Flight Manual S-76A

-
fk
Sikorsky
A Unlted Technologies Company
Q SIKORSKY AIRCRAF'T CORPORATION 2003
SKORSKY AIRCRAFT CORPORATION

6900 MAIN SFREET
P.0. BOX 9729

STRATIPORJl,CT 06615-9129
BRAZILIAN ROTORCRAFT FLIGHT MANUAL
This Rotorcraft Flight Manual is approved by the FAA on khalf

of the Centro Tdchnico Aeroespacial fbr Brazilian registered
totorcraft, in accordance with "Regulanuentos Brasileitos de
Homo@a@ct Aerm4utid' (RBHA)Part 2 1, Section 21.29
Approvedl by:
/
e q m h
Date: August 30,2000
Robert G. Mann
Manager, Boston Aircraft
Cettjfimtion Office,ANE-I 50
This Rotorcraft shall be operated in acmdance with the

limitations herein established. .,
FAAAPPROVED
ROTORCRAFT
FLIGHT MANUAL
REVISION NO. 52
SIKORSKY
MODEL
S-76A
PART 1
Sikorsky
A United Technologies Company
O SIKORSKY AIRCRAFT CORPORATION 1978
Approved by:
Louis R. Musacchio
Chief, Engineering
and Manufacturing
Branch, ANE-2 10
Date of Approval:
NOVEMBER 2 1, 1978
Date of Revision:
May 25,2004
Part 1
S - J I I ~ \8..
~ , ~ STempwary
~ \ Revisions
I,M
FLIGHT MANUAL
PART 1
LOG OF TEMPORARY REVISIONS
REVISION
NO.
I INCORPORATED1 SUPERSEDED
ISSUE DATE
BY REV. NO.
ISSUE DATE
3/12/02
52
5/25/04
INSTRUCTIONS:
1.
RETAIN THIS RECORD IN THE FRONT 'OF THE

MANWAL.
2.
ON RECEIPT OF TEMPORARY REVfSIONS,

INSERTIPAGES ADJACENT TO PAGES AFFECTED
IN1ACCORDANCE WTH FlLING INSTRUCTIONS.
THIS lLOG WILL BE REVISED EACH TIME THAT

TEMPORARY REVISIONS ARE ISSUED, REVISED,
ORINCORPORATED BY A NORMAL REVISION.
LOG OF TEMPORARY REVISIONS

FAA APPROVED APRIL 9,2002
Revised May 25,2004
Page 1112
Part 1
List of Effective Paees
u
FLIGHT MANUAL
PART 1
LIST OF EFFECTIVE PAGES
FAA ROTORCRAFT FLIGHT MANUAL
PAGE
A
B
B- 1
C
D
E
F
G
H
J
K
L
M
N
P
Q
R
S
T
u
v
W
X
Y
AA
AB
1
..
I1
iiA
iiB
iiC
iiD
iii
iv
ivA
v
vi
vii
viii
1-1
1-2
DATE
5/25/04
5/25/04
Deleted
11/6/03
11/6/03
11/6/03
7/26/82
7/26/82
7/26/82
7/26/82
7/26/82
7/26/82
7/26/82
7/26/82
7/26/82
7/26/82
7/26/82
3/9/83
6/28/84
5/14/85
12/12/86
9/22/88
3/16/94
3/16/94
6/17/97
5/15/98
5/25/04
3/16/94
7110187
6/28/84
3/2/89
3/2/89
3/2/89
3116/94
6/29/84
7110187
7/26/82
1/17/83
1/17/83
ll/l6/8 1
5115/92
5/14/85
REV. NO.
52
FAA APPROVED NOVEMBER 2 1,1978

Revised May 25,2004
Part 1
List of Effective Pages
FLIGHT MANUAL
PAGE
1-3
DATE
-
1-4
1-4A
1-5
1-6
1-6A
1-7
1-8
1-8A
1-8B
1-8B-1
1-8C
1-8D
1-8E
1-8F
1-9
1-10
1-10A
1-11
1-12
1-12A
1-12B
1-13
1-14
1-15
1-16
1-17
2- 1
2-2
2-2A
2-3
2-4
2-4A
2-4B
2-4C
2-5
2-6
2-6A
2-6B
2-6C
2-7
2-8
2-8A
2-9
2-10
2- 10A
FAA APPROVED JUNE 19,1996
Revised May 25,2004
REV. NO.
FLIGHT MANUAL
PAGE
2- 10B
2- 1OC
2- 1OD
2- 10E
2-1 1
2-12
2-13
2-14
2- 14A
2- 14B
2-14C
2- 14D
2-14E
2- 14F
2- 14G
2- 14H
2-14J
2-14K
2-14L
2-14M
2- 14N
2-14P
2- l4Q
2- 14R
2-14s
2- 14T
2-14U
2-15
2-16
2-16A
2- 16B
2-16C
2-16D
2-16D-1
2- 16D-2
2-16E
2-16F
2-16F-1
2-16F-2
2- 16G
2-16H
2-165
2- 16K
2-17
2-18
2- 18A
DATE
6117/97
10/19/O 1
6/l 7/97
6117/97
5/14/85
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
6/28/84
9/7/90
5115/92
6/28/84
6117/97
6117/97
2/22/85
2/22/85
2/22/85
1/17/83
1/17/83
1/17/83
1/17/83
1/17/83
1/17/83
Deleted
Deleted
1/17/83
1/17/83
1/17/83
6117/97
6117/97
3/16/94
3/16/94
Part 1
REV. NO.
46
50
46
46
33
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
30
41
42
30
46
46
32
32
32
26
26
26
26
26
26
26
26
26
26
26
46
46
43
43

Revised November 6,2003
Part 1
FLIGHT MANUAL
PAGE
2-19
2-20
2-2 1
2-22
3- 1
3-2
3-2A
3-2B
3-2C
3-2D
3-3
3-4
3-4A
3-5
3-6
3-6A
3-6B
3-6C
3-7
3-8
3-8A
3-9
3-10
3- 10A
3- 10B
3-1OC
3- 1OD
3-1 1
3-12
3-12A
3- 12B
3-13
3- 14
3- l4A
3- 15
3-16
3-16A
3-16B
3- 16C
3-17
3-18
3-18A
3-18B
3-19
3-20
3-20A
DATE
5/15/92
7/26/82
3/16/94
Deleted
3116/79
5115/92
5/14/85
3123181
7/26/82
7/26/82
7/26/82
5115/92
3/2/89
3/2/89
7/26/82
5/15/92
8/27/79
5/22/80
2/22/85
6/17/97
3/16/94
5115/92
12/12/86
9/7/90
3/2/89
9/22/82
9/22/82
10/19/01
6/29/84
6/29/84
9/7/90
9/7/90
10114/80
5115/92
3/2/89
5115/92
9/7/90
9/7/90
9/7/90
3/2/89
7110187
9/7/90
7/10/87
3124181
7/26/82
4/12/79
FAA APPROVED JUNE 19, 1996

Revised November 6.2003
REV. NO.
42
24
43
24
7
42
33
18
24
24
24
42
40
40
24
42
11
14
32
46
43
42
36
41
40
25
25
50
31
31
41
41
16
42
40
42
41
41
41
40
37
41
37
19
24
8
FLIGHT MANUAL
PAGE
3-20B
3-20C
3-2 1
3-22
3-22A
3-23
3-24
4- 1
4-2
4-3
4-4
4-5
4-6
4-6A
4-7
4-8
4-8A
4-8B
4-9
4-10
4-1 1
4-12
4-13
4-14
4-15
4-16
4-17
4-18
4-19
4-20
4-2 1
4-22
4-23
4-24
4-25
DATE
10/14/80
10/14/80
2/22/85
1/17/83
7/26/82
1/9/79
6/6/80
7/26/82
7/26/82
1/9/79
1/9/79
7/26/82
7/26/82
11/2/81
11/2/81
1/17/83
1/17/83
1/17/83
1/17/83
8/27/79
3/23/81
3/23/81
11/2/81
5/14/85
5/14/85
5/14/85
1/17/83
1/17/83
1/17/83
5/14/85
5/14/85
5/14/85
312318 1
2/2/79
5/14/85
Part 1
REV. NO.
16
16
32
26
24
1
15
24
24
1
1
24
24
22
22
26
26
26
26
11
18
18
22
33
33
33
26
26
26
33
33
33
18
5
33
SUPPLEMENT INDEX
6117/97
6117/97
5/15/98
5/15/98
5115/98
5115/98
5115/98
5/15/98

46
46
47
47
47
47
47
47
Part 1
Log of Revisions
FLIGHT MANUAL
PART 1
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on the outer
margin indicates the latest revised portion of each page. A vertical bar next to the page
number indicates the page has been retyped with no significant changes.
-
REVISION
NO.
PAGES
REVISED
i, ii, iiA, iiB, iii, iv, v,

vi, Section I, All Pages
(1-1 through 1-17 and
1-8A), Deleted 1-5,2- 1,
2-2,2-3,2-5,2-6,2-6A,
2-7,2-8,2-9,2-10A,
2-1 1,2-12,2-13,2-14,
2-15,2-16A, 2-17,2-18,
2-19,3-1,3-2,3-2A,
3-2B 3-2C 3-2D 3-4,
3-5,3-6J-7,3-8,3-9,3-10,
3-lOA, 3-11,3-13,3-14,
3-14A, 3-15,3-16,
3-17,3-18,3-19,3-20,
3-20A, 3-21,3-22,3-23,
Section IV, All Pages
(4- 1 through 4-24)
1-1, 2-15
REMARKS
FAA
APPROVED
DATE
JAN 9, 1979
c.k
\--a&.
Louis R. Musacchio
Chief, Engineering
and Manufacturing
Branch, ANE-210
Add Night
Operation
JAN 16, 1979
R,k Y-i;,
Louis R. Musacchio
Chief, Engineering
and Manufacturing
Branch, ANE-210
i, ii, iii, 1-10, 1-10A,

1-16,2-19,3-6A
Added Fuel
Flowmeter
JAN 17, 1979
E. E. Hosking for
Louis R. Musacchio
Chief. Engineering
and Manufacturing
Branch, ANE-210

Revised July 26, 1982
Pa33
Log of Revisions
PART 1
LOG O F REVISIONS
The revision date is shown at the bottom of each revised
page. A vertical bar on the outer margin indicates the
latest revised portion of each page.
REVISION
NO.
4
PAGES
REVISED
REMAmSs
- 2- 3-4,
1-8,l-8A,
1- 10A, 1- 17,
2- 10A, 3-2D,
3- 14A, 3-15,
3-16,4-8,4-9,
4-19,4-23
Add i n t r d ~ c tion, metric

scales, various
editorial
Inao,1-1,
1-13,2-1,2-2,
2-3,2-5,
2-16,3-19
Pages modified
for Canadian
M>T repbements
i, iiA, iv, v,
Add IE.R operation
Feb 1, 1979
changes
1-1,l-4,l-5,
1-8,1-17,
2-1OA,2-11,
2- l5,2-16,
2-19,3-10,
3- IOA, 3- 14.4,
3-1?,3-18,
3-19,624
FAA
APPROVED
DATE
Lords R. Musacchio
Chief, Eagmeering
and Mamrfacturmg
Branch, ANE-210
Feb 2,1979
y~.\w&
----------------------------
LOUIS
fL M p s a ~ ~ h i ~
Chief, m e e r i n g
1-1,l-5,2-16
(3-19, W T
reqairement
deleted)
for Cmadian
DOT requirements
and M a x u f a c ~
Banch, ANE-210
2-8,2-8A
Added fuel totalizer
Pagesmodified
Feb 21,1919
L a ~ lR
s M~sacchio
Chief, Engineering
and bdanrrfacturing
Branch, ANE-210
FAA APPROVED NOVEMBER 21, 1978

Revised m y 26, 1982
Part1
Log of Revisions
WGHT MANUAL
PART 1
The revisicm date is shown at the bottom af each revised

page. A vertical bar an the outer margin indicates tbe
Mest revised portion of each page.
-
RENISION
NO.
7
REVISED
iii, ivy 1-1,l-4,
1-5, 1-8, 1-8A,

1-9, 1-14, 1-15,
1-16, 2-1, 2-2,
2-3,2-6A, 2-6B,
2-8, 2-9,2-lOA,
2-11, 2-15,2-16,
2-16A, 3-1, 3-2,
3-6, 3-6A, 3-6B,
3-14, 3-14A, 3-16,
3-16A, 3-20A, 4 8 ,
4 9 , 4ll, 4 1 2 ,
414,415, 416,
418, 419, 420,
4 2 1 , 422, 4 2 3
-----------------1-1, 1-5,2-1,
2-2, 2-3, 2-16
--
FAA
REMARKS
Added metric
values, revised power
assurance
check, and
torque available chrfs.
Added ECU
single pilot
VMC and 8pface interior
DATE
APPROVED
MAR 16, 1979
Pages m e e d
for C a m d i m
DOTrequile
merits.
PAGES
E. E. Boskmg for
Louis R. Musacchi0
Chief, m e e r i n g
and Manrdactaring
Bmnch, ANE-210
i , v, , ,
1-3, 1-5, 1-8,
1-8A, 1-8B,
1-12.4,l-13,
2-164 2-16B,
2-16C.2-17.2-19.
Added external Arm 12, 1979

carg~hook,
sliding door,
1-5,l-13,2-16A,
2-l6C, 2-17
Pages m e e d
for Can&ian
DOTreqrrirements
and Collins
avionics
Chief, Engineering
and ManBranch, ANE-210

hi31
Log of Revisions
FUGHT MANUAL
PART 1
The revision date is shown at the battom of each revised

page. A vertical bar on the oater margin indicates the
Mest revised portion of each page,
REVISION
NO.
PAGES
REVISEI)
REMARES
DATE
FAA
APPROVED
Revised altitude June 21,1979

limits
Louis RMosacchio
Chief, Engineering
and
Branch, ANE-210

Part1
- of Revisions
Log
RtGHl MANUAL
PART 1
LOG OF ELFVISlONS
The revision date is s h m at the bottom of each revised
page. A vertical bar an the outer margin indicates the
REVISION
PAGES
NO.
BEVISED
11
ii, iiA, iiB, iii,v,

Pi, ri&
V i i i , 1-2,
1-3, 2-1, 2-3,
2-5,2-6A, 2-8,2-9,
2-10,2-lOA., 2-lOB,
2-lOC, 2-11, 2-12,
2-l3,2-14, 2-144
2-14B, 2-14C,
2-MD, 2.-14E,
2-14F, 2-14G,
2-14H, 2-145,
2-1% 2-14L,
2-14M, 2-14N,
2-14P, 2-15, 2-16,
2-164 2-16B,
2-16C, 2-16D,3-2,
3 - 2 4 3-6B, 3 4 C ,
3-18,3-18A, 3-20,
3-20C, 47,4-8A,
48B,49,410,
411,412,414,
415,416,420,
421,422,425
12
1-8, 2-1, 2-3,

3-17, 3-18
DATE
REblZARKS
Added EAPS.
Changed Cate-
FAA
APPRDVED
A x . 27,1979
gory '$AffCDP
from 50 to 40
feet. Added
DC overtemperatare, ELT,
and inligkt
door emergency
procedures.
Allow hover for
power assurance
check
Louis
& ~&.Mh~ su2 ~ ~c h iw0
Chief, Ezgimering
and
Braaca, ANE-210 .
Added informa- Oct 4, 1979

tim on key door
locks
FLAPPROVED NOVEMBER 21,

1978
Part1
~ o of
g Revisions
FLIGHT MANUAL
PART 1
LOG OF REVlgONS
The revision date is shown at the battom of each revised
page. A vertical bar an the outer margin indicates the
Latest revised portion of each page.
FAA
REVISOLU'
PAGES
NO.
REVlSED
13 i v y- 2 3 ,
-71-8-9,
1-11,2-IOC,
2-1OD,2-15,
2-16,3-10,
3-10A, 4-23,
4-25
REMARI(S
Expaad temperatme limits.
DATE
Dec 29, 1979
APPROVED
Reservo
jam procedure.
Added change to
Anti-Ice ON
Limits
&eW-
--
Loois R. m c c h i o
Chief, Engineeriag
and Mamdactnripg
Branch, ANE-210
Added snow
protectian
Kit P h
76080-30008
May 22,1980
&t
Louis R Musacchio
-6 Engineeand
g
Branch, ANE210
Page modi-
fied for
casaanDOT
reqpirements

Revises July 26, l982
F%rt 1 Section 1
Log of Revisions
NGHT MANUAL
PART 1
LOG OF REVMONS
The revision date is shawn at the bottom of each revised
page. A verl5cdl bar on the outer
indicates the
REVISION
NO.
PAGES
RJZVEZD
15
i,ii, iiA,ii%,
iiC,iv, v, vi,
1-2,1-3, 1-8,
1-8A,1-8B,
FAA
RxxARKS
Added U t y
hoist and right
hand sliding
door open o p
DATE
APPROVED
June 6, 1980
Chi&, Engineering
and-M
Branch, -210
1-13,2-1,2-2,
2-3, 2-16E
Pages modified
for Canadian
rnT requirements

Revised h l y 26, 1982
Part 1 Section 1
Log of Revisions
FLIGHT MANUAL
PART 1
LOG OF REITSIONS
The revision date is shown at the bottom of each revised page. A vertical t3ar on the outer margin indicates the latest revised portion of each page.
REVISION
PAGES
NO.
REVISED
17
FAA
DATE
REl\bARIZS
1-2, 1-3,
Removed ECU
1-8, 2-lOC,
operating Limits
due to high 15.
2-15, 2-16,
2-16G, 3-10,
3 -IOA, 3 l6A, Updated perfor3-17, 4-8,
mance data with
4-8A, 4-83, engine anti-ice
4-9, 4-11,
onand removed
4-l2, 4-14,
the 4000 ft alt
4-15, 4-16,
limit for lake
4-17, 4-18,
ofk and hndings
4-19. 4-20.
with engine
- anti4-2c 4-22,
ice an.
4-23, 4-25
&C
APPROVED
I?, 1980
atfan of pressure
Chief, Ehgineering
andak~f2ctaring
Bsanch, ANE-210
Added snow proteckit P/N 7607630006-012.
18
1-2,l-3,
1-7,3-2,
3-2B,3-20,
3-3,411,
4-12, 4-18,
4-19, 4-23,
4-25
. .
Increased density Mar 23, 1981

nftitnde limft to
11,000 feet
$4-
Revise procectaretof~llorP
after m e
Louis R M-chio
Chief, h . I p m q
d
-
-@=
Branch, ANE210
f a p a
own

FLIGHT MANUAL
PART 1
LOG OF REVISIONS
The revision date is shown at the bottom af each revised page. A vertical bar on the outer margin mdicates the latest revised portion of each page.
PAGES
REVISIdU-
RE-
NO.
19
iv, ivA. vii,

1-8, 2-6,
2-10B, 2-10C,
2-lQD, 2-15,
2-16, 3-lOA,
3-lOB, 3-lOC,
3-11, 3-18A,
3-19
REMARKS
Added AFCS
Phase IU
and Editorial
changes
Added hsb3led
Pwer Assmance
Check and Power
Trend Check
FAA
APPROVED
DATE
L,rW
; -L
Louis R Musacchio
Chief, Engineering
and Manufacturing
Branch, ANE-210
6/26/81
ELMusacchio
Chief, Engineering
and Man-
Branch, AXE-210
21
Added note on
No. 2 servo
2-8
9/1/81
Kessare
and bhrrufactraiog
Branch, ANE-210
1 - 1 , l - 2 , 1-3,
1-4, 1-6, 1-8C,
1-17, 4 6 A ,
4-7, 4 8 , 4-84
48B, 4 9 ,
413, 414,
4-15, 4 1 6 ,
4 2 0 , 4-21,
422, 4 2 5
Ln~zeasipg
3- gmss weight
tolO,SOO
P-
and
Branch, ANE-210
F M -APPROVED NOVEMBER 21, 1978

Partlsectionl
Log of Revisions
N G H T MANUAL
PART 1
LOG OF ECEmoNS
The revision date is shown at the battom of each r e
-page.
A vertical bar on the outer margin indicates the latest revised portion of each page.
REVISION
NO.
23
PAGES
FtEVISED
iv, ivA, vi, vii,

viii, 2-5, 2-10,
2-lOC, 2-lOD,
2-11,2-14%
2-14S,2-16,
2-16B. 2-16F-1
REMAIiICS
FAA
APPROVED
DATE
Added: Snow
11/16/81
Protection git
with Continoo~s
Ignition, Master
Warning and Caution AdPisory

Panel Failme
Emergency Proced-me, In Fliglst

Power Aswrarrce
and Hoist lockoatuf ECU and Vent

Blower
Chief, Engineering
B m h , ANE-210

Repised July 26, 1982
Part 1 Section 1
Lw of Revisions
The revision date is shown at the buttom of each

revised page. A vertical bar on the rear xiargin
indicates the latest revised partion af each page.
REVISION
NO.
24
PAGES REVISED
DATE
FAA
APPROVED
i, ii, iiA, iiB, iiC, iiD, iii, ivyivA, 7/26/82

-V, 1-2,l-3, 1-6A, 1-?,I-8A, 1-83,
1-11,l-14,l-15,l-16, %2A, 2-5,
2-6,2-6A, 2-8,2-9,2-10, 2-IOA,
2-10B, 2-10C, 2-11,2-16B, 2-160,
2-16G, 2 - 1 8 , 2 - l a , 2-20,Z-21,
3-2, 3-2C, %2D, 3-3,3-6,%6A,
Chief, Boston Air&
3-10A, 3-10B, 3-10D, 3-12,3-12A,
3-15,3-17, 3-20,3-22, 3-22A,4-1,
Certification Branch,
4-2,45,46
ANE-150
,
REMARE=S:
Added
Note on Smake Detector Baggage Warniag Ligkt
Droop C o q x m a b r Amplifier PrefEgkt Check
AFCS Oscillatory ldaBmd5on
Alternate Airspeed hdicator
Deleted
Note on No. 2 HpdraaZic Pressure and St-g

Pages 2 4 4 and 2-22
&@nes,
Revised
Table of Contents
Color hlshments (3fLgures)
-or
Check
rJ1 me speed
Fire Detector Test O p e M o ~
Fuel Crossfeed after Zagbe Failure Procedure
Tail Rotot Control System Failure Fixed Pitcb Setbing
Paerndl Cargo Hook PreWM
Fnnciioml Check Snow Protection Kit
Airspeed Calibration Figares
Tg Check in PrEagineOilSystemFaiIPre

Revised M y 26, 1982
PartlSed5onl
Log af Revisions
RlGHl MANUAL
PART 1
The revision date is shown at the bottom af each
revised page. A vertical har on the rear margin

indicates the fatest revised portion af each page.
REVISON
NO.
23
PAGES
REVISED
, 1- 5,
1-8, 2- l4R,
3-10A,3-103,
3-10C,3-IOD
1 ,
RElKmKS
Removal af Pitch
Bias Actuator
from Operating
Limitations
DATE
FAA
APPROVED
9/22/82
Arthur
Pidgeon
Chief, Boston
Aircraft
Certification Branch,
ANE- 150
Added RHDR
light Revised
engine start
NOTE, and Tg
1 /17/83
-=
Ftevised and
corrected art
and text.
Added nitrogen
substitute for
helium in flo-
tation system.
A
m J. Pidgeon
Manager, Boston
Aircraft Certification
B m h , ANE-150
27
1-8,2-12-18,2-21,
3-10A
Revise fnnction af .3/9/83

the pitch bias
artaator.

Revised MARCE 9, 1983
Part 1 Section 1
Log of Revisions
FUGCrr MANUAL
LOG OF RFVISIONS
The revision date is shown at the battam of each

revised page. A vertical bar on the rear X Y X W ~ ~
indicates the Latest revised portion of each page.
REVISION
PAGES
NO.
REVISED
29
2-6,
2- 10B
REMARKS
Revised to provide for a p t i d
DATE
APPROVED
11/3/83
PBA
Aircraft celw5cajian
Brapch, ANE-150
30
iiA, ZB,
iv, 1- 15,
2-1,2-2,
2 - 2 4 2-3,
2-4,2-6,
2-6.4
2-6B, 2-8,
2-u,
2- 146,
2- 141,
2-164
3-30,
3- lOA,
Revised engine
6/28/84
starting information. servo unit
jam g
~
~
takeoff and
approach information, oil
prelimits.
rotor brake
checks, efectrical fire peedares and edit0ria.l corrertions.
Manager, Boston
Aircraft Certjfietim
Branch, ANE-150
3- 15

Revised JUNE 28, 1984
LOG OF REVISIONS
The revision date is shown at the bottom of each
revised page. A vertical bar on tbe rear margin
indicates the Mest revised portion of each page.
'REVISION
PAGES
NO.
REVISED
31
iv, ivA, 3-12 Revised tail rotor 6/29/84

3- 1% 3- 13 control sPstem
u e s Gith the
self-centering
FAA
l3EMARKS
APPROVED
DATE
tail rotor quadrant
Manager, Boston
AirCmft certifica-
tion Office, ANG

150
32
ii, 1-11,
Added mnmrnl
2/22/85
1
-- 3 ,
rotor btake.
Revised light
2-2,2-2A,
2-6,2-6~,
control system
checks, contirmoas
2-6B,2-8,
2-842-lOC,
ignition usage,
fwl priming, chip
Manager. Boston
2-16,2-16A,
2- 163,2-18A, detectors, and &reraft -Cert&eation Office, ANE2-19, 3-7,
dik3-9, 3-21
150,
Increased maxigross
weight b 10.500
Po-.
5/14/85
&#.U
Arthur J. Pidgeon
Manager. Boston
Aircraft, Certification Office, ANG
150

Revised MAY 14, 1985
Part 1 Section I
Log of Revisions
A~~G?BB~~Y//&.
FUGW MANUAL
PART 1
LOG OF REVISIONS
T h e revision d a t e is shown at t h e bottom of each
revised page. A vertical bar on the rear margin
indicates t h e latest revised portion of each page.
REVISION
NO.
34
35
PAGES
REVISED
1-6A,2-1,
2-2, 2-3,
2-4, 2-4A,
2-43, 2-6A,
3- 12B, 3- 13
3- 8
REMARKS
DATE
APPROVED
Revisedfire
3/17/86
warninglights,
preflight external check, and
Manager, Boston
airspeed indicator
Office, ANE-150
Revised fuel
crossfeed
limits
3/18/ 86
=d
Manager, Boston
Office, ANE-150
36
3- 10-3- 10A Revised flight

control s e r v o
emergency
12112/86
procedures .
Office, ANE: 150

Revised DECEhlBER 12. 1986
Part 1
h g of Revisions
FLIGHT MANUAL
PART 1
LOG OF REVISIONS
The revision date is shown at the botxom of each revised pqe. A vertical bar on the
outer rnar*~indicates the latest revised portion of each page.
'REVISION PAGES
NO.
REVlSED
REMARKS
DATE
FAA
APPROVED
Revised fuel cross- 7110187

feed limitations,
AC generator test
procedure, hoist
duty cycle, engine
priming and emergency procedures
for low oil pressure, battery overtemperame and
dual dc generator
failure.
- -
M a q e r , Boston
Office, A??-150
38
1-3, 1 4
Revised category
'B" Maximum
Takeoff Gross
wei* am.
4/13/88
Manager, Boston
Office, ANE-150
39
2-1, 2-2,
2-2A, 24A,
Revised Normal
Procedures.
9/22/88
Manager, Boston
&craft Certification
ME,ANE-150
FAA APPROVED NOVEMBER 21,1978

Revised September 22, 1988
Part 1
of Revisions
J&
PART 1
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on the
outer margin indicates the latest revised portion of each page.
REVISION
NO.
40
PAGES
REVISED
FEMARKS
s3,iic, a, Revised transmis1-9, 1-11,

1-12, 1-12A,
1-12B, 1-13,
2-1, 2-2,
26C, 2-7,
2-SA, 2-9,
2-16K, 2-17,
34A, 3-5,
3 8 , 3-lOA,
315, 216A,
316B, 3-17,
3-18A
FAA
APPROVED
DATE
3/2/89
sion torque Limit,

placards, main
gear box oil level,
engine oil reservoirs, and flight
controls and servo
systems checks,
hoist duty cycle,
N2 runaway, fli@t
control damper
jam, and master
warning and caution advisory fail"
electrical system
failures.
Manager, Boston
Supplement Index
Office, ANE- 150
Revised landing
gear, f
k
,
and
semo damper jam
;-rp
O F ating limits;and
xlOmd
9/7/90
F-
dures; added JF-8

as approved fuel.
& d f d
Supplement Index
Manager, Boston
Air& -cation
Office, ANE- 150

Revised March 16, 1994
Log of Revisions
FUGHTMANUAL
PART 1
LOG OF REVISIONS
The revision date is shown at rhe boaom of each revised page. A vertical bar on the
outer mar_ein indicafes the larest revised @on
of e s h page.
'REVISION PAGES
NO.
42
REVISED
1-1, 1 4 ,
I-SA, 1-12,
2-6A, 2-9,
2-IOA,
2-la,
2-19, 3-2,
3-4, M A ,
3-8A7 3-9,
3-14A, 3-16
FAA
F?EMAMS
DATE
Revised opaaring
5/15/92
APPROVED
fimirarilms.
Delefed elecaonic
N2 overspeed
Jv
-M=%a7
Aircraft Cereification
Office, Am-150
43
1
2-18, 2-18A,
2-21,3-8,
3-8A
Claxifiedkxggage
3/16/94
flow
M
1
e
.
Flotation System
Te
and
Main Gear Box
Chip-
E==w=Y

Revised March 16, 1%
Part 1
Lo,o of Revisions
FLIGHT MANUAL
PART 1
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on the
outer margin indicates the latest revised portion of each pase. A vertical bar next to
the page number indicates the page has been retyped with no significant changes.
REVISION
NO.
44
PAGES
REVISED
REMARKS
DATE
1-12, 3-8
Revised transrnission oil spec; main

gear box Iow oil
pressure emergency procedure.
9112/95
3, 4,5, 6
Updated Supplement Index
&>
45
1-8B-1, 1-8C Revised external

cargo hook
Iimitations
FAA
APPROVED
Manager, Boston
Office, ANE-150
3/ 19/96
Index 1 thru 7 Updated Supplement Index

- /)-
~ k a g e r Boston
,
Office. ANE-150

Revised June 17, 1997
Part 1
Log of Revisions
FLIGHT MANUAL
PART I
LOG OF REVISIONS
REVISION
NO.
PAGES
REVISED
REMARKS
46
1-4,2-1,
2-4A, 2-4B,
2-4C, 2-6C,
2- 1OA,
2- 1OB,
2- lOC,
2- 1OD,
2- 1OE,
2-14U, 2-15,
2- 16K, 2- 17,
3-8
Revised Category A
and B operation,
revised Exterior
Check procedure
instruction, added
Warning for aft engine cowl latches
and straps, added air
conditioner Note,
added AFCS Check
Note, and added
Approach and Landing Note.
Index 1, 2, 3,
Updated Supplement Index
4, 5,6, 7
47
1-8D
Revised Minimum
Flight Crew requirements for Utility Hoist operations.
DATE
FAA
APPROVED
6/17/97
S6r
I
Manager, Boston
Office, ANE- 150
5'1 5198
-Fbr

Revised May 15, 1998
Part 1
Log of Revisions
FLIGHT MANUAL
PART I
LOG OF REVISIONS
REVISION
NO.
48
49
50
51
PAGES
REVISED
2-6, 2-8
2-2,2-4A
1-5,2- 10C,
3-1 1
1-5
REMARKS
Revised Rotor
Brake Procedures
contained in Normal Procedures.
Section 11.
Revised Exterior
Check - Main
Rotor Blades.
Revised Minimum
Flight Crew Criteria, Taxiing procedure, and pitch
bias actuator reference.
Change IFR
equipment requirements
DATE
FAA
APPROVED
7115/99
Manager, Boston
Office, ANE- 150
9/23/99
Manager, Boston
Office, ANE- 150
10119101
&Manager, Boston Aircraft

CertificationOffice, ANE-150
1 1/6/03
Certification Office, AN-I50
52
2- 1,2-3,2-4
Add cyclic base

inspection, Incorporate horizontal
stabilizer inspection (Temporary
Revision No. I),
add tiedown ring
check.
5/25/04
Manager, Boston A
Certification Office, AN-I50

Revised May 25,2004
REVISKIN
NO.
PAGES
REVISED
CfA
REMARKS
CTA APPR-
DATE
AUGUST 30,2000
Reviead: M Q v e m k 6.m
APPROVED
Part 1
Table of Contents
FUGHT MANUAL
PART 1
TABLE OF CONTENTS
INTRODUCTION ........ (BACK OF lTI'LE PAGE .CANADm
DOT ONLY)
LIST OF EFFECTIVE PAGES ........................
A
LOG OF REVISIONS PAGE .........................
F
SErnON
I
OPERATING LIMITATIONS ...............
PAGE
1-1
WEIGHT LIMITS .........................
1-1
CATEGORY "A" OPERATIONS ..........

CATEGORY "B" OPERATIONS ..........
1-1
1-1
CG (CENTEROF GRAVITY) LZMITS .......
1-1
.................... .
..
1-4
LOADING LIMITS
TYPES OF OPERATION ...................
1-4
CATEGORY "A" AND "B" ..............

CATEGORY "B7'ROTORCRAFT .
EXTEWNAL LOAD COMBINATIONS ...
1-5
MINIMUM FLIGHT CREW ................
1-5
AIRSPEED UMtTS .......................
1-6a
ALTlTUDE L l h a S .......................
1-7
AMBIENT TEMPERATURE L I h a S ........
1-7
FLIGHTJAMITS .........................
1-7
1-4
SLIDING CABIN DOOR L;LMITS ............
1-8A
FLOTATION SYSTEM LMlTS .............
1-8a
EXTERNAL CARGO HOOK L I h a S ........
1-8B
WEIGHT LIMITS ......................

