
mode is on and you can set the
• 1. Lubber line............................ Allows the reading of the helicopter time to zero.
magnetic heading on the compass
card. • 6. DISPLAY.................................. In CLOCK MODE, it shows hours
and minutes or month and day.
• 2. Compass Card........................ Indicates the helicopter heading In TIMER MODE, it shows
with respect to the magnetic minutes and seconds or hours
north. and minutes.
DIGITAL CHRONOMETER
One digital chronometer is installed on each side of the instrument panel. The
digital chronometer has three buttons on its lower front that allow to set the
digital chronometer functions. A Liquid Crystal Display (LCD) allow the
visualization of the time data.

ICN-3C-A-312000-G-A0126-01020-A-03-1
DIGITAL CHRONOMETER - CONTROLS AND INDICATORS


SECTION 30
RECORDERS

GENERAL • Tail Transmission TBO, TSN, TSO and TSO counter active/inactive.
The IDS is capable of logging the following type of data • Engine 1 and Engine 2 TBO, TSN, TSO and TSO counter active/inactive.
• Set-up data • Engine 1 and Engine 2, Main and Tail Transmission Chip Detector
• Faults activation
• Engine 1 and Engine 2 running times
• Exceedances
• Engine 1 and Engine 2 OEI time counter
• Cumulative data
• Chip Burner activations
• Time histories
• Engine 1 and Engine 2 Power LIMITER ON activations
• Power Assurance Check Data
• Engine 1 and Engine 2 Training activations
• Status
• Total flight time
Data resolution is as follows: Number of flights
•
• TOT........................................................................................... 1 °C The access to (and modification of) this data is possible only through the HGS
• N1.................................................................................... 0.1% RPM SETUP Mode when WOW = active.
• N2....................................................................................... 1% RPM
• NR...................................................................................... 1% RPM
• TRQ............................................................................................. 1%
MAINTENANCE MODE
• Time................................................................................... The selection of MAINT function permits the access to the following
1 second
maintenance logs:
CUMULATIVE LOG SET UP • Fault Log
It is possible to modify the following data in the IDS NVM using the HGS. • Exceedance Log
• Aircraft S/N • Cumulative Log
• Engine 1 and 2 S/N • Power Assurance Check Log.
• Main Transmission S/N
FAULT LOG
• Tail Transmission S/N
The Fault Log can be accessed through the EDU.
• Engine 1 and 2 EECU P/N Each type of fault is displayed in a last to occur first to display order
• DAU clock battery installation date. The display of the Fault Log is possible only when the aircraft is on ground
(WOW = active).
• Date (current date). Data display format (DD-MM-YY or MM-DD-YY) Once the Fault Log is accessed, all the titles/legends are displayed in cyan,
• Time (current time, Local/Zulu) while all the variables except for the type of Fault message are displayed in
white.
• Main Transmission TBO, TSN, TSO and TSO counter active/inactive.
The type of Fault messages are color coded as follows:

• Warnings.................................................................................... Red
• Cautions................................................................................. Yellow
• Advisories............................................................................... Green
EXCEEDANCE LOG
The Exceedance Log can be accessed through the EDU.
The display of Exceedance Log is possible only when the aircraft is on ground
(WOW = active).
The Exceedances are displayed in last to occur first to display order.
Once the Exceedance Log is accessed, all the titles/legends are displayed in
cyan, while all the variables are displayed in white.
CUMULATIVE LOG
The Cumulative Log can be accessed through the EDU.
The display of the Cumulative Log is possible only when the aircraft is on
ground (WOW = active).
Once the Cumulative Log is accessed, all the titles/legends are displayed in
cyan, while all the variables are displayed in white.
The only way to modify the Cumulative Log is through the HGS. (using the
Setup mode).
POWER ASSURANCE CHECK LOG

The Power Assurance Check Log can be accessed through the EDU.
Each Power Assurance Check is displayed in a last to occur first to display
order.
The display of Power Assurance Check Log is possible only when the aircraft
is on ground (WOW = active).
Once the Power Assurance Check Log is accessed, all the titles/legends are
displayed in cyan, while all the variables are displayed in white.

ICN-3C-A-313000-G-A0126-01277-A-02-1
EDU MAINTENANCE MENU

EXCEEDANCE LOG The following data is recorded for each type of exceedance:
The exceedances are recorded in the Exceedance Log.
TYPE OF EXCEEDANCE
Event Parameter(s) recorded
First event Date/Time/Zone Duration Peak value Start of flight (Date/Time) LIMITER ON status
Second event Date/Time/Zone Duration Peak value Start of flight (Date/Time) LIMITER ON status
Third event Date/Time/Zone Duration Peak value Start of flight (Date/Time) LIMITER ON status
Most recent event Date/Time/Zone Duration Peak value Start of flight (Date/Time) LIMITER ON status
Number of occurrences (since last download)
Total duration (since last download)
Max Peak value (since last download)
The following exceedances is recorded: The duration of the exceedance is defined as the total time in the exceedance
• TOT exceedance during start (engine 1 and 2) region. The peak value of the exceedance is defined as the highest value
detected by the IDS during the exceedance.If multiple exceedances occur,
• TOT exceedance while engine running (i.e. not during start) (engine 1 then each parameter is recorded individually as a separate exceedance. In
and 2)
case of two engine failures during the flight, the IDS continues to record the
• N1 exceedance in (engine 1 and 2) NR parameter for autorotation monitoring.The Exceedance Log starts
• N2 exceedance in (engine 1 and 2) acquiring data when any PMS = IDLE or FLY and any N1 goes >= to 12% and
stop acquiring and be stored in NVM when both N1 < 12% and NR < 40%.
• Engine overtorque (engine 1 and 2)
• Transmission overtorque exceedance in (AEO)
• Transmission overtorque exceedance (OEI)
• NR high exceedance (upon activation of ROTOR HIGH Warning)
• NR low exceedance (upon activation of ROTOR LOW Warning when
DAU WOW discrete = inactive)

ICN-3C-A-313000-G-A0126-01278-A-02-1
MAINTENACE PAGES ACCESS

ICN-3C-A-313000-G-A0126-01279-A-01-1
EXCEEDANCE LOG DOWNLOADING

FAULT LOG The following data is recorded for each type of fault:
The faults are stored in the Fault Log.
TYPE OF FAULT
Event Parameter(s) recorded
First event Date/Time/Zone Duration Start of flight (Date/Time)
Second event Date/Time/Zone Duration Start of flight (Date/Time)
Third event Date/Time/Zone Duration Start of flight (Date/Time)
Most recent event Date/Time/Zone Duration Start of flight (Date/Time)
Number of occurrences Total Duration since last download
The Fault Log is updated whenever a fault occurs. All annunciations and
maintenance messages is recorded as a type of “fault” in the Fault Log as noted
in “List of Faults” Table ahead in this chapter.
The Fault Log starts acquiring data as soon as practical after IDS power is
applied and be stored in NVM when any N1 goes >= to 12% then both N1 <
12%.

ICN-3C-A-313000-G-A0126-01280-A-01-1
ECU FAULT LOG

ICN-3C-A-313000-G-A0126-01282-A-01-1
ECU FAULT LOG

CUMULATIVE LOG • Number of Power LIMITER ON activations on Engine 2
The Cumulative Log records the following data: • Number of Training activations on Engine #1
• Aircraft S/N • Number of Training activations on Engine #2
• Date and Date format (when log is stored) • Engine 1 and Engine 2 Compressor Turbine cycle counts Engine 1 and
• Time and Zone (when log is stored) Engine 2 Power Turbine cycle counts
• Engine 1 and Engine 2 Impeller Turbine cycle counts
• DAU clock battery install date
• Aircraft Flight Time (the most recent flight and cumulative) • Engine 1 and Engine 2 Compressor Turbine Blade creep used life [%]
• Start time of the most recent flight • Engine 1 and Engine 2 Power Turbine Blade creep used life [%]
The Cumulative Log starts acquiring data as soon as practical after IDS power
• Stop time of the most recent flight
is applied and be stored in NVM when any N1 goes >= to 12% then both N1 <
• Number of Flights (cumulative) 12%.
• Main Transmission S/N
• Main Transmission TBO, TSN, TSO and TSO active/inactive (TSN and DATA COUNTERS SETTING AND UPDATING
TSO include flight time only)
At first installation on the aircraft, all the cumulative data counters reads zero
• Tail Transmission S/N (unless changed in the set-up) and run up according to the information
• Tail Transmission TBO, TSN, TSO and TSO active/inactive (TSN and provided by the pertinent partial counter. However, when any dynamic system
TSO include flight time only) is changed, the associated cumulative counters is reprogrammed through the
HGS by manually inserting the previous data taken from the log book and then
• Number of Engine 1, Engine 2, Main Transmission, and Tail
the counters starts running up from that value.
Transmission Chip Detector activations (the most recent flight and
cumulative)
ENGINE START-UP TIME
• Number of Chip Burner activations (in the most recent flight and
cumulative) Engine start-up time is defined as when N1 goes from <= 12% to >12% (i.e.
12% threshold crossed upward).
• Engine 1 and engine 2 Start-up Time (the most recent flight)
• Engine 1 and engine 2 Shutdown Time (the most recent flight)
ENGINE SHUT-DOWN TIME
• Engine 1 and engine 2 Running time (cumulative)
Engine shutdown time is defined as when N1 goes from >=50% to <50% (i.e.
• Engine 1 and Engine 2 S/N 50% threshold crossed downward).
• Engine 1 and Engine 2 TBO, TSN, TSO and TSO active/inactive (TSN
and TSO include flight time only)
ENGINE 1 AND ENGINE 2 RUNNING TIME
• Engine 1 and Engine 2 OEI time counter
Engine running time increments if the following condition are met:
• Engine 1 and Engine 2 EECU P/N
• If the N1 signal is valid, then the engine running time will increment if N1
• Number of Power LIMITER ON activations on Engine 1 is greater than 50%.

• If the NG (N1) signal is not valid (LOS), then the engine running time will The counter is resettable through the HGS.
increment if NF (N2) is greater than 40% AND T6 is greater than 345
C.
ACTIVATION/DEACTIVATION OF TSO TIME COUNTERS
NOTE The TSO time counters only increments while their respective TSO active/
DAU does not have only T6 but T6-T1 on the raw lines, and T1 is inactive toggle is active. The TSO active/inactive toggles is set using the HGS.
available on RS422 (Word 8). If (N1 and N2) or (N1 and T6) are not
valid then the corresponding Engine Running Time does not
increment. TIME HISTORY LOG PARAMETERS
The IDS is capable of continuously recording N1, N2, TRQ, TOT of each
engine, #1 and #2 CLP and NR with 1 Hz sampling frequency. The IDS is
capable of storing the above mentioned parameters for at least 5 hrs. When
FLIGHT TIME (ENGINE, TRANSMISSIONS AND A/C TIME) the storing capacity has been achieved, data is overwritten with a FIFO logic.
Flight time is defined as the period of time between: Recording starts when any N1 raises above 12%. The recording stops when
• The moment the weight-on-wheels (WOW) switch changes from “on- both N1 falls below 12%. Each record is Date/Time/Zone stamped.
ground” status to “off-ground” status and stays there for longer than 5
seconds, and NR > 80%.
STATUS LOG PARAMETERS
• The moment the WOW switch changes from “off-ground” status to “on-
ground” status and stays there for longer than 5 seconds. The IDS is capable of continuously recording the status (active or inactive) of
Each complete “off-ground/on-ground” cycle as described above is counted the Faults listed in pertinent Table ahead and the Exceedances listed above
and the duration stored as one flight. Total flight time and number of aircraft at 1 Hz sampling frequency.
flights is appended after each flight. At first installation on the aircraft, all The logic used to determinate the status of the Faults is per Table ahead. The
counters reads zero (unless changed in the set-up). Engine, Transmission and logic used to determinate the status of the Exceedances is per Figures in the
A/C TSN and TSO Time counters increments using flight time (flight time is as following pages. The IDS is capable of storing the above mentioned status for
specified above). at least 1 hour. Status recording starts as soon as practical after IDS power is
applied. Each record is Date/Time/Zone stamped.
ENGINE OEI TIME COUNTER

When a TOT (MGT) exceedance in area A (2.5 min OEI) is detected and the
2.5 min time is not exceeded, then the Engine OEI Time Counter of the relevant CLEARING/UPDATING OF LOG DATA
engine is incremented in the Cumulative Log.
CUMULATIVE LOG
NOTE The Cumulative Log information is manually modified only through the HGS
One application of TOT 2.5 minutes rating for less then 20 seconds
does not require the incrementing of the Engine OEI Time Counter as
per TOT limit chart. FAULT LOG
The fault data is cleared only after a successful downloading into the HGS

EXCEEDANCE LOG
The exceedance data is cleared only after a successful downloading into the
HGS.
TIME HISTORY LOG

The time history Log is cleared only after a successful downloading into the
HGS.
POWER ASSURANCE CHECK LOG

The Power Assurance Check Log is cleared only after a successful
downloading into the HGS.
STATUS LOG
The Status Log must not be cleared after downloading into the HGS.

ICN-3C-A-313000-G-A0126-01283-A-01-1
CUMULATIVE LOG (1 OF 3)
ICN-3C-A-313000-G-A0126-01284-A-01-1
ICN-3C-A-313000-G-A0126-01285-A-01-1
POWER ASSURANCE CHECK
On pilot request, through an EDU menu 1/3 push button, the IDS for 5 sec (at
an acquisition rate of 1 Hz) stores the following engine parameters:
• Engine 1 and Engine 2 N2 (average)
• Engine 1 and Engine 2 TRQ (average)
• Engine 1 and Engine 2 TOT (average)
• Engine 1 and Engine 2 N1 (average)
These Power Assurance Check parameter data is complemented by the
following information taken at the start of the acquisition:
• Paltitude
• OAT
• IAS
• Engine MAN (ON/OFF)
• Flight IDLE (Display legend ON/OFF)
• Date/time
The IDS is capable of keeping in memory 14 Power Assurance Checks.
Should the pilot request a Power Assurance Check when the 14 records are
full, the oldest one is overwritten FIFO (First In First Out).

ICN-3C-A-313000-G-A0126-01287-A-01-1
POWER ASSURANCE LOG (1 OF 2)

ICN-3C-A-313000-G-A0126-01288-A-01-1
POWER ASSURANCE LOG (2 OF 2)


SECTION 40
GENERAL COMPUTERS

GENERAL Crew Alerting System area, warning, caution, advisory and status messages
are shown. When the push-button identified with the letter M is pushed, the
The Integrated Display System (IDS) monitors the engines and helicopters bottom area of the display shows a menu. The menu pages can be scrolled
systems and provides the pilots with all corresponding parameters, values, with the scroll rocker switch. The visualization of a message always prevails
warning, caution, advisory status information on two instrument panel mounted on the visualization of the menu pages.
Electronic Display Units (EDU). The EDUs are powered through the circuit breakers that follow:
Data assimilated from the helicopters sensors, are interfaced and processed • EDU PRIM (28 V DC BATTERY BUS)
by a remote mounted Data Acquisition Unit (DAU). All IDS input/output • EDU SEC (28 V DC ESSENTIAL BUS #1).
functions are redundant to increase system reliability.
DATA ACQUISITION UNIT (DAU)

The DAU processes all signals assimilated from the helicopter sensors and
SYSTEM OPERATION
shows the results on the Electronic Display Units. The DAU interfaces,
processing and power circuits are redundant to minimize risk of loss of The DAU perform the following functions:
operation. For this reason the DAU has two independent processing channels, • Monitor the primary data (engine and main rotor) provided by the ECUs
named channel A and channel B respectively. Each channel has a full transmit it to both the EDUs, as appropriate.
capability of processing the data received from the sensors and interfaces with
• Activate the Warning, Caution advisory and status messages displayed
both EDUs. The channel A is the usual active channel, while the channel B on the EDUs, as appropriate according to the detected condition.
remains in standby mode. Should Channel A fail, an automatic change-over
to Channel B occur without losing the display of information. • Activate the Master Warning Lights (MWLs) and/or the Master Caution
Lights (MCLs) in the event of any warning and/or caution condition,
• The main connector of the DAU includes an RS-232C port which permits respectively.
the connection to a ground station for maintenance and data loading/
unloading operations. • Activates the Aural Warning Generator (AWG) to generate and send the
precursor tones or the aural messages related to the detected warning
• The DAU is installed in the forward avionic compartment on a proper and/or caution conditions.
support.
• Store all the failures, exceedances, power assurance checks and aircraft
• The system is powered through the circuit breakers that follow: cumulative cycles in a non volatile memory (NVM) for maintenance
• DAU CH-A (28 V DC BATTERY BUS) purpose.
• DAU CH-B (28 V DC ESSENTIAL BUS #1) • Interfaces the AFCS through ARINC 429 busses for the mutual exchange
of information.
ELECTRONIC DISPLAY UNIT (EDU) The EDUs perform the following functions:
• EDU #1 continuously display the information provided by both ECUs,
The EDUs are installed on the instrument panel and are identified as Primary which are the default sources of information for primary engine and main
EDU (EDU #1), on the pilot side, and secondary EDU (EDU #2), on the co-pilot rotor data.
side. During normal operation both displays are operative. If any ECU data is not valid or in case of complete loss of ECU data bus
The front panel of each EDU has a colour Liquid Crystal Display (LCD) and a
ECU DATA (caution message active), EDU #1 reverts to the DAU
set of controls on the bezel. In the top area of the display all engines and
systems information is shown in graphical form. The bottom area, referred as

as source of information if a back-up signal is available or there is a • Fuel flow indications
specific algorithm available.
• Primary hydraulic pressure indications
If necessary, it is possible to manually force either DAU Channel as
source of information in lieu of the ECUs for primary engine and main • Utility hydraulic pressure indications
rotor data through the menu pages.
• DC ammeter indications
• EDU #2 continuously display the aircraft systems information (secondary
data) provided by the DAU Channel A and automatically revert to the • DC voltmeter indications
Channel B in the event of a Channel A detected failure. • Outside Air Temperature (OAT) indication.
In case of IDS component failure (either a DAU channel or one EDU) the
IDS caution message is displayed on the EDU #1. In the unlikely event
that both DAU channels have detected failures both EDUs automatically
display primary engine and main rotor data provided by ECUs.
If one EDU fails, the other reverts in Reversionary mode of operation and
provides the same functionalities specified for EDU 1 or EDU 2 as
appropriate.
The EDUs present, in analog and/or digital format, the following indications:
EDU #1
• engine compressor speed (N1) indications
• free turbine speed (N2) indications
• turbine gas temperature (TOT) indications
• engine torque (TRQ) indications
• Main rotor speed (NR) indication
• Main rotor RPM selection (100/102).
EDU #2
• Engine oil pressure indications
• Engine oil temperature indications
• Transmission oil pressure indication
• Transmission oil temperature indication
• Fuel pressure indications
• Fuel quantity indications

ICN-0B-A-314000-G-A0126-00009-A-01-1
IDS ARCHITECTURE
ICN-3C-A-314000-G-A0126-01552-A-01-1
PRIMARY AND SECONDARY DATA DISPLAYING

The bottom area of each EDU shows, depending on the selected display
Table partitioning of Warning messages
format, different menu options or up to 9 active messages, as follows:
• WARNING messages (red) BATT HOT
• CAUTION messages (yellow)
• ADVISORY messages (green) BATT DISCH
• STATUS messages (cyan).
Warning, Caution are displayed on EDU #1. Advisory and status annunciations ELECTRICAL
are displayed on EDU #2.
The warning messages take precedence over the caution and advisory
messages, and both the warning and caution messages remain in view until When a Caution message is displayed, the DAU blinks the two MCLs
the condition that caused them to be shown has been corrected. pushbuttons which stop blinking when either the pushbutton or the Master
Cautions messages have priority over advisories, and status messages. Reset is pressed. Scroll switch operation enables to run all active cautions on
The occurrence of a warning and caution messages always override, if the screen.
applicable, the display of menu selection. The IDS will immediately remove the related caution message if the
All warning and caution condition occurrences are recorded in the Fault Log corresponding signal is no longer active after 5 seconds.
along with their start time and duration. The following caution messages are displayed:
When a warning message is displayed, the DAU blinks the two MWLs
pushbuttons which stop blinking when either the pushbutton or the Master Table partitioning of Caution messages
Reset is pressed. Scroll switch operation enables to run all active cautions on
the screen.
#1 OIL HOT XMSN OVTRQ #2 OIL HOT
The IDS will immediately remove the related warning message if the
corresponding signal is no longer active after 5 seconds.
The following warning messages are displayed: #1 OIL CHIIP TGB OIL CHIP #2 OIL CHIP
Table partitioning of Warning messages

#1 DCU XMSN OIL CHIP #2 DCU
ENG 1 FIRE ROTOR LOW ENG 2 FIRE
#1 ECU MAINT MGT MATCH #2 ECU MAINT
ENG 1 OUT ROTOR HIGH ENG 2 OUT
#1 PMS RPM SELECT #2 PMS
#1 ECU FAIL ROTOR BRK ON #2 ECU FAIL
#1 PLA FLOATS ARMED #2 PLA
#1 OIL PRESS XMSN OIL PRES #2 OIL PRESS
#1 FIRE DET HOOK ARMED #2 FIRE DET
XMSN OIL HOT

Table partitioning of Caution messages Table partitioning of Caution messages
#1 HOT START HOOK OPEN #2 HOT START #1OVSPD TEST BATT DOOR #2 OVSPD TEST
#1 FUEL LOW AWG FAIL #2 FUEL LOW #1 ECU DATA TRQ LIMITER #2 ECU DATA
#1 F LOW FAIL CABIN DOOR #2 F LOW FAIL #1 EAPS PRES EFIS FAN #2 EAPS PRES
#1 FUEL FLTR IDS #2 FUEL FLTR #1 TOT LIMITER MAIN RTR SERVO #2 TOT LIMITER
#1 A/F F FLTR DAU MISCMP-P #2 A/F F FLTR #1 PLA MOTOR ATT OFF #2 PLA MOTOR
FUEL PUMP 1 DAU MISCMP-S FUEL PUMP 2 PITOT 1 FAIL AP-CAS FAIL PITOT 2 FAIL
FUEL DRAIN 1 BUS TIE FUEL DRAIN 2 FIRE BTL 1 AP DGRD FIRE BTL 2
1 DC GEN EXT PWR ON #2 DC GEN 1 AP OFF APMS PNL FAIL 2 AP OFF
#1 GEN CTL ROTOR BRK #2 GEN CTL 1 AP FAIL SAR PNL FAIL 2 AP FAIL
INV 1 ROTOR BRK PRES INV 2 1 AP HOT MISTRIM 2 AP HOT
SERVO 1 PARK BRK ON SERVO 2 1 AP BRK FAIL TRIM FAIL 2 AP BRK FAIL
NOSE DOOR UTIL DOOR BAG DOOR 1 AP P FAIL P TRIM FAIL 2 AP P FAIL
#1 OVSPD HOIST CUT ARMD #2 OVSPD 1 AP R FAIL R TRIM FAIL 2 AP R FAIL
#1 OVSPD DET HOIST CABL LKD #2 OVSPD DET 1 AP Y FAIL Y TRIM FAIL 2 AP Y FAIL

Table partitioning of Caution messages • OEI Alongside the corresponding N1, TOT and Torque
scales and just below the red line. This indication is displayed in yellow
AP AHRS1 FAIL C TRIM FAIL AP AHRS2 FAIL when 2.5 minute OEI limit is commanded by the ECU and displayed in
red when the OEI time is elapsed.
1 AP TEST FAIL RMS MESSAGES 2 AP TEST FAIL • TNG (OEI Training Mode) at the bottom of corresponding N1,
TOT and torque scales (vertical displacements).
1 TRIM FAIL FWD BAY FAN 2 TRIM FAIL The following advisory messages are displayed:
Table partitioning of Advisory messages

1 P TRIM FAIL REAR BAY FAN 2 P TRIM FAIL
PITOT 1 HEAT LANDING LT ON PITOT 2 HEAT
FIREFIGHT
1 R TRIM FAIL 2 R TRIM FAIL
ARMD #1 EAPS ON FT OFF #2 EAPS ON
1 AP MAINT CVR FAIL 2 AP MAINT

ECS ON HOIST ON VENT ON
1 AP DEGRADED FDR FAIL 2 AP DEGRADED

CLTV BRK OFF FUEL XFEED LIMITER ON
AHRS 1 COCKPIT FAN AHRS 2

P/R TRIM OFF OXYGEN CLOSED
CARGO HOOK
ADU 1 ADU 2 C/Y TRIM OFF
ARMD
#1 OEI TIME SFTY HOOK ARMD #2 OEI TIME PRI SRCH LT
1 DC GEN OVLD AP DGRD 2 DC GEN OVLD SEC SRCH LT
ENG 1 IDLE CARGO HOOK OPN ENG 2 IDLE
The following dedicated caution and advisory messages are displayed in

The following dedicated caution messages are displayed as follows: specific position:
• MAIN • START (Starter On) at the bottom of corresponding N1 scale
(ECU in Manual Mode) at the bottom of corresponding
torque scale (vertical displacement). (vertical displacement)

• IGN When a Fault Log event has been detected the MAINTENANCE status
(Ignition On) at the bottom of corresponding TOT analog message is displayed on EDU #2 when the aircraft is on the ground.
pointer (vertical displacement). If the Usage Log BIT detects a failure, then the EDU #2 displays the MAINT
• XFEED (Crossfeed Valve On) between the two fuel quantity
LOG A or MAINT LOG B (depending on the affected channel) for the
appropriate maintenance action.
digital readouts in the MAIN and AUX modes and in the center column
of message area in the EDU Reversionary mode, (displayed as FUEL Table partitioning of status messages
XFEED).
• IDLE at the bottom of corresponding N2 analog pointer CHECK SETUP EXCEEDANCE MAINT LOG A
(vertical displacement). This legend shall be overridden by the red FAIL
legend, if active. CHECK DATA MAINTANANCE MAINT LOG B
Status messages don't activate any external attention getter and never
override the display of menu selection. When an Exceedance Log event has
been detected the EXCEEDANCE status message is displayed on EDU #2
The DAU suppresses the active messages according to the following matrix:
when the aircraft is on the ground.
WOW = Active WOW = Inactive
Failure or Status Condition Message Suppressed Failure or Status Condition Message Suppressed
Engine Out PLA Engine Out OIL PRES, DC GEN, PLA
PMS = OFF and N1 ≤ 50% ENG OUT
EECU in Manual Mode PLA EECU in Manual Mode PLA
EECU Failure PLA EECU Failure PLA
N2 Sensor Failure (FAIL legend active) IDLE N2 Sensor Failure (FAIL legend active) IDLE
ECU MAINT, DCU, EXCEEDANCE; MAINTE-

PMS not OFF ECU MAINT, DCU Any PMS Condition
NANCE, CHECK DATA, CHECK SETUP
Engine Out ELECTRICAL ELECTRICAL DC GEN (both)

ICN-3C-A-314000-G-A0126-01553-A-01-1
EDU 1 - DEDICATED CAUTION MESSAGES

ICN-3C-A-314000-G-A0126-01554-A-01-1
DEDICATED ADVISORY MESSAGES

The two EDUs and the DAU are interfaced with the Weight On Wheels (WOW)
discrete switch in order to determine the ground/flight condition. The IDS also
uses the NR parameter to discriminate between ground and flight condition,
as a back-up to the WOW. The flight condition is, therefore, be established
when:
• WOW switch = open or
• NR > 80 ± 1 %
A comparison monitoring function is performed by the system and the EDUS
in order to determine any possible malfunction and/or display of misleading
information as follows:
• RPM.......................................................................................... >1%
• TOT...................................................................................... >20 °C.
The following thresholds are applied in the performance of signal monitoring:
• N1.............................................................................................. >5%
• NR/N2..................................................................................... >20%
• TOT.......................................................................................
>50 °C
Additional loss of signal monitoring are also added to the DAU frequency
inputs, such that if either N1, N2, or NR signal is absent for 5 sec. or more while
ECU data for that parameter is available and valid, "CH-A" and/or "CH-B"
legends appear in yellow in MENU 2 sub-page of EDUs, and 3 red dashes will
also appear in the affected parameter digital box (FAIL vertical legend for N2)
when the appropriate DAU channel is manually selected.
Once declared as loss of signal, the signal has to match for at least 3 sec.
before it is considered good again.
When the primary data provided by one or both channels are invalid or the
DAU functions are degrading, the DAU MISCMP-P caution message is
displayed on the EDU #1(primary).

SECTION 50
CENTRAL WARNING SYSTEMS

GENERAL The caution messages on the EDU1 stay active.
The MASTER WARNING indicators are also installed in the left and right
The central warning system provides the pilots with audio signals to warn that corners of the instrument panel.
an impending dangerous condition requires an immediate corrective action or The indicators comprise a blinking light and a PUSH-TO-RESET push-button.
a defective condition requires an immediate pilot attention. In the more critical The blinking light indicates, when it is on, that one or more warning messages
cases the system also indicates that a warning or caution message is shown appeared on the EDU1.
on the EDU #1 (primary). After the blinking light starts to blink and the warning message has been noted,
The system comprises an Aural Warning Generator (AWG), the pilot and the PUSH-TO-RESET push-button can be pushed to switch off the blinking
copilot Master Caution Lights (MCLs), the pilot and copilot Master Warning light and to silence any audio signal.
Lights (MWLs), the MASTER RESET push-button on the pilot and copilot The warning messages on the EDU #1 stay active.
collective stick grips, the AWG switch on the electrical control panel and a horn. The MASTER RESET push-buttons on the collective stick grips permit whether
The AWG, installed in the forward avionic compartment, generates tones and to switch off the blinking lights or to silence the audio signals.
synthesized vocal messages that are sent to the flight crew headsets. For this The AWG switch, installed on the electrical control panel of the overhead
purpose the AWG is interfaced with several controls and equipment as shown console, has three positions: NORM, REGRADE and TEST.
in the schematic diagram in the following page. When the AWG switch is set to NORM, all the audio signals can be activated.
Should two or more messages (maximum five) be activated simultaneously, When the AWG switch is set to REGRADE, the TWO HUNDRED FEET aural
the messages are played in sequence in the decreasing priority order (see message can not be activated.
page 03). This aural message intends to draw the pilot attention that the helicopter is
If more than two messages are activated, the two messages with higher priority descending below 200 ft over the terrain. If this aural message is present, it
are played in alternate mode (once for each message). can be silenced by setting the AWG switch to REGRADE.
If a message is activated when a previous message is being played, the new When the AWG switch is set to the TEST momentary position, the TEST OK
message is immediately played at the end of the former, if the former has higher aural message is sent to the pilot headsets. If the AWG switch is held pushed
priority. for more than 6 s, all the aural messages are played in this sequence:
If the new message has a priority higher than the message being played, this
message is suspended at the first significant pause and the new and higher • ROTOR LOW
priority message is played. When a message is activated, it is automatically • ENGINE ONE OUT
silenced at the end of the play sequence if the related input signal is no longer ENGINE TWO OUT
•
active.
The message can be manually silenced by pushing the MWLs/MCLs or the • ENGINE ONE FIRE
master reset push-button on the collective stick grips. • ENGINE TWO FIRE
If a failure occurs to the AWG, the AWG FAIL caution message is shown on
the EDU #1. • ROTOR HIGH
The MASTER CAUTION indicators are installed in the left and right upper • WARNING
corners of the instrument panel.
• AUTOPILOT
The indicators comprise a blinking light and a PUSH-TO-RESET push-button.
The blinking light indicates, when it is on, that one or more caution messages • TRANSMISSION OVERTORQUE
appeared on the EDU1. AIRSPEED
After the blinking light starts to blink and the caution message has been noted,
•
the PUSH-TO-RESET push-button can be pushed to switch off the blinking • LANDING GEAR
light. • TWO HUNDRED FEET

• ALTITUDE The horn is installed on the right side of the cockpit, on the bulkhead behind
the pilot. The horn is activated together with the ROTOR LOW aural message.
• Audio tone (transition of an AFCS automatic operation mode).
Priority sequence of the aural messages
Priority Aural Message Activation Audio Signal Deactivation
Precursor tone 1
Main rotor speed below 96% (Power - ON)
1 ROTOR LOW Precursor tone 1 Manual
or below 95% (Power - OFF)
Precursor tone 1
Gas generator turbine speed (N1) below Precursor tone 2

2 ENGINE 1 OUT or ENGINE 2 OUT Automatic or manual
50% Precursor tone 2
Overheat or fire in the related engine com- Precursor tone 3

3 ENGINE 1 FIRE or ENGINE 2 FIRE Manual
partment Precursor tone 3
WARNING Any warnings except those mentioned in Precursor tone 4

4 Automatic or manual
WARNING this table Precursor tone 4
Main rotor speed above 105% (Power - ON) Precursor tone 4

4 ROTOR HIGH Automatic or manual
or above 110% (Power - OFF) Precursor tone 4
Deactivation of one or both the channels of

4 AUTOPILOT Precursor tone 4 Automatic or manual
the AFCS
Torque value of the main transmission

Precursor tone 5
5 TRANSMISSION OVERTORQUE above 214% for AEO condition and above Automatic or manual
Precursor tone 5
161% for OEI condition
Airspeed exceeds the Vne for the current Precursor tone 5

5 AIRSPEED Automatic or manual
flight condition Precursor tone 5
The helicopter is flying below 200 ft with re- Automatic (The automatic reset is obtained
6 LANDING GEAR Precursor tone 6
tracted landing gear climbing to an altitude above 200 ft)

Priority sequence of the aural messages
Priority Aural Message Activation Audio Signal Deactivation
Automatic or manual (The automatic reset is

7 TWO HUNDRED FEET The helicopter is flying below 200 ft Precursor tone7 obtained climbing to an altitude above 200 ft
or by setting the AWG switch to REGRADE)
The current value of the "Altitude" datum"

differs from the reference value of the ALT
7 ALTITUDE Precursor tone 7 Automatic or manual
operation mode of the AFCS more than 200
ft (above 1000 ft).
Activation/ deactivation, degradation or

8 None (only precursor tone) change of the reference value for the AFCS Precursor tone 8 Automatic or manual
operation modes

ICN-0B-A-315000-G-A0126-00010-A-01-1
CENTRAL WARNING SYSTEM - SCHEMATIC DIAGRAM
CENTRAL WARNING SYSTEM - CONTROLS AND DISPLAYS • ENGINE TWO FIRE
1 Master Caution Light ............... illuminates every time a caution • ROTOR HIGH
event occurs. When ON it blinks • WARNING
and if pressed, resets the blinking
light, while the caution message • AUTOPILOT
remains displayed. The Reset • ENGINE IDLE
function is also used to reset the
• TRANSMISSION OVERTORQUE
caution aural messages.
• AIRSPEED
2 Master Warning Light ............... illuminates every time a warning
event occurs. When ON, it blinks • LANDING GEAR
and if pressed, resets the blinking
• TWO HUNDRED FEET
light, while the warning message
remains displayed. The Reset • ALTITUDE
function is also used to reset some Audio tone (transition of an AFCS
•
warning aural messages. automatic operation mode).
3 Collective Master Reset when pressed, perform the reset
5 AWG FAIL Caution Message .... It is displayed when the aural
pushbuttons .................................. of both Master Warning and
warning generator has a failure
Master Caution lights.
and during the built-in-test of the
4 AWG Test switch ................ three position switch system.
NORM ................................ all the aural messages are available
REGRADE .......................... the ONE FIFTY FEET aural message
is suppressed
TEST .................................. momentary position. When the TEST
momentary position is selected, the
aural message “TEST OK” is heard in
the pilots’ headsets and the “AWG
FAIL” caution message is displayed on
the primary EDU. If the TEST
momentary position is pressed for
more than 6 seconds the AWG is
commanded to provide, in sequence,
all aural messages:
• ROTOR LOW
• ENGINE ONE OUT
• ENGINE TWO OUT
• ENGINE ONE FIRE

ICN-3C-B-315100-G-A0126-01048-A-02-1
CENTRAL WARNING SYSTEM - CONTROLS AND INDICATORS

ICN-3C-B-315100-G-A0126-01049-A-01-1
AWG COMPONENT LOCATION
CHAPTER
32
LANDING GEAR


SECTION 00
GENERAL

The helicopter is equipped with a tricycle landing gear configuration.
The Landing Gear system is designed to operate during Take-off, Landings,
Taxiing, Towing on prepared and semi-prepared surfaces.
The Main LDG’s are symmetrically placed on the right and left sponsons. They
are provided with a single wheel, hydraulically operated wheel brake on each
leg, and integrated shock absorber.
The Nose LDG is a telescopic single wheel type without brake, free swivelling
with a trail for self-centering and dynamic stability, and integrated shock
absorber.
The Main and Nose LDG are completely retractable in bays where the Landing
Gears are locked.

ICN-3C-A-320000-G-A0126-00974-A-02-1
LANDING GEARS INSTALLATION

SECTION 10
MAIN GEAR

The Main Landing Gear (MLG) consists of a right and left leg symmetrically
installed on the right and left sponson of the fuselage.
Each leg includes a strut secured to the sponson by means of two brackets
which permit landing gear retraction.
An hydraulic actuator provides landing gear extension an retraction operation
and locking in the extended position.
An oleo-pneumatic shock absorber is integrated within the MLG structural leg.
The shock absorber is a single stage unit with piston separator between the
fluid and the nitrogen chambers. In this configuration the fluid chamber is on
the top and the nitrogen on the bottom section inside the rod.
Microswitches are fitted on the left and right landing gears provide signal of
weight on wheels (W.O.W.).

ICN-3C-A-321000-G-A0126-00975-A-02-1
MAIN LANDING GEAR INSTALLATION
ICN-3C-A-321000-G-A0126-00976-A-02-1
WEIGHT ON WHEEL (W.O.W.) MICROSWITCH INSTALLATION
SECTION 20
NOSE GEAR

The nose landing gear leg is located inside the airframe nose section.
The Nose Landing Gear (NLG) is provided with on oleo-pneumatic type, a
shock absorber strut, a single wheel and a nose wheel center lock actuator.
An hydraulic actuator provides landing gear extension/retraction operation and
locking in the extended position.

ICN-3C-A-322000-G-A0126-01827-A-01-1
NOSE LANDING GEAR INSTALLATION

SECTION 30
EXTENSION AND RETRACTION

SYSTEM DESCRIPTION AND OPERATION
The hydraulic actuators are powered by the utility hydraulic system to extend
and retract the landing gear.
The hydraulic circuit of the extension/retraction system consists of the landing
gear selector valve, the nose and main landing gear actuators, the nose and
main landing gear up-locks and the related hydraulic lines.
The movement of the landing gear is controlled through the LDG GEAR lever
installed on the front panel of the landing-gear selector-valve.
The LDG GEAR lever has three positions: UP, DOWN and DOWN EMERG.
• When the LDG GEAR lever is set to UP, the hydraulic pressure is applied
only to the retraction port of each actuator. This causes the release of the
down-locks and the retraction of the landing gear.
When the roller installed on each landing-gear strut touches and then
pushes the uplock, the spring-loaded latch locks the roller. In this
condition, the landing gear stays in the retracted position.
• When the LDG GEAR lever is set to DOWN, the hydraulic pressure is
applied to the normal port of each uplock and to the normal extension
port of each actuator.
This causes the release of the uplocks and the extension of the landing
gear. When the landing gear is fully extended, the downlocks, contained
in the actuators, lock the landing gear in the down position.
• When the LDG GEAR lever must be set to DOWN EMERG, it is first
necessary to move the EMERG/NORMAL lever to the EMERG position.
The hydraulic pressure is applied to the emergency port of each uplock
and to the emergency extension port of each actuators. This causes the
release of the uplocks and the extension of the landing gear. When the
landing gear is fully extended, the downlocks, contained in the actuators,
lock the landing gear in the down position.
When the landing gear reaches the retracted position, it actuates the
microswitch attached to each up-lock support. When actuated the
microswitches break the circuit to the red landing-gear moving indicator
advisory light.

ICN-3C-A-323000-G-A0126-00982-A-03-1
EXTENSION AND RETRACTION SYSTEM - HYDRAULIC SCHEMATIC

ICN-3C-A-322000-G-A0126-01816-A-02-1
EXTENSION AND RETRACTION SYSTEM - ELECTRICAL SCHEMATIC

ICN-3C-A-322000-G-A0126-01815-A-01-1
EXTENSION AND RETRACTION SYSTEM - COMPONENT LOCATION


SECTION 40
WHEELS AND BRAKES

The helicopter is equipped with two wheel brake circuits:
• Park-brake.
• Toe brake.
The Park-brake circuit is essentially independent from Toe wheel brake circuit,
except for the brake units. The brake units are installed only on the wheel of
the main landing gears.
The Park-brake circuit provides, through a tri-selector valve, the pressure fluid
flow to operate the Park-brake, where as the Toe brake circuit provides through
a toe brake selector valve the pressure to either or both brakes.
The hydarulic power to operate the tri-selector valve is supplied by the normal
utility system circuit.
If no pressure is available in the normal utility system, the brakes can be
operated with the pressure of the emergency circuit. In this case the brakes
can not be applied by pedals but by means of the PARK AND EMERG BRAKE
handle, through the tri-selector valve (triplex) located on the nose
compartment.
One microswitch installed into the park brake control lever housing for the
activation of the Caution message "PARK BRK ON" on EDU 1.
CAUTION
DO NOT MAKE TOWING OR RUNNING LANDING IF CAUTION
MESSAGE “PARK BRK ON” IS PRESENT ON EDU 1.

ICN-3C-A-324000-G-A0126-00991-A-02-1
PARK AND TOE BRAKE CIRCUITS SCHEMATIC
ICN-3C-A-324000-G-A0126-00992-A-02-1
PARK AND EMERGENCY BRAKE CONTROL INSTALLATION
• PARK AND EMERGENCY Used as Parking Brake or as
BRAKE (control lever).................. Emergency brake when the toe
brake pedals are not working.
When pulled and rotated, the
parking brakes are applied.
When pulled the tri-selector valve
is open proportionally to the
handle level to abtain a modulate
emergency brake action.
• PARK BRK ON caution message Is displayed on the Primary EDU,
.................................................... when the park brake is applied
(park brake lever pulled out).

ICN-3C-A-324000-G-A0126-01547-A-02-1
PARK BRAKE SYSTEM CONTROLS AND INDICATORS
TOE BRAKE
This circuit provides the crew with a means of applying the wheel brakes
simultaneously or independently, and progressively using normal hydraulic
utility system circuit fluid pressure. The circuit comprises a toe brake selector
valve assembly, two identical wheel brake systems.
The toe brake selector valve assembly mounted vertically under the pilot’s
seat , is designed to permit normal hydraulic system fluid pressure to be
directed to either one or both brake assemblies, as required.
This system consists of TOE brake pedals, pivoting on the horizontal shafts of
the tail rotor pedals, connected through a series of control rods and levers to
the rod end of the valve operating mechanisms. Two identical wheel brake
assemblies convert the hydraulic pressure into mechanical energy to slow
down, or stop the rotation of the main wheels. Pressing the pedals will apply
the brakes.

ICN-3C-A-324000-G-A0126-00991-A-02-1
WHEELS BRAKE SCHEMATIC
WHEELS
The landing gear incorporates three wheels, two main and one nose. They are
of the same size, and are similar in design and construction.
The main wheel has a tubeless type, another wheel-half provided with the
inflation valve, an inner wheel half provided with the keyway lines for the brake
disk tooth.
The nose wheel has a tubeless type one half wheel provided with the inflation
valve.