AIRSPEED LIMITS .....................
1-8B
1-8B
lJTm7-YHOIST LIMITS ..................
1-8C
WEIGHTUMITS ......................
MINIMUM FLIGrn CREW ..............
AIRSPEED LIMITS .....................
1-8D
1-8D
1-8D
FAA APPROVED NOVEMBER 21. 1978

Revised March 16. 1994
Part1
Table of Contents
TABLE OF
CONTENTS (Cod)
SEC'JTON
PAGE
........................... 1-8E
FUEL .................................. I-8E
O
IL ...................................
1-10
OIL TEWERATORE I;IMITS ............. 1-10
OIL PRESSURE L l M r B ................. 1-10
~ ~ L I M Z T S
FDEL PRESSURE LIMITS (IF FUEL

PRESSURE GAGES ARE INSTALLED)
FDEL FLOW L;IMITS (B?FUEL FLOW-
.... 1-10
METERS ARE INSTALLED) -.--..-......
1-10
ENGINE TORQ'UE LIMITS ............... 1-10
(GAS PRODUCER) S P E W LIMITS ....- 1 - 10A
-NN1
:, (POWERTURBINE) SPEED
-L;IMITS
TR
-
-1-10A
.............................
TURBINE) INLET
................
TEMPERA=
L;TMITS
1-11
steady State Limits ................... 1-11
Startiag a Shntdo~n.................. 1-11
Power Transients ...................
1-11
.......................
TORQUE I3MrrS
1-11
Dual-Engine Operation ................ 1-11
Single-Engine operation ............... 1-11
OIL ....................................
.
oE TEMPERATURE LIMITS .............
~
OIL PREssuRE Z;IMITS
ROTOR STOPPED
ROTOR TURNING
.................
1-11
I- ii
1-12
..-....................1-12
....................... 1-12
.
...............................
ROTOR BLADE L;LMITS ROTOR

STOPPED
1-12
............. 1-12
............ 1.1%
DUALENOP~TION
SINGLE-ENOPERATION
ENGIhF COWLING REMOVED
OR E I N G D BACK
..................... 1.12A
...............................1-12A
CARGO BOOK/HOET LIMIT'S ............. 1-13
PLACARDS

Revised J u l y 10. 1987
Part I
Table of Contents
FLIGHT MANUAL
TABLE OF CONTENTS (Cont)

PAGE
SECTIOh'
11
NORMAL PROCEDURES
....................
2-1
NORMAL OPERATION
EXTERIOR CRECK
.......................
2.
1
..............
2-5
BEFORE STARTING EXGIXES
.................................. 2-1OC
PRE-TAKEOFF ........................... 2-1OC
=OFF
.............................,. 2-14Q
TAXIING
_C_
CATEGORY "A" TAgEOFF
CLIMB
............. -2-1-
.............-2-1.................................. 2-14R
.................................. 2-14R
CATEGORY "B" TAKEOFF
CRmSE
IN-FI;IGfff POWER ASSURANCE
APPROACH AND LANDING
...........2-14R
................ 2-14T
CATEGORY "A" APPROACH AND
.....-.................... 2-15
............................ 2-15
GeAROUND ....................,,...,. 2-16
LANDING
CATEGEORY "3" APPROACH AND
LANDING
.............
AIRCRAFT WITHOUT EAPS

2-16A
AnZCRAFT WIT3 EAPS
.'2 .16A
................
Revised JUNE 28. 1984
Pan 1
Table of Contents
FUGHT MANUAL
TABLE OF CONTENTS (Conr)

SECTION
PAGE
POST SHUTDOWN .......................................................................

>@Minute
. . Power
< s A
.................................
Dailv Trend Check Calcuia~ion................................................
EXTERNAL CARGO HOOK OPERATION ................................

PREFLIGHT ..........................................................................
TAKEOFF ..............................................................................
CARGO PICKUP ...................................................................
CRUISE ..................................................................................
APPROACH AND LANDING ...............................................
R.H. SLIDING CABIN DOOR (MODIFIED BY KIT
PIN 76070-2001 5-01 1) IKFLIGKT OPERATIOS ................... ...
LTILTPI HOIST OPERATION .....................................................

EXTERIOR INSPECTION .....................................................
1WERlQR CHECK ................................................................
PREFLIGHT ..........................................................................
YTILITY HOIST PICKUP ......................................................
HOIST DUTY CYCLE ............................................................
OPTlONAL PROCEDURES
ENGINE FiRE EXTINGUISHER SYSTEM TEST
........................
FLOTATION SYSTEM TEST ........................................................
FUEL PRIMING PROCEDURES .

DURING NORMAL START .....................................................
Starter mororin~......................................................................
Eneine cross prime ..................................................................
Manual priming.......................................................................
NAV TEST SWITCH FUNCTION .................................................
FUNCTIONAL CHECK .SNOW PROTECTION KIT
P/N 7608O-3OOO8-OI2 OR 76076-30006-012..............................
FAA APPROVED NOVEMBER 2 1. 1978

Revised March 2.1989
Pan 1
Table of Contents
FUGHT MANUAL

SECTION
PAGE
FUNCTIONAL CHECK .PITCH BIAS ACTUATOR
...................
2-21
111 EMERGENCY PROCEDURES ..................................................... 3-1
Land immediateiv ................................................................... 3-1

Land as soon as possible ...................................................... 3-1
.
.
........................... 3-1
Land as soon as practicable .....................
ENGINE SYXEM MALFUNCTIONS ........................................
3-1
SINGLE-ENGINE POWER FAILURE .......................................... 3-1

SINGLE-ENGINE POWER FAILURE WITH EAPS
OPERATING OR ANTI-ICE OPERATING ....................... 3-2
SINGLE-ENGINE FAILURE .HOVER (5 TO 15 FEET) ...... 3-2
SINGLE-ENGINE FAILURE ON TAKEOFF .
CATEGORY "A" ...............................................................
3-2
Hover ...............................................................................
-
3-2A
........................
3-2A
Prior to initial Rotation Speed of 35 KI AS
After initial Rotation During Ciimb Up to and Including

the CDP (35 KlAS and 40 Feet Above Ground Allimeter Readine ( 5 5 Feer Radar Altimeter) ........................ 3-2A
After CDP ........................................................................
3-2A
SINGLE-ENGINE FAILURE ON TAKEOFF .

CATEGORY "B" ............................................................... 3-2B
SINGLE-ENGINE FAILURE DURING CRUISE .................. 3-2B
Engine Restart in Right ....................................................
3-2C
Fuel Crossfeed After Engine Failure ................................. 3-2C
Enpine Shutdown in Flight ............................................... 3-2D

Part 1
Table of Contents
&xmR~m~i&
FLIGHT MANUAL
SECTION
PAGE
Prior to or at LDP - Balked Landing Go-Around
....-..--.-....3-2D
SINGLE-ENGINE LANDING - CATEGORY "B" ................
3-3
TAKEOFF AT 15 FEET OR BELOW ..................................

3-3
DUAL-ENGINE FAILURE DURING TAKEOFF AND
J N T l A L CLIMB .................................................................
3-4
DUAL-ENGINE FAILURE DURING CRUISE .....-............... 3-4
AUTOROTATIVE LANDINGS .........................................
3-4A

Revised March 2,1989
Part 1
Table of Contents

SECTION
PAGE
E N G N CONTROL MALFUNCTIONS . . . . . .
3-5
N2 CONTROL ACTUATOR RUNAWAY . . .
3-5
COUECTTVE BIAS ACTUATOR OR

DROOP COMPENSATOR AMPLEER
(DCA) FAILURE . . . . . . . . . . . .. .. . . . . . .
3-6
ENGINE CONTROL FAlLS TO HIGH

3-6
POWER...............................
ENGINE AUXILLARY SYSTEMS FAILURE ..
3-6A
ENGINE OIL SYSTEM FAILURE . ... . . . . .

FUEL PRESSURE WARNING LIGHT ON . .
FUEL FLOWMETER BEYOND LlMlTS (IF
FUEL FLOWMEERS ARE
INSTALLED) .. . . .. . . . . . . . . . .. .. . . . . .
3-6A
3-6B
3-6B
EAPS CAUTION LIGHT ON ..... .. .. ... .

ANTI-ICE CAUTION LIGHT ON .. . .. .. ..
ENGINE CHIP DEI'ECTOR CAUTION
LIGHTON ..........................
MAIN GEAR BOX SYSTEM FAILURES
.....
3-7
h4AJN GEAR BOX OIL SYSTEM
FAILURES
3-7
. . . . . . - . . . . . . . . . . . . . U R E S U R E S U R E S U R E
Main Gear Box Oil Pump Failure .. . . . . ..

LOW Oil RSSIE~. .. . . . . . . . . . . . . . . . . . .
Hi@ Oil Te.. ........ .... ....
Main Gear Box Chip Detector ...........
3-7
3-8
INTERMEDIATEOR TAIL GEAR BOX CHtP

HIGH OIL TEMPERATURE DETECTED ...
28A
ROTOR BRAKE CAUTION LIGHT ON ROTOR TURNNG . . . ... . . . . . . . . . . . . . . .
3-9
FLIGHT'CONTROL HYDRAULIC SERVO

SYSTEM FAILURE . . . . ..- . . . . .. . . . . . . .
*
PUMP FAILURE OR LOSS OF PRESSURE

IN BASIC HYDRAULIC SYSTEM . . . ... ..
29
SERVO UNIT JAM OR MALFUNCTIONING

SERVO SHUTOFF VALVE . .. . ... ... ... .
3-10
FAA AF'PROVED NOVEMBER 21, 1978

Part 1
Table of Contents
N G H f MANUAL

SECTTON
PAGE
PITCH BIAS ACTUATOR RUNAWAY- -
.......
3-1QA
- .
....... .
SINGLE-ACTGATOR m V E R .. . - .. 3-IOB
SINGLE-ACTUATOR FAILURE.. ...... . . . 3-10B
OSQLLATORY MALFUKCTIONS
. 3-10B
. . -. .
OUTER LOOP SEUTDOWN ... . - . ... 3-10C

3-11
SlXGLE AXIS OUTER LOOP RAIUX)VER..
TAIL ROTOR MALFUNCTIONS .....- .- ..... 3-11

TAIL ROTOR D m SYSTEM FAILURE..
IN FORWARD FLIGHT.........-~..-- --...... . .
-~
TAIL ROTOR D R TS~~ T E M

FAILURE
IN A H O n X . . .- ....- .- -... .. .... ....
TAIL ROTOR CONTRCL SYSTEM
FAILURE ..... .............. .- .- - - - - -
Phed Pitch Setting

Geneml ........
Fixed Pitch SeReduced
Power
- - - --- .
-Fixed Pitch At Hi& Power SeI .- .- -Fixed Pitch set&
at cruise Power . .
--
-- .
- ,.....3-l2A
TAIL ROTOR CABLE FAILURE

CZWIXFUNG SPFXNGINSTALL;ED
(-2'). ...........................;. . .3-1%

-
FlXED PITCH m
G TAlL
ROTOR (=ENTERING SPRING
k.LfCE
E&e
................................
Comoartment Fire ...-...- .- A
- - - - - - ~ . - - -
Baggage ~ o m h e nSmoke
t
Detected .
Smoke and Fume Elimination.. ..... ...
Electrical Fire ....... ... . . . ....... ..

Part 1
Table of Contents
FLIGHT MANUAL

SE mori
PAGE
..- - . ..-
LAhDING GEAR MALFUNCTIONS .. ...
3-16
UNSAFE IhIDiCATIOh' GEAR EXTETr'SIO...................................

...
3-16
U ~ F INDICATION
E
GEAR RETRACTIOX . . . - . . . . . . . . . . . . . . . . - - - - - - . . . - -3-16A
---..
ELE Cl?RICAL SYSTEM FAILURES
.............
3- 16A
MASTER WARNNG AND CAUTIONADVISORY PANEL 'FAXLURE -, . .

BATTERY OVERTEMPERATUEE
...
SINGLE DC GENERATOR FAILURE
.
.DUALDC GENERATOR FAILURE.. ..
DC GENERATOR OVERTEMPERATURE
( o p t i o d configaration) INVERTER FAILURE (AC GENERATOR
...... .
.....
--
- - - - - - ---
ml\
m S R I E L D ROT CAUTTm LIGHT'-......-.-..
.......
m
G
E
D DOORS .....................
Door Jettison Procedure .............
FL H . SIDING DOOR (OPTIONAL). ....
Wmdow Jettison Procedure .... ......
EMERGENCY ENTRANCES
AND EXITS..
-
Rieht Sliding Door Not Modified by
k;it P/N 76070-20015-011 and all Left

3-19
3-20
&R@RHKW//&
Table of Contents
Part 1
List of Xllustrations
FUGHT MANUAL
TABLE O F ahTEhTS (Cant)

PAGE
SECTION
DIT=G
.............
..........-....
3-21
(FLOTATIONSYSTEM)
DlTCHING PROCEDURES..
SIKGLZ- ENGDii W D H G
TEE WATER
(FLOTATIOK GEAR I X F U """'
..
...
EXTERNAL CARGO ROOK PROCEDURES.. .....
AFIY)FtOTATlVE LANDING TO THE WATER
DITCHING (WITEOL? FLX>TATION SYSTEM
UTILITFHOISTPElOCEDURES
IV
................
3-23
3-23
3-24
3-24
PERFORMANCE DATA
........................ 4-6A
EAPS EFFECT ON PERFORMANCE., .......... 4-7
ToX2uE AVAILABLE
ROTORCRAFT-EXTERNALLOAD
CATEGORY 9''OPERATIONS
...............
FORWARD CLTMB PERFORMANCE
47
............
4- 13
PART I
LIST O F ILLUSTRATIONS
ITTLE
1- 1
1-2
1-3
1-4
PAGE
Category "A" b5axhxn.n Takegff

Gross WeiBt
Category 3''
NLaximm Takeoff
.........................
GmssWeig3L. .......................
Center of Gravie Limits. ...............
Limiting Heights and Corresponding

Speeds for Safe Landing Aftez an
Engine Suddenly Becomes Inoperative
...
FAA APPEZOVED NOVEMBER 2 1, 1978

1-2
1-3
1-4
1-6
FUGHT MANUAL
PAGE
Maximum Airspeed vs External

Cargo Hook Weight
Engine o r Drive System Operating
Limits.........
Instrument Range hlarkngs..
Vne Placards..
................
..................
........
.....................
Installed P m e r Assarance Check

Chart 70% Torque EAPS Not
Insialled or EAPS InstaLled and
Switch OFF
InskUed Power Assurance Check
Chart 75%Torque EAPS Not
Insralled or EAPS InstaLled and
Switch OFF
Ins&lled Power Assarance Check
Chart 8% Torque EAPS Not
installed or EAPS Installed and
Switch OFF
Installed Power Assarance Check
Cbart 85%Torque EAPS Not
LnstafledorEAPSInstdlledand
......................
......................
I-8B
1-9
1-14
1-17
2-12
2-13
......................
Switch OFF ......................
2-14
2-14A
Installed Power Asscvance Check

Chart - 9W?&
Torgae - EAPS Not
InstalledorEAPS~edand
S
w
m
i
om
......................
2-14B
bstalled Power Assurance Check

Chart 95%Torque EAPS Not
lnstalledorEAPSlnstalledand
Switch OFF
...................,, .
2-14C
Installed Power Asmxance Check

Chart lm T o m e EAPS Not
Installed or EAPS Installed and
......................
Switch OFF ......................
Switcb OFF
LPsealled Power Assarance Check

W 105%TOEAPS Not
Installed or EAPS Installed aad
Deleted
h s & l l e d Power Asscrrance Check
Chart-7O%EAPSIasWkdand
SwitrhON**..*.*-....*.......-...
Installed Power AssmanCe Check
Chart 75%EAPS Instaled and
.......................
- ......................*.
,Switch ON
LnstaZled Power Assurance Check

C h a t 80% EAPS hstalled and
Switcb ON

Revised JANUARY 17, 1983
2-14D
2-14E
2-14G
2-14.H
2-14J
FLIGHT MANUAL
LIST OF ILLUSTRATIONS (Cont)

RGURE
NUMBER
2- 13
2- 14
2- 15
2-16
2-17
2-18
2- 19
2-20
2-21
2-22
3- 1-0
3- 1
3-2
4- 1
4-2
4-3
4-4
4- 5
4-5A
4-6
TITLE
Chart 85% U P S Installed and
Switch Oh-....,....................
Chart 90%EAPS Instilled and
Switch ON
Installed Power Assurance Check
Chart 95% UPS Installed and
Switch ON
Chart 100%EAPS Installed and
Switch ON
Chart 105%EAPS Installed and
Switch ON
74 KIAS bstdled Power Chart..
135 K I M - h s b U d P o w e r Chart......
74 gIAS b s i a l k d Power
Chart with EAPS h & d k d and Switch
ON
135 gIAS Installed Power
Chart wit31 EAPS installed and Switch
ON
Anti-Ice On Correction Factor
PAGE
- .........................
.........................
.........................
- .........................
.....
................................
................................
........
AFCS Outer Loop Shutdown ...........
Electrical Fire Pmcedures (AC Gene r a t o r System).....................
Emergency Ehtmmes and Exits .......
Densitp Altitade Chart.. ..............
Temperatare Conversion Chart.. ......
Airspeed Qlibration - Pilot' s
System.. ..........................
Ahspeed Cdlibration - Copilot' s
System .............................
Torque A
' -le
- 2-1/2 Minate Power
OEI and 30 Minute Power OEI - EAPS
Not bmabd .......................
T o m e Available - 2-112 Mimate Power
OEI and 30 Minate Pawer OEf - EAPS
Install4 and EAPS Switch OFT ......
T o m e Available - Takeaff Pmer.
Dual Engine and NoCSuise
Power, Dual Engine - EAPS Not
IrskUed
...........................
WGHT MANUAL
PAGE
TITLE
Torque Available Takeoff Power

Dual Engine with EAPS installed
and Switch UNh-ormal Cnrise
P w e r with EAPS lastdlled and
Switch OFF
Category "A" Takeoff Profile..
Category "A?' Rejected Takeoff
Distance
Category 'A" Takeoff Distance to
Achieve Takeoff Safe* Speed..
Forward Climb Performance Single
m e ; 2-1/2 Minute Power.
Takeoff Safety Speed..
Forrvard Climb Performance Single
Engine 30-Minute Pwer, Best
Rate of climb Speed.. ;
Fonva& Climb Performance Single
Continacms
Engine, I.%
Power, Best Rate of Cllimh Speed..
Categorp "A" Laxiing Prafiie..
Categorp "A" Landing Distrnce
Categoxy *'B" -off
Distances-.
Forwad Climb Performance ?tPo
Engines, Takeoff P w e r . 52 IOAS.. ..
F o M Climb Performance ' l k o
Engines, Maximnm Conlimous
P w e r , Best Rate of Climb Speed.. ..
F o M climb Performance Two
Engines, Nonnal Craise Power,
BestRateof CllimhSpeed
CXggorg *gr9
Landing Distance
Altimeter -ration
Pilot' s and
CopilotTsSystem
E w e r Oot af Ground Effect..
.......................
.......
..........................
......
..............
.............
..
.......
.......
.....
...........
.......
..............-...
.........

Revised Nwember 16, 1981
Part 1, Section I
~
o p m t i n g Limitations
FUGHT MANUAL
SECTION I
OPERATING LIMITATIONS
NOTE
Compliance with the limitations in this section is required by
law.
WEIGHT LIMITS
Maximum takeoff and landing weight is 10,500 pounds (4763 kilograms).
NOTE
When operated at gross weights above 10,300 pounds (4672
kilograms) the helicopter must comply with Revision 14 of
the Ainvonhiness Limitations section, dated May 14, 1985,
or subsequent FAA approved revisions of the Airworthiness
Limitations and Inspection Requirements Manuai SA 404776-2- 1.
This helicopter is to be operated using the approved loading schedule. Refer to
LOADING INFORMATION in Pan 2.
For minimum operating weight, refer to Figure 1-3.
C.4TEGORY A OPERATIONS
See Figure 1- 1 for variation of allowable takeoff gross weight with altitude and
temperature.
CATEGORY B OPERATIONS
See Figure 1-2 for variation of allowable takeoff gross weight with altitude and
temperature.
CG (CENTER OF GRAVITY) LIMITS
See Figure 1-3 for forward and aft center of gavity limits at various g o s s
weights.
Lateral CG Limits: Left or right 3 112 inches (89 mm). Left or r i ~ h 4t 112
inches 7 1 14 rnm) with hoist load attached, hover only.

Part 1 Section I
Operating Limitations
FLIGHT MANUAL
CATEGORY "A" MAXIMUM TAKEOFF GROSS WEIGHT
ANTI-ICE OFF
GENERATOR LOAD
200 AMPS
NO BLEED-AIR
REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED FROM CHART

BY THE AMOUNT SHOWN I N FOLLOWING TABLE AS APPLICABLE. WlTH
COMPOUND CONFIGURATIONS. THE WEIGHT REDUCTIONS ARE CUMULATIVE
CONFIGURATION
EAPS INSTALLED
ANTI-ICE ON
ANTI-ICE ON WITH EAPS INSTALLED
UTILITY HOIST INSTALLED
R H SLIDING DOOR OPEN
WEIGHT REDUCTION
135 POUNDS
225 POUNDS
350 POUNDS
125 POUNDS
350 POUNDS
-MAXIMUM
GROSS
WEIGHT
li
GROSS WEIGHT-1000 LBS
3.'0
3-5
GROSS WEIGHT-
4.0
4:5
1000 KILOGRAMS
Fi=we 1-1
Revised MAY 14. 1985
S 53336 (C33)
CATEGORY "B!' M A X I M U M TAKEOFF

ANTI-ICE OFF
GROSS WEIGHT
GENERATOR LOAD-200 AMPS
NO BLEED-AIR
REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED FROM CHART BY

THE AMOUNT SHOWN IN THE FOLLOWING TABLE AS APPLICABLE:
CONFIGURATION
EAPS INSTALLED '
ANTI-ICE ON
ANTI-ICE ON WITH EAPS INSTALLED
WEIGHT REDUCTION
100 POUNDS
200 POUNDS
300 POUNDS
*!LAPS SWITCH I N THE ON POSlTlON. NO WElGKF REDUCTION
WITH EAPS SWITCH I N THE OFF POSmON
GROSS WEIGHT-1000
LB
GROSS WEIGHT- 1000 KILOGRAMS
Figure i - 2
F A A APPROVED NOVEMBER 2 1.1978
Revised APRIL 13. 1988
Part 1, Section I
AIKHRSK~~~&
FLIGHT MANUAL
LOADING LIMTTS
Maximum allowable cabin floor loadin2 is 75 pounds per square foot (366 Kg per
square meter).
Tne maximum allowable floor loading for the bagsage compartment is 75 pounds
per square foot (366 Kg per square meter) for weizhts up to the maximum
compartment capacity of 600 pounds (272 Kg)
TYPES OF OPERATION
CATEGORY A and B
Transport
Day, Night, VFR
Day?Nizht IFR.The helicopter is not considered airworthy for operation under
Instrument Meteorological Conditions ( M C ) unless the following equipment
is installed and operatins.
1. AFCS (minimum requirement is for one operative pitch, roll, and yaw
channel).
2. Copilot flight controls and flight instruments.
FAA APPROVED NOVEMBER 2 1: 1978

Revised June 17.1997
FUGHT MANUAL
Part 1 Section I
Operating Limihtions

Revised M a y 14, 1985
FLIGHT MANUAL
Part 1, Section I
AC Power - AC Generator and inverter.

Dual 5" Vertical Gyro Indicators or equivalent.
C- 14A Compass System
Deleted
Cyclic Stick Trim
An operative navigation and communication system that has demonstrated
compliance with the pertinent airworthiness regulations and also meets the
requirements of the applicable operating regulations.
Two DC Generators.
Overwater operations provided that the emergency flotation gear, PM 76-076-02002, and
suitable lifesaving equipment (life jackets, rafts, etc.) as required by the operating rules
and FAR 29.141 1,29.1415, and 29.1 1561 are installed.
CATEGORY "BnROTORCRAFT- EXTERNAL LOAD COMBINATIONS
Class "B" external loads
NOTE
A class "B" external load is an external load that can be jettisoned and
is lifted fkee of land or water during rotor-craft operation.
MINIMUM FI IGHT CREW
Visual Meteorological Conditions - 1 pilot (Single pilot operations not permitted from
left seat).
NOTE
Aircraft Serial No. 760001 and 760002 require installation of E.O.
72859 against 76550-02001 and E.O. 71 195 against 76080-45010 to
be eligible for 1 pilot operation.
Lnstrument Meteorological Conditions - 2 pilots.

Part 1, Section I
A !FLIGHT
~ ~ MANUAL
Z Z ? B H ~ ~ ~ ~
LIMITING HEIGHTS AND CORRESPONDING

SPEEDS FOR SAFE LANDlNG AFTER AN
ENGINE SUDDENLY BECOMES INOPERATIVE
THESE CURVES ARE APPLICABLE TO ALL ALTlTUDES AND
TEMPERATURES AT THE CORRESPONDING MAXlMUM ALLOWABLE
TAKE OFF GROSS WEIGHT AS DETERMINED FROM FIGURES 1 - 1 AND 1.2.
THE HIGH HOVER POINT IS BASED ON MAXIMUM OGE HOVER WEIGHT AND
HAS BEEN DEMONSTRATED AT 10.500 POUNDS.
INDICATED AIRSPEED
HNOTS
ABOVE 10,300 LBS'
1.56398 tC33)
Figure 1-4

Revised May 14,1985
AIRSPEED 3.ams
NOTE
The S-76A nses an Aero Mechanisms Part No. 8502CS20LW, Aerosonic Part No. 20020-11190 or Aerosonic Part No. 20020-11293 airspeed inditator.
See ,
V placard, Figure 1-7, for nrhfionof ,V
tempeatate, and pressare al-e.
wfth gmss we=
FAA APPROVED NOVEMBER 12, I978

,,V
power off is 141 KIAS. See Vne placard, Figure 1-7, for variation of Vne with temperature and pressure altitude.
Maximum airspeed during OEI operations with N, below
100%is the best rate of h b speed.
With usable fuel per tank indicating 80 pounds or less,
maximum allowable airspeed is 1 2 6 KIAS.
Maximum airspeed with landing gear down or in transit is
130 KIAS.
Maximum airspeed for windshield wiper operation is
141 KIAS.
Maximum groundspeed for landing, takeoff, or taxi is
40 knots.
M m u m groundspeed for brake application is 34 Imots.
ALTITUDE LIMITS
Takeoff and landing:
6900 feet density altitude.
11,000 feet density altitude for

helicopters modified by kit P/N
76070- 30005 t o relocate engine inlet temperature sensor.
Enroute:
15,000 feet density altitude.
AMBIENT TEMPERATURE LIMITS

-34.4OC (-30F) to. ISA + 36.7OC not to exceed 48.gC
(120F).
FLIGHT LIMITS
See Figure 1-4 for altitude and airspeeds to be avoided at
low altitude in case of engine failure.
No aembatic maneuvers allowed.

360 hovering turns in less than 1 2 seconds prohibited.
flight in known icing conditions prohibited.

Part 1 Section I
&!~~~BBsKw~&
Operating Limitations ~ G MAIJUAL
M
Maximum airspeed for sideward flight or crosswind hover is
35 knots, up to and including 6900 feet density altitude.
Maximum airspeed for sideward flight or crosswind hover is
1 7 knots, from 6900 feet up to and including 11,000 feet
density altitude.
Maximum airspeed for rearward flight or tailwind hover is
35 knots, up to and including 6900 feet density altitude.
Maximum airspeed for rearward flight or tailwind hover is
1 7 knots, from 6900 feet up to and including 11,000 feet
density altitude.
Do not re-engage a particular AFCS channel after a known

malfunction exists in that particular channel.
Flight in falling. o r blowing snow is prohibited unless aircraft is fitted k t h snow protection kit P I N 76080-30008 o r
P I N 76076-30006-012 and a satisfactory functional check has
been performed.
Flight in falling and blowing snow with EAPS installed is
prohibited.
Cockpit ventilation must be provided by any of the
following:
1.
Overhead vents
2.
Pilot's window
3.
Heater blower
4.
Heater bleed-air
5.
ECU
Fuel crossfeed operations limited to:

Fuel crossfeed operation is prohibited in flight except in
strict accordance with the emergency procedure, Fuel
Crossfeed After Engine Failure on page 3-2C'.
:
Fuel crossfeed operations with vent 3ine check valves (Xt

PIN 76070- 3QO2SbOll)installed limited to:
Category "Am-emergency operation only
1-8
Category "Bn-cruising flight only

&K@w.atdflE
FLIGHT MANUAL
Part 1, Section I
Minimum IMC airspeed is 60 KIAS (AFCS Phase 11).

.Minimum IMC airspeed is 50 KIAS (AFCS Phase 111).
Steepest Demonstrated Approach Gradients (AFCS Phase 111).
7.5' at 60 to 80 KIAS
6.5' at 60 to 125 KIXS
Ensine ANTI-ICE ON at 2C and below, with visible moisture.
External door locks must be unlocked before flizht.
SLIDING CABIK DOOR LIMITS
Right sliding cabin door. unless modified by Kit PIN 76070-20015-011 must be
closed for all flight operations.
Left sliding cabin dodr and right sliding cabin door modified by Kit PIN 7607020015-01 1 may be opened for flight operations with these restrictions:
Maximum airspeed for opening and closing slidins cabin door in flight is 5 0
K1.G and is limited to level f l i ~ h or
t descent.
Maximum airspeed with sliding cabin door in full open and locked position is 74
KIAS.
IMC flight prohibited with sliding cabin door open.
An operable flashlight must be available in the cabin if the sliding door is to be
opened in flight at night.
FLOTATION SYSTEM LIMITS
Maximum airspeed for inflation of the emergency flotation e a r is 75 KIAS.
Maximum airspeed with emergency flotation gear inflated is 75 M A S .
Maximum water contact speed with emergency flotation system inflated is 33 knots.
Landing :ear must be down prior to float inflation.
FAA APPROVED NOVEMBER 2 1, 1978

Part 1 Section I
Operating Limit ation
~I/K~D?S/KOY~~~
FLIGHT MANUAL
Maximum demonstrated airspeed for sideward flight or crosswind hover is 20 knots.

Maximum pressure altitude with emergency flotation gear
inflated is 5000 feet.
EXTERNAL CARGO HOOK LIMITS
External hook operations must be conducted by a qualified
flight crew under the provisions of the operating rules for
rotorcraft external load operations for loads that are jettisonable and are lifted free of the surface (Class B loads).
Normal operations are permitted with the external cargo hook
installed, but not used.
The height-velocity diagram in Figure 1-4 does not constitute
a limitation when conducting rotorcraft-external load
operations.
WEIGHT LIMITS
Maximum weight of the external cargo is 3300 pounds
(1500 k g ) .
AIRSPEED LIMITS
Maximum airspeed with an external cargo weight of 1900

pounds (863.6 kg) or less is 136 KIAS.
Maximum airspeed must be reduced with increases in external
cargo weight. Refer to Figure 1-4A.
NOTE
It should be noted that operational use
of the cargo sling is a highly specialized
industrial procedure. Extreme caution
must be taken to be sure that the loads
carried and the speed range throughout
which operation is intended do not
adversely effect the controllability
characteristics of the helicopter. It is
the responsibility of the operator to
establish safe and sound limitations for
each operation.

Part 1, Section I
FLIGHT MANUAL
NOTE
The external carso hook is located forward of the main rotor
shaft. Releasing a load will cause the aircraft to pitch nose
UP-
LTILITY HOIST LIMITS

Utilie hoisr operations must be conducted by a qualified flight crew under the provisions of the operating rules for rotorcraft external load operations for loads that are
jettisonable and are lifted free of the surface (Class B loads). Normal opelatiom are
permitted with the utility hoist installed, but not used.

Part 1. Section I
~ I / x ( ~ ~ R H K OOperatins
~&
Limitations
FLIGHT MANUAL
MAXIMUM AIRSPEED V S DENSITY ALTITUDE

AND EXTERNAL CARGO HOOK WEIGHT
20
40
60
AIRSPEED
80
100
- KlAS
Figure 1-4A
120
1 40
Pan 1. Section I
Ooeratine Limitations
w
FLIGHT MANUAL
NOTE
It should be noted that operational use of the utility hoist is
a highly specialized procedure. Extreme caution must be
taken to be sure that the loads camed and the speed range
throughout which operation is intended do not adversely
effect the controllability characteristics of the helicopter. It
is the responsibility of the operator to establish safe limitations for each operation.
The height-velocity diagram, Figure 1-4. does not constitute a limitation when conducting rotorcraft-utility hoist operations.
A cabin intercom system with operational "hot mike" capability is required for hoist
operations in which loads are brought into or out of the cabin.

The last 20 feet of hoist cable (colored red) is unusable.
WEIGHT LKMITS
The maximum utility hoist load is 600 pounds (272 kg).
The maximum weight of the rotorcraft - external load combination is 10,500 pounds
(4763 kg).
Maximum baggage compartment load is limited to 600 pounds (272 kg). The weight
to the left (port) or right (starboard) of the centerline of the baggage compartment
should not be over 300 pounds (!36 kg).
The hoist load may be restricted by lateral loading limits. See hoist loading information, Part 2, Section 11.
lMINIMUM FLIGHT CREW
Minimum flight crew for utility hoist operations is:
1. Two pilots, and a hoist operator in communication with the pilots.
2. One pilot and a hoist operator in communication with the pilot if the hoist
configuration includes a collective mounted hoist upidown switch in addition to
the cabin mounted provisions.
AIRSPEED LIMITS
With a load on the utility hoist, the maximum airspeed for sideward flight or crosswind
is 30 knots.
1-8D

Part 1 Section I
A///K@RH~~&
FUGHT MANUAL
With ioad on the utility hoist, the maximum airspeed in forward flight may be
restricted by stability of the load and is not to exceed 74 KIAS.
ENGIKE LIMITS
(See Figure I- 5 )
FUEL
Primary Fuel
ASTM D -1655 Jet A, A l , or B
MIL-T-5624 Grade JP-4 or JP-5
MIL-T-83133 Grade JP-8
Cold Weather Fuel (Below 4C (40F))
MIL-T-5624 Grade JP-4
*MIL-T-5624 Grade JP-5 with anti-ice additive conforming to MIL-I27686 (Philips Petroleum Company MB-55 or Equivalent) in concentration of 0.035 to 0.15% by volume.
ASTM D-1655 Jet B
*ASTM D-1655 Jet A, or A1 with anti-ice additive conforming to MIL-I27686 (Philips Petroleum Company MB-55 or Equivalent) in concentration of 0.035 to 0.15% by volume.
**AVGAS/jet fuel mixture (alternate fuel)

Part 1 Section I
Operating Limit ations
&~K<NBS/KOY~E@
FLIGHT MANUAL
NOTE
*Starting may not be consistent below 4OC
(40F).
**Mixture Ratio: 1 Part AVGAS, Grade
8018'7, to 2 Parts Jet Fuel (Jet A , Jet Al,
or JP-5) by volume may be used for
unrestricted periods of time. AVGAS,
Grade 100/130 (100L) with a maximum of
2.0 ml/Gal. ( 2 . 4 rnU1mperia.l Gallon,
-528 mllliter) lead content may be used
in place of grade 80187 in the same proportions with jet fuel for not over 300
hours during any overhaul period. Do
not use above 4OC (40F). Do not use
AVGAS containing Tricresyl-Phosphate
(TCP). If the jet fuel1AVGAS mixture
is added to JP-4 or Jet B y add. anti-ice
additive in concentration of 0 -035 to
0.15% based only on the jet fuel1AVGAS
volume added. If the jet fuel to be
mixed with AVGAS is JP-5, Jet A, or
Jet A 1 to which anti-ice additive has
not been added; add anti-ice additive
in concentration of 0.035 to 0.15% based
on entire fuel volume.

flw 1 k c t ~ o I~ )
( > p c r ; ~ t n gL i ~ ~ ~ ~ ~ ~ i l l o l - , ~
FLIGHT MANUAL
Part 1 Section I
&!f%B~~!ifl&
NGHT MANUAL
MIL-L-23699 or later revision Low temperature limit for stark:

of -40C (-40F)
MIL-L-7808For later revision - For starting temperatures between
-40" w -54OC (-40' to -65F)
NOTE
If sny of b e following limits a r e exceeded, refer to
' e n a e manufacmer's maintenance manual for action
to be a e n .
OIL TEMPERATGRE IJMrrs
Maximum: 107C (225"F)

Minimum flight 0C (32F) (provided that engine oil pressure is within specified limits)
Maximum: 130 PSI

Minimum: 50 PSI
FlSEL PRESSURE LIMITS (IF F'UEL PRESSURE GAGES ARE IIU'STALLED)
Minimum: 5 PSI
mEL FLOW LlMITs (IF FVEL FLOWMETERS ARE INSTALLED)

Minimum: 75 pounds per hour
-urn:
412 pomds per hour

NOTE
Fuel flow may go beyond these limits during transient
operanons including start.
E N G W TORQUE IJMITS
XOTE
Refer to TRANSMISSION TORQVE L I h C E in this
section for additional torque limits.
104.6% T o q e
- 5-minute takeoff and maximum continuous limit,

dual-engine (Refer to Engine Ratings and
Recommended Usage, Section I Part 2 for
recommended usage of maximum continuous
torque. )
F A 4 APPROVED NOVEMBER 21, 1978

Revised JA-.?TARY 17, 1979
- 30-minute limit, single-engine

111.2%.~ o r q a e- 2- 1/2 minute limit, single-engine
111.2% to 155% Torque - 16-second transient, s@e
1 0 4 6% Torque
engine
N1 (GAS PRODUCER) SPEED =TS
- Maximum for continuous operation

105% to 106%N1 - 10 second transient
105% N1
N2 (POWER TURBINE) SPEED LIMITS

114% N2
- Maximum at 0%
torque varying linearly to 107.1% 32 a t
111.2% torque
Transient: 15 second limit varies Linearly from 119% at flight autorotation to 109%at 111.2% tmque.

Revised FEZ3RUARY 1, 1979
Part 1 Section I
FUGHT MANUAL
Tj (POWER TURBINE INLETTEMPERATURE) LIMITS

Steadv State Limits
826C - 2- 1/2-minute power. one engine inoperative
798C - 30-minute power. one engine inoperative
768C - Eminute takeoff and maximum con:inuous (Refer to Engine
R a t i n s and Recommended bsage Section 1, Part 2, for recommended
usage of maximum continuous Ts.
Starting znd Shutdown
826" to 927C - Starting transient 10-second limit, time at 927C is limited
to 1 second.
Power Transients
826" to 905C - 12 seconds
To prolong engine life. avoid this transient condition ir!

normal operations.
TR.4NSMISSIOh LIMITS
TORQUE LIMITS
(See Figure 1-5.)
Dual-EnGne Operation
1000~;Torque per engine - 5-minute takeoff and maximum continuous.
Takeoff torque may exceed 100% on one engine to a

maximum of 104O/11,provided that the torque on the other
engine is less rnan 96O/0 and rhe sum of the individual
torque values does not exceed 200%:.
Single-En$ne Operation
100/oTorque - Maximum continuous
104OA1Torque - 30-minute limit
FAA APPROVED KOVEMBER 21,1978
Part 1, Section I
&#K!@RS~~E
F U G M MANUAL
115% Torque - 2 112 minute limit

11 5 8 to 155% Torque - 16 second m s i e n t
MIL-L-21260, Type I, Grade 30 - Low temperarure limit -9C (15F)
Dexron II or E
l ATF - Low temperarure Iirnit -34C(-30F)
MIL-L-23699 - Low temperarure limit -34C (-30F)
OIL TEMPERArn L m s
Minimum: -20C
OIL PRESSURE LIMITS
Maximum: 120 PSI
Minimum: 20 PSI
ROTOR LJMITS
POWER OFF
Maximum: 115% Nr
Minimum: 87% Yr
POWER ON
Maximum: 107% Nr
Minimum: 100% Nr - (dualen-&e operation)
Minimum: 96% 'cr
- (one engine inoperative)
96% to 99% Nr limited to one en-&e operation up to best rate of climb speed or
dual-en,oine operation up to Vne when required for execution of the appropriate
emersency procedure.
Transient: 82%
Transient: 70% Nr, at touchdown during single-ensine landings and rejected
takeoffs.
1-12
FAA APPROVED XOVEMBER 21, 1978

A H K D R . K O ~ ~ Part
~ 1 Section I
FLIGHT MANUAL
ROTOR BRAKE LIMITS

ROTOR STOPPED
Engine operation (one or two) limited to idle with rotor brake on.
ROTOR TURNING
Rotor brake application limited to one engine only operating at idle or both
engines shut down.
Maximum rotor speed for normal rotor brake application is 65% Nr.
Maximum rotor speed for emergency rotor brake application with both engines
shut down is 107% Nr.
A rotor shutdown using the rotor brake shall not be performed more than one
time in any 10-minute period.
ROTOR BLADE LIMITS - ROTOR STOPPED

DUAL ENGINE OPERATION
Main rotor blades must be positioned at approximately 45' to the longitudinal
axis of the helicopter.
SIXGLE-ENGINE OPERATIOS
At ambient temperatures of 37C (100F) and below with no tailwind component, unlimited at any rotor position.
At ambient temperatures above 37C (lOOF), the main rotor blades must be
positioned at approximately 4 j 0 to the longitudinal axis of the helicopter.
ENGINE COWLING REMOVED OR HINGED BACK

Single-engine operations permitted only with operational rotor brake applied
with main rotor blades positioned a t 4 j 0 to the longitudinal axis of the helicopter
and nose of the helicopter positioned into the wind.
See Figure 1-6.

Part 1 Section I
&FLIGHT
RB?
B?SB~E
MANUAL
PLACARDS
"THIS HELICOPTER MUST BE OPERATED IN ACCORDANCE WITH
THE OPERATING LIMITS SPECIFIED IN THE FAA APPROVED ROTORCRAFT FLT MAN. THE AIRWORTHINESS LIMITATIONS SECT OF THE
ROTORCRAFT MAINTENANCE MANUAL MUST BE COMPLIED
WITH." - on instrument panel
"CAUTION - TURN OFF STROBE LIGHT WHEN TAXIING NEAR OTHER
AIRCRAFT OR WHEN FLYING IN FOG OR CLOUDS. STANDARD POSITION LIGHTS MUST BE USED FOR ALL NIGHT OPERATIONS." - on
instrument panel
"CAUTION - BELOW 80 POUNDS FUEL REMAINING PER TANK, REDUCE AIS TO 126 KIAS OR LESS." - on instrument panel
Vne PLACARDS see Figure 1-7. - on instrument panel
CAUTION
ENGINE OPERATION WITH ROTOR STOPPED LIMITED TO:
BLADES 45"
TO LONG AXIS
OTHER BLADE POSITIONS
UNRESTRICTED
NO TAIL WIND COMPONEhT

AND
ONLY ONE ENGIEiE AT IDLE
AND
ONLY 37C OAT OR BELOW
- on instrument panel
1-12B

Revised September 7,1990
Part 1 Section I
ABK@BH~Y~&Operating
Limitations
FUGHT MANUAL
"THE MAXIMUM ALLOWABLE FLOOR LOADING FOR THE BAGGAGE COMPT. IS 75 LB. PER SQ. FT.FOR WEIGHTS UP TO THE MAXIMUM COMPARTMENT CAPACITY OF 600 LB." - on baggage companment
doors
CAUTION
"NORMAL ROTOR BRAKE STOPS ARE AUTHORIZED
ONLY AT 65% Nr OR LESS WITH BOTH ENGINES
SHUT OFF, OR ONE ENGINE AT IDLE." - on rotor brake
handle of helicopters equipped with manual rotor brake
"CARGO HOOWHOIST LIMITS
ROTORCRAFT-LOAD COMB. CLASS B
NO PERSON MAY BE CARRIED UNLESS:
H E IS A FLIGHT CREWMEMBER.
H E IS A FLIGHT CREWMEMBER TRAINEE.
HE PERFORMS AN ESSENTIAL FUNCTION IN CONNECTION WITH
THE EXTERNAL LOAD OPER.
HE IS NECESSARY TO THE ACCOMPLISHMENT OF THE WORK
ACTIVITY DIRECTLY ASSOCIATED WITH THAT OPER." - on instrument panel
"CARGO HOOK - MAX. CAP. 3300 LB 1496.88 KG" - on bottom skin
forward of cargo hook opening
"PILOTS PERMISSION REQUIRED TO OPEN SLIDING DOOR. INSURE
THAT ALL PASSENGER SEAT BELTS/HARNESSES ARE FASTENED." on 76076-20029 sliding doors or on doors modified by P/N 76070-20015-01 1 or
-012
"CHECK SLIDING DOOR LOCKED OPEN BY ATTEMPTING TO PULL IT

CLOSED WITHOUT PULLING ON HANDLE. INSURE SUPPORT PINS
ARE ENGAGED." - on aft door frame of sliding doors modified by P/N 7607020015-01 1
"MAXIMUM LOAD 600 LB."
- on hoist

I
I
I
I
I
Part 1 Section I
FLIGHT MANUAL
TRIPLE TACHOMETER
Wr TACHOMETER (ROTOR)
15% MAXIMUM POWER OFF
107% TO 115% PRECAUTIONARY
RANGE
11 107%. MAXIMUM PO'NER ON

1 100% TO 107% - NORMAL RANGE
1 8 7 TO 100%. PRECAUTIONARY
RANGE
TORQUEMETER
11 1.2% - 2-1/2 MINUTE LIMIT.
SINGLE ENGINE
87% - MINIMUM
104% TO 111.2% PRECAUTIONARY
N2 TACHOMETER (ENGINE O N L Y )
114% - MAXIMUM
17% TO ll4'K PRECAUTIONARY
RANGE
95% TO 107% NORMAL RANGE
RANGE
104% - 30 MINUTE LIMIT

SINGLE ENGINE
- T O 104% - PRECAGTIONARY
RANGE
100%. TAKEOFF 5 MINUTE LIMIT
DUAL ENGINE AND MAXIMUM
CONTINUOUS LIMIT
i
86.3% TO 100% - ADVISORY AREA*
0% TO 100% - NORMAL OPERATION
100%
' NOTE:
THE GREEN AND WHITE ARC ON
THE TORQUEMETER REPRESENTS
RECOMMENDATIONS OF THE
ENGINE MANUFACTURER.
SEE PART 2. SECTION I FOR
DETAILS
W 1 TACHOMETER
105"" MAXIMUM
59% TO 105"~,,NORMAL RANGE
59'"
MINIMUM
Fik-ura 1 - 6 (Sheel 1 o l 3)
r':\:\
:\PPIIOVED NOVEMBER 2 1 , 1978

Revised July 2 6 , 1982
P a r t I Section 1
FLIGHT MANUAL
ENGINE OIL
TEMPERATURE/PRESSURE
1 0 7 T - MAXIMUM
0C TO 107C - NORMAL
RANGE
B OC . MINIMUM FOR FLIGHT
130 PSI - MAXIMUM
&
-..
90 TO 130 PSI. NORMAL
RANGE
50 TO 90 PSI . PRECAUTIONARY
RANGE
50 PSI - MINIMUM
TRANSMISSION OIL
TEMPERAlURE/PRESSURE
105O TO i20C. PRECAUTIONARY
RANGE
J: 15O TO 1 0 5 % . NORMAL RANGE
.20 TO 15OC . PRECAUTIONARY
RANGE
-20C - MIN!MUM
R 120 PSI - MAXIMUM
70 TO 120 PSI . PRECAUTIONARY
RANGE
E 3 0 TO 70 PSI . NORMAL RANGE
2 0 TO 30 PSI . PRECAUTIONARY
RANGE
-3 PSI . MINIMUM
FUEL PRESSURE
5 TO 50 PSI . NORMAL RANGE
5 PSI . MINIMUM
AIRSPEED INDICATOR
TO 30 KlAS - PRECAUTIONARY
RANGE. INDICATIONS
INCONSISTENT
30 TO 155 KlAS . NORMAL RANGE
155 KlAS - MAXIMUM
HYDRAULIC PRESSURE
3300 PSI . MAXlMlJM
2800 TO 3200 PSI . NORMAL RANGE
2700 PSI . MINIMUM
Figure 1-6 (Sheet 2 of 3 )
FAA A P P R O V E D NOTJEM!3ER 21, 1978

R e v i s e d J U N E 2 8 , 1984
P a r t i Section I
Operating L i m i t a t i o n s
FLIGHT MANUAL
T 5 INDICATOR
- 2-1/2 MINUTE LIMIT SINGLE ENGINE

798" TO 8 2 6 ' C . PRECAUTIONARY
RANGE
798'C - 3 0 MINUTE L I M I T .
SINGLE ENGINE
768" TO 798'C - PRECAUTIONARY
RANGE
768C - TAKEOFF 5 MINUTE LIMIT
DUAL ENGINE AND MAXIMUM
CONTINUOUS LIMIT
r.694" TO 768" C - ADVISORY AREA
350" TO 768'C - NORMAL
OPERATION
1
826C
LIGt!T INDICATIONS
0 0 0 0
I 0 0
O
0
350" AND
695'C AND
O 769'CAND
0 799C AND
827" C AND
NOTE
THE GREEN AND WHITE ARC ON THE T5 INDICATOR
AND GREEN AND WHITE LIGHT ON THE T5 REPEATER
INDICATOR REPRESENTS RECOMMENDATIONS OF THE
ENGINE MANUFACTURER. SEE PART 2 SECTION 1
FOR DETAILS.
FUEL FLOWMETER
m 4 1 2 LB/HR-MAXIMUM
B 75 TO 4 1 2 LB/HR . NORMAL RANGE
m 75 LB/HR
- MINIMUM
F i z ~ r e1-6 (Sheet 3 of 3)
FAA APPEIOVED NOVEMBER 21: 1978
Revised J u l y 26, 1982
ABOVE
ABOVE
ABOVE
ABOVE
ABOVE
Vne PLACARDS
Vne POWER-ON.
TAKEOFF GROSS WEIGHT 8750 POUNDS
AND BELOW
Vne
POWER-ON.
TAKEOFF G R O WEIGKT
~
8%1 POUNDS
tOUISOo=
Vne POWER-OFF
ALL WElGKIS
F'igure 1-7
Part 1. Section I1
Normal Procedures
FLIGHT MANUAL
SECTION II
NORMAL PROCEDURES
EXTERIOR CHECK
The pilot will determine that the following exterior preflight check has been done before
the first flight of the day or before the next flight after extended maintenance. Those
items marked with an asterisk (*) should be checked just prior to each flight. Following
removal and proper stowage of protective plugs, tie downs, and other associated supplementary equipment, the following check is performed beginning at the pilot's door and
proceeding clockwise around the helicopter.
CHECK
*Pilot and Right Cabin Doors
Cyclic Base Covers (Boots)

Rotor Brake Switch
Battery Switch
Rotor Brake Switch
Manual Rotor Brake
Nose Flotation Gear Bottle
*Right Cabin Sliding Door
Main Gear Box (right side)
FOR
Proper operation, fit, condition, window clean
and unscratched, condition of hinges and
latches, security of jettison handles. Ensure
keylocks unlocked (if installed) by physically
opening each door from the outside
Check clear of interference with controls
ON
ON momentarily; check that ROTOR BRAKE
caution light is on.
REL
OFF
Proper pressure
Proper operation, security, condition of window and sliding rails, security of window jettison handle. On doors modified by Kit PN
76070-200 15-011, check that upper and lower
door track springs are installed and operating
properly.
Proper oil level

Revised May 25,2004
Part 1, Section I1
Normal Procedures
FLIGHT MANUAL
FOR
CHECK
Oil Filter Bypass
Hydraulic Module - Second Stage
Main Rotor Servo (if aircraft has
been nonoperational for more than 2
hours in freezing temperatures)
Unpopped
Proper fluid level, filter button, no leakage
Attempt to manually move input link to Forward Main Rotor Servo. Input link should
move freely with no restrictions approximately !4 inch.
Main Rotor Head
General condition
Main Rotor Damper Reservoir
Proper fluid level
Main Rotor Blades
General condition: tip cap for condition and
security; blade upper and lower surfaces for
raised skin indicative of disbond. Rotate the
rotor system as required to view all blade surfaces and tip caps.
*Engine Oil Reservoirs
Proper fluid level. If low and engine has been
stopped more than 15 minutes, motor engine
30 seconds and recheck. When securing filler
cap, make sure latching mechanism is properly engaged before closing access panel.
CAUTION
Normal engines use a minimal amount of oil. Any
sudden increase in oil consumption is indicative of
oil system problems which must be corrected.
Engine Oil and Fuel Filter By-passes
Unpopped
NOTE
It is possible for the impending oil filter bypass

indicator to extend during a start of a cold soaked
engine, giving an erroneous indication of a dirty
oil filter. If the impending filter bypass indicator is
extended, run the engine until the oil is at operating temperature and push the indicator button in. If
the button remains in throughout the normal speed
range of the engine, the filter does not require
cleaning.

Part 1 Section I1
Normal Procedures
FLIGHT MANUAL
FOR
-
CHECK
Engine External Oil Filter
Bypasses (optional)
Unpopped
Engine Fire Bottle
Proper pressure
Engine Area
General condition of engine. Check all

accessible areas for obvious loose
bolts, broken or loose connections,
security of mounting accessories,
broken or missing safeties, and
evidence of fuel and oil leakage.
Compressor Inlet
Damage, dirt accumulation
NOTE
Check compressor inlet carefully when helicopter.is
operated in sand, dust, snow, or icing environments.
Oil Cooler Blower Duct
Obstructions
Engine Air Intake
Obstructions and foreign objects

which may be drawn into compressor
EAPS and EAPS doors
Condition, cleanness, security
'Fuel Filler Cap
Fuel level, cap secure
*Baggage Compartment
Contents, fuel leakage, door secure

2-2A
Part 1, Section I1
Normal Procedures
FLIGHT MANUAL
FOR
CHECK
Electrical Compartment
For hoist mission check, HOIST POWER and

HOIST CONTROL circuit breakers in
*Electrical Compartment Access
Panel secure
Main Landing Gear Compartment
Tire condition and inflation, strut extension,

door and gear actuator rods properly attached
and undamaged, condition of flotation bag
sharp edge protection, fluid leakage, elastomeric bearing condition.
Tiedown ring stowed flat against shock strut
*Tiedown ring
CAUTION
Tiedown rings that are not stowed flat may lead to failure
of the landing gear to retract or extend.
*Downlock pin
Downlock pin removed
Flotation Gear
Bags for proper storage, covers for condition

and security, bottles for proper pressure
Hydraulic Lines
Leakage
Fluid Drains and Vents
Leakage
Antennas
Tail Cone Static Ports
Damage, corrosion, secured

Clear of soot and obstructions
Pylon Skin and Fairings
General condition
Horizontal Stabilizer
General condition. Check that the attachment

is tight and that there is no movement (play)
in any direction
Side Position Light
Cracked or broken lens
Intermediate Gear Box Fairing
Lower surface for scrapes and condition, air

intake for obstructions
*Intermediate Gear Box
Proper oil level
Tail Rotor Head
General condition
Tail Rotor Blades
General condition
*Tail Rotor Gear box
Proper oil level
Anti-collision and Position Light
Cracked or broken lenses

Revised May 25,2004
Part 1, Section I1
Normal Procedures
As~m~srnflE
FLIGHT MANUAL
FOR
-
CHECK
Pylon Skin and Fairings (Left Side)
General condition
Horizontal Stabilizer
General condition
Side Position Light
Cracked or broken lens
Antennas
Damage, corrosion, secured
Tail Cone Static Ports
Clear of soot and obstructions
Tail Cone Access Panel
Security, condition
Main Landing Gear Compartment
Tire condition and inflation, strut extension

door and gear actuator rods properly attached
and undamaged, condition of flotation bag
sharp edge protection, fluid leakage, elastomeric bearing condition.
*Tiedown ring
Tiedown ring stowed flat against shock strut

CAUTION
Tiedown rings that are not stowed flat may lead to failure
of the landing gear to retract or extend.
*Downlock pin
Downlock pin removed
Flotation Gear
Bags for proper storage, covers for condition

and security, bottles for proper pressure
Leakage
Leakage
Drain - Check for water and visible contaminants. Adequate water drainage is provided
only with the helicopter approximately level
(less than 3' nose up or nose down)
Contents, fuel leakage, door secure
Fuel level, cap secure
Unpopped
General condition of engine. Check all accessible areas for obvious loose bolts, broken or
loose connections, security of mounting accessories, broken or missing safeties, and evidence of fuel and/or oil leakage
Hydraulic Lines
Fluid Drains and Vents
Fuel Sump Drain
*Baggage Compartment
*Fuel Filler Cap
Thermal Relief Indicator Button
Engine Area
Engine Fire Bottle
Proper pressure
Engine Oil and Fuel Filter Bypasses
Unpopped

Revised May 25,2004
Part 1, Section II
Normal Procedures
FLIGHT MANUAL
FOR
CHECK
NOTE
It is possible for the impending oil filter bypass indicator

to extend during a start of a cold soaked engine, giving an
erroneous indication of a dirty oil filter. If the impending
filter bfiass indicator is extended, run the engine until the
oil is at operating temperature and push the indicator button in. If the button remains in throughout the normal
speed range of the engine, the filter does not require
cleanhg
Compressor Inlet
Damage, dirt accumulation

NOTE
Check compressor inlet carefully when helicopter is operating in sand, dust, snow, or icing environments.
Engine Air Intake
Obstructions and foreign objects which

may be drawn into compressor
EAPS and EAPS doors
Condition, cleanness, security
Oil Cooler Blower Duct
Obstructions
Main Rotor Head
General condition
Hydraulic Module - First Stage
Proper fluid level, filter bunon, no leakage
Main Rotor Servos (If aircraft

has been nonoperational for
more than 2 hours in freezing
temperatures)
Attempt to manually move input links to

L a W and Aft Main Rotor Servos. Input
links should move freely with no restrictions approximately 114 inch.
WARNING
Specifically check the security of the aft engine cowl
latches and straps just prior to each fight.
*All Engine and Transmission
Doors and Cowls
Condition, security including hinges,

latches, camlocs, and sfraps

Part 1, Section II
Normal Procedures
FLIGHT MANUAL
FOR
-
CHECK
Electric Rotor Brake Module
Proper fluid level, leakage
Manual Rotor Brake Accumulator
Proper fluid level, leakage
Rotor Brake Pucks (2)
Proper disc clearance
Nose Gear Lockpim (copilot's

side of console)
Removed
*Copilot and Left Cabin Door
Proper operation, fit, condition, security,

window clean and unscratched, condition
of hinges and latches, security of jettison
handles. Ensure keylocks unlocked (if installed) by physically opening each door
from the outside.
*Left Cabin Sliding Door
Proper operation, security, condition of window and sliding rails, security of window
jettison handle
*Copilot's Seat Belt
Security, if to be unoccupied
Nose Flotation Gear Bottle
Proper pressure
Windscreen
Glass clean and unscratched
Windshield Wipers
Clean, wear, condition, security
Nose Gear Compartment
Tire inflation, strut extension, door and

gear actuator rods properly attached, and
gene& condition
Nose Flotation Gear Panels
Condition, security
Pitot Heads
Covers removed, clean, damage, and

security
Controliable Searchlight or
Landing Light
Lens damage, proper stowage
Emergency Blowdown Bottle
Proper pressure
Electronics Compartment
Panels closed and security

Part 1, Section I1
Normal Procedures
FLIGHT MANUAL
FOR
-
CHECK
Windshield Washer
Fluid level
OAT Source
Clean, free of obstructions, security
Main Rotor
Free to turn; walk rotor through 90" to

next 45" position. as necessary

FLIGHT MANUAL
Part 1, Section 11
Normal Procedures
IN'IXRIOR CHECK
The takeoff and anticipation landing gross weight and balance should be determined before takeoff and checked against the LOADING INFORMATION contained in Part 2 and OPERATING LIMITATIONS.
NOTE
Throughout the remainder of Section 11, checks marked
with a plus symbol (+) are required only before the first
flight of each day. All other checks should be done before
each flight.
1. Cabin exits - Secure and accessible.
2. Cargo - Secure.
+3. F i e extinguishers - Charged and secure.
+4. First aid kit - Sealed and secure.
+5. Emergency locator transmitter Secure, antennas connected, switch to ARM.
+6. All other emergency and safety equipment - Condition and secure.
7. Required aircraft documents checked.
8. In-Flight power assurance - Note most current 30-minutepower assurance and
daily trend check data. (See IN-FLIGHT POWER ASSURANCE this section).
NIGHT FLIGHTS
1. All interior lights - Check.
2. All exterior lights - Check.
BEFORE STARTING ENGINES
1. Aft doors - Secure. Check lockpis.
2. Seat and tail rotor pedals - Adjust.
3. Wheel brakes - Set.
4. Safety belt and shoulder hamess - Check and fasten.
5. Continuous ignition switch - OFF.
NOTE
Continuous ignition is disabled when engine lever is OFF.
6. Landing gear handle - DOWN.
7. Landing gear emergency T-handle - In.
8. Avionics - OFF.
9. Power on VIE placard - Select.
10. Flight control servo switches - Centered.
11. Generator switches - ON.
12. Inverter switch(es) ON.
13. Master start switch - ON.

Part 1, Section II
Normal Procedures
&#K@R.I~~E
FUGHT MANUAL
14. Stick trim switches - ON.

a. Cyclic stick trim switch - AUTO for AFCS Phase llI.
b. Yaw trim switch ON for AFCS Phase llI.
15. Arming Switches - OFF.

16. Channel monitor switch - PBA (if installed). Check both indicator needles
centered.
17. Remaining center console switches - As desired.
18. Battery switch - ON.
,
19. Rotor brake switch - ON. Check ROTOR BRAKE caution light on to confirm
functioning of 15 psi pressure switch.
If manual rotor brake installed, handle - ON (two strokes required) and check
ROTOR BRAKE caution light on and pressure gage for at least 200 psi.
19A. Rotor brake off starts - If desired.
With electric trrake installed:
a. Select OFF without going to REL, and check caution light off within 3
seconds.
b. Select REL, then OFF.
With manual brake installed:
a. Release brake, handle in detent, and check caution light off within 3
seconds.
20. External power switch (If external power available) - ON
21. Landing gear down and locked lights (3 green) - ON.

22. AFCS switches - OFF. NO GO lights off.
23. Fuel quantity - Check.
+24. Fuel indicating system - Note fuel quantity; then press test button. Indicator
pointer should decrease slowly to zero. Release test button and pointer should
retum to original indication.
25. Cautionladvisory panel - Press to test. Check these lights:

Caution panel
Master warning panels
T5 repeaters
Landing gear
AFCS Gomo GO
Fire extinguisher test
Float test panel
AFCS AIS (AFCS Phase III installed)

SA 4047-76-1
~///K@EHKo~&,
FLIGHT MANUAL
Pan 1, Section II
Normal Procedures
-26. Engine failure warning system - Check.

a. # l and #2 ENGINE OUT warning lights - 9 n .
b. Engine out ground test switch (side of console) - Hold in TEST. Ahernating tone will be heard. Press ENGINE OUT waming light capsules to
reset tone. Warning lights will remain on.
c. Engine out ground test switch - OFF.
2'7. Circuit breaker panels - Check.
28. Fire extinguisher test. fire detector, prime switch panel - All switches OFF
or XORM.
-29. Fire detector system - Check.
a. Fire detector test switch - FWD. FIRE warning lights and T-handle lights
should light and continuous tone should be heard.
b. Press FIRE warning light capsule(s) to reset tone.
c. Fire detector test switch - NORM. All FIRE waming lights off.
d. Fire detector test switch - AFTIBAG. FIRE warning lights and T-handle
lights should light and continuous tone should be heard.
NOTE
If external power is in use, the SMOKE DET BAGGAGE
warning light will go on.
e. Press FIRE warning lizht capsule(s) to reset tone.

f. Fire detector test switch - NORM. All FIRE warning lights off.
30. Heater BLEED AIR switch or ECU CONT SEL switch - OFF.
3 1 . Engine levers - OFF

32. Fuel levers - XFEED.
33. Engine T-ha'ndies - Forward.

- 3 3 . Engine power assurance target values - power assurance with
EAPS ON must be conducted prior to flight with EAPS ON. A
check with EAPS ON also assures power with EAPS OFF. Determine t a r s e t T j s e t t i n g s f o r ambient O A T and pressure a l t i tude (Figures 2- 1 through 2- 17). Use Figures 2- 1 through 2-8
FAA APPROVED NOVWBER 21, 1978

Revised May 15. 1992
2-6A
Part 1 Section I1
Normal Procedures
FLIGHT MANUAL
to determine target T5 values f o r helicopters without EAPS o r

for those with EAPS installed and with the EAPS switch OFF.
Use Figures 2-10 through 2-17 with EAPS installed and with the
EAPS switch ON.
35.
Using ambient OAT and pressure altitude, consult the Torque

Available, Takeoff Power chart (Figures 4- 6 and 4- 6 ~ to) determine the torque to be used during takeoff.
STARTING ENGINES (BATTERY OR EXTEmAL POWER)

NOTE
When starting on battery power, the oil press u r e and fuel pressure indicators a r e inoperative until the d. c. generator comes on line;
however, the emne oil pressure and fuel press u r e warning lights on the caution-advisory
panel can be monitored for pressure indications.
1.
Rotor a r e a
- Clear
Passengers and crew members should not be

allowed to approach o r depart the helicopter
directly from the front because of rotor clearance, especially at low r p m and with gusty
wind conditions.
CAUTICN
Rotor brake limits a r e as follows: With rotor
stopped, rotor brake operation limited to one
o r two engines operating at idle.
CAUTION
ENGIhTE OPERATION WITH ROTOR STOPPED LIMITED
TO:
BLADES 45' TO LOXG AXIS
UhXESTRICTED
2.
Passengers and crew
OTHER BLADE POSITIONS

NO TAIL WIND COMPONENT
AhTD
ONLY ONE ENGINE AT IDLE
AND
ONLY 37" C OAT OR BELOW
- Alerted

Revised FEBRUARY 22, 1985
Part 1, Section II
SIKDR~IO~ENormal
Procedures
SA 4047-76-1
FLIGHT MANUAL
3. KO. 1 engine - Start

NOTE
Either engine may be started fmt.
During external power starts with the battery switch inadvertently OFF, some external power supplies might cause
a sharp fluctuation of cockpit indicators. Turn battery on
to eliminate.
Select freon air conditioner (if equipped) OFF prior to
engine starter engagement.
Continuous low fuel pressure and the failure to attain light
off (with functioning ignition) durin,a a start attempt are
indications of possible loss of fuel pressure. l h s condition is more likely to occur following fuel system maintenance or storag of the aircraft. See FUEL PRIMING
PROCEDURES in the OPTIONAL PROCEDbRES at
the end of Section II for details.
CAUTION
If rotor should besin to turn during start with the rotor brake
on. shut down the engine(s) or release the rotor brake. See
Section 111, EMERGENCY PROCEDURES for details.

Part 1, Section 11
ANKBRHIO~~E Normal
Procedures
FLIGHT MANUAL
a. No 1 engine lever - OFF.

b. Starter button - PRESS. To minimize possibility of hot starts, or hung
starts at lower ambient temperatures, motor engine until T5 is below
150C and N1 at 12%.
c. Engine lever - IDLE.
NOTE
It is recommended that starting T5 be maintained in the
range of 760 to 820C when possible. At colder ambients, it
may not be possible to reach 760C; therefore, the engine
lever should be advanced rapidly to ground idle as soon as
12% NIis reached with Ts below 150C. At warmer ambients, or when restarting a warm engine, a modulating technique can be used to maintain TSbetween 760 and 820C. T5
during start should not go over 826C steady state (transient
operation between 826C and 927C limited to 10 seconds,
operation at 927C is limited to 1 second).
d. Starter button - Release at 58% NI.
e. Oil pressure - Above 50 PSI.

Part 1, Section II
Normal Fkocedures
=&+Rti@~~~flfl&
FUGHT MANUAL
f. A normal start should be completed in 25 - 60 seconds. Idle speed is 60%

to 61% Ni.
NOTE
Starter use limits vary depending on whether or not fuel
ignition (light-off) occurs in the engine. With fuel ignition
the starter limits are: a 60-second start attempt, a 60-second
interval, and then a 60-second start attempt followed by a
15-minute interval. Repeat cycle. W~thoutfuel ignition the
limits are a 30-second engagement, a 30-second interval, a
30-second engagement, followed by a 15-minute interval.
Repeat cycle.
g. At idle, check N1 and Ts for normal indications and #1 DC GEN caution
light off.
NOTE
If the engine has been shut down for more than 15 minutes,
stabilize at idle speed for 1 minute before increasing power.
CAUTION
To avoid auto- (spontaneous) acceleration of the 25030 or
250-C30S engine, make a ground warmup at idle speed for
a period of 10 minutes before flight if all of these conditions
are encountered.
1. Low ambient temperatures, - 12OC (10F) or lower.
2. High relative humidity, 45% or higher.
3. Helicopter has been allowed to cold soak.
If auto-acceleration should occur,shut down engine. Subsequently, restart and resume warmup period.
4. For rotor brake off starts, check transmission oil pressure, servo pressure and
tip path response to cyclic inputs.
NOTE
The rotor brake will hold with both engines at idle, but the
following procedures allow the EAPS checks to be most
easily done. For helicopters without EAPS, rotor engagement can be made by releasing the rotor brake with one or
both engines at ground idle, or without use of the rotor brake
as desired.
5. Rotor brake switch (if rotor bxake applied) - Carefully select OFF and check
caution light off within 3 seconds. If manual brake installed, move handle to
OFF detent and check caution light off within 3 seconds.
I
2-8

Pan 1 Section 11
A~~K@BsK#~~&Normal
Procedures
FLIGHT MANUAL
NOTE
The rotor brake will release as the rotor brake switch is
moved to OFF.
6. Rotor brake switch - REL; then OFF.

7. Transmission oil and servo hydraulic system pressures - Check indicators for
normal range and MA13 XMSK OIL PRESS warning light and # I SERVO
SYSTEM and $2 SERVO SYSTEM caution lights - Off.
7a. No. 1 engine lever - Move forward towards FLY while positioning cyclic to
minimize droop stop interference.
8. Flight controls and servo systems - Check at 65 - 70% Nr with droop stops
out.
If flight controls do not respond correctly or a restriction

in control motion is evident during operation on either
isolated hydraulic system, move servo switch to center
(both Or\;) and proceed with shutdown.
Do not move flight control servo switch from ON during

flight, except in case of emergency where it is necessary to
turn off a malfunctioning servo stage.
a. Move all flight controls through a displacement of at least 1 inch from
trimmed position, checking for binding or roughness. Observe tip-path
plane for proper response.
b. Pilot's flight control servo switch - NO. 1 OFF. Note that #1 SERVO SYS
caution light goes on immediately. There should be no jump in controls.
Check flight controls as above.

FUGHT MANUAL
Part 1, Section I1
hiorma1
Procedures
. .
c. Pilot's flight control servo switch - Move rapidly to NO. 2 OFF. rr"1
SERVO SYS caution light goes off and $2 SERVO SYS caution light
sees on immediately. There should be no jump in controls. Check flight
controls as above.
d. Pilot's flight control servo switch - ON. Both servo pressures normal and
both caution lights off.
9. Deleted.
10. No. 1 engine Iever - Advance slowly forward to FLY.
11. AC generator (if installed) - Check ON. AC GEN caution and INV ON
advisory lizhts off.