ICN-3C-A-324000-G-A0126-00994-A-02-1
WHEELS AND TYRES ASSEMBLY

SECTION 51
NOSE WHEEL CENTERING LOCK
SYSTEM

The helicopter is equipped with a system that allows to keep the nose wheel
locked in its central position, avoiding the castering during running landings
and take-off. The system is supplied by pressure through the Tri-selector valve
(Triplex) normal or emergency utility system hydraulic.
The pilot can operate the nose whhel center lock system using a lever with
black handle located on the front console (right hand side) connected by a
cable to the tri-selector valve. It has two positions: ON (lever in the up position;
lock engaged) – OFF (lever in down position; lock disengaged).
THE NOSE WHEEL CENTER LOCK MECHANISM

Is installed on the lower front face of the nose gear outer case, and is provided:
A piston installed inside the cylinder with its ram designed to project from the
lower end of the cylinder and form a stop pin. Located under the piston is a
spring which pre-loads it to the OFF position.
The piston is acting on the the scissor plate installed on the lower end of the
nose gear outer case. Machined on the center front of the plate is a vertical
bushed stop bore which will accept the stop pin (piston) when the nose wheel
center lock mechanism is selected "ON".
When the nose wheel center lock is selected ON (and landing gear is seleceted
down), the available utility hydraulic pressure (normal or emergency) is
directed to the top of the piston.the pressure will move the piston down against
the spring causing the stop pin to project and engage with the stop bore in the
scissor plate (when they are aligned), preventing rotation of the plate and
castering of the nose wheel.
When the nose wheel center lock is selected OFF, the pressure is directed to
return and the spring will cause the piston to retract withdrawing the stop pin
from plate, permitting it to rotate and the nose wheel to caster.
The castering of the nose wheel is limited to 40° either side of center by stop
shoulders, machined on the scissor plate, which contact the projecting lower
end of the lock housing.

ICN-3C-A-325100-G-A0126-01000-A-02-1
NOSE CENTER LOCK SYSTEM

ICN-3C-A-325100-G-A0126-01001-A-02-1
NOSE CENTER LOCK CONTROL AND BRAKE SELECTOR VALVE

NOSE WHEEL CENTERING DEVICE
This device is designed to return the nose wheel to center line position. For
retraction, when the weight of the helicopter is OFF the nose gear.
During the shock absorber extension two internal cams become engaged to
ensure the wheel centering before landing gear retraction.

ICN-3C-A-325100-G-A0126-01002-A-01-1
NOSE WHEEL CENTERING DEVICE

ICN-3C-A-325100-G-A0126-01003-A-02-1
NOSE WHEEL CENTERING SYSTEM OPERATION

SECTION 60
LANDING GEAR POSITION AND
WARNING

GENERAL DESCRIPTION AND OPERATION automatically in the extended
position.
The helicopter is provided with an indicating system consisting of a LDG GEAR
• DOWN EMERG position: the
POS indicator panel controlled by a set of micro-switches located on each
landing gear up-locks open and
landing gear actuator, on each up-lock device and inside the landing gear lever.
the landing gear extends with
The panel, that is part of the Landing Gear Control includes:
hydraulic power supplied from the
• Three landing gear down locked green lights emergency extension circuit. To
• One landing gear unlocked red light. set the LDG GEAR lever in the
The three green lights are illuminated when the Landing Gear is extended and DOWN EMERG position the
locked. The red light illuminates during retraction/extension operation of any EMERG/NORMAL lever must first
leg, indicating that the status of the Landing Gear is not the same as the be rotated to the EMERG position.
Landing Gear Control Lever. Acting on the switch TEST, located on the control • Red light................................. Shows that the landing gear is in
panel, the lamps can be tested. movement from UP to DOWN or from
DOWN to UP. The red light comes on
when the landing gear starts to move
CONTROLS AND INDICATORS and goes off when it stops.
• NOSE WHEEL LOCK lever.... • UP position: the nose-wheel • NOSE green light....................... Shows that the nose landing gear
centering actuator locks the is locked in the down position.
nose landing gear. • RH green light........................... Shows that the right main landing
• DOWN position: the nose- gear is locked in the down position.
wheel centering actuator LH green light............................ Shows that the left main landing
•
unlocks the nose landing gear. gear is locked in the down position.
• LANDING GEAR caution Comes in view on the Primary
message...................................... EDU when the landing gear is
retracted and the helicopter
altitude is less than 200 ft. An
audio tone and the LANDING
GEAR voice message are also
sent to the headsets. In this
condition, you must put the LDG
GEAR lever to DOWN.
• LDG GEAR lever............... • UP position: the landing gear
retracts and stops automatically in
the retracted and locked position.
• DOWN position: the landing gear
up-locks open and the landing
gear extends and locks

ICN-3C-A-326000-G-A0126-01004-A-03-1
LANDING GEAR SYSTEM - CONTROLS AND INDICATORS

CHAPTER
33LIGHTS


SECTION 10
FLIGHT COMPARTMENT

FLIGHT COMPARTMENT LIGHTS circuit breaker and by the MAIN BUS #1 through the CPLT CKPT circuit
breaker on the overhead control panel.
The Flight Compartment lights system includes:
• The Instrument lights
• The Cockpit lights
INSTRUMENTS LIGHTS
1 Spot light pushbutton: ................ momentary pushbutton; when
The instrument light system is subdivided in three different groups of lights, pressed turns-on the light.
each one controlled and powered by its own control potentiometer and
2 Brightness control knob: ............ rotated clockwise turns-on the
dedicated 5 DC power supply.
relevant lights and, increases the
The three potentiometer control knobs (PED - INST PNL - OVHD CSL) are
light brightness.
located on the overhead console and act as ON-OFF switches and dimming
adjust. When one of the knobs is rotated clockwise it switches on the proper 3 Colour control: ......................... rotated clockwise, the light colour
system, taking the lights from a full dimmed to a full bright condition. The becomes red.
overhead console and instrument panel lights are powered by the MAIN BUS 4 Instruments lights circuit breakers: protect the relevant lights from
#2 and protected by the OVHD CSL and INST PNL circuit breakers while the ........................................................ high current rise.
pedestal lights are powered by the MAIN BUS #1 and protected by the PED
5 Day/Night light mode switch: provides two pre-set voltages to set
circuit breaker.
.............................................. the lighted indications brightness as
The three 5 VDC power supply are located on the nose bulkhead, cockpit side
follows:
in front of the copilot pedals.
• Day= full power
COCKPIT LIGHTS
• Nights= low power to:
- Pilot and co-pilot Master warning
Two cockpit lights are secured to the overhead control panel, one on the right and caution lights flash at dimmed
side and the other on the left side. Each one is composed of a light unit, an brightness.
offset mounting arrangement, and a two-conductor coiled cable. Rotating a
- FIRE indications on engine control
rheostat knob rearside of the light unit is possible to vary the intensity of the
panel, extinguisher panel and
spots. This knob also incorporates a push-button momentary make switch
engine throttles are lit at reduced
which, when pressed, provides maximum intensity at any knob position. The
brightness.
three piece offset mounting arrangement permits horizontal and vertical
movement of the spotlight. The spotlight is removable for hand use by pulling - ICS, APMS, AFCS SAR (optional),
the light away from the side of the overhead control panel. The mounting RTU1 and 2, RBP1 and 2 and LDG
releases at the swivel to permit manual use of the light. Electrical power for the control panels lighted indications
cockpit lights is supplied by the EMERG BUS N° 2 through the PLT CKPT decrease their brightness.
- DMG, primary and secondary
EDU, the two EADI, the two EHSI
decrease their brightness.

6 OVHD CSL, INST PNL and PED rotating the potentiometers, the
potentiometers: .......................... backlighting of all control panels
installed on the overhead console,
instrument panel and interseat
console, the lighted push buttons
of Weather Radar and DMG
control panels, cargo hook and
hoist indicators will be switched
on/off and the brightness will be
increased/decreased.
7 Lamp test switch: .................... when is set and maintained in TEST
position the lighted indications of
APMS, and the four lamps of the
landing gear control panels are
lithted on.

ICN-3C-B-331000-G-A0126-00936-A-01-1
FLIGHT COMPARTMENT LIGHTS CONTROLS AND INDICATORS

SECTION 20
PASSENGER COMPARTMENTS

CABIN LIGHTS
The cabin passengers site is illuminated by six lamps integrated with the
Passenger Service Units (PSU), installed two on each site of the cabin roof.
All the lamps are powered by the MAIN BUS#1 and are controlled by the CABIN
LT ON-OFF toggle type circuit breaker located on the switch panel of the
overhead console. The four lamps are controlled individually by the READ
switch located aside of each controlled lamp.
PASSENGER WARNING LIGHTS

The two sets of warning lights are installed one over each passenger door. The
lights are powered by the MAIN BUS#1 and are controlled by the PASS WRN
ON-OFF circuit breaker type switch located on the switch panel of the overhead
console.
The lights are not present when the EMS kit is installed.

1 PASS WRN ON-OFF Toggle set to ON, allows illumination of the
type switch ............................. passenger FASTEN SEAT BELT
and NO SMOKING warning lights
2 CABIN LT ON-OFF Toggle set to ON, enables the illumination
type switch ............................ control of the passenger
compartment lights, through the
individual ON-OFF switch switch.

ICN-3C-B-332000-G-A0126-00944-A-02-1
CABIN LIGHTS CONTROLS
ICN-3C-B-332000-G-A0126-00945-A-01-1
CABIN LIGHTS INSTALLATION

SECTION 30
CARGO AND SERVICE
COMPARTMENTS

CARGO AND SERVICE COMPARTMENT
The baggage compartment is illuminated by two flood lights installed on the
ceiling.
The lights are powered by the AUX BUS#1 through the BAG LT circuit breaker.
The operation of the flood lights is controlled by a micro switch S301 operated
by the baggage access door. When the door is open the micro switch energises
the relay K301, which provides power to the two lights. The micro switch is also
connected to the DAU in order to activate the BAG DOOR OPEN caution
message in the EDU 1 right column, when the door is not closed.

1 Flood lights .......................... two of them are mounted in the roof of
the baggage compartment
2 Micro switch S301 ................ is actuated by the baggage
compartment access door. Opening
the door automatically actuates the
lights
3 BAG DOOR OPEN (yellow light) If the access door is not correctly
caution message ...................... closed the BAGGAGE DOOR
caution message is displayed on
the EDU 1
4 BAG LT Circuit breaker ..................................... protects the circuit
5 Relay K301 .......................... located close to the baggage door,
inside the baggage compartment,
provides power to the two flood lamps
when the door is open.

ICN-3C-B-333000-G-A0126-00949-A-03-1
CARGO COMPARTMENT LIGHTS INSTALLATION


SECTION 40
EXTERIOR

GENERAL
The whole external lighting system installed on AW109SP is composed by the
following sub-systems:
• Navigation lights system
• Anti-collision lights system
• Taxi and Landing lights system
• Search light system

ICN-3C-B-334000-G-A0126-00962-A-03-1
EXTERIOR LIGHTS LOCATION

NAVIGATION LIGHTS SYSTEM
The position lights enable aircraft in the vicinity and ground observers to
determine position and direction of flight of the helicopter in the air and its
position on the ground at night or during conditions of poor visibility. Three
lights compose navigation light system:
• One red NVG Friendly light installed on the left winglet
• One green NVG Friendly light installed on the right winglet
• One white light NVG Friendly installed at the end of the tail boom
The three lights are connected together in order to form one unique circuit. The
system is controlled by one dedicated switch “POS” with two positions (ON/
OFF) installed on the overhead electrical control panel. This system is
protected against short circuit or over-current through the POS LT circuit
breaker installed on the circuit breaker panel.
ANTI-COLLISION LIGHT SYSTEM

Two red NVG Friendly anti-collision lights compose the anti-collision light
system. They are installed as follow:
• One (called “upper”) installed on the engines cover
• One (called lower) installed under tail boom
The two lights are connected together in order to form an unique circuit. The
system is controlled by the A-COLL switch with two positions (ON/OFF) and
installed on the overhead electrical control panel. This system is protected
against short circuit or over-current through the A-COLL circuit breaker
installed on the circuit breaker panel.

1 POS ON/OFF toggle type CB set to ON, provides power to
.................................................. illuminate the position lights.
2 A-COLL ON/OFF toggle type set to ON, provides power to
CB ........................................... illuminate the anti-collision lights.
3 POS LTS ................................................................. Circuit Breaker
4 A-COLL ................................................................... Circuit Breaker

ICN-3C-B-334000-G-A0126-00965-A-01-1
POSITION / ANTI COLLISION LIGHTS CONTROLS

TAXI AND LANDING LIGHTS SYSTEM
This system is composed by two light assembly including one taxi light of 150W
and one landing light of 250W each installed inside the left and right sponsons.
The pilot only, through one switch, controls the two taxi and landing lights. The
switch has three positions (OFF-TAXI-TAXI/LANDING) and it is installed on
pilot’s collective grip.
Setting TAXI position both taxi lights are lit. Setting TAXI/LDG position, also
the two landing lights are lit. When the taxi lights are lit, on the EDU secondary
the green “LANDING LIGHT ON” advisory message appears. The taxi / landing
light system is protected against short circuit or over-current through the LT
SYS TAXI (15A) circuit breaker ; LT SYS LDG CONTR (3A) circuit breaker
and ; LT SYS LDG PWR (20A) installed on the overhead circuit breaker panel.

ICN-3C-B-334000-G-A0126-00966-A-01-1
TAXI LANDING LIGHTS SYSTEM INSTALLATION

1 OFF-TAXI-TAXI/LANDING switch ..... TAXI and LDG light are OFF
OFF ................................................... all lights are OFF
TAXI ................................................... only the taxi lights are ON
TAXI/LANDING .................................. TAXI and LDG lights are ON
2 LANDING LIGHT ON advisory displayed on EDU 2 when the
message ..................................... switch is in TAXI or TAX and LDG
position
3 LT SYS LDG CONTR .............................................. Circuit Breaker
4 LT SYS LDG PWR .................................................. Circuit Breaker
5 LT SYS TAXI ........................................................... Circuit Breaker

ICN-3C-B-334000-G-A0126-00967-A-02-1
TAXI LANDING LIGHTS SYSTEM CONTROLS AND INDICATORS

SEARCHLIGHT SYSTEM
One steerable landing light composes the system searchlight. The light is
installed under the nose on the left side.
The movements of the light into the four directions is controlled by pilot and
copilot through one directional switch (beep-trim switch) installed on each
collective grip. During the movements of the light the pilot take the priority on
the copilot. The control to light-up/extinguishment and stowing the light is given
to the pilot only through one toggle switch with three operating positions
(STOW/OFF/ON), installed on pilot’s collective grip, with the following
functions:
• STOW position: from any positions, when such command is given, the
light extinguishes and automatically stows.
• ON position: the light-is ON.
• OFF position: the light-is OFF.
When the extension is less than 66°, the light will be turned-off, during rotation,
for the backwards 120° of rotation.
Every time the STOW/OFF/ON toggle switch is set to ON (searchlight lit), a

ground signal is provided to the DAU and on CAS messages the green “PRI
SRCH LT” advisory appears.
Searchlight system is protected against short circuit or over-current through

two circuit breakers, both installed on the overhead circuit breakers panel.

ICN-3C-B-334000-G-A0126-00968-A-01-1
SEARCH LIGHT SYSTEM INSTALLATION

1 SEARCH LIGHT CONTROL SWITCH tthree position switch
• OFF .................................... the lamp is OFF
• ON ...................................... the lamp is ON
• STOW ................................. when selected, the light is

switched and stowed,
2 PRI SRCH LT advisory message displayed on EDU 2 when the
................................................... primary search light switch is set
to the ON position.
3 SEARCH LIGHT SWITCH four position momentary switch
• EXT ..................................... to extend the light.
• RETR ................................... push and hold to retract the
light to the desired angle
• L .......................................... push and hold to turn the light
toward the left
• R .......................................... push and hold to turn the light
toward the right.
4 LT SYS SEARCH PWR .......................................... Circuit Breaker
5 LT SYS SEARCH CONTR ...................................... Circuit Breaker

ICN-3C-B-334000-G-A0126-00969-A-02-1
SEARCH LIGHT SYSTEM CONTROLS AND INDICATORS


CHAPTER
34
NAVIGATION


SECTION 10
FLIGHT ENVIRONMENT DATA

GENERAL AIR DATA SYSTEM (ADS)
The flight environment data system measures pressure and temperature of the The Air Data System receives pneumatic signals from the Pitot-Static Systems
air in order to provide information to the ADS (Air Data System) and to other and electrical signals for the Temperature probes and uses them to calculate
helicopter systems for calculation of altitude, speed etc. air pressure and temperature as well as airspeed providing data, , to the AFCS,
The flight enviroment data system is made of: the AHRS, the TAS and the EFIS.
• The Pitot – Static System The system includes:
• The Ouside Air Temperature Probes • The two Outside Air Temperature OAT sensors
• The Air Data System • The two Air Data Units (ADU1 and ADU2and the ADU selector on the
RCP
• The reconfiguration control panel (RCP) • The ADU1 and the ADU 2 are installed in the baggage compartment
When the ADU selector on the RCP, is set to NORM, each ADU sends the
altitude and airspeed data to the connected systems. When the ADU selector
PITOT-STATIC SYSTEM
is set to 1 or 2, the selected ADU is the source of the air data.
The Pitot-Static System provides total and static pressures required for The standby electronic indicator is independent from the ADUs since it is
Airspeed, baro altitude and vertical speed calculation. directly connected to the left Pitot Tube; so it is not influenced by the position
The system is composed of two Pitot-tubes installed on the helicopter nose . of the ADU selector on the RCP.
Each Pitot tube is provided with integral total and static pressure lines and a The ADU1 is electrically powered by the 28 V DC Auxiliary Bus #1 through the
built-in electrical heating element, to prevent ice formation in the tube. ADU 1 circuit breaker.
The Left Pitot tube supplies pressure to ESIS and ADU 1. The ADU2 is electrically powered by the 28 V DC Essential Bus #2 through
The Right Pitot tube supplies pressure to the ADU 2 positioned in the baggage the ADU 2 circuit breaker.
compartment. When one of the two ADUs is not energized or is failed, the ADU1 or ADU2
On the Pitot No.2 Static line there is a selector for alternate static port, located caution message is shown on the EDU1.
on the right side of the instrument panel. In the event the Pitot static port The Air Data System is used as primary sensors for the:
become obstructed, the alternate port may be selected to supply static • AFCS
pressure to the ADU.
• EFIS: for the generation of the PFD formats; it is also possible to insert
the Baro Altitude correction in hPa or In Hg
OUTSIDE AIR DATA SENSORS • TDR-94 Transponder
The two Outside Air Data (OAT) Sensors are installed on top of the fuselage, • TAS 620 Avidyne Traffic Advisory Systems.
in front of the forward transmission cowling. Each ADC is connected to the on side Temperature Probe and Pitot-Static
The OAT sensor number 1 sends temperature data to the ADU1. system.
The OAT sensor number 2 sends temperature data to the ADU2 and to the
DAU that shows it on the Main Page of EDU2.
RECONFIGURATION CONTROL PANEL (RCP)
The Reconfiguration Control Panel (RCP) panel allow reconfiguration of ADU,
AHRS and GPS systems. The control panel houses three selectors:
• ADU.

• GPS.
• AHRS.
Each selector having three positions:
1 only ADU#1 is used to provide pressure information NORM = both
ADUs are in use, providing pressure information to the on-side side
equipment
2 only ADU2 is used to provide pressure information.

ICN-3C-B-341000-G-A0126-00283-A-01-1
PITOT - STATIC SYSTEM - COMPONENT LOCATION

PITOT - STATIC SYSTEM - CONTROLS
STATIC guarded switch:
• NORM - The right Pitot tube is the source of static pressure for ADU2.
• ALTN - The alternate static port in the cockpit is the source of static
pressure for ADU2.

ICN-3C-B-341000-G-A0126-01784-A-01-1
AIR DATA SYSTEM - COMPONENT LOCATION
ICN-3C-B-341000-G-A0126-01783-A-03-1
AIR DATA SYSTEM - BLOCK DIAGRAM
ICN-3C-B-341000-G-A0126-00285-A-02-1
STATIC AND DYNAMIC PRESSURE SYSTEM FUNCTIONAL DIAGRAM

AIR DATA SYSTEM CONTROLS
1 ADU selector:
• NORM - Each ADU provides the information to the on side instruments.
• 1 - The ADU1 provides air data and the ADU2 is excluded.
• 2 - The ADU2 provides air data and the ADU1 is excluded.

ICN-3C-B-341000-G-A0126-00286-A-02-1
RCP RECONFIGURATION PANEL

CONTROLS AND INDICATIONS The air data system supplies inputs to the EFIS for calculation of the
data shown on the top left corner of the MFDs.
1 ADU selector:
1 OAT indication: shown in °C on EDU #2 main page. It is calculated by
the DAU using the signal received from OAT #2.
2 ADC 1 Caution message: shown when ADU 1 is not energized or is
failed.
3 ADC 2 Caution message: shown when ADU 2 is not energized or is
failed.
AIR DATA SYSTEM INDICATIONS

1 ADU selector:
1 Altitude scale:
It shows barometric altitude in feet MSL (Mean Sea Level). The tape is
graduated in hundreds-feet, labelled every 500ft. The ribbon slides to
have always at least two labels in view. The part of the altitude tape that
is at and below the ground level is of brown color.
2 Altitude readout:
it shows a digital readout of the barometric altitude in feet MSL (Mean
Sea Level). The altitude is shown in ten-feet increments.
3 Setting value of barometric pressure:
It shows the setting value of barometric pressure that can be set using
the right control knob.
4 AGL altitude readout:
It shows the AGL altitude. A letter is displayed together with the digital
readout; the letter can be: R = Radio altimeter; G = GPS; B = barometric.
The selection is done automatically by the system according to
equipment status.
5 Indicated airspeed scale:
Shows the indicated airspeed value.
6 Indicated airspeed readout:
It shows a digital readout for the indicated airspeed in knots or miles per
hour.
7 Wind, density altitude, outside air temperature, ISA deviation and
true airspeed data:

ICN-3C-B-341000-G-A0126-00287-A-01-1

ICN-3C-B-341000-G-A0126-00288-A-02-1
AIR DATA SYSTEM INDICATIONS

ICN-3C-B-341000-G-A0126-01781-A-03-1
AIR DATA SYSTEM - CONTROLS AND DISPLAY

SECTION 20
ATTITUDE AND DIRECTION

GENERAL
Two Attitude Heading Reference Systems: AHRS1 and AHRS2 are installed
on the Aw109SP. Each system is used to provide the following information:
• Helicopter heading
• Magnetic north reference
• Helicopter attitude (pitch and roll)
• Vertical speed

ICN-3C-B-342000-G-A0126-00303-A-03-1
AHRS COMPONENT LOCATION
ICN-3C-B-342000-G-A0126-00304-A-01-1
AHRS 1 AND AHRS 2 CIRCUIT BREAKER PANEL

Each AHRS comprises: INTERFACE
• an Attitude and Heading Reference Unit (AHRU) The AHRS’ interface with:
• an AHRU tray with cooling fan • The PFD to display attitude and heading and MFD to display heading
• a Magnetic Sensor Unit (MSU) In case of failure or data mismatching among the displays the related flag
messages are displayed on the PFDs and MFDs.
• and a calibration unit (CalPROM)
Each AHRS is interfaced with the Air Data System, to receive airspeed and
The cooling fan is directly powered by the AHRU installed on the tray. barometric pressure data used for vertical speed calculation, and with the FMS,
One common control panel is used to manage and test both AHRS. from which it receives GPS position and ground speed.
The AHRUs are installed in the rear avionics bay. In case of failure the DAU generates the AHRS 1 FAIL or AHRS 2 FAIL caution
Each AHRU includes three fiber optic rate gyros, three accelerometers, a message that is displayed on EDU1.
digital computer, a power supply and the interface connectors.
The two AHRS are powered as follows:
Equipment Power Circuit breaker
AHRS 1 Primary: 28V DC BUS #1 AHRS 1 PRIM
AHRS 1 Secondary: 28 V DC BUS # 2 AHRS 1 SEC
AHRS2 Primary: 28 V DC EMER BUS # 2 AHRS 2 PRIM
AHRS2 Secondary: 28 V DC BUS # 1 AHRS 2 SEC
The AHRU trays are aligned to the helicopter axes when installed on the
structure. The MSUs are installed on the bottom of the tail boom. Each MSU
detects the horizontal component of the earth's magnetic field and transmits it
to the related AHRU, which uses the datum as a long term heading reference.
One calibration unit (CalPROM) is installed on each AHRU; it contains
EEPROM card which stores the helicopter specific information necessary for
the compensation of the installation errors of the MSU, the possible
misalignments of the AHRU tray and the distance on the three axes of the GPS
antenna from the AHRU.
The CalPROMs are connected to the AHRU tray so that their position cannot
be inverted if an AHRU is replaced.

ICN-3C-B-342000-G-A0126-00306-A-01-1
AHRS ELECTRICAL ARCHITECTURE

ATTITUDE AND DIRECTION - CONTROLS AND INDICATORS
1 AHRS 1 and AHRS 2 caution messages:
displayed when a failure of rate and acceleration sensing components in the
AHRU1 or AHRS2 occurs.
2 MAG/DG SWITCH:
• MAG ........................................ The AHRU directional gyro is slaved to
the related MSU. The EFIS Instruments
compass rose indicates magnetic
heading.
DG ........................................... The AHRU directional gyro is not slaved
to the MSU, and operates as a free
gyro. The EFIS instruments compass
rose indicates the directional gyro
related bearing. When DG is selected
the “DG” message is displayed on the
related PFD below the heading tape.
3 SYNC switch:
In the DG mode permits to align the directional gyro of the AHRU to a desired
reference. The alignment operation causes the compass rose to turn clockwise
(-) or anti-clockwise (o).
4 AHRS selector:
allows to connect the AHRS as follows:
RCP se- PFD/ PFD/ FCC1 FCC2 ESIS WR

lector po- MFD1 MFD2
sition
NORMAL AHRS1 AHRS2 AHRS1 AHRS2 AHRS1 AHRS1
1 AHRS1
2 AHRS2
5 AHRS 1(2) alignment indicator:

In MAG mode, when the needle is aligned with the fixed reference, the
compass rose of the EFIS instruments is consistent with the helicopter real
direction; otherwise, a misalignment is indicated by the offset position of the
needle.

ICN-3C-B-342000-G-A0126-00307-A-01-1
CONTROL/DISPLAY FUNCTION
PFD INDICATION
1 Directional Scale:
Shows the helicopter heading value. In standard mode, the directional
scale is 70° wide with 5° steps increments and figures every 10°. In
zoom mode, the directional scale is 35° wide with 5° increments.
2 Heading Indicator:
Shows the current heading of the helicopter on the directional scale.
3 Slip Indicator:
Moves left or right to show the lateral acceleration sensed by the AHRS.
4 Bank Angle Scale:
a 60° left and right scale is shown cantered on the PFD is displayed if
de-cluttering option is not selected. The scale provides shows the
helicopter bank angle.
5 Roll Pointer:
Shows the helicopter bank angle on the bank angle scale.
6 Horizon Line:
it is the Sky (blue) ground (brown) separation line.
7 Waterline:
Shows where the helicopter is pointing to
8 Pitch Scale:
It shows the helicopter pitch angle, it turns together with the horizon line.
The pitch scale has 5° increments with larger lines and figures every
10°.
9 Flight Path Marker:
It shows the helicopter actual flight path on the outside world. The flight
path marker is shown laterally from the waterline to show difference
between the aircraft track and heading. The flight path marker is shown
vertically from the waterline to show the aircraft climb or descent angle.
10 Vertical Speed Indicator And Digit Readout:
Shows the inertial vertical speed of the helicopter. The vertical speed
indicator points: up when the helicopter climbs and down when it
descents.

ICN-3C-B-342000-G-A0126-00308-A-01-1
AHRS INDICATIONS ON PRIMARY FLIGHT DISPLAY (PFD)

ICN-3C-B-342000-G-A0126-00309-A-01-1
AHRS CAUTION MESSAGE

FUNCTIONAL DESCRIPTION • or DG mode when If the MAG/DG switch is moved to DG; in this
operational mode the desired heading can be selected by moving the
START UP PHASE alignment switch to left or right.
As the AHRS is energized, the AHRU automatically initiates the start up phase Besides, on the basis of the reception of valid data from the GPS receiver of
and: the FMS, the system is able to provide the ground speed value which is shown
• Activates a start up advisory signal on the MFD.
The AHRS is able to meet any temporary loss of the GPS signal until the
• Activates a signal of No Computed Data (NDC) in attitude, heading, computed ground speed value is considered sufficiently accurate. However
acceleration and rate data
once this threshold is exceeded or anyway in case of prolonged or total loss
• Performs the Power On Self Test to check the proper functionality of the of the GPS signal, the ground speed value is shown as not valid and not more
AHRS the ground speed value provided by the FMS as backup.
• Initializes and starts the inertial sensors.
The start up process requires few seconds; if outside air temperature is outside SELF-TEST MODE
Normal operational range +15°-+35° it may require a longer time.
After a successful completion of start-up phase, the AHRU activates the gyro Self-test of AHRS1 or AHRS2 can be activated by setting the TEST switch on
alignment phase. the AHRS control panel respectively to 1 or 2.
The self-test is automatically disabled during start up or shut down and when
the helicopter is in flight.
ALIGNMENT PHASE During the self-test the PFD (associated to the tested AHRS) must show:
The alignment phase includes heading and attitude alignment. For heading • heading:...................................................................................... 15°
alignment the AHRU uses data from the MSU. pitch:.......................................................................................
For attitude alignment (pitch and roll angles), the AHRUs use data from the
• 5° UP
internal accelerometers. • roll:.................................................................................. 45° RIGHT
If the helicopter is in flight heading alignment is performed during straight and vertical speed climb:.......................................................
level flight, the AHRU uses valid TAS for augmented accuracy
• - 600 ft/min
During static alignment, the earth rate and gyro drift are estimated to improve At the end of the self-test the AHRS returns to normal operation.
system accuracy.
Estimation is independent from the mode ( DG or MAG ) selected.
SHUT DOWN MODE
The shut down of the AHRS is initiated automatically as soon as a low voltage
OPERATIONAL MODE condition or a power interruption occurs.
When the gyro alignment is completed, the AHRS continuously updates the In case of short interruptions (less than 5 ms), an internal power supply holds
angular rates, the accelerations, the heading and the attitude. The system can the system state unchanged.
operate in:
• MAG mode: when MAG/DG switch on the AHRS control panel is set to
MAG, the heading is determined by the MSU and the information on the
MFD refers to Magnetic North.

SECTION 21
ELECTRONIC STAND-BY
INSTRUMENT SYSTEM (ESIS)

GENERAL
The Goodrich GH-3100 Electronic Stand-by Instrument System (ESIS) is used
by the crew as a third source of navigation information for data comparison
and in case of emergency. In is installed on the Instrument Panel, pilot side
and provides:
• Altitude.
• Attitude.
• Heading.
• Speed.
• Vertical speed.
• VOR/ILS navigation.
• Failure flags.
• Turn coordinated indicator.
• Maximum speed (VNE).
• DME Indication
• QNH indicator (barometric value)
• Vertical Speed
The displayed attitude information is generated by an internal inertial 3 axes
package.
Heading is directly provided by AHRS 1 or 2 according to the Reconfiguration
Control Panel (RCP) Knob.
The ESIS is directly connected to Co-Pilot Pitot Tube.
VOR/ILS signal is provided by VOR#1 e VOR#2 receivers upon pilot selection.
A dedicated Detachable Configuration Module (DCM) is connected to the ESIS
rear side and contains the configuration settings; in the event of ESIS removal,
the DCM remains in the aircraft ease the system replacement.
The ESIS is powered by the 28 DC BATT bus through the STBY IND circuit
breaker.

ICN-3C-B-342100-G-A0126-00310-A-01-1
ELECTRONIC STADBY INDICATOR INSTALLATION

ICN-3C-B-342100-G-A0126-00311-A-01-1
ELECTRONIC STADBY INDICATOR BLOCK DIAGRAM

ICN-3C-B-342100-G-A0126-00312-A-01-1
ELECTRONIC STADBY INDICATOR - STATIC AND DYNAMIC PRESSURE PORTS

ICN-3C-B-342100-G-A0126-00313-A-01-1
ELECTRONIC STADBY INDICATOR

CONTROLS AND INDICATIONS on the menu mode, the mode
terminates automatically.
1 Photodiode ............................. Senses environment light and
4 Course indicator ...................... The magenta arrow points up to
automatically sets the the display
the selected course value and
brightness.
points down 180° from the
2 Heading Indicator .................. The indicator is an horizontal selected course value.
ribbon that can move horizontally
5 Extended Manuver Indication The white EXT MANUV label is
to show the actual heading that is
..................................................... displayed, above the Heading
read under the fixed white index.
tape, RH corner during long
The tape has a 65° span with white
duration attitude events (eg. 6
tic marks every 5, 10 and 30
minutes.
degrees. The cardinal headings
(N,S,E,W) replace the scale 6 Adjustment Knob ..................... The knob allows data to be
numbers. The heading tape, along changed, as well as highlighting a
with the DG descriptor, is removed menu item: CW rotation allows
when Menu Mode is active or the next menu page to be
substituted by a red “X” when the displayed, CCW rotation scrolls
external heading information is not the menu items and highlights the
valid. selected item. When the knob is
pressed; toggles, initiates or
3 “M“ Button ......................... When pressed shows a menu listing
enters the adjusted value. When
appears at bottom portion of the
Menu is not selected the knob
Display with four line items visible at
allows baro settings to be made.
a time.
Rotate the Adjustment Knob (6), 7 Altitude indication ................... Is a vertical sliding Tape
located below and to the right of the Displaying altitude from - 1000 to
Display Screen, to scroll through the 55000 feet with white digits at 500
Menu and highlight a Menu item. The feet steps. Tape span is 1100 feet
selected one is displayed in bold and during normal operation. The
preceded by a “>” prompt. span decreases to 800 ft when
Menu items that toggle ON/OFF Menu Mode is active. At tape
indicate opposite current condition. centre, a black box shows the
Menu Items followed by ••• indicate altitude digital readout. In case of
an associated Sub-Menu that altitude invalidity, an “x” is drawn
appears when selected. over the tape area, including the
Menu access terminates when a digital readout area. On top of the
setting is initiated or by pressing the tape, readout indicates the baro
Menu Access Button. After 15 to 20 setting adjustable rotating the
seconds, if no action has been made Adjust Knob. Pushing the knob, a

standard setting (STD) is
selected.
8 Pitch angle indicator ................ Is a series of parallel white lines
each 5° (short lines) and 10°
(long lines).
9 Coordinated Turn Indicator ..... Is a white rectangular symbol
moving with the roll pointer, and
derived from internal sensors. In
case of a slip/skid movement, the
symbol moves away from the roll
pointer.
10 Speed indicator ...................... It is a vertical sliding tape that
displays a span of 100 knots when
the Menu is active the span
reduces to 72.0 ± 5 knots. The
current IAS is shown as digital
readout in a black box at the center
of the tape. In case IAS becomes
invalid, an “X” is drawn over the
tape area, the tic marks, the scale
digits and the digital readout
disappear.
11 DG indication .......................... A DG (directional gyro) indication
appears above the Heading Tape
Index Line when there is a
temporary loss of external
magnetic source.

ICN-3C-B-342100-G-A0126-00314-A-01-1

ICN-3C-B-342100-G-A0126-00315-A-01-1
NAV DATA - VOR MODE

ICN-3C-B-342100-G-A0126-00316-A-01-1
NAV DATA - ILS MODE

START-UP AND SELF TEST SET HEADING:It is active when no heading input is received from the AHRS
and the system operates using internal gyro. Press the knob to access the sub-
IDENTIFICATION MODE menu, rotate the knob, to set the heading, press knob to activate.
At power application the ESIS starts a self-diagnostics automatic process, it NAV MODE:It is available when NAV is configured for more than one
goes blank for approximately 15 seconds while the test is performed. navigation source. Press the knob for sub-menu, rotate the knob to select
If no failures are detected the Identification Screen appears; in the event mode, press knob to finish.
failures are detected, an identification code or message are displayed. SET CRS:This item is listed when VOR/ILS or TACAN data are displayed.
If the test is passed, the unit starts the alighnment phase and displays the ATT ILS:The ILS normal data are displayed when the ILS normal function is
FAIL indication with the message ALIGNING and a completion timer/ counter activated.
below the Aircraft Symbol. CRS AUTO CENTRE:This menu item is displayed when VOR or TACAN data
are displayed along with the left/right deviation indicator.
MENU ITEM DISPLAY

The menu list is available pressing the M menu Access Pushbutton below the
display. A menu listing appears in the bottom part of the screen with four line
items visible at a time.
The Adjustment Knob is used to scroll the menu and initiating the highlighted
function.
Entering the Menu Mode, the available menu items appear in the following
order:
• Fast erect;
• Set brightness offset;
• Fast align;
• Set heading;
• NAV mode;
• Set CRS;
• ILS;
• CRS auto center;
• NAV displays;
• Baro type;
• IAS tape direction (UP or DOWN).
FAST ERECT:Press knob to initiate the function.
SET BRIGHTNESS OFFSET:The Adjustment Knob is used to modify the
display brightness.
FAST ALIGN:Press knob to initiate the function.

ICN-3C-B-342100-G-A0126-00317-A-01-1
INDICATIONS (1 OF 3)
ICN-3C-B-342100-G-A0126-00318-A-01-1
ICN-3C-B-342100-G-A0126-00319-A-01-1
NAV DISPLAYS If an indication is ivalid or a signal is not treceived a red “X” appear on the
indicator and all informations are removed.
This menu item is listed when displaying the VOR/ILS mode with DME, TACAN
Mode or FMS Mode. When this function is activated, the current menu list is
replaced with the items that are relevant to the active NAV Mode display:
• DME Groundspeed (ON or OFF);
• DME Time (ON or OFF);
• TCN Groundspeed (ON or OFF);
• TCN Time (ON or OFF);
• FMS Bearing (ON or OFF).
This sub-menu allows the pilot to toggle ON or OFF some of the secondary
data in the NAV displays. Activating the ON menu item, that data is added to
the NAV display. Activating the OFF menu item, that data are removed from
the NAV display.
BARO TYPE:The activation of this function, one of the following three sub-
menus is displayed where the items of the list are based on the current
operating mode.
• If in HPA mode:..........MB or IN HG
• If in MB mode:............HPA or IN HG
• If in HG mode:...........HPA or MB.
The two baro type that are not displayed are listed in the sub-menu. Activating
a baro type, allows that type to be displayed.
IAS TAPE DIRECTION: This menu item is listed when IAS INCREASE TAPE
DIRECTION configuration is set to PILOT MENU ITEM. The IAS TAPE
DIRECTION UP is listed when the IAS increases and the tape moves
downward. The IAS TAPE DIRECTION DOWN is listed when the IAS
increases and the tape moves upward.
Last selection settings remain in the system memory after switch-off and is
used at system start up.
NORMAL OPERATING MODE

During normal operation, the system performs a continuous self-tests.

SECTION 41
RADAR ALTIMETER

GENERAL
The helicopter is equipped with the Rockwell/Collins ALT-4000 Radar Altimeter
(RA) with the purpose to provide altitude above ground level (AGL). The radar
altimeter senses aircraft height between 0 and 2500 feet. The RA generates,
irradiates and receives microwaves on a frequency of 4300 ± 15 MHz
frequency modulation (continuous waves) at 50 Hz.
The system includes the following components:
• Transceiver (transmitter/receiver)
• Transmitting antenna
• Receiving antenna
The transmitter generates the signal and sends it to the transmitting antenna
that irradiates the signal toward the ground that reflects it back. The reflected
signal is sensed by the receiving antenna. The height of the helicopter is
proportional to the time past between transmission and reception of the radio
signal.
The RA interfaces the EFIS via ARINC 429 databus to display radar height on
the PFDs and MFDs .The EFIS also uses radar height to generate ground
proximity warning annunciations (Refer to chapter 46-30-00).
The RA is also interfaced to the Audio Warning Generator (AWG) through a
relay to activate the following voice annunciations:
• TWO HUNDRED FEET
• LANDING GEAR (repeated twice)
• DECISION HEIGHT
The transceiver is installed in the rear avionic bay, while the two antennas are
installed on the bottom side of the tail boom.
The radar altimeter system is powered by the 28 VDC EMERGENCY BUS #2
through the RAD ALT circuit breaker installed on the overhead circuit breaker
panel.

ICN-3C-B-344100-G-A0126-00328-A-01-1
RADAR ALTIMETER BLOCK DIAGRAM

ICN-3C-B-344100-G-A0126-00329-A-01-1
RADAR ALTIMETER INSTALLATION

INDICATIONS 2 Decision height digit read out ...............................................................
The radar height information is displayed on the PFD below the flight path 3 Decision height bug ..............................................................................
marker as digital readout, any time the Radio height is between 20 feet and 4 RADALT FAIL caution message Shown when the helicopter is
2,500 feet AGL. ................................................... flying below 2500 ft AGL and the
radio altimeter indication is invalid.
The PFD also shows the decision height information on the central area of the
screen. 5 DEC HT caution message ...... The DEC HT (decision height)
annunciation is displayed when the
The radar height information can also be displayed on the MFDs when the helicopter descends below the
Hover page is selected. decision height reference. The DEC
HT caution message is followed by
Radar height is used by the EFIS to perform the TAWS (Terrain Awareness the aural annunciation “decision
and Warning System) function; if radar height is not available or valid, the height“.
system reverts to another source. The source indication appears after the digit 6 Radio height scale ................ Shows on the PFDs the AGL altitude
readout in order to designate the actual source of height as follows: of the helicopter . Altitude is shown
• R = radar height (used when a valid radar altimeter signal is present and in green. The scale is from 0 to 500
shown in 1 ft. increments). ft when the helicopter is below 500
• G = GPS height computed through GPS altitude minus terrain elevation ft. The scale is from 0 to 2500 ft when
(used when the radar altimeter signal is invalid). the helicopter is above 500 ft. The
• B = barometric height computed using baro-altitude minus terrain scale is logarithmic to show smaller
elevation (used when the radar altimeter and GPS signal is not present). resolutions at lower altitude.
Radar height information is not displayed when radar height is either greater
than 2,500 feet AGL or less than 20 feet.
In case of radar altimeter failure the yellow message “RADALT FAIL” is

displayed on both PFD and MFD if the aircraft is flying below 2000 feet AGL;
the message is followed by an alert tone generated by the EFIS.
RADAR ALTIMETER SYSTEM-INDICATORS

1 Radio height indicator ............. Shows on the PFDs the AGL
altitude of the helicopter . The
indicator is of four-digit type with a
letter indicating the source.The
indicator is not shown when the
measured height is more than 2500
ft. The radio height digital read out
turns yellow when below the
decision height.

ICN-3C-B-344100-G-A0126-00330-A-03-1
RADAR ALTIMETER INDICATIONS
VOICE ANNUNCIATIONS AND CAUTION MESSAGES
TWO HUNDRED FEET
It is activated by the radar altimeter when the helicopter descends below 200
ft radar height; it is played by the AWG. The voice annunciation TWO
HUNDRED FEET can be inhibited selecting the REGRADE position on the
AWG switch.
LANDING GEAR (REPETED TWICE)

Together with the “LANDING GEAR“ caution message displayed on EDU1, it
is activated by the radar altimeter when the helicopter descends below 200
feet radar height and landing gear is retracted. The Relay K119 inhibits both
the caution message and the voice annunciation if the landing gear is locked
in the extended position.
DECISION HEIGHT
It is activated by the radar altimeter when the radar height is below the decision
height set trough the Remote Bug Panel (RBP).
The voice annunciation is played by the EFIS.

ICN-3C-B-344100-G-A0126-01774-A-01-1
RADAR ALTIMETER SYSTEM CONTROLS

SECTION 42
TRAFFIC ADVISORY SYSTEM

GENERAL
The TAS620 Traffic Advisory System is used to identify the altitude, range and
bearing of nearby transponder-equipped aircraft. It features a 21nm range,
9.900-foot vertical separation maximum and a 55.000-foot service ceiling. It
interrogates other vehicles transponders within its coverage volume, providing
a warning to the flight crew when the calculated time to closest approach (CPA)
of any intruder and the protected area around the aircraft reaches the 30-
second threshold.
Vertical separation is determined by comparing the decoded altitude replies
with the host's altitude (from the altitude encoder); altitude data from the
intruder is referenced to pressure altitude (29.92 inches or 1013hPa), as is the
onboard encoder, thus separation is not dependent on the altimeter setting.
The range is determined using radar time of arrival technique. Bearing to the
traffic is determined using the dual directional antennas, on the top and bottom
of the aircraft.
Aircraft equipped with -Mode A transponders can only provide range and
bearing information (no flight level). The TAS620 System does not detect
aircraft without operating transponders. The system communicates with the
EFIS via RS 232. A dedicated (traffic _page) page on the MFD display
(TRAFFIC_page) is accessible to the crew fo more complete awareness of air
traffic around the helicopter.
Aural Traffic Messages are exclusively driven by the EFIS that is directly
connected to the ICS. Transponder and DME suppression are required for TAS
operation to ensure the DME does not interfere with the transponder or the
TAS. Interference that causes transponder squitter (unsolicited replies) from
any source, reduces data available to the TAS.