12. EAPS check (EAPS equipped aircraft).
a. Engine anti-ice switches. Check off.
b. EAPS switch - Oh'. EAPS caution light will go on, indicating that EAPS
doors on No. 1 engine remain open.
13. No. 2 engine - Start. Follow same procedure as for No. 1 engine and then
advance slowly forward to FLY.
14. Deleted.
15. EAPS check (EAPS equipped aircraft).

Revised May IS, 1992
P a r t I Section II
Xormai Procedures
FLIGHT MANUAL
a.
EAPS caution light will go out and EAPS advisory light will go on,
indicating that the EAPS is functional. This, in conjunction with
steps 12 and 13 above, a s s u r e s that the EAPS automatic door opening circuit is operational.
b.
EAPS switch - CFF. EAPS caution light will remain off and EAPS
advisory light will go off.
NOTE
No. 2 engine EAPS is checked during shutdown.
16. Engine anti-ice
- ON below t 2 " C witln visible moisture.
XOTE
With EAPS equipped aircraft, turning on engine antii c e will energize the EAPS system. EAPS operation
not permitted in falling and blowing snow.
WOTE
With the snow protection kit installed, turning on the
engine anti-ice will put on the anti-ice caution lights.
These lights will go off when the heating elements in
the firewall and encjne bellmouth reach about 18C.
17. EAPS
- As desired.
Do not turn the anti-ice/EAPS switches off if accurnulations of ice o r snow is suspected. Opening the EAPS
doors under these conditions could r e s u l t in engine
damage o r flameout.
18. Zeater o r ECG

19. Avionics
- As desired.
- As desired.
20. Fuel totalizer indicator

cator.
- Set total fuel indicated on fuel quantity indiXCTE
The fuel totalizer shall be used f o r information purposes only. The fuel quantity indicating system must
b e used f o r all operations.
21. F i r e detector test switch AFT/BAG. The SMOKE DET BAGGAGE

warning Light on the caution/advisory panel should Light. Also, f i r e
warning Lights and T-handle lights should light and continuous tone
should be heard. Return f i r e detector t e s t switch to WORM. All f i r e
lights will go off.
NOTE
If a f i r e should occur in the baggage compartment, only

go on.
the SMOKE DET B A G G A G E w a r n ~ l i g h will
t
(The continuous tone will not be heard.)
Part 1, Section II
Nonnal Procedures
FUGHT MANUAL
22. Fuel levers - DIRECT.
23. External power - OFF and disconnected.

24. Deleted.
-25. AC generator - Check at 100% Nr.
a. AC generator overvolt-undervolt test switch - Hold at UNDERVOLT for

about 5 seconds.
b. AC generator should drop off the line as indicated by the lightins of the
AC GEN caution light. Check that JSV ON advisory light o e s on when
generator drops off the line.
c. Place AC generator switch OFF. then ON7 to restore generator output.

d. AC senerator overvolt-undervolt test switch - Hold at OVERVOLT. Generator dropout should be immediate. Repeat steps b. and c.
e. AC generator feeder fault test switch - FEEDER FAULT. Repeat steps b.

and c.
+ 26. DC generators - Check.

a. BAIT switch - OFF. B A I T OFF caution light - ON.
b. NO. 1 generator test switch - Hold at GND FAULT for about 5 seconds.
c. No. 1 generator should drop off the line as indicated by lighting of the # 1
DC GEN caution light.
d. Observe that the DC ESS BUS. NO. 1 DC PlU BUS. and the NO. 2 DC
PRT BUS remain powered by noting continued fuel quantity and engine
torque indications.
e. Place NO. 1 senerator switch OFF, wait for 5 seconds, move to RESET
to restore senerator output.
f. $1 DC GEN caution light - OFF when generator output is restored.
Repeat tesr with No. 1 generator test switch at OVERVOLT. Generator
dropout should be immediate.
g. Repeat steps b. throuzh f. for NO. 2 generator.
h. BATT switch - ON, BATT OFF caution light - OFF

Part 1, Section II
N o d Procedures
FLIGHT MANUAL
27. AFCS - Check.
NOTE
When operating aboard ship it is recommended that the automatic flight control system not be tested and that the system
remain disengaged until just prior to takeoff.
a. Check all NO GO lights (AFCS control panel) - OFF
b. Channel monitor switch (AFCS indicator panel) - PITCH.
c. No. 1 pitch channel engaze-disengage switch - ENG. CH 1 indicator
pointer should be approximately centered.
d. No. 2 pitch channel engaze-disengage switch - ENG. CH 2 indicator
pointer should be approximately centered. Slizht movement of collective
pitch should cause both needles to respond.
e. Channel monitor switch - ROLL. Engage roll axis following same procedure as for pitch axis (steps c. and d. above). Use lateral cyclic movement
to check roll AFCS response.
f. Channel monitor switch - YAW. Engaze yaw axis following same procedure as for pitch axis (steps c. and d. above). Use pedal movement to
check yaw AFCS response.
g. Channel monitor switch - PBA (if installed). Check both indicator needles
are full left (LFTEWD).
27A. AFCS Phase I
D auto shutdown - Check.
a. Cyclic auto shutdown test switch - LTIFWD. Check for slizht cyclic
movement left and forward and that AUTO SHUT - DN caution light goes
on.
b. Cyclic stick lrim switch - Cycle to ON for 1 second and back to AUTO.
Yaw uim switch - Cycle to OFF for 1 second and back to OK. Check
ALTO SHUT - DN caution liht off when the yaw m m switch returned
to ON.
c. Cyclic auto shutdown test switch - RT/AFT. Check as in a. and b. above.
27B. AFCS A/S advisory light - Check off.

A FLIGHT
l ~ mMANUAL
~ ~ f l f l ENormal
~
Part 1, Section LI
Procedures
+28. Droop compensator amplifier - Check at 100% Nr.
a. Both engine levers - FLY.

b. No. 1 engine - Minimum beep.
c. No. 2 engine - Beep forward to split away No. 1 engine N2 about 2% N2Nr
(unloaded engine N2 about 100%). Check No. 1 engine below 75% NI.
d. Collective pitch lever - Move slightly and rapidly (?1/8") (3mm) up and
down. Check that the unloaded engine N2 momentarily increases to join the
other N m r . Note that the engine driving the rotor will respond with a
noticeable power increase ( N I , Ts, fuel pressure, torque and N2 will
increase somewhat).
e. No. 2 engine - Minimum beep.
f. No. 1 engine - Beep forward to split away No. 2 engine N2 as in step c.
g. Repeat step d. for No. 2 engine.
h. Match torques, set Nt as desired.
NOTE
Use tip path plain to control taxi speed. Use wheel brakes
only as needed to slow down, turn, stop, or maintain a
ground position.
1. Pilot door(s) - Secured. Check lockpins. DOOR OPEN caution li,oht off.
2. Chocks - Removed.
3. Parking brake - OFF.

4. Wheel brakes - Checked.
1. Engine and transmission instruments - Normal range.

2. Caution/advisory panel - Check.
3. Engine levers - FLY.

4. Heater BLEED AIR switch or ECU CONT SEL switch - OFF.
4A. Heater blower on, or pilot's window open or overhead vents open for
ventilation.
Revised October 19,2001
2- 1OC
%K~RWR~!EQ
FLIGHT MANUAL
Part 1, Section I1
Normal Procedures
4B. With EAPS installed - Switch as required.
5. AFCS - As desired (Engage for IMC flight).
6. Stick trims - As desired (Cyclic trim - ON or AUTO for IMC flight and yaw
trim as desired).
7. Engine anti-ice switches - As Required.

NOTE
Engine anti-ice must be on at or below 2C with visible
moisture.
7A. Continuous ignition switch - As desired.
NOTE
Use of continuous ignition is recommended during takeoff
and landing in falling and blowing snow and flight into
inadvertent icing, heavy rain, or heavy snow. Discretion
should be used during cruise flight due to the reduction in
spark igniter plug service life caused by continuous duty.
+8. Engine power assurance - Check each engine separately at 100%Nr.
NOTE
Two engine check procedures are provided. Either procedure should be used at least once daily to ensure the availability of maximum engine power necessary to meet the
performance data contained in this Rotorcraft Flight
Manual. If acceptance criteria of either procedure is not
met, engine maintenance action must be done in accordance with the Maintenance Manuals prior to further flight.
The power assurance check defined in steps 8.a., 8.b., 8.c.,
and accomplished using Installed Power Assurance Check
Charts in Figure 2-1 throuzh Figure 2-17, should be used if
the pilot wishes to check engine power prior to takeoff. The
In-Flight Power CheckITrend Analysis procedure is an
alternate engine power check that may be used in lieu of
the ground Power Assurance check for those who wish to
maintain engine trend analysis to monitor power output.
This procedure is defined in steps 1 through 8, under
30-Minute Power Assurance Check, and 1 through 7, under
Daily Trend Checks-Normal Cruise, in the cruise procedure, and is accomplished using charts in Figures 2-18
through 2-2 1.

Pan 1 , Section II
Normal Procedures
FLIGHT MANUAL
NOTE
Power assurance with EAPS OK must be conducted prior to
flight with E M S ON. A check with EAPS ON also assures
power with EAPS OFF. This check should be done only
when engine and uansrnission oil temperatures are in the
normal operating range (green arc).

RIGHT MANUAL
NOTE
If the aircraft is cold soaked below -16OC ( d F ) a

warmap period is required to assure proper operation of the torquemeter system. With both engines
driving the rotor system. the warmup period is 7
minutes at -1 6C (3
OF) increasing a t the rate of
1 minute per each 1 OC (1.8"F)below -16C (+3OF).
a.
Using OAT'C and pressure altitude, select lowest possible

Tg.
target torque Power Assurance Chart and determine -get
b.
With aircraft nose into wind, shut off DC generSLtOr of engine being checked, adjust torque to target valne while
- ' - - ,100%
&law at least 10 seconds after initial power application for

T j to s t a b i i e and note observed Tg. Hover is permitted if
required. Observe height-velocitg limits (Figure 1-4).
. Xr,
c.
Determine TS margin (number of "G M o a target).

(1) If the observed % exceeds the target, there is no margin
and engine maintenance must be accomplished in accordance with the Maintenance Manual before flight.
(2) If observed T5is less than target Tg by 6 O or mare,

suE6cient Tg margin exists and published performance
is assured. (Proceed to step d. ) If Tg margin is less
than 6", proceed to step c. (3).
(3) If 5 margin is less tban 6O, perform an adpower

as-ce
checkusingthe next h i g k r t o r q a e chart,
d. DC generatorsrvitch- ON.
9.
10.
e.
Repeat Steps a. through c. for opposite engine.
f.
Match torques at 100% Xr.
Flight instrrrments
- Check and set.
Navigation and communication equipment
- Check and set.
11. Windshield heat As required.

12. Pitot heat As reqaired.

Revised
.. MAY 14. 1985
Part 1 Section 11
Normal Procedures
NGHT MANUAL
EAPS NOT INSTALLED OR EAPS 1NSTAU.ED AND SWrrtX IN

THE OFF POSmON
AIRSPEED -.STATIC
Nr= 100%
ENGINE BLEED A I b O F F
GENERATORdFF
TORQUE = 7W
POmff TURBINE INAIR TLIIPERAWRE-T 5.C

740
760
780
800
&?O

Revised AUGUST 27. 1919
INSTILLEO POWER ASSURANCE CHECK CHART

EARS NOT INSTALLED OR EAPS INSTULED AND SWITCH
THE O f f POSITION
AIRSPEED
~TATIC
ENGINE BLEED NR--OFT
IN
Nr= 100%
GPIERATObOFF
TORQUE = 75%
F i e 2-2

Revised AUGUST 21. 1919
2-13
Part 1 Section II
No&
Procedures
~ RIGHT
f l m MANUAL
~ g ~ d ~ / &
INSTALLED POWER ASSURANCE CHECK CHART

EWS NOT INSTALIED OR EAPS IN'XAUED AND SWITCH 1N
THEoFFPOSmoN
U R ~ E D STATIC
ENaNE BLEED A I b O F F
Nr= 106%
GENERATOR-OFF
Figure 2-3
Revised AUGUST 27, 1919
FUGHT MANUAL

UPS NOT INSTALLED OR EAl5 INSTILLED AND SWITCH I N
THE OFF POSmON
AIRSPEED STATIC
ENGINE BLEED AIRIOFF
Nr= 10Wh
GENERATOR-OFF
Part 1'Section II
Normal Procedures
Figare 2 4
Part I Section II
Normal Procedures
SRIGHT
~ mMANUAL
?md&
AIRSPEED SIATIC
ENGlNE BLaD AIR-OR
)IT=
1-
CENERITOR-OFF
Figore 2-5
FAA APPROVED NOVEMEER 21, 1978
I
I
INSTALLED POWER ASSURANCE CHECK
CHART
U95 NOT lNSTAUED OR EIPS I W A U E D AND SmCH IN

THE MT POSmON
AIRSPEED STATIC
NI= 1000k
ENGINE BLEED A J b O F F
GENERAT-
II
Figare 2-6
2-
UC
Part 1 Section II
Normal Procedures
51~amm~dE
FUGHT MANUAL
Figure 2-7
Part 1 Section II
Normal Procedures
FLIGHT MANUAL
9
h
0
0
9
8
~30nuL1*3El=-
9
m
D
0
b
0
9
*
'?
P.
C)
0
0
b
0
L1
CI
cri
figare 2-8
FUGHT MANUAL
Figare 2-9.
Deleted.

,-
Part 1 Section I1
K
FLIGHT MANUAL
U P S INSTAUED AND SWITCH IN THE ON POSITION
AIRSPEED
STATIC
ENGINE BLEED AIR-OFF
TORQUE = tOgb
Nr= 100%
GENERATORaFF
FAA APPROVED NOVEMBER 21, f 978

&vised AUGUST 21, 1979
RlGHT MANUAL
IUSTALLED POWER ASSURANCE CHECK CHART

EAPSIWS~AUEDAND SWITCH INTHE on ON
TORQUE = 75%
Figure 2-11
WGHT MANUAL

EAPS INSTALLED AND m C H IN THE ON POSITION
AIRSPEED STATIC
ENGINE BLEED AIR-OFF
N r = 160%
GENERATMMFF
TORQUE = 80%
OAT .C
Figure 2-12
1
2- 143
Part 1 Section I3
Normal Proceciures
SNGHT
f i rMANUAL
n~~~lE

E N S INSTALLED AND SWITCH IN THE ON POrmON
~ ~ E E TS ) T ~ C
NT= 1
ENGINE BLEED AlRcOFF
GENEIUTDRaFF
Figme 2-13
Sfl~@~~rnd&
Part 1 Sectioo ZI
Normal Procedures
NGHT MANUAL
1
I
IUSTALLED POWER ASSURANCE CHECKCHART

lWSTULD AND SWITCH IN THE ON
AIRSPEED
ENGINE 5-
STATIC
AIR-OFF
Nr= 100%
GENERA'TOWFF
TORQUE = 9U%
Figure 2-14
&vised AUGUST 27, 1979
I
I
1
I
2- l4L
EIPS IWSTltLED AND SWrCCH IN THE ON POSmON
AIRSPEED
STATIC
ENGINE BLEED URaOFF
N r = 1Wh
GENERP,TMMR
TORQUE = 9596
Figare 2-15
FUGHi MANUAL
f
m
.
)
8
D
0
a
d
T
0
s
0
N
0
-.
0
Figure 2-16

sm
2-14N
Part 1 Section Il
Normal Procedures
AFUGHT
# ~MANUAL
Rs~/I&
Figme 2-17

FLIGHT MANUAL
TAKEOFF
CAUTION
The nosewheel will not self-center a f t e r lift-off if i t
h a s swiveled about 180" just before lift-off. Lf retracted in this position, the nosewheel will jam in
the up position and n o r m a l extension will not be
possible. Lf nosewheel is swiveled m o r e than 90'
sLight forward taxi is recommended before lift-off.
F o r night takeoff r i t h controllable searchlight, adjust

lighr in hover so that spot appezrs in fronr. just aabove
g l a r e shieici. Leave l i g n ~in this position throughout
the takeoff.
NOTE
When taking off o v e r water. the floats switch should

b e placed at ARVED until airspeed approaches 75 KIM.
CATEGORY "A" TAKEOFF

1.
With a i - c r d t a t 100> Sr anci flat pitch, note the altimeter reading.
2.
Hover at 5-foot wheel height.
3.
Set 'Ur at 100';
4.
Increase collective to obtair. t a e o f f torque determined in F i w r e 4-6

(do not go over tzkeoff rating l i c ~ i r s while
)
sinlultaneously accelerati?g for\\-zird t o mzlntain a 5- to 10-foot n n e e l height.
5.
At 35 KIAS. rotate tne helicoyter nose up and maintain 35 KIAS.
6.
At the Critical Decision P o k t (CDP), ar! indicated altitude of 40-feet

above grocnci altimeter reaciing ( 5 5 feet r a d a r altimeter), adjust
the helicoprer zrtitude to accelerate to best r a t e of climb sueed.
itin in matched torques.
CATEGORY "B" TAKEOFF
1.
Hover zt 5-foot heel height.
2.
Set Xr t o
3.
Accelerate forward while maintaining %feet to 10-feet wheel height,
4.
Increase collective t o obtain takeoff torque determined in F i g r e

4-6. Do not exceed takeoff limits.
5.
A s 45 to 50 KIAS is achieved, raise nose to maintain 52 IUAS and
1005with
n a t c h e d torques.
climb until a l l obstructions a r e cleared. During takeoff and climb,

observe height-velocity limits ( F i g r e 2-41.

Revised JUhT 28. 1984
2-146
Part 1 Section I1
Normal Procedures
& $FUGHT
x f i BMANUAL
~~1dg6
6. After obstructions are cleared, raise landing gear and continue normal flight.
CLIMB
1. Landing gear lever - UP before reaching 130 KIAS.
2. Heater or ECL - As desired.
CRUISE
If AFCS Phase I11 is engaged, check that AFCS AIS advisory light is on at airspeeds above 50 KIAS.
NOTE
(Collins DME-40 equipped aircraft)
With computed ground speeds below 80 knots the MIN
and KTS functions of the Collins, DME with display
dashes only.
IN-FLIGHT POWER ASSURANCE
Introduction
An initial 30-minute power assurance check is to be done at 74 KIAS to determine initial power margin. followed by repeated checks at this power level every
50 engine flight hours or as required by engine maintenance or deterioration or
at the option of the pilot. Daily trend checks are to be performed at normal
cruise power (694C) at 135 + 10 KIAS at an altitude of nominal 2000 ft or at
some other altitude up to that altitude limited by Vne as desired by the operator.
If possible, trending should be made at a consistent altitude within = 1000 ft
from the selected altitude. Maintain a record of all power margin and trending
data.
30-Minute Power Assurance Check
Heater or ECU bleed-air - O f F.
With EAPS installed - Switch OX.
Altimeter - Set to 29.92 inches or 1013.2 Mb to determine Pressure Altitude.
DC GEN on engine being checked - OFF.
Beep back N2 on engine not being checked.
At 74 KIAS, use Nz beepers and collective pitch to set 100/o KTand 798" T5
on the engine being checked. If 1040/0 torque is achieved before 798" T5,
reduce Ts to next lower cardinal 20C level (780, 760, 740, etc.). When
stabilized, record Tj, torque, OAT, pressure altitude and engine anti-ice on
or off.
NOTE
Indicated torque should not be allowed to exceed 104%.
Time at maximum T5 temperature should be minimized.
Part 1, Section II
Normal Procedures
FLIGHT MANUAL
7.
8.
9.
10.
DC senerators switch - ON for both engines.

Repeat Steps 1. thru 7. for opposite engine.
Altimeter - Reset to current altimeter setting
Resume normal flight. Reduce data after flight.
See POST SHUTDOWN checks, this section.
Daily Trend Check - Normal Cruise

1. Heater or ECU bleed-air - OFF.
3. With EAPS installed - Switch ON.
3. Altimeter - Set to 29.92 inches or 1013.2 Mb to determine Pressure Altitude.
4. DC senerator switch - OFF on engine being checked.
5. At I35 = I0 KIAS level flight, use N2 beepers and collective pitch to set
100% 'cr and 694" T5 on ensine being checked. If 104% torque is reached
before 694" T5, reduce T5 to the next lower cardinal 20C T5 level (680,
660, 640": etc. ). When stabilized, record T5, torque, OAT, pressure altitude
and engine anti-ice on or off.
6. DC generator switch - OK for both engines.
7. Repeat Steps 1. thru 6.for opposite engine.
8. Altimeter - Set to current altimeter setting.
9. Resume normal flight. Reduce data after flight - See POST SHUTDOW
checks, this section.
1. Crew and passengers - ALERTED

2. Kr - AS desired
3. Landing gear lever - Down below 130 KIAS, three geen lizhts - on
4. Heater BLEED AIR switch or ECU CONT SEL switch - OFF
5. Heater blower on, pilot's window open, or door vents open for ventilation.
6. Ensine anti-ice switches - As required.
WARNNG
Do not turn the anti-ice switches off with EAPS installed if
accumulation of ice or snow is suspected. Opening the
EAPS doors under these conditions could result in engine
damage or flameout.
NOTE
Engine anti-ice must be on at or below 2C with visible
moisture.
6A. Continuous ignition switch - As desired.
7. EAPS swkch - ON if required.
Revised May IS, 1992
P u t 1 Section II
Normal P r o c e d u r e s
FLIGHT MANUAL
APPROACH AVD LAXDING
Instrun-en: appro2cn speeds of 70 KIAS to 125 KL4S a r c recommended. 1f
-4FCS P h s e III i s operating. instrument a p p r o a c h speeds of 60 KL4S tc: 125
KMS a r e recommended.
Possible interference between combinations of H F and VOR
frequencies can cause l o s s of VOR s i g a ' r u-her. the EP
t r a n s n l i t t e r i s keyed. Do not trznsniit or? H F when ~ x a k i n g
a VOR approach until it has been determined that it will not
i ~ t e r f e r ewith VOR displays.
NOTE
When making ar. approach o v e r a a t e r . t h e floats
switch should be placed t o ARMED when a i r s p e e d
is l e s s than 75 KI-S.
FAA
APPROVED NOVEMBER 21. 1978

Revised JUXE 28. 1984
Part 1, Section LI
Normd Procedures
FLIGHT MANUAL
Interference from HF transmissions in the 2.0 to 8.0 MHz

band will cause loss of ADF navigation sigal. Do not
m s m i t on HF in the 2.0 to 8.0 MHz band when performing an ADF approach.
During landing and operations near the ground, avoid
artitudes greater than 10"nose up, to reduce possibility of
tail to round contact, especidly during operations at aft
CG .

Part 1, Section II
AJKHRSKO~~ENormal
Procedures
FUGHT MANUAL
NOTE
0
During high speed running landiqs, ailow 2 minutes of

intervening forward flizht time above 50 KIAS or 10
minutes of intervening ground time between maximum
performance wheel brake applications to permit brake
disc cool-down.
Collective to yaw control coupling can be felt in the controls at certain extreme control positions not encountered
within the normal flight envelope. See Part 2 Section I,
Tail Rotor Flight Controls, for derail information.
At the pilot's discretion, the copilot will assist in monitoring aircraft attitude.
During rotor turning operations aboard ship it is recommended that the automatic flight control system be
disengased.
CATEGORY "A'' APPROACH AND LANDIBG

1. Establish approach to arrive at the landing decision point (LDP). (100-feet
above touchdown elevation at 50 KIAS and not more than 750 feet-perminute rate of descent.)
2. Continue the descent to about 50 feet above touchdown, then reduce the rate
of descent with a cyclic flare to about 20" nose up.
3. Level the nose to 5" to 10" at about 30 feet above touchdown. Apply collective to establish hover or cushion the touchdown.
4. After landin:,
reduce the collective pitch to minimum.
5. Apply brakes as required.

CATEGORY "B" APPROACH AVD LAhSDmG
I . Estabiish approach to arrive at a point 100-feet above the touchdown eievation at 50 KLAS at a rate of no more than 500 fpm.
2. Decelerate to pass 50 feet at 40 KIAS.

3. Continue approach and deceleration to runing touchdown or hover. Observe
limitations shown on height-velocity dia=pm (Figre 1-4).

GO- AROUND
1. b c r e a s e collective pitch up to takeoff power.

2 . Accelerate to best rate of climb speed.
3. Raise l a n w gear when positive rate of climb is established.
PRE- STETDOWN
1. AFCS switches
2.
- OFF
Continuous ignition switch
3. Parkingbrakes
- OFF.
Set
4 . Flight controls - Centered, collective down

3.
Avionics - OFF
SHUTDOWN
NOTE
If an internal engine fire occurs a s indicated by a rapid
increase in Tg, immediately e m u e starter with engine
lever and fuel lever OFF to minimize high Tg, and put
out fire.
MOTE
Droop stops shoulci be in a t about 45% Nr. Tip path
plane clearance is reduced if droop srops a r e nor in.
NOTE
s o r m a l Nr for rotor brake application with one engine
shut down and the other e q g e a t IDLE or with both
engines shut down is 50% to 60% Nr. Maximum for
shutdown is 65%. For emergencies with both e q g e s
shut off, roror brake may be applied up to 10100Nr.
CAUTION
Maximum manual rotor brake application is not recommended when commenced below 30% Nr. Brake applications begm a t l e s s than 30% Nr should be light enough
to produce a smooth, gentle stop.
CAUTION
ENGINE OPERATION WITX ROTOR STOPPED L I i i E D
TO:

FLIGHT MANUAL
BLADES 45" TO LONG AXIS OTHER BLADE POSITION

.
UNRESTRICTED
NO TAIL WIND COMPONENT

AND
ONLY ONE ENGINE AT IDLE
AND
ONLY 37C OAT OR BELOW
AIRCRAFT WITHOUT EAPS

1. Engine levers
- IDLE (for 2 minutes)
2. Engine leveds)
- OFF
3. Rotor brake switch

caution light on
- As desired.
If ON, check ROTOR BRAI(E
3 k Manual rotor brake (if installed) hnncne As desired If OX,

(two s-es
required), check ROTOR BRAKE &on
light on
4. Remaining engine lever O F F
1. Nr- Maintain 100%

2. Engine anti-ice switches
- Check O F F
- IDLE (for 2 minUtes)

1 engine lever - O F F
4, No. 1 engine lever
5. No.
6. When No. 1 engine N1 drops below 58%, EAPS cantian light will go an
(after a 5-second delay), mdiNo. 2 engine EAPS doors have
opened This will verify ihat the automatic door opening circuit is
operational.
7. No. 2 engine lever
- IDLE (for 2 minutes)
If ON. check ROTOR B

W
8. Rotor m e switch As .dcaution light on
8 k Manadl rotor brake (if installed) handle As desired. If OX,
(two strokes required), check ROTOR BRAKE cavtibn light an
9. No. 2 engine l e v e r
- OFF
POST smJTmwN
1. lbel levers OFF

2. Center cansole d t e h e s
- As desired
FAA APPROVED NOVEMBER 21; 1978

Part 1 Section II
Normal Procedures
=~~~@RBKo#&
FUGHT MANUAL
4.
Battery switch
- OFF after rotor stops

NOTE
Turning battery switch OFF before rotor stops can

cause rotor brake to revert to high pressure, causing
a xapid rotor stop.
30-Minute Power Assuance Calculatior.
1.
Using the data collected during the flight. enter the 74 MAS Installed
Power Chart (Figure 2-18 f o r EAPS not instdlled. and Figure 2-20
for EAPS installed and switch OX) at OAT, proceed vertically to
.applicable Tg h e , and follow horizontally to intersect the pressure
altitude h e ; then drop vertically to read target percentage torque.
Apply anti-ice ON correction factor. if necessary. (Figure 2-22).

Repeat for number two engine.
a.
b.
c.
If the observed torque f a l l s below the target torque (negative =he).

%re is no margin and engine maintenance must be done in accordance with the Maintenance M a d before next flight.
E observed torque m2rgi.n is zero, or more, sufficient margin
exists to establish availability of power required, and published
performance is assured.
Record data to include date and engine hours.
NOTE
Repeat SO-Mirmte Power check:
eve- 50 engine flight h w ,
following engine mainte~=ce.
Daily Trend Check Calculation

NOTE
For each engine,
- ' - a daily record d tarqae
margin as determined from Paragraph 3 below and
establish a '?orolling" average (trend 3ine) for 20 5
consecutive data points of operation.
-.
I.
Obtain the most recent average e

e af t o q u e margin based on the
most recent consecutive 20 i 5 data points af operation.
2.
Using the data collected during the flight, enter the 135 gLAS Installed
Power Cbart (Figure 2-19 for EAPS not instdlled. and Prgare 2-21 for
EAPS installed and m t c h ON) at OAT, proceed vertically to the a p
plicable 5 h e and follow holizontduy to the intersection of the pressure altitude line: then drap vertically to read target percentage
toque. Apply anti-ice ON corrective factor, if necessary (F2-22)
Repeat for number two engine.
2-16B

Part 1section II
Narmal Procedures
NGHT MANUAL
3.
Determine torque margin (obsemed torque minnn w e t torque).
a.
b.
SxEEicient margia exists to establish

of power
m e e d and published performance is assured if:
(1) Observed torque margin is not more than 4% below
aveage torque margin from Step 1.
(2) Average torque margin i s zero o r higher.
(3) Average torque margin bas not deteriorated by more than tbe
margin determined from the last 30-Minute Power Check.
If during any 50-hour baseline i n t e n d , the observed torque
margin is more thaa4%below the average margin, o r the avexage
torque margin falls below zero, or the average torque margin
deteriorates by more than the margin determined from the last
30-Minute Power Check., Derform engine maintenance in accordance with the Mah&name Manual b r e the next light.
4.
Record data to include date and engine hours.
(Auti-Ice O W ) established Step 1 of 30-Minrrte Power w

Calcn3ationaadStep2of~T~checBCalc_rzlation,
FigrPe 2-22.
Anti-Ice On Correction Factor
EXTERNAL CARGO BOOK OPERA!lXON
NOTE
The preceding normal procectares shodld be followed
unless superseded by tke following
The following checks should be perfarmed daily, prior to cargo hook

apedons:
1. Ground personnel exerts pressme on cargo hook from beneath the
helicopter.
FAA APPROVED NOVElVIBER 21, 1978
2-16E
Part I Section I?
Normal Procedures
SFUGM
N ~MANUAL
? H K # ~ E 4047- 7& 1
SA
2.
Mechanical release handle WLL. G r d personnel should

confirm hook open. Mechanical release handle rmSH down.
Ground personnel should confirm hook locked
3,
Cargo hook arming switch

light on.
4.
Pilot's cyclic release button DEPRESS. HOOK OPm advisory

light will cycle ON/OFF. Graaad persounel should confirm hook
open and allow hook to relock when cyclic button is released.
5.
Copilot's cyclic release button
- ARMED.
Check HOOK ARMED green
- DEPRESS.
Repeat checks.
When an extiernal load is being carried, the following performance factors

should be considered.
I. The helicopter was tested for this operation under day, VFR
conditions only. This does not necessarily preclude the o-perator
from demonsm%t-gthe ability to operate under night, VFR conditions.
2. Performance published in the light manual may o r may not be realized depending on the size and s h a p of the load to be carried on the
sling. Compensation should be &owed for the d m g effects of ext e n d loads having iarge surface areas.
3,
Figure 4-21 shows maximum gross weigbt for hovering out of ground
effect. Vertical drag of Ute external load is not accounted for.
2.
Ground personnel-Secure load to cargo hock.

Under some atmospheric conchtions, a - a c electricaZ
charge w i l l exist on the r o t o r c a f t in night. This charge
should be dissipated by a suitable means prior to ground
personnel touching the cargo hoak of a hovering rotorcraft.
3.
S h l y apply collective and ascend vezticdlly to apply tension slowly

to the cargo cable and to insure that cyclic control is adequate and
that power limits are not exceeded.
NOTE
The CG shift with extend load is approximately equal to

2.5 inches per 1000 pounds of load weight i. e. , a 3300pound load w i l l r e d t in a foraard CG shift of approximately 8 inches.
CRUISE
Accelerate slowly into forward flight to verify that no condition is encountered in which the rotorcraft can be uncontrollable.
2-16F
FUGHT MANUAL
APPROACH AND LANDING
The descent and approach to the externdl load drop area should be made at
a combination of horizontal and vertical speed s o that the r o t o r c a f t w i l l
come to a stabilized hover w e t the drop point. Descend slowly with minimum fo-d
speed and no side drift until the cargo rests on the gramrd
and the cargo attachment cable becomes sfack.
CAUIIZON
Excessive approach speeds o r rates of descent may require
the use of excessive torque at termination of the approach.
R. H. SrSDING CABIN bOOR (MODTFED BY
FLIGHT OPERATION.
P/N 76070-20015-011)IN
WAFtNlNG
The F A S m SEAT BELT sign must be an and all
cabin occupants shall have safety belts fastened o r
wear an apprwed safety harness, properly adjusted,

witb the sliaine: door open in w h t .
Avoid prolonged dawnwind hwer witb the ~ l i d i u g

door open to prevent accuxndatian of &anst
fumes in the cabin.
I.
Cabin occupants
- Seat belts and/or safety harness fastened
Safety harness ehbe attached to an m

d
cargo tiedown ring. Tiedown ring shotiid not be
loaded lakerally when a ring is in the vertical
position. Ttte ring should be free to swivel s o the
terrsianisappliedtothetopaftherirrgrattterthan
the side.
3.
R.H, Sliding Eabin door Open fully, The &USER CAUTION

D O O R O P E N c a ~ andRHDRlightsgoan,
,
FAA APPROVED NWEM3ER 21, 1978

4,
Press RBDR Egbt MMTEFt C A U n O N and DOOR OPEN capsule

goes off. The REDR light stays on.
NOTE
can be a c d x a t e d rapidly, especially in the low-speed range. With the R.H.
slic?iagdoor open, cfranges in airspeed cues
(noise, M e t i n g , ets) are minimal. Exercise
care to prevent exceeding the 74 MAS sfidiag
door airspeed limit.
The *aft
5.
Aft door support pin eqagement Check upper and lower pins
visuaUy. Confirm door is locked open by attempting to dide it
Solward.
U T I U l T HOIST OPERATION
Check trtifity hoist hook for operation, swivel for freedom of movement and
fairing far security.
Determine that lateral and

cg limits w i l l not be exceeded drving
planned hoist Qperatiarrs. See Part 2 S e c t . XII.
1. &hmal ~ a b k
cU&rs
Attached and secure.
2. Wet9 hamess Secare and adjnsted.
3. H ~ i s t ~ ~ - S e c r a e a n d ~ ~ a n n e c t e d
FAA APPROVED NdVEMBER 2 1, 1978

Revised 3ANUARY 17, 1383
P a r t 1 Section I1
Normal Procedures
FUGHT MANUAL
PREFLIGHT
This check requires both dc generators operat-.

Hoist high speed w i l l not
function with only one dc generator o r external power. Only the hoist shear
w i l l function with batiery power.
Hoist power switch ON. Green indicator light on.
-
L i t guard and place switch to TEST.

Cable shear test =itch
Observe that hoist p m e r indicator goes out.
Pilot's cable shear switch - Lift g u a r d and place to SHEAR (UP).
HOIST TEST LT near cable shear test switch and HI TJ3MP WARN
light on pendant should light.
Pilot's cable shear switch
- Close w r d .
Both lights shouid go off.
Repeat steps 3 and 4 usmg cable shear switch in pendant control

storage compartment.
Cable shear test switch Close guard. Switch will move ro -4RM
Check hoist power indicator green light ON.
Hoist master switch
pendant conrrol.
- CREX.
Check operation of hoist ~ i t h
Hoist master switch - PILOT. Check operation of hoist conuol

=itch on control console.
HOIST power switch
U E U T Y HOIST PImP
- OFF.
- Secured and adjusted.
1.
Hoist operator's safety hamess
2.
NOTE
Hoist operator snould put on the safety harness
and zttzch it to the floor before opening the sliding
door. Harness should be attached to an unused
tiedown ring.
R. H. Slidiig cabin door - As desired.
3.
EC'L' o r heater blower off.

XOTE
and
With all possible helicopter avionic, light-,
ECS/ECU systems ON, a single DC generator
failure
could cause the re- during hoist operations
mammg DC g e ~ e x a b to
r exceed i t s rated load.
*
- ON.
4.
Hoist power switch
Green indicator light on.
5.
Hoist aster switch - PILOT o r CREW as desired.
FAA APPROVED NOVE-WER 21, 1978

Revised JAhiARY 17, 1983
Part 1, Section I1
N o d Procedures
FLIGHT MANUAL
5A. It is the hoist operator's responsibility to assure that hoist cable does not
contact any portion of the aircraft. In situations where contact with airframe
or other obstacle is observed, hoisting should be intempted while the contact
area on the cable is inspected. If any broken wire, unraveling, or kinks are
observed, hoisting operations should be discontinued and the cable replaced.
WARNING
Reeling a kinkedldamaged cable into the hoist may cause a

hoist jam condition when reel-out is anernpted, renderins
hoist inoperative.
5B. Hoist crewmadoperator is responsible to maintain stability of the hoisted

load by use of hoist controls, ICS calls to pilot, and physical control of cable
(hand or foot). For minor oscillation (linear or circular swing), stop reel-in,
apply hand motion to cable in direction opposite to oscillation. For significant oscillation, stop reel-in, srart reel-out or call for pilot to lower aircraft.
If not quickly stopped, the instability may become unmanageable. Reeling in an unstable load will only aggravate the
motion.
5C. All crew should observe for shock loads, jerks, or snaps that impart high
loads on cable. If observed, hoisting should be interrupted and cable inspection undertaken to verify inte-pity (no broken wires, unraveling, or kinks)
before resuming operations. Replace cable before next mission.
2- 16K'
Static elecmcity should be dissipated by suitable means before sound personnel touch the hook or cable.

Part 1, Section II
~//K@RSKO~~&Normal Procedures
FUGHT MANUAL
6. Hoist cable - Lower.
The last 20 feet of cable is painted red and is unusable.

7. Ground personnel - Secure load to utility hoist hook.
8. Hoist cable - Apply tension by either raising cable or increasing hover height.
Adjust cable len-gth as desired.
NOTE
Swinging loads may cause erratic radar altimeter and ADF
indications.
The hoist operator should wear gloves to prevent injury

from broken wires.
Cable contact with the rails or slidins door in forward
flight may be avoided by carring load with at least 100
feet of cable extended when practical.
9. Hoist master power switch - OFF.
10. R.H. Slidins cabin door - As desired.
NOTE
With a constant load on the hoist, symmemcal reduction in
gross weight, for example, fuel bum off, will result in the
lateral cg moving outboard. See Part 2, Section IU.
HOIST D L ?CYCLE
Hoist motor is protected with a thermal shutdown circuit. To preclude inadvertent
shutdown, recommend this duty cycle:
1. Between each cycle (reel-infreel-out),pause 30 seconds.
2. For continuous cycles, rest 30 minutes between each series of 5 cycles for a
600 lb. load, or 8 cycles for a 300 lb. load.

Part 1, Section I1
Normal Procedures
FLIGHT MANUAL
OPTIONAL PROCEDURES
ENGINE FIRE EXTINGUISHER SYSTEM TEST

The fue extinguisher test panel provides a method of performing a full functional
check of the fire extinguisher system from the cockpit. This test may be performed
whenever desired by the piiot or as required by maintenance.
Make this check before starting engines.
I. Fire exringuisher test switch - OPEN. Check red WARN light on.
2. Pull both T-handles back 1 inch.

3. F i e extinguisher - MAIN, then RESERVE. Check that green TEST light
goes on in each position. Release switch.
4. Fire extinguisher test switch - SHORT. Check red WARN light and green test
light ON.
5. Fire extinguisher switch MAIN,then RESERVE.Check that green TEST

light stays on in each position.
6. Both T-handles - Full forward.
7. Fire extinguisher test switch - NORM.
8. Check red WARN light and green TEST light off.

FLOTATION SYSTEM TEST
Make this check for electrical continuity daily before all anticipated over-water flights.
DC external power must be available or the helicopters dc generators must be operating to make this test.
1. Flotation test switch - TEST. Red
2. Floats arming switch

Check on.
WARN indicator light - Check on.
- ARMED. FLOTATION ARMED advisory light -
3. Floats inflation switch (piiot's cyclic) - Press. Check TEST 1 and TEST 2
n-,
indicator lights - On. Release switch, lights out.
4. Floats inflation switch (copilot's cyclic) Ress. Check TEST 1 and TEST 2
,oreen indicator lights - On. Release switch, lights out.

~//R@RHKW?&
FUGHT MANUAL
Part 1, Section II
Normal Rocedures
5. Floats arming switch - OFF. FLOTATION ARMED advisory light - Check

off.
6. Flotation test switch - NORM. Check red WARN indicator light - Off.
FUEL PRiMING PROCEDURES - DURING NORMAL START

Loss of fuel prime can be indicated by continuous low fuel pressure and the failure to
attain light off (with functioning ignition) during the start attempt. This condition is
more likely to occur following engine or fuel system maintenance or prolonged storage
of the aircraft. The following prime procedure should be used to attain light off. If loss
of prime is noted after relatively short intervals, suspect a malfunctioning fuel line
check valve.

I
1
Part 1, Section I1
~IR@RHM~E
Normal Rocedures
FLIGHT MANUAL
A. Starter motoring: In a sea level environment, two smt attempts with the fuel
lever in DIRECT (30 seconds start, 30 seconds off, 30 seconds start) will
usually result in a successful light off by the end of the second start attempt.
B. Engine cross prime: With one engine running, the other engine can be primed
follows:
Continuous ignition switch - OFF
Fuel lever of engine to be primed - PRIME
Engine prime switch of engine to be primed - PRIME
Fuel pressure gage (if installed) - Note fuel pressure rise
Engine - start
Engine prime switch - OFF
Fuel lever - crossfeed.
NOTE
Extended running of an engine in D I R E n with the opposite
engine's prime switch at ON and fuel lever at PRIME or
XFEED can result in vent overflow if tanks are full.
C. Manual primin?: The engine can be primed after maintenance using the fuel
prime port in the engine fuel system. Consult the Maintenance Manual for
details.
NAV TEST SWITCH FUNCTION
(When used in conjunction with King Radio Navigation System)

When NAV TEST switch is at PILOT or COPILOT, all of the correspondne pilot's
or copilot's Marker Lamps should go on. If the appropriate Marker audio selector
switch on the ICS conuol is selected, a tone should be heard.
(When used in conjunction with the Collins Radio Nav. Sys.)
1.
Turn on VOR receiver(s) and select a VOR frequency on the appropriate

Nav. Control Panel.
Set pilot's HSI display switch to PLT NAV; copilot's HSI display switch to
CPLT NAV; HSI OBS switch to NORM; PLTICPLT bearing switches to
VOR.
2. Set and hold NAV TEST switch at PL'T (to test pilot's system), or CPLT (to
test copilot's system).
3. Select the corresponding HSI Course Select Knob to center CDI.

Part 1 Section I1
Normal Procedures
AFUGHT
# KMANUAL
@ R- H ~ ~ ~
The following should occur on the appropriate indicator:

a. The NAV and Both G/s Warning Flags should remain out of view.
b. The deviation bar should center at a course of 000' +5' and
G/s deviation bar should deflect approximately 1-1/2 dots down.
c.
The ~ o / ~ r oindicator
m
will indicate TO.
d. The bearing pointer will indicate between 000' 4'.

e. All of the pilot's (or copilot's if CPLT position is selected)
MKR BCN lights should illuminate.
Release the NAV TEST switch.
Select a Locdlizer frequency on the appropriate nav control
panel, and rotate Course Set Knob to select the aircraft indicated
heading.
Set and hold the NAV TEST switch in PLT position (to test pilot's
system) or CPLT position (to test copilot's system).
The following should occur on the appropriate indicator:
a. The LOC and Both G/S Warning flags should remain out of view.
b. The Localizer deviation bar should deflect approximately 1- 1/2
dots to the right.

c. The G/S deviation bar should deflect approximately 1-1/2 dots
down.
d. All of the pilot's (or copilot's if CPLT position is selected)
Marker Lamps should illuminate.
Select MKR audio on the appropriate ICS control. A tone should be
heard.
Release the NAV TEST Switch.
FUNCTIONAL CHECK
76O763OOO6012
- SNOW PROTECTION KIT P/K 76080-30008-011
or
This full functional check of the snow protection kit must be pedormed daily
when flight in fallix o r blowing snow is anticipated. It is to be done
with both engines running, both dc generators and the ac generator operating.
1. No. 1and No. 2 engine anti-ice switches OX. Check that +l

and 62 ENG ANTI-ICE caution lights and PI and P2 ENG &'TI-ICE OK
advisory lights go o n
Part 1, Section II
Normal
Procedures
-..
-
FUGHT MANUAL
NOTE
If #I and #2 ENGINE ANTI-ICE caution lights do not go
on, there is either a snow protection system malfunction or
the ambient air temperature is too warm (about 18C OAT)
to permit a valid check of the snow protection system.
2. Check that the #I and #2 ENG ANTI-ICE caution lights go off within 2
minutes and remain off, and that the #I and #2 ENG ANTI-ICE ON advisory lights remain on.
3. Converter circuit breaker (on auxiliary circuit breaker panel) for 7608030008-012, or engine #I and #2 inlet anti-ice 10 amp ac circuit breakers
(below lower center circuit breaker panel) for 76076-30006412 - PULL.
- OFF. Check that #I and #2 ENG ANTI-ICE

caution lights go on within 4 minutes, and that # 1 and #2 ENG ANTI-ICE
ON advisory lights remain on.
4. No. 1 generator switch
NOTE
In case of failure of the snow protection kit in a d snow
conditions, the caution lights will go on in a considerably
shorter period of time.
5. No. 1 generator switch ON. Check that # 1 and #2 ENG ANTI-ICE caution
lights go off within 2 minutes.
6. No. 2 generaor switch - OFF. Check that #1 and #2 ENG ANTI-ICE

caution lights go on within 4 minutes, and that #I and #2 ENG ANTI-ICE
ON advisory lights remain on.
7. Reset converter or engine #I and #2 inlet anti-ice circuit breakers. Check

that #1 and #2 ENG ANTI-ICE caution lights go off within 2 minutes.
8. No. 2 generator switch - ON.
FUNCTIONAL CHECK - PITCH BIAS ACTWATOR

During nominal 100 KlAS cruise, note that both PBA indicator needles are approximately centered. The needles should track together (upper needle motion somewhat
delayed), and should move to the right with increasing airspeed and to the left with
increasing collective pitch setting.
NOTE
Do not pull the BIAS ACTR circuit breaker for failure of the
PBA actuator to move.
SECTION III
EMERGENCY PROCEDURES
The procedures outlined in this section deal with the common types of
emergencies; however, the actions taken in each actual emergency must
relate to the complete situation. Extraordinary circumstances such a s
compound emergencies may require departures from the normal corrective
procedures used for any specific emergency.
Throughout this section, the terms 'land immediately7', 'land as soon as
possibler' and 'land as soon as practicable" a r e used to reflect the degree
of urgency wiih which a landing must be made.
Land immediately
- Self-explanatory.
Land a s soon a s ~ o s s i b l e Land at the nearest site at which a safe

landing can be made.
Land a s soon a s practicable - Extended flight is not recommended. The
landing site and duration of the night a r e at the discretion of the pilot.
Many of the malfunctions described in this section w i l l be indicated by the
lighting of warning o r caution lights, the master caution light, and in some
cases, a tone in the headsets. Whenever a caution light goes on, the
master cauuon liet capsule should be pressed in to put the master caution.
light off, and reset it for another condition. An audio tone can be eliminated
and reset for another condition by pressing the appropriate warning light
capsule.
NOTE
Several of the following procedures require pulling and
resetting circuit breakers. The circuii: breakers referenced in these procedures a r e marked in white for
ease of identificauon.
When locating circuit breakers at night, it is recommended that the glare shield lights be set to BRIGHT.
EXGmE SYSTEM MAL FVTCTIONS
En,oine system malfunctions generally a r e of three types: (1) partial o r
totdl failure of the engine to provide power as demanded, (2) failure of an
engine control system, (3) failure of engine auxiliary systems, (lubricating
system, torque system, N1 indication, etc.)
In case of any malfunction, the f i s t duty of the crew is to make sure of

continued safe flight until the malfunction can be diagnosed. Particular
care must be taken to confirm which en,@ne has the malfunction.
SmGLE-EXGINE POWER FAILURE
Symptoms:
Initial: Large torque split

Revised MARCH 16, 1979
Part I. Section I11

Emergency Procedures
Confirrnin,o:
&#fz%~g~g6
FUGHT MANUAL
Nr remains the same or droops

NI decreases below 5 9 8
T5 decreasing
# 1 or #2 ENG OUT warning light and alternating tone
SINGLE-ENGINE POWER FAILURE WITH EAPS OPERATING OR AhiI-ICE

OPERATING
With anti-ice off and EAPS operating, EAPS for both engines will be automatically
shut off (doors open) if one engine fails. This will maximize power available from the
operating engine. The EAPS caution light will o on and the EAPS advisory lisht will
go out in this case.
With anti-ice on, both anti-ice and EAPS (if installed) will continue to operate for the
remaining en,oine. The ANTI-ICE caution light for the inoperative ensine will go on
and the ANTI-ICE ON advisory light for the inoperative engine will go off.
Do not turn the anti-ice switches off with EAPS installed if

accumulations of ice or snow is suspected. Opening the
EAPS doors under these conditions could result in engine
damage or flameout.
SINGLE-ENGINE FAILURE - HOVER (5 TO IS FEET)
1. Maintain collective pitch setting or lower collective slightly if required to
establish descent.
2. Increase collective to cushion landing as touchdown becomes imminent.
3. After touchdown, neutralize cyclic and simultaneously reduce collective.to

minimum.
SINGLE-ENGINE FAILURE ON TAKEOFF - CATEGORY A

Engine Failure during Category A takeoff can be detected by the occurrance of an
unusual torque split and possible rotor droop. Exact procedures to be followed depend
upon the point in the takeoff sequence where the failure occurs. Failure before or at
the Critical Decision Point (CDP) dictates that the takeoff be rejected. If the failure
occurs after the CDP, the helicopter can be flown away from the heliport. During the
cat ego^ A climbouts, 96% Nr is used to maximize ciimb rate for speeds from Vtoss
(52 EUAS) to best rate of climb speed. For single-ensine flight above best rate of climb
speed, use 100% Nr or higher.
CAUTION
During high speed running landings, allow 2 minutes of
intervening forward flight time above 50 KIAS, or 10 minutes of intervening gound time between maximum performance wheel brake applications to permit brake disc
cooldown.
Hover
1.
Refer to pamgraph titled, SINGLE-ENGINE FAILURE HOVER (5

TO 15 FEET).
Prior to Initial Rotation Speed d 35 KIAS

1.
AdfPst nose attitnde to 5 * to lo0 nose-up .
2.
cpshion to touchdown with collective.
3.
After tachdown, lower collective completely, centering cyclic as

collective is lowered.
4.
Apply brakes as reqnired to stop within heliport confines.
After Initial Ro!ation During Climb up to and Including the CDP (35 KIAS
and 40 Feet above Ground Altimeter R(55 Feet Radar Altimeter)).
1
Lower collective positively to contain Nr and prevent extending

landback unnecessarily.
3.
As helicopter apprcaches heliport, redoee ate of descent with a

cyclic fbre to about 20" nose up.
4.
Level nose aUilude to So to lo0 nose up at about 30-feet abom= touch-
5.
6.
down. Apply collective to cushion touchdown.

After touchdown, nerrtrdtize cyclic and sinmlhneously reduce colleetive to minimum.
Apply b a k e as required to stop raithin codines of -rt.
After CDP
I.
3.
M j c s t collective to maintain engine Tg and t o m e
4.
5.
6.
m cdlective to
should be mainbbed.
Nr arithin limits. 96% b 100% Nr
at 2.5 minrtte
power limits (826O Tg and/or 111% t o m e ) . Mainbin limits at all
times.
Use N2 beeper to set 96% Nr. Keep airspeed a t o r below best ate
af dlimb speedwhile operatingat 96% to99%Nr.
Landing gear up when positive rate of climb is established.
When
cleazaace is assured, accelerate to best rate-ofclimb speed. Cantinne to climb at g6% Nr until crrdse altitade
be maintained, then adjast Nr to 100% to 107%(as desired) with N2
beeper and cmtirme flight.

Revised MAY 14. 1985
FAIl,UREON TAKEOFF CATEGORY rrB"
mGLE-EN-
If gross weight and flim path permit, takeoff and climbout m a y be contimed. For a rejected takeoff, do this:
I. Collective pitch Reduce as necessary to maintab rotor rpm if

altifade permits.
2. Make a partial flare at about 50 feet to minimize ground speed.
3. Cyclic and collective Apply to cushion gmtmd cantact
4. After touchdown, neutmlize cycUc and

tive to minimum.
',
"
arrsly reduce collec-
5. Apply wheel brakes to minimize ground roll.
I. Adjust dl-e
as necessary t~
- ' - desired rotor rpm and
toque. If reqrrized minimize altitde loss by applying up to maximmn OEI p e r consistent with engine and rotor limits.
3. Cmsider air restart. Fallow procedures in p a a g a p h titled

Engine Restart in Flight. Restart should be attempted oaly if the
cause of the initial failure has been determined and corrected
4. If restart fails or no attempt to restart is made becaase of coaditians causing engine failure, follow procednre in paragraph titled
~
FAA APPfPDVED NOVEMBER 21, 1978

Engine Restart in Flight

An engine restart may be attempted after a flameout subject to the pilot's
evaluation of the cause of flameout. The following procedure assumes &at
the affected engine was operating with its fuel lever in DIRECT. If a
flameout occurs with the fael lever in XFEED, attempt restart with the fuel
lever in DIRECT (no prime will be available).
Increased generator load during an air restart could

cause a significant Tg increase on the operating engine.
The power setting on the operating engine should be adjusted to allow this temperatnre increase without exceeding 826"C Tg.
T-handle (affected engine) F o m d .
2. Engine lever (affected engine)

3. FLel lever (affected engine)
4. Continuous ignition switch
- OFF.
- XFEED.
- OFF.
-
Engine prime switch (afEected engine) OX.

6. Master start switch Oh'.
5.
7. Operatisg prrpine R-ce

output power with collective pitch to maximum contirmous power, 768C Tg, or below.
8. Engine
- Start (as in normal procedure).
9. Engine running at idle
- Engine lever full forward.
10, % and brqoe Adjust as desired.

11, Engine prime switch OFF.
Nbm
Iftherestaztattemptfailsand/ornofurtherat&mpts
are to be made, shut the engine down.
h e 1 Crossfeed After Engine Fgilnte

CAUTION
Fhel crossfeed after an engine failure should an3y be
COPSideredifnecessarytopetmitfiighttoa~le
landing area There is same possibriitp that a fnel
system malftmctian was tke case of the fust engine
failwe, and that crosslmight expose the remainjng engine in a similar problem. The following
procedm-e will minimine %e chance of interrapfuel flow to the remaining engine. If rmsteadg operatimoftheoperatingengineiSnotedatanytime&sring the procedure, rapidly discontinue attempts to
uossfeed

Fterised July 26, 1982
1.
/
I
Failed engine Shut down for at least 5 minutes to minimize possible

ignition source f o r fuel Leaks.
engine b e 1 lwer PRIME.

Failed engine prime switch PRIME for at least 1 minute, (monitor
operating engine fuel pressure, fuel now, N 1 and R. If signs of
unsteady operation are noted, quickly move the fuel lever of the
failed engine to OFF and discantinne attempts to crossfeed. )
4. Failed engine fuel lever OFF.
2.
3.
5. Failed engine prime switch OFF.

Operating engine fuel lever
XF'EED. Monitor operating engine fuel

pressuie, fuel flm, Nl, and Tg. If sigas of unsteady operation are
noted, quickly switch fael lever back to DIRECT and discontinue
attempts to crossfeed.
Engine Shutdown in Flight
1. Eb@ne lever OFF.
2. h e 1 lever OFF.
SINGLE-ENGINEFAILURE DURING APPROACE.- CATEGORY "AT'
6.
The Category ""A" Landing Decision Point (LDP)is 100 feet above the
touchdown elevation at 50 KLAS and not more than 750 fpm rate of descent.
With an engine failure before o r at the I 9 P , the pitot may either conliame
go-around. With
the approach to a touchdown or perform a balked
an engine failure after the LDP, an approach to touchdown is dictated.
Prior b or at LDP Balked Landing Go-Amtmd
1. Insrease collective pitch to adjust engine to 2. Cminute power
(826" Tg and/or 111% torque). Maintain Nr within limits.
2. Accelerate to takeoff safety speed (V-)
(52K3AS).
3. Landing gear up when positive rate of climb is established.
4. Adjust Nr to 96%with N2 beeper. Keep airspeed between V e s and

best ate of climb speed, wbile oper;l.ting at 96% Nr.
5. When obstmction d e a r a ~ c is
e asswed, accelerate to best rate of
climb speed and continzre climb at 96%q.
After LDP
1. hmease collective as ree@red (do not go beyand 2.50power) to cantain descent at9 &/or below 750 fpm.
engine
2. AtaboPt50lieetabavetoucbdrrwnbifiaieatpclicflare toabout 20"

nose up.
3. Lwel nose to '

5 to 10' nose up at dboat 30-feet above touchdown.
4. Apply collective to &hion hading.
5. After tooehdmm, necyclic and simPZtaneatrslp reduce C ~ Y ~ C tive to mimnm~Apply brakes as required
FAA APPROVED NO-ER

21,1978
Revised 3uly 26, 1982
FUGHT MANUAL
Part 1 Section III

SINGLE-ENGINE LANDING - CATEGORY "B"

1. Establish normal approach so as to arrive at 100-feet above touch-
down point at 50 K I M at a rate of no more than 500 fpm.

2. Decelerate to pass 50 feet a t 40 KIAS.
3. Continue deceleration to running touchdown at o r above translational
lift. Use collective pitch to cushion touchdown.
4. After touchdown, neutralize cyclic and simultaneously reduce C O U ~ C -
tive to minimum.
5. Apply brakes a s necessary to stop within heliport confiies.
DUAL- E N G N FAILURE
WARNING
Rotor RPM will reduce t o an unrecoverable state with
resultant loss of control unless autorotation is entered
immediately.
Dual-enme failure requires immediate action for a power-off landing. The

a
varied conditions under which engine failure may occur prevent dictatiq
standard procedure. However, a thorough knowledge of the helicopter's
characteristics and emergency procedures will enable a pilot to respond
correctly to the emergency. The altitude and airspeed at which engine
failure occurs will dictate the action to be taken to effect a safe W i g .
Should dual-en,@ne failure occur, a safe autorotative landing can usually be
made. Upon dual-engine failure, the helicopter will swing to the left, due
to the reduction in torque as e n m e power decreases. An immediate collective pitch reduction will be required to maintain Nr within safe limits.
Minimum collective (full down) should be selected until Nr builds to within
normal operation range. Apply tail rotor pedal a s necessary to maintain
heading.
DUAL-ENGM FAILURE WHILE HOVERING OR ON TAKEOFF AT 15
FEET OR BELOW
Settling will be very rapid; however, the landing can be cushioned by increasing collective pitch a s the helicopter settles to the ground.

~IKH?@~~~"X&
Pan 1, Section III

SA 4047-76- 1
FLIGHT MANUAL
Decreasins collective could cause an excessive sink rate. The helicopter should be
held in a level attitude until contact is made with the gaud, then the cyclic conr
stick should be moved slishtly forward of neutral. After ground contact is mad
reduce collective pitch to minimum and apply wheel brakes.
WARNING
Excessive displacement of the cyclic control stick aft of
neutral will decrease the main rotor blade-tail cone clearance
and increase the possibility of striking the tail cone with a
main rotor blade.
DUAL-ENGINE FAILLRE DURING TAKEOFF AND I N m A L CLIMBAfter climb has been started. do this:
1. Immediately decrease collective pitch to minimum and establish a glide at 75

KIAS, if altitude permits. Regulate collective pitch to maintain rotor speed
within limits. 1008 to lCS%,Nrshould be the optimum for glide to touchdown.
2. Cabin occupants - Alerted.
3. Landing gear - DOWN. UP over water if flotation system is not installed.

4. Make an autorotative landing following procedure in para-gaph titlecl
AUTOROTATIVE LANDINGS in this section.

DUAL-ENGINE FALLURE DURING CRUISE
A safe autorotative landing can be made if the helicopter is being flown at a safe
altitude-airspeed combination and there is enough terrain clearance to reach a suitable
landing area. When altitude and conditions permit, an air restart should be attempted.
If neither engine will start, a normal power-off landing should be made as described
in the para-gaph titled AUTOROTATIVE LANDINGS in this section.
1. Reduce collective pitch immediately and establish an autorotative glide at 75
KIAS. Regulate collective pitch to keep rotor speed within placard limits. A
comfortable rate of descent will be reached if Nr is adjusted to 1008 - 105%.
2. Landing gear - DOWK. UP over water if flotation system is not installed.

3. Fuel and engine levers - OFF.
4. Cabin occupants Alerted
FAA APPROVED .NOVEMBER 21,1978

FIJGHT MANUAL
Pan 1 Section III

5. If time and altitude permil, try to restan one or both engines.

NOTE
It will be left to the pilot's judgment. whether to attempt a
stan or to make an autorotative ianding. If an attempt to
stan is to be made, rtifer to the parabaph title h g i n e
Restart in Right.
ALTOROTATIVE LANDINGS
Power-off autororative landing may be safely made except when operating at low
altitude and at a low airspeed. These procedures apply after autorotative entry has
been completed:
1. Esrabiish a glide at a minimum 75 KIAS.
2. Landing gear DOWK. U P over water if flotation system is not insralled.
3. At about 50 to 75 feet, execute a panial flare to about 20" nose up by moving

~yciicstick back with no change in collective pitch. This reduces airspeed and
rate of descent and will cause an increase in rotor rpm.
4. Gradually increase collective pitch and apply f 0 r ~ d I dcydic as the helicopter
setties and until ground contact is made.

5. Maximum desired ground contact speed is 30 knots. Desired nose attitude is
+ 10"or iess.
6. Immediately after &round contact, decrease colieaive pitch smoothly and
siowly.
7. Apply wheel brakes.

ENGINE COh'TROL MALFUNCTIONS
N2 COmROL ACTUATOR RUNAWAY

symptoms:
I'niLial:
Large torque spli~
Confirming: Both engines above idle.

Malfunctioning engine N2 a 97-99911 (iowside failure) or
107% (highside failure).
Malfunctioning engine does not respond to N2 beep
commands.
Both torques respond to collective motions.
Action:
Beep good engine N2 to match torques.
NOTE
Dual-engine operation below 100% N2 is authorized without airspeed restriction when executing the emergency
procedure for an a c t d iowside failure.
This maifunction does not cause any lass of available

engine power.
FAA APPROVED NOVEMBER 2 1.1 978

Part 1Section EX
-erg,
mc-es
AFUGKT
i MANUAL
@ ~ ~ 5 ~ ~ ~ f
1 COLLECTIVE BIAS ACTUATOR OR DROOP COMPENSATOR AMPLIFTER

~ D C A )FAILURE
I~~itial:
Large torque split.
Confirming:
Both engines above idle.

Both engines respond to Nq beep commands.
does not respond or responds

One engine tosluggishly to collective motion.
Nr responds to collective motion.
Action:
Match torques with X2 beeper.

Beep to compensate Ng and torque match with collective motion.
Avoid large w i d power applications.
ENGINE COF??OLFAlLS TO BIGH POWER

Ehgine control failure to high power wi3.l cause a large torque split and
could be misinterpreted as an engine power failure. It must be noted tbat
in a control failure to high power the Nr would increase rapidly, indicating
that power has been added to the system.
Symptoms:
Initial:
Conf'iing:
Large torqae split.

Aigh torque engine at o r above topping N1.
Nr increasing
Action:
- possibly above limits.
On the gromtd, pull both engine levers to shut-off.
In hover, the helicopter will rise in altitude as Nr

increases. Pull back the engine lever on the affected
engine as necessary to appro+tely
match oatpat
torques and regain control of Nr. Proceed as d+
scribed below to control the Nr and torque during
l=ws
In fligtrt, increase collective pitch as necessary to

conbin Nr within limits- When Nr is stabilized, tetad the enpine l w e r of the affected engine as necessary to reduce output toque to approximately 15%
torque less than the good engine (thiswill allow same
margin for cwrdinaling collective pitch and engine
l w e r movements). Use the following procedure to
help &maintain
Nr w i t W l mts and land as
practicable.
FAA APPRONOVEMBER 21, 1978

FUGHT MANUAL
Collective pitch changes should be made in steps so

that the output torque of the affected engine is always
less than, or equal to, the torque of the good engine.
For climbs, increase the collective pitch first, then
increase the engine lever. For descents, decrease the
engine lever first, then decrease the collective pitch.
Nr should be kept within limits throughout.
Depending upon the workload involved in maintaining
Nr within limits using the above procedures, the pilot
might consider shutting down the affected engine as
means of reducing the workload and containing the
emergency situation. See Engine Shutdown in Flight
in this section.
Avoid rapid collective reduction at all times. If the
malfunctioning engine is not shut down before landing, the pilot should be sure that upon landing, the
collective is not fully reduced before shutting down the
engine.
The greatest hazard of this malfunction is an overspeed of

the engine, transmission, and rotor systems. This overspeed
condition will be prevented by the mechanical overspeed
system at 118% '02. If the overspeed system is tripped by a
rise in N2, a sharp cutback in all parameters of the affected
ensine will be noted. Cycling at the overspeed trip point may
be noticed. The pilots should not depend upon the overspeed
system for containment of high Nr.
ENGINE AUXILIARY SYSTEMS FAILURE

ENGLNE OIL SYSTEM FAILURE
Symptoms:
#1 or #2 ENG OIL PRESS warning light on and engine oil pressure below 50 psi, or engine oil temperature above 107C.
Action:
Transition into single-engine flight if possible. Shut down affected

engine and land as soon as practicable.
If single-engine flight is not possible, use N? beeper to reduce
output power of affected engine to minimum required. Land as
soon as possible.

Part 1Section III

Emergency P T O C ~ ~ U ~ ~ S
FUGHT MANUAL
AIEHRHM~~~
NOTE
A single indication of low oil pressure should not be

treated as an oil system failure unless i t can be
verified that the second indicating system has failed
or there is some other failure indication,
EL'EL PRESSURE WARNKG LIGHT ON
Dlumination of the FUEL PRESS warning li@t indicates that the engine fuel
pressure at the h . 3 pressure pump inlet has fallen below 5 psi. The fuel
pressure gauge (if installed) provides a secondary indication of engine fuel
pressure and should be cross checked to confirm actual fuel pressure.
,e
Loss of fuel pressure could be caused by blockage or failure of the en*
low pressure ejector pump. The engine should operate normally with an
ejector pump failure, but the condition must be corrected prior to the next
flight.
Low fuel pressure fluctuation might be caused by air in the engine fuel line,
which could be caused by a leak in a fuel line or impending fuel starvation.
Such causes will usually result in unsteady engine operation, including fluctuation in output torque, XI. Tg and possibly unsteady rumbling noises.
Symptoms:
Initial: 21 ENG o r +2 ENG FUEL PRESS warning light OK
Confirming: Fuel Pressure gauge below 5 psi

AU other engine parameters normal
Action:
Note discrepancy.
Correct prior to next flight.
If other engine parameters indicate a possible en*,e
problem, adjust flight

conditions to minimize impact of possible engine failure. Land as soon as
practicable.
E'LTEL FLOWMETER BEYObD LIMITS (IF FUEL FLOWMETERS ARE
INSTALLED
If a fuel flowmeter indicates erratically or goes beyond limits, crosscheck
the other engine indicators (XI, T5, torque, fuel pressure caution light). If
all other indications a r e normal, continue the flight and monitor the other
engine instruments closely.
I EA?S
CAUTION I3GHT ON
The EAPS caution light goes on in the following cases:

(A) EAPS switch OX and
EAPS doors not closed or EAPS blower bladed or
EAPS pressure swktch activated.
(B) EAPS switch OFF and

EAPS doors not open.
FAA APPROVED XOVEMBER 21, 1978

C
- g:
Actian:
EAPS advisory light off.

Reposition aircraft to environment which does not require
EAPS, trim EAPS OFF if desired, land as socm as practicable.
s'ymptoms:
EAPScaation&hton, EAPSsraitchOFF.
Action:
Suspect me or both EAPS doors not fully opened.

Note T5 Herences for matched torques, pfan on
reduced power available an affected engine.

ANTI-ICE CAUTION LIGHT ON
The anti-ice cauticm light for each engine is on in the fallowing cases:
A) Anti-ice switch ON and

EAPS doors OPEN or engine anti-ice bleed-air failed
B) Anti-ice switch OFF.and

engine anti-ice bleed air ON.
Symptoms:
Either engine anti-ice cadion light ON-tbat engine anti-ice sw&ch ON

tbat engine anti-ice advisory light O F F
Actian:
Assumeanti-iceWhreonihaiagin+land as soon as padieable
anticipate possible ice ingestian (if in inadvertent icing

candftim) on affected engine.
Symptoms:
Either engine aPti-ice cautim ON-&at engine anti-ice advisory light ON-that engine anti-ice swikh OFF,
A ~ ~ ~ c A L . * Assmne anti-ice bleed air is flawing on afEected engine.

Check AI CONT circuit breaker in and cycle --ice
switchto~mpttoresetazlti-ice?ave*'EresetisrmwecessEuI, plan an s-y
&ed
power available m
aflected el@ne.
(Helicopters eqrripped with mow pmtecliallBit)

The engine anti-ice caution light d tke affected engine
willgoanifthehlethgaterpadsoftheicepmteciian
kit should overheat o r fail to achieve proper opetemperatrve witen the respective enghaanti-ice switch
is an. The engine --ice
advisory light will remain an
when this occurs indicating proper opemon of the enanti-ice bleed air system.
me

3-6C
FUGHT MANUAL
Part 1 Section III

ENGINE CKIP DETECTOR CAUTION LIGHT ON
Symptoms:
=IENG CHIP o r =2 ENG CHIP caution light on.
Action:
Pull and reset CHIP DET circuit breaker of affected

engine.
E light remains OFF, continue flight.