ICN-3C-A-344200-G-A0126-00333-A-01-1
TAS 620 - FUNCTIONAL DIAGRAM

COMPONENTS
The TAS620 System components consist of:
• One Remote Processor
• One Transponder Coupler
• One single blade antenna (fuselage upper part)
• One double blade antenna (fuselage lower part)

ICN-3C-A-344200-G-A0126-00334-A-01-1
TAS 620 - COMPONENT LOCATION

OPERATIONS TABLE 3. SLB TA THRESHOLDS
There are three advisory levels: Host to intruder
• Traffic Advisories (TA)
• Proximate Advisories (PA) Altitude Separation
Tau (Seconds) Range (nm)
Intruder type (ft)
• Other Traffic (OT)
Altitude reporting
A Traffic Advisory (TA)that is audibly announced, and is generated if the < 30 < 0.55 < 800
intruders
TAS620 System detects a collision risk (vertical or horiziontal). The message
remains effective until the range between host aircraft and the intruder aircraft Non altitude re-
begins to diverge or is no longer detected for 8 seconds, whichever is longer. < 25 < 0.20 N/A
porting intruders
A Proximate Advisory (PA)that is displayed traffic within the flight crew-
defined display parameters, and Other Traffic (OT)is defined as intruders that
are not TAs or PAs.
When the landing gear is extended, a smaller volume of airspace is used as

criteria to generate TA. All other flight conditions use a larger volume of TRAFFIC ADVISORY SYSTEM - CONTROLS
monitored airspace, called Sensitivity Level B (SL B).
1 AURAL WARN / TAS switch ... OFF – It inhibits generation of the
TABLE 2. SLA TA THRESHOLDS TAS aural and visual caution and
advisory.
Host to intruder The TAS INHBT advisory message
is shown on the MFD.
Altitude Separation ON - The aural annunciation of the
Tau (Seconds) Range (nm) traffic and the related warning flags
Intruder type (ft)
are active.
Altitude reporting
< 20 < 0.20 < 600
intruders
Non altitude re-

< 15 < 0.20 N/A
porting intruders

ICN-3C-A-344200-G-A0126-01775-A-01-1
TRAFFIC ADVISORY SYSTEM - CONTROLS (1 OF 2)

ICN-3C-A-344200-G-A0126-01776-A-03-1
TRAFFIC ADVISORY SYSTEM - CONTROLS (2 OF 2)
ALTITUDE ENCODER thumbnail. Display of the mini-map and the traffic thumbnail is mutually
exclusive.
The TAS recognizes the host aircraft altitude using the onboard encoder that
is based on standard pressure and compares it with the Altitude information
received from other transponders to compute traffic separation. Adjustment of
the altimeter setting has no effect on the separation data.
TRAFFIC ADVISORY SYSTEM - CONTROLS AND
INDICATORS
GEAR POSITION
1 Intruding aircraft symbol .... It shows the position of the intruding
When the landing gear is down, or during Approach and Departure modes, the aircraft with respect to the
TAS620 System uses Sensitivity Level A. That reduces the sensitivity values helicopter.
used to determine when a TA should be issued, minimizing warnings in the
high traffic areas close to the landing runway. • Empty cyan diamond: an
intruding aircraft not meeting the
criteria for a (TA) is detected
INDICATION beyond 6 NM and 1200 ft.
Airborne traffic is displayed on the PFD as symbols that are based on the level
• Full cyan diamond: shows an
intruding aircraft with a
of threat. The artificial horizon represents ownship altitude and the relative Proximate Advisory (PA)
altitude is shown using the + symbol when traffic is above or - when the traffic condition. The aircraft is detected
is below the helicopter altitude. Traffic distance is shown to the left of the within 6 NM and 1200 ft.
symbol. A vertical direction arrow on the right of the symbol indicates a climb
or descent at a speed greater than 500 fpm. • Full yellow circle shows an
intruding aircraft that is
A Traffic Alert causes a “pop-up” condition on the PFDs and MFD1 so that, considered a thread. The aural
traffic is automatically shown on the displays if it represents a threat, even if it message consisting of a tone
has been manually decluttered by the pilot. On the moving map, the scale is followed by the TRAFFIC,
automatically set to highlight the threatening traffic. The pilot is then free to TRAFFIC is played as well and
reconfigure the displays as desired. When the helicopter altitude AGL is less the TRAFFIC caution message is
than 400 ft, traffic is shown but alerts are not provided. Traffic within 200 ft. of displayed.
ground level is not shown or annunciated. Distant traffic at low altitudes may 2 Range indication ..................... on the LH side of the It shows in
be partially obscured by terrain. nautical miles the distance
between the helicopter and the
TRAFFIC THUMBNAIL intruding aircraft.
A traffic thumbnail may be displayed on the lower right corner of the PFD above 3 Relative altitude indication .... Shows the altitude of the intruding
the active waypoint identifier. The traffic thumbnail has clock face markings aircraft with respect to the
and will normally be fixed at 6 NM scale. In the event of a “Traffic Advisory,” helicopter. It is shown in hundreds
the traffic thumbnail is enabled and the scale is adjust automatically , in of feet, the symbol – indicates that
increments of 2 NM, to optimally display traffic. The pilot can hide traffic the intruding aircraft is below the
helicopter. The symbol +indicates

that the intruding aircraft is above 8 Altitude filter indication .......... Available only on MFD TRAFFIC
the helicopter. page, it shows the selected traffic
4 Vertical trend arrows ........... It is shown on the right side of the altitude filter : AUTO, ABOVE,
intruding aircraft symbol when the BELOW, NORMAL and ALL.
detected aircraft is climbing - 9 Traffic mode annunciator ......... Shown only when the Moving
upwards pointing arrow, or Map page is set on the MFD.
descending downwards pointing When the TRAFFIC legend is
arrow, at a rate greater than 500 ft/ shown, the Moving Map page
min. . The arrow is not shown when supplies the traffic data.
the intruding aircraft has a vertical
10 TAS INHBT advisory message Shown on the MFD when the
speed lower than 500 ft/min or does
...................................................... AURAL WARN / TAS is set to
not report the altitude.
OFF.
5 Traffic thumbnail ................... It is automatically shown in the
11 TRAFFIC caution message .... Shown when a TA condition
bottom right corner when there is a
occurs. The caution message is
TA.
not shown when the AGL altitude
It has a clock shape markings and
of the helicopter is less than 400 ft
a scale usually set at 6 NM. The
or when the intruding aircraft is
scale is automatically adjusted in
below 200 ft AGL.
multiples of 2 NM (2 NM, 4 NM or 6
NM) to optimally display the traffic.
The flight crew can declatter the
traffic thumbnail. The traffic
thumbnail disappears in the
Unusual Attitude Mode. Display of
the minimap and the traffic
thumbnail are mutually exclusive
with the traffic thumbnail taking
precedence during a TA.
6 Reference ring scale ............... It shows the distance of the
position reference ring from the
helicopter. The scale is shown at
the six o’clock position.
7 Position reference ring ........... It is used as reference to estimate
the distance of the threat aircraft.
Asterisks are shown around the
helicopter symbol in the same
positions of the clock.

ICN-3C-A-344200-G-A0126-00336-A-01-1
TRAFFIC ADVISORY SYSTEM - CONTROLS AND INDICATORS


SECTION 43
WEATHER RADAR SYSTEM

GENERAL CONTROL PANEL
The RDR 2000 is a remote mounted radar primarily intended for weather A radar control panel is used to control radar operations. The controls enable
avoidance and ground mapping functions as an aid to navigation. selection of basic weather, ground mapping and self test functions. Also image
display optimisation is made possible by the use of controls for range selection,
MAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL) display intensity and antenna tilt angle.
Heating and radiation effects of weather radar can be hazardous to life. In order
to be outside of the envelope in which radiation exposure levels equal or
exceed the recommended limits, personnel should remain out of the MPEL
boundary clearly defined in the RFM.
COMPONENTS DESCRIPTION
The ART 2000 main subsystems are:
the radar transmitter/receiver and the radar antenna, assembled as a single

unit with a single mounting facility, a Configuration Module, and a Control
Panel.
The antenna is stabilized in pitch and roll by the signals from the AHRS #1 ,
the stabilization can be removed through the dedicated knob on the Weather
Radar Control Panel.
The stabilization OFF condition is indicated by the appearance of the STB OFF
caution message on the MFD. The antenna is a flat type antenna capable of
radiating high RF (Radio Frequency) power with a beam width of 10 degrees.
The installation is configured with a strut switch WOW (Weight On Wheels)
which sets the system in standby mode, inhibiting transmission, when the
aircraft is on the ground.
The configuration module stores configuration and calibration data for the RDR
2000 system. It is installed outside the system and remains with the helicopter
when the radar is replaced.

ICN-3C-A-344300-G-A0126-00341-A-01-1
AW109SP - RDR 2000 WEATHER RADAR COMPONENT LOCATION

ICN-3C-A-344300-G-A0126-00342-A-01-1
AW109SP - WEATHER RADAR SCHEMATIC DIAGRAM

ICN-3C-A-344300-G-A0126-00343-A-01-1
RDR 2000 WEATHER RADAR CONTROL PANEL

WEATHER RADAR CONTROLS OFF“ appears on the lower right
corner of the display.
1 Function selector
6 TRACK left/right pushbuttons Allow to rotate the antenna in
• OFF position .................... removes primary power from ....................................................... azimuth, in 1° steps up to 45° left
the system. or right. The azimuth line (yellow)
• SBY (standby) position ... sets system in the standby is displayed when the button is
condition for The system is pushed. When the Vertical
powered but it doesn’t transmit. Profile display is selected, the
pushbutton can be used to select
• TST (test) position .......... when selected, test pattern is
the vertical “slice” to be
displayed and the 80 mile range
displayed with 2° increments
is automatically selected, but
after each horizontal scan.
can be changed. In the test
condition the system doesn’t 7 VP pushbutton ......................... Pressing this pushbutton the VP
transmit. mode is activated. The radar
performs a vertical scan of ± 30
• ON position ...................... This position allows normal degrees about the horizontal
operation; the system transmits track line.
and the Wx mode and 80 mile
range are automatically 8 ................................................. Varies the radar receiver when in
selected MAP mode. Gain is preset in TEST
and in the Wx, WxA modes.
2 Wx pushbutton ...................... Selects the weather mode Wx on
the display.is displayed Weather
compensation is not active. AW109SP - WEATHER RADAR CONTROLS AND
3 WxA pushbutton .................... When pressed it selects weather INDICATORS
alert mode (WxA): . Magenta area
flashes. WxA legend is displayed. 1 WXR indicator ........................ OFF - (red crossed) - Shows that
Weather compensation is active. the system is de-energized.
STBY -Shows that the system is in
4 GND MAP pushbutton .............. Allows selection of ground the warm-up state (function
mapping mode (MAP) MAP selector in STBY position)
legend is displayed. Red color is TEST - Shows that the system
not used in the MAP mode. self-test is in progress (function
5 TILT control .......................... Allows to tilt the antenna + or - 15° selector in the TST position). The
with respect to the 0à tilt antenna MFDs show the test pattern.
positionThe tilt angle is displayed on WX -Shows that the Wx mode
the upper left corner of the display. operates.
If the knob is pulled, antenna WXA - Shows that the WxA mode
stabilization is disabled. and “STAB operates.

GMAP - Shows that the GND MAP thunderstorm in relation to the
mode operates. helicopter altitude. The centre line
2 STAB OFF indication ............. displayed when the antenna shows the helicopter altitude. The
stabilization system is deactivated. other two lines show altitude
difference above and below the
3 TLT indicator ............................ Shows the tilt angle of the helicopter.
antenna in degrees together The altitude differences change in
withthe letter U (up) or D (down) relation to the distance reference
4 Distance reference scale ..... provides a reference distance of a scale as follows:
thunderstorm from the helicopter. - ±15 ft for 10 NM scale
5 WX ALRT caution message . . . displayed when there is a weather - ±30 ft for 20 NM scale
alert condition. - ±60 ft for 40 NM scale
6 STAB LMT caution message displayed when helicopter attitude - ±120 ft for 80 NM scale
................................................... is out of the operational limits of the - ±240 ft for 160 NM scale
antenna stabilization system.
- ±360 ft for 240 NM scale
7 ANT FAULT caution message when there is a problem with the
...................................................... antenna drive system. 13 Right knob ..................... if turned clockwise, itncreases the
reference distance (in NM) in this
8 Image of the weather condition displayed as a result of echoes
sequence: 10 - 20 - 40 - 80 - 160 - 240.;
and ground .............................. that the system receives. The
Tif turned counterclockwise,
image is of different colors in this
itdecreases the reference distance (in
intensity sequence: black, green,
NM) in this sequence: 240 - 160 - 80 -
yellow, red and magenta.
40 - 20 - 10.
9 Track line .............................. Shows the direction (azimuth)
14 Elevation line ........................... Shows the elevation angle about
where the antenna is pointing to. It
which the antenna scans
stays in view for 15 seconds after
vertically.
selection.
10 MENU push-button .............. Allows selection of the available
menu pages. To set the WX RDR
Page: push the NRST push-button
to select the FUNCTION label. Then
turn and push the knob on the right.
11 TRK indication ....................... displays azimutha anglein
degrees.The letter L (left) or R
(right) is in displayed associated to
the angle indication.
12 Vertical altitude indication ... Three lines that help the pilot to
calculate the altitude of a

ICN-3C-A-344300-G-A0126-01778-A-01-1
AW109SP - MFD WEATHER RADAR CONTROLS AND INDICATORS
SYSTEM OPERATIONAL MODES TEST MODE
The mode of operation is selected by means of the selector and pushbuttons The purpose of this mode is to determine system operability. TEST pattern is
located on the Weather Radar Control Panel. Indication of the selected mode displayed and 80 miles range is automatically selected; the system doesn’t
is displayed, in green lettering, on the lower central area of the EHSI. The fault transmit while in Test mode and the STB OFF caution message is displayed.
messagesare displayed on the top left corner of the EHSI.
The radar operating modes are:

• Stand-by (WX STBY) WEATHER MODE
• Test (WX TEST)
This is the radar normal operating mode.On ground, the system is interlocked
• Weather alert (WXA) with the Weight On Wheels (WOW) switch that inhibits transmission.
• Ground mapping (WX MAP)
The radar receiver gain is automatically calibrated in the WX modes and can
• Weather avoidance (WX) be manually adjusted in MAP Mode.
If a fault is detected in the WeatherRadar System, the relevant message is Targets are displayed in specific colors. Each representing specific storm
displayed, in the following priority order, only one at the time, on the top left intensityas shown.
corner of the EHSI:
In the WX mode, displays levels are: black, green, yellow, red, and magenta.
• General radar fault (RT)
• Transmitter fault or ground inhibit (TX) When the WXA function is activated and the radar detects a red intensity target,
which is beyond the range selected, the yellow message WX ALERT is
• Antenna fault (ANT) displayed on the MFD.
• ARINC-429 fault (429)
GROUND MAPPING
• Stabilization mode disabled (STB OFF)
The ground-mapping operation is selected by setting the function switch to ON
• Stabilization limit (STB LMT)
and pressing the MAP push-button. The TILT control is turned down until the
• Radar data are unavailable (WX) desired amount of terrain is displayed. The degree of down tilt depends upon
the aircraft altitude and the selected range. The receiver characteristics are
• Disagreement between commanded and received radar operational
altered to provide equalization of ground target reflection versus range; the
parameters, as tilt, gain, azimuth, mode.(WX DISAGREE) Displayed
selection of Preset gain generally provides the desired mapping display,
near the helicopter symbol.
however, the pilot can decrease the gain manually by selecting manual gain
and rotating the GAIN control.
STANDBY
When Standby is selected, the antenna is stowed in a tilt-up position and is
neither scanning nor transmitting. Standby should be selected any time it is VERTICAL PROFILE (VP)
desired to keep power on the system without transmitting. The operational difference between the standard weather radar display
(horizontal profile)and the Vertical Profile, is the additional ability to vertically
scan the antenna up and down with respect to the aircraft centre line and

process the vertical slice of information providing information about the storm’s
vertical characteristics.
The VP mode can be selected from the EHSI NAV MAP page by pressing the
Multi-function soft key besides the VERT legend, while the WX or WXA mode
is active.
A short period of time elapses before the vertical presentation is displayed
because the radar continues to scan normally, after the VP is selected, until it
reaches the required azimuth position set using the track pushbuttons.

SECTION 51
DME SYSTEM (COLLINS DME-4000)

GENERAL
The helicopter is equipped with a Distance Measurement Equipment (DME)
system, composed of:
• One Transceiver Collins DME-4000.
• and One DME Antenna
The DME (Distance Measuring Equipment) uses the channels automatically
coupled to the VOR/LOC‘s channels to provide distance to the station. The
Collins DME-4000 transceiver manages contemporarily 3 of the 252 available
channels.
The DME’s maximum range is about 300 NM, indication accuracy is about 0,1
NM between 0 and 199,9 NM and about 1 NM between 200 and 300.
Tuning of the DME is possible using the RTU panel; the DME interfaces with
the EFIS to display information.
The first two DME channels are used for the VOR/LOC1 and VOR/LOC2
selections, while the third channel is always coupled to the preset frequency
of the NAV1.
The DME provides: distance, ground speed, estimated time to/from a station,
station identification.
An invalid DME selection results in three lines “- - -“ displayed on the RTU; if
the signal is weak or temporary lost, the DME memory stands by for 10÷14
seconds.
The audio DME signal is send to ICS system to transmit to the pilot’s
headphones the station identification code, that is transmits every 30 seconds.
The DME is electrically powered by the 28V DC AUXILIARY BUS #2 through
the “DME” circuit breaker.
The the DME – 4000 has a built-in test function that can be activated through
the RTU panel.

ICN-3C-C-345100-G-A0126-00349-A-01-1
DME FUNCTIONAL DIAGRAM

CONTROLS AND INDICATIONS
1 VOR frequency ........................ it is the frequency of the VOR
station the active DME is
associated to. The cyan H letter
means that the DME Hold function
is selected.
2 DME-H button ........................ when pushed, it keeps active the
current DME frequency although
the VOR station is changed.
3 Test ...................................... when pressed the DME self test
function is activated.

ICN-3C-C-345100-G-A0126-00350-A-01-1
DME CONTROLS AND INDICATORS - RTU

ICN-3C-C-345100-G-A0126-00351-A-02-1
DME CONTROLS AND INDICATORS - PFD

ICN-3C-C-345100-G-A0126-00353-A-01-1
DME CONTROLS AND INDICATORS - MFD

ICN-3C-C-345100-G-A0126-00352-A-01-1
DME COMPONENT LOCATION

SECTION 52
NAV #1 AND NAV #2 SYSTEM

VOR/ADF #1 NAV-4000 GENERAL DESCRIPTION Magnetic bearing, course deviation, TO-FROM indications and audio
identification code of the selected station. Aural and visual indication of
The NAV-4000 combines the VOR/LOC, Glide-Slope, Marker Beacon receiver helicopter passage over a MB station.
and the ADF-receiver in one single unit. The system includes:
The system is composed of: • One NAV-4500 Receiver;
• One VOR/ILS/ADF NAV-4000 Receiver; • One VOR/LOC antenna installed on the tail one GLIDESLOPE antenna
installed inside the nose compartment
• One VOR/LOC antenna installed on the tail, composed of two antennas
installed on the right and left side of the tail cone; • And one MARKER BEACON antenna installed on the bottom of the
fuselage between the two main landing gears
• One GLIDE SLOPE antenna installed in the nose compartment;
The NAV 4500 Navigation Receiver provides 200 VOR/LOC channels 50kHz-
• One MARKER BEACON antenna installed on the bottom side of the spaced from 108.00 through 117.95 MHz and 40 GS channels automatically
fuselage between the wheels of the main landing gear; paired with localizer channels. It also provides a marker beacon receiver; the
• One ADF antenna installed on the bottom of the fuselage ahead of the MB receiver operates in the fixed frequency of 75.00 MHz.
Marker Beacon antenna. The system is electrically powered by the MAIN BUS #1, through “VOR1”
circuit breaker.
The NAV#1 and NAV#2 systems are powered only if the MSTR AVNX switch
The NAV1 #1 provides VOR/LOC functions and operates on the VHF is in NORM position.
frequencies between 108÷117.950 MHz.
The ADF operates in the low frequency band of 190 to 535 kHz receiving
transmission from a ground radio station and providing the pilot with CONTROLS AND INDICATION
information about the station itself and direction to the station.
The NAV1 and NAV2 navigation systems are controlled through the RTU #1
and RTU#2 and the EFIS.
NAV1 and ADF indication are displayed on the EFIS.
The system is electrically powered by the ESSENTIAL BUS #2 through the

VOR #1/ADF circuit breaker.
The VOR/ADF NAV – 4000 system is not powered when the MSTR AVNX
switch is in GND COM position. The system is controlled through the RTU#1
and RTU#2 and the EFIS.
VOR/ILS #2 NAV – 4500 GENERAL DESCRIPTION

The NAV2 on board navigation system operates in conjunction with VHF Omni
directional Range (VOR), Instrument Landing System (ILS) and Marker
Beacon (MB) ground stations to provide the pilot with:

ICN-3C-A-345200-G-A0126-00359-A-01-1
NAV 1 PAGES TREE

TLP PAGE - SUBDISPLAY NAV 1
1 Active frequency ................... VOR active frequency. When
selected through the relative
multipurpose button it can be
directly modify between 108 ÷
knobs.
2 MK-HI indicator ....................... is displayed when the Marker
Beacon is set to the maximum
sensitivity.
3 VOR/DME hold frequency .... Shows the DME frequency
automatically tuned, the yellow H
letter means that the DME-Hold
function is selected.
4 Presettled frequency ............. VOR preset frequency. When
selected through the relative
multipurpose button, it can be
knobs or also it can be selected
among the 20 preset channels.

ICN-3C-A-345200-G-A0126-00360-A-02-1
NAV #1SYSTEM - TOP LEVEL PAGE (TLP)

ICN-3C-A-345200-G-A0126-00364-A-02-1
NAV #2SYSTEM - TOP LEVEL PAGE (TLP)

NAV MDP PAGE
1 Active frequency ................... VOR active receipt frequency.
When selected throughthe relative
directly modified between 108 ÷
knobs.
2 Presettled frequency ............. VOR preset frequency. When
selected throughthe relative
multipurpose button, it can be
knobs, or it can be selected among
the 20 preset channels.
3 Test ....................................... this function activates the VOR/ILS
NAV/ADF – 4000 receiver self test.
4 MRK sensitivity ....................... allows to select between the
Marker Beacon sensitivity
between LO (low sensibility) or HI
(high sensibility).
5 Preset Page ........................... allows to acces to the PRESET
pages.
6 Return ....................................... allows to return to the TLP page.

ICN-3C-A-345200-G-A0126-00361-A-02-1
NAV #1 SYSTEM MAIN DISPLAY PAGE (MDP)

NAV PRESET PAGE
1 Recordable channel ................. 20 recordable channels
organized in 5 pages are
available, the other areas are the
same in all pages;
2 Marker beacon sensitivity ....... it indicates the Marker beacon HI
level selection
3 Page number ....................... it indicates which one of the 5 pages
of the recordable channels
isdisplayed. The page can be
changed using the associated
multipurpose button and rotating
one of the concentric knobs.
4 Active frequency ..................... shows the current VOR active
frequency.
5 Tune mode ........................ it indicates the selected tuning mode
((FREQ or PRESET). The mode can
be changed using the associated
multipurpose Button.Current mode is
displayed in cyan, large letters.

ICN-3C-A-345200-G-A0126-00362-A-01-1
NAV #1 SYSTEM PRESET PAGE

ICN-3C-A-345200-G-A0126-00363-A-01-1
ADF PAGES TREE

ADF MDP PAGE
1 Active frequency ................... ADF active frequency. When
selected through the associated
directly modified using the
concentric knobs.
2 Presettled frequency ......... ADF presetfrequency. When
selected through the associated
multipurpose button, it can be directly
modified using the concentric knobs,
or it can be selected among the 20
presets.
3 Test ....................................... this function activates the VOR/ILS
NAV/ADF – 4000 receiver self test.
4 BFO ..................................... allows to activate the internal Beat
Frequency Oscillator.
5 ADF operation mode ............. allows to select the operation
mode: in the ANT mode the system
simply receives transmissios from
the selected radio station; in the
ADF mode a pointer is associated
and slaved to the ADF antenna to
display bearing to the station.
6 Preset Page ........................... allows to access to the PRESET
page.
7 Return ....................................... allows to return to the TLP page.

ICN-3C-A-345200-G-A0126-00365-A-02-1
ADF MDP PAGE

ADF PRESET PAGE
1 Recordable channel ................. 20 recordable channels
organized in 5 pages are
available, the other areas are the
same in all
2 BFO and ADF operation mode indicate the BFO mode and the
..................................................... ANT mode activation.
3 Page number ....................... it indicates which one of the 5 pages
of the recordable channels
isdisplayed. The page can be
changed using the associated
multipurpose button and rotating
one of the concentric knobs.
4 Active frequency ..................... it shows the current ADF active
frequency.
5 Tune mode ........................ it indicates the selected tuning mode
((FREQ or PRESET). The mode can
be changed using the associated
multipurpose Button.Current mode is
displayed in cyan, large letters.

ICN-3C-A-345200-G-A0126-00366-A-02-1
ADF PRESET PAGE
ICN-3C-A-345200-G-A0126-00369-A-01-1
NAV SOURCE SELECTING PAGE - PFD

ICN-3C-A-345200-G-A0126-00368-A-01-1
VOR AND GS INDICATIONS - PFD

ICN-3C-A-345200-G-A0126-00355-A-02-1
VOR AND ADF POINTERS - MFD
ICN-3C-A-345200-G-A0126-00356-A-01-1
VOR, ADF AND GS INDICATIONS - MFD (CONVENTIONAL HSI/PTR FORMAT)

ICN-3C-A-345200-G-A0126-00358-A-01-1
VOR1 AND VOR2 AUDIO CONTROLS

VOR AND GS INDICATIONS - ESIS
1 Marker beacon ...................... it is displayed when the helicopter
flyes over a Marker Beacon station:
• OM (Outer Marker)
• MM (Middle Marker)
• IM (Inner Marker)
2 Mode indicator ........................ Shows the selected source of
navigation data.
3 Set course digital read out .... In VOR or ILS mode it shows the
selected course.
4 Course/Localizer deviation It moves left or right to show the
indication ................................. lateral deviation from the
navigation source. In ILS mode
the indicator shows the left or right
deviation from the localizer.
5 Glideslope deviation indication It moves up or down to show the
................................................... vertical deviation from the
navigation source; in ILS mode
the indicator shows the up or
down deviation from the
glideslope.
6 Set course arrow .............. On the heading scale it
correspondends of the selected
course. The arrow is upwards when
the helicopter is flying to the station.
The arrow is downwards when the
helicopter is flying from the station.

ICN-3C-B-342100-G-A0126-00316-A-03-1
ESIS VOR/ILS AND GS INDICATIONS
ICN-3C-A-345200-G-A0126-00357-A-01-1
VOR1 AND VOR2 INSTALLATION


CHAPTER
46
SYSTEM INTEGRATION AND DISPLAY


SECTION 31
ELECTRONIC FLIGHT INSTRUMENT
SYSTEM

GENERAL
The Electronic Flight Instruments System (EFIS) consists of 4 Chelton
Displays, provided with the respective set of navigation receivers and data
buses, 2 displays are mounted on the pilot side and 2 on the copilot side.
The Flight Logic synthetic vision EFIS is a complete flight/navigation
instrumentation system that intuitively provides information to a pilot via
computer generated screens shown on panel-mounted hardware.
Each of the panel-mounted display consists of an integrated display unit (IDU)
that can be either a Primary Flight Display (that only shows the PFD screen)
or a multifunction display (MFD) capable of showing a variety of screens. The
MFD can be configured by the pilot as a reversionary PFD or navigation display
(ND) at the touch of a button. The ND can be further configured as a moving
map, electronic HSI, a dedicated traffic display, or a dedicated weather display.
The displays are comprised of a high-brightness backlit LCD screen, eight
buttons, two control knobs, and an optional slip indicator. The buttons and slip
indicator are also backlit and their brightness can be adjusted independently
of the screen. All lighting is night-vision goggle compatible.
Remote-mounted equipment consists of:
• 2 AHRS (Attitude Heading Reference System)
• 2 GPS WAAS receivers
• 2 ADU (Air Data Units)
Furthermore, the system has Class “A” and “B” helicopter TAWS Capability.

ICN-3C-A-463100-G-A0126-00566-A-01-1
ELECTRONIC FLIGHT INSTRUMENTS SYSTEM

SYSTEM CONFIGURATION 6 Upon power up, verify that update was successful by noting the new
NavData cycle and expiration dates before acknowledging the startup
Each display is driven by its own internal processor. A complete system
screen. The data itself is verified by a CRC self test at every step of the
consists of at least one display, a GPS receiver, an AHRS and a ADC. All
process, thereby ensuring that the data you installed onto the system
displays communicate with (but do not rely upon) each other and all sensors
has not been corrupted at any point during the process.
are connected to the displays in parallel, so each display is independent from
all others and, except for the PFD, that can show any page at any time. The
data transfer between components, along with the additional equipment that SYSTEM SOFTWARE UPDATES
can be interfaced with the EFIS are indicated in the block diagram of the
following pages. System software must be updated by an authorized repair station in the
In addition, various component failure modes are automatically handled by the following manner:
software and annunciated to the pilot both visibly and audibly. 1 Power the system ON and make a note of the software version number
before acknowledging the startup screen.
2 Power the system OFF, insert the USB Flash Memory Storage Device
DATABASE AND SOFTWARE UPDATES (MAINTENANCE)
containing the software update into the primary flight display.
The EFIS uses Jeppesen NavData for the navigation database and Jeppesen 3 Power the system ON and select the UPDATE DATABASES, AND
data for the obstruction database. These databases should be acquired APPLICATION option using the control knob (turn to scroll, push to
directly from Jeppesen. IFR enroute, terminal, and instrument approach enter).
navigation predicated upon the EFIS is prohibited unless the pilot verifies the
currency of the database or verifies each selected waypoint for accuracy by 4 Power the system OFF and remove the USB Flash Memory Storage
reference to current published charts. A USB Flash Memory Storage Device Device.
is used to update these databases via a USB port in the lower center portion 5 Repeat 2 through 4 for each additional display.
of the bezel. When the system is powered up on ground, it enters the ground 6 Upon power up, verify that update was successful by noting the new
maintenance mode which provides for system updates. software version number before acknowledging the startup screen. As
with the navigation database, the system software itself is verified by a
TO UPDATE THE SYSTEM
CRC-32 self test at every step of the process, thereby ensuring that the
1 Download the navigation and obstruction databases from Jeppesen software you installed onto the system has not been corrupted at any
website and the terrain database rom cheltonflightsystems website and point during the process.
store them on a USB Flash Memory Storage Device.
2 With the power OFF, insert the USB Flash Memory Storage Device
containing the databases into the primary flight display.
3 Power the system ON and select the UPDATE DATABASES AND
APPLICATION option using the control knob (turn to scroll, push to
enter).
4 Power the system OFF and remove the USB Flash Memory Storage
Device.
5 Repeat 2 through 4 for each additional display.

ICN-3C-A-463100-G-A0126-00567-A-01-1
SYSTEM SOFTWARE UPDATE

GPS/WAAS RECEVEIR at a desired altitude providing lateral and vertical depiction of the desired flight
path.
WAAS (Wide Area Augmentation System) is a GPS-based navigation and
landing system that will provide precision guidance to aircraft at thousands of The skyway is displayed whenever a waypoint, runway, or any approach/
airports and airstrips where there is currently no precision landing capability. departure procedure is selected. The skyway shows the course that you have
Systems such as WAAS are known as satellite-based augmentation systems selected and can be thought of as a predictive flight director because it
(SBAS). WAAS is designed to improve the accuracy and ensure the integrity indicates upcoming maneuvers. The skyway boxes are centered on the active
of information coming from GPS satellites. The WAAS is based on a network leg of the route. When the active leg of the route is within the field of view on
of approximately 25 ground reference stations. These precisely surveyed the PFD, five boxes are shown. If the active leg of the route is not in PFD’s
ground stations receive signals from GPS satellites and any errors in the field of view, the skyway will not be visible. The boxes are spaced 2,000 feet
signals are identified by comparing GPS-indicated position with the known apart and always measure 320 feet high by 400 feet wide. For comparison, an
surveyed position. Each station in the network then relays the error data to one ILS localizer is 700 feet wide at the runway threshold. Skyway turns requiring
of two wide area master stations where correctional information for specific more than 5° of heading change are indicated by boxes banked in the direction
geographical areas is computed. A correction message is prepared and of the turn, while turns requiring less than 5° are unbanked. The system is
uplinked to a geostationary communications satellite. This message is then configured with a VPROC or preprogrammed speed to determine the radius
broadcast on the same frequency as the GPS signal to the GPS WAAS of the skyway turns in a procedure. VPROC is the approximate speed that
receiver in the EFIS. approach procedures are typically flown in a particular aircraft. Skyway turns
The WAAS improves basic GPS accuracy to approximately 7 meters vertically will result in 15° banks at that speed. VPROC is used on:
and horizontally and provides important integrity information about the entire
• the first two waypoints in a DP
GPS constellation.
The Chelton GPS obtains position information from a GPS WAAS receiver. • STAR waypoints within 30NM of the destination
The GPS sends position, velocity, time, and integrity data to the displays which, • IFR approach and missed approach procedures.
in turn, present it as useful position, navigation, and wind information on the
PFD and moving map displays. GPS position is also used for terrain awareness Otherwise, skyway turn radius is based on a 15° bank at the higher of the
alerting (TAWS) functions. The GPS status is monitored continuously by the preprogrammed VPROC or current speed. Therefore, in zero-wind conditions,
EFIS. the angle of the flight path marker will match the angle of the boxes. However,
wind will cause the actual bank angle required to stay within the skyway to
vary. Due to the fact that five boxes are shown ahead of the aircraft, upcoming
SKYWAY turns are apparent well before turn input is required, thus they become an
anticipatory cue for the pilot. The pilot always has a clear understanding of
CAUTION what will happen next along the course. Skyway box altitude is controlled by
THE SKYWAY IS BASED SOLELY ON GPS. IT NEVER the desired altitude, aircraft altitude, aircraft climb performance, and climb/
REPRESENTS ANY OTHER NAVIGATION SYMBOL SUCH AS VOR descent angle setting. If no desired altitude is set, then the skyway boxes
OR ILS. describe the desired lateral navigation path at the aircraft’s current altitude
(they just go up and down with the aircraft’s altitude).
The PFD displays the active navigation route or manual OBS course in a three-
dimensional manner using a series of skyway boxes (commonly referred to as EGPWS (ENHANCED GROUND PROXIMITY WARNING SYSTEM’S)
HITS or Highway-In-The- Sky). The skyway boxes overlay the flight plan route The Enhanced Ground Proximity Warning System’s (EGPWS) ensures an high
safety level, giving Terrain Awareness and Display functions through all
phases of flight and atmospheric conditions. It uses an improved pressure

altitude calculation, GPS Altitude, Radio Altitude, and Terrain and Runway • Automatic Altitude Callouts above Runway Field Elevation - Voice
elevation data to reduce or eliminate errors potentially induced in Corrected Callouts '1000', '500' (smart) that adhere to present cockpit procedures
Barometric Altitude by temperature extremes, non-standard altitude and helps add Altitude Awareness during approach & landing.
conditions, and altimeter miss-sets. Improved GPWS Alert Modes 1, 2, 4 & 5 - Approximately 4X reduction
Through its database EGPS provides pilots with a great level of certainty
•
in Unwanted Alerts.
allowing them to know precisely where the aircraft is in relation to terrain and
obstacles at all times providing enhanced situational awareness without • Replaced Baro Alt with Geometric Altitude in GPWS Envelope
nuisance. The EGPS covers 100 percent of the Earth’s terrain in high- Modulation Tables - Improves GPWS operation under temperature
resolution data with more than 12,000 airports, 30,000 runways, and 108,000 variation.
obstacles for continuous protection during takeoff, climb, cruise, descent, and • Pseudo Radio Altitude - Allows voting to determine correct radio
landing, and in case of rapid descent where emergency flight planning is altitude. Eliminates unwanted alerts caused by over-flight of other aircraft
required. as in Reduced Vertical Separation Situations or holding. Also addresses
Its features are: heavy rain, hail and loss of radio altimeter tracking.
• Obstacles Database - Visual and aural alerts for flight into obstacles, i.e. • Envelope Modulation of "Look Ahead" Algorithms at Specific
towers. locations/airports - Improved effectiveness of timely alerts when
needed and improved margins against unwanted alerts.
• Peaks Mode - Displays high terrain that is more than 2,000 ft. below the
aircraft. It provides situational awareness during initial descent, rapid • Low Temperature correction for some non-Geometric Altitude
decompression / descent to breathable altitudes, engine out drift down, Aircraft (FMS/IRS only) - Helps minimize effect of low outside
free flight off airway and WX diversions. temperature on Terrain Display and "Look Ahead" Algorithms.
• Geometric Altitude - Provide MSL Altitude for correct terrain reference • "Bank Angle" callout to +30° when Autopilot Engaged (option) -
and Look Ahead Algorithms. Independent of atmospheric errors, Alerts pilot sooner when a slow progression of roll increases beyond the
temperature, non-standard atmosphere, incorrect altimeter settings and Normal Autopilot Maximum Bank Angle Limits. Lower setting used only
use of qfe / qnh. Operates with impaired static pressure and can provide when autopilot engaged. There have been numerous serious incidents,
backup to pressure altitude for pilot on FMS. leading often to loss or near loss of control.
• Internal GPS Card - For retrofit of older generation aircraft lacking • • "Pitch Angle" callout for pitch attitudes over 30° nose up (with 1°
position input. per 1°/second advance for attitude above 20° nose up).
• Automatic Runway "Picker" - Correctly selects intended runway to land • Helps alert the pilot that pitch up angle is exceeding a normal attitude
without FMC Interface. Reduces CFIT risk at multiple runway airports range. Numerous incidents leading to loss or near loss of control through
when possibly landing short. stall; e.g., classic wide bodies.
• "Look Ahead" Alert/ Warning Algorithms - Increases alert time for • Self Test aural annunciation of Terrain data and Software revisions
flight into terrain at high ground speeds without nuisance alerts. on first page and visually on Terrain Display - Helps customers quickly
identify current status of Terrain Database and Software Version in the
• Obstacle/Terrain Clearance Floor - Based on Geometric Altitude above
Field Elevation. Independent of radio altitude, it reduces the risk of installed EGPWS.
landing short of runway. • Automatic Tilt Angle Control of Weather Radar - Helps maximize
weather radar effectiveness and reduce clutter. Automatic (transparent
• Terrain Clearance Floor Cutoff - Improved alerting for landing short of
runway. Requires GPS & WGS-84 runway threshold coordinates. to pilot) tilt down sweeps to maximize terrain "shadows" for auto terrain
correlation and integrity purposes of Terrain Data.

• Terrain Data Loading Instructions & Flight History Off Loading is used as a figure background for airspeed and altitudereadout and for
Instructions (decal on inside front cover). conformal runway depiction (light gray forusable portion of the active
Helps maintenance personnel to quickly load Terrain Data from PCMCIA runway, dark gray for other runway surfaces.
•
cards and to quickly off load important Flight History. •
is used to indicate normal or valid operation (airspeed, altitude tape

coloring, status indication, etc.). Examples:
EFIS COLOR CODING Aircraft ground track
A consistent set of colors is used for displaying information onthe Chelton Skyway symbology
EFIS. These colors are detailed as follows: •
•
is used in terrain indication on the moving map
is used for scales and associated labels and figures, pilot action, or data
•
entry. Examples:
Scales markings (airspeed, altitude, heading, VSI, pitch, map ranges,
etc.) is used to identify conditions that require immediatepilot awareness and
Pilot-selected values (airspeed, heading, altitude) subsequent pilot action. Examples:
Secondary flight data (TAS, wind, OAT, timers, etc.) Caution indications
Altitude or heading alert
•
Component failure indication
Pitch limit indicator (low-speed awareness)
is used for IFR navigation database items (airports with instrument
Minimum altitude
approaches, VOR’s, intersections). CYAN is also used to indicate power-
off glide area on the moving map. CDI needles at full-scale deflection
• •
is used to indicate electronically calculated or derived data and certain is used in a variety of shades to indicate earth/terrainon the primary flight
navigation database items. Examples: display, altitude tape (ground level and below), and moving map.
Active waypoint related symbols •
Course data (desired track, CDI)
VFR airports, NDBs is used in a variety of shades to indicate the sky portion of the primary
VNAV Altitudes flight display and bodies of water on themoving map: Advisories
• •

is used to indicate aircraft limitations or conditions which require PFD AND ND BUTTONS FUNCTION
immediate pilot action. Examples:
• FPL button: displays the flight plan menu
Warnings (airframe operation limits, terrain awareness)
Pitch limit indicator (low speed awareness) • ACTV button: displays the active flight plan menu
• • INFO button displays the information menu

• OBS button: displays the omnibearing selector menu
is used as a background for the moving map, for figures on a gray • Brightness knob: turns clockwise to increase screen brightness and
background, and for outlining certain figures/ elements on backgrounds counterclockwise to decrease screen brightness. Pushing the brightness
where contrast is minimal. knob while turning adjusts the button and slip indicator brightness in the
same manner
• Menu control knob: when a menu appears in the lower right corner of the
CAUTION – WARNING AND ADVISORY screen, it is controlled with the right-hand knob. Turn the knob to scroll
The EFIS includes an integrated auditory caution/ warning/advisory (CWA) to the desired menu item, letter, or number, then push to select. If there
system that monitors a wide variety of parameters and provides auditory are no menus shown on the PFD screen, turning the control knob sets
annunciations for conditions that demand pilot awareness. Auditory the barometric pressure for the altimeter. Pushing it has no function on a
annunciations take the form of either a voice warning or a chime. dedicated PFD. Likewise, turning the control knob on the MFD. When
Annunciations are grouped into three categories: warning, caution, and there are no menus shown sets the scale of the display. Pushing the knob
advisory. Warnings are accompanied by a red flag and repeat until on the MFD instantly brings up a reversionary PFD screen; pushing it
acknowledged by the pilot or the condition is corrected. Cautions are again returns to the navigation display. Once inside the menu structure,
accompanied by a yellow flag and are annunciated once. Advisories are the top left button (adjacent to the BACK menu) always takes you back
accompanied by a blue flag or no flag, depending on condition, and are one step in the menu structure. The top right button (adjacent to the EXIT
indicated by either a voice annunciation or a chime. menu) always takes you completely out of the menus. Button and menu
input can only be made
• CWA Flags are stacked in chronological order with warnings displayed
on top, followed by cautions and then advisories. • MENU button: displays the first menu level associated with the current
display screen. The first menu level automatically times out after 10
seconds if there are no subsequent pilot actions
CONTROLS • BARO button: Activates the altimeter menu option
Each display incorporates eight peripheral buttons (each labeled for a • NRST button: displays the nearest menu
dedicated function) a brightness knob (left side), a menu control knob (right
side), and an optional slip indicator. The peripheral buttons and slip indicator • Direct to Button: displays the direct to menu option
are backlit. The buttons are separated by machined “prongs” that isolate the
buttons to prevent inadvertent actuation.
There are two kinds of functions: button functions and menu functions. Button
functions are activated by pushing a button labeled accordingly. Menu
functions are activated by pushing a button adjacent to the desired menu on
the screen.

ICN-3C-A-463100-G-A0126-00568-A-01-1
BUTTON FUNCTIONS
INDICATIONS 3 Ground Track ....................... The aircraft’s track over the ground is
indicated on the directional scale by a
PFD SYMBOLOGY green diamond. Ground track is
The PFD combines analog and digital pitot-static information, heading, based on GPS-measurement. If the
attitude, 3-D navigation data, and more overlaid on a “virtual” background of ground track is beyond the limits of
the outside world. Objects shown in the virtual background, including terrain, the directional scale, it will be
towers, approaches, and runways, are presented conformally (proper scale displayed at the limit of the scale and
and perspective according to the aircraft’s position, altitude, and heading). highlighted in yellow. This situation
What is shown on the screen is a replica of a day VFR view out the front window would be unusual as it would indicate
of the aircraft. a crab angle greater than 35°. The
1 Directional scale ....................... A stabilized directional scale is ground track symbol is removed
presented across the top of the below 30 kts.
display. The scale is conformal with 4 Indicated airspeed Tape ....... The PFD andairspeed scale on the
the virtual display elements left side of the display. the airspeed
(terrain, waypoints, obstructions, scale has graduations every 5
etc.). For example, an object measurement units with labels every
outside the aircraft that is 10° left of 10 measurement units. The airspeed
the nose will appear on the display scale background has colored
under the heading scale 10° left of regions as follows:
the heading pointer. In standard • A gray background.
mode, the directional scale is 70°
wide and is depicted with • A red low-speed awareness area
graduations at 5° increments and from 0 to Vs0.
figures at 10° increments. In zoom • If a valid Vfe exists, a white flap-
mode, the directional scale is 35° operating area from Vs0 to Vfe.
wide with graduations still at 5° • A red high-speed awareness area
increments (although much more from the lower of Vmo or Mmo to
widely spaced) the top of the scale A red cross-
2 Bearing to Waypoint .................. Bearing to waypoint is shown as a hatched line at Vne (poweroff)
magenta star (waypoint symbol) The airspeed scale has a
on the directional scale located usersettable airspeed bug that
directly above the active waypoint. geometrically interacts with the
If the symbol is displaced beyond airspeed box pointer. The airspeed
the range of the heading scale, a bug setting is annunciated above the
magenta pointer on the directional airspeed scale with a resolution of 1
scale indicates the shortest knot indicated airspeed. The
direction of turn to the waypoint airspeed bug can be used either as a
bearing. visual reference or, when vertically
integrated with an autopilot, as a

control parameter for climbs or artificial horizon are below the
descents. aircraft’s altitude. The actual
5 Indicated airspeed Readout ...... The PFD has an airspeed box that horizon, as in the real world, is the
will digitally display indicated borderline between ground and sky
airspeed in knots or miles per hour and can be above or below the
depending upon the setting of the artificial horizon. On the PFD, the
“Speed Units” system limit. actual horizon is depicted at a
distance determined by aircraft
6 Bank Angle scale ................. When bank angle scale decluttering is altitude.
selected, a bank angle scale and roll
pointer will be displayed when the 8 Flight path marker ................ appears at a location on the
magnitude of bank angle exceeds background so as to coincide with the
2.8°. With decluttering selected, aircraft's actual flight path as
appearance of the bank angle scale projected upon the outside world.
and roll pointer will be dampened Thus, the flight path marker is
based upon magnitude and time to laterally displaced parallel to the
prevent nuisance appearances. When horizon with respect to the center of
decluttering is not selected, the bank the display to account for the
angle scale and roll pointer will appear difference between aircraft track and
full time. heading, and is vertically displaced
perpendicular to the horizon to
7 Horizon line ............................ The horizon extends the entire width account for aircraft climb or descent
of the display for enhanced attitude angle. When caged, a flight path
awareness and moves in marker “ghost” will be displayed at the
conjunction with the earth’s horizon flight path marker's proper lateral
according to aircraft roll and pitch. location. When the location of the
There are two components of the flight path marker (rotorcraft) or ghost
horizon symbology, the artificial (airplanes) is displaced to the extent
horizon and the actual horizon. The that it would interfere with heading,
artificial horizon is an edge-to-edge altitude or airspeed indications, the
white line that represents the flight path marker or ghost will be
aircraft’s level flight path (or current removed from the display.
altitude) projected into infinity. It can
also be called a zero pitch line. The 9 Altitude above Ground ........ The estimated altitude above ground
artificial horizon is used for attitude level is displayed directly below the
control and climb/ descent angle flight path marker or expanded
reference. Objects (waypoint hoops, waterline any time the indication is
terrain, traffic, etc.,) that appear 2,500 feet or less. AGL altitude is
above the artificial horizon are driven by the AGL altitude source
above the aircraft’s current altitude, being used for TAWS. A source
while those appearing below the

indication appears after the figure to source is also shown. (This is the
designate the source as follows: course datum and course
• R = radar altitude (used when a deviation that will be sent to the
valid radar altimeter signal is autopilot). Choices are LVL (wing
present and shown in 1 ft. leveler), GPSS (GPS steering) or
increments below 100 ft. AGL and BUG (heading error output).
10 ft. increments above 100 ft. Selection may be changed by
AGL). pressing OBS and then the
appropriate HSI source tile.
• G = GPS/WAAS geodetic height A magenta triangle pointing UP is
less database ground elevation
(Used when a valid radar altimeter a TO indication.
signal is not present and GPS A magenta triangle pointing
WAAS altitude is accurate within DOWN is a FROM indication. The
75 ft. Shown in 10 ft. increments). CDI scale is adjusted according to
phase of flight:
• B = barometric altitude less
database ground elevation (Used • Enroute (more than 30NM
from destination) – 2NM scale
when neither of the above are
valid. Shown in 10 ft. increments). • Terminal (within 30NM of
AGL altitude is not displayed when destination) – 1NM scale
it is greater than 2,500 ft., less than • Approach (within 2NM of final
20 ft., or is invalid. An invalid radar approach fix) – 0.3NM scale
altitude will be annunciated. The • Final (inside FAF) – Angular
system will revert to another (like a localizer). for manual. In
source if radar altitude fails. Above automatic mode, the OBS
100 ft. AGL and below 300 ft. AGL, displays the course of the
the AGL indication resolution will active route segment (the
be 5 ft. to avoid jumpiness magenta line on the moving
10 CDI Annunciator ........................ A CDI and annunciator are map). In manual mode, the
centered at the bottom of the OBS displays the pilot-selected
display. The CDI scale and mode course to the active waypoint.
are shown immediately to the left 11 Heading Indicator ..................... The heading indicator is a solid
and the OBS value and mode are white triangle below the directional
shown to the right. The CDI is the scale, pointing upward to the
primary reference for WAAS GPS current aircraft heading (where the
navigation. Annunciation of NAV nose is pointed).
source is shown below the CDI.
12 Slip Indicator ........................... An electronic slip indicator is
Choices are GPS, VLOC1 (VOR/
provided and may replace the
Localizer receiver 1), VLOC2
mechanical slip indicator mounted
(VOR/ Localizer 2) HEADING

in the bezel. The slip indicator is a 17 Active waypoint symbol ........... Waypoints (including destination
rectangle just below the heading airport) and fixes are displayed as
pointer that moves left and right to magenta “tethered balloons.” The
indicate the lateral acceleration “X” on the ground at the bottom of
sensed by the AHRS in the same the symbol indicates the waypoint’s
manner as the ball in a mechanical conformal (correct perspective)
slip indicator. position on the surface of the earth,
13 Pitch scale ............................ The PFD has a white pitch scale and and the 200 ft. radius hoop at the top
horizon line that rotate in conjunction indicates the aircraft altitude or
with the background according to the target altitude (if target altitude is
aircraft’s roll angle. For aircraft, the set). In other words, fly the flight
horizon line will be single width. For path marker through the hoop and
rotorcraft, the horizon line will be the aircraft will be over the fix at the
double width. The pitch scale has desired altitude.
increments every 5° with major 18 Active waypoint .......................... the active waypoint type and
increments and pitch scale labels identifier is shown in the lower
every 10°. Pointer bars at the ends of right corner of the display.
each major increment will indicate the
19 Active waypoint Indicator ......... Information for the active waypoint
direction to the horizon.
is shown in the lower right corner of
14 Altitude readout .................... The altitude readout, located the display. Waypoint information
approximately two-thirds of the way includes waypoint, elevation or
up the altitude tape, digitally shows crossing altitude, bearing, and
barometric altitude in feet MSL. distance. A datalink weather
Altitude is displayed in ten-foot symbol for the destination airport
increments may be shown optionally
15 Altimeter setting ........................ Current barometric pressure is set
using the right-hand control knob
and is displayed on the PFD in
inches of mercury or millibars
16 Waterline .................................. Fixed in the center of the primary
flight display, so as to align with the
longitudinal axis of the aircraft, is a
waterline symbol (a small “v” with
wings). Rotation of the horizon and
pitch scale occurs relative to the
waterline symbol, indicating
aircraft attitude

ICN-3C-A-463100-G-A0126-00569-A-01-1
PFD SYMBOLOGY
ICN-3C-A-463100-G-A0126-00570-A-01-1
BASIC PFD SYMBOLOGY

HOVER
The HOVER mode provides the capability to hold and capture a lateral speed
and a longitudinal speed (±2 kts) or to keep a fixed position (GS=0, ±10 feet).
HOVER mode controls the pitch and roll axles through the linear actuators,
contemporary are engaged the RHT (or ALT) and HDG modes to control the
height (through the collective) and the prow (through the yaw axle).
When this mode is engaged is settled a GS speed of 0 kts (both longitudinal
and lateral) as attitude of reference is kept the current attitude at the moment
of the engagement and it is synchronized every time the pilot moves the
controls (keeping a GS=0).
This mode is inhibited, and if engaged is disengaged if:
• 21. Speed > 80 kts
• 22. Height < 15 feet
• 23. Height > 300 feet
• 24. Lateral or longitudinal GS speed over the limits
This mode is inhibited, and if engaged is disengaged also when: are not
available the data for the calculation of control algorithm (lateral and
longitudinal gs) or is not possible keep control on the pitch axle (pitch and roll
series actuators are not achievable).

ICN-3C-A-463100-G-A0126-00571-A-01-1
PFD HOVER
ICN-3C-A-463100-G-A0126-00572-A-01-1
MFD FUNCTION MENU

ICN-3C-A-463100-G-A0126-00573-A-01-1
HOVER PAGE
PFD ON INSTRUMENT APPROACH HSI and flight director symbology
are mutually exclusive.
1 Vertical navigation arming tile ... appears adjacent to the second left
pushbutton of the primary PFD 4 Terrain .................................. The terrain ahead of the aircraft is
when VNAV guidance is valid and shown conformally with the artificial
the selected altitude sub-mode is horizon and in the correct scale and
active. When the “VNAV” tile is perspective for the aircraft’s current
pressed, the selected altitude is position and altitude. Terrain is
deactivated and guidance to the displayed ahead of the aircraft using
VNAV path resumes a grid and simulates“ atmospheric
perspective,” meaning that the terrain
2 Timer .................................. A timer showing hours:minutes: lines fade into the background
seconds is displayed at the pilot’s “ground” color as they recede into the
option, immediately above the flight distance Threatening terrain will
path marker. Timer can be set to count cause a “pop-up” condition on both
up indefinitely or count down from a the PFD and first MFD in a system
pilotspecified value. Elapsed time meaning that, even if it has been
since take-off can also be shown manually decluttered by the pilot,
without affecting an active timer. When terrain will automatically be shown on
selected, elapsed time is shown for 10 the displays when it becomes
seconds in the lower right corner of the threatening. A blended-tone sky is
screen or until a button is pressed displayed in conjunction with terrain.
3 HSI (Localizer 1) ..................... when HSI symbology is selected The sky fades from light blue at the
and the HSI source is valid and horizon to dark blue at the top of the
active, an HSI display centered display to simulate atmospheric
upon the flight path marker is perspective and enhance the 3-D
shown. The HSI can be driven by presentation. Additionally, the
VLOC1, VLOC2, or GPS. The white blended sky increases contrast of the
dot on the courseline arrow directional scale, emphasizes the
provides the TO/FROM indication: horizon, and provides a compelling
• A white dot on the arrow side visual cue to a nose-high attitude. If a
indicates TO. runway or the “x” at the bottom of the
waypoint symbol is obscured, then
• A white dot on the tail indicates there is terrain between the aircraft
FROM.
and the runway or waypoint at ground
• Think of the white dot as the level. Furthermore, while the grid
VOR station. uses the highest points for terrain
The deviation dots are depiction, terrain between datapoints
automatically decluttered when the is not displayed. This results in a
deviation is less than one dot. The “simplification” of the terrain that will

be most noticeable near ground level STAR procedure, the runways for the
in areas of rugged terrain. airport associated with the procedure
5 Marker Beacon ...................... Conventional marker beacon will be displayed. Runways will be
indicators are shown centered in the shown in dark gray according to
lower portion of the PFD, just above characteristics contained in the
the CDI. Marker beacons will only be navigation database, including
shown when a marker beacon elevation, position, orientation,
receiver is connected to the EFIS length and width. The landing portion
through the optional AIU analog of the selected runway will be shown
interface device. in light gray.
6 Nav Source ............................. is shown below the CDI. Choices 10 Localizer/Glideslope (ILS) ........ Localizer and glideslope are
are GPS, VLOC1 (VOR/Localizer displayed on the PFD using
receiver 1), VLOC2 (VOR/ Localizer conventional symbols that move in
2) HEADING source is also shown conjunction with the flight path
marker whenever valid localizer
7 Advisory Flag ........................ show the phase of flight: and glideslope signals are present.
• Enroute (more than 30NM from The localizer centers on the flight
destination) – 2NM scale path marker and the glideslope is
• Terminal (within 30NM of displayed immediately to the right.
destination) – 1NM scale Unlike the HIS symbol on the PFD,
• Approach (within 2NM of final the localizer course needle has no
approach fix) – 0.3NM scale TO/FROM indication (white dot).
Localizer deviation dots are
• Final (inside FAF) – Angular (like automatically decluttered when the
a localizer).
needle is within one dot of
8 Target Altitude Submode ......... The target altitude value will be centered. At full-scale deflection,
displayed in white between two the localizer and glideslope
horizontal white bars immediately indicators will be displayed in
above the altimeter tape. It will flash yellow. The system auto detects
during altitude capture. SLCT for the presence of VOR or ILS signal
selected altitude submode will be and displays the appropriate
shown below the value symbology. No valid signal results
9 Runway ................................. The PFD displays airport runways in in no symbology. The NAV source
a three-dimensional manner. driving the ILS symbology is
Immediately upon a system startup annunciated in the CDI
on the ground, the runways for the Annunciator in the lower center part
nearest three airports will be of the PFD. The source of vertical
displayed. Upon activation of a DP, deviation information will be
VFR approach, IFR approach, or annunciated at the bottom of the
vertical deviation symbology. It

may be one of three sources.
VNAV, GS1 or GS2 (glide slope 1
or glide slope 2).
11 Obstruction ............................... Towers, antennas, and other
obstructions are shown on the
PFD as vertical yellow lines.
Obstructions are conformal in both
location and size Obstructions are
only shown in conjunction with
terrain and regardless of aircraft
altitude. Obstructions that
represent a collision hazard are
annunciated aurally and with a
caution or warning flag
12 Localizer CDI
13 Heading Source .......................... is shown below on the right of the
side CDI

ICN-3C-A-463100-G-A0126-00574-A-01-1
PFD ON INSTRUMENT APPROACH

PFD ON INSTRUMENT APPROACH bug that geometrically interacts with
the VSI pointer. The vertical speed
1 Missed Approach Tile (go around) bug setting is annunciated above the
2 Traffic Location ...................... the normal mode PFD will display VSI scale with a resolutionof 100 fpm.
traffic in a three-dimensional manner
include a range indication in nautical
miles immediately to the left of the
symbol. PFD traffic will be drawn
using the hidden surface removal
techniques of the terrain and
obstruction rendering such that
traffic behind terrain will appear to be
so. User decluttering will be
automatically overridden (PFD
traffic shown) while an RA or TA is
active. PFD traffic will not be
rendered in Basic Mode or Unusual
Attitude Mode.
3 Decision Height
4 Traffic Warning
5 Approach Advisory
6 VNAV Altitude
7 Vertical Speed ...................... The Vertical Speed Indicator (VSI)
has a “worm” format and will give an
analog and digital representation of
VSI in feet per minute. The scale of
the VSI will be ±6,000 feet per minute
in applications when TCASII is
enabled. Otherwise, the scale of the
VSI will be ±3,000 feet per minute.
The VSI worm will grow in proportion
to the square root of the vertical
speed such that a change near 0 feet
per minute displaces the worm to a
much greater degree than
anequivalent change at a larger feet
per minute value. The VSI indication
has a user-settable vertical speed

ICN-3C-A-463100-G-A0126-00575-A-01-1
PFD ON INSTRUMENT APPROACH

NAVIGATION DISPLAY SYMBOLOGY symbol by a dashed green “lubber”
line.
The navigation display can be presented in a variety of formats including
moving map (arc or centered) in heading-up or northup orientation, 6 Ground track lubber line .......................................................................
conventional HSI, dedicated traffic display, or dedicated weather display. The 7 Courseline ................................ The courseline connects the
moving map is vector-based and uses Jeppesen NavData and other waypoints of the route for both flight
databases to display airports, navigation aids, airspace, winds, terrain, plans and direct navigation and is
obstructions, and more. When the EFIS is integrated with the appropriate only shown when a flight plan or
external devices, the map will display weather and traffic. waypoint is activated. Turns are
drawn actual size based on the
speed of the aircraft or VPROC.
BASIC MOVING MAP The courseline is shown in white
1 Wind vector ............................ the wind vector is a graphical except for the active leg, which is
depiction of current winds aloft shown in magenta. The second
displayed relative to aircraft symbol waypoint is automatically activated
regardless of map display mode upon selection of a flight plan. The
active (magenta) leg is
2 Density altitude ..................... the density altitude display corrects automatically sequenced upon
pressure altitude for nonstandard waypoint passage. Any leg of the
temperatures. Measurement is in feet flight plan may be selected by the
MSL (mean sea level).
8 Waypoint route ......................... waypoints are displayed as four-
3 True airspeed ........................ true airspeed, (TAS) airspeed is point stars. The active waypoint is
displayed in the upper left corner of displayed in magenta; prior and
the display, between outside air subsequent waypoints in the route
temperature (OAT) and groundspeed are white. Fly-over waypoints are
(GS). True airspeed is measured in enclosed in a circle, while fly-by
knots and is corrected for altitude, waypoints are not The identifier
temperature, and compressibility due associated with each waypoint is
to aerodynamic heating shown below the star in the same
4 Directional scale ........................ a stabilized directional scale is color.
presented as the outermost range 9 Aircraft position
ring on the navigation display.
Directional scale may be viewed 10 Airspace boundary
in an arc or centered format 11 Terrain .................................... Terrain is displayed around the
5 Ground track lubber line/Ground The aircraft’s straight-and-level aircraft and is color-coded as
track ......................................... track over the ground is indicated threatening and non-threatening
on the directional scale by a green terrain:
diamond. Ground track is based on • Non-Threatening Terrain:
GPS signal. The ground track terrain is be shown using color to
symbol is connected to the aircraft show relationship to aircraft

altitude as follows: Terrain is automatically to highlight the
colored shades of gray when threatening terrain. The pilot is
more than 2000 feet below then free to reconfigure the
aircraft altitude. The shade used displays as desired. A RESET
is determined by the slope menu botton will appear in the
between adjacent terrain pixels upper left corner of the MFD to
in an increasing longitude return to the previous scale
direction Terrain is colored
12 Bearing to Waypoint .................. The bearing to the waypoint is
shades of olive when within 2000
indicated on the directional scale
feet but below aircraft altitude.
by a magenta star, which is the
The shade used is determined
same symbol used for waypoints
by the slope between adjacent
on the moving map and on the
terrain pixels in an increasing
PFD directional scale
longitude direction. Terrain is
colored shades of brown when at 13 Datalink Weather Status
or above aircraft altitude. The 14 Heading Indicator ..................... the heading indicator is a solid
shade used is determined by the white triangle below the directional
slope between adjacent terrain scale, pointing upward to the
pixels in an increasing longitude current aircraft heading
direction. Deep blue denotes
areas of water and takes
precedence over other colors.
• Threatening Terrain:
Threatening terrain, as
determined by the requirements
for TAWS, is colored in red and
yellow. The red and yellow colors
are shown with a “transparency”
that allows the underlying
contours to be distinguished to
aid a terrain avoidance
maneuver. Threatening terrain
will cause a “pop-up” condition
on both the PFD and first MFD in
a system meaning, even if it has
been manually decluttered by
the pilot, terrain will
automatically be shown on the
displays. On the moving map,
the scale will be set

ICN-3C-A-463100-G-A0126-00576-A-01-1
BASIC MOVING MAP

MOVING MAP WITH INSTRUMENT APPROACH except the active leg, which
displayed in magenta. Active legs
1 Wind data ............................. wind data is presented in the upper- of an approach are automatically
left corner of the Navigation Display. sequenced. Alternately, the pilot
Wind velocity (measured in knots) can select any leg as the active leg
and direction are displayed based on by using the ACTV button function.
GPS, heading, and airdata The missed approach course is
calculations. During normal system depicted as a dashed white line
operation, wind is calculated during with the active leg displayed in
periods of relatively wings-level flight magenta. Approach symbology
(bank < 6°). The wind calculation includes approach fixes (both fly-
considers TAS, heading, GS and over and fly-by), procedure turns,
track. Factors that affect these missed approaches, holding
parameters can cause inaccuracies in patterns, and holding pattern
the calculated wind. entries
2 Outside air Temperature ............ outside air temperature (OAT) is 7 Heading bug ............................. the heading bug is a white “bow tie”
displayed in the upper-left corner symbol affixed to the directional
of the navigation display, scale. The heading bug is only
between density altitude (DA) and visible when activated
true airspeed (TAS). OAT is
measured in °F or °C, depending 8 Waypoint (fly-by) ...................... route waypoints are displayed as
on system installation settings. four-point stars. The active
ISA temperature is indicated waypoint is displayed in magenta;
below OAT prior and subsequent waypoints in
the route are white. Fly-over
3 ISA temperature ......................... ISA temperature is indicated waypoints are not enclosed in a
below OAT circle
4 Groundspeed ............................. the aircraft’s speed over the 9 Waypoint (fly-over) ................... route waypoints are displayed as
ground, in nautical miles per hour four-point stars. The active
is displayed in the upper left waypoint is displayed in magenta;
corner below the true airspeed. prior and subsequent waypoints in
Groundspeed is based on GPS the route are white. Fly-over
data waypoints are enclosed in a circle
5 Missed approach Course .......... the missed approach course is 10 Traffic ...................................... when interfaced with a suitable
shown as a dashed white line traffic sensor, airborne traffic is
beginning at the missed approach displayed on the moving map as
point, with the active leg being symbols that are based on the level
shown in magenta of threat. The relative altitude is
6 Instrument approach Course . . . Instrument approach procedures shown above (+) the symbol when
are depicted as white courselines the traffic is above or below (-) the

symbol when the traffic is below
ownship altitude. A direction arrow
to the right of the symbol indicates a
climb or descent greater than 500
fpm.
11 Fuel totalizer ......................... Fuel range (RNG) and endurance
(END), based on fuel totalizer
calculations, are displayed in nautical
miles and hours:minutes
respectively. Totalizer information is
displayed at the bottom of the
waypoint navigation log for quick
comparison with flight plan
information. Totalizer data is not
available in all installations.
12 Range ring scale ................... distance (in nautical miles) from the
aircraft to the ring is shown as a white
figure overlaying the six o’clock
position of the ring. The intermediate
range ring is half the distance to the
outer range ring. So, when the
intermediate range ring shows a
distance of 5NM, the outer ring is at
10NM.

ICN-3C-A-463100-G-A0126-00577-A-01-1
MOVING MAP WITH INSTRUMENT APPROACH

MOVING MAP WITH STAR you want to see terrain displayed so
that it more closely resembles what
1 VFR Airport ............................ VFR airports (airports having no you see out the window, select the
published instrument procedures) zoom (35° field of view). This
are displayed in magenta, along with magnified view more closely
the identifier matches the human eye and will give
2 Fix or Intersection ..................... airway fixes or intersections are a very realistic depiction of terrain but
depicted as a cyan X with cyan since the heading and pitch scales
labels. Terminal fixes are not are magnified as well, the display will
shown by default. They may be be very sensitive to every movement
shown using the symbology select of the aircraft.
function. 9 Latitude Longitude (pilot waypoint navigation information is
3 Range Ring .......................... the range ring is a white circle selectable) Navigation Log ....... displayed in the navigation log box
(centered on the aircraft’s position) located in the lower right corner of
used to quickly estimate distances. the display. The navigation log is
Distance (in nautical miles) from the only displayed when there is an
aircraft to the ring is shown as a white active waypoint. The navigation
figure overlaying the six o’clock log shows the range, bearing, and
position of the ring. The range ring is estimated time enroute to the
half the distance to the directional active “TO” waypoint and the
scale. Consequently, when the range destination “DEST” waypoint
ring shows a distance of 5NM, the (along the route). Only the “TO”
directional scale is at 10NM. Overall waypoint is shown if the “TO” and
map scale ranges can be set to 1, 2, “DEST” waypoints are the same.
5, 10, 20, 50, 100, 200, and 400 Fuel totalizer (range and
nautical miles. endurance) is shown immediately
4 Start Waypoint below the navigation log for easy
comparison
5 VORTAC/VOR-DME, TACAN, VHF navaids are displayed in
VOR, DME ................................. cyan 10 Destination Airport
6 Datalink Weather Status

7 Destination Airport
8 Field of View on PFD ............ the PFD can be set to two different
fields of wiew: 35° and 70°. the 70°
field of view is the default and
resembles a wide-angle lens on a
camera. Since aircraft operate
primarily in the lateral plane, this field
of view is most useful. However, if

ICN-3C-A-463100-G-A0126-00578-A-01-1
MOVING MAP WITH STAR

CONVENTIONAL HSI/PTR FORMAT During GPS/WAAS operations, the
CDI scale is adjusted automatically
1 Courseline arrow ..................... The courseline arrow indicates the ccording to phase of flight:
selected course (Manual or
Automatic OBS) and consists of a
• Enroute (more than 30NM from
destination) – 2NM
head and tail displayed within the
boundaries of the directional scale. • Terminal (within 30NM of
The head and tail are always destination) – 1NM
aligned with each other (allowing • Approach (within 2NM of final
space for the CDI needle); the head approach fix) – 0.3NM
points to the selected course and CDI Scale is measured from the
the tail points to the reciprocal of the center line to the second displacement
selected course when read against mark. In automatic mode, the OBS
the directional scale. The displays the course of the current
courseline arrow rotates route segment. In manual mode, the
independently of the directional OBS displays the pilot-entered course
scale when the courseline is being to the active waypoint.
set by the pilot (Manual OBS or Once the course is set (Manual or
VOR OBS). Once a course is set, Automatic OBS), the CDI remains
the courseline arrow remains fixed fixed relative to, and rotates with, the
relative to, and rotates with, the directional scale. The CDI
directional scale. displacement marks always remain
2 PTR (VLOC2) perpendicular to the courseline and
the CDI needle moves laterally within
3 CDI needle .......................... a CDI is centered in the middle of the the limits of the scale to indicate
conventional HSI display and shows deviation from the selected course.
direction and magnitude of deviation At full deflection, the CDI needle is
from the course when read against the displayed in yellow.
courseline arrow and aircraft position
symbol. The CDI needle rotates 4 DME/TACAN 1
around the aircraft position symbol 5 CDI scale and OBS setting .... CDI scale value, mode, and OBS
such that it remains parallel with the setting are annunciated in the upper
courseline arrow. The CDI needle right corner of the display. The OBS
rotates independently of the value is followed by an “A” for
directional scale when the courseline automatic mode or an “M” for manual
is being set by the pilot (Manual OBS). mode. In automatic mode, the OBS
The CDI needle moves laterally over displays the course of the current
CDI displacement marks. route segment. In manual mode, the
OBS displays the pilot-entered
course to the active waypoint.

6 To-From indicator ................... the to-from indicator is a white
triangle placed at the end of the CDI
needle on the conventional HSI
display, between the aircraft
position symbol and the courseline
arrow. The arrow is ahead of the
aircraft symbol and points toward
the courseline arrowhead when
showing a “to” indication and behind
the aircraft symbol and pointing
toward the tail of the courseline
arrow when showing a “from”
indication. Once a course is
selected (Automatic or Manual), the
to-from indicator rotates with the
directional scale. The indicator will
flip from one end of the CDI needle
to the other upon waypoint or
navigation station passage. The HSI
may be driven by VLOC1, VLOC2,
or GPS.
7 ADF needle
8 Glide slope indicator
9 PTR (VLOC1) DME/TACAN 2

ICN-3C-A-463100-G-A0126-00579-A-01-1
CONVENTIONAL HSI/PTR FORMAT

TRAFFIC
The normal mode PFD will display traffic in a threedimensional manner. PFD
traffic will use standard traffic Symbols.
PFD traffic will include a range indication in nautical miles immediately to the
left of the symbol. The relative altitude will be displayed in hundreds of feet
below the traffic symbol if the traffic is below own aircraft. The relative altitude
will be displayed in hundreds of feet above the traffic symbol if the traffic is
above own aircraft. The arrow to the right of the traffic symbol indicates if the
traffic is climbing or descending at a rate greater than 500 feet per minute. PFD
traffic will not be rendered in Basic Mode or Unusual Attitude Mode.

ICN-3C-A-463100-G-A0126-00580-A-01-1
TRAFFIC DISPLAY ON PFD

TRAFFIC DISPLAY ON MFD
1 Traffic warning
2 Traffic ...................................... When interfaced with a suitable
traffic sensor, airborne traffic is
displayed on the moving map as
symbols that are based on the level
of threat. The relative altitude is
shown above (+) the symbol when
the traffic is above or below (-) the
symbol when the traffic is below
ownship altitude. A direction arrow
to the right of the symbol indicates a
climb or descent greater than 500
fpm.
3 Traffic position scale
4 Traffic position Reference ....... asterisks are shown around the
ownship aircraft symbol on the
dedicated traffic display
corresponding to positions of the
clock to aid in identifying traffic
relative to aircraft position. The
scale of the reference ring is shown
at the six o’clock position.

ICN-3C-A-463100-G-A0126-00581-A-01-1
TRAFFIC DISPLAY ON MFD

CAUTION ALERT MESSAGES
Alerts from the autopilot may be displayed on the PFD in the upper left corner.
The possible alert messages are: UCPL, PWR LIM, LOW HT, and LINK FAIL.
The LINK FAIL message indicates there is no communication between the
autopilot and the EFIS. If this alert is active, no other specific symbology will
be displayed.

ICN-3C-A-463100-G-A0126-00582-A-01-1
CAUTION ALERT MESSAGES

SPECIFIC FUNCTIONALITY
HORIZON SYNCHRONIZATION MODE
The Horizon Synchronization mode will typically be used during a Category A
departure. To engage Horizon Sync mode, push the MENU button while the
rotorcraft has an indicated airspeed of less than 60 knots and a pitch within
±11 degrees. Push the button next to the HRZ SYNC soft tile in the upper left
corner. Horizon Sync mode is now armed and an HS ON soft tile appears. Push
the button next to HS ON to activate Horizon Sync mode. Two yellow reference
marks are displayed at the actual horizon position, a HRZ SYNC annunciation
appears in the lower left corner, and an HS OFF soft tile appears in the upper
left corner. Press HS OFF to deactivate Horizon Sync mode.

ICN-3C-A-463100-G-A0126-00583-A-01-1
HORIZON SYNCHRONIZATION MODE

SKYWAY
The PFD displays the active navigation route or manual OBS course in a three-
dimensional manner using a series of skyway boxes (commonly referred to as
HITS or Highway-In-The-Sky). The skyway boxes overlay the flight plan route
at a desired altitude providing lateral and vertical depiction of the desired flight
path.
The Skyway is based solely on GPS. It NEVER represents any other navigation
symbol such as VOR or ILS.
The skyway is displayed whenever a waypoint, runway, or any approach/

departure procedure is selected. The skyway shows the course that you have
selected and can be thought of as a predictive flight director because it
indicates upcoming maneuvers.
The skyway boxes are centered on the active leg of the route. When the active
leg of the route is within the field of view on the PFD, five boxes are shown. If
the active leg of the route is not in PFD’s field of view, the skyway will not be
visible.
The boxes are spaced 2,000 feet apart and always measure 320 feet high by
400 feet wide. For comparison, an ILS localizer is 700 feet wide at the runway
threshold.

ICN-3C-A-463100-G-A0126-01289-A-01-1
SKYWAY
SKYWAY LATERAL NAVIGATION (LNAV)
The skyway starts at the beginning of a route or flight plan and terminates at
the destination or, if an instrument approach is selected, at the missed
approach point. Arming the missed approach procedure (simply pushing the
ARM menu button) causes the skyway to follow the missed approach
procedure. It will automatically calculate the entry to the hold (parallel,
teardrop, or direct) and then hold as published at the missed approach holding
fix.

ICN-3C-A-463100-G-A0126-01290-A-01-1
SKYWAY LATERAL NAVIGATION (LNAV)

Skyway turns requiring more than 5° of heading change are indicated by boxes Climb and descent angle settings are controlled individually with a resolution
banked in the direction of the turn, while turns requiring less than 5° are of 0.1° using the VNAV CDA function in the BUGS . . menu, see PFD Bug
unbanked. (BUGS) Menu, page 5-30.
For example, a holding pattern or procedure turn has banked boxes indicating
the turn, while a 15-mile DME arc has unbanked boxes because it is a very
gradual turn along the arc
The system is configured with a VPROC or preprogrammed speed to
determine the radius of the skyway turns in a procedure. VPROC is the
approximate speed that approach procedures are typically flown in a particular
aircraft. Skyway turns will result in 15° banks at that speed. VPROC is used
on:
1 the first two waypoints in a DP,
2 STAR waypoints within 30NM of the destination,
3 IFR approach and missed approach procedures
Otherwise, skyway turn radius is based on a 15° bank at the higher of the
preprogrammed VPROC or current speed. Therefore, in zero-wind conditions,
the angle of the flight path marker will match the angle of the boxes. However,
wind will cause the actual bank angle required to stay within the skyway to vary
Due to the fact that five boxes are shown ahead of the aircraft, upcoming turns
are apparent well before turn input is required, thus they become an
anticipatory cue for the pilot. The pilot always has a clear understanding of
what will happen next along the course.
SKYWAY VERTICAL NAVIGATION (VNAV)

Skyway box altitude is controlled by the desired altitude, aircraft altitude,
aircraft climb performance, and climb/descent angle setting.
If no desired altitude is set, then the skyway boxes describe the desired lateral
navigation path at the aircraft’s current altitude (they just go up and down with
the aircraft’s altitude).
The VNAV function provides preprogrammed altitudes for all waypoints in the
active route which are set manually by the pilot, loaded from the Jeppesen
NavData for procedures, or calculated by the EFIS. When one waypoint in the
active route is assigned a VNAV altitude by the pilot or the NavData, the EFIS
automatically fills in altitudes for the rest of the waypoints.
The target altitude bug overrides the VNAV altitudes and makes the skyway
go up or down immediately.

ICN-3C-A-463100-G-A0126-01291-A-01-1
SKYWAY VERTICAL NAVIGATION (VNAV)

ICN-3C-A-463100-G-A0126-00627-A-01-1
SYSTEM CONFIGURATION
ICN-3C-A-463100-G-A0126-00628-A-01-1
MFDS/PFDS/MISCELLANEOUS PANEL/REMOTE BUG PANEL INTERC. DIAGRAM


SECTION 32
REMOTE BUG PANELS

GENERAL DESCRIPTION
The AW109SP Remote Bugs Panel (RBP) is a component of the basic avionics
system. Remote Bug Panel (RBP) selects and set parameters for the EFIS
functions. The Remote Bug Panel (RBP) is interconnected with MFDs, PFDs
and Miscellaneous Panel.
The RBP is used to select Heading and Altitude, transition into and out of FMS
LNAV and VNAV Submodes, and to perform other miscellaneous functions.
INTERFACE
The RBP supports 3 rotary knobs with integrated push buttons and 5 additional
push buttons. Two of the rotary knobs are dedicated to Heading and Altitude
bugs. The remaining knob acts as “Data Set.” The two Arrow keys are used as
a “Function Select”, while the Set knob is used to adjust the value of the
function selected.
The integrated push buttons in the three knobs act as the “Enter” key for setting
the values selected by the respective knobs. The independent push buttons
are labeled “LNAV”, “VNAV” and “BAR”. The function of the first two buttons is
fixed and the third is dynamic.
Pressing both Arrow keys simultaneously places the RBP in “Dimming Mode.”
During Dimming Mode, the Set knob is used to set the display brightness.
Pressing either Arrow key cancels the dimming mode. During dimming mode,
the Heading and Altitude knobs and their associated keys continue to function
normally.
Each clockwise click increments the number, while each counterclockwise
click decrements the number.

ICN-3C-A-463200-G-A0126-00692-A-01-1
COMPONENTS LOCATION
DESCRIPTION OF MAJOR COMPONENTS • An altitude knob turn while pushed shall directly change the ALTA Datum.
HEADING KNOB The ALTA Datum value is communicated to the AFCS.
Heading knob presses and turns are communicated to the AFCS.

When the AFCS is in NAV mode and the EFIS is in FMS Heading Submode: GENERAL PURPOSE KNOB
• Pushing the heading knob shall synchronize the Heading Datum to the The VSI bug function shall only be available when the AFCS is in VNAV mode
AFCS-controlled Heading Preselect; with a VSI climb or VSI descent as the current vertical control law. Otherwise,
• A heading knob turn while pushed shall directly change the Heading there are no changes to the general purpose knob functions.
Datum; and
• Changing the Heading Datum shall cause the Heading Datum readout to LNAV BUTTON
be displayed on the PFD for 5 seconds.
The Heading Datum value is communicated to the AFCS. When the AFCS is in NAV mode, a push of the LNAV button shall cause the
EFIS to toggle between LNAV Submode and HDG Submode. The EFIS shall
toggle to LNAV Submode by turning OFF the heading bug. The EFIS shall
ALTITUDE KNOB toggle to HDG Submode by initializing the heading bug to either the AFCS-
Altitude knob presses and turns are communicated to the AFCS. When the controlled Heading Preselect value (if valid) or aircraft heading. Upon
AFCS is in VNAV mode and the EFIS is in ALTA Submode: engagement of HDG Submode, the Heading Datum readout shall be displayed
on the PFD for 5 seconds.
• A push of the altitude knob shall synchronize the ALTA Datum to the FMS LNAV Submode Annunciations shall be in the right-most portion of the
AFCS-controlled Altitude Preselect; and
autopilot annunciation bar. The Submode Annunciations shall be displayed in
magenta. The following table describe the possible annunciations:
LNAV Annunciation Meaning
--- LNAV Submode Failure Warning
HDG Heading Submode Engaged
LNAV with Small “ARM” Heading Submode Engaged and LNAV Submode Armed
LNAV LNAV Submode Engaged

VNAV BUTTON to ALTA Submode by initializing the ALTA bug to either ALTA preselect value
(if valid) or VNAV altitude.
When the AFCS is in VNAV mode, a push of the VNAV button shall cause the
FMS FMS VNAV Submode Annunciations shall be in the right-most portion of
EFIS to toggle between VNAV Submode and ALTA Submode. The EFIS shall
the autopilot annunciation bar. The Submode Annunciations shall be displayed
toggle to VNAV Submode by turning OFF the ALTA bug. The EFIS shall toggle
in magenta. The following table describe the possible annunciations:
VNAV Annunciation Meaning
--- VNAV Submode Failure Warning
ALTA Altitude Acquire Submode Engaged
VNAV VNAV Submode Engaged

ICN-3C-A-463200-G-A0126-00693-A-01-1
FMS LNAV AND VNAV SUBMODE ANNUNCIATION

ICN-3C-A-463200-G-A0126-00694-A-01-1
PITCH DATUM BUG AND HEADING PRESELECT

ICN-3C-A-463200-G-A0126-00695-A-01-1
RBP DISPLAY INDICATIONS (1 OF 4)

ICN-3C-A-463200-G-A0126-00696-A-01-1

ICN-3C-A-463200-G-A0126-00697-A-01-1

ICN-3C-A-463200-G-A0126-00698-A-01-1

RBP BUTTONS AND KNOBS CONTROL
Button/ Knob Function Turn Press
Heading Knob Heading Bug Increment or decrement the heading bug. Synchronize the heading bug to current heading.
Altitude Knob Altitude Bug Increment or decrement the target altitude bug. Synchronize the target altitude bug to current altitude.
Synchronize the GPS Course to current bearing to the active

Set Knob GPS Course Increment or decrement the GPS Course setting.
waypoint.
Synchronize the VOR1 Course to the current bearing to the

Set Knob VOR1 Course the VOR1 Course setting.
station.
Synchronize the VOR2 Course to the current bearing to the

Set Knob VOR2 Course Increment or decrement the VOR2 Course setting.
station.
Set Knob Climb Angle Set Increment or decrement the Climb Angle setting. Set the Climb Angle Setting to 3 degrees.
Set Knob Descent Angle Set Increment or decrement the Descent Angle setting. Set the Descent Angle Setting to 3 degrees.
Set Knob Decision Height Bug Increment or decrement the Decision Height Bug. Set the Decision Height Bug to 200’ AGL.
Set Knob Minimum Altitude Bug Increment or decrement the Minimum Altitude Bug. Set the Minimum Altitude to current altitude.
Set “---”Button GPS Course n/a Change OBS mode (Manual or Automatic)
Set “---” Button Airspeed Bug n/a Toggle Airspeed Bug (ON or OFF).
Set “---” Button Vertical Speed Bug n/a Toggle Vertical Speed Bug (ON or OFF)
Set “---”Button Decision Height Bug n/a Toggle Decision Height Bug (ON or OFF).
Set “---”Button Minimum Altitude Bug n/a Toggle Minimum Altitude Bug (ON or OFF).

Button/ Knob Function Turn Press
Scroll through possible functions for the “Set” rotaray knob.

Pressing both arrow buttons simultaneously places the RBP
Arrow Buttons Function Scroll n/a
into dimming mode. In this mode, the main display will show
“BRT.” Use the “Set” knob to set panel display brightness.
Switch the EFIS autopilot pitch steering and commanded VSI

VNAV Button VNAV n/a
between VNAV submode and target altitude sub-mode.
Switch the EFIS autopilot roll steering between LNAV sub-

LNAV Button LNAV n/a
mode and heading sub-mode.