If light comes back on reduce the affected engine output
power to the minimum required for flight by using the N2

beeper and land as soon a s practicable.
If light is accompanied by abnormal noises, oil pressure,

or temperature, and single-engine flight can be maintained, shut down affected engine and land as soon as
pracucable, If single-engine flight is not possible, reduce power of affected engine to the minimum and laad as
soon as possible.
MAIN GEAR BOX SYSTEM FAILURES
The most common main gear box system makfmxtions a r e of three general
types. (1) lubrication system failure, (2) transmission component failure
and (3) transmission accessory failure (to include the transmission oil
cooler). The pilot has a cockpit gauge indicating oil temperature and pressure and three caution lights indicating low oil pressure, high oil temperature and chip detected, which inform him of the operating condition of the
system. A thorough knowledge of the main transmission and accessory
systems w f l l enable the pilot to epaluate the indications available to him,
diagnose problems and act accordingly. In generdl, a single failure indication dictates that the helicopter be landed as soon as practicable. If
multiple failure indications, including abnormal noise and/or vibration, are
noted, land immediately.
GEAR BOX OIL SYSTEM FAILURES
Main Gear Box Oil fump Failure
Spmptoms:
Oil pressure falls to 30-33 psi and remains steady.
Action:
Land as soon as practicable. Monitor main transmission

gauges aad caution lights for further failure inbications.
NOTE
The remaining pump w i l l normally provide adequate
lubrication for the main gear box

Revised FEBRVARY 22. 1985
'
Part 1, Section III
&/K@BSKM~&
FUGHT MANUAL
Low Oil Pressure

Symptoms:
initial:
MAIN XMSN OIL PRESS warning light - on
C o n f i g : Main transmission oil pressure less than 20 psi.

Actions:
Over Land
Land as soon as possible.
Descend to a minimum safe altitude and reduce airspeed to 80
knots if required to reach a landing site.
if loud or unusual noises or hi$ vibration levels occur, land
immediately.
Over Water
Descend to a minimum safe altitude, proceed to the nearest
landing site, and reduce airspeed to 80 knots. Land as soon as
possible-
If loud or unusual noises or high vibration levels occur, land

immediately.
Most likely cause of low oil pressure is an excessive loss of nans- (
mission oil. Other indications such as high temperature or chips
detected may or may not occur. Do not anempt M e r flight until
cause of low pressure indications has been corrected.
Hizh Oil Temperature
initial:
MAIN XMSN OIL HOT warnin2 light - on.
Confirming: Main uausmission oil temperature above 105C.

Actions:
Reduce power, and land as soon as practicable. If oil temperature

rises above 120C or if oil pressure drops, land as soon as possible.
NOTE
If the indicated oil temperature remains above 105Ca transmission oil cooler malfunction is indicated. Transmission oil
temperature should be controlled by avoiding hish power
settings andor prolonged hovering.
Main Gear Box Chip Detector

The main transmission is equipped with "Fuzz Burn" type chip detectors.
Symptom:
MAIN XMSN CHIP caution light - on.
Action:
Pull and reset MGB CHIP DET circuit breaker.

If light remains off, continue flight
If light comes back on, land as soon as practicable.
In case of secondary failure indications, such as an oil pressure loss

or temperature rise, land as soon as possible. Operate at best rate
of climb speed (minimum power required) and at a safe minimum
altitude.
If loud noises or high vibration levels occur, land immediately.
IN'TERMEDJATEOR TAIL GEAR BOX CHIPIHIGH OIL TEMPERATURE

DETECTED
Intermediate and tail gear boxes have combination high-temperature and fuzz-burn
chip detecton.
Symptom:
INT GB CHIPlHOT or TAIL GB CHlPMOT caution light on-
Action:
Pull and reset the CHlP DET I/TGB circuit breaker.

If light remains off, continue flight.
If light comes back on, land as soon as possible.
If loud noises, smoke or high vibration levels occur, land immediately. Anticipate tail rot& loss of thrust. (See TAU.
- ROTOR
MALFUNrnONS .)

FUGHT MANUAL
ROTOR BRAKE CAUTIOK LIGHT ON - ROTOR T U N I N G

The ROTOR BRAKE caution light indicates that pressure has been applied to the rotor
brake system. If this pressure results in a rotor brake puck dragging against brake disk,
an overheated brake disk and possible rotor brake fire might occur. If the ROTOR
BRAKE caution light is on and the rotor head continues to turn, do this:
Symptom:
ROTOR BRAKE caution light on

Rotor head m i n g
Action:
During start or shutdown on gound
Shut down engine(s) or release rotor brake
During Flight
Rotor brake switch - Release - hold until caution light goes out. or
5 seconds. For manual rotor brake installations - check handle in
detent.
If ROTOR BRAKE caution light remains on, investigate for rotor
brake fire (smoke, unusual noises or vibrations etc.). If rotor brake
fire is suspected, land immediately.
FLIGHT CONTROL HYDRAULIC SERVO SYSTEM FAILURE
Complete control of the helicopter can be maintained through either stage of the flight
control system; however, prolonged operation with only one servo system operating
is not recommended. This is an emerzency condition, since conmol is not possible with
both servo systems inoperative. Fli$t conditions and route should be chosen which
will allow a safe immediate landing.
PUMP FAILURE OR LOSS OF PRESSURE IN BASIC HYDRAULIC SYSTEM
Symptom:
# 1 or #2 SERVO SYSTEM caution light on (below 1600 psi).

Part 1 Section III

FLIGHT MANUAL
Confirming: Decrease in corresponding gage pressure.

Action: 1. Servo switch Failed system OFF if no usable pressure
remains o r if erratic pressure is observed.
2. Reduce airspeed to 125 KIAS o r lower.
3.
Land as soon as possible.

4. If controls bind o r a r e restricted'. land immediately.
XOTE
If the second see has malfunctioned and flight range
considerations permit. immetiiately lower the landing
gear. If gage pressure has decreased to below about
2000 psi. i t may be necessary to use the emergency
landing gear system to lower the landing gear. The
variable vibration absorber may also be inoperative.
SERVO UKTT JAM OR MALFUNCTIONING SERVO SHUTOFF VALVE
NOTE
For helicopters equipped with a tail rotor servo shutoff
valve PK 76076-65003-011 refer to Supplement No. 28
for proper procedures.
Symptom:
+ 1 or 8 2 SERVO SYSTEM caution light on and corresponding

hydraulic =e
pressure normal
pressures normal
Confirming: Both system
Both flight control servo switches ON
Action: 1.
2.
Reduce airspeed to 125 KlAS o r lower.

If binding o r restrictions in the controls a r e felt, shut
failed system and land as soon as possible.
3.
If binding or restriction in the controls does not disappear

after failed system is shut off. land immediately.
4.
aff
If no binding o r restriction in controls is felt, recycle appropriate SVO JAM circuit breaker on DC ESNTL bus panel. If
appropriate SERVO SYSTEM Light goes off, a momentary jam
is indicated. Continue for a landing as soon as practicable.
5. If SERVO SYSTEM light remains on after step 4., either a jam

o r malfunctioning servo shutoE valve is indicated. Pull appropriate SV0 SHUTOFF circuit breaker. This removes power to
SERVO SHUTOFF VALVE and, if valve or shutoff control
switch has rnaJfunctioned, hydraulic system w i l l be restored.
6. Cycle SV0 JAM circuit breaker to reset holding circuit on warning light.
7.
If SERVO SYSTEM light remains on after step 6 is completed,
..
continuing servo jam condition is indicated; reset SVO SHUT0 FF

circuit breaker, and land a s soon as possible.
Revised DECEMBER 12, 1986
SNK@BS~YIE
Part 1Procedures
Section 111
Emergency
FUGHT MANUAL
8. If light goes off after step 6., a malfunctioning servo shutoff valve has been
isolated. Land as soon as practicable.
NOTE
When a SERVO SYSTEM caution light goes on in flight,
a holding relay will keep the light on even if the cause was
momentary. Since the holding relay operates through the
landing gear interlock that functions only when the helicopter is airborne, the caution light will go off upon landing if caused by a momentary jam condition. The caution
light may be cleared in flight by recycling the appropriate
SVO JAM circuit breaker on the DC ESNTL bus panel.
FLIGHT CONTROL DAMPER JAM
Symptom
Cyclic or collective control will not move with normal hand pressure.
Confirming:
Typically, only one axis is involved and remaining axes are normal.
Action:
If on the ground, shut down and investigate.
In flight:
1. Check that cockpit control travel is not impeded by a foreign object.
2. Ifjam persists, turn off appropriate trim system.
3. If system is still jammed, apply increasing pressure to the affected con-
trol to sever the shear device in the control system damper. This action
should be taken against trim to possibly reduce overshoot. Typical
amount of force required is:
Collective
Pitch
Roll
55-62 pounds
17-20 pounds
35-40 pounds
PITCH BIAS ACTUATOR RUNAWAY

Actuator runaway is characterized by a slow repositioning of the actuator to its
stops accompanied by a corresponding change in pitch attitude. Confirmation is
indicated by observing the indicator pointers on the AFCS channel monitor panel
with the channel monitor switch in PBA. At above 45 knots, the pointer will be at
the full left or right extremes, indicating that the actuator has moved to its extended or retracted stop. Below 45 knots, the system is not operational and the
pointers should be full left. Recovery is made by repositioning the cyclic stick.
Electrical power should be removed by pulling the BIAS ACTR circuit breaker.
FAA APPROVED TU'OVEMBER 21,1978

3- 10A
Part 1 Section 111

&FUGHT
% i BMANUAL
?~~fl&
NOTE
Pulling BIAS ACTR circuit breaker will cause loss of airspeed hold with AFCS Phase 111 and loss of Droop Compensator Amplifier (DCA) system redundancy in all
configurations.
AFCS (PHASE 11) FAILURE
In IMC, if any AFCS malfunction results in less than one pitch and one roll
channel remaining functional, maintain airspeed below 120 KIAS. Attempt to
transition to VMC. If at least one channel of yaw AFCS is not functional, reduce
airspeed as necessary.
Failures that may occur include: single-channel hardover, single-channel actuator
failure, or oscillatory malfunction.
SINGLE-ACTUATOR HARDOVER
A single-actuator hardover in the pitch and roll axis will result in an abrupt change
in attitude. The attitude change in yaw is less abrupt and may not be detected as
easily by the pilot. The failed axis may be determined by turning the channel,
monitor switch on the AFCS indicator panel to the failed axis position (PITCH,
ROLL, or YAW) and monitoring each actuator indicator for an off-center indication. Recovery is made by repositioning the controls to the trim attitude and
turning the failed axis off on the appropriate AFCS control panel.
SINGLE-ACTUATOR FAILURE
Failure of an actuator to reposition, in any axis, is indicated by failure of the
indicator needle of the corresponding channel to move. A single-actuator failure
may be determined by turning the channel monitor switch to the PITCH, ROLL,
or YAW positions and monitoring each actuator indicator for an off-center indication. The failed axis should be turned off on the appropriate AFCS control panel.
OSCILLATORY MALFUNCTIONS
Cyclic stick jitter or lower frequency lateral or longitudinal stick oscillation, -ztbether or not accompanied by corresponding aircraft response, may indicate a malfunction of a vertical gyro or an electrical power problem. Disengage individual SAS
channels until an improvement is realized, commencing with the axis displaying
the most stick or aircraft motion. Subsequently, reengage those channels not
contributing to the problem.
AFCS (PHASE 111) FAILURE
In IMC, if AFCS A/S advisory light is not on at airspeeds above 50 KIAS, move
cyclic trim switch from AUTO to ON and use AFCS Phase I1 minimum IMC
airspeed of 60 KIAS and recommended approach speed of 70 to 125 KIAS.

OUTER LOOP SRUTDoWhT

Symptom: . A R O SRUT-DN caution light on.
Action:
Turn the channel monitor switch on the AFCS indicator

panel throw the PITCH and ROLL positions, obsemhg at
each position any mismatch between No. 1and No. 2 channels.
If a mismatch is observed select cydic trim to OX. Sltbsequently turn off the affected inner loop channel.
If no inner loop discrepancy was observed, do the following
sequentially until caution light goes off and system is restored
to operation. (See Figure 3-1-01
Yaw trim switch OFF. If AUTO SHUT DN light goes off.

the shutdown was yav isolated. Retarn yaw trim switch to 0%
and contirme flight.
If light did not go off, place cyclic trim switch ON. If AUTO
SHUT DX light goes off, the shutdown was pitch axis related. Return,cyclic trim switch to AUTO and continue
nmt.
If the light did not go off in either of the above checks, the
shutdown was roll axis related, m w e cyclic trim switch to
AUTO and place y a w trim switch OFF far 1 second and retrvnto ON and cmtinue light.
If the shutdawn feature subsequently causes repeated emmcia-
tions, the pilot may choose to degrade to a partial AFCS

Part 1 Section m
&K@RHKOY/&.
FUGHT MANUAL
-7
PLACE YAW TRIM MASTER SWITCH OFF
YES
AUTO SHUT-ON LIGHT ON?
YAW
CHANNEL
N
PUCE YAW TRIM lllASTER SWITCH ON
PLACE CYC TRIM MA!ZER m C H

FROM AUTO TO ON
ROLL
CHANNEL
F i e 3-1-0 AFCS Ouker Loop Shutdown
Phase III system using the above traubleshooting sequence.

For -le,
if the pitch axis is suspected, the pilot may
select AFCS Pbase II in pitch and roll by placing the cyclic
trim switch ON and cantinue flight using the trvn coordination
or heahold portian of AFCS Phase III.
FAA APPROVED NOVEM%ER 21, 1978
~FLIGHT
E MANUAL
~ ~ Emergency
I PartE1,Procedures
Section
BIII
SINGLE AXIS OUTER LOOP HARDOVER
The purpose of the auto shutdown portion of AFCS Phase I11 is to disable the outer
loop before a hardover can develop. Without auto shutdown, an outer loop hardover
would cause the affected control to move in the direction of the hardover, resulting in
a corresponding pitch, roll, or yaw excursion. Recommended recovery is made by
repositioning the controls to establish trim attitude, and turning off AFCS Phase I11
cyclic or yaw as appropriate.
If the airspeed hold function is on, an airspeed transducer malfunction may result in a
pitch attitude excursion similar to that expected with a Pitch Bias Actuator runaway.
Recovery is made by repositioning the cyclic stick for desired pitch attitude. Subsequently, turn cyclic trim to ON and check PBA indicator for position appropriate
for the aircraft trim condition. If indicator position is abnormal, refer to PITCH BIAS
ACTUATOR RUNAWAY in this section.
An altitude loss of 200 feet was demonstrated during recovery from a forward pitch
AFCS Phase III hardover initiated at 155 KZAS level flight.
TAIL ROTOR MALFUNCTIONS
Tail rotor malfunctions can be classified generally as drive system or control system
failures. The helicopter's reactions and consequences of tail rotor failures will vary
widely, depending upon the type of failure and the flight condition of the helicopter
at the time of the failure. In general, however, control system failure is less critical
than drive system failure.
TAIL ROTOR DRIVE SYSTEM FAILURE IN FORWARD FLIGHT
Since tail rotor drive system failures may produce a large response from the helicopter it is very important to recognize impending failure. The failure will usually be
preceded by excessive noise or vibration in the tail section. When this occurs at high
speed, immediately slow to 100-1 10 K I M . Tail rotor drive system failure is always
accompanied by a sharp yaw to the right. Reduce collective as necessary to control
the yaw. Autorotate if necessary to control yawing rate. When a landing is to be
made:
1. Autorotate
2. Maintain an airspeed of 75 KZAS
3. Landing gear - DOWN. Up over water if flotation system is not installed.
4. Engines - Shutdown before touchdown
5. Execute autorotative landing

NOTE
Ground contact speed must be held to a minimum to reduce
the tendency to roll over due to yaw.
Revised October 19,2001
Part 1, Section III

& #FLIGHT
f m ?MANUAL
B??~fl~@
TAIL ROTOR DRIVE SYSTEM FAILURE IN A HOVER

1. Maintain helicopter attitude and attempt to achieve zero groundspeed and drift.
2. Engine levers - OFF at about 10 feet if possible.
3. Increase collective to cushion landing.
TAIL ROTOR CONTROL SYSTEM FAILURE
The most probable tail rotor control failures are jammed or binding controls, before
or after the mixing unit. An interruption of the control system such as a severed control cable is also possible. The helicopter's reaction and the cues available to the pilot
will vary widely with flight regime.
Fixed Pitch Setting - General
Depending upon the origin of the interference, the pedals may not be movable (control bind or interference between the pedals and the collective to yaw control mixer),
or movable through a restricted range (blocked pedal damper orifice). Full collective
control is available under these conditions and normal collective to yaw inputs to. tail
rotor pitch will be available.
A control bind or interference aft of the mixer output will result in a fixed tail rotor
pitch situation. Full collective control is available when this occurs only if the pilot
allows the pedals to move simultaneously with collective. No tail rotor pitch control
is available, and adverse yaw proportional to the amount of collective change should
be expected. Therefore, in this fixed tail rotor pitch condition, disregard pedal motion
as an indicator of potential tail rotor control.
The technique for landing the helicopter will vary greatly, depending upon the
resulting tail rotor thrust. A practice approach at altitude may be useful in predicting
helicopter yaw response as a function of airspeed, but care should be taken to avoid
slowing beyond safe limits. Yaw SAS will continue to provide short term damping
reducing gust related disturbances and should be selected on if so equipped. In general, touchdown will be made with some yaw. Attempt to land with a minimum rateof-descent. Touchdown should occur first on the most forward main landing gear.
Counter roll tendency with cyclic while allowing nose of helicopter to pivot toward
direction of landing. After touchdown, slowly lower collective to minimum and use
differential braking to control helicopter on ground.
Fixed Pitch Setting - Reduced Power

The helicopter will swing right as power is applied, with the amount and rate of yaw
proportional to the amount and rate of power applied. Decrease power as necessary
to control the heading of the helicopter. Make a roll-on landing at the speed, up to 40
knots, which results in minimum yaw on touchdown.
3- 12

Fixed Pitch at High Power Settings

The helicopter will
left as collective pitch is reduced, at a rate and
amount proportional to the rate and amount of collective reduction. Make
an approach and landing, accepiing some left yaw on approach. Touch down
at a speed slow enough to permit an increase of collective at touchdown to
minimize yaw. Consideration might be given to selecting a runway with a
right crosswind which will reduce some of the adverse yaw on touchdown.
Fixed Pitch Sette
at Cruise Power
The helicopter will

left or right a s power is reduced or added, although in general the reaction should be milder than in the previous cases
described. Plan approach and landing to touch down w i t h power a s close a s
possible to cruise set-.
Tail Rotor Cable Failure
- Centering Spring Installed
Upon recognizing a tail rotor cable failure, proceed to a landing area offering at least 2,000 feet of surface. Crosswind landmgs with winds greater
than 10 knots are not recommended. Yaw SAS continues t o provide short
term damp* that reduces gust related disturbances and should be selected
on.
If insufEicient yaw control remains to enable trimmed flight, accept the
sideslip and fly the helicopter along a desired track usirig laterial cyclic.
A single cable failure will affect tail rotor control from the centering spring
position (-2O) in the failed direction only, leaving f u l l control in the opposite direction by means of the remaining cable. Although the helicopter may
continue to fly normally enroute and during descents, it is recommended that
the following ciual cable failure landing procedure be followed to complete a
roll-on lanas soon as the hedcopter heading is satisfactorily aligned
with the runway.
Fixed Pitch Setting
- Tail Rotor Centering Spring (-2')
Initiate a long shallow approach, commencing descent a t about 80 KIAS.

Plan approach to be established low, on short final, with 60 KIAS. Expect
heading to remain left of track but responsive to collective changes; yawing
further left with collective reduction and right with collective increase.
When over the landing surface, arrest remaining rate of descent with a
gradual cyclic flare that results in a level flight deceleration to 40 KIASUse small collective inputs as necessary and continue a level flight deceleration at 10-feet wheel height or lower. Left yaw will decrease, as airspeed
decreases and power required increases. Plan touchdown point to occur as
helicopter heading becomes ali,gned with runway. Do not atkempt to slow
beyond where an acceptable yaw attitude is realized. After touchdown,
gradually reduce collective while maintaining runway he*
with Werentia
braking.

Revised JL.. 29, 1984
Part 1 Section 111

FUGHT MANUAL
A balked landing is executed during the approach by adding sflicient collective to

initiate a gradual acceleration while establishing a shallow climb. As airspeef
increases, additional collective may be used if a steeper climb is desired. A balkec,
landing should not be attempted once the nose swings right of center. Collective
application beyond this point can result m a continuing flat rotation to the right.
CAUTION
Large control inputs at moderate to rapid rates are to be
avoided. Collective applications, especially, should be
slow and deliberate, not exceeding those required to gradually transition from one flight regime to the next
(approach to balked landing, descent to level off, and
touchdown to rollout are examples).

Part 1 Section 111

S~%!@RHKOH&
E~~~~~~~ procedures
FUGHT MANUAL
TAIL ROTOR DAMAGE

Damage to the tail rotor can be noted by a sharp increase in tail rotor vibration.
Slow to about 90 KIAS and land as soon as possible.
FIRE
ENGINE COMPARTMEKT FIRE
Symptom:
Initial:
FIRE warning light and T-handle light on with continuous tone heard.
NOTE
Helicopters modified by PK 7607O-j5049-Oll are
equipped with individual #1 ENG FIRE and #2 ENG
FIRE master warning lights.
Confirming:
Smoke, burning odor, or erratic engine indications.
Action:
Reset tone by pressing a FIRE warning light.
With fire confirmed, establish safe single-engine flight while fully retarding
illuminated T-handle of affected engine.
Place fire extinguisher switch to MAW. An extinguishing of the appropriate

FIRE warning light and T-handle is supportive information that the fire has
been arrested. If fire persists, place fire extinguisher switch to RESERVE.
If any sign of fire still persists, land immediately otherwise, land as soon as
possible.
Shut down and leave helicopter immediately.
Internal Engine Fire After Shutdown
Symptom:
Initial:
Smoke, flames, andlor a rapid increase in Tj.
Confirming: No FIRE warning light or tone.

Actior :
With engine lever OFF, press starter button to motor engine.

If fire persists, fully retard T-handle and continue to motor
en,$ne while f i r e guard discharges an extinguisher into engine
a i r intake.
If fire still persists, shut off all switches and leave helicopter.
NOTE
If fire warning lights should go on at any time during
this procedure, follow procedure in the paragraph titled
ENGINE COMPARTMENT E m .
Cabin o r Cockpit Eire

1. Begin a descent, if able.
2. Close all cabin ventilation.
CAUTION
If smoke accumulation becomes a problem, execute
Smoke and Fume Elimination procedure below and

continue to fight fire.
3. Heater BLEED AIR switch o r ECU CONT SEL switch
- OFF.
4. Determine location and extent of fire. Use portable fire extinguisher.
5. Land as soon as possible and shut down.
6. Iffire is not out, leave helicopter.
Bagawe Compartment Smoke Detected
Synptorn:
SMOKE DET BAGGAGE warnkg
light illuminated.
Confirming: finusual smell of smoke.

Action:
compartment
Land as soon as possible. Inspect -gage
and fight fire with fire e x t i n , g h e r if required.
NOTE
The b a g m e compartment is sealed so that harmful
quantities of smoke will not enter the cockpit and
cabin. Large quantities of smoke in the bagcompartment will probably be smelled in the cockpit/cabin
area.

Revised OCTOBER 14, 1980
FLIGHT MANUAL
Smoke and Fume Elimination

The following procedures will eliminate smoke and fumes from the cockpit and cabin.
1. Pilot and copilot overhead vents OPEN.
2. Pilot's clear view window - OPEN.
3. Heater BLOWER switch or ECU CONT SEL switch - ON. Turn OFF if smoke
or fumes is noted coming from cabin or cockpit air outlets.
Elecmcal Fire
Elecm~alfires are generally indicated by a smell of burning insulation andlor acrid
smoke. As in any fire, the most important consideration is to maintain safe flight while
dealing with the fire. When detecting an electrical f ~ ethe
, pilot must shut down any
unnecessaq electrical equipment.
If in VMC, perform the followin,o:

Turn off both dc generators. the ac generator, and the inverterfs), and pull dc bus-tie
circuit breakers (2) on the dc primary circuit breaker panel. Choose the appropriate
action.
Action:
- If fire persists, turn on all generators and inverter(s), and nun off battery. The
fire should go out. Land as soon as possible. The emergency blowdown system
will be required for landing gear extension.
If fire goes out, restore the following equipment in sequence. Allow a brief
interval benveen actions to assess response. Disengage the component if signs
of fire return. Land as soon as possible.
- AC generator
- NO. 1 dc generator, and if fire remains out, reset the bus-tie circuit breakers
(2)If in IMC flight, transition immediately to VMC flight if possible. If it is not possible
to achieve VMC flight and the source of the fire is not evident, see Figure 3-1.

Pan 1 Section 111
'fl'@~gfyff
FLIGHT MANUAL
ELECTRICAL FIRE PROCEDURES. IMC
START HERE
e l AND k2 DC
PROBLEM IS I N
THE nY2 GEN.
LAND AS SOON AS
PRACTICABLE.
FIRE
GENS OFF
FlRE
?/)///
PROBLEM IS I N
THE $1GEN.
LAND AS SOON AS
PRACTICABLE
4 1 DC GEN OFF
6 2 DC GEN ON
LOSS OF ALL ,
5 DC
PWR.
,
IMMEDIATELY
'PROCEED TO
( NEXT BOX. ,
#
FlRE
/
/
PROBLEM IS I N
THE n
Y
1 OR nY2
DC PRIMARY BUS.
LAND AS SOON AS
FIRE
PROBLEM IS I N
THE BAT.
LAND AS SOON
AS PRACTICABLE
4 1 AND *2 DC
GENS ON.
BAT SW OFF.
I
FIRE
BUS TIE CB'S PULL.

PROBLEM IS I N
THE ESSENTIAL BUSLAND AS SOON AS
POSSIBLE.1.2
BUS TIE CB'S
E%E&
AC GEN OFF.
ON.
-1 4
PROBLEM IS I N
liE
E
k:Et&
AS PRACTICABLE.1
7
FIRE
PROBLEM IS I N
A N AC BUS.
LAND AS SOON
AS POSSIBLE. 1,2
I
1. IF REQUIRED BY WEATHER CONDITIONS.
BUS SYSTEMS MAY B E RESTORED
SINGLY BY USE OF APPROPRIATE CIRBREAKERS ON BOTH AC PR~MARY
&26v
BUSES AT THE SAME TIME.
2. IF ABLE TO OBTAIN VMC. LAND AS SOON
AS PRACTICABLE AFTER SECURING
ELECTRICAL SYSTEM.
Figure 3- 1
FAA APPROVEDNOVEMBER 2 I, 1978
Part 1, Section 111

~K
ZZRSK~~BE
FUGHT MANUAL
LANDING GEAR MALFUNCTTONS

Normal gear extension is indicated by the lighting of all three green gear dowi.
indicator lights apd the red UNLKD gear warning light going off. Complete retraction
will result in all four lights ,ooing off. Any other indications must be assumed unsafe
and require the following emergency action.
NOTE
Once a safe down indication is obtained, the landing gear
should not be cycled. Land gntly, have the gear pinned,
and shut down. Taxi operations with unpinned gear
should be avoided. Also avoid the use of the rotor brake
with unpinned gear.
If sear cannot be made to extend completely or cannot be
pinned, a landing on a cradle or similar fixture should be
made (mattresses, sandbags, etc.). Asymrnemcal gear
extension could increase roll tendency. Landing with all
wheels up would probably not lead to roll over. Consider
evacuation of passengers and unrequired crew while at a
hover; avoid rapid deceleration of rotor.
LANDING GEAR WILL NOT EXTEND
NOTE
Absence of normal No. 2 hydraulic pressure or dc essential
bus power requires the use of the emerzency landing gear
blowdown system.
Symptom:
On lowering the gear handle, none of the three s e e n indicator lights illuminate
within the normal extension period.
Action:
Ress to test the cautiontadvisory and check landing gear lights.
Slow to about 80 KIAS.
Check that LDG GR CONT and LDG GR POS LTS circuit breakers are set.
Attempt to cycle the gear handle several times and leave down.

Part 1 Section 111

FLIGHT MANUAL
On final approach before reaching a hover, check that the normal gear handle
is selected Dh', and then turn and pull the emergency landing gear T-handle
to discharge the blowdown bottle.
A three green safe indication is to be expected following use of blowdown.
NOTE
Once blowdown bottle has been discharged, do not
attempt to raise landing gear. Maintenance is required
prior to next flight.
Complete the landing by touching down lightly. Have a crewman pin the gear
prior to taxi or shutdown.
UNSAFE INDICATION - GEAR EXTENSION
Symptom:
On lowering gear handle, one or two of the three green indicator lights do not
light, and/or red UNLKD light remains on.
Action :
If a green light is off, press test button on caution-advisory panel. If light does
not test, switch light bulb with one of other lights and check for a safe
indication.
Slow to about 80 KIAS.
Check that LDG GR C O W circuit breaker is set.
Cycle landing gear several times.
CAUTION
If any indications of a jammed gear are present, leave gear
handle DN.
If landing gear still does not extend, hover and have someone outside examine landing gear. Consider having ground crew make a careful attempt to pull
gear into place. Use of the emergency blowdown system is not recommended
for cases with mixed safe and unsafe indications.
FAA APRROVED NOVEMBER 21,1978

Part 1 Section 111

FUGHT MANUAL
If at this point the gear appears to be extended and/or a safegear indication i s

obtained, touch down lightly and have crew pin gear. Do not put weight o r
taxi on unpinned gear.
UNSAFE INDICATION - GEAR RETRACTION
Flight above 130 KIAS is not authorized with the landing gear extended or partially
extended.
Symptom:
With gear handle UP, &e or more green indicator lights or the red UNLKD
light remain on.
Action :
Slow helicopter to 80 KIAS.
Lower gear handle. Lf a safe down indication is obtained and destination can
be reached with gear down, continue flight at airspeeds up to 130 KIAS. Do
not consider raising gear again unless no safe landing area is within reach with
gear extended.
If gear will not extend, continue as in the section titled UNSAFE INDIC.
TION - GEAR EXTENSION.
ELECTRICAL SYSTEM FAILURES
MASTER WARNING AND CAUTION-ADVISORY PANEL FAILURE
With a latent failure of a diode in any of the caution or advisory lights that are on
the test circuit, a subsequent failure in a corresponding system will illuminate all
the lights on the warning or advisory panels. By eliminating the electrical PO--wer to
the failed system warning or advisory light, the lights can be returned to their
normal condition. With the failed system identified, an appropriate reaction can
then be made.
Since a large percentage of the warning lights have been checked before flight by
following the normal procedures section of the RFM, the following procedure is
recommended for determining the most probable cause of the failure.

Pan 1 Section 111

K
FLIGHT MANUAL
Proceed with each of the following steps, in order, until problem is eliminated.
1. Check engine, hydraulic, transmission, and fuel level instruments. If any
abnormal indications are noted, pull associated warning light circuit breaker,
and perform the appropriate emergency procedure.
2. Cycle OFF, if ON, these switches:
BLEED AIR
PILOT PITOT HEAT
CO-PILOT PITOT HEAT
3. Pull out and then reset the following circuit breakers:
DC ESSENTIAL BUS
NO. 1 A1 ADVSY
NO. 1 ENG CHIP
&O. 2 ENG CHIP
MGB CHIP
I/TGB CHIP
NO. 2 A1 ADVSY
NO. 1 DC PRIMARY BUS
BATT WAR&
WSHLD HTR CONT
SO.2 DC PRIMARY BUS

WSHLD HTR CONT
NO. 1 FUEL LOW WARS (if indicated level is low).
NO. 2 FUEL LOW WARS ((ifindicated level is low).
DOOR WARK
4. Pull out both the following circuit breakers and then reset them:
DC ESSENTIAL BUS
AC GEN WARN
NO. 2 DC PRIMARY BUS

AC GEN WARN
FAA APPROVED KOVEMBER 2 1,1978

Pan I Section 111

SIK@ES~~~E
WGHT MANUAL
BATTERY OVERTEMPERATURE
Symptom:
BAIT HOT warning iight on.
Action:
Check B A n OFF caution list on. If caution i i a t is not on, place

battery switch OFF.
Land as soon as practicable.

If any smoke or odor is noted. land its soon as possible.
SINGLE DC GENERATOR FAILURE
DC CiEN caution light on.
Symptom:
$1 or #2
Aaion :
Move affectedgenerator's switch to OFF. wait 5 seconds. move to

RESET, then ON. Repeat as necessary.
If unable to'restore generator output. pla~xfailed generator switch

OFF. If in IMC flight. transition to VMC as soon as prd~ricdble
and continue flight.
If a single generator fails. no loads are dropped The remaining
generator will normaIly provide required power for all insdied
equipment. Consider shutting off unnecessary equipment. however, as a conservative measure. The radio master switches. if
installed. may be used to turn off non-essential avionics
equipment.

Part I Section 111

~ I ~ B
Emergency RMeduresLmGT M*Nu{
&
H
~ /
'SA 4047-76-1
NOTE
The utility hoist will still function after

a single generator failure, but the high
speed will not be available.
DUAL DC GENERATOR FAILURE
Symptoms: #1 and #2 DC GEN caution lights on.

BUS .TIE caution light on - indicating that
both dc primary buses are inoperative.
#l A C PWR caution light on (Dual inverter
system) indicating that No. 1 ac primary and
26 vac busses are'not powered (No, 1 inverter
is inoperative).
NOTE
At this time the only dc power source is
the battery which powers the dc essential bas. Engine, transmission, hydraulic and fuel system instruments will be
lost except for N,, N1, Tg , and fuel
quantity. The pilot's fight instruments,
navigation radios, and one VHF communication set will be retained.
NOTE
LOAD SHED SWITCH, if installed, should
be given consideration. In the EMER
LOAD SHED position, the engine overspeed system, transponder if installed,
anti-collision light, and nowflight
instrument dimming circuits are dropped
from the DC essential bus.
Action:
Attempt to reset both generators by moving

each generator switch to OFF, wait 5 seconds,
move to RESET, then ON. Repeat as
necessary.
If in IMC flight, transition

to VMC as soon as
possible.
SEEmZE
FUGHT MANUAL
Part 1Procedures
Section III
Emergency
NOTE
The utility hoist will be inoperative, but the hoist shear
will still function with battery power.
Reduce electrical load by shutting off unnecessary equipment.
Land as soon as practicable.
DC GENERATOR OVERTEMPERATURE - optional configuration
Symptom:
#1 or #2 DC GEN HOT caution light illuminated.
Action :
Move affected DC generator switch to OFF.

If DC GEN HOT light remains on, land as soon as practicable.
If light remains on and indications of a fire are evident, such as
burning odor or smoke, shut down the affected engine.