ICN-3C-A-463200-G-A0126-00699-A-01-1
RBP BLOCK DIAGRAM

SECTION 33
DIGITAL MAP GENERATOR SYSTEM

GENERAL • USB dedicated port available for maps loading
The AW109SP is provided with a Digital Moving Map capability to provide a The EURONAV RN& DMG is interfaced with the following equipments:
crew with a visual moving map display to enanche situational awareness. • 8.4” cockpit display
The EURONAV V Digital Map Generator (DMG) consist of:
• EFIS: PFD#1, PDF#2 and MFD#1 MFD#2
• RN6 Processor for Euronav V: it’s the CPU that controls all components The DMG is interfaced with pilot EFIS via ARINC 429. DMG receives from EFIS
and contains- the storage medium and the system software. It provides
helicopter data (position, ground speed, altitude) and the active flight plan.
all interfaces to the sub-system. The processor is mounted on a
dedicated mounting tray.
• RN6 Processor mounting tray
• Control Unit: the control unit for cockpit mounting is a control panel with
a green lighted 14 button keypad.
• 32 GB Flash.Disk Memory: it stores the dedicated configuration software
for AW109SP and vector/rester/DTED maps, data based images.
• Additional Interface for e.g. keyboard
• USB-2 port for up/download data (waypoints, flight plan, map)
The Moving Map provides the following functionality:
• Man-Machine interface:
• Video and symbol generation, as well as associated overlays, for display
on a dedicated 8.4” display on cockpit upon selection.
• Crew control of the moving map by means dedicated DMG Control Panel.
Navigation:
• Receive and display active flight plan combined with a moving map
display
• Display of electronic maps of different types and scales
• Indication of aircraft present position and heading
• Manual designation of waypoints on map display, throught dedicated
DMG Control Panel, and transmission to the FMS embedded into EFIS
system.
Data downloading and uploading:
• Loading different variation of maps (photo, satellite, Jeppesen etc)
• Loading maps with different scales from 1:2.000.000 to 1:5.000
• Record actual flight data to enable the downloading and replay the flight
on ground

ICN-3C-A-463300-G-A0126-00700-A-01-1
COMPONENTS LOCATION
ICN-3C-A-463300-G-A0126-00701-A-02-1
DMG FUNCTIONAL BLOCK DIAGRAM
ICN-3C-A-463300-G-A0126-00702-A-02-1
DMG ARCHITECTURE DIAGRAM
ICN-3C-A-463300-G-A0126-00703-A-02-1
DMG BREAKERS
TASK MANAGEMENT
The EURONAV can easily perform many useful task management functions,
including:
• Flight Planning: Flight can be planned and previewed on the screen. The
DMG has the capability to overlay flight plans received from EFIS, to
display the user defined waypoints and to transmit the user defined
waypoints to the EFIS. Each flight plan is changeable during flight and all
the planned flights can be stored and reactivated on demand.
• Flight Planning info: By input of the ICAO letter code, coordinates or
name, the system displays all the relevant flight information. When
operating in flight, the built-in GPS provides the position and the distance
to airports, VORs or any other point in the database.
• Direct To Navigation: Displays a line from the ACFT or/and the start point
to the destination point.
• Flight Recording: The EuroNav provides a flight recording function for
every mission. The flight track, the altitude profile and, if activated, the
camera track can be reviewed and/or analysed after landing. Events
during flight are displayed as a flag in the map. A previous flight track can
be used for guidance. Data like missions, screenshots, maps and
database updates are uploaded and downloaded by means of the USB
port located in the baggage compartment.
• Searching and Marking: The system allows searching for any particular
place, right down to a street or an object by interrogating all the databases
available. Once the place has been found, immediately a Direct To can
be set to fly directly to the scene. Colored flags can be used to pinpoint
anything, from operational "no go" areas to places where aerial
photographic work needs to be undertaken.
• Object and Terrain Warning: Objects like towers, pipelines, lifts etc. can
be integrated into the map and can be set to a warning mode, issuing a
warning when the aircraft reaches the warning range defined. Terrain
collision warning can also be activated, if the system contains an installed
terrain database (DTED Data).
• Emergency mode: In case of emergency the emergency function shows
the pilot the direct track to the nearest suitable landing field together with
the associated navigational information about the displayed location that
enables prompt reaction according to the systems emergency checklist.

ICN-3C-A-463300-G-A0126-00704-A-01-1
DIGITAL MAP GENERATOR DISPLAY

MAPS AND DATABASE TERRAIN MAPS
The EuroNav is centered around mapping database which can hold both digital These raster maps can appear in different color modes with dynamic sun
and rastered paper maps of the entire force/local area and its surroundings. shading and ground proximity warnings. They are based on DTED or other
As the moving map is linked to position input it offers very good accuracy and digital terrain data.
the current position is constantly updated and displayed on the map. It is
possible to zoom up and down through different maps scales. The zoom level
generally reflects the visibility appropriate to the altitude actually flown. MAP OVERLAYS
In addition to the raster and vector map layers, the Digital Map can be overlaid
by various flight relevant data, described as follows:
AIR DATABASE
The system can hold vector and digital raster maps of the entire operation area.
It can also use Jeppesen databases that shows airspace structures, airports USER WAYPOINTS
information such as runways alignment, radio frequencies, navigation aids and User waypoints are normally used to hold Town reference points, hospitals,
restricted airspace. landing sites, points of interest, drill platforms, farms etc.
• 6 databases of User waypoints can be in the system, capacity virtually
ADDRESS DATABASES unlimited.
If data is implemented in the system, a full geographic database is available.

• All waypoints of the mentioned 6 databases can be displayed at the same
time.
A destination can be selected by Town name, street name and house number.
Any address can be viewed by selecting a position on the map. • They can be stored as permanent or temporary WPTs (all temporary
WPTs of one database can be deleted with one command).
• Each waypoint is determined by a name/number and its Latitude and
USER DATABASE Longitude coordinates.
Up to six databases, of unlimited size, can be used. • Each waypoint has a parameter setting of show or hide. (They can be
faded in or out).
• Each waypoint can be displayed as NATO mil symbology as well as user
MAPS defined bitmap symbol. They can have up to three range ring and be
Either vector or scanned raster maps can be displayed in full color. All maps warning sensitive.
can be displayed in North-up, Track-up or Heading-up modes with the • The EuroNav can permanently display a line from ACFT to nearest
helicopter position set at bottom or at center of the screen. The map can be waypoint.
zoomed in or out in small increments. Map labels move with the map but remain
upright for easy reading. In case of need or in IFR conditions, only the
aeronautical information can be displayed. FLIGHT PLANS
The system offers two possibilities of creating a flight plan: one possibility
consists of creating a Direct To plan, the other one is to use the Flight Plans
editor for more complex flight planning. Waypoints and Tracks are displayed
on the map. An info window is displayed at the lower left frame containing
indicators such as waypoint name, bearing distance, ETE, ETA and DTK. An

additional info window is displayed at the lower right frame containing CAMERA FOOTPRINT/LINE OF SIGHT
information about the next flight leg (waypoint names, DTK, distance and ETA
Displays the camera viewing area as a footprint or as a line of sight in the map.
FPL.
Optionally the system can display the coordinates of the camera look to-point
and pull the street name next to the picture centre from the vector map.
OBJECTS
Objects are normally used to mark warning or danger areas, wires, obstacles ESCAPE-RINGS
etc.
Escape-Rings give an idea of the area a moving target (person, vehicle) could
The pre-setup in the object editor allows configuring up to to 5000 objects in
be found in.
the system database. If required it can be extended to virtually unlimited.
Three escape-rings (white, green, yellow) are drawn into the map around the
selected destination point. The growth speed can be set according to the
SEARCH PATTERNS specific needs using the Escape Rings Setup menu.
Search Patterns are in principal normal routes with predefined selectable
shapes, such as Rising Ladder, Race Track, Orbit, Sector Search, Expanding OBSTACLE WARNING FUNCTION
Square.
The system is equipped with an automatic obstacle warning function which is
activated whenever the system starts operation. During the flight this function
TOWN LIST can be set to off.
When the warning function is activated, the system automatically searches in
The EuroNav System can be equipped with a complete Town List for the the map for objects to which the warning mode has been assigned. A certain
country or application. Within the list a special function allows to search quickly section area ahead of the aircraft symbol and next to it is continuously searched
for a particular Town name. through to detect such objects. In case the helicopter approaches an obstacle,
the COLL warning message, displayed in the lower frame, flashes white and
RADIALS / DIRECTION FINDER grey.
Radials are lines from a selected point with a selected bearing and length.
Three radials can be defined for each flight plan bank. The line of a direction OBSTACLES THAT CAN ISSUE WARNINGS
finder that is linked to the system can be displayed and fixed as a radial. Theoretically all objects of the Object file can issue warnings, i.e. it can be
assigned the warning mode to any obstacles, as for example high bridges,
MOVING OBJECTS towers, etc. For some obstacles, i.e. Lifts, Power Lines, Chimneys, etc., the
obstacle warning mode is already preset (but can be removed).
Allows the display of up to 200 moving objects (ground vehicles, aircraft,
vessels etc.). Moving objects are fed into the system by manual setup. They
can have various symbols and colours; a speed vector shows heading and TERRAIN COLLISION WARNING
speed of movement. Moving Objects can be used as waypoints in flight plans. When the system contains an installed terrain database (DTED), collision
Interception points are calculated. warning can be displayed provided that the related function has been activated
through the Terrain Warning menu.

ELEVATION MODE
The system can be operated in Elevation Mode if a terrain database (DTED)
has been installed. When in elevation mode a terrain profile window is
displayed in the frame upper right corner indicating the vertical terrain profile
in front of the helicopter. The profile height, width and length and the color
coding can be set through the DTED Setup menu.
MEMORY
The system is provided with one 80 GB HDD plus 132 GB Flash Drive. o base
memory, up to two PCMCIA cards containing specific information, can be
added.

ICN-3C-A-463300-G-A0126-00705-A-01-1
DMG PROCESSOR UNIT FRONT PANEL

ICN-3C-A-463300-G-A0126-00706-A-01-1
DMG INTERFACES
DMG INDICATORS Range Rings option of the Arc/Rose
Menu.
1 Map Mode Indicator ......... Indicator displayed in white that
11 Additional Coordinate window ... In panning mode, it displaysthe
indicates the mode selected through the
following information: the Latitude
Men Mode menu. One of the following
and Longitude of the map centre
indicators is displayed:
point, the distance between the
• N↑ ............ North Up Mode. helicopter and the map centre
• T↑ ............. Track Up Mode. point and the bearing of Direct To
track toward the map centre point
• H↑ ............ Heading Up (0° indicates North).
Mode.
12 SA / AS ............................... Air space Indication (SA = Special
2 Map indicator ............................ Indicator displayed in white that Area; AS = Airspace). Blinking in case
indicates the selected map. of approaching air spaces and
3 NAVIG ................................... Indicator displayed in white when the displaying the according denomination
navigation vector is activated. The (see chepter 3.14). When activated the
indicator is grey when the vector is presentation is in white, in grey in case
deactivated. of deactivation.
4 HAT .............................................................. Height Above Terrain. 13 TERR .................................... Terrain collision warning activated /
deactivated. When the Terrain
5 DFAIL .................................. Indicator displayed in white when a Warning is activated the presentation
data communication fail is occurred. It is white. In case of impending terrain
is grey when there are no collision (Terrain warning, see
communication problems. chapter 3.13) it is blinking white / red.
6 GS ........................................................................... Ground speed. Grey when the function is
7 NACK .................................. Not Acknowledged indicator. It blinks deactivated.
white and grey when a message has 14 TRAF ....................................... Presentation of TCAS applications.
not been confirmed. 15 OBST .................................... Obstacle warning function. It blinks
8 Message indicator. It blinks white white/red when there is a impending
and grey when there are new and obstacle collision. It is grey when the
.................................. unopened messages in the function is deactivated.
Inbox. 16 Trk ......................................... Track indicator. It is displayed only if
9 Position Window ..................... It displays the Latitude (North) and selected through HDG/TRK Label
Longitude (East) coordinates of the menu.
helicopter. 17 Hdg ........................................ Heading indicator. It is displayed
10 Map Scale ............................. It displays the current mapscale. It is only if selected through HDG/TRK
deactivated when is selected the Label menu.

18 Direct To/Next Waypoint In this window are displayed the
Window .................................... information, related to the next
waypoint of the flight plan or to the
Direct To destination. The following
information are displayed:
waypoint name, bearing, distance,
ETE, DTK and ETA. If Direct To
navigation is activated, the ‘Direct
To’ label replaces the waypoint
name.
19 Alt ....................................................................................... Altitude.

ICN-3C-A-463300-G-A0126-01293-A-01-1
DMG INDICATORS
COORDINATES AND TEXT INSERTION SRC MAP COORDINATE INSERTION
To insert coordinates or other text into a window within a menu, the following Access the map by pushing the Map button on the coordinate window: the map
methods are provided: panning mode is displayed. Use arrow keys to select the desired vectored
object on the map, then push ENT key.
MANUAL COORDINATE INSERTION

AICRAFT POSITION INSERTION
Move within the window using arrow keys and select the insertion point, confirm
the selection by pushing ENT key: the cursor lights on at the first character Pushing the ACFT Pos button on the coordinate window, the present helicopter
position. Two methods are provided for character insertion: position is displayed in terms of Latitude and Longitude.
• Scroll the characters using up/down arrow keys until the needed one is
found. Push ENT key to confirm the selection Use back/forward arrow
keys to move to the next/previous character.
• Push MEN key to display a keyboard window on the screen to make DMG CONTROL PANEL:
easier data insertion. Select on the keyboard the needed character by
using arrow keys and push ENT key to confirm the selection. Push ESC 1 MEN .................................... Main Menu; pressing this button the
key to close the keyboard window. following menus are available: Flight
Plan, Send to FMS, Flight Info,
Checklists, I/O Status, Flight Records,
DATABASE COORDINATE INSERTION Data Com, Maintenance, Shut Down.
During character insertion, pressing
Access the database by pushing the Database button on the coordinate
this button enables the displaying on
window: the database contents is displayed. Using arrow keys, select the
the screen of a virtual keyboard to
desired object, then push ENT key.
make easier data insertion.
2 SRC ....................................... Search objects and details; pressing
MAP COORDINATE INSERTION this button the following menus are
available: View Next Waypoint,
Access the map by pushing the Map button on the coordinate window: the map
Search Map, Search Database, Auto
panning mode is displayed. Use arrow keys to select the desired object on the
Line, Search Air Info.
map, then push ENT key.
3 EVT ...................................... Event Menu; pressing this button the
following menus are available: Record
OFFSET INSERTION Event, User Database, Quick Edit,
Access the offset window by pushing the Offset button on the coordinate Point Types, Vector Types, Radials,
window. Insert Bearing and Distance from the selected object. Escape Rings, Screenshot.
4 ESC ...................................... Escape key; pressing this key the
Quick Access Menu is available. If
pressed when a menu is already
displayed, the key perform the abort/
escape procedure.

5 - ........................................................................................ Zoom out
6 EMG ...................................... Emergency mode; pressing his
button the following menus are
available: Emergency Mode,
Emergency Waypoints or Address
Points.
7 A/R ....................................... Arc/Rose Menu; pressing this button
the following menus are available:
Rose, Range Rings, Track Line,
Panning, Bearing Line, Flight Trace,
Camera Point, Range Arc.
8 MAP ....................................... Map settings Menu; pressing this
button the following menus are
available: DTED Profile, Map Line,
Labels, Maps, Map mode, Map
Design.
9 + ......................................................................................... Zoom in
10 ENT ........................................ Enter key; enter Next/Previous
Waypoint
11 Arrow keys ..................................................... multifunction buttons

ICN-3C-A-463300-G-A0126-00707-A-01-1
DMG CONTROL PANEL

USER-INTERFACE – ROUTES be achieved via arrow key and zoom. In case of vector objects one of the vertex
coordinates has to be identical with the Panning coordinate. When confirmed
When a route is active an info-window presents the next waypoint (Section1) via ENT a context menu is displayed, presenting firstly the object’s name of
in the lower left area providing information such as the denomination of the the just entered object and then the menu point [Map]. When the object menu
waypoint, bearing, distance, ETE, ETA and DTK. In addition, a second info- is selected, a sub-menu is displayed showing the selections [Edit…] and
window will be displayed on the lower right area providing the data of the next [Delete…] in order to delete or edit the object.
leg (Fuelstation) such as waypoint title, DTK and distance. Right below, the The menu point [Map] opens the above described Map Menu. Moreover,
ETA to reach the last waypoint of the route is indicated including its different denominations for air spaces, street names, flight plans etc can be
denomination. Chapter 4.3 describes creating and editing of routes. listed via context menu. When an entry is selected via arrow key the respective
object will be graphically displayed. The management of the indicated
information will be performed via Near To/Context Menu which is described in
USER-INTERFACE – SYSTEM INDICATORS
further detail in chapter 3.4.1.
Only one of the following possibilities can be selected at a time (Exclusive –
Or). Therefore, it is not possible to activate both at the same time.
North-Indicator (symbol on upper left) Q Rose in Arc/Rose menu (see chapter USER - DEFINABLE INDICATORS
3.2). EuroNav Software provides additional indicators which can be set individually
Map Scale (right) Q Range Rings in Arc/Rose main menu. (see figure). The display of the Terrain Profile Window and the Scale Bar only
makes sense, when EuroNav Software has access to accordingly
implemented terrain data.
USER-INTERFACE – PANNING MODE
At the left upper frame a Heading and Track Indicator can be activated (see
Map movements are generally performed by pressing the arrow buttons of the chapter 3.1). The displaying of Heading / Track is activated as a default.
Control Unit respectively the related control panel. Changing into the so called Terrain Profile Window, upper right (see chapter 3.8). The Terrain Profile
Panning Mode which displays a line from the A/C and an additional coordinates Window can only present a profile when the relevant height data are integrated
window in the right of the user interface. and activated within the system (see chapter 3.10). Moreover, obstacles can
The coordinates window fading in indicates towards north (0° will be north), be displayed (e.g. out of an obstacle database or another user database, in
and shows the distance of the A/C position and its respective coordinates. The case the object has been configured accordingly, also see chapter 5.7.6). The
Panning Mode can also be set during the flight (or simulation-mode). By obstacle can be displayed in two different representations: Statically or
pressing flashing. When the object is flashing, the EuroNav obstacle warning (see
the Panning Mode can be left and display will change back to normal mode. chapter 3.12, Obstacle Warning) is activated and flashing together with the
The original position and selected zoom level will be restored. When the OBST flag in the upper status bar.
Panning Mode is active, a possibly activated Rose or Range Rings will be Scale Bar for terrain data respectively height data at the left frame (see chapter
blanked and the North-Indicator and the Map Scale will be displayed instead. 3.8). The Scale Bar will not be displayed in DTED Mode [Shading Only] Mode.
In Panning Mode 2 options (Stop and Follow) are possible, which will be
described in chapter 3.4 in more detail.
Another Feature of the Panning Modes is an optimized context menu, which
can be selected up via “ENT” . When within Panning Mode “ENT” is confirmed,
the following Map Menu opens:
When an object (Point or Vector object) is placed on the map, this object can
be edited or deleted directly via the Map context menu. To this purpose the
object coordinate and the Panning coordinate have to be identical which can

ICN-3C-A-463300-G-A0126-00708-A-01-1
DIRECT TO MENU
ICN-3C-A-463300-G-A0126-00709-A-01-1
MAIN MENU TREE

ICN-3C-A-463300-G-A0126-00710-A-01-1
ARC/ROSE AND ENT MENU TREE

ICN-3C-A-463300-G-A0126-00711-A-01-1
MAP MENU TREE

ICN-3C-A-463300-G-A0126-00712-A-01-1
QUICK ACCESS MENU

ICN-3C-A-463300-G-A0126-00713-A-01-1
EMG FUNCTION (1 OF 4)
ICN-3C-A-463300-G-A0126-00714-A-01-1
ICN-3C-A-463300-G-A0126-00715-A-01-1
ICN-3C-A-463300-G-A0126-00716-A-01-1
EVS 1000 – GENERAL the NUC cycle, the video image will be interrupted and the screen will appear
blank for approximately one second.
The EVS-1000 is used as a supplemental display to enhance the view of the When exposed to direct sun for periods of time longer than 10-20 seconds,
outside world. It uses an infrared (IR) sensor to provide an additional visual individual detector elements in the sensor array can lose their ability to be
perspective. The EVS-1000 is particularly effective at night, in smoke, haze completely re-calibrated by the NUC function. Sun-exposure effects can often
and in smog. It is also effective in many conditions of rain, snow and fog. appear as irregular lines on the display. When the aircraft is parked and
The Max-Viz EVS-1000 system uses uncooled, long-wave infrared sensors to stationary, avoid EVS use when the sensor is pointed directly into the sun. Sun
gather data about runways, terrain and any potential obstacles on the ground exposure effects will usually self-correct within two to three NUC cycles during
or in flight. These images are enhanced, relayed and displayed on a video- normal operation. In severe cases of sun exposure, permanent damage to the
capable display system in the cockpit. sensor array can occur.
The EVS -1000 is comprised of four line replaceable units (LRUs): Independent of the operation of the sensor, image quality is a function of target
• Sensor LRU size, target temperature, background temperature, and atmospheric
• Power Supply LRU attenuation from particles or moisture in the air. As such, it is important to know
that the quality of the image will appear different as these variables change. If
• Video Interface Unit the video image appears clear in the cool morning and a washed out in a hot/
• Video Display humid summer afternoon, the difference is probably caused by changes in the
infrared environment, and not from changes in the operation of the system.
The system is powered by the 28 V DC BUS 1 bar through the EVS circuit
breaker located in the overhead console.
POWER SUPPLY
COMPONENT DESCRIPTION The power supply LRU provides the sensor with power and all electrical
interfaces. The power supply receives the RS-170 video signal from the sensor
SENSOR and sends it to the video interface unit via coax cable.
The sensor LRU is a long-wave infrared (IR) camera assembly that produces The system is powered from the generator bus #1 through a 7.5 Amp circuit
the RS-170 video signal and hosts a 320x240 pixel sensor array. The sensor breaker switch labelled “EVS-1000” located in the main circuit breaker panel.
is located on the right hand side under the nose of the aircraft on a dedicated The unit is located on the forward avionics bay bulkhead right hand side.
panel, just outboard of the deployed landing gear doors.
The sensor is sealed at the factory and filled with nitrogen to eliminate moisture.
If the sensor is opened, the nitrogen will be lost. Do not open the sensor during
system installation or maintenance.
During in-flight use, the sensor uses heaters to keep ice from building up over
the lens. If the heaters fail and ice builds up, infrared energy will be unable to
pass through the ice and the image will begin to fade. In this situation ice build
up may first occur around the outside of the image and eventually close up as
a circle of ice closes in over the circular lens. If the heaters fail, EVS use should
be discontinued. If the sensor is iced over because of cold weather before start-
up, it may take a few minutes before the ice melts off and an image appears.
At periodic intervals the system automatically performs a non-uniformity
correction (NUC), where an internal shutter assembly closes, to give the array
a standard temperature target for array correction and re-calibration. During

ICN-3C-A-463300-G-A0126-01292-A-01-1
EVS 1000 COMPONENT LOCATION

OPERATING PROCEDURES
EQUIPMENT TURN ON
To turn on the system, set the EVS-1000 circuit breaker switch to On. The
sensor requires approximately 30 seconds to produce a useable image.
PRE-FLIGHT CHECKS
As part of the routine pre-flight checkout for the first flight of the day, the
following EVS-1000 system and component checks should be made:
• Verify that the camera, cowlings and mounting brackets are mechanically
sound by visual inspection and shake test by hand. If the system has not
been used recently the camera operation should be verified.
• Turn aircraft power on and set the EVS-1000 circuit breaker switch to On.
Wait 30 seconds. Adjust the display controls and verify that camera is
working properly. Verify that the lower 40% (approximately) of the screen
is masked. Set the EVS-1000 circuit breaker switch to Off.
Before each flight these checks should be performed:
• Verify that the camera, cowlings and mounting brackets are mechanically
sound by visual inspection and shake test by hand.
• Verify that the EVS-1000 circuit breaker switch is in the Off position.
MAINTENANCE
EXTERNAL CLEANING
In contrast to visible light energy, infrared energy typically passes through dirt
or bug-debris build-up on the lens. As such, the sensor lens requires only
occasional cleaning with mild soap and water, and soft cloth. Do not use
abrasive cleansers or cleaning pads on the germanium lens.
Abrasive cleaning can damage the lens coating.
The video display screen material is frosted glass. A damp (not dripping)
cleaning cloth with a small amount of spray cleaner may be used to remove
dust or fingerprints. Care should be taken to avoid having fluid run inside the
enclosure.

ICN-3C-A-463300-G-A0126-00717-A-01-1
EVS-1000 SCREEN

CHAPTER
52DOORS


SECTION 00
GENERAL

The helicopter is provided by the following doors:
• Two cockpit doors.
• Two passenger compartment sliding doors.
• One baggage compartment door.
• Service doors.
Cockpit and passengers doors are made of composite material (carbon fiber
with nomex core), are provided with latch and jettison mechanism.
All door assemblies incorporate seals to prevent the ingress of water and dirt.
Each seal consist of a soft rubber strip cemented around the door peripheries.
The doors control system consists of a set of switches that , in case doors
(cockpit, passenger and baggage) are not properly closed, provide an
electrical signal to the IDS and specific caution messages will be lighted on
EDU 1.

ICN-3C-A-520000-G-A0126-00718-A-02-1
DOORS GENERAL

SECTION 11
CREW DOORS

The Helicopter is provided with two cockpit doors.
Each cockpit door consists of composite material ( carbon fiber with nomex
core ) box structure provided with windows made of acrylic plastic. The door
is secured to two fittings on the airframe, the hinge-pin of each fitting is part of
the emergency door release mechanism. The emergency door release
mechanism consists of rods and bellcranks connected to the handle located
on windshield side post. The handle permits a quick-release of the door by
extracting the rod pins from hinges.
The doors has a dual point ( top and side ) latch mechanism operated by a
rotating inner handle and a pull type external lever, bellcranks and rods with a
pin fitting and a roller assembly to fix the door to the helicopter structure.
The cockpit doors are provided with struts keeping doors open during
helicopter boarding.

ICN-3C-A-521100-G-A0126-00373-A-03-1
COCKPIT DOOR AND LATCHING MECHANISM
ICN-3C-A-521100-G-A0126-00374-A-02-1
EMERGENCY JETTISON SYSTEM

SECTION 12
PASSENGER CABIN DOORS

The Helicopter is provided with two large passenger sliding doors.
Each passengers compartment door consists of a carbon fiber structure with
nomex honeycomb core, two windows, and a latching mechanism. Each door
is secured and can slides on two special rails (top and bottom), fixed on the
airframe.
Stops are provided in order to keep the doors open.
The doors are kept locked in open position by a locking system that can be
released by pushing the inner latches (control lever) that are, installed in the
reward vertical boxed beam of the passengers compartment.
The passenger door latch assembly consist of four points mechanism operated
by a rotating inner handle (provided with a push button to release a safety lock
to prevent accidentaly operation of the door) and a pull type xternal lever.
The door windows consist of two acrilic plastic panels fitted in the door structure
by means of a rubber seal. In the event of an emergency the windows can be
removed by pulling the red strap fitted at the internal edge of each rubber seal
or, from outside by, pushing the lower corners of each window.
LIMITATIONS
Flight with either one or both passengers cabin sliding doors open is not
allowed if passenger door modification P/N 109-0814-35 is not installed.
Airspeed limitations:
• Vne with one or both doors locked
opened or removed................................ 75 K IAS opened/removed
• Vne during doors opening/closing.................... 50 K IAS operations

ICN-3C-A-521200-G-A0126-00377-A-03-1
PASSENGER DOOR INSTALLATION
ICN-3C-A-521200-G-A0126-00378-A-03-1
PASSENGER EMERGENCY EXIT
BAGGAGE COMPARTMENT DOOR
The baggage compartment door is installed on the left side of the fuselage.
The door is hinged in two points to fuselage structure. The door is closed by
two push-button latches and is provided with a key-operated lock.

ICN-3C-A-521200-G-A0126-00379-A-02-1
BAGGAGE DOOR
SECTION 40
SERVICE

The helicopter is provided by several access panels, and fairings which give
access to the internal inspection areas.
The nose upper avionic compartment is accessible through a wide hinged
fibreglass door with nomex honeycomb core, which can be tilted forward. The
opening and closing of the door is possible by operating latches positioned at
the two lateral sides of the nose fairing. In order to keep open the door two
internal twisted metallic wires are installed.
The lower area of the nose avionic compartment is closed by an aluminium
panel secured by screws on the right side, with an hinged door for utilities
hydraulic components access; while the left lower side is closed by a kevlar
panel where the MA-3 search light is installed.
Above the main landing gear sponsons, left and right side, there are two
service-step hinged doors. The doors provide access for the airframe fuel
system components compartment and the integral tilting step can be used to
climb on the helicopter, during inspection or maintenance. The doors are
provided with a latch mechanism and two twisted steel wires are used like
safety devices.
On the right hand side above the sponson in located the receptacle for external
power electrical connection
The receptacle is closed by a dedicated door.

ICN-3C-A-524000-G-A0126-00386-A-03-1
NOSE RADOME
ICN-3C-A-524000-G-A0126-00387-A-03-1
UNDER NOSE ACCESS PANELS
ICN-3C-A-524000-G-A0126-00388-A-02-1
SERVICE STEP DOORS

ICN-3C-A-524000-G-A0126-00390-A-02-1
EXTERNAL POWER RECEPTACLE DOOR

SECTION 70
DOOR WARNING

The doors cautionary system consists of a set of switches installed on the doors
of the cockpit, passenger compartment, aft avionics bay (baggage
compartment) and external power receptacle. The system is provided with
specific caution messages that are displayed when one or more of the doors
are not correctly closed.
If any door is open or not correctly closed a caution message “CABIN DOOR”
is displayed on the EDU 1 and the master caution lights ON. A microswitch is
installed on the baggage compartment, this operates in the same manner as
the cabin door microswitch except that the caution “BAG DOOR” is shown on
the EDU 1. This microswitch also automatically switches the baggage
compartment light ON and OFF as the door is opened and closed. There is
also a microswitch on the external power receptacle that is used to monitor if
the pertinent door is open or not properly closed. The caution message that
will be lighted on EDU 1 is “EXT PWR ON”.

ICN-3C-A-527000-G-A0126-00391-A-02-1
DOORS MONITORING SYSTEM INSTALLATION

ICN-3C-A-527000-G-A0126-00392-A-02-1
DOORS SYSTEM MONITORING
CHAPTER
53
FUSELAGE


SECTION 00
GENERAL

DESCRIPTION
The helicopter has a very “clean” aerodynamic fuselage that is the main
structure of the entire helicopter and provides the attaching points for all
components. The materials used to manufacture the airframe structure are
tipically carbon fiber, aluminium alloy, and honeycomb panels.
The entire fuselage is divided in two assemblies: the forward fuselage and the
tail boom.

ICN-3C-A-530000-G-A0126-00393-A-02-1
FUSELAGE ASSEMBLIES

SECTION 10
FORWARD FUSELAGE SECTION

GENERAL DESCRIPTION
The forward fuselage is a semi-monocoque construction made of carbon fiber,
aluminum alloys and comprises the canopy section, the central and the rear
sections. It provides the frame to support the landing gears, the main
transmission gearbox, the engines, avionics equipments and all main systems.
Also contains several compartments in which are housed fuel cells, electrical
and avionic equipments.
CANOPY SECTION
This section forms the bay for the nose landing gear, equipment
compartments, and provides support for the instrument panel, crew doors and
windows.
The Nose accessory compartment upper section is covered by hinged door
maintained fixed by two latch mechanism (one each side) and fabricated in
composite material (nomex and fiberglass).
The lower area is closed by an Aluminum panel secured by screws on the right
side, with an hinged door for hydraulic components access, while the left lower
side is closed by a kevlar panel .

ICN-3C-A-531000-G-A0126-00400-A-01-1
CANOPY SECTION
ICN-3C-A-531000-G-A0126-00401-A-03-1
NOSE SECTION PANELS AND DOORS
WIRE STRIKE PROTECTION SYSTEM DESCRIPTION NOTE
The wire strike protection system is designed to provide a measure of The red-banded safety pin must be used to keep the lower cutter
protection for the helicopter in the event of inadvertent flight into horizontally deflector in backward tilted position.
strung mechanical, electrical and communication wire and cables.
The wire strike protection system consists mainly of a roof mounted wedge-
type upper cutter, a bottom fuselage mounted lower cutter, a nose access door
reinforcement, a window strut bumper and windshield mounted deflector to
facilitate wire sliding.
The lower cutter can be locked in two positions:

• in forward tilted position for flight.
• in backward tilted position for nose access door opening or for helicopter
towing.
The system, designed by Bristol Aerospace/Canada, is manufactured in

accordance to the best aeronautical design concepts and technology. The
system will not interfere and limit in any case the operational envelope of the
helicopter.
CAUTION
EXCESSIVE NOSE DOWN ATTITUDE DURING TRANSITION
FLIGHT MAY CAUSE THE LOWER CUTTER DEFLECTOR TO HIT
THE GROUND.
CAUTION
AFTER TOWING OF THE HELICOPTER THE LOWER DEFLECTOR
MUST BE EXTENDED PROPERLY.
CAUTION
AFTER HELICOPTER TOWING THE LOWER CUTTER
DEFLECTOR MUST BE RE-POSITIONED FORWARD (FLIGHT
POSITION).

ICN-3C-A-531000-G-A0126-00402-A-02-1
WIRE STRIKE PROTECTION SYSTEM INSTALLATION

CENTRE SECTION
This section forms the crew/passenger compartments, the fuel cell bays and
two sponsons for landing gear attachment. The roof provides support for the
main transmission, roof mounted flight controls, flight control hydraulic system
components.
Each main compartment is provided with drainage line in order to prevent any
fluid accumulation or for maintenance purpose.
The fuel tanks are provided with ventilation lines installed in the main landing
gears area.
The battery ventilation is achieved through dedicated lines on the nose right
side compartment.

ICN-3C-A-531000-G-A0126-00403-A-02-1
CENTRE SECTION FUSELAGE

ICN-3C-A-531000-G-A0126-00404-A-02-1
LANDING GEAR SPONSON STRUCTURE

ICN-3C-A-531000-G-A0126-00405-A-01-1
DRAIN LINES
ICN-3C-A-531000-G-A0126-00406-A-02-1
DRAIN LINES
REAR AFT SECTION
This section is of aluminum alloy semi-monocoque construction with
honeycomb made upper and lower panels and finishes with a frame to which
is attached the tail boom assembly by means of four bolts, washers and barrel
nuts.
Internally strengthened box structure provides support for flight control levers.
Drain lines are installed on the fuselage providing water and systems drain.
It forms the engine compartment, baggage compartment, electrical
compartment and auxiliary avionic bay.

ICN-3C-A-531000-G-A0126-00407-A-01-1
REAR AFT SECTION


SECTION 20
TAIL BOOM STRUCTURE

GENERAL DESCRIPTION
This assembly provides support for the vertical fins, elevators, tail rotor and
gearbox, position and anti collision lights, antennas.
The tail boom is essentially semi monocoque in construction with longerons
and frames covered by an aluminum alloy skin. Located on top of the boom
are five support brackets for the tail drive shaft hanger assemblies.
Located on the underside are mountings for Radar Altimeter, DME and MSU
antennas, on top there is the mounting for the Storm Scope.
The upper vertical fin is a conventional asymmetric aerofoil, it is tapered and
has its aerofoil cambered in such a way that it will produce a useful
aerodynamic reaction to the right, during forward translational flight, which "off
loads" the tail rotor.
On the lower rear side of the tail boom a tubular tail skid is installed to protect
the tail rotor during landing.

ICN-3C-A-532000-G-A0126-00413-A-03-1
TAIL BOOM STRUCTURE


CHAPTER
55
STABILIZERS


SECTION 10
HORIZONTAL STABILIZER

GENERAL DESCRIPTION
The helicopter is provided with two fixed horizontal stabilizers installed on the
tail boom structure. The system consists of two interconnected symmetrical
airfoil surfaces whose angle of attack is different from left to right. The angle
of attack is rigged to the optimum value during factory installation.
Its function is to provide a wider C. of G. range and to prevent the helicopter
from having an excessive nose down attitude during forward flight by producing
a downward aerodynamic reaction proportional to the forward speed, without
loosing cyclic flight control authority.
On the outboard end of the stabilzers wing lats cap navigation lights are
installed. The winglets are facing down and their function is to improve the
stabilizers winglats cap aerodynamic efficiency.

ICN-3C-A-551000-G-A0126-00719-A-03-1
HORIZONTAL STABILIZER INSTALLATION


CHAPTER
56
WINDOWS


SECTION 00
GENERAL

The helicopter is provided with different windows in order to ensure good
visibility for crew and passenger.
All windows are made of acrylic plastic, except the two windshields are made
of policarbonate .
The pilot windows give good forward visibility for crew: two windshields, two
overhead windows, two pilot door windows, two lateral windows and two lower
windows.
The passenger compartment doors are provided with two windows (forward
and reward) fitted in the door. In the event of an emergency the window can
be released by pulling the red strap fitted at the internal edge of each window.
The window can be also released from outside, pushing on the window
corners.
On the left side of the tail cone fairing is bonded and screwed a window that
allow the oil level check in the tail gear box.

ICN-3C-A-560000-G-A0126-00512-A-02-1
WINDOWS
ICN-3C-A-560000-G-A0126-00720-A-02-1
PILOT WINDOWS
ICN-3C-A-560000-G-A0126-00721-A-02-1
PASSENGER WINDOWS

CHAPTER
62
MAIN ROTOR


SECTION 00
GENERAL

GENERAL DESCRIPTION
The main rotor assembly is a fully-articulated, four composite blades, counter
clock-wise rotation 384 rpm at 100% Nr.
The main rotor assembly consist of: Main rotor blades; Main rotor head;
Rotating controls and Main rotor monitoring system.
Flapping and droop restraint mechanism is provided in order to limit the blade
flapping at normal operating rpm and to supports the blade weight when the
rotor is stationary. The centrifugal loads, produced by the rotation, are
absorbed by the hub and the tension link via the elastomeric bearing that is
installed in its internal surface.

ICN-3C-A-620000-G-A0126-00722-A-02-1
MAIN ROTOR ASSEMBLY

SECTION 10
ROTOR BLADES

GENERAL DESCRIPTION
Four main rotor blades provide the vertical lift components for altitude changes
and the control characteristics relevant to longitudinal and lateral control. The
rotor blades are manufactured predominantly of composite materials. At
specific locations metallic elements are included in the assembly.
The leading edge section of a rotor blade forms a “D” shaped spar, which is
constructed from unidirectional fibreglass tapes that are wrapped in cross-ply
layers. A thin steel shield is bonded on the outer surface to give protection
against erosion. Upper and lower skins are bonded at the rear of the leading
edge spar and exstend back to join together forming the trailing edge.
The skins are made from layers of carbon fiber. Between the upper and lower
skin the space is filled with a honeycomb structure. The root section of the
blade contains the attachment holes for the pins that attach the blade to the
rotor hub tension links. The tip cup of the blade is also a composite
construction, comprising fibreglass outer skins with a honeycomb internal
filling. A nickel erosion shield is bonded to the leading edge section of the tip
cup.
Two anti-nodal wolframium masses are bonded on vertical side of the spar at
28% of rotor radius and at 50% of the rotor radius

ICN-3C-A-621000-G-A0126-00426-A-02-1
MAIN ROTOR BLADE


SECTION 20
ROTOR HEADS

GENERAL DECSRIPTION tension link and pitch change lever. It consists of a loaded spring and an inertia
weight fixed to a bracket used to install the elastomeric bearing and a stop
The main rotor head is fully articulated, four composite bladed assembly, limiter installed on the pitch change lever. The droop restraint mechanism,
permitting flapping, lead/lag and feathering of the blades. installed on the lower side of the hub, consists of a ring that can move in a
groove of the hub and four plates fixed to the blade tension links. When the
The high inertia design provides a smooth and stable control response in all
rotor is stopped, the four tension links plates are supported by the floating ring.
the flight condition including autorotation.
The elastomeric bearing is of spherical type and is housed on the concave side
The main rotor head is composed by: hub, tension links, pitch change levers,
of the tension link and may either be manufactured by Paulstra or Lord and for
blade retention bolts, flapping and droop restraint mechanisms, lastomeric
installation purposes may be mixed.
bearings and dampers.
The elastomeric bearing provides the blade with three degrees of freedom
The main rotor hub is a plate made of titanium that forms a quadrefoil structure
(pitch, flap and lead-lag) and is used to eliminate the need for periodic
(four rotor blades). In it’s central part a splined hole is used for the installation
lubrication.
on the main rotor mast.
In order to provide the necessary lag motion damping of the main rotor blades
On the lower side, a groove houses a floating ring used to support tension links
the helicopter is provided with four main rotor dampers. Tthe damper shall
and blades when rotor is stopped.
provide the damping necessary to avoid a blade shock in lag motion during
The external structure of the hub is used to install the elastomeric bearings and rotor starting, rotor brake application and flight maneuvers that involve blade
the dampers. lag operation close to end stroke.
The tension link is made of composite carbon fiber materials and provides the The damper includes one fluid reservoir and one sight glass oil level indicator.
attachment point between the blade and the hub through the elastomeric
bearing.
A metal plate, bonded on its external inner end, is used for the installation of
the elastomeric bearing and as reaction point on the floating ring.
An aluminum alloy lever is installed into the tension link providing the
attachment point for the damper and the pitch change link.
On its internal side, the pitch change lever houses the adjustable flapping
limiter stop.
The blade retention bolts, two per tension link, are made of titanium, are hollow
to allow the installation of balance weights.
The flapping and droop restraint mechanism limits the blade flapping at normal
operating RPM, and supports the blade when the rotor is stationary. It mainly
consists of two separate groups: the flap restraint mechanism and the droop
restraint mechanism. The flap restraint mechanism, is installed between blade

ICN-3C-A-622000-G-A0126-00433-A-02-1
MAIN ROTOR HEAD ASSEMBLY
ICN-3C-A-622000-G-A0126-00434-A-02-1
MAIN ROTOR FLAPPING & DROOP RESTRAINT MECHANISMS
ICN-3C-A-622000-G-A0126-00453-A-03-1
MAIN ROTOR DAMPER INSTALLATION


SECTION 30
ROTATING CONTROLS

GENERAL DECSRIPTION AND OPERATION It is a one-piece aluminium alloy forging with a cylindrical center section and
three integral extension arms that provide the attachment points for the rams
The function of the main rotor rotating controls is to transmit the cyclic and of the flight control servo actuators.
collective flight control inputs, to the main rotor blades. The assembly consists The outer ring is the rotating member of the swashplate assembly. It is installed
of the pitch change links, the non-rotating scissor, rotating scissors and in such a manner that it will rotate with the main rotor and maintain a specific
swashplate assembly. alignment with it.
The four pitch change links of are installed between the rotating swashplate It is a one-piece aluminium alloy forging with a cylindrical center section and
outer ring and the pitch change lever (leading edge of the blade), in accordance four integral extension arms which are diametrically opposed that provide the
with cyclic and collective control, inputs. attachment points for the lower ends of the pitch change links. These links
The rotating scissors is two-piece link assembly consisting of two forged provide the connection between the Swashplate assembly and the hub control
aluminium alloy arms hinged together. The lower end of the link has a self- levers.
aligning spherical bearing which is secured to the stud projecting from the outer Two rubberized fabric boots, one upper and one lower of the swash plates, are
ring of the rotating swashplate, allowing the tilting and vertical movements in screwed to the assembly to prevent the ingress of dirt and moisture.
response to the flight control inputs. The upper end of the link is secured by a
sleeve, teflon lined bushes and a bolt to the lugs on the drive bracket located
on the bottom of the rotor hub. The rotating scissor is driving the swashplate
rotating ring from the main rotor hub.
The swashplate assembly function of the assembly is to transmit non-ro¬tating
collective and cyclic flight control selections from the airframe mounted flight
control system to the blades on the rotating main rotor.
The assembly consists of the support, the sleeve, the non-rotating and the
rotating ring.
The support is an aluminium a steel alloy cylinder with a mou¬nting flange
machined around its lower end. It fits around the mast with the flange sec¬ured
to a ring of studs on top of the transmission upper case.
The sleeve is aluminium alloy cylinder with a sphere machined on its upper
end. This sphere, called "Uniball", provides the support for the non rotating
swashplate inner ring; its design and permits the ring to tilt in the selected
direction when cyclic inputs are made permits the ring to move up and down
when collective inputs are made.
The non-rotating scissors is two-piece link assembly consisting of two forged
aluminium alloy arms hinged together. The upper and lower ends of the link
are secured to, and pivot on, brackets mounted on the sleeve bottom and
transmission upper case. The hinge and pivot bearing surfaces are Teflon
lined.
The design of the scissors prevents the rotation of sleeve respect the support
without interfering with its vertical movement.
The inner ring is the non-rotating member of the swashplate assembly,
installed in such a manner that it can move vertically or tilt but cannot rotate.