INVERTER FAILURE ( A C GENERATOR SYSTEM)

(Applies to aircraft with INVERTER caution light installed)
Symptom:
INVERTER caution light on.
Action :
If in IMC , transition to VMC as soon as

practicable, and continue flight.
NOTE
Subsequent failure of the A C generator
will cause loss of all A C electrical power.
AC GENERATOR FAILURE (AC GENERATOR SYSTEM)
Symptom:
AC GEN caution light on.

light on.
Action :
Check that ac generator switch is ON.
3-18B
INV ON advisory

F U M MANUAL
Turn ac generator switch OFF, then ON. If gene-r

is
not regained, ttvn switch OFF.
' If in IMC, transition to VMC as soon as practicable, and
contirme night.
NOTE
The inverter is capable of providing ac power for all
installed eq-ment except the optional heated windshield which i s on the monitored bus and will be
chapped arrtomalicall~.
.NOTE
On helicopters equipped witb AFCS Phase I l l , tbe AUTO

SHUT DN light and loss of AFCS Pbase ID functions
will be absemed as ac power source m?it&es rum
ac generator to inverter. Reengage by cycling cyclic
trim to ON for 1 second and back to AUTO and cycling
yaw trim to OFF for 1 second and back to ON.
AC GENERATOR
Qxuptom:
Action:
FAD.-
(AC GENERATOR m)
AC GEN BEARING caution light onC
~ Limitflightto5hoprs.
~
:The WINDSEiEUl IK)T caution light goes on when either the pilot's or
'copilot's windshield exceeds 58OC (135 OF). The system should be hnaed
off to preveni over&& damage to the windshield If required, the individual
overheated windshield can be identilied and left off to allow
of the
re5nainingwindshieldhalf. IfthecaationlightrePrainsonafterthewind-shield beater switches are turned of, the weal cmtactors may have
W d e d . The windshield power circuit bmakers should be pulled in this case.
Sympbm:
WINDSHIELD HOT carrtion
Action:
Pilot and copilot windshield heater switches off

WINDSHIELD HOT carrtion ligteL off
D the caution light does not go off, pull .the PLT and CPLT
WSHLD HTR PwR circuit breakers on the AC MON bns
Check:
Acti~n:
an
panel.
If the heated windshield is reqPired and tbe power circuit
breakers were not pulled, tke
windshield can be
restored as follows:
Feel center of pilot's and copilot's windshield with hand, If
one windshield feels dM&Uy cooler than the other, trPn an
the windshield heater switch for the cooler windshield. If
t h e W I N D S H i E I S H O T ~ l i g i ~ t r e t r r m txuntheswitch
s,
off and do not attempt to use either windshield heater.
Revised MARW 24, 1981
EMERGENCY ENTRANCES AND EXITS
The h
.doors are opened from the oatside by Lifting the door fatch or
framinsidebyl~qthel~~mthelow~affarindow~eof
each door and pplling the door latches aft. The doors m a y also be jettisoned
from inside using the door lockpin and jettison bridles, forward of the door
latches. The jettisaDl levers are under a plastic protective panel. A fmger
grip in the plastic cwer is used to pop the cover loose from the door fame.
The red jettison handle is pulled up to release the hinges, and a sharp blow
with the idan the door just aft of the door handle will jettison the door.
Decals as shown in Figure 3-2 provide
for normal opening or
jettiganing af doors.
IIf door does not open normally, attempt to jettison it.

Door Jettison Procedure
1.
liftdoorlockpin
2. Remove jettisan handle plastic cover

3.
4.
P\rlljeUisonkandleup
door jusL aft of the jettisan handle sktrply with the dist
RH. S I m r n G DOOR (OP?IONAL)

The R H 8liding door is opened from the astside by docking the door lo&
(raS;I.tingthe door locktothe UNLOCgwm) and then mbihgthe dour
handle downward to tke OPEN positictn. Pull the door orst and slide aft.
Fhxnthe-e,
mwethedoorlocktotheUNLOCgpositionandthen
ruktethedoorbandledownwardtotheOPENpositi~ Pushthedoora&
a& slide aft. If the doar does not open normally attempt b jettison - 0 1 ~ .
Windaw Jettison Procedure
NOT33
Do not jettison window in flight

1. ~e~plastictoverovertkwindowjettisanhrmbir.
2.
Pullwindow jettisonhandle.
3.
Rlshwinduwarrt.

PlLQTSDOOR
PASSENGER W O R
m l D E ENTRAUCE
UIT DOOR HANDLE AT Am
END OF EACH DOOR
INSIDEDUT
Figare 3-2. Emergency -es
and Exjsts (Sheet 1 of 2)

Revised APRIL 12, 1979
3-20A
DO NOT OPEN
PUSn HERE TO CHECK

THAT DOOR IS LATCHED
APPUCABLE TO RIGHT SDE DOORS

NOT MODIFIED BY PIN 7607O200L5911
AND AU LEFT DOORS
-3-2.
Bne%encp~cesandEXts(Sheet2~f2)
FAA APPROVED NO-ER
21, 1978
Right Sliding Door Not Modiiied by Kit P/N 76070-20015-011 aad al3 Left
Sliding Doors
Do not o-p& the door in fight.
In-Flight Door Uplocked Procedure

DOOR OPEN caution light on.
Symptom:
Action:
1. Reduce to and maintain minimum safe speed.

2.
Turn seat belt switch on.
3. If crewman is available, have crewman check cabin

sliding door to insure closed. If closed, DOOR OPEN
caution light system has malfpnctioned. If door is
ajar, land as soon as practicable. Have crewman
hold/puU door handle inward to prevent from opening
outward and sliding aft.
In-Flight Door Open Procedure
Symptom:
DOOR OPEN caution light on and door visibly ajar.
Action:
1. Reduce to and maintain minimum safe speed.

2.
Turn seat belt switch an.
3.
Land as soon as practicable. Avoid abrupt maneuvers.
4.
If crewman available, bave crewman hold/pP11 door

irrraard to prevent from slidirrg aft.
5.
Ifdoorcannotbeheldinplace, m a s soanas
possible.
Rigfrt Sliding Door Modified by
git
P/N 76070-20015-011
If slichng door becomes unlocked or opens in flighf decrease airspeed to 50

KXAS o r less before closing. If not possible to close door, open fully and
lock. Do not exceed 74 gIAS for remainder of flight.

The optional emergency flotation system is designed anly for emergency

landing on water. The system may be eqected to keep the helicopter
upright long enough to permit passengers and crew to exit to life rafts
or rescue boats. A subsequent takeoff o r lung
term towing should not
be attempted.
When it anpears that d i t c u is likely, coasideration must be given to such

factors as wind direction and velocity, sea state conditions, and aircraft
power available for ditching. The maxim~m)
permissible water e A r y conditions are 33 kwts water speed a t 300 feet per minute rate of descent in a
calm sea. Optimum ditching conditions would occur in a calm sea state
with the forward speed of the helicopter reduced to as near zero as possible,
and with little or no lateral drift component. Minimum touchdown forces
will be achieved whm touchdown is made on the crest o r back of a wave with
a minimum ate of descent. Greatly increased touchdom forces will be
experienced i f the fanding is made on the front o r rising face of a wave.
Every effort should be made to land the helico&r with as little sideward
drift as possible as the roll rate after touchdown increases sharply with any
increase in lateral motion. Ditching with power available (suchas when
fuel starvation is imminent, or aloss of transmission oil pressure dictates
sach action) will greatly increase cantrollabiliQ,
touchdown forces,
and assist in p*venting the helicopter fram rolling after impact. Power
off ditching (autorotation) should be avoided i f possible. With sufficient
power available to frilly control the aircaft descent rate, sideward drift
and forward speed to near zero values, successful ditcbbgs may be accomplished in sea states v q to aad including Sea State 4 (wave height 6.5 feet,
wave leagth to height ratio - 1to 10) depending on wind conditions.
All possible contrdl -e
from the rotor system shonld be used to prevent rolling after impact. Consideration shaPld be given to extended power
on wakr taxi, if wave conditions make rotor to water contact improbable.
Power-on water taxi will greatfy increase the roll stability of the aircaft
and will allow yaw and heading c-.
The f l h may be hfhted at any
time daring the ditching procet3ure (below 75 KEAS). Wow SrrfEiaent time
for full hfklion before water confad. Float innatiaa-time is within 10 seconds.
The following genead dikhbg
are recommeaded as the best for
a successful controlled emergency m r landing:
~ ~ & W o n s p s t e m i n a h o e r i f ~ c i m ~ r i s a ~
to permit a hover.
Reduce forward speed to as near zero as possible.
m
e lateral drift companent to a minimum.
Avoid rising faces of large waves,
ReduceraieofdeseenttominimmnattcroE~.
Fuselage angle at impact should be between O 0 and lo0 nose ap.
UseaUcantrolavaifablefromtherobrsystemtop=veatthekelicopterfrompitchiPgorroIlingafter~wn.
The pilot should endeavor t o touchdown, heading into wind, as near
the crest of a wave as possible to minimiffe the impact vertical velocity.
Ifthehelicopteristowed, itshoaidbetuwedataslowmhof speed.
1. natation -stem test switch

2. Landing gear
- Check NORM.
- DOWN.
NOTE
If the landing gear cannot be e d e d for any reason,

the floats can be dephyed with the gear reh-acted.
CAUTION
Operation of the landing gear during or after float inftatian may result in damage to the floats and parkid loss
af flotation capability.
4. Press the cyclic stick float innntion switch. Allow sufficient time for
full innatinn prior to water contact.
NOTE
noat innltinn time is 10 seconds.
5. Notify all occupants to prepare for emergency water landing.
NOTE
Cabin occslpants should h s k n their safety belts and remain in their seats with their anns
against their
knees~watercantacti~made.
NOTE
H time and conditions permit, consider opening and

locking r. h sliding doar if m a e d by Eit P/N
76076-20015-01L
6. Tansmit distress message,
7. Check life vests for secPritp and lock sbodlder harness.

8. aald the heliwpter level as possible, con&&
forward speed and rate of descent.
the water with minimmn
9. Water and aircaft conditions permittirrg-consider extended water

taxi.
FAA APPBDVED NOVEMBER 21, 1978

10. If the helicopter is unstable or tatdng on water, shut &m engines,

notify cabin occrrpants to evactlate through the cabii doors after the
rotor blades have stopped turning. Use of the rotor brake is not
recommended, especially above 40%Nr.
Do not evacuate the helicopter anti1 the rotor blades

have stopped turning. Do not Slate life vests until
clear of the helicopter.
FAA APPROVED NOVEMBER2i, 1978

Part 1 Section m
R l M MANUAL
EXTERNAL CARGO HOOK PROCEDURES
Tf an emergency requires release of the external cargo, perform either

of the following:
1.
CARGOFiOOK~&t&-ARhdED
2.
CARGO hook release button (pilot's or co-pilots cyclic stick)DEPRESS.
1.
EMERGENCY CARGO HOOK RELEASE 'T'

bandle (on center
console)-PULL
Because of the rapid CG shift following a sudden

release, a moderate climb and pitch rrp should be
anticipated.
NOTE
If an approach terminates with bdicient power

to stop the rate of descent, consideration s M d
be given to allowing the cargo to touch down ratber
than executing a premature release.
UTIUTY HOIST PROCEDURES
1 Xf an emergency requires release of a utility
hoist load, perform the
following:
1.
Cable shear switch @ifutts or cabin) SHEAR. I load does nut separate, CIEtthecablewithtke~cablecuttersasclosetothehoist
as possible.
For hoist opewith electrical ma3nnctions, refer to ELECTRICAL

SYSTEM FAILURES in this Section.

M e d JUNE 6,1980
Part 1, Section IV
Performance Information
FLIGHT MANUAL
TEMPORARY REVISION NO.2k
FILING INSTRUCTIONS: Insert tMs Temporary Revision facing page 4-1, dated
July 26,1982.
SUBJECT: CATEGORY "A" AND 'B" OPERATION4
This e
tr a M i adds a rejected takeoff and landing d i m adjustment
for aitcraft !hat have 5014067 rotating brake disk($) instded as determined pm
Aircraft Braking Systems'Alert Service Bulktin No. S76-32-A24 or S76-32425.
MANUAL CHANGFS:
If the 5014067 h k e eliks are linsbUedor the brake disk configuration has not
been confirmed, calculate the Category "A" Rejeded Takeoff Distance end
Category "A" Larding Distance or Category "B" Landing Distance normally, as
appHcafAe. Multiply the distance@)(by 1.67 to obtain the correcbd distance(s).
Figure
Number
4-8
Ti
Category -AwRejmed Takeoff Distance
4-14
4-19
1 Category 'B" Landing'D i n c e
Category "A"Landing Distance
FAA APPROVED APRIL 9,2002
SECTION m
Density Altitade Chart..
..............
- Pilot's System..
n - Copilot's Spstem .
4-3
Aizspeed cafibration
4-5
Airspeed m
4-6
Torque Available, 2-1/2 Minute Power

OEI and 30 Mimte Power OEI.. ......
4-8
Totqoe A e l e , 2-1/2 Minrrte Power
OE3 and 30 Mimte OEI, both with

EAPS Installed and Switched OFT
....
Torque Available, Takeoff Power Dual

Engine, and Normal Crmise Power
DualEngine
........................
4-8A
40B
Torque Available, Tag& Power Dual

Engine, and Normal Cmi8e Power,
both with EAPS Ins&lled and Switched
ON ................................
4-9
........
4-10
Category "A" TakeoE Profile-.
~ " ~ " ~ D i 8 t a n C e ~ AehigveTageoffSafety Speed

4-22
........
Foraard nimh Performance Single

Engine, 2-112 Minute Pawer, !bk&Z
-Speed.
.......................
4-14
FomardrrrimhPerformabce-5gle
Engine, 3OMimte m r , Bestof CIiimb Speed
..................... 4-15
ForrP;udrrrimhPezformance-SEngle
Engine, Maximum Conmnms Power,
Bestof Climb Speed..,..,,.,,,,
FAA APPBDVED
416
NQVEMBER 21, I978
4-1
mm
PAGE
Categorg "A" Landing Distance
Category
""
T k d e a f f Distance
........
4-18
........
4-19
....
Forward Qimb Performance - Two
4-20
...
4-21
..........
4 -22
F o W Climb Perfoxmace Two

l h g g s , Takeoff Power, 52
Errgins,, m r r m C~~
Power, Best Rate of Climb Speed..
Forward Qimb Performance Z b o

Engines, Normal Cruise Power,
Best Rate of Climb Speed..
......
Altimeter Calibation - Pilot's and
Copilot's Spstem,. ..................
Category "B" Lauding Distaace..
Bover Out of Ground Effect
...........
FAA APPROVED NOOEMBER 21, 1978

Rwisea July 26, I982
4-23
4-24
4-25
Part 1 Section IV
Performance Ipformatim
NGHT MANUAL

%vised JANUARY 9, 19'79
FLIGHT MANUAL

AIRSPEED CAUBRATION PILOT SYSTEM

POSITION ERROR ONLY
AERO MECHANISM PART NO. 8 u m ; s 2 0 L W OR
AEROSONIC PART NO. 20020-11190
AIRSPEED lNDICATOR
Figure 4 3
FAA AP-VED
NO-
21, 1978
AIRSPEED CALlBRATlON COPILOT SYSTEM

P o s m o N ERROR ONLY
AERO MECHINlSYlPART NO. BWltCS20LW OR
A E R o s m I C PAF5 NO. 2002&11190
AIRSPEED lNDtCATOR
Figtae 4-4
FAA APPROVED NOVEMHER 2 1 1978

Revised Jrily 26, 1982
TORQUE AVAILABLE
Torque available charts are provided in Figures 4 5 through 4 6 A to determine the engine torque available at various pressure altitudes and oatside
air tempemtnres. Each chart is based on the specific engine power rating
and forward speed. As noted on the charts, Figures 4 5 and 4 6 a r e for
helicopters with EAPS not installed. Figures 4 5 A and 4 6 A are for helicorkers with U P S irrs&lled with switch wsition (ON or OFF) as specified on
each cSuperimposed on these &s
a r e t& engine m&dac&er's
high temperature engine operating limit and the engine o r aircraft transmis
sion torqae limit as applicable. The engine and aircraft transmission
torque limits a r e listed as follows:
ENGINE
TRANsIassxON
TORQUE
TORQUE
LIMITS-%
POWER RATINGS
L ~ M ~ T S?
- i
f"1D Minute pwer
THIS VALUE RELATES TO RECO-TIONS

MANUFACTURER SEE PART 2, SECTION L
OF THE EN-
In the instances where engine torque limit otceeds the

transmission
t
o
m limit, then the lower a e is used in determining aircraft performance. Wer to Pigure 1-5, "Engine or DrWe Spstem Opemthg Limits
for compliance with m.
Unless othe-e
noted, the performanee data shown on the charts is for
helicwithout EAPS installed. If the EAPS -on
(with switch
either ON or OFF) affects performance, the decrease in performiince is
noted an each char&

Revised NOVEMBER 2, 1981
46A
ROTORCRAFTEXTFZNAL LOAD CAWGORY "B" OPERATIONS

When external load operations are being conducted, the following performance factors should be .cansidered:
1.
The helicopter was evaluated under day and night VTR conditions for
diiiQ hoist loads and day VFR conditions for cargo hook load. This
does not preclnde the operator from demanstrating the a
b
w b operate rmder night VFR conditions for cargo hook loads.
2.
Performance published m the w t manual may or may not be realized, depending on the size and shape of the laad Coqensatian
should be allowed for the effects of external loads having a high

dag, particularly in those performance areas involving forward
speed, such as takeoff distance.
3.
Flight checks were performed to establish safe operatian for Class

*'B" external 1osLds as'follows:
a.
kn
The cargo hook was tested nsiag high density loads
weight from 2600 pounds to 3300 pounds. The tests were conducted at densitj altitudes of 1000 feet, 3000 feef and 9800 feet.
b.
The utility hoist system was tested with a 600 p o d load coosisting of an apptorcimatefy 20 inch cube of cement at various
cable lengths to a Vne of 74 E;IAS. A low density of 238 pounds
Load consisting of an open top box, measm3ng 40X40X37 inches
was tested to a Vne of 57 KIAS. A 155 pound simulated person
was hoisted in a bover to the aircraft and bmughi into the cabin,
Tests were conducted at 1700 feet density altitude and below.
Grarmd kandling -cs

were evabbd during representative
maneuvers at maximum gross weight an a bard surface rrmway.
Re-
NOVEMBER 2, 1981
FLIGHT MANUAL
TORQUE AVAILABLE
BLEEDIlR OFF
ENGmE ANTEICE OFF
EaPsmrr1NsrAuEu
GENERATOR LOAD
200 AMPS
RATING: 2-In MINUTE OEl

96% Nr 52ENGINE TORQUE UMI=1112 %
RATING: 30 WNUTE O n
96%Nr BROCSPEEO
LUIN TRAWSYlSSlON TORQUE UYIT=lO(%
Figare 4-5
RePised UNITARY I?, 1983
Part 1.Seetian N
S4 4047-76-1
FLIGHT MANUAL
TORQUE AVAILABLE
ENGIUE ANTLICE OFF
BEEBAlR O R
GENERATQR L O A M AMPS
RATING 2-V2 MINW'E OEl
5210AS
96%Nr
EN6lNE TOROUE UldTT=llU%
40-30-20-lo
OLrmDE AIR TEMPERATURE-.C
Figure 4 5 A

48A
TORQUE AVASLABLE
B
R OR
ENGINE AKFI.lff
UPS NOT INSTAUED
GENERATOR LOAD-
OFF
200AMPS
RATINP TAKEOFF DUAL-ENGINE IGE

0 KUS 10@% Nr
Figure 4-6
FAA APPROtTED NOVEMBER 21, 1978

Re-d
JANUARY 17, 1983
TORQUE AVAILABLE
BLEEDdlR O f f
ENGINE ANTI-ICE O R
GENERATOR WADr200 AMPS
RAf)NG TAKEOFF DUAL-ENGINE IGE

0 KlAS lW% N r
EAPS INSIALlED AND SWITCH ON

MAIN 7RANSMISSION TOROUE UMCT = 100%
io-jo-50-ib
i o z b i o * o s i
OUTSIDE AIR TEMPERATURE-'C

RATlNG NORMAL CRUSE DUAL EN6lNE
BROC SPEED 100% N I
EAPS~AUEDANDSmTCH
OFF
ENCIWETDRQUE R A M = 863 %
OUIStDE AIR TEMPPUTURf-.C
Figure 4-6A
RePised JANUARY 17, 1983
fl
4-9

FLIGHT MANUAL
Figure 4-8
FLIGHT MANUAL

Revised M C H 23,.1981
FUGHT MANUAL
FORWARD CLIMB PERFORMANCE

The climb charts (Figures 4-10 Wet@ 4-12 and 4-16 thraugh 4-18) provide
a means of detemPining rate of climb for combinations of gross weight,

OAT, and pressure altitpde. Each chart is based on a specific power rating and forward speed To determjae helicopter rate of climb, enter the
appropriate chari at ihe ambient aatside air temperatpre, and move vertid y upward to intersect the iiight pressure altitude. From this point move
horizonb.Uy to the right t o intersect the flight gross weight, then vertically
downward to read rate of climb for the given fiight conditios.
FAA APPROVED NOVEEMBER 21, 1978

Revised NOVEMBER 2, 1981
Figure 4-10
.
FLIGHT MANUAL
rigme 411
FAA APPROVED NOVElVlBER 21, 1978


SINOLE.EN0INE MAUIMUM CONTINUOUS POWER
BESTRATEOF CLIMBSPEED
96% Nr
ANT 1-ICEOff
NO BLEEOaAIR
OEAR RETRACTED
REDUCE RATE OF CLIMB D n t R M l N t D FROM CHART BY

AMOUNT SHOWN I N TABLEI
ROC
OROS8 REDUCTION
WEIOH EAPS
-109
INSTALLED
'
5700
6000
7000
8000
9000
10000
10500
45
45
35
30
30
25
ROC
REOUCTION
ANWCE
ON
90
90
80
75
70
ROC
REDUCTION
PAPS INST
ANTl4CE ON
175
170
180
140
140
ROC
REDUCTION
UTlllTY
HOIST INS1
40
40
40
35
30
ROC
REDUCTION
RIQHT SLIDINQ
DOOR OPEN
AIR TEMPERATURE-@C
15
115
110
100
95
90
OROSS WLtOlIt
109 (KO) X 1000
9 ARE CUMULATtVE
RATE OF CLIMB 100 FPM
BROC SPEED
O'
18
l2
I
13
25
W I M COMPOUND CONfIOURAT
FAA APPROVED NOVEMI(ER 21, 1978

Figore 4 1 4
Revised JANUARY I?, 1983
CATEOORY "8"
TAMEOFF DISTANCE FROM 8 . n HOVER TO 80 FT
D18TANCLI ARE BASED ON

W E S t CONDITIONS:
1. MAIIlMUM ALLOWABLE WEIOIW
2. WIND.CALM
3. NO BLEED.AIR
USE EKCEPT ANTI-ICE
4. ANTI4CE OfF OR O N
EIIAMPLE:
PRESSURE AL11TUDE- 1,000 M E 1
AIR IEMPERAWRE-2I'C
f A i ( ~ 0 1 l DISTANCE- 1,040 fEET

I W O ENQINES
TAWEOIF POWER
52 MIA9
100% Nr
N O B L E E D W ANII4CE 011
OEAR REIRACIED
REOUCE RATE O t C O M B DtlERMINED FAOM C t I A R I BY

A M O U N I SHOWN IN IABLE:
ROC
ROC
ROC
anoss
RCOUCTION
REDUCIION
REDUCTION
WEIO~II
EAPS
ANT~.ICE
EAPS INSI
LBS
INSIAUED
ON
ANII~ICE
ON
6700
6000
7000
8000
9000
10000
LO500
105
105
100
I00
95
90
90
120
115
I10
105
105
100
220
210
210
209
205
190
ROC
REOUCIION
UTIL~TY
IIOIS~ INSI
40
ROC
REOUCIION
RIO~II SLIDINO
DOOR OPEN
115
40
110
40
35
30
30
100
95
90
05
100
190
30
85
W l t l l COMPOUND CONIIOURATIONS. RATE Or CLIMB CORRECIIONS ARE CUMULATIVE
AIR TEMPERA7URE-4
OR059 W E l O l l l
LBS (nab n 1000
an
RATE OF CLIMB* 100 FPM
S S6WJ (C33)

F U M MANUAL
Figure 4-18
FAA APPROVED-N
21, 1978
CATEGORY "B"
U N D I N I DISTANCE FROM 80-FOOT HEIOHT TO STOP
ONE ENO~UE
luormttvt
ALTIMETER CALIBRATION
SEA c
m c STD tamp
NOTE: DOES NOT INCLUDE INSTRUMENT ERROR
5
%
"O
9"O
PILOTS SYSTEM
-. .
20
40
60
80
100
INOfCllttO MI) 9 0 E L b 4 N O T 3
HOVER OUT OF GROUND EFFECT

TAKEOFf PO100% N
ANT&-ICEOFF
NO -AIR
REWQ 6ROSS WEK3fT 0-W

I ED
FROM CHART BY AMOUW
SHOWN IN THE FOLLOWING TABLE. AS APWCABLE:
WEIGHT REDUCTION
150 POUNDS
200 POUNDS
270 POUNDS
CONFlGURATlON
E4PS lNSTAlLEO a
ANTCICE ON
ANTClCE ON WITH UPS l N s A U E b
io
CROSS WEIGHT-lo00 KUOCRIlYtS
i'
sb
s - 0
rn
4-21
4-25
SA4047-76-1
Supplement No. 32
FLIGHT MANUAL
ERRATA
To correct a printing error, replace the Title and Introduction page, and add page
iAi to the manual supplement.
Supplement Index
FUGM MANUAL
S-76A SUPPLEMENT INDEX
The supplements listed below are not applicable to every

serial number helicopter. The operator is only required to
have those supplements that pertain to the equipment installed on his helicopter. If the equipment described in a
supplement is installed by the operator at a later date, the
applicable supplement may be ordered from Sikorsky
Aircraft.
Annotate with an X in APPLICABLE column those supplements that apply to your helicopter. Please update any revised Supplement Index, as required, when received with
future changes.
SUPP
NO.
APPLICABLE
SUBJECT
DATE
Collins ANS-31 RNAV, MLS receivers, DME, and Compass Systems for
helicopter S/N 76OO7.
1014f79
ADI, HSI, and BEARING selectors,
10/26/79
FLT director and HIGH FREQUENCY

RADIO for helicopters SM 760021,
760022, 760024, 760025, 760026,
760039, 760046, 760052, 760056, and
760057.
ADI, HSI, and Bearing Selectors, FLT
director and HIGH FREQUENCY
RADIO for helicopters S/N 760036
and 760049.
2/8/80
GNS-5OOA OmegaNLF for helicopters

SIN 760012, 760013, and 760119.
5113181
ANS-3 1A RNAV, DME40, an

C-14A Compass Systems for helicopter
sm 760065.
6/6/80
Navigation Switchin2 Equipment for

helicopter SIN 76OO62.
7/3/80
NOVEMBER 21, 1978

Supplement Index
FLIGHT MANUAL
S-76A SUPPLEMENT lNJ3EX

SUPP
NO.
APPLICABLE
SUBJECT
ANS-3 1A RNAV, Dual D M E 4 and
C-14A Compass System for helicopters
SIN 76007 1 and 760074.
Navigation Switching Equipment and
TDL-711 LORAN C for helicopter SIN
760081.
Litter Installation
TDL-7 11 LOWS!? C for helicopter SIN
760116
Navigation Switching Equipment for
helicopters SIN 760 101, 760 102,
760130, and 76131.
GNS-5OOA OrnegaNLF Navigation
Switching System for helicopter SIN
760133.
GNS-5OOA (Series 3) Navigation
Switching System for helicopters SIN
760159, 760161,760176, and 760185.
Sperry FZ-702 Flight Director for helicopters Sm 760159, 760161,760176,
760185, 760189, and 760190.
AYS-3 1A RNAV, Dual DME,4, and
Dual C-14A Compass Systems.
Dual HSI Control Panel Switching
with Flight Director
ANS-31A RNAV, Dual DME-40 and
Single C-14A Compass System
Navigation Switching Equipment,
TDL-7 I I L O W - C. and UHF DF.
NOVEMBER 21, 1978

DATE
Supplement Index
-
FUGHT MANUAL

SUPP
NO.
APPLICABLE
SUBJECT
DATE
19
Global Navigation GNS-5OOA

(Series 3) Installation
1/12/82
20
Sperry FZ-702 Flight Director
1/12/82
21
SIM - Spindle Inspection Method.
12/27/83
22

TDL-7 1 1A LORAN C for helicopters
SIN 760238, 760243, 760266, 760267,
760277, 760278, 760279, and 760280.
513 1/84
23
Auxiliary Essential Power System.
312 1/85
24
Navigation Equipment Switching System, TDL-7 11A LORAN C, and LTN3000 OMEGAIVLFIRNAV for helicopters SIN 760275 and 760276.
7/6/84
GNS-500A (Series 3B) Navigation

Switching System with pushbutton selector switch panel.
12118/84
Low speed approach procedures for

microwave landing system and ILS.
3/27/86
Placard for Aerosonics PIN 2002011190 airspeed indicators.
1/31/86
Tail Rotor Servo Shutoff Valve
12/12/86
Turbomeca Aniel 1 s engine

installation
6117/97
Turbomeca Aniel 1S 1 engine

installation
12/17/97
Turbomeca Aniel 1S 1 engine installation (Increased performance credit)
12/17/97
DC Essential Bus Recovery System
8/25/88
NOVEMBER 21, 1978

Supplement Index
F U G M MANUAL

SUPP
NO.
APPLICABLE
31
Alternate Static Source
33
34
Bendix RDR- l4OOC Weather Radar
35
Not printed
36
Snow Landing System
37
AEM Loud Hailer
32
38
SUBJECT
Dual Static Inverter

Metair Life Raft Deployment System
Category " B Operations With 9 or

Less Passenger Seats
SOUTHERN FAA REGION SUPPLEMENTS

S- 1
RCA Data Nav 111 System
S-2
GNS-5OOA OmegdVLF Navigation

System
S-3
Left-Hand Sliding Cabin Door
S-4
S-5
Cyclic Stick Guard
S-6
Collins ANS-3 1C RNAV System
S-7
Speny ZC-301 Flight Director and

7000466-936 Attitude Indicator
S-8
Canadian Marconi CMA77 1 Omega1

VLF Navigation System
S-9
Collins ANS-3 1C RNAV System
S-10
Long Range Fuel System (106 Gal)
Bendix ILJ2023 and CC-2024 Navigation Equipment
NOVEMBER 21, 1978

DATE
Supplement Index
FLIGHT MANUAL

SUPP
NO.
APPLICABLE
SUBJECT
Foster Airdata Systems LNS-6 16A
Long Range Navigation System
UNS- 1 Jr. Navigation System
KNS-660 Flight Management System
Bendix MU-21 Microwave Landing
System
Not printed
Metair Long Range Fuel System (PIN
33776-6 1049-013 or 33776-61049-014)
(50 Gal)
UNS- 1 Jr. Navigation System
Bendix Aerospace RDS-86 Weather
Radar System
Bendix Aerospace RDS-84 Weather
Radar System
UNS- 1A Navigation System
Not printed
Honeywell EDZ-705 Electronic Flight
Instrument System
P-870 Weather Radar System
Honeywell LSZ-850 Lighting Sensor
System
Dual Honeywell SRZ-850 Inteagated
Radio System
Cabin Lighting Control System
NOVEMBER 21, 1978

DATE
Supplement Index

SUPP
NO.
SUBJECT
DATE
Cabin Environmental Control System

(ECS)
10/7/94
Global Wulfsberg System Flitefone VI
11/28/88
Grimes Recognition Lights
11/28/88
ARNAV ELT- 100HM
12121/89
Pulselite System
11/28/88
GNS-500 Navigation System
3/22/89
Not printed
Emergency Medical System (EMS)
Interior
4120189
UNS- 1A Compact Flight Management

System
51919 1
Spectrolab Nightsun Searchlight

System
4/27/90
Forward Looking Infrared (FLIR)

System
4/27/90
SPZ-7600 Digital Automatic Flight

Control System
6/4/92
Not printed
Collins DF-30 1E
10/11/90
Not printed
Collins Dual or Single ALT-55B Radio
Altimeter System
4119/90
Baker CockpitICabin Audio System
4/27/90
Not printed
NOVEMBER 2 1, 1978
Supplement Index
FLIGHT MANUAL
SUPP
NO.
SUBJECT
APPLICABLE
Honeywell Primus P-7001701 Radar
DATE
6116/92
Not printed
RACAL RNAV2 Navigation Management System
10/18/90
Not printed
Not printed
Not printed
Radio Altitude Warning System
(RAWS)
4/23/90
Honeywell Data Nav 111
10111/90
Logo Light System
9/8/89
External Sliding Door
6/23/94
Cargo Hook Load Indicating System
4/27/90
Variable Speed Utility Hoist
2/7/97
Battery Feeder Fault
5/30/90
Bendix EFS-10 Five Tube EFIS

System
7/30/90
Not printed
UNS-1B Multi-Mission Management
System
12/1/97
Not printed
LITEF LCR-92s AHRS
4130197
BendidKing CAS-66A TCAS 1 Traffic Collision Avoidance System
3/30/98
NOVEMBER 21, 1978

Supplement Index
F U G M MANUAL

SUPP
NO.
APPLICABLE
SUBJECT
S-64
P&G Solid State Combined Voice and

Flight Data Recorder
5/7/96
S-65
Trimble 210 1 LIO Approach Navigator

System
220197
NOVEMBER 21, 1978

DATE
FAA APPROVED
ROTORCRAFT
FLIGHT MANUAL
SUPPLEMENT
.REVISION NO. 1
SIKORSKY
MODEL
PART 7
LONG RANGE FUEL SYSTEM
Date aP Apptoval:
f EBRUARY 24,1984
Date of Revision:
January 30, 1995
Federal Aviation Administfation
Atlanta, 'Georgia
rm7&'
MANUAL
FLIGHT
PART 1
LIST OF IFFEtC'TlW. PAGES
FAA ROTORCRAFT FLIGHT MANUAL
FAA A P P R O W FEBRUARY 24,1984

Revised January 30,1995
Part 1
List of IilYtutivc Pag-Skippltsm~ntS-10
PART 1
LOG OF REVISIONS
The revision d a t ~is shown at the boftom of each revisad p a g oA vrtr~bnlbar cm the outer
margin indicatff the latess revised porcion of each page. A vertioal, bar next to the page number
indic4tes the page has bem retyped with no significant dmges,
REVISION
PAGES
NO.
REVISED
REMARKS
DATE
FAA
APPROVED
Added optional
1/39/95
aw tank (forward)
hstallatim Changed
title ,mi refomfitted
1-1, 1-2,2-1.
3-2,3-113-2
supplement.
m
Manager, Aia&
Certification Oflice,
FAA, Atlanta, 5 A
FA4 APPROVED FEBRUARY 24,1984

keviwed Jaauary 30,1995
Par1 1
Introduction
Supklon~cnl3- 1b
FLIGHT MANUAL
INTRODUCTION
This dupplen~entmust be attached to the Sikorsky S-76A, FAA

approved, Ratormatt Flight Mmual, dated Nov~rnber2 1,1978, or
later FAA approved revision, when a Hunting Aviatiou/Mctair
Long Range Fuel Sysrern (P/N 14-54) is installed in iucordanec:
with Drawiq No,- 33776-61013 per STC SW157dSO. The
informatio~loontained herein supplements the information of the
Rotoror& Flight Manual. For limitations, procedures, and
pd~&ce h & n not contained in rhis supplement, consult
the Rotorwaft Flight Maual,
FM APPROVE0 FEBRUARY 24,1984

Revised J m u 30,1995
~
The aux lel,tauk shall be in&tdled and removed in insacordance with the Hunting
AviatiodMGt(LiTirhtanmceManuid, Apply forward or aft instaUstion plaoard m r e q ~
Fud ~omectionsshould be examined for I d c a p after instaliationof ta&
WEIGHT AND CG W T S
" I ~helicopter
Q
whm fittad with the mdiary h
1system, is to be operafedwithin tbe weight aad
center of gravity limits ypecijiod in Part 1 ofthe S-76A Rotor~aftFlight Manual. PartL;ular
attention should be paid tb the embr of gravity oalculation before each flight, Rdw to the
placard on thc insida of the baggage; c o m p ~d t~ o rto establish whether the LK&
is
oquippkd with a forward or aft auxiliq tank installation and then use the proper charts in the
LOADING INOXMATION, Part 2,Section 1#ofthis suppletnent
W h ~ nthe aw fuel system is ki!italIed and the awx mik is m use, no baggage, hazardous, or
flmmabIe items m y be cmied in the baggage cornpastmat. The baggage compubnent
should be placarded W O 73AGGAO.E TO BE C
m W N AUX FUEL TANK IS
FITTED."
The aux tatllr is u, be gravity fueled only with fie1 whose water content has bm obecked by a
suirable metbod.
Fueling is ody to be c~tri,edout with the helicopter in a normal ground (lwel) a a i W t~ ensure
adequate a p a m i ~ nspace in the nux tank,
The
fuel vdve must be shut d&g takefl and lmdkrg to enswe fuel system m~endmce,
la-flkhtW tmsfkrfr~rnthe a w tank, to the main tadksmay be accomplidud in ~ d sflight,

e
stmiat and level,
h m g transfer of fuel from the aux rmk UIthe main tanks, the aux valve~shouldba left io the
O?EN position for at lwf 15 minutes after the awc h l g ~ g ehas switched fim I20 pounds to
zero. This is to make sure h t all usable fie1 has transferrred.
FAA APPROVED FEBRUARY 24,1984

Revised January 30,1995
-.-
Pa11 1, Section I
Operating Tinitations
Supp!ement S- 10
Whenfur;.lis tt.&etred
FLIGHT MANUAL
in siaight wd level aruise flight, them i&ma u n W l e fuel in the aux
taok.
p T ~\TS~JU,T,ATZON:
(See p h d iuside baggage ootnymmt door tcr identify iastrrlkation,)
Four g d m s ifs thma-um
alnouat of d l 8 fuel that raains in the awdiary tank, irad This
rn-urn
mo110.t
'kcmiwhen fudis transferred d 155 knots. Fuel transfer at the higher nose
attitudes associated witb cruise speeds lower k m 155 knots reduecs the unusable fuel to less
than the 4-gallon maximurn.