ICN-3C-A-623000-G-A0126-00457-A-02-1
ROTATING CONTROLS ASSEMBLY


CHAPTER
63
MAIN ROTOR DRIVE


SECTION 00
GENERAL

GENERAL DESCRIPTION
The function of the main rotor drive system is to use the power supplied by the
engine to drive the helicopter rotors through a mechanical transmission.
The system is composed by the main drive shafts, the main transmission, the
main transmission lubricating system, the rotor brake system and the main
transmission support installation.

ICN-3C-A-630000-G-A0126-00724-A-04-1
MAIN ROTOR DRIVES INSTALLATION

SECTION 10
ENGINE/GEARBOX COUPLINGS

GENERAL DESCRIPTION
The main drive shafts transmit the engine torque to the main transmission.
They are installed between the engine power output of the engine accessory
gearbox and the input adapter (freewheel unit) of the coupling gearbox on the
main transmission assembly.

ICN-3C-A-631000-G-A0126-00467-A-02-1
LEFT/RIGHT MAIN DRIVE SHAFTS


SECTION 21
MAIN TRANSMISSION

The main Transmission has the following functions:
• Supports and drives the main rotor, transferring all flight and static loads
to the fuselage.
• Provides inputs for the power outputs of both engines.
• Couples the inputs to provide a common output to the reduction gearbox
section.
• Reduces the input R.P.M. (6000 nr.) to the designed rotor R.P.M. (384
nr.).
• Provides single engine drive to the main rotor without driving the
inoperative engine.
• Provides mounting pads and take-off drives for accessories (two
hydraulic pumps, and transmission oil pump).
• Provides a take-off drive for the tail rotor.
• Provides an integral oil system for lubrication of the transmission gears
and bearings.
• Provides the drive for oil cooler blowers, through the free wheel adapters.
The Main Transmission consists of three primary sections: the Coupling
Gearbox, the Main Reduction Gearbox and the Mast and Bell Housing
The coupling gear box is secured to a flange on the rear of the Main Reduction
Gearbox case, takes in the drive from both engines and, through its gear-train,
couples them to the single input of the reduction gearbox. It incorporates, Free
Wheel Units and a take-off drive for the tail rotor.
The main reduction gearbox main functions are to take in the drive from the
Coupling Gearbox, change its direction through 90°, reduce it and then transmit
the reduced drive to the mast.
Provisions are made for driving two Accessory Drive Quills from the geartrain.
It is also designed to transmit the torque reaction produced by the main rotor
and geartrain to the fuselage of the helicopter.
The mast and bell housing has three primary functions:
• Transmit the reduced drive from the Main Gearbox to the Main Rotor.
• Transfer all static and lift loads from the Main Rotor to the fuselage.
• Provide a reservoir for the transmission oil system.

ICN-3C-A-632100-G-A0126-00469-A-02-1
MAIN TRANSMISSION ASSEMBLY


SECTION 22
TRANSMISSION LUBRICATING
SYSTEM

The main transmission is a "dry sump" system which supply clean oil, under
pressure, to lubricate the transmission gears, bearings and splines.
The system is composed by the reservoir, the pump assembly, the external oil
filter, the oil nozzles, the thermostatic by-pass valve, the oil coolers and
blowers.
The lubricating oil that is contained in the upper case and mast assembly flows
to one section of the dual pump (pressure pump), to the external filter, to all
internal passages and oil jets of the transmission cases, to the bottom of main
case and coupling gearbox and to the other section of the dual pump (scavenge
pump). From the scavenge pump the oil flows to the return lines and to the
upper case through the thermostatic bypass valve and all the oil coolers. The
bypass valve of the external oil filter permits the oil passage in case the filter
is blocked. The check valve prevents the oil return from the internal oil passage
of the upper case and from the oil jets No. 1 and No. 2 when the engines are
shutdown. A pressure regulating valve installed on the pressure pump adjusts
the oil operating pressure.

ICN-3C-A-632200-G-A0126-00480-A-02-1
MAIN TRANSMISSION LUBRICATING SYSTEM

ICN-3C-A-632200-G-A0126-00481-A-02-1
MAIN TRANSMISSION LUBRICATION SYSTEM – SCHEMATIC

SECTION 23
OIL COOLING SYSTEM

The main transmission lubricating oil is cooled by means of two externally
mounted oil coolers in which the cooling air is provided by ducts and by two
free-wheel belt driven blowers. The two coolers are installed on either side of
the main transmission roof, in front of the fwd engines fire-wall.
The main transmission cooling system includes:
- Two blowers.
- Two coolers.
- Ducts.
- Belts and Pulleys.
An oil return line is connected between the outlet port of the scavenge pump
and the thermostatic bypass valve. When the oil temperature is below 54°C,
the thermostatic valve is completely open and oil flows directly to the upper
case. When the temperature rises above 54°C, the valve begins to close and
the oil is directed to the oil coolers. The flow of oil to the oil coolers is
proportional to the oil temperature and the differential pressure between the
inlet and the outlet port. When the temperature reaches 74°C, the valve is
completely closed and all the oil is directed to the oil coolers. The mechanism
of the valve is controlled also by differential pressure between the inlet and
outlet port.
The valve also acts as a mechanical by-pass, in case of coolers clogging,
opening and permitting a flow of uncooled oil to reservoir, preventing damage
of system.

ICN-3C-A-632300-G-A0126-00486-A-01-1
TRANSMISSION OIL COOLING SYSTEM


SECTION 24
ROTOR BRAKE SYSTEM

The helicopter is equipped with a hydraulic main rotor brake system units, used
to stop the rotation of the rotor during engine power-off conditions. The
pressure flow to operate the Rotor Brake, is provided, through a tri-selector
valve controlled by a lever located on the over head panel of crew compartment
LH side.
CAUTION
HYDRAULIC PRESSURE IS AVAILABLE TO THE TRI-SELECTOR
VALVE AS SOON AS THE LANDING GEAR WILL BE DOWN-
LOCKED.
The system is composed by:

• A Tri selector Valve (Triplex Selector Valve) with its associated cockpit
control lever and cable.
• The Rotor Brake unit.
• The Rotor Brake control Lever
The Rotor Brake control Lever operation:
• Lever fully FWD: Rotor brake “OFF“ (NOT APPLIED)
• Lever fully RWD:: Rotor brake “ON“ (APPLIED)
With the rotor brake applied and the helicopter electrical system powered, the
warning light “ROTOR BRK ON” will be illuminated on the EDU1.
In case of rotor brake application degraded, the pilot will be advised by the
caution message “ROTOR BRK” that will be illuminated on the EDU1.
WARNING
ROTOR BRAKE SELECTION TO “ON“ (APPLIED) POSITION ONLY
ON GROUND, BELOW 40% ROTOR SPEED (NR). FOR ROTOR
BRAKE OPERATION REFER TO THE APPLICABLE RFM SECTION
1-2-3.

ICN-3C-A-632400-G-A0126-00501-A-03-1
ROTOR BRAKE SYSTEM INSTALLATION
1 ROTOR BRAKE control lever ... Controls the rotor brake operation
(when the lever is pulled fully
backward the rotor brake is
selected).
2 ROTOR BRK ON warning Is displayed on the Primary EDU,
message .................................... when rotor brake is applied and
fully operative (braking pads of
rotor brake not in Fully retracted
position).
3 ROTOR BRK caution message Is displayed on the Primary EDU,
.................................................... when the rotor brake is applied but
not fully operative or rotor brake
lever not in OFF position.

ICN-3C-A-632400-G-A0126-01294-A-03-1
ROTOR BRAKE SYSTEM CONTROL AND MONITORING

SECTION 30
MOUNTS, ATTACHMENTS

GENERAL DESCRIPTION
The transmission is mounted on the decking formed by the roof on the main
structural box section of the center fuselage; it is secured rigidly to the decking
by an Anti-torque Beam on the bottom and Bi-pod Struts on either side.
The Anti-torque Beam plate is bolted to the underside of the Main Gearbox
Case and has its extension arms secured to the transmission deck by two bolts
each side. This Beam transmits the torque reaction loads from the Main Rotor,
through the gear-train and Case, directly to the fuselage.
All lift and static loads between the Main Rotor and fuselage are transmitted
by the Bi-pod Struts.

ICN-3C-A-633000-G-A0126-00503-A-01-1
MAIN TRANSMISSION SUPPORT INSTALLATION


SECTION 40
INDICATING

GENERAL DESCRIPTION AND OPERATION restrictor is installed on the outlet port of the coupling gearbox to slow down
the loss of the oil if the flexible hose cracks.
The main transmission parameters are shown on the Integrated Display The oil pressure is displayed as a vertical scale on the EDU 2 “MAIN” PAGE.
System (I.D.S.) electronic displays units. The oil pressure warning circuit consists of the low pressure switch installed
The parameters of the NR (Rotor speed) and TRQ (Transmission torque) are on a support plate on the main transmission upper case. The support plate is
shown on the EDU 1. connected to a flexible hose that is connected to the coupling gearbox. A
The parameters of the Main Transmission oil pressure and temperature are restrictor is in-stalled on the outlet port of the coupling gearbox to slow down
shown on the EDU 2. the loss of oil if the flexible hose fails. The sensor monitors the oil pressure of
The Warning and Caution messages indicate a fault in the system and are the main transmission. If the oil pressure falls below the minimum, the sensor
displayed directly on the EDU 1. generates a warning signal. The warning signal is displayed on the EDU 1, and
also an audio warning alarm is activated.
The NR (Rotor Speed) sensor is mounted on the RH side of the main
transmission case. The sensor measures the revolutions per minute of a main The main transmission oil system is provided with a chip detector circuit that
transmission internal gear and sends the signal to the indicating system. The consists of two pulsed chip detectors installed on the main transmission. When
reading of the sensor at 100% NR is 384 rpm. one of the chip detectors senses a metal chip in the lubricating oil of the main
The rotor speed is displayed as a vertical scale on the EDU 1. transmission, the caution signal is displayed on the EDU 1, and also an audio
caution alarm is activated
If the speed of the main rotor is higher than 105% in Power On, or more than
The "CHIP BURNER" switch is located on the overhead con-sole and is
110% in Power Off the rotor speed warning circuit is activated. If the main rotor
activated by the crew to burn away metal particles in the lubricating oil of the
speed is lower than 96% in Power On, or less than 95% in Power Off the same
main transmission.
circuit is activated. When the circuit is activated, the MASTER WARNING light
on the cockpit display comes on, an audio warning alarm and an Aural signal
are activated. CAUTION
The oil temperature indicating system includes a transducer installed on the REFER TO THE APPLICABLE RFM SECTION 3 WHEN OPERATING
external oil filter. THE CHIP BURNER PUSH-BUTTON.
The oil temperature is displayed as a vertical scale on the EDU 2 “Main” Page. MAKE AN ENTRY IN THE HELICOPTER LOG-BOOK FOR EACH
MESSAGE ACTIVATION.
The oil temperature warning circuit consists of a temperature switch installed
on the external oil filter. The sensor monitors the oil temperature of the main The TRQ sensor is mounted on the RH side of the engine output shaft. The
transmission. sensor measured the torque provided by the engine and sends the signal to
If the oil temperature goes over 120 °C, the sensor generates a warning signal. the indicating system.
The warning signal is displayed on the EDU 1, and also an audio warning alarm The torque is displayed as a vertical scale on EDU 1.
is activated. The transmission over-torque circuit causes the "XMSN OVTRQ" Caution
message to be displayed on the EDU 1 when the sum of the two engines
The oil pressure indicating system consists of a transducer in-stalled on a

support plate on the main transmission upper case. The support plate is
connected to a flexible hose that is connected to the coupling gearbox. A

torques is above 214% (two-engine operation) or above 162% (one-engine • XMSN OIL HOT warning Displayed on the Primary EDU
operation). message..................................... when the pressure of the MGB oil
is exceeds 120° C.
The warning message is
associated with a warning tone
CONTROLS AND INDICATORS and with the aural message.
• XMSN OIL CHIP caution Displayed on the Primary EDU
• NR.......................................... Indicates the rotational speed of the message..................................... when metal chips are detected in
main rotor in percent of the maximum the MGB oil lubricating system.
rating on the Primary EDU.
• Chip burner push-button............ When operated (push and release)
• ROTOR LOW warning Displayed on the Primary EDU by the crew activates the chip
message................................... when the main rotor speed is less burner system.
than 96% (power on) or 95% (power
off-autorotation).
The warning message is associated
with a warning audio tone and with
the aural message "rotor low".
The warning audio tone and the
aural message reset when the NR is
less than 80%.
• ROTOR HIGH warning Displayed on the Primary EDU
message................................... when the main rotor speed is more
than 105% (power on) or 110%
(power off-autorotation).
The warning message is associated
with a warning audio tone and with
the aural message "rotor high".
• XMSN OIL indicators................. Indicates the temperature and
pressure of the MGB oil lubricating
system on the Secondary EDU.
• XMSN OIL PRES warning Displayed on the Primary EDU
message..................................... when the pressure of the MGB oil
lubricating system less then 30 psi.
The warning message is
associated with a warning tone
and with the aural message
lubricating system.

ICN-3C-A-634000-G-A0126-00511-A-01-1
MAIN TRANSMISSION PRESSURE MONITORING SENSORS

ICN-3C-A-634000-G-A0126-00510-A-01-1
MAIN TRANSMISSION TEMPERATURE MONITORING SENSORS

ICN-3C-A-634000-G-A0126-00509-A-02-1
MAIN TRANSMISSION CHIP DETECTORS INSTALLATION

ICN-3C-A-634000-G-A0126-00508-A-02-1
NR SENSOR
ICN-3C-A-634000-G-A0126-00506-A-02-1
MAIN TRASMISSION INDICATING
ICN-3C-A-634000-G-A0126-00507-A-03-1
MAIN ROTOR SYSTEM MONITORING
ICN-3C-A-634000-G-A0126-00505-A-02-1
MAIN TRANSMISSION MONITORING
CHAPTER
64
TAIL ROTOR


SECTION 00
GENERAL

DESCRIPTION
This chapter provides a description of the construction and operation of the tail
rotor assembly and its rotating controls.
The function of the assembly is to produce an aerodynamic force to counteract
the torque reaction caused by the main rotor during flight.
The amount of aerodynamic force produced can be varied by changing the
pitch of the blades (collective only) through the tail rotor flight control system
and pitch change mechanism. This permits the pilot to select heading changes
about the vertical (normal) axis of the helicopter.
The tail rotor is of two-bladed semi-rigid design, with a "see-saw" flapping axis.
The flapping axis is designed to form a "Delta Three Hinge" which provides
automatic feathering of the blades to help counteract dissymmetry of lift across
the tail rotor disc during forward speed flight.

ICN-3C-A-640000-G-A0126-00725-A-02-1
TAIL ROTOR INSTALLATION

SECTION 10
ROTOR BLADES

GENERAL DESCRIPTION
The tail rotor blades are of composite material construction. Each blade
consists of a spar, manufactured with fiberglass and graphite straps, covered
with fiberglass.
The root of each blade is provided with a pin connected to the ptch change
link.
Two Chinese weights are part of the blade root, and are perpendicular to the
blade airfoil. The Chinese weights are provided to balance the zero pitch return
moment of the blade and thus reduce pitch control loads.
The leading edge of spar is protected by an antiabrasion strip, of variable
thickness, manufactured with electro deposited nickel alloy.
The blade skins along the whole spanwise are constructed with fiberglass
cross-ply, while the internal area of the trailing edge (between skins) is
constructed with nomex honeycomb.
Each blade is statically balanced during manufacture, by means of weights
fitted at root and at tip.
Each blade is secured to the hub strap, by one bolt, washers, a nut and cotter
pin.

ICN-3C-A-641000-G-A0126-00513-A-02-1
TAIL ROTOR BLADE


SECTION 20
ROTOR HEAD

GENERAL
The assembly consists of a Trunnion, Hub Bushings, Cover Flangers and
Retention Straps.
The Trunnion is machined steel alloy forging which forms the attachment for
the Hub to the output shaft and the pivot for the flapping hinge.
The Hub is one-piece machined steel forging which provides the support and
pitch change axes for the blades, and, in conjunction with the Trunnion, the
flapping hinge.
Two projections on the Hub form the pitch change spindles, these are hollow
and have machined outer faces which form the inner contact surfaces for the
Pitch Change Bearings.
The Hub bushings, one for each side of the Hub, hold the trunnion in its position
on the hub.
The Cover Flangers, one each side of the Hub, are installed on the Hub bushing
and the trunnion. Three elastic pins hold the cover flange in position.
The retention strap assembly keep the blades on the tail rotor hub and absorb
the axial centrifugal loads.
The retention strap are made of stainless steel laminates.
The retention strap plug and pin hold each strap in the hub.

ICN-3C-A-642000-G-A0126-00522-A-03-1
TAIL ROTOR HUB COMPONENTS

SECTION 30
ROTATING CONTROLS

GENERAL DESCRIPTION
This assembly transmits the pilot's control selections from the "fixed" airframe
mounted Anti-torque Flight Control System to the rotating tail rotor blades.
The pitch change mechanism, mounted on the tail rotor gearbox shaft, is
connected to the tail rotor blades by a slider and two pitch change links.

ICN-3C-A-643000-G-A0126-00524-A-02-1
TAIL ROTOR PITCH CHANGE MECHANISM


CHAPTER
65
TAIL ROTOR DRIVE


SECTION 00
GENERAL

GENERAL DESCRIPTION
The tail rotor drive system transmits power from the main transmission to the
tail rotor. The power is transmitted through three drive shafts and the tail rotor
gearbox. The 90-degree gearbox provides a 90° change in the direction of the
drive and a 2,8 to 1 speed reduction between the input shaft (5872 rpm) and
the output shaft (2080 rpm) on which the tail rotor is mounted.
The tail rotor drive system includes the following subsystems:
• Tail rotor drive shafts.
• 90-Degree gearbox.
• 90-Degree gearbox indicating system.

ICN-3C-A-650000-G-A0126-01819-A-01-1
TAIL ROTOR DRIVE INSTALLATION


SECTION 10
SHAFTS

GENERAL DESCRIPTION
This Assembly transmits the drive from the main transmission Coupling
Gearbox, along the top of the rear fuselage and tail boom, to the Tail Rotor
Gearbox. It consists of three separate shafts interconnected by flexible
couplings. Support is provided by bearing assemblies mounted on brackets on
top of the rear fuselage and tail boom.
The forward shaft is hollow aluminium alloy shaft, routed through the tunnel in
the center firewall, with two-point flanged adapter bonded to both ends. Since
this shaft is unsupported it has a fairly large diameter in order to provide the
necessary strength and rigidity.
The middle shaft is hollow aluminum alloy shaft, routed across the top of the
rear fuselage to the tail boom junction, with two-point flanged adapter bonded
at the rear end and a cylindrical splined adapter bonded at FWD end.
The long shaft is hollow aluminum alloy shaft, which runs the full length of the
tail boom, with an externally splined adapter bonded to its forward end, and a
two-point flanged adapter to the rear end. This shaft is supported along its
length by five bearing assemblies mounted on brackets located at intervals on
top of the tail boom.

ICN-3C-A-651000-G-A0126-00528-A-01-1
TAIL ROTOR DRIVE SHAFTS COMPONENTS


SECTION 20
GEARBOXES

GENERAL DESCRIPTION
The functions of the Tail Rotor 90-degree Gearbox are to reduce the input drive
from the Coupling Gearbox (Input 5872 R.P.M. - Output 2080 R.P.M.), change
the direction of drive through 90°, support and drive the Tail Rotor, provide an
oil supply for the gears and bearings and support the Tail Rotor Pitch Change
Mechanism.
The 90-degree gearbox is attached to the structure through a mounting sleave.
The case is provided with a filler cup, an oil level sight glass and a chip detector.

ICN-3C-A-652000-G-A0126-00533-A-02-1
TAIL ROTOR GERABOX


SECTION 40
INDICATING

The 90-degree gearbox indicating system includes:
• The tail rotor drive system controls and indicators.
• The 90-degree gearbox monitoring system.
CAUTION
COMPLY WITH THE FOLLOWING LIMITATIONS WHEN THE CHIP
BURNER SWITCH IS OPERATED: A MAXIMUM OF 3 CHIP BURNER
ACTIVATIONS ARE PERMITTED PER FLIGHT TO CLEAR CHIP
CAUTION. MAKE AN ENTRY IN THE HELICOPTER LOG BOOK FOR
EACH MESSAGE ACTIVATION.
The 90-degree gearbox monitoring system includes the chip detector caution
circuit.
The chip detector caution circuit includes a chip detector installed on the 90-
degree gearbox.
The chip detector is electrically connected to I.D.S. System. The accumulation
of metal particles on the chip detector causes the "TGB OIL CHIP" caution
legend to be displayed on the EDU 1.
In event of chip detection, the pilot can activate the chip burner push-button
switch is located on the overhead panel to burn away metal particles on the
chip detector.

ICN-3C-A-654000-G-A0126-00729-A-03-1
90 DEGREE GEAR BOX CHIP DETECTOR INSTALLATION

• TGB OIL CHIP caution message Comes in view on EDU 1 when
..................................................... the chip detector detects metal
chips in the 90-degree gearbox.

ICN-3C-A-654000-G-A0126-00540-A-02-1
90 DEGREE GEARBOX SYSTEM MONITORING

CHAPTER
67
ROTORS FLIGHT CONTROL


SECTION 00
GENERAL

DESCRIPTION AND OPERATION • Provide an “artificial feel“ for the flight control systems, force is
proportional to the degree of flight control movement. (Double action
The flight control system provide the correct surface responses when the pilot
torsional spring into the auto-trim units)
makes control selections, giving him positive control of the attitude, speed and
altitude of the helicopter.
The helicopter incorporates conventional helicopter flight controls: collective,

cyclic and anti-torque operated by normal cockpit controls: collective pitch The system in composed by four units: two connected to the cyclic control
Lever, cyclic stick and tail rotor pedals. (lateral and longitudonal), located under the co-pilot seat box; one connected
to the anti-torque control, located in a box between pilot seats and one connect
These controls are “instinctive“, that is, when the collective pitch lever is raised to the collective control located on the transmission compartment.
the helicopter lifts, when the cyclic stick is pushed forward the helicopter flies The flight control system provide the correct surface responses when the pilot
forward, and when the tail rotor pedals are pushed to the right the helicopter makes control selections, giving him positive control of the attitude, speed and
turns directionally right. altitude of the helicopter.Each unit consist of an electrical motor (longitudinal
and lateral cyclic only), a magnetic clutch, a viscous damper and gear train.
All of the systems are of the simple mechanical type utilizing push/pull control The end of the damper shaft is splined and couple to the gear train.The output
tubes, torque shafts and bell-crank levers. shaft is coupled to the spring sleeve.Installed into the spring sleeve is a force
gradient (double action torsion spring)
A mixing unit in the collective/cyclic control systems integrates the control
The amgnetic clutch is an electrically operated clutch controlled by a press-
imputs from both systems and provides a common output to the collective/
button switch.One end of the force gradient unit spring is locked to the sleeve
cyclic servo actuators.
and the other and to the output shaft, this shaft protrudes from the auto-trim
Routing of the flight controls is from below the crew seat boxes and up the unit and is parallel connected to the flight control system.If the magnetic clutch
tunnels formed by the forward frame vertical beams to the cabin roof. is closed the damper shaft, gear train and spring sleeve are stopped.If the pilot
moves the flight control the output shaft rotates and preloads the spring.
On the cabin roof the collective/cyclic flight controls are passed, via the mixing Pressing the ‘FTR‘ button the pilot will release the magnetic clutch; this allows
unit, to the pitch change mechanism. free movement of the flight control within its range of travel. When the flight
control is in the desired “neutral“ position the button will be released engaging
The anti-torque controls pass through the left maini support beam to the rear the clutch; in this condition the flight control will be held in the selected position
fuselage and the anti-torque srvo actuator, from there through the tail boom to through the action of the clutch and the force gradient.
the pitch change mechanism. Any movement of the flight control away from the selected position will be
resisted by the preload of the spring, this resistence will increase progressively
To the flight control systems is interconnected the force-trim system. This as the travel increase, providig the desired “artificial feel“. If the flight control is
systems, which influences all movements of the flight control systems, has two released it will return immediately to the selected ‘neutral‘ position through the
fuction: action of the spring expanding.
Incorparated into the two cyclic autotrim units, is a trim motor which is able to
• Provide the pilot with a means of flight control “trim“ that is, selecting a recenter the autopilot linear actuator when it is necessary.
desird “neutral“ position for the flight controls which it will maintain, or For stabilization purposes on the cyclic flight control and on the anti-torque
return to, when relaesed.This is possible through the action of a magnetic flight control systems are installed elecrtical linear actuators.
brake installed into the auto-trim units;

ICN-3C-A-670000-G-A0126-01817-A-02-1
FLIGHT CONTROL INSTALLATION

ICN-3C-A-670000-G-A0126-00543-A-01-1
AUTO-TRIM UNIT
CONTROLS
• BEEP TRIM switch.............. • Moved right or left: operates the
actuator to obtain lateral trimming
of the helicopter.
• Moved forward or aft: operates
the actuator to obtain longitudinal
trimming of the helicopter.
• Pilot's and Co-pilot's cyclic Controls the cyclic pitch of the main
control stick.............................. rotor for longitudinal and lateral
control of the helicopter.
• Tail rotor pedals........................ Controls the pitch of the tail rotor for
directional control of the helicopter.
• Tail rotor pedals adjustment knob Permits the adjustment of the tail
.................................................... rotor pedals.
• Collective control lever................. Controls the collective pitch of the
main rotor.
• Friction knob............................. Permits the adjustment of the force
necessary to operate the collective
control lever.

ICN-3C-A-670000-G-A0126-01820-A-01-1
ROTOR FLIGHT CONTROL SYSTEM - CONTROLS

SECTION 11
COLLECTIVE PITCH CONTROL
SYSTEM

This system is designed to provide the pilot with a means of causing the
helicopter to be raised or lowered vertically, and to be maintained at a selected
altitude in either hover or translational flight modes.
When the collective pitch lever is raised all three servo actuators are activated,
simultaneously and by the same amount, moving the swashplate up in a "level"
attitude applying an increased collective pitch change to the main rotor blades
and causing an increase in total lift force.
The reverse will occur when the lever is lowered.
The main components of the system are the collective levers, the torque tube,
the magnetic brake artificial feel and trim unit and the mixing group.
The pilot and co-pilot controls are the same except for the handgrip which are
different.
A manual adjustment knob on the right collective lever permits the pilot to
increase or decrease the friction as required.
The system comprises one magnetic brake artificial feel and trim unit
connected to the mixing unit collective bellcranck , located in the transmision
compartment.

ICN-3C-A-671100-G-A0126-00549-A-02-1
COLLECTIVE CONTROL INSTALLATION
COLLECTIVE PITCH CONTROL LEVER • CLTV / YAW beep trim
The pilot's control is an aluminum alloy tube, with a cork hand-grip around its
upper end, located on the left side of the pilot's seat and secured by a clamp
fitting to the torque shaft. If dual controls are installed, a similar lever, secured
to the torque shaft in the same manner, will be located on the left of the co-
pilot's seat.
Mounted on the top end of the pilot collective pitch lever is a box which houses:
• # 1 and # 2 ENG.GOV. switches
• # 1 and # 2 ENG.TRIM switches
• Landing /Taxi Light Switch
• Search light switch
• Search light control switch
• Float switch
• GA (Go around) switch
• Wing Level switch
• CLTV FTR
• CLTV / YAW beep trim
• Hoist Cut
• Hoist (UP-OFF-DOWN) switch
• TQLIM push button
• MASTER Reset pushbutton
Mounted on the top end of the copilot copllective pitch lever is a box which
houses:
• #1 and #2 ENG TRIM switches
• Master Reset pushbutton
• GO (Go around) push button
• Wing Level push button
• Search light switch
• CLTV FTR

ICN-3C-A-671100-G-A0126-00552-A-01-1
PILOT COLLECTIVE SWITCHES

ICN-3C-A-671100-G-A0126-00551-A-01-1
COPILOT COLLECTIVE SWITCHES

SECTION 12
CYCLIC PITCH CONTROL SYSTEM

DESCRITION AND OPERATION
This system, is designed to provide the pilot with a means of causing the
helicopter to be flown along a selected heading, with the helicopter facing in
any desired direction.
When the cyclic stick is moved the servo actuators are activated in such a
manner that the swashplate is tilted applying a cyclic pitch change to the main
rotor blades which causes the rotor disc to tilt producing thrust in the selected
direction.
The main components of the system are the cyclic control stiks, the cyclic
support group the torque tubes, the magnetic brake artifical feel and trim units
and stabilization actuators. The pilot and co-pilot controls are the same.
A Friction Knob, lacated on the pilot support stick, permits the adjustement of
the force necessary to operate the controls.
The system comprises olso two identical magnetic brake artificial feel and trim
units, one connected to the lateral the other to the longitudinal control systems,
located under the co-pilot seat box and two identical stabilization actuators.
These units, one for the lateral the other for the longitudinal control, are of
double body electro-mechanical linear actuator
Are installed in series with the cyclic flight controls, between the vertical levers
and the mixing unit on the transmission deck. The units are controlled by the
stabilization systems with the purpose to reduce the pilot workload.

ICN-3C-A-670000-G-A0126-01821-A-01-1
CYCLIC CONTROL INSTALLATION
CYCLIC STICK
This is a shaped aluminum alloy tube, forming the pilot's control, located
directly in front of the pilot's seat and secured by a clamp fitting to a pivot
support assembly under the seat box, a similar stick will be located in front of
the co-pilot's seat.
CYCLIC SWITCH BOX

Mounted on top of the pilots stick is a plastic hand-grip form-ing a switch box
which houses:
• Wiper speed control switch
• NR switch
• ATT
• AP disc
• FTR release push button
• Cargo Rel Prim Switch
• Cargo Rel Sec Switch
• Fire Fight
• Beep trim toggle
• ICS PTT switch

ICN-3C-A-671200-G-A0126-00558-A-01-1
CYCLIC SWITCHES

SECTION 13
MIXING CONTROL SYSTEM

This system takes the inputs from the cockpit mounted collective and cyclic
control systems and transmits them to the three collective/cyclic servo
actuators. The system comprises a mixing unit, control tubes and levers.
The mixing unit receives the inputs from the cockpit mounted control systems
integrates them and transmits them, through the control tubes and levers, to
the control input levers of the servo actuators.
The design of the unit permits the collective and cyclic controls to function
independently of each other, and also to be superimposed on each other
without loss of effect to either.
COLLECTIVE INPUTS
In this condition the star does not move in relation to the beam, they both move
as a single unit. When the collective selections are made the beam and star
will "walk" providing equal and simultaneous inputs through the control tubes
and levers to the servo actuators, causing vertical movement of the swashplate
thus changing the collective pitch of the blades.
CYCLIC INPUTS
In this condition the beam will remain stationary. When cyclic selections are
made the star will tilt on the beam providing, unequal inputs to the servo
actuators, causing tilting of the swashplate thus changing the cyclic pitch of
the blades.

ICN-3C-A-671300-G-A0126-00730-A-02-1
MIXING CONTROL SYSTEM INSTALLATION

SECTION 20
ANTI-TORQUE ROTOR CONTROL

DESCRIPTION AND OPERATION torque reaction, causing the helicopter to turn to the right about its vertical axis.
The reverse will occur if the left pedal is pushed forward.
This system is designed to provide the pilot with a means of causing the
helicopter to maintain a straight directional heading or turn in either direction
around its normal (vertical) axis.
When the tail rotor pedals are moved, the system will change the pitch of the
tail rotor blades collectively, varying the amount of aerodynamic force
produced by the rotor. This causes a balanced or unbalanced relationship
between the aerodynamic force and the torque reaction from the main rotor,
providing control of the helicopter's directional heading.
The system incorporates two sets of adjustable tail rotor pedals, that are
connected by a series of levers push-pull tubes and bell-cranks to tail rotor
servoactuator.
The pilot pedals are fitted with toe brake pedals to break the main landing gear
wheels, while the copilot pedals are not provided with them.
A force trim system is available for installation in the tail rotor control system.
The system consists of a magnetic brake and a force gradient built into a single
unit.
The tail rotor control system is olso provided with a double body electro
mechanical linear actuator, installed in serie with pedals control system, for
stabilization purpose.
BASIC OPERATION
NO PEDAL INPUT
In this condition there is no pitch change on the blades and the aerodynamic
force produced by the rotor will be equal and opposite to the torque reaction
from the main rotor maintaining the helicopter in the selected directional
heading.
PEDAL INPUT
If the right pedal is pushed forward, there will be a reduc¬tion in the pitch of
the blades which causes a decrease in the aerodynamic force produced by the
rotor. This cre¬ates an unbalanced condition, aerodynamic force less than

ICN-3C-A-672000-G-A0126-01275-A-02-1
TAIL ROTOR CONTROL SYSTEM INSTALLATION


SECTION 30
SERVO-CONTROL SYSTEM

DESCRIPTION PISTON AND RAM ASSEMBLY
The servo control system comprises the main rotor servo-actuators and the tail A double-acting dual piston and integral ram assembly with one piston located
rotor servo-actuator. The servo-actuators are powered from the flight control in each of the cylinders.
hydraulic systems. The upper end of the ram, projecting from the cylinder, is threaded to accept
a rod end fitting, with a spherical self-aligning bearing, which forms the
attachment point to the non rotating swashplate.
COLLECTIVE/CYCLIC SERVO ACTUATORS
Three "tandem" type hydraulic servo actuators are installed between mounting
pads on the bell housing and the clevis ends on the arms of the non rotating
swashplate inner ring. VALVE ASSEMBLIES
Their function is to transmit collective and cyclic flight control selections to the Two identical interconnected assemblies which direct the pressure and return
swash plates utilizing the pressure energy from the hydraulic systems as the fluid to and from the pistons, as selected.
motive force. Each is a two-piece machined steel assembly comprising a spool (landed) by-
pass valve section installed inside a ported sleeve servo valve, which is also
The servo-actuators are identical, each consisting of two independent, but spooled (landed). Installed between the two Valves is a double-acting spring
interconnected (through a common ram), units which can be operated together and guide assembly which keeps the valves together so that they will act as a
(in tandem) or individually (one system off). They are designed to operate in single unit during normal operation.
either the tandem or individual mode with no effect on control efficiency. The complete valve assemblies slide in ported, and sealed sleeves which, are
installed in the bores of the valve housings.
BODY ASSEMBLY Bored extensions on the by-pass valve sections, which project from the
housings, provide the attachment point for the valve operating lever. Each
It is fabricated from machined magnesium alloy castings, comprising two valve assembly is provided with a bypass detection mechanism that consists
cylinders, with integral valve housings, and a mounting strut. of a microswitch, a microswitch actuating mechanism, a manual test device
Each of the cylinders is identical with their valve housings incorporating axial and a support / cover for the complete assembly.
bores for the valve assemblies, internal fluid passages, tapped ports for The by pass detetion mechanism, provides a monitoring in case of servo valve
pressure (P) and return (R) pipeline adapters, and bleed hole (check purpose). or by pass valve jamming.
The mounting strut, of clevis design, forms the installation fitting for the The microswitch is fixed to the servo valve while the microswitch cam is
actuator, taking the loads between the actuator and the bell housing. It fits over retained to the by pass valve. During normal system operation (no jam present)
the lower cylinder with the junction flanges of both cylinders secured to its the servo and by pass valves move in unison i.e. the roller of the microswitch
upper end by four screws. An extension spindle, on the strut's lower end, is actuator lever remains seated in the groove on the cam. In the event of a
designed to accept the ball of a spherical bearing which has its outer races seizure of the servo valve then the resulting relative movement that occurs
secured inside the bore of a flanged support bracket. This bracket is secured between the bypass and servo valves (when the preload of the by-pass spring
to the mounting pad on the bell housing and its bearing assembly, which is is exceeded) will cause the roller of the microswitch lever to migrate out of the
grease lubricated, permits a degree of angular movement of the actuator when groove on the cam. The movement of the lever will result in the compression
the swashplate is tilted. of the microswitch plunger and the subsequent illumination of the caution
“MAIN RTR SERVO” on the Electronic Display Units (EDUs).

VALVE OPERATING LEVER
This lever is secured to the valve stems and to the control input lever.
The meaning is to transfer the input coming from the control input lever to the
two actuator valve assembly.
CONTROL INPUT LEVER

A clevis type lever, with integral forks on the closed end and on the legs of the
open end, which straddles the actuator body.
The fork on the closed end of the lever forms the attachment point for the upper
ends of a vertical control tube from the roof mounted flight control system.
The forks on the ends of the lever legs provide the attachment points for the
ends of the follow-up link.
In the center part of the lever there is the connection between the lever and
the control input lever.
The meaning of this lever is to transfer the input coming from the control tube
of the roof mounted flight control system to the valve operating lever.
FOLLOW-UP LINK (VALVE CENTERING LINK)

This is a clevis shaped link, which, in conjunction with the control input lever,
repositions the valve assemblies to "neutral" (centered in their sleeves) when
inputs from the flight controls are stopped, stopping actuator movement.
The open ends of the links are connected to the ends of the control input lever.
The closed end is connected, through a grease lubricated spherical bearing,
to the upper end of the actuator ram, just below the rod end fitting.
CHECK VALVE
A double-acting check valve assembly (plate type) is installed in each valve
housing. They are located, by a sleeve and cap, in the centre of a bore in each
housing which interconnects the fluid passages between the valve assemblies
and each side of the pistons.

ICN-3C-A-673000-G-A0126-00753-A-01-1
MAIN ROTOR SERVO - ACTUATORS INSTALLATION

ICN-3C-A-673000-G-A0126-00754-A-02-1
MAIN ROTOR SERVO-ACTUATOR

MAIN SERVO OPERATION SERVO VALVE BINDING
This can be considered with pressure fluid being supplied to either both, or In the event that a servo valve should bind in its sleeve it is essential that the
individual, actuator units since the operating principles are identical. unaffected valve assembly can still be moved and that a hydraulic lock cannot
occur in the unit with the binding valve.
NO INPUT SELECTIONS The design of the valve assembly prevents the occurrence of the above.
When a control input is made, movement of the control input lever will cause
In this condition the control input and valve operating levers will be stationary,
the by-pass valve section of the affected assembly to move, compressing the
as will the valve assemblies. If correctly rigged the valves will be centered
spring between the two valve sections, and permitting normal movement of the
(neutral) in their sleeves, and in this position their design permits a slight bleed
unaffected valve assembly.
of pressure fluid to both sides of their associated pistons. Supplying pressure
The movement of the by-pass valve also ensures that a hydraulic lock will not
fluid to both side of the pistons, when in neutral, permits a slight degree of
form by permitting flow of fluid from one side of the piston to the other, in the
piston movement in case of excessive feed-back forces from the main rotor; it
affected unit, regardless of the position in which the servo valve has stuck.
also pressurizes the seals preventing ingress of air.
In this condition there will be fluid flow through the check valves.
INPUT SELECTION MADE

The control Input and valve operating levers are moved in by the fluid passages
in the valve housings, permitting the flow of pressure and return fluid to and
from the appropriate sides of the pistons causing the piston and ram assembly
to move in the opposite direction to that of the control input lever.
INPUT SELECTION STOPPED

In this condition it is necessary for the valve assemblies to be repositioned to
‘neutral’ to stop the movement of the actuator. This is achieved through the
interaction of the follow-up link and the control input lever.
On initial control input the control input lever pivots about its attachment to the
follow-up link (a temporary fixed pivot point), providing input to the valves and
thus actuator movement.
Movement of the piston and ram assembly will be transmitted to the link,
through the spherical bearing. Since the link is moving in the same direction
as the ram (opposite to control inputs), and because it is connected to the
control input lever, it will be attempting to move the valves away from their
selected direction (back to neutral).
This action will not be fully completed until control input is stopped and the
connection between the control input lever and the flight control input tube
becomes "fixed" pivot. Then the link will complete its "follow-up" action,
positioning the valves to neutral and stopping the actuator movement.

ICN-3C-A-673000-G-A0126-00755-A-01-1
MAIN ROTOR SERVO-ACTUATOR

ICN-3C-A-673000-G-A0126-00756-A-01-1
MAIN ROTOR SERVO-ACTUATOR VALVE BINDING

ICN-3C-A-673000-G-A0126-00757-A-01-1
MAIN ROTOR SERVO-ACTUATOR BY-PASS DETECTION MONITORING SYSTEM

ICN-3C-A-673000-G-A0126-00758-A-02-1
MAIN ROTOR SYSTEM MONITORING

ANTI-TORQUE SERVO ACTUATOR CHECK VALVES
The anti-torque servo-actuator is a single unit hydraulic actuator installed on a Identical to the valves in the collective and cyclic actuators.
support bracket inside the aft left side of the baggage compartment.
Its function is to transmit anti-torque flight control selections, through a linkage, VALVE OPERATING LEVER
to the tail rotor pitch change mechanism, either utilizing the pressure energy A simple lever with its lower end pivoting on an attachment point on the valve
from hydraulic servo #1 if the system is on, or acting as interconnect link when housing. Secured to the centre of the lever is the stem of the valve assembly.
the system is off. Attached to the upper end of the lever is the input control tube from the anti-
torque flight controls.
CYLINDER
A standard hydraulic cylinder fabricated from machined magnesium alloy
castings. Two integral bosses, projecting from the sides of the cylinder, are SLOPPY LINK
utilized in installing the actuator on its support bracket. The design of the The bolt securing the input control tube to the operating lever passes through
installation permits a degree of angular movement of the actuator during its a clevis on the end of the ram. If this connection were solid it would be
operation. impossible to move the valve assembly so the connection is designed with
limited movement between the bolt and clevis permitting valve movement
when control input selections are made.
PISTON AND RAM
A steel piston with integral rams projecting from both sides. The forward section
of the ram has two internal oil passages designed to permit fluid flow to and OUTPUT LEVER
from both sides of the piston. This lever, pivoting on a bracket inside the aft left baggage compartment,
transmits the actuator movement, through a control tube, to the pitch change
mechanism. Its lower end is connected to the actuator through the sloppy link
VALVE HOUSING bolt, and its upper end to the control tube.
A magnesium alloy casting machined with axial bores for the valve assemblies,
internal fluid passages, and tapped ports for the pressure (P) and return (R)
pipeline adapters.
The housing is secured to the end of the ram which has the oil passages with OPERATION
two annuli in the housing aligning with the ram oil passages permitting fluid
flow between them. This Actuator can be operated in either hydraulic power ‘ON’ or ‘OFF’
conditions.
VALVE ASSEMBLY NO INPUT SELECTIONS

Identical to the valves in the collective and cyclic actuators. In this condition the control input lever and valve assembly will be stationary
and, if correctly rigged, the valve and sloppy link will be in ‘neutral’ position. In
this position the valve is designed to permit a slight bleed of pressure fluid to
both sides of the piston.

INPUT SELECTION
The valve operating lever is moved in the selected direction causing the valve
assembly to move in the same direction. This will open the ports to the fluid
passages in the housing permitting a flow of pressure and return fluid to and
from the appropriate sides of the piston causing the piston and ram to move in
the same direction as the valve operating lever.
INPUT SELECTION STOPPED

In this condition it is necessary that the valve is re-positioned to ‘neutral’ to stop
the movement of the actuator. This is achieved by having the valve housing
secured to the ram, because of this it moves with the ram "following up" its
valve, and, as soon the valve operating lever stops the housing will catch up
with its valve, stopping in the neutral position.
SERVO VALVE BINDING

The operation of the valve assembly in this condition is the same as that of the
collective and cyclic actuators.
INPUT SELECTION (POWER OFF)

The valve operating lever is moved in the selected direction causing the valve
to move in the same direction. This will open the ports permitting fluid flow and
preventing a hydraulic lock. The play in the sloppy link will be taken up and the
actuator and output lever will be moved by the physical input force from the
pilot.

ICN-3C-A-673000-G-A0126-00760-A-01-1
TAIL ROTOR SERVO-ACTUATOR INSTALLATION

ICN-3C-A-673000-G-A0126-00761-A-04-1
TAIL ROTOR SERVO-ACTUATOR
ICN-3C-A-673000-G-A0126-00762-A-01-1
TAIL ROTOR SERVO-ACTUATOR


CHAPTER
71
POWER PLANT


SECTION 00
GENERAL

DESCRIPTION
The engine installation consists of two PW 207C engines. The engines are
identified as follows: N°1 engine on the left; N°2 engine on the right. The PW
207C engine is a free turbine, turbo-shaft engine, modular design suitable for
simple installation and easy accessibility of main accessories. The engine is
made up of annular air intake, a single-stage centrifugal compressor driven by
a single stage compressor turbine and a single stage power turbine with a
through shaft driving a reduction gear unit, located on the front. The reduction
gear unit casing also includes the accessory gearbox driven by the gas
generator turbine, and the engine oil tank. The combustion chamber is annular
reverse flow type, metered fuel is sprayed through twelve (12) injectors.
A high voltage ignition unit and two (2) spark igniters are used to start
combustion. The control system is based on a single channel ENGINE
CONTROL UNIT (ECU) which includes speed governing and manual back-up.
The PW207C consists of two main modules:
• MODULE 01 : Reduction gearbox
• MODULE 02 : Gas generator and power turbine
The engines are housed in a compartment located in the rear of the main
transmission, enclosed in two firewalls and divided by a central firewall.

ICN-3C-A-710000-G-A0126-00765-A-01-1
POWER PLANT
ICN-3C-A-710000-G-A0126-00766-A-01-1
POWER PLANT SCHEMATIC

MODULE 01
Module 01 consists of reduction gear unit including an oil tank and accessory
box assembly. The power take-off on the output shaft of the reduction gear unit
rotates clockwise (CW), as seen from the rear, at 6000 RPM at N2 100%.
MAIN COMPONENTS
• REAR AND FRONT CASINGS
Consist of two machined light alloy casings, one front and one rear, bolted
together.
• REDUCTION GEAR TRAIN WITH POWER DRIVE
The reduction gear train provides an output drive for the main
transmission drive shaft. It includes two stage helical gears supported by
ball and roller bearings and provides a reduction of rotational speed from
39800 RPM (power turbine speed at 100%), to 6000 RPM (output gear).
• ACCESSORY DRIVE TRAIN
The accessory drive train includes six spur type gears, supported by ball
bearings. Driven by the gas generator shaft the drive train provides the
mechanical power required to drive the engine accessories.
ACCESSORIES
• Starter / Generator
• Fuel pump and FMM
• Oil pumps
• Permanent Magnet Alternator (PMA)
• Centrifugal breather.
Optional Freon units and hydraulic spare are driven by reduction gear train.

ICN-3C-A-710000-G-A0126-00767-A-01-1
MODULE 01 – SCHEMATIC
ICN-3C-A-710000-G-A0126-00768-A-01-1
ACCESSORY DRIVE PW 207 C

MODULE 02 The main rotating component is the turbine wheel. The wheel consists of a disk
with fir-tree mounted blades. At the front, the wheel is coupled to the centrifugal
This module provides the mechanical energy required to drive the accessory compressor by a curvic-coupling. Rotating labyrinth seals ensure the sealing
drive train and the reduction gear train, comprises air intake casing, centrifugal of the bearing housing
compressor, combustion chamber, compressor turbine, free power turbine and The main stationary components are the nozzle guide vane, the shroud
power transmission shaft, outlet diffuser. segments and the turbine support case.
AIR INTAKE
The engine air intake is annular type, includes the casing, the inlet guard, the POWER TURBINE (N2)
front and rear firewalls, and integral compressor washing manifold. The power turbine is axial, single stage with, directionally solidified inserted
The air intake directs the ambient air into the centrifugal compressor. blades type. It transforms the gas energy provided by the gas generator into
The compressor washing system comprises an external tapping, a duct, and mechanical power to drive the reduction gear train.
an internal ducting to a single jet installed close to the compressor. The power turbine assembly includes rotating and stationary components.
The main rotating component is the turbine wheel. The wheel consists of a disk
with fir-tree mounted directionally solidified
COMPRESSOR blades. The power turbine shaft is supported by a roller bearing housed in the
The compressor is a centrifugal single stage type and provides the exhaust case. Rotating labyrinth seals ensure the bearing sealing and, at the
compressed air required for combustion. front , it has splines for the mounting of the power turbine shaft .
It is installed at rear of the air intake casing, includes rotating and stationary The main stationary components are the nozzle guide vane, the containment
components. The main rotating component is the centrifugal wheel. The shield and the casing.
stationary assembly includes the casings and the diffusers.
EXHAUST CASE
COMBUSTION CHAMBER The exhaust case continues the expansion phase and expels the gases
The combustion chamber is an annular, reverse flow type, burns the air-fuel overboard. The case also forms the housing for the power turbine support
mixture and delivers the burnt gases to the turbine. bearing, and provides support for the eight thermocouples for the
The combustion chamber assembly includes a nickel alloy liner and the fuel measurements of the exhaust gas path temperature.
injection system.
In the combustion chamber, the compressed air is divided into two flows: a
primary air flow mixed with the fuel for combustion and a secondary air flow
( or dilution air flow ) for cooling of the burnt gases. GAS GENERATOR AND POWER TURBINE
The function of the gas generator is to provide the mechanical energy required
COMPRESSOR TURBINE (N1) to drive the accessory drive train and the reduction gear train, comprises air
The gas generator turbine is axial, single stage, type. It transforms the kinetic intake casing, centrifugal compressor, combustion chamber, compressor
energy contained in the burnt gases into mechanical power required to drive turbine, free power turbine and power transmission shaft, outlet diffuser.
the compressor and the engine accessories.
The engine air intake is annular type, includes the casing, the inlet guard, the
The gas generator turbine assembly includes rotating and stationary
front and rear firewalls, and integral compressor washing manifold.
components.
The air intake directs the ambient air into the centrifugal compressor.

The compressor washing system comprises an external tapping, a duct, and blades. The power turbine shaft is supported by a roller bearing housed in the
an internal ducting to a single jet installed close to the compressor. exhaust case. Rotating labyrinth seals ensure the bearing sealing and, at the
front , it has splines for the mounting of the power turbine shaft .
The main stationary components are the nozzle guide vane, the containment
The compressor is a centrifugal single stage type and provides the shield and the casing.
compressed air required for combustion.
It is installed at rear of the air intake casing, includes rotating and stationary
components. The main rotating component is the centrifugal wheel. The The exhaust case continues the expansion phase and expels the gases
stationary assembly includes the casings and the diffusers. overboard. The case also forms the housing for the power turbine support
bearing, and provides support for the eight thermocouples for the
measurements of the exhaust gas path temperature.
The combustion chamber is an annular, reverse flow type, burns the air-fuel
mixture and delivers the burnt gases to the turbine.
The combustion chamber assembly includes a nickel alloy liner and the fuel
injection system.
In the combustion chamber, the compressed air is divided into two flows: a
primary air flow mixed with the fuel for combustion and a secondary air flow
( or dilution air flow ) for cooling of the burnt gases.
COMPRESSOR TURBINE (N1)

The gas generator turbine is axial, single stage, type. It transforms the kinetic
energy contained in the burnt gases into mechanical power required to drive
the compressor and the engine accessories.
The gas generator turbine assembly includes rotating and stationary
components.
with fir-tree mounted blades. At the front, the wheel is coupled to the centrifugal
compressor by a curvic-coupling. Rotating labyrinth seals ensure the sealing
of the bearing housing
The main stationary components are the nozzle guide vane, the shroud
segments and the turbine support case.
The power turbine is axial, single stage with, directionally solidified inserted
blades type. It transforms the gas energy provided by the gas generator into
mechanical power to drive the reduction gear train.
The power turbine assembly includes rotating and stationary components.
with fir-tree mounted directionally solidified

AIR SYSTEM
The engine air system is divided in two systems:
• A primary air flow for combustion
• A secondary air flow for the cooling of the burnt gases.
PRIMARY AIR FLOW SYSTEM

The ambient air pressure is compressed by a single stage centrifugal
compressor, and delivered into combustion chamber, where is burnt with fuel,
through gas generator turbine extracts the energy required to drive the
compressor. The power turbine extracts most of the remaining energy to drive
the reduction gear train.
The engine reference stations are:
• 1 - Air inlet
• 2 - Compressor inlet
• 2.1 - Compressor shroud bleed
• 3 - Compressor outlet
• 4.1 - Gas generator turbine inlet
• 4.3 - Inter turbine
• 5 - Power turbine exit
• 6 - T6 probe measurement
• 7 - Exhaust
SECONDARY AIR FLOW SYSTEM:

The secondary air flow system includes internal air system and air tapping. The
internal air system pressurizes the labyrinth seals, cool certain internal part
and provides a balancing of forces.

ICN-3C-A-710000-G-A0126-00769-A-01-1
AIRFLOW SCHEMATIC SYSTEM

The power assurance check charts indicate if the engine power available is
within the limits established by the flight manual.
The power assurance check can be easily performed by the pilot by depressing
the key button “POWER CHECK” on the EDU1 on both “START” and
“CRUISE” pages.
The system will automatically record the data into its memory to be recalled
anytime is needed.
Additional checks should be made if unusual operating conditions or
indications arise. Two power assurance charts are provided, one for a hover
check and the remaining charts for a level flight check at 100 KIAS.
The heading of each chart contains the procedure to be followed during the
power assurance check. The hover check is performed prior to takeoff and the
in-flight check is provided for periodic in-flight monitoring of engine
performance. Either power assurance check method may be selected at the
discretion of the pilot. It is the pilot responsibility to accomplish the procedure
safely, considering passenger load, terrain being over flown and the
qualification of persons on board to assist in watching for other air traffic and
to record power check data. If the hover check is failed unsuccessful, engine
performance is less than minimum specification and performance data
contained in flight manual cannot be achieved.

ICN-3C-A-710000-G-A0126-00770-A-02-1

ICN-3C-A-710000-G-A0126-00771-A-02-1

SECTION 10
COWLING

GENERAL DESCRIPTION The oil coolers fairing are a fairing (one each side) made of composite material
is installed by screws. The fairing incorporates a mesh grilled air intake for
Cowlings are used to provide access to and to protect the transmission and cooler and an inspection door for the fan area.
engine compartments. Fairings and cowlings are secured to the structure by
quick release fasteners for easy maintenance, or by screws if they form part
of the stress resistant structure. The rear upper transmission/engine cowling is secured by quick release
fasteners, and is made of composite material. Installed on top of fairing is the
The transmission cowling provides one grilled intake for the cabin ventilation upper anti-collision light. The forward end of fairing is provided with two
system. inspection panels to permit access to main servo actuators and main
transmission oil sight gage. The fairing has also two lateral air intakes for
The engine bays are enclosed by composite and titanium material cowlings engines compressors.
flush with the basic fuselage body to reduce aerodynamic drag. They provide
some grilled intakes: for the inner engine air-inlets (one on each side), for oil
cooler air-inlet (one on each side) and for exhaust ducts that induce cooling air The engine side cowlings are (one each engine) made of titanium and hinged
flow from the engine bay (two on the top of the cowling). to the central beam of engine compartment by two quick removable pins and
secured to the structure by two latches. The two engine cowlings are identical.
All cowlings are ventilated to prevent accumulation of gases in the engine Each engine cowling is provided with a supporting rod enabling it to be held
compartment or other inhabited spaces. Vents and joints in cowling are located open, a grilled air intakes for engine compressor, for starter generator cooling
out of the exhaust gases path. and engine bay ventilation.
The engine cowling installation consists of :

• Forward transmission cowling. The upper rear half cowling is a pre-formed honeycomb core cowling, with
carbon fibre skin, is secured by quick release fasteners to the fuselage
• Oil coolers fairing.
structure and covers the engine exhaust tubes, is provided with two lateral
• Rear upper transmission engine cowling. hinged inspection panels.
• Engine cowlings.
• Upper rear half cowling. The rear half cowling is a pre-formed honeycomb core cowling, with carbon
fibre skin, is secured by quick release fasteners to the fuselage structure
• Rear half cowling. Is provided with an inspection (overlap) door for tail rotor drive shaft bearing
• Exhaust ejector access.
The engine exhaust ejector are two stainless-steel ducts, are for each engine,
The front transmission cowling is a one-piece pre-formed honeycomb panel secured by scews to the rear firewall and supported by aluminium alloy support
with Fiberglas skins secured to a flange around the transmission deck by quick provided with rubber dumpers.
release fasteners. Hinged access doors on the right and left sides permit
access to roof mounted components. There are grilled air inlets, one in front
at top for the helicopter ventilation system, one on the top for the exhaust of
the warmed air from conditioning unit, two (NACA type) at front bottom for deck
ventilation and one for each side in correspondance with the oil coolers.

ICN-3C-A-711000-G-A0126-01261-A-02-1
COWLINGS

SECTION 20
MOUNTS

GENERAL DESCRIPTION
Each engine is provided with three steel fittings which are connected to three,
steel mounts bolted to the airframe. All the three engine fittings incorporate a
spherical bearing.
The forward inboard mount is a V-shaped support, attached to the airframe
and to the engine fitting with bolts, nuts, washers and cotter pins.
The forward outboard mount is a bracket fitted to the support on longitudinal
beam and to engine fitting, with bolts, washers nuts and cotter pins.
The rear mount is a steel tube with a riveted clevis in the upper side and a
riveted rod end with spherical bearing at the lower side. The rear mount is
bolted to the engine rear fitting at the upper side, and to a bracket at the lower
side.
The two forward mounts and the rear mount bracket are shimmed for the
engine to transmission alignment.

ICN-3C-A-712000-G-A0126-00807-A-02-1
ENGINE MOUNTS GENERAL

SECTION 30
FIRESEALS

GENERAL DESCRIPTION
The engine fire wall installation consist of a for ward, a central and a rear fire
wall.
The forward and rear firewalls are made in titanium alloy and are secured to
the structure with bolts.
The upper edges of the firewalls provide attachment points for the engine
cowlings and the central beam.
The central longitudinal firewall separates the engine compartments, is
secured to the firewalls by bolts and is removable.

ICN-3C-A-713000-G-A0126-00828-A-02-1
ENGINE FIRE SEALS SYSTEM

SECTION 50
ELECTRICAL HARNESS

GENERAL
The engine electrical system is designed in such a way that, except during
starting and stopping phases, the engine normal operation is independent from
the airframe electrical system. This is obtained by means of a dedicated
alternator driven by the engine oil pump drive shaft, which supplies the ECU
and related engine components as soon as the gas generator speed is above
40%.
MAIN CHARACTERISTICS
• Direct current : 28 VDC from aircraft electrical system
• Min voltage at the accessory terminals : 15 VDC
• Dedicated alternator electrical power : 100 VAC, min 18 VAC at 7795
RPM
ELECTRICAL HARNESSES
The harnesses connect the electrical accessories to the ECU and the aircraft
circuit.
ALTERNATOR
The alternator output is dedicated to the ECU. It is a alternator, permanent
magnet rotor type and it is mounted on the front face of the engine gearbox.
The ECU is electrically supplied as follows:
• By means of the aircraft +28 VDC bus bar alone during starting and in
the event of the engine alternator failure.
• By means of the engine alternator above 40% N1.

ICN-3C-A-715000-G-A0126-01269-A-02-1
ENGINE PERMANENT MAGNET ALTERNATOR


SECTION 60
AIR INTAKES

DESCRIPTION
The engine air intakes consist of a vane, divided in two parts for installation
purpose and made of titanium and carbon fiber materials. It is installed on the
engine around its compressor inlet screen. The engine cowling is made of
titanium material and is secured to the central beam by means of hinges and
can easily be opened or closed by means of latches fitted on the cowling. The
cowling is provided with metallic mesh which allow the entering of the external
air in the engine compartment. An auxiliary air intake, not protected by screen
and directly connected to the engine air intake, is on the rear upper cowling.
Cooling ducts is installed on the starter-generators. The duct consists mainly
of a fiber-glass duct connected between the starter-generator and the intake
mesh of the engine cowling side door. The purpose of this ducts is to provide
the required cooling for the starter-generator. The duct are secured to the
starter-generator by means of a metallic clamp.

ICN-3C-A-716000-G-A0126-01270-A-02-1
ENGINE AIR INTAKES


CHAPTER
73
ENGINE FUEL AND CONTROL


SECTION 00
GENERAL

GENERAL DESCRIPTION
The engine fuel system function is to provide the engine with clean fuel at the
required pressure and flow to permit control of the engine power.
Electronic components, part of the Full Authority Digital Electronic Control
system (FADEC) are also installed for the complete automatic and manual
control of the engine.
The engine Fuel System consist of:
• Fuel Management Module (FMM)
• Fuel nozzles
• Ecology Fuel flow divider
• Fuel manifolds.

ICN-3C-A-731000-G-A0126-00849-A-02-1
ENGINE FUEL SYSTEM SCHEMATIC


SECTION 10
DISTRIBUTION

GENERAL • In automatic mode the FMV is controlled by a torque motor which is
commanded by the ECU.
The engine distribution Fuel System consist of:
• In manual mode the FMV is actuated by the Engine Power Levers (EPL).
• Fuel pump and filter
• Fuel Management Module (FMM)
• Fuel nozzles
• Ecology Fuel flow divider
• Fuel manifolds
The fuel pump is mounted on the reduction gearbox front case and is drive by
the compressor turbine (N1 speed). Fuel from the airframe tank enters in the
fuel inlet port and is pressurised by the centrifugal boost pump stage. Fuel is
then routed directly to a filter, a jet pump, then to the gear type pump where
pressure is achieved.
Pressurised fuel is filtered through a filter. If during pump operation, flow
through the fuel filter becomes restricted the impending bypass indicator will
provide Caution Light “1 or 2 FUEL FLTR” on EDU 1 and MASTER CAUTION
LIGHTS ON.
Should the filter element become clogged, the resulting pressure differential
will cause fuel to bypass the clogged filter through the spring loaded bypass
valve.
This unfiltered bypass fuel will allow the engine to continue operation with no
frame-out.
The Fuel Management Module (FMM) is installed on the engine reduction

gearbox and works in conjunction with the Engine Control Unit (ECU) to control
metered fuel flow over the entire operational range of the engine.
The FMM uses ECU signals, Engine Power Lever (EPL), ambient pressure
and N1 compressor turbine speed (drive) as input parameters. The FMM has
an integral fuel pump which delivers high fuel pressure to the metering portion
of the unit.
• In both modes the pressurized fuel is routed to the Fuel Metering Valve
(FMV) and to the bypass valve, which keeps a costant pressure
differential across the FMV.

ICN-3C-A-731000-G-A0126-00850-A-03-1
FUEL MANAGEMENT MODULE

ICN-3C-A-731000-G-A0126-00849-A-01-1
ENGINE FUEL SYSTEM SCHEMATIC

The flow divider valve performs two functions, scheduled splitting of the flow The primary fuel manifold supply primary fuel to the five hybrid fuel nozzles.
between the primary and secondary manifolds during operation and purging
of the manifold system at shutdown. The flow divider has two subsystems, the
scheduling valve, which schedules the flow, and the ecology accumulator, The secondary fuel manifold supply secondary fuel to the all fuel nozzles, the
which purges the manifold. 5 hybrid fuel nozzles and the 7 air blast fuel nozzle.
The divider valve operates in two different modes, start mode and reset mode.
During start, (up-to 40% N1), the divider valve maintains primary manifold flow The hybrid, and the air blast fuel nozzles assemblies are composed by a body
and closes the flow to the secondary manifold. When N1 > 40%, the divider made from a single piece casting and metering nozzles. The hybrid assemblies
valve “reset” to a new position so the fuel is routed to the primary and are ported to allow passage for both primary and secondary fuel flow, while
secondary manifolds. Once the divider valve resets, it is latched and will remain the air blast and inlet assemblies have a single port for secondary fuel flow
reset until total flow is shut off. only.
The ecology accumulator is used to purge both the primary and secondary P3 air supply is piloted through the passages of the fuel nozzle to generate the
manifolds at shutdown. During operation, the delta pressure across the divider correct fuel and air mixture for atomisation. The hybrid fuel nozzles are located
valve are also sensed across the ecology accumulator piston. This forces the adjacent to the spark igniters for rapid ignition.
accumulator piston to compress a spring to create a “charged” accumulator
condition (N1 > 50%).
The delta pressures across the divider valve are sufficient during all operating
conditions to hold the accumulator piston fully compressed. At shutdown, the
delta pressure drops off the spring in the accumulator forces the accumulator
piston to stroke which pulls the fuel out of the manifolds.
The fuel manifold distributes primary and secondary fuel to the fuel nozzles.
The divider valve operates in two different modes, start mode and reset mode.
During start, (up-to 40% N1), the divider valve maintains primary manifold flow
and closes the flow to the secondary manifold. When N1 > 40%, the divider
valve “reset” to a new position so the fuel is routed to the primary and
secondary manifolds. Once the divider valve resets, it is latched and will remain
reset until total flow is shut off.
The ecology accumulator is used to purge both the primary and secondary
manifolds at shutdown. During operation, the delta pressure across the divider
valve are also sensed across the ecology accumulator piston. This forces the
accumulator piston to compress a spring to create a “charged” accumulator
condition (N1 > 50%).
The delta pressures across the divider valve are sufficient during all operating
conditions to hold the accumulator piston fully compressed. At shutdown, the
delta pressure drops off the spring in the accumulator forces the accumulator
piston to stroke which pulls the fuel out of the manifolds.

ICN-3C-A-731000-G-A0126-00852-A-01-1
ECOLOGY FLOW DRIVER

ICN-0B-A-731000-G-A0126-00001-A-01-1
FUEL MANIFOLD

SECTION 20
CONTROLLING

GENERAL DESCRIPTION AND OPERATION The transition from GROUND IDLE to FLIGHT operating mode is commanded
to each engine via the helicopter EMS when it is moved from the IDLE to the
The engine speed control, under normal operation, is performed by the ECU FLIGHT.
that receives pilot commands via the Engine Mode Selector, the Engine Power During this transition, engine N2 acceleration in adapted to protect the engine
Lever (EPL), Engine Governor Switches and the collective pitch lever and the helicopter from over-torque until the main rotor speed selected (100%
potentiometer (LVDT). NR or 102% NR) is reached.
The pilot uses the collective lever to increase or decrease the main rotor blades
pitch, then the engine power requirement becomes proportional to this pitch
variation. ENGINE SHUT DOWN MODE
As long as the Engine Mode Selected is set to FLT, the ECU will maintain N2
The primary engine shut down mode uses the shut-down solenoid valve, that
(and main rotor) at the required speed.
is directly connected to the engine mode selector (OFF/IDLE/FLIGHT). Moving
For all AUTO MODE running conditions the ‘EPL’ must stay in the FLIGHT
the engine mode selector from any position to the OFF position, the shut down
position.
solenoid valve closes and shuts off the fuel supply to the injection system.
In case of failure of the primary engine shut down mode, the flow can be
ENGINE FUEL CONTROL SYSTEM stopped through the manual control (EPL). Selecting “OFF” position on the
EPL, the stop valve then closes the fuel flow and shuts down the engine.
The engine fuel control system consists mainly of the Fuel Management There is a mechanical stop on the EPL which must be disengaged. This stop
Module (FMM) and the Engine Control Unit (ECU). The engine fuel control is intended to prevent inadvertent shut-down.
system is supplied by the helicopter fuel system and provides the following
functions:
• Optimum gas generator acceleration during transient ratings and loading. WARNING
• Constant power turbine speed between minimum and Maximum loads. FOR ENGINE STARTING AND SHUT-DOWN PROCEDURES,
REFER TO THE APPLICABLE RFM SECTION 2-3.
• No variation in the maximum gas generator turbine speed in order to be
able to always obtain the maximum available power.
• Engine control in emergency conditions.
• Power turbine over speed protection.
AUTOMATIC ENGINE STARTING

Whe the helicopter Engine Mode Selector (EMS) is moved from the OFF
position to the IDLE or FLIGHT position, the ECU automatically carries out the
complete engine starting sequence up to GROUND IDLE conditions (N2 =
65%) or up to FLIGHT mode speed (N2 100%) whatever is selected.
During the starting phase, the ECU controls fuel flow, engine starter/generator
accessory activation (which is automatically de-energized by the ECU when
the N1 reaches 50%) and hence, engine accelleration without exceeding TOT
limits until the GROUND IDLE condition. Torque matching between the two
engines is active at GROUND IDLE speed.

CONTROL N1 LIMITATIONS
When the engine is running the fuel can be controlled in two different modes: In normal operating conditions with the AUTOMATIC MODE selected, the two
Automatic mode, Manual mode. ECUs control the engines in order to keep the helicopter main rotor speed at
trimmed values (100% NR or 102% NR) without overcoming N1 and Tq
The ‘FMM’ incorporates the automatic and manual control systems. toppings; each limit corresponds to a maximum N1 as a function of P0 and T1
to protect the engine from a mechanical/thermal stress and a maximum torque
The control system is based on a single channel digital Engine Control Unit, to protect the engine itself from mechanical stress.
for each engine, with a manual mechanical control system acting as a back- In AEO the toppings are:
up control mode. The two ECUs are connected together by means of a cross-
talk connection data bus for data exchange between the two. Even if a cross-
• N1............................................................................................ 103%
talk function is provided, each ECU ensures an independent and exhaustive • N1............................................................................................ 970%
control of its relevant engine.
The control system principle consists in controlling each engine power turbine When a power loss is detecded by one of the two engine electronic control
speed (N2), whatever the power demand of the helicopter is, by adjusting each systems, the toppings are automatically replaced by the OEI 2.5 minutes
engine gas generator speed (N1) accordingly. This is achieved by properly topping:
metering each engine fuel flow. A real single engine operation is detected by the ECU if the N1 engine 1 or the
N1 engine 2 is lower than 35%; under this condition the following OEI 2.5
AUTOMATIC GOVERNING OF N1 AND N2 SPEED minutes toppings are enabled:
Once in FLIGHT mode, the ECU determines the N1 speed in order to control • N1............................................................................................ 103%
engine N2 speed as close as possible to the N2 datum, which is manually or
• N1............................................................................................ 970%
automatically set at 100% NR or 102% NR all over the helicopter flight
operating envelope, whatever the power required by the helicopter.
The governing of the engine turbines speed can be described as fallows: on a
TORQUE LIMITER FUNCTION
load variation of the ECU input parameters (NR/N2, N1 and helicopter
collective pitch position), the ECU works out a proportional N1 setting at the The helicopter is provided with an engine torque limiter function aimed at
given delta-N2, compares it to the true N1 value and determines by a reducing pilot's workload. However, it is still pilot's responsibility to operate and
proportional and integral function which is the new position of the fuel metering maintaini helicopter within engine and trasmission limits.
unit valve in order to obtain the proper fuel flow needed to restore the free The torque limiter can be enabled, upon pilot's decision, by pressing once the
turbine speed (N2) TQ LIM pushbutton on the collective grip.Disabling the torque limiter is
Engine matching is authorized when the two engines are running in obtained by pressing again the TQ LIM pushbutton.
AUTOMATIC MODE only, without critical failures affecting the cross-talk data
link of the two ECUs.
In AEO mode, the load sharing could be selected either in TORQUE or TOT CAUTION
matching, in lower TOT or TORQUE until matching is achieved.
AT HELICOPTER POWER-UP, THE TORQUE LIMITER IS
DISABLED BY DEFAULT, AND THE ECU WILL NOT PREVET THE
PILOT FROM EXCEEDING THE APPLICABLE LIMITS.

DAU, which generates a Caution message '1 or 2 OVSP DET' to the EDU 1
and the MASTER CAUTION lights ON.
With the torque limiter disable, the ECU controls the engine torque according
to the following values:
• AEO: Torque (TRQ1 + TRQ2)................................................. 324% AUTOMATIC MODE
• OEI: Torque.............................................................................
180% The Automatic mode is the normal mode to control the engine. In this mode
the fuel metering valve is moved by an electrical motor (torque motor), actuated
When the TQLIM pushbutton is depressed the “LIMITER ON“ advisory
via ECU input.
message displayed on the EDU2 the torque limiter is enabled and the ECU will
In Automatic mode each engine is controlled by its own ECU which detects the
prevent the pilot from exceedong the following applicable limits:
helicopter power demand and gives the appropriate inputs to the fuel metering
• AEO: Torque (TRQ1 + TRQ2)................................................. 220% valve accordingly. To have a single relationship between the torque motor
• OEI: Torque............................................................................. 162% valve position and the metered fuel flow, the mechanical manual control (EPL)
must be in the FLIGHT position. If the EPL is out of the flight position the
NOTE Caution leght “1 or 2 PLA“ indication is activated on EDU 1. As soon as a
Regardless af torque limiter status, N1 and TOT always remain limited crytical failure of the automatic mode occurs, the ECU freezes the torque motor
at 103% and 970° C respectively. at its current position and, consequently, the metered fuel flow. Under these
conditions, the ‘MANUAL’ mode is immediately and automatically available.
(Due to automatically de-energizing of Engine Mode Selector solenoid valve
on FMM).
ECU N2 OVERSPEED LIMITER FUNCTION If the critical failure appears in stabilised conditions, no immediate action on
the collective pitch or on ELP has to be done. In case of failure during transient
Power turbine overspeed limiter system is composed of an electronic conditions, pilot has to control the main rotor speed (NR) and engines
overspeed detection system, which is part of the engine ECU and the fuel parameters within the allowed values.
overspeed solenoid valve on the FMM. Micro switch functions
The power supply for this system is completely separated from the ECU control During normal operation, the EPL is in the neutral position and the micro switch
system. contact is open. When the EPL is out of the neutral position the Master Caution
The overspeed detection system receives the N2 signal which is compared to Light flashes and "1 or PLA" CAUTION LIGHT indication is activated on EDU
a N2 threshold, the overspeed detection system energized the overspeed 1.
solenoid valve, that start to reduce the Fuel Flow. The valve will be de-
energized when the signal drops below 109% N2. In parallel the signal
analougue input to the DAU generates a CAUTION MESSAGE '1 or 2 OVPS'
on the EDU 1 and the MASTER CAUTION light ON.
ECU N2 OVERSPEED DETECTOR SYSTEM FAILURE

The ECU software monitors permanently the overspeed electronic detection
system, when the ECU detects an overspeed failed, it sends the signal to the

ICN-3C-A-732000-G-A0126-00855-A-03-1
POWER CONTROL SYSTEM SCHEMATIC - AUTOMODE

ICN-3C-A-732000-G-A0126-00856-A-02-1
FUEL MANAGEMENT MODULE COMPONENTS LOCATION

MANUAL MODE
In manual mode, the fuel flow is determined by the mechanical control system
(power levers position). This mode can be selected either automatically by the
ECU in case of a critical failure detection, or manually by the pilot, e.g. for
training purpose, through two independent Engine Governor switches, one for
each engine, incorporated in the pilot’s collective switch box. To protect the
engine against flame out or surge the engine fuel metering valve position could
be limited by an internal acceleration/ deceleration controller. In acceleration
the fuel metering valve position is limited versus P3 (air pressure at the engine
compressor stage), while in deceleration is limited by a mechanical stop.

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POWER CONTROL SYSTEMS SCHEMATIC – MANUAL MODE

ICN-3C-A-732000-G-A0126-00858-A-01-1
FMM MANUAL SCHEDULE

ENGINE CONTROL UNIT • Engine Life Limited parts Cycle counting
The engine is provided with a single channel Engine Control Unit also called • OEI counting.
ECU, one for each engine.
The ECU, in conjunction with the FMM and a network of sensing devices,
controls the engine gas generator and power turbine speeds in response to
the load demanded by the rotorcraft’s rotor system.
The ECU, provide electronic interface between the engine sensors and
actuators as well as discrete and serial communication interfaces between the
engine and the (I.D.S.) Integrated Display System. The ECU and the I.D.S.
communicates, by an RS422-A, data such as N1, N2, TOT NR and fault
diagnosis. The ECUs communicate each other using an ARINC 429 data bus
(cross talk line).
Inside the ECU is located the P0 pressure sensor that is connected to a
pressure inlet orifice.
The ECU consists of two functionally independent sub-systems, the control
and N2 limiter sub-systems. The control sub-system interfaces with engine
sensors as well as rotorcraft command signals and data buses to provide
control of the engine fuel low. The N2 limiter sub-system provides independent
limitation of inadvertent Engine N2 overspeed. Both sub-systems are isolated
one from the other including separate power supplies, signal conditioning
interfaces and separate signal inputs.
The ECU electrical supply is normally provided by a dedicated alternator
(PMA), which is operative above 40% of N1 and is driven by the engine. During
the engine starting or shutting down the ECUs are energized by the 28VDC
coming from the essential busses, # 1 for ECU 1 and # 2 for ECU 2. The 28VDC
is also used as emergency power supply in case of PMA failure.
The ECU provides the followings functions:
• Automatic engine starting
• Automatic governing of N1 and N2 speed
• N1 and TORQUE limitations
• Tq limiter function
• OEI training mode
• Power turbine over speed protection
• N1, TOT, N2 and torque indications
• Failure detection

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ENGINE POWER CONTROL INTERFACES

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ENGINE CONTROL UNIT
ENGINE CONTROL UNIT MALFUNCTIONS INDICATORS
There are two levels of control system malfunctions: “non-critical“ and “critical“. • 1 (2) ECU FAIL warning message Comes in view when a critical
“Non-critical“ malfunction is defined every fault condition which allows the ..................................................... failure is detected in the ECU 1
control system to continue operating in AUTO mode with minimal operational (2).
impact. Major non-critical malfunctions (i.e. PMS failure, thermocouple failure,
• 1 (2) ECU MAINT caution Comes in view when a non critical
etc.) are onnounced by specific caution message (i.e. #1 PMS, #1 TOT
message...................................... failure is detected in the ECU 1
LIMITER, TRQ LIMITER, etc.) in order to make the pilot aware of the relative
(2).(Active only on ground).
degradation and to let him take the necessary precautions. All other non-critical
malfunction are announced by '1 o 2 ECU MAINT' caution message on the
EDU 1 (only on ground), before starting of after engine shutdown, while in flight
they are automatically accommodated by the logic of the system of provide
continued AUTO mode function. “Critical“ malfunction is defined every fault
condition, announced by '1 o 2 ECU FAIL' warning message and man legend
on the EDU 1 that cannot be accommodated and having as a consequence
the ECU reversion to MANUAL mode. In this case the FMM tracking system
will maintain N1 ±2% Tq± 10%.Following an “ECU FAIL“ the engine with the
serviceable ECU will maintain rotor governing withiin its limits.
NOTE
Both ecu malfunctions, “non-critical” and “critical”, can be cleared by
cycling the eng gov switch from auto to manual and back to auto if the
source of the fault has been eliminated.
NOTE
On ground it may be necessary to cycle the eng gov switch twice to
clear the ecu malfunctions.
NOTE
In case of critical malfunction the ecu reversion to manual mode is
independent from eng gov switch position.

ICN-3C-A-732000-G-A0126-00862-A-02-1
ENGINE CONTROL UNIT SYSTEM MONITORING

CHAPTER
74
IGNITION


SECTION 00
GENERAL

GENERAL DESCRIPTION AND OPERATION SPECIFICATIONS
The engine ignition system is a self-contained unit. The rotorcraft controls the • Type.............................................................................. High energy
power supply to the ignition exciter. The igniters are not continuously rated and
are only operational during an engine starting sequence. • Input voltage..................................................................... 9-30 VDC
• Energy.............................................................................. 1,25 joule
This system ensures the ignition of the fuel sprayed by the injectors into the
combustion chamber. All the components are installed on the engine except • Output voltage................................................................. 3000 Volts
the electrical supply circuit. The ignition system is comprised of one ignition Input current......................................................
unit, input electrical connector for connection with the aircraft supply bus bar
• 3,5 amps maximum
and output electrical connectors for connection with the two (2) igniters plugs.
The airframe electrical system provides ignition power from the 28 DVC bus WARNING
#1 and the IGN SYS citcuit braker, when commanded by the Engine Control ENSURE IGNITION IS SWITCHED OFF AND SYSTEM HAS BEEN
Unit (ECU). The ECU commands the operation of the ignition system when INOPERATIVE FOR AT LEAST 6 MINUTES BEFORE TOUCHING
receives a control signal from the ENG MODE selector located on the central ANY IGNITION COMPONENTS.
console.
In “AUTO” mode, when the ENGINE MODE selector is turned in “FLIGHT“ or

NOTE
“IDLE“ position the spark igniters will operate up to 50 % of N1, then the system
will be automatically cut out. Do not touch out-put connenctors or coupling nuts with bare hands.
NOTE
During a DRY/WET motoring cycle, the ignition system must be de-
activated.
In MANUAL mode, the ignition system is activated by a pilot selectable push-

button on the Engine Power Levers (EPL).
Starting the engine in manual mode, the spark igniters will operate until the
starting push-button remains depressed.

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ENGINE IGNITION SYSTEM – AUTO MODE

ICN-3C-A-740000-G-A0126-00866-A-01-1
ENGINE IGNITION SYSTEM – MANUAL MODE

• STARTER push-button n°1 engine Pushed - activates the engine
...................................................... ignition system (in manual back-
up mode)
• STARTER push-button n°2 engine Pushed - activates the engine
...................................................... ignition system (in manual back-
up mode)
• 1 EGN MODE selector............... Selects the operating condition of
the engine in the automatic mode
(OFF, IDLE, FLT position)
To select OFF positon from IDLE,
the selector must be pushed
• 2 EGN MODE selector............... Selects the operating condition of
(OFF, IDLE, FLT position).
To select OFF positon from IDLE,
the selector must be pushed
• IGN advisory message............... Comes in view on the EDU1 when
the ignition system is operating.

ICN-3C-A-800000-G-A0126-00929-A-02-1
IGNITION SYSTEM CONTROL AND INDICATOR

CHAPTER
76
ENGINE CONTROLS


SECTION 00
GENERAL

GENERAL The Engine Mode selector allows the pilot to start and shut-down the engine.
The Engine Governor selector permits to choose between the automatic or
The engines are equipped with a single channel Full Authority Digital Electronic manual fuel flow control, besides to provide a mean of resetting the ECU in
Control system. This system incorporates all units for complete automatic and case of momentary malfunction.
manual control of the engine. To have the two engines always matched, the LD-SH selector permits to
The engine control system include the followings: decide which parameter must be taken matched choosing between Torque
• Two Engine Control Unit (ECU) and TOT, according to the flight conditions and in presence of malfunctions.
• Two Fuel Management Module (FMM) In the event a manual control of the engine, Engine Power Lever operation
become necessary, the pilot can use either the Engine Trim switch, located on
• Engine power lever quadrant the collective switch box, or directly the engine Power Lever (EPL) to adjust
• Tq LIM pushbutton............................................. ACTIVE/INACTIVE the fuel flow and match the engine to the other operating in automatic mode.
• Two Linear Variable Differential Transducer (LVDT)

• Two Engine mode selectors............................... OFF/IDLE/FLIGHT
• % RPM switch.................................................... 100%/AUTO/102%
• OEI training mode switch............................................ #1 / OFF / #2
• Two Engine governor switches.............................. MANUAL/AUTO
• LD-SH switch ........................................................... TORQUE/TOT
• Engine Power Levers (EPL)...................... OFF/IDLE/FLIGHT/MAX
• Engine Trim switches...................................................................
+/-
Besides these controls, the pilot establishes the engine power demand through
the collective lever position (CLP). The actual collective lever position is
detected by a couple of potentiometers (LVDT) that are connected to the two
ECUs (one for each ECU). By means of this information, and the N2 monitoring
function, the ECU, through a system called anticipator, is able to adjust the fuel
flow in real time, anticipating the N2 RPM variation, consequence of a power
demand variation. (Isochronous Mode). Torque matching between the two
engine is maintained in this mode.
In the event that serial communication link (or cross –talk) between the two
ECU becomes faulty, isochronous N2 governing will not be maintained. N2
gorverning will be performed in proportional mode, i.e., N2 governing speed
will change as load conditions change. Torque sharing is disabled in this case.
The ECU is responsible of controlling the engine power through the FMM. The
cockpit engine controls allow the pilot to establish the engine operation mode
and to override, if necessary, the automatic engine power control system.

CONTROLS • LD-SH switch............................ Located on the overhead panel
allows the pilot to keep TOT or
• EPL..................................... Engine Power Lever group, installed on TORQUE matched as required.
the overhead panel, one for each
engine, they can be controlled either • ENG GOV Switch................ Located on the collective grip.
directly or through the Engine Trim • AUTO: The engine is controlled
switches on the collective switch box. by the ECU (Engine Mode
The lever is fitted with a starter push Selector Solenoid Valve
button for manual engine starting. Energized).
• OFF: engine is OFF (in both • MANUAL: The engine is
AUTO or MANUAL mode) controlled manually by the pilot,
moving the EPL between IDLE
• IDLE: engine ground idle (65 % N
2). Not used in Auto Mode and MAX (Engine Mode Selector
Solenoid valve de-energized).
• FLIGHT: normal position in Auto
Mode • NR switch.......................... Three position switch located on the
cyclic switch box:
• MAX: only when engine power is
controlled in Manual Mode. • 100: manual selection of 100% NR
• ENG MODE Selector........... Located on the pedestal. Select the • AUTO: automatically set to 102%
operative condition of the engine in NR (with landing gear extracted
automatic mode. and IAS less than Vy)
• OFF:The ECU commands fuel • 102 manual selection of 102% NR.
shut-OFF solenoid valve on FMM
• Tq LIM Push-button.................. Located on the collective lever grip,
and engine shutdown
used to enable the torque limiter
• IDLE:The ECU controls the function.
starting (starter/ignition relays) Pushed and released the ECU
and engine acceleration up to an activates the torque limiter, the
idle speed of 65 % N2. EDU2 shows the LIMITER ON
• FLT: The ECU controls the advisory message (torque limited
starting, the acceleration, and AEO:110%; OEI 162%).
maintains N2 speed at 100% or
102% (as selected). NOTE
To deactivated the torque limiter, the push-button must be pushed and
• OEI TNG Switch....................... Located on the ENGINE MODE
released again.
selector control panel, allows to
simulate OEI conditions. The
selected engine is set to Training • ENG TRIM Switches................... Located on the collective lever
flight mode, while the other engine switch boxes, permits electrical
is set to Training Idle mode (90% control of the EPL, both in Auto
N2). mode (from IDLE to FLIGHT) and

in Manual Mode (from IDLE to
MAX).
NOTE
It is not possibile to move electrically the engine power lever from IDLE
to OFF.

ICN-3C-A-760000-G-A0126-00877-A-02-1
ENGINE POWER CONTROLS
ENGINE POWER LEVERS QUADRANT In this condition if the EPL is moved away from the neutral FLIGHT position
the DAU will generate on EDU 1 the CAUTION MESSAGE “1 or 2 PLA” and
The engine power levers quadrant consists of two engine control levers (EPL) the MASTER CAUTION lights on.
operated either manually or electrically through the actuators controlled by the The EPL’s are installed on the helicopter overhead panel to allow convenient
remote switches on the collective switch panel. operation by either the pilot or the copilot. The levers have to be moved forward
The assembly includes a spring-mounted lever, an electrical motor lever to increase engines delivered power, in manual mode.
actuator, a starter pushbutton and a sector which retains the lever position to The EPL’s are connected to the engine FMM by sliding type flexible cables.
OFF, IDLE, FLIGHT and MAX. In AUTO mode, with FLIGHT position selected, The EPL’s are provided with a red fire light inside the handle to warn the crew
the engine is started by the Engine Mode Selector and controlled by the ECU about an engine fire occurrence.
during flight operation. In MANUAL mode, the engine is started by the starter As the mechanical engines control system has to provide a proper throttle
pushbutton and the fuel metering is accomplished directly by the lever position. function, when MANUAL MODE is selected, for this reason the levers are
When the engine is operated in AUTO mode, the power is modulated by the clearly marked with four positions (OFF, IDLE, FLIGHT, MAX). Reference lines
ECU independently of lever position which must be set to FLIGHT. and labels on both sides are provided on the engine control levers assembly
in order to allow pilot and eventually co-pilot to easily recognize the selected
control position.
The markings have the following significance:
MARKING ENGINE FUEL CONTROL POSITION OPERATING CONDITION
OFF: Stop position Fuel flow to the engine is shut off in both AUTOMATIC and MANUAL MODE
IDLE: Minimum fuel flow position Fuel flow is initiated to the minimum value which ensures engine self-sustained running.
In AUTOMATIC MODE, engines starting is enabled and modulation of fuel flow is independently com-
FLIGHT: Neutral position manded by each ECU to keep constant helicopter rotor speed at 100% NR or 102% NR whichever is
selected.
MAX: Maximum fuel flow position This position corresponds to the maximum fuel flow, when MANUAL MODE is selected.

E.P.L. OPERATION
When the AUTOMATIC MODE is selected, two latches are incorporated (IDLE
latch and FLIGHT latch) in each EPL in order to positively limit the range of
pilot motion between IDLE and FLIGHT positions.
IDLE latch is realized via a mechanical step while FLIGHT one is realized via
a magnetic brake.
In case of MANUAL MODE selection through the AUTO/MANUAL switch,
located on the collective switch box of pilot collective stick, the FLIGHT latch
is electrically disabled in order to allow pilot's free operation over the full travel
between IDLE and MAX positions where mechanical stops are provided. A
small mechanical step is present at FLIGHT position so that pilot can feel it
and overcome with a negligible force.
As it is required a separate and distinct operation to place the control in the
shut-off position, IDLE latch has to be intentionally disengaged by pilot who
has to first pull down the lever and next to move it to the OFF position; this
latch is operative only when passing from IDLE to OFF position, while it is not
operative in the other direction.
A mechanical stop in the OFF position is provided.
When an EPL is positioned in the OFF position, engine fuel flow is stopped
both in AUTOMATIC and MANUAL MODE.
Moreover two mechanical slight detents are provided in the FLIGHT position,
one on each EPL and the latter on each engine FCU in neutral position in order
to retain the system in FLIGHT condition so that pilot does not have to pay
constant attention during normal flight operations in AUTOMATIC MODE; in
MANUAL MODE these detents are still present but can be easily overcome.
Each EPL can be independently operated through their relevant INCR/DECR
switches (engine trim) positioned on the switch box of crew collective sticks;
each switch activates an electrical actuator directly linked to a control lever;
this is to significantly decrease pilot workload in MANUAL MODE as he can
move independently each EPL keeping his hand on the collective lever.
NOTE
Avoid rapid movements in order to prevent damages to internal
mechanism.
In case of jamming of one of the above electrical actuator, each pilot can
disengage the actuator by breaking its link to the engine lever; this link is made
by means of two pins for each lever properly dimensioned to obtain the above
predefined rupture load.

ICN-3C-A-760000-G-A0126-00878-A-01-1
POWER LEVER MECHANICAL LINKAGE

ICN-3C-A-760000-G-A0126-00879-A-02-1
ENGINE POWER LEVERS TRAVEL

INDICATORS
• 1(2) PLA caution message......... Is displayed on the Primary EDU,
when the related engine power
lever is out from the “FLIGHT”.
NOTE: The caution is active only
with engine running in AUTO
mode
• 1(2) PLA MOTOR caution Is displayed on the Primary EDU,
message.................................... when the related engine remote
control is inoperative.

ICN-3C-A-760000-G-A0126-00880-A-02-1
ENGINE POWER LEVERS SYSTEM MONITORING

COLLECTIVE SWITCH BOX ENGINE TORQUE LIMITER PUSHBUTTON
The collective switch box includes the following engine controls:
CAUTION
• the ENG 1, ENG 2 GOVERNOR switches AT THE HELICOPTER POWER-UP, THE TORQUE LIMITER IS
• the ENG 1, ENG 2 TRIM switches DISABLED BY DEFAULT AND ECU WILL NOT PREVENT THE
PILOT FROM EXCEEDING THE APPLICABLE LIMITS.
• the Engine Tq LIM push button
GOVERNOR SWITCHES NOTE

The GOVERNOR switches, control the Mode Select solenoid valves on both For engine torque limiter pushbutton operation refer to O.E.S.
FMM, and allow to exclude the ECU in the event of ECU failure. Upon detection supplement 4, part F ”CAT. A operation training procedures” of the
of a critical failure within the engine control system, the ECU will revert to applicable R.F.M.
MANUAL automatically, in parallel the DAU will generate a WARNING
MESSAGE “1 or 2 ECU FAIL on the EDU 1 and the MASTER WARNING lights The engine is provided with a torque limiter function to reduce the pilot work
ON. These failures are latched and cycling the AUTO/MANUAL switch is load.
required for the control system to resume automatic control of the engine, This function is enabled by pressing the relevant button, located on the
providing the failure is no longer present. These switches must be set to collective switch grip, and allows the pilot to not exceed operating rating:
MANUAL position if the pilot wants to move electrically the EPL to MAX
position. • Tq OEI: 162% - TOT:970°C
• Tq AEO: 220% - N1: 103%
When the ECU detects this selection, sends a signal to the DAU that generate
ENG TRIM SWITCHES a “LIMITER ON” advisory message on the EDU 2. These limits can be reset
The ENG TRIM switches permit the electrical control of the EPL. The allowed upon pilot’s command, to disable the function a second push on the button is
movements are: necessary.
• From OFF to IDLE When the torque limiter is disabled, the ECU controls the following values:
• From IDLE to FLIGHT and vice versa. • AEO: Torque: 324%

• From FLIGHT to MAX and vice versa, only if ENG. GOV. switches are in • OEI: Torque: 180%
MANUAL position (ECU excluded).
NOTE
It is not possible to move electrically the EPL from IDLE to OFF position LINEAR VARIABLE DIFFERENTIAL TRANSDUCER (LVDT)
for the presence of a mechanical stop. This operation must be
performed manually by pulling the lever downward. Two LVDT’s, one for each engine, are installed under the pilot seat and are
mechanically connected between the collective torque tube and the fuselage
lower bulkhead. They provide a signal, to both the ECUs, proportional to the
collective lever position (CLP).
This signal is used by the ECU to prevent rotor RPM drop in case of sudden
increase of collective pitch, by increasing the fuel flow to the engines, or to

prevent rotor RPM overspeed in case of sudden decrease of colletictive pitch,
by decreasing the Fuel Flow. Power to the potentiometers is provided by the
relevant ECU.

ICN-3C-A-760000-G-A0126-00886-A-03-1
POWER CONTROL SWITCHES AND LVDT
INDICATORS
• LIMITER ON advisory message Is displayed on the secondary
................................................... EDU, when the pilot enabled the
torque limiter function by pressing
the relevant push button.

ICN-3C-A-760000-G-A0126-00887-A-02-1
TORQUE LIMITER SYSTEM CONTROLS AND MONITORING

ENGINE MODE CONTROL PANEL The pilot may elect to disengage the TRAINING mode by centering the OEI
TNG switch or by pressing TQ LIM pushbutton on the pilot's collective.
The ECU controls the engine during normal flight, with selections provided Normally, each time the TQ LIM pushbutton is pressed, the torque limiter will
through the Engine Mode Selectors, located on engine mode control panel. change its status (ON/OFF). But if the TRAINING mode is engaged, the single
operation of TQ LIM pushbutton will only disengage the TRAINING mode and
The engine mode selector has three positions:
the torque limiter status will remain on (LIMITER ON advisory message still
• OFF displayed).
• IDLE Training mode is aborted in the event of a critical failure or flameout of either
engine, a failure of the discrete interface for either ECU, a reversion to manual
• FLT. mode, or loss of ARINC cross-talk between the two ECUs, or NR < 87 %, or
Tq LIM select, or one engine N1 < 35 %.
NOTE
To select ”OFF” position a mechanical lock has to be released (Push
to OFF).
OVERHEAD CONSOLE PANEL SWITCHES
NOTE LOAD SHARE SWITCH
Anytime the engine mode selector is in IDLE position, IDLE CAUTION The engine matching in normal AUTO mode can be run in Torque or TOT
will be displayed on the EDU1. matching modes, by selecting the TQ/TOT LOAD share switch to the TOT or
TQ position. The switch is located on the overhead panel.
The panel is provided with additional commands and indications, as follow:
• OEI Training switch
• Two Engine Fire red lights.
CYCLIC STICK SWITCH BOX
In case of one engine mode selector failure, a signal is sent to the DAU to NR SWITCH
generate the CAUTION message “1 or 2 PMS” and to activate a MASTER
CAUTION light. The switch, located on the pilot cyclic stick, is used to perform NR variation. It
is a three position switch identified as 100%/AUTO/102%.
OEI TRAINING When set to 102%, the NR are forced to maintain 102%; when set to 100%,
the NR are forced to maintain 100%, when set to AUTO, the NR are
The TRAINING mode can be selected through the specific switch OEI TNG on automatically set with the following logic:
the engine control panel.
This is a magnetically latched three position switch and TRAINING mode
• to 102% NR (if landing gear is extended and IAS below Vy)
engagement is only possible if TQ LIM is ON (LIMITER ON advisory message • to 100% NR (if landing gear is retracted)
displayed on EDU2). Depending on the selection made by the pilot the rotor speed is controlled by
In a normal flight condition, the switch must be set to neutral, central position. the ECUs.
When the pilot sets the switch to #1 (#2) position, the engine 1(2) is set to In case of the switch failure, the system maintains the last selected position as
TRAINING mode while engine 2(1), governed at N2 = 90%, is disconnected a reference to govern N2, and a signal is sent to the DAU to generate the
from the drive system thus allowing ”safe” OEI operations.

CAUTION MESSAGE “RPM SELECT” on the EDU 1 and to activate the
MASTER CAUTION Lights.
LIMITATION
In case of % RPM switch locked at 102% the airspeed is limited at 140 KIAS.

ICN-3C-A-760000-G-A0126-00890-A-02-1
POWER CONTROLS AND MONITORING
ICN-3C-A-760000-G-A0126-00890-A-03-1
POWER CONTROL SWITCHES
INDICATORS
• #1 / #2 PMS (caution message)... Is displayed on the EDU 1, when
the relevant Engine Mode Switch
located on the interseat console
as a failure.
• RPM SELECT (caution message) Is displayed on the EDU 1, when
..................................................... the NR Switch on the collective
switch box as a failure.

ICN-3C-A-760000-G-A0126-00891-A-02-1
POWER CONTROL SYSTEM MONITORING

CHAPTER
77
ENGINE INDICATING


SECTION 00
GENERAL

GENERAL
The engine indicating system provides the crew with the required data for
engine condition trend monitoring, performance check on ground and
indications concerning the engine parameters during flight.
Engine performance is monitored by the engine indicating system which
consists of various sensors probes and thermocouples mounted on engine.
Their signals are sent to the cockpit instruments either directly through the
wiring harness or indirectly through the ECU.
The gas generator turbine, power turbine speeds and the torque are monitored
by magnetic pick-up sensors installed on the engine gearbox.
The temperature outside turbine system (TOT), provides an indication of the
gas path temperature after the power turbine. It is composed of two section,
an exhaust gas thermocouple assembly (T6) and an inlet temperature sensor
(T1).

ICN-3C-A-770000-G-A0126-00894-A-02-1
ENGINE INDICATING COMPONENTS

GAS GENERATOR SPEED SENSOR (N1)
The gas generator monitoring system permits the speed of the gas generator
(N1) of each engine to be displayed in percent of the maximum rating. The
system consist of two speed sensor, one for each engine installed on top of
the engine reduction gearbox and detects the rotational speed of accessory
gear drive train. The sensor is a triple coil variable reluctance magnetic device,
which uses gear teeth as speed reference.
The sensor detects the passage of the gear teeth due to the change of the
magnetic flux density associated with the proximity of the gear tooth in relation
to the sensor tip.
Thus the AC electrical output signal frequency is proportional to the gas
generator turbine speed.
Each of the three coils is electrically indipendent, one coil provides signal to
the Integrated Display System to be displayed on EDU 1, one coil provides the
same signal to the ECU for the N1 speed governing and the last coil is not
used.
The pilot's EDU display the gas generator speed (N1) in the related screen
field. The N1 is displayed on two analog indicators and digital readouts (one
for each engine).

ICN-3C-A-770000-G-A0126-00895-A-02-1
GAS GENERATOR SPEED SENSOR (N1)

INDICATORS
• EGN 1(2) OUT warning message Displayed on the EDU1 in case of
.................................................... engine Failure (N1 < 35%)
• EGN 1(2) IDLE caution message Displayed on the EDU1 in case of
.................................................... attenpded take-off with one
engine in IDLE.

ICN-3C-A-770000-G-A0126-00896-A-03-1
GAS GENERATOR SPEED (N1) LIMITATION

ICN-3C-A-770000-G-A0126-00897-A-03-1
GAS GENERATOR SPEED (N1) MONITORING

POWER TURBINE SPEED SENSOR (N2)
The power turbine monitoring system permits the rotational speed of the power
turbine of each engine to be displayed in percent of maximum rating. The
system consist of two speed sensor, one for each engine installed on the left
side of the engine output shaft, from which obtain the signal.
Is a triple coil magnetic sensor, to generate output frequencies for conversion
into power turbine speed and torque measurement.
One coil provide the power turbine speed and torque mesurement to the
Integrated Display System to be displayed on EDU 1, one coil provides the
same power turbine speed and to torque mesurement via cross-talk line to the
ECU as back-up information and the othercoil is not used.
The pilot's EDU displays the power turbine speed (N2/NR) in related screen
field. The N2/NR is displayed on a central digital readout and two analog
indicators (one for each engine).

ICN-3C-A-770000-G-A0126-00898-A-02-1
POWER TURBINE SPEED SENSOR (N2)

INDICATORS
• #1(2) OVSPD caution message Displayed on the EDU1 in case of
................................................... associated engine N2 overspeed
control system triggered.
• #1(2) OVSPD DET caution Displayed on the EDU1 in case of
message..................................... associated engine N2 overspeed
control system failed.
• #1(2) OVSPD TEST caution Displayed on the EDU1 in case of
message..................................... associated engine N2 overspeed
control circuit test failure.

ICN-3C-A-770000-G-A0126-00899-A-02-1
POWER TURBINE SPEED (N2) LIMITATION

ICN-3C-A-770000-G-A0126-00900-A-02-1
POWER TURBINE SPEED (N2) MONITORING

TORQUE SENSOR
The torque monitoring system displays, for each engine, the power turbine
torque in percent referred to half of the maximum ratiing. The system consist
of two torque sensors, one for each engine, located on the right side of the
engine output shaft from which obtain torque and power turbine speed signal.
The torque sensor is single coil variable reluctance magnetic sensor. The
torque shaft assembly consists of two concentric shafts each having a toothed
wheel located at one end. The inner shaft is used to transmit engine torque
and the outer acts as an unloaded reference shaft. The torsional deflection of
the located shaft results in a change in angular displacement of the toothed
wheels.
The change in angular displacement is detected by the sensor as a result of
the change in the magnetic flux associated with the proximity of the torque
meter teeth with the sensor tip. The torque signal is a sinusoidal AC voltage
where the phase of consecutive cycles varies in proportion to the transmitted
torque and power turbine speed.
Automatic compensation for variation of shaft temperature is provided by
temperature probe located in the torque sensor. The resistor measures the
torque shaft environment temperature (RGB internal temperature) and sends
the signal to ECU.
The sensor is electrically connected directly to the ECU which interfaced with
the DAU.
In normal condition the torque signal is sent to the EDU and olso to the DAU
as a back-up (from N2 sensor).
In case of ECU failure, the torque is calculated by the DAU apply the algorithm.
In this case the supplied valve can differ (up-to 7%) from the valve displayed
when the ECU is operative.
Besides when the engine is at IDLE or when the collective lever is down
(MPOG) there can be torque fluctuation are to algorithm inaccuracy at low
power vange.

ICN-3C-A-770000-G-A0126-00901-A-02-1
TORQUE SENSOR
INDICATORS
• TRQ LIMITER caution message Displayed on the EDU1 when
.................................................... TRQ matching is not possible.
• MAIN caution message............... Displayed on the EDU1 when the
related engine is running in normal
mode.

ICN-3C-A-770000-G-A0126-00902-A-02-1
ENGINE TORQUE (TRQ) LIMITATION

ICN-3C-A-770000-G-A0126-01824-A-02-1
ENGINE TORQUE (TRQ) MONITORING
TEMPERATURE SENSORS
EXHAUST GAS THERMOCOUPLE (T6)
The thermocouple system is comprised of two identical and interchangeable
harnesses, each having four insulated thermocouple elements in parallel,
connected to an engine mounted terminal box. The thermocouples are located
all around the exhaust case to measure the temperature of the exhaust gas
path.
Flexible leads from the two junction boxes carry signals from their respective
halves of the system to the terminal box where they are paralleled and
integrated with the signal from the T1 sensor. The T6 system provides an
output signal which is proportional to the aritmethic average of the exhaust
temperatures to which the eight thermocouples are exposed.
INLET TEMPERATURE SENSOR (T1)

The T1 sensor incorporates a platinum resistance temperature element
together with cold junctions for the T6 thermocouples.The active portion of the
sensor is located near the inlet to the compressor inlet scroll, thereby giving a
signal proportional to engine air inlet temperature (T1). The T1 sensor also
includes a quick connect scoop-proof electrical connector through which all
temperature signals (T1;T6) are transmitted to the ECU.
The ECU computes TOT using the signals provided by the T1 and T6 systems.

ICN-3C-A-770000-G-A0126-00903-A-01-1
TURBINE OUTLET TEMPERATURE (TOT) SCHEMATIC

INDICATORS
• 1(2) TOT LIMITER caution Displayed on the EDU1 when the
message..................................... TOT matching is not possible
• 1(2) HOT START caution Displayed on the EDU1 when
message..................................... during starting the TOT exceeds
the starting units
• 1(2) OEI TIME caution message Displayed on the EDU1 when the
................................................... cumulative time for the 2,5 minutes
OEI rating for the engine 1(2) is
reached
• MGT MATCH caution message. . Displayed on the EDU1 when the
engines matching is not possible
due to ECU or TOT sensor failure.

ICN-3C-A-770000-G-A0126-00904-A-03-1
TURBINE OUTLET TEMPERATURE (TOT) LIMITATION

ICN-3C-A-770000-G-A0126-00905-A-03-1
TURBINE OUTLET TEMPERATURE (TOT) MONITORING

ICN-3C-A-770000-G-A0126-01822-A-01-1
(TOT) OVERTEMPERATURE LIMITS-STARTING CONDITION

DATA COLLECTION UNIT (DCU)
Installed on the front left side of the engine gearbox case, the DCU is an
electronic device in a compact metal container.
The DCU through ECU and the DAU stores the engine-specific information
supplied by the FADEC for subsequent recall.
These data can be displayed when on ground, the MAINT page is selected on
the EDU.
The DCU is controlled by the ECU and operates in three distinct modes, power-
up mode, operational mode and the fault mode.

ICN-3C-A-770000-G-A0126-00906-A-02-1
DATA COLLECTION UNIT (DCU)

INDICATORS
• 1(2) DCU caution message........ Displayed on the EDU1 when
failure OF 1(2) DCU is detected.
NOTE
This message is active only on ground before engine starting.

ICN-3C-A-770000-G-A0126-00907-A-02-1
DATA COLLECTION UNIT SYSYEM MONITORING

POWER-UP MODE • # 1/2 DCU caution message: Data collection unit failure
When the DCU is energized, an initialisation sequence and a test sequence • # 1/2 ECU MAINT caution message: ECU non critical failure
are performed. If the test is completed correctly, the DCU enters in operational
• # 1/2 PLA MOTOR caution message: Engine power lever electrical
mode. If a fault is detected during the test sequence, the DCU enters in fault control inoperative
mode.
• # 1/2 PLA caution message:Power lever out of flight position (only in auto
mode)
OPERATIONAL MODE • # 1/2 OVSPD TEST caution message:N2 overspeed control test circuit
failure
The DCU return TOT & Tq trim values to the ECU and wait (sleep) for
commands from the ECU. • # 1/2 ECU DATA caution message : Loss of data from ECU
• # 1/2 TOT LIMITER caution message: ECU, TOT limiter function
inoperative
FAULT MODE
• OVSPD caution message: N2 overspeed control system in operation.
During fault mode, the DCU will set the internal fault indicator.
• MGT MATCH caution message: Crosstalk between two FADEC. No
engine TOT matching
ECU DATA MANAGEMENT • HOT START caution message: associated ENGINE TOT exceeded limit
on engine starting
Engine external sensor failures, wiring and internal ECU failures are detected
and accommodated according to the following criticality level: • RPM SELECT caution message: RPM selector switch inoperative
• Level 1 (loss of redundancy) • PMS caution message: Engine mode switch (power management switch)
These failures are considered without effect on the automatic control. failure.
• Level 2 (degraded control)
These failures lead to a degraded automatic engine control, which means
that the essential control functions are properly working, but engine
performance could be degraded.
• Level 3 (total failure)
These failures lead to electrical torque motor freezing at its current
position, hence the manual mode is available. In order to modulate
engine delivered power via the helicopter mechanical control system, the
pilot have to select the AUTO/MANUAL switch to MANUAL position, even
if the system automatically reverts in MANUAL mode.
The following indications are activated by their own control logics:
• # 1/2 ECU FAIL warning message: Critical control failure (a reversion to
manual mode is automatically activated)
• ENGINE 1/2 OUT warning message: On N1 below 35%
• # 1/2 OVSP DET caution message: Failure of the N2 overspeed
protection system in the ECU


CHAPTER
79 OIL


SECTION 00
GENERAL

GENERAL
The oil system ensures lubrication cleaning and cooling of the engine bearings
and gears.
A high pressure pump sucks up the oil in the engine oil tank and delivers it
through a replaceable filtering element and a dedicated oil cooling system to
the engine lubricating jets. The oil pressure/temperature transmitters are
located at the inlet of the lubrication circuit.
One scavenge pump scavenges up the oil from the reduction gear box, another
scavenges the oil from the free turbine rear bearing. One electrical magnetic
chip detector plug with a strainer is fitted on the reduction gear box.
ENGINE OIL COOLING SYSTEM

The engine oil cooling system includes two oil coolers mounted on either side
of the main transmission. Each oil cooler has an oil bypass valve and a swing
check valve installed on it.
The oil for the cooling system is contained in the engines, oil coolers and the
pipes. Each engine has an independent oil cooling circuit that is fed by an oil
pump on the relative engine. The pumps feed the oil to the oil coolers, before
the engine lubrication, through the swing check valve. The swing check valve
prevents the oil from returning to the engine in an engine-out condition.
The flow of oil to the coolers is proportional to the oil temperature and the
differential pressure between the inlet and the outlet port.
A thermostatic bypass valve installed on each oil cooler permits the oil to
bypass the cooler when the temperature of the oil is lower than 73°C. When
the valve is open, the oil flows from the inlet line directly to the outlet line and
back to the engine. When the temperature rises above 88°C the valve begins
to close and the oil is directed to the oil coolers.
The mechanism of the valve is controlled by the differential pressure between
the inlet and outlet port. When the differential pressure reaches 20 PSI the
valve begins to open.
The air is expelled into the atmosphere through an exhaust duct connected to
the fan.
LEADING PARTICULARS
• OIL SPECIFICATION............................................. MIL-PRF-23699
• TOTAL SYSTEM CAPACITY............................................... 5,12 Lt.

ICN-3C-A-790000-G-A0126-00916-A-01-1
ENGINE OIL SYSTEM SCHEMATIC

ICN-3C-A-790000-G-A0126-00917-A-03-1
#1 – 2 AIRFRAME ENGINE OIL SYSTEM SCHEMATIC
ICN-3C-A-790000-G-A0126-00918-A-02-1
ENGINE OIL COOLER SYSTEM INSTALLATION


SECTION 31
OIL SYSTEM MONITORING

GENERAL DESCRIPTION INDICATORS
The system provides to the pilot indication, caution and warning about engine • 1 (2) OIL PRESS warning Come in view on EDU 1 when the
oil pressure and temperature. message..................................... oil pressure in the circuit goes
The system is composed by the oil temperature/pressure indication system, below the minimum or above the
the oil pressure warning system, the oil temperature caution system and oil maximum.
contamination caution system.
• 1 (2) OIL HOT caution message Comes in view on EDU 1 when the
The engine oil pressure indication system consists of two pressure transmitters
.................................................. oil temperature in the circuit is
for each engine that monitor the oil pressure and converts it into electrical
above the maximum.
signals to the DAU, to be displayed on the EDU' s.
The engine oil pressure and thus the indication range, varies according to the • 1 (2) OIL CHIP caution message Comes in view on EDU 1 when the
N1 variation. .................................................... magnetic chip detector detects
When the engine oil pressure falls bellow the minimum or above the maximum the presence of chip.
DAU generates a warning message #1 or #2 OIL PRESS” on the EDU 1 and • ENG 1 (2) Oil Pressure and The digital and analog readouts
the MASTER WARNING light ON. Temperature Parameters.............. are displayed on the EDU 2, in
The engine oil temperature indication system consists of an oil temperature green, amber or red according to
transmitter (probe), located on the engine gearbox, which senses the oil the current functioning zone.
temperature and converts it into an electrical signal to the DAU to be displayed
on the EDU 2.
When the engine oil temperature overcomes the maximum limit, the DAU
generates a CAUTION MESSAGE '1(2) OIL HOT' on the EDU 1 and the
MASTER CAUTION light ON.
The engine oil contamination system consists of one magnetic chip detector
plug, located in the bottom of the gearbox.
In case of metal contamination the detector will send a signal to the DAU that
activates the “1/(#2) OIL CHIP” caution message on the EDU 1.
The oil filter is provided with a pop-out indicator that provides a visual indication
to the pilot in case of oil filter pre-blockage situation.
The oil filter pop-out indicator is installed next to the oil filter on the reduction
gearbox.
A thermal lockout spring will prevent the impending bypass to be activated if
the oil temperature is below 37 °C (100 °F), to prevent false indication in cold
start conditions.

ICN-3C-A-793100-G-A0126-00926-A-02-1
ENGINE OIL TEMPERATURE AND PRESSURE LIMITATION

ICN-3C-A-793100-G-A0126-00927-A-02-1
ENGINE OIL PRESSURE LIMITS
ICN-3C-A-793100-G-A0126-00928-A-02-1
ENGINE OIL PRESSURE SYSTEM MONITORING


CHAPTER
80
STARTING


SECTION 00
GENERAL

GENERAL DESCRIPTION AND OPERATION LIMITATION
The starting system is provided with a starter installed on the RH front engine Observe the following engine starter duty cycles:
reduction gearbox. • 45” ON, 1’ OFF
The starter-motor cranks the gas generator rotating assembly during starting
phase and dry crank. At the end of starting and when the rotation speed is • 45” ON, 1’ OFF
sufficient, the starter motor operates as a DC generator. The starter generator • 45” ON, 30’ OFF
is installed on the RH front face of the engine reduction gearbox casing and
secured by a clamp.
The engine start can be performed either automatically or manually, using
electrical power from the airframe electrical system 28VDC BUS #1 and the
START circuit braker. CONTROLS AND INDICATORS
• STARTER push-button n°1 engine Pushed, activates the engine
An engine start sequence in ‘AUTO’ mode is initiated when the Engine Mode ...................................................... starter system (in manual back-
selector is transitioned from ‘OFF’ to ‘IDLE’ or ‘FLIGHT’. The starter is turned up mode).
on at the initiation of a start sequence. Schedules of FMM torque motor current • STARTER push-button n°2 engine Pushed, activates the engine
versus N1, temperature, and altitude are used to set the light-off fuel flow and ...................................................... starter system (in manual back-
bring the engine to a defined speed where closed loop N1 control is achieved. up mode).
The gas generator turbine is then accelerated and, when it reaches 50% N1, 1 ENG MODE selector............. Selects the operating condition of
the engine starter is de-activated by the ECU.
•
(OFF, IDLE, FLT position) .To select
When the ECU is not in control, for a critical failure or in ‘MANUAL’, fuel flow OFF position from IDLE, the
is scheduled as a function of EPL and P3. In addition, starter and ignition selector must be pushed
selection can be achieved by the pilot, using the start press button on the EPL. • 2 ENG MODE selector............. Selects the operating condition of
WARNING (OFF, IDLE, FLT position) .To select
OFF position from IDLE, the
FOR ENGINE STARTING PROCEDURE, REFER TO THE selector must be pushed.
APPLICABLE RFM SECTION 2-3
• START advisory message.......... Comes in view on the EDU1 when
the starting system is operating

ICN-3C-A-800000-G-A0126-00929-A-03-1
STARTING SYSTEM CONTROL AND INDICATORS

ICN-3C-A-800000-G-A0126-00930-A-02-1
STARTER – GENERATOR INSTALLATION

CHAPTER
93
SURVEILLANCE


SECTION 41
TRD-94 TRANSPONDER

GENERAL • The TDR Antenna is located on the bottom of the aft fusolage.
The ATC (Air Traffic Control) transponder is an equipment designed to fulfill The equipment complies with FAA TSO-C112, class 2A requirements and has
the role of the airborne beacon equipment according to the requirements of the growth capability for ADS-B requirements (only for transponder).
the Air Traffic Control Radar Beacon System (ATCRBS). The interrogations from the ground station are at a frequency of 1030 MHz.
When the transponder receives a Mode A interrogation from the ground radar The transponder replies at a frequency of 1090 MHz.
facility, it transmits a coded reply presented on the ground radar display at the TDR-94 Transponder is provided with the following Pin Strapping Options:
appropriate range and azimuth, enabling the Air Traffic Controller (ATC) to 1 Max Airspeed Straps: used to define the Maximum Airspeed of the
identify helicopter and determine its position. aircraft in one of six increments;
The coded reply consists of a four digit number, assigned by the ATC and 2 Altitude Type Select Straps:define the type of Altitude Data format
entered by the pilot. available: ARINC 429, CSDB, ARINC 575 or ARINC 572 (Gillham
The transponder also provides altitude reporting information (Mode C). When Code);
the unit is operated in the ALT Mode and used in conjunction with the encoder
altimeter, altitude information is transmitted to the ground in response to Mode 3 SIDE 1/2 Straps: sets the Source Destination Identifier (SDI) for Side 1
C interrogations. or 2;
The ATC transponder system consists mainly of a Collins TDR-94 transponder, 4 Single Antenna Strap;
a Collins CTL-92 ATC control panel, an antenna and the relevant wiring 5 Mode S Code Strap: any combination of 24 wires strapped to a common
harnesses. terminal; it sets the unique aircraft identification code;
The system is powered by the EMERG BUS # 1 bar through the Radio Master
6 Air/Ground discrete;
system and the IDENT XPDR circuit breaker.
7 The TDR-94 installed on the AW109SP helicopter is controlled via
ARINC 429 through two Remote Control Units (RTU #1 and #2).
MODE S
The TDR-94 can operate in mode S and provide a unique aircraft identification
code as well as air-to-air and air-to-ground interrogation replies. The unit also
has data link capability, which allows it to perform additional air traffic control
and aircraft separation assurance functions.
A unique aircraft identification code must be assigned at installation for mode
S operation. This involves a special strapping configuration on the rear
connector of the TDR-94. Mode S operation also requires the use of special
weight-on-wheels strut switching and maximum airspeed strapping.
In normal mode A or mode C operation, the TDR-94 is interrogated by radar
pulses from a ground station and replies automatically with a series of pulses.
These reply pulse groupings are coded to supply identification and altitude
data. In mode S operation, the unit is interrogated by radar pulses either from
a ground radar or from another aircraft. It replies to these interrogations with
similar pulse reply codes which give altitude and aircraft identification.
• The TDR-94 receiver is located on the baggage.
• The ATC Control Panel is integrated with the Radio Tuning Unit.

ICN-3C-C-934100-G-A0126-01302-A-01-1
ATC TRANSPONDER TOP LEVEL PAGE (TOP) AND MAIN DISPLAY PAGE (MDP)
TDR-94 TRANSPONDER MANAGEMENT AND 2 ID annunciator ........................... Shown for some seconds during
PERFORMANCE the transmission of the helicopter
identification code in reply to the
The ATC transponder is interfaced to the RTUs via ARINC 429 digital buses interrogation of a ground radar
as the control and monitoring interface. station.
The ATC transponder shall be also interfaced by discrete connections for
functions that will require it (i.e. ICAO Code). 3 STBY annunciator .................... Shown when the ATC
The ATC transponder can operate in mode A, mode C or Mode S and provide transponder is in standby (see ref.
a unique aircraft identification code as well as air-to-air and air-to-ground 16).
interrogation replies. 4 Identification code indicator ...... Shows the helicopter identification
The RTUs includes the following information on the Transponder equipment: code.
1 ATC Beacon Code The code has eight alphanumeric
characters, white space included.
2 ATC Altitude Reporting
The button adjacent to the
3 Flight Identification indicator and the tuning knobs let
4 ON/Standby Status the identification code be
changed.
5 Test
The code is shown in green color
A unique aircraft identification code must be assigned at installation for mode when the transponder operates or
S operation. This involves a special strapping configuration on the rear in white color when it is in standby.
connector of the TDR-94. Regulatory agencies in each country establish their
own procedures for assignment of the aircraft’s code. 5 XPDR FAIL message .............. Shown when the CBIT finds a failure
If the aircraft identification (tail or “N”) number is changed for any reason, a in the transponder.
new mode S address must be assigned by the regulatory agency and the This message is shown before of
aircraft strapping must be changed accordingly. Be sure to check with your the ALT OFF message (see ref. 6).
regulatory agency for proper aircraft mode S identification. Refer to the 6 ALT OFF message .................. Shown when the function of the
Maintenance Manual to determine the proper strapping. altitude transmission (mode C)
does not operate (see ref. 11).
7 Operating code indicator .......... Shows the operating code for
ATC TRANSPONDER SYSTEM - CONTROLS AND modes A and C.
INDICATORS The code is a number of four digits
1 IDENT button ........................ Pushed - Cause the helicopter (octave-based) that can be from
identification code to be transmitted 0000 to 7777. The button adjacent
in reply to the interrogation of a to the indicator and the tuning
ground radar station. knobs let the code be changed.
During the transmission the ID The outer knob lets the first two
annunciator is shown on the ATC digits be changed, the inner knob
control display (see ref. 2). the other two digits.

The code is shown in green color 11 ALT indicator .......................... Shows if the function of the altitude
when the transponder operates or transmission operates or not.
in white color when it is in standby. When the adjacent button is
8 Operating code indicator ......... Shows the operating code for pushed, the condition of the function
modes A and C. changes from ON to OFF and
The code is a number of four digits viceversa.
(octave-based) that can be from The operating condition is
0000 to 7777. highlighted in larger characters.
The code is shown in green color 12 Altitude indicator ..................... Indicates the altitude value that the
when the transponder operates or ADU set on the RCP has sent.
in white color when it is in standby. The altitude value is shown when
NOTE: The operating code cannot the mode C operates and the set
be changed but only interchanged ADU transmits valid data. If the data
with the standby code (see ref. 17). are invalid, white dashes replace
9 Operating identification-code Shows the operating code for the altitude value.
indicator ..................................... modes A and C. The altitude value is shown in green
The code has eight alphanumeric color when the transponder
characters, white space included. operates or in white color when it is
This code cannot be changed in in standby
this menu page. The code can 13 TEST identifier ....................... When the adjacent button on the
only be interchanged with the right side is pushed, the ATC
standby identification code when transponder does the IBIT.
the adjacent button on the left side The TEST identifier is shown in
is pushed. larger letter while the test is done. At
The code is shown in green color the end of the test the CODE
when the transponder operates or annunciator and two-digit
in white color when it is in standby. hexadecimal code are shown below
10 Standby identification-code Shows the helicopter standby the TEST identifier. The code shows
indicator ..................................... identification-code. the test result. The code is 00 if no
The code has eight alphanumeric failures are found.
characters, white space included. 14 ADC annunciator .......................... Shows the ADU (ADU1 or
The button adjacent to the ADU2) that is set on the RCP.
indicator and the tuning knobs let
15 RETURN legend ......................... When the adjacent button on the
the identification code be
left side is pushed, the Menu on
changed.
the display comes back to TLP1
The code is shown in green color
page.
when the transponder operates or
in white color when it is in standby. 16 XPDR FAIL message .............. Shown when the CBIT finds a failure
in the transponder.

17 ON/STBY condition indicator ... Shows if the transponder operates
or is in standby.
When the adjacent button is
pushed, the transponder changes
from the ON condition to the STBY
condition and viceversa.
18 Standby code indicator ........... Shows the standby code that is set
for modes A and C.
The code is a number of four digits
(octave-based) that can be from
0000 to 7777. The button adjacent to
the indicator and the tuning knobs let
the code be changed. The outer
knob lets the first two digits be
changed, the inner knob the other
two digits.
The standby code can be
interchanged with the valid code
(see ref. 8)
MODE S (SELECT)
A unique aircraft identification code must be assigned at installation for mode
S operation. This involves a special strapping configuration on the rear
connector of the TDR-94. Regulatory agencies in each country establish their
own procedures for assignment of the aircraft’s code.
If the aircraft identification (tail or “N”) number is changed for any reason, a
new mode S address must be assigned by the regulatory agency and the
aircraft strapping must be changed accordingly. Be sure to check with your
regulatory agency for proper aircraft mode S identification. Refer to the
Maintenance Manual to determine the proper strapping.
ATC transponder system - controls and indicators

ICN-3C-C-934100-G-A0126-01303-A-02-1
ATC TRANSPONDER - CONTROLS AND INDICATORS

ICN-3C-C-934100-G-A0126-01773-A-01-1
ATC TRANSPONDER - WIRING DIAGRAM
ICN-3C-C-934100-G-A0126-01305-A-01-1
ATC TRANSPONDER SYSTEM - CONFIGURATION PAGES

ICN-3C-C-934100-G-A0126-01306-A-02-1
ATC TRANSPONDER SYSTEM - COMPONENT LOCATION

A109 SP PMC-0B-A0126-TR001-00 - Issue003 - (2012.07.23)

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TRAINING PUBLICATION PMC-0B-A0126-TR001-00

TYPE RATING GROUND COURSE

0B-A-00-00-04-00A-001A-T FOR TRAINING PURPOSE ONLY Issue No.003 Date 2012-07-23

0B-A-00-00-04-00A-001A-T FOR TRAINING PURPOSE ONLY Issue No.003 Date 2012-07-23

Issue 003 : 2012-07-23

Data Module Title Data Module Code Reason For Update

Helicopter - General 0B-A-00-00-00-00A-048A-T Modified ICN_3CB000000GA012600006A031.

General 0B-A-21-00-00-00A-048A-T i.a.w. handmade copy correction delivery on 6 March 2012

General 0B-A-22-00-00-00A-048A-T Editorial change. Added ICN_3CA220000GA012600137A011. Modified

Autopilot 0B-A-22-10-00-00A-048A-T Editorial changes.

General 0B-A-23-00-00-00A-048A-T Modified ICN_3CA230000GA012600140A031.

General 0B-A-24-00-00-00A-048A-T Modified ICN_3CA240000GA012601126A011 and ICN_3CB240000-

AC generation 0B-A-24-20-00-00A-048A-T Editorial chenges. Modified ICN_3CA242000GA012601759A011.

DC generation 0B-A-24-30-00-00A-048A-T Modified title ICN_3CB243000GA012601193031

Emergency locator transmitter (Artex C406-2HM) 0B-A-25-62-00-00A-048A-T Modiefied ICN_3CA256200GA012601565A031.

Detection 0B-A-26-10-00-00A-048A-T Modified ICN_3CA260000GA012601101A031

Indicating 0B-A-28-40-00-00A-048A-T Modified ICN_3CA284000GA012601093A011 and ICN_3CA284000-

0B-A-00-00-04-00A-003A-T FOR TRAINING PURPOSE ONLY 2012-07-23 Page: 1

Data Module Title Data Module Code Reason For Update

General 0B-A-29-00-00-00A-048A-T Modified ICN_3CA290000GA012600178A021.

#1 Flight control hydraulic system 0B-A-29-11-00-00A-048A-T Modified ICN_3CA291100GA012600210A021. Modified ICN_3CA291100-

#2 Flight control hydraulic system 0B-A-29-12-00-00A-048A-T Modified ICN_3CA291200GA012600222A021. Modified ICN_3CA291200-

Utility Hydraulic System 0B-A-29-20-00-00A-048A-T Modified ICN_3CA292000GA012600231A021.

Pitot and static 0B-A-30-30-00-00A-048A-T Editorial change.

Recorders 0B-A-31-30-00-00A-048A-T Modified ICN_3CA313000GA012601278A011.

General computers 0B-A-31-40-00-00A-048A-T Editorial change and modified table of Caption

Central warning systems 0B-A-31-50-00-00A-048A-T Editorial changes.

General 0B-A-32-00-00-00A-048A-T i.a.w. handmade copy correction delivery on 6 March 2012

Landing gear position and warning 0B-A-32-60-00-00A-048A-T Modified ICN_3CA326000GA012601004A021.

Flight compartment 0B-A-33-10-00-00A-048A-T Editorial Change

Passenger compartments 0B-A-33-20-00-00A-048A-T Modified ICN_3CB332000GA012600944A011.

Cargo and service compartments 0B-A-33-30-00-00A-048A-T Modified ICN_3CB333000GA012600949A011. Deleted ICN_3CB333000-

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Data Module Title Data Module Code Reason For Update

Exterior 0B-A-33-40-00-00A-048A-T Modified ICN_3CB334000GA012600962A011. Modified paragraph "NAVI-

Flight environment data 0B-A-34-10-00-00A-048A-T Editorial change. Modified ICN_3CB341000GA012601783A021,

Attitude and direction 0B-A-34-20-00-00A-048A-T Editorial change. Modified ICN_3CB342000GA012600303A011.

Radar altimeter 0B-A-34-41-00-00A-048A-T Editorial change. Modified ICN_3CB344100GA012600330A021

Traffic advisory system 0B-A-34-42-00-00A-048A-T Modified ICN_3CA344200GA012601776A011 and ICN_3CB344200-

Weather radar system 0B-A-34-43-00-00A-048A-T Deleted ICN_3CA344300GA012600340A011, ICN_3CA344300-

NAV #1 and NAV #2 system 0B-A-34-52-00-00A-048A-T Editorial changes. Modified ICN_3CA345200GA012600360A011,

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Data Module Title Data Module Code Reason For Update

Digital map generator system 0B-A-46-33-00-00A-048A-T Editorial changes. Modified ICN_3CA463300GA012600701A011,

General 0B-A-53-00-00-00A-048A-T Modified ICN_3CA530000GA012600393A011

Forward fuselage section 0B-A-53-10-00-00A-048A-T Editorial change. Modified ICN_3CA531000GA012600401A021. Modified

Horizontal stabilizer 0B-A-55-10-00-00A-048A-T Modified ICN_3CA551000GA012600719A021.

Rotor heads 0B-A-62-20-00-00A-048A-T Modified ICN_3CA622000GA012600453A021.

General 0B-A-63-00-00-00A-048A-T Modified ICN_3CA630000GA012600724A031.

Rotor brake system 0B-A-63-24-00-00A-048A-T Modified ICN_3CA632400GA012601294A011.

Indicating 0B-A-63-40-00-00A-048A-T Editorial change. Modified ICN_3CA634000GA012600509A011,

Rotor head 0B-A-64-20-00-00A-048A-T Modified ICN_3CA642000GA012600522A021.

Indicating 0B-A-65-40-00-00A-048A-T Modified ICN_3CA654000GA012600540A011.

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Data Module Title Data Module Code Reason For Update

Servo-control system 0B-A-67-30-00-00A-048A-T Modified ICN_3CA673000GA012600758A011 and ICN_3CA673000-

Fireseals 0B-A-71-30-00-00A-048A-T Append ICN_3CA713000GA012600829A011, ICN_3CA713000-

Air intakes 0B-A-71-60-00-00A-048A-T Editorial changes. Modified paragraph "DESCRIPTION".

Distribution 0B-A-73-10-00-00A-048A-T Editorial change. Modifiedparagraph "FUEL PUMP", "FUEL MANAGE-

Controlling 0B-A-73-20-00-00A-048A-T Deleted ICN_3CA732000GA012600854A031 and added ICN_3CA732000-

General 0B-A-74-00-00-00A-048A-T Modified ICN_3CA740000GA012600865A021

TRD-94 Transponder 0B-A-93-41-00-00A-048A-T Editorial changes. Modified ICN_3CC934100GA012601773A011.

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