Revbed .hnuary 30,1995
SECTION fl
NORMAL PROCEDURES
EXTENOR INSPECTION
When the a.ux tMk is fitted and in use, before thc first flight ofthe day, or bdbo1ethe next flight
aAer extendcd maintmwm, perform the following p r d m to drain any accumulated water:
Open wx &el t;mk sun~pdrain and chmk for water and

visible cmtanlinants.
When tht aux tank is fitred, but has remained unused for prolonged periods, b&m next flight
llsiag aux b l , p d ~ r m
the following:
Carry out water draining procbdure as above.
Fill aux tank with minimum 120 pounds of fuel.
In addition to the normal preflight inspection of the baggage compartment, the pilot should
check the f d h cap insib the left baggage c o ~ l p m c ndoor
t for fuel level d security.
BEFORE STARTING E N G W
Check aux fuel quantity.

Chak am h
1 switch seleoted SHUT.
3 E -T A X
Check aux fuel valve position indicator reads SRJT,

DyxE
Transfer at'auxfuel should begin as soon as cruise has barn established. Select aux fuel valve
OPm and check that indicator changes to OPW. A w fuel will transfer to both main fuel
tanks at a maximutnrate of 55 pdunds per minute.
Miin &el quantity indicators will rise to near maxinaum and the aux fw1 system wilI maintain
.
the main ranks at this level until all the aw fie1 has been exhausted.
FAA APPROVED I?EBRUARY 24,1984

Revised January 30, 1993
Nornlal Proct.ducs
Supplement S- I0
FLIGHT MANUAL
Check that ~UIYfuel valvc is seleotcd SHUT when cngincs are at idle.
FAA APPROVED FEBRUARY 24.1 984
Revised Januaqy 30,1995
SA 4047-76-1
FAA
ROTORCRAFT
FLIGHT MANUAL
SUPPLEMENT
$40
REVISION 1\10,
1
MODEL
S-76A
PART 2
LONG RANGE FUEL SYSTEM
Date of Issue:
FEBRUARY 24,1984
Date of Revision:
January 30,1995
-w@@
- .
FLIGHT MANUAL
_ _ -- - . .
*
List 9EiG:ctivz Pagzs

SilppIcmenr S- 10
PART 2
FAA ROTORCWT FLIGHT 'MANUAL
PAGE
nArm
FEBRUARY 24, I 984

Revised J h n w 30.1995
.__ .
REV.NC~,
A FUGHT
I ~ / MMANUAL
M~~YJS~
LOG OF REVISIONS
Thc rtivision date is shown at the bottom of rtaoh revised page. A vdocil bar on the outer
margin indicates the latest revised portion d each page. A vertical bar r i m to rhz page
number hdicatzs the page has been rrcstyped with no sign8cant c h g e s .
REVTSION
NO.
1
"
PAGES
lXi3VISED
1-1/1-2,2-1.
2-2
lUmAFXS
Added optional
am tank (forward)
installa~ion.
FEBRUARY 24,1984
Revised Jmlrary 30,1995
DATE
Ii30/95
'P2u-t.2, Swliorr I
Desonption
Supplenwnt S-10
SECTTON I
DESCRIPTION
h~s u s i l i q ficl umk with a fuel capaaity crf 106 U.S. gallons is install& in the baggage
cornpatmat l'he tmk can bc hstaUedin either the fcnward or aft section of the wmpartrnent,
When htaIled inthe forward section all fuel i s usable, when installed in the aft section, them
tan ba a m y as four musable gallom, The tank mIsists of a crash-miutautfuel cell installed
in a strucrural box.
The bm is i s h e d t o a& of composite marerial bolted 10 tlu existing baggage compartment

dmr. Ths t;mkmty be quicWy removed form the helicopter, leaving tht;raft installed. All fuel
and vent couplings are sclf-sehg quick-disconnects,allowing thr tank to be removed when
parriaUy Wl, jf r t i q ~ i d .When ths tank has been removed in this way, the helicopter may be
flouv with the remaining am fuel system cornponds still iastplled.
' h e amtank gravityfsed3dirwtly inlo both main tanks via m electric motorized &I valve and
o w float-operated shut 08valve installed in each mah tank, The float valves will not permit
fuel W a n d e r if the min tanks are fill, They are designed so thz expansion space in the main
ttUljiS is always Pee of fuel.
'-
Thzmo~orkedvalve isolates the audiwq. tank fiom the main fuel system und is controlled by
a cockpit switch. A position hdicam mounted next to tbe switch si@als the position of ?&
motorized valve. The valve add indicator ate comeated to the No. 3 dc; p t M q bas ( 8 f t
ixsdtition) or the No. 1 dc primary 58 bus (forward iastallatiorr) by a circuit breaker marked
.4uxFUEL VALVE.
A float-type fud probe is iastdled in the auxiliary tank, with r\n indimtor on the pilots
b ~ ~pael
s andt a repeater next to the filler cap, The fud gage is mwked in &ps Qf 120
pounds, ikom zero to 720 pounds, and indicates the leat quantity of h
I rmaiDing (e.g., the
indicatorwill change h m 600pounds to 480 pounds as soon u the fiA level drops below 600
pounds). The fid gage is commted to the dc esential bus by $1 circuit breaker marked AUX
FUEL QTY.
FEBRUARY 24,1984
-flBFLIGHT
QDMANUAL
Piui 1,Suttcm ll
Loading hforrnat.i.ion
Supplemint S- 10
AUX FIIEr, WIGHT TABLE

NOTE
:
Whm the adliary tank is insded baggage should nut be carried

in tho baggage csmpartmenr.
If tirc~diis placarded indicating tank installation fore or &, use

the appropriate loading domation ii this supplement If aircraft
is IlQIp l w d d use AFT INSTALLATION information. Placard

is located on h i d e of baggage campartm~ntdoor,
The fornard mounted auxiliary fud installation weights and momcnki arb as follows:
WE1C;m
ITEM
Aw Fuel Tank
~OUNQS)
ARM
MOWNT/l 00
82
2302
189.2
19
215.4
WEIGHT
(POUNDS)
ARM
MOMENT/100
81.5
234.8 3
191
185
220,OO
41
Asszmbly Empty
A w Fuel Sysiern
422
Fived Pam
AFT INSTAT.LAT1C)N
ITEM.
-4ux Fuel T&
Asscmbly Empry
Aux Fuel Systenl
Fixed Parts
FEBRUARY 24,1984
a@@FLIGHT MANUAL
When the auxiliiuy talk is installed, particular attention should be paid to the center of gmvigl
od~u1ati:ionin order thnt the h-licoptuCG is maintained within the aft lirmt.
NOTE
usterivk (*) are based on JP-5 Sud bt
6.8 paunds per TJS, gallon undzr standard canditiom.
'l'he weights n~askedwith
AUX FUEL, TANK CAPACITY 106 U.S.O

-
N S
-
TOTAL
WEIGHT
.. FUEL GAGE
120
240
360
120*
240*
360'
480
600
720 Full (P-4)
730 Fdl (JP-1)
720 Full (P-5)
(Poms)
480"
6004
689
716
721*
ARM
MDM3E;NT/l00
273.2
549,l
824.9
227.68
228.78
229.15
229.43
229.53
1101.3
1377,3
1582-4
229.66
229.66
229.60
1644.4
1655.4
AUX FUEL.TANK - CAP .CITY 106 U.S. GALLONS

TOTAL
WEIGHT
FUEL GAGE
120
240
360
480
600
720 FuU (P-4)
720 Full (JF-1)
720 Full (JP-5)
(Pow%
120*
2400
360"
480"
600*
689
716
721*
ARM
MOWNT/I 00
232.29
27 9
233.39
233.76
234.04
234.16
234,27
234.27
234.2 1
560
842
FEBRUARY 24,1984
Rwised Janunry 30,1995
1123
1405
1614
1677
1689
SECTION I11
=EL
VALVE MLFTMCTIONS
The awr fud valve may not operate or may stick, aBkcriag ttansfer o f b l to main tanks.
Symptom:
Valve positiw iudicator reads SHUT when switch is selected OPEN.
Action:
QcI6 valve witch. Ifindictitor fa& to show diagonal batching f~llowcdby

OPEN, vdvz aclc~atothas failed. Am fuel will not transfer. Continuo flight
on mab fuel only,
Symptom;
Vdve positiorl indicator sh~wsdiagonal hatching which does mr chiurge to

OPEN afw 5 seomds.
Action:
Valve will be stuck in transit between shut d full open posirion Fuel
transfer may occur at reduced rak. Watch main and BUY fuel gages for
indication of fuel &&or. Rectify fault in valve b e h e next flight.
I
11
i
FAA AE'PROVEn FEBRUARY 24,1984

Revised J~nusry30,1995
1.
+
@
'pb
A~~E@MsK~~&,
FLIGHT MANUAL
FAA APPROVED
4.
ROTORCRAFT FLIGHT MANUAL SUPPLEMENT
REG NO.
SER NO.
This supplement m u s t be attached to the
Sikorsky S-76A, FAA approved, RQ~OPcraft Flight Manual, dated November 21,
1978, when a Metair Long Range Fuel
System Part No, 33776-61049-013
(Forward) or 33776-61049-014 (Aft)
is installed in accordanoe with STC SH
1939 8 0 . The informatbrs contained
herein supplements the infomation bf
the basic Rotor craft Flight Manuol ,' For
.
limitations, procedures, and perforn~ance
.,
I
information not contained in this supplement, consult the basic R~torcraStRight

Manual.
. .
Approved By :
Date of Approval:
, '.
,;/'
,9'
( ,,,?
A&
23W4de4
MANAGER, ATLANTAAIRCRAFT CERTIFICATION

OFFICE, CENTRAL REGION, FAA
May 23, 1986
FLIGHT MANUAL
Kl?M Supplement S16 for Sikorsky S-7fiA

SGCTION I
OPE RATING LIMITATIONS
TANK INSTALLATJON AND REMOVAL

The aux fuel tank shall be installed and removed in accord-
ance with Metair Aux Tank No. -013 or 014. Fuel connsctions should be examined for leakage after installation of tank.
WEIGHT AND C .G. LIMITS

The rotarcraft when fitted w i t h the auxiliary fuel system is to
be operated within the weight and enter of gravity limits
specified in Part 1 of the S-,113 Flight Manual. Particular
attention should be paid 40 the center of gravity calculntiun
before each flight. Refer t o LOADING INFORMATION , Section VI of this supplement,
LOADING LIMITS
When the aux fuel system is fitted and aux tank i s in use, a
maximum of 150 Ibs of baggqge may be carried if held down to
brackets provided an tank assembly, provided the roturwaft
C ,C remains w i t h i n specified l i m i t s
AUX FUEL SYST@VI LIMITS
The aux tank i s only to be g ~ a v i t yfueled.

Fueling is only to be carried out with the rotorcraft in a
n o r m a l ground attitude t o ensure adequate expansion
space in the aux tank.
In-flight t r a n s f e ~of fuel born the aux tank to the main

tanks is only to take place with the rotarcraft in normal
straight and level flight up t o 140 KXAS.
In the specified flight attitude for fuel transfer there is

zero unusable fuel in the aux tank.
FAA APPROVXD
DATE: May
3 3 , 1986
Page 2 of 13
,
,,
.-
FLIGHT MANUAL
RFM Supplement S16 fox Sikorsky LS-76A
iI
' .
'
5,
During transfer of fuel f ~ o mthe aux tank to the marin

tanks, the aux fuel valve should be left in the OPEN
position for at least ten minutes after the aux fuel contents indicator has switched from 60 Ibs t o zero. This is
t o msure that dl fuel has transfe~red.
6.
The aux fuel valve must be shut during takeoff and landing t o ensure fuel system independence.
PATE: Mag 23, 1986
Page 3 of 13
FLIGHT MANUAL
RFM. Supplement S 16 for Sikoxsky S-76A

SECTION 11
NORMALPRQCEDURES
EXTERlOR
INSPECTION
*.
1.
In addition to the nmmal gre-flight inspection o f the

baggage compartment, the pilot should check the fUer
cap inside the left baggage compartment door %r fuel
level and 8ecuPity.
2.
~ n b the
o 4 quarter-turn fasteners on access plate to
drain valve in center of aft face of tank. Remove end cap
on drain valve, and push hose on end of valve. Drain,
check for water and visible contaminants. Adequate

water drainage i s provided with the helicopter approximately level (less than 3 O nose up or nose down).
This i s t o be done befoxe the first flight of the day or

before the next flight after extended maintenance.
BEFORE'
STARTXNG ENGINES
Check aux fuel quantity.
Check hux fuel switch SKUT.
Check aux fuel valve position indjcator rends SHUT.
Transfey of aux fuel should oommcjnce as soon as cruise has

been establtshed, Select aux fuel valve OPEN and cheok that
indicator. changes to OPEN, Main fuel quantity indicators will
rise to near maximum and the aux fuel system will maintain
the main tsnlis at this level until all the wux fuel has been
exhausted.
The aux fuel valve should be Isft in the OPEN position for at
least ten minutes after the aux fuel contents indicator has
switched from 60 lbs t o zero, to ensure that all fuel has
transferred,
L
L.l
RFM Supplement S16 for Siko~skyS-76A
BEFORE LANDING
Before landing, confirm aux fuel valve is a t SHUT.

SHUTDOWN
Check that atw fuel valve is eeiected SHUT when engines are
at idle.
FAA APPROVED
DATE: May 23, 1986
Page 6 of 13
-'xa
.,
SA 4047,- 76- I ,
FLIGHT MANUAL
RPM Supplement 5 16 for Sikorsky 6-76.A

SECTION XI1
EMERGENCY PRQCEDURES
AUX FUEL VALVE MALFUNCTIONS

I
The aux fuel valve may fail t o operate or stick affecting

transfer of fuel t o main tanks.
Symptom : Valve position indicator re&s
4s in OPEN position.
Action:
SHUT when switch
I1
Cyole valve switch. If indicator fails to show
diagonal hatching followed by OPEN, valve

actuator has failed. Aux fuel will not transfer,
Continue flight on main fuel only. -
iI
If indicator changes to diagonal hatahing and

doe8 not show OPEN after five seconds valve i s
partially open. (See below .)
Symptom: Valve position indicator shows diagona1 hatching

which does not change to OPEN after five seconds.
Action:
Valve will be stuck in transit between shut and

open positions. T~ansferof fuel may ~ C C U Pat
reduced rate. Watch main and aux fuel gages
for indication o f fuel transfer. Rectify fault in
valve prior to next flight.
FLOAT VALVE MALFUNCTIONS
The float valve may fail t o opepate in any of the following

ways :
Synrptom: With motmized fuel valve open, the main tank

indicators rise above normal fdposition.
Cause :
If fuel levels oontinue t o rise above normal full

level on both m a i n tank indiaatbre with the aux
fuel level falling, both float valves would be
jammed open.
..
.,
i
,
FAA APPROVED
DATE: May 23,
1986
Page 6 of 13
FLIGHT MANUAL
RFM Supplement S 16 for Sikorsky S- 7 6A

Close aux motorized fuel vdve until levels of fuel
in main tanls drop below normal full level. Continue to ufie this procedure by opening and closing
fuel valve to keep main tanks full until aux tank
contents are used, or peturn to base to rectify
fault. Ensure fuel levels in m i a h tanks have

fallen bebw nmrnsl full level before landing In
case of fuel overflow from vents.
Symptom : With motorized valve open, one main tank indicator rises above normal full level and other vdve
stays at normal full level.
Cause :
If level oonlinues to rise above normal full level

on one main tank indicator, one float valve would
be jambed open.
Action :
Close aux motorized fuel valve so mziiin tank levels

wiSL drop. U s e t h g same procedure as above as if
bath valves are jammed,
Symptom : With motorized fuel valve open, one main tank

indicator f d s 'below m r m d l full level and other
SrtdicaLor stays eonstant at normal full level.
Cause ;
If level falls on'on& indicator and the other indicator stays constant at normal ftdl level, one float
valve would be jammed closed.
Action ;
Open cross feed valve so that fuel tanks level out,

or return 50 base t o have fault rectified.
Symptom : Wit11 motorized fuel valve open, main Lank indicators drop and aux tank indicator stays constant,
Cause :
If t h i indiaators show that no fuel has Wansferred

from aux tank to either maitin tank, when motorlzed fuel valve is open, both float valves would
be jammed dosed.
Action ;
In this case return t o base t o rectify fault,
FAA APPROVBD
DATE: May ,23, 1986
Page 7 of 13
PLIGHT MANUAL
RFM Supplement S 1 6 for Sikmsky S- 76A

NOTE
If aux motorized fuel valve float valves show

signs of malfunctions at the same time, return
t o base-immediately to rectify or land as soan
as possible, ensuring heUoopter is kept level
t o stag any chanoe of fuel over-flowing' from
.' vents
SECTION IV
PERFORMANCE DATA
NO CHANGE
FAA APPROVBD
DATE: May 23, 1986
Page
of 13
FLIGHT MANUAL
RFM Supplement S16 foeor Sikorsky S-76A

SECTION V
GENEBAL DESCRIPTION
An a ~ u i l i a - yfuel tank, usable oapacity 50 US gdbns, is installed in the baggage compartment. The talk consists of a
.&rashresistant fuel cell installed in a structural box, The
box is attached to a 'raftt of composite mategal bolted to the
existing baggage cornpartmelit floor. The tank itself may be
q~$cldyremoved from the ~drcraftleaving the raft installed.
All fuel and vent oouplings are self sedifig quk?R itisconnects
allowing the tank t o be removed when partially full, if required. When the tank has been removed in this way, the
rotarcmft may be.flown with tho remdning aux fuel system
eompommts still installed.
The tank has a sump situated centrally on the aft face of

tank, behind an access plate. The sump has a drain valve.
'
The awuiliary tank feeds diroectly by gravity into both main

tanlrs via an eleatpic motorized fud valve and one Boat
operated shut off valve fitted in each main tank. The float
valves will not permit fuel transfer if the main tanks are full.
They are designed such that the exqmnsibn space in the main
tanks is always free of fuel. The motorized valve isolates the
amdiary tank f r o m the m a i n fuel system and is operated by a
switch on the flight deck, A position indicator mounted adjacent to the switch signals the position of the motorized
valve. The valve and indioator are connected to the No, 1
DC primary bus by a circuit breakep marked AUX FUEL
VALVE.
The tank is gfuwity filled through a filler cap an the left side
of the tank. Access t o the filler is by opening the left side
baggage compartment door. A formed composite soupper in-
side the door prevents spillage during refueling from entering baggage compartment.
:
:
'.
-
The auxiliary tank is fitted with an electrically signalled

contents gage with an indioator on the pilot's instrument
panel and a repeater adjacent to the filler cap. The contents
probe consisvtsof a series of magnetic floats. The-cantents
gage indicates in step increments of 60 lbs, froom zero to 300
~ b s wfth
,
one increment from 300 to 340 lbs. The gage is
pcssimfstic indicating the least quantity of fuel remaining.
FAA APPROVED
DATE: M a S 3 , 1986
FLIGHT MANUAL
RFM Supplement S 16 for Sikarsky S- 76A

{ e . g . , the indicator w i l l change f r o m 300 to 240 Ibs as soon as
thecontentsdrop below 300 Ibs). The contents gage is o m nected to the DC essential bus by n circuit breaker marked
AUX FUEL QTY.
FAA APPROVED
DATE: May 23, 1986
FLIGHT MANUAL
RFM Supplement S 16 for Sikmsky S-76A
2LOADING
INFORMATION FOR THE :013 CFQRWARD)

AUX TANK TNsT,ALLATIC,?~-"-/
The auxiliary fuel ltnstallation weights and centroids are as
fqllows :
1
,Weight
ob
Item
Centroid
Moment / 100
(STA)
Auxiliary Fuel, Tank

Assy qmgty
'75.00
225
16 9
;Auxiliary Fuel System
19.50
220
43
L.
,
When the auxiliqry tank is 'fitted, a maximum of 300 5bs 031

baggage can be carried in the baggage compartment, provided
the aircraft remains within its limftc.
I
NOTE
C G of baggage is m~vedaft to SSTA 243.3

'when tank I s fitted,
Aux Fuel T&B
Fuel Gage
60
120
'
180
240
300
340
- Maximum C 2 s c i t y 51 US ~ a l l o n s .
Total
Weight
60"
225 + 32
139
120"
225.11
225. 00
224.92
224.86
270
405
540
675
224.81
224.. 81
764
771
180*
2 40"
FULL (JP-I)
340 FULL (JP-5)

FAA APPROVED
DATE: M a y 23, 1986
M~mant/I00
Centroid
300"
540
343
Page 11 o f 13
FLIGHT MANUAL
RFM Svpglement S1S for Silxmsky S-76A
NOTE
C*) The weights marked with an asterisk are

based on JP-1 fuel at 6.15 lbs per US
(II
gallon under akndard conditions.
r ,The maximum usable capacity 51 US gallons.

7
'
a
LOADING INFORMATION FOR THE -014 (AFT)

AUX TANK INSTALLATION--
Th2 auxiliary fuel ins3allation weights and centroids are as

~ O ~ ~ Q: W S
It em
Weight
Centroid
(lb 3
(STA3
Moment / 100
Auxiliary Fuel Tank

hssy Empty
76.00
230
173
Auxiliary Fuel System
19.50
225
44
-i
1.
Whei the auxiliary tank i s fitted, a maximum of 150 lbs of
baggage can be carriad in the baggage oompartrnent, prodded
the aircraft remains w i t h i n its limits.
NOTE
C .G. of baggage is moved aft t o STA 246.0
when tank is fitted..
'h.
FAA APPROVED
DATE: May 23, 1986-
Page 12 of 13
J%~~B?BGK~~
SA
4047-76-1
FLIGHT MANUAL
RFM Supplement S16 for Sikwsky S-76A

AUX.,FUEL ARM TABLE
f
."
Aux Fuel Tank
.-
Fuel Gage
- Maxiinurn Cabacity 51' US Gallons

Totdl
Weight
Centroid
Moment / 100
--
120
60"
120*
180
180"
2 40
300
240"
340 FULL (JP-1)

340 FULL (YP-5)
340
343
60
230,62
230.41
230.30
230.22
230.16
230.11
230.11
SOO*
NOTE
5
(*) The weights marked with an asterisk are

based on JP-l fuel at 6.76 lbs per US
gallon under standard conditions,
The maximum usable capacity 51 US gallons.
When the auxiliary tank is fitted, particular attention should

be paid to the Center of gravity cdcuktion in order that the
rotorwaft C .G. is maintained within the aft limit *
FAA APPBOVED
DATE: May 23, 1986
Page 13 of 13
SA 4047-76-1
--
I
,
I
I
ROTORCRAFT
FLIGHT M A N U A L
SUPPLEMENT
NO. 23
SIKORSKY
MODEL
PART 2
AUXILIARY ESSENTIAL POWER SYSTEM
Date of I s s u e :
July 3 , 1984
Date of Revision :
March 2 1 , 1985
I
FLIGHT MANUAL
Part 2
List of Effective PWes
Supplement No. 23
PART 2
LOG OF REVISIONS
The revision date is shown at the bottom of each revised
page, and a vertical bar on the outer margin indicates
the latest revised portion of each page.
REVISION
NO.
REVISED
PAGE NOS.
1-1, 1-3
REMARKS
Revised electrical
bus monitored by
AUX ESS PWR
system.
Add List of Effective Pages
July 3, 1984
DATE
3/21/85
~ / ~ ~ ~ f l [ d f l &
FLIGHT MANUAL
P a r t 2 Section I
Description
Supplement No. 23
SECTION I
DESCRIPTION
ELECTRICAL SYSTEM
B a t t e r y Switch
T h e BATT s w i t c h o n the m a s t e r swiich panel ( F i g u r e 1-2) h a s positions
m a r k e d ON-OFF-AUX ESS TEST. ON c o n n e c t s t h e b a t t e r y to t h e d c
e s s e n t i a l b u s except when d c e x t e r n a l power is in use. O F F d i s c o n n e c t s
the battery f r o m the d c e s s e n t i a l bus. AUX ESS T E S T c h e c k s t h e integrity
of the auxiliary e s s e n t i a l power s y s t e n i .
D C POWER DISTRIBUTION SYSTEM
DC power i s distributed through t h r e e b u s e s . T h e Ho. 1 d c p r i m a r y b u s

i s powered b y :he No. I g e n e r a t o r u l d the NO. 2 d c p r i m a r y b u s i s
powered by the No. 2 g e n e r a t o r . T n e dc e s s e n t i a l b u s i s c o n r ~ e c t e dto
No. 1 gcner;ltor output ~ h r o u g ha bus tie c o n t a c t o r . If e i t h e r g e n e r a t o r is
inoperative a s indicated by the lighting of the a p l ~ r o p r i a t eDC GEN caution
light, the o t h e r g e n e r a t o r will ~ r o v i c i epower to a l l t h r e e b u s e s . U both
g e n e r a t o r s a r e inoperative and e.xterna1 p o w e r is not i n u s e , only t h e d c
e s s e n t i a l bus will b e powered f r o m the b a t t e r y . T h i s condition i s indicated
by the Lighting of both DC GEN and BUS T I E O P E N caution lights. If t h e
dr: junction box o r a s s o c i a t e d w i r i n g sustaills d a m a g e that i n t e r r u p t s t h e
c l r c u i i r y Lo the dc p r i m a r y b u s e s , the a u x i l i a r y e s s e n t i a l power s y s t e m
will be activated Lo connect the b a t t e r y d i r e c t l y to t h e d c e s s e n t i a l bus.
T h i s coudition i s indicaied by lighting of t h e AUX ESS PWR ON a d v i s o r y
llg11:. E x t e r n a l power :1.111 power al! t h r e e b u s e s u n l e s s o n e o r m o r e
g e n e r a t o r s a r e o p e r a t m g : then e x t e r n a l power will b e disconnected f r o m
the dc s y s t e m .
E s s e n t i a l P o w e r On Advisory Light
Ausiliary
The AUX ESS PWR ON a d v i s o r y l i g h ~on t h e caution-advisory panel ( F i g u r e
( 1-3) lights when power f r o m t h e No. 1 d c p r i m a r y b u s is i n t e r r u p t e d and

LIII,
auxiilary power c o ~ i l a c l o rconnects Lhe b a t t e r y to t h e dc e s s e n t i a l b u s .
J u l y 3, 1984
R e v i s e d M a r c h 21, 1965
GENERATOR
ANDGEHERATOR
COHTRGL PANEL
[T%-%czz==j]
CAUTION LIGHT
'L
-
CAUTION LIGHT
NO. 1 DC STARTER
GENERATOR
AND GENERATOR
CONTROL PANEL
GENERATOR CONTACTORS
1. CONNECT EACH GENERATOR TO I T S PRllAARY B U S I F GENERATOR
O U T P U T IS ACCEPTABLE TO GENERATOR CONTROL P A N E L
2. CONNECT EITHER GENERATOR TO B O T I I PRItAARY B U S E S I f OTHER
GENERATOR IS OFF OR H A S f A l L E D
BATTERY CONTACTOR
1. C O N N E C T S B A T T E R Y TO DC ESSENTIAL B U S ONLY DISCONNECTS
BATTERY F R O M D C E S S E N T I A L B U S W H E N EXTERNAL POWER IS I N
IJSE OR W I I E N RATTZRY S W I T C H IS OFF.
..,...- - .,.-pq
, ~ u i , i , L ~ a L>; . ; L , ~ . ' ~ , ' * . < .'-LI< I d 2i : > : d ; C f . ' !.!L,

i i O T ! I C;CNERATOfIS nl,r OPERATING.
I.!-.< T I E C O N T A C T O I ?
.
., , , . L . ., L . ,.,d.
,%..< , , ~ - <
:.
;I
~.
....
. ,L
>
A
?,,
'.L
i j C ,,:
. ..
. ,, .
l..:<';
\,
>
'.'
\'.
i ';;.!iLr<
. . ..!I,.;
,
,
O l < l 0;;
!'~!!~t<
. , , . Q,'::,i
L'OWER IS I N USE.
I>,*.,L;,::.S
2;7TiC!.:'i
b a T t ' U 7 iI:gP!, P R I ~ ~ I A R ~I l C :;iUSF.S V:liEPJ
OPERATING O N B A T T E R Y ONLY.
A U X PWR C O N T A C T O R
1. CONNECTS BATTERY T O D C ESSENTIAL B U S W H E N

N O . l DC PRIMARY POWER IS INTERRUPTED.
GENERATOR CALJTION LIGHTS

I O N W H E N GENERATOR IS OFF OR INOPERATIVE A N D D C SYSTEM IS
P O W E R E D B Y O T H E R GENERATOR. E X T E R N A L POWER.OR B A T T E R Y
BATT HOT WARNING LIGHT
1 O N D U R I N G PERIOD OF BATTERY OVERTEMP. W H E N O N B A T T E R Y IS
D I S C O N N E C T E D F R O M ESSENTIAL B U S
BATT OFF CAUTION LIGHT
1
': :':IIFf< D C SYSTEM IS Pli'b'.'FRED AND B A T T E R Y S W I T C t I IS OFF.
,,
'
<.. ' i H i E M P E H A l URE Dl? O i tick
,r(,:::;
r r ; , l r ) ~p c I
---
--
UATTEHY M A L ~ U N L T I O I . I .
1;IJS ;I O P E N C A U T I O N L l G l i T
I ! ! F GrPiERATOR O U T P U T I i O E S N O T G O '
:1;'3;1k!l 1 I I E 9115 TI!. , , ( ~ : v ; A C T L ~TO
? PO\VER Tr!if L):. F S S i l d T I A L
i. ,',r;i,'.lGI:. D C ESL..:;':'i
B ! J s is POI'i'ERED li10'.: ti-ITTERY
i::;LY.
'.
A U X E S S PWR O N A D V I S O R Y L I G H T
1. O N W H E N NO. 1 D C PRIMARY POWER IS I N T E R R U P T E D

A N D BATTERY POWERS DC ESSENTIAL BUS. B A T T E R Y
SVIITCH O N OR A T A U X ESS TEST.
Part 2 Section I
Descrintion
supple&ent NO. 23
RIGHT MANUAL
DUAL INVERTER AC SYSTEM
AC GENERATOR S Y S T E M
Figure 1 - 2 .
1- 4
Master Switch Panels (Typical)

J u l y 3 , 1964
.. .
- r ~
j . , .
-.
F l l G t i i MANUAL
Part 2 Section I
D:scription
Supplement No. 23
b
"A
->
"0
,A
FAA APPROVED
ROTORCRAFT
FLIGHT MANUAL
SUPPLEMENT
S-24
REVISION NO. 1
SIKORSKY
MODEL
S-76A
PART I
HONEYWELL LSZ-850 LIGHTNING SENSOR SYSTEM
Sikorsky
Approved by:

Certification Ofice, ANE-150
Date of Approval:
October 11, 1988
Date of Revision:
July 2, 2003
Part 1
Introduction
Supplement S-24
FLIGHT MANUAL
INTRODUCTION
This supplement must be attached to the Sikorsky S-76A, FAA approved

Rotorcraft Flight Manual dated November 21, 1978, when a Honeywell LSZ-850
Lightning Sensor is installed in accordance with STC SH2416SO or as a
33776-61083 option to the S-76A type design. The information contained herein
supplements the information of the basic Rotorcraft Flight Manual. For
limitations, procedures, and pelformance information not contained in this
supplement, consult the basic Rotorcraft Flight Manual.
FAA APPROVED OCTOBER 11, I988

FLIGHT MANUAL
Part 1
Supplement S-24
PART 1
PAGE
DATE
REV. NO.
FAA APPROVED OCTOBER 11,1988

Revised July 2,2003
Part 1
Log of Revisions
Supplement S-24
FLIGHT MANUAL
PART 1
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on
the outer margin indicates the latest revised portion of each page. A vertical bar
next to the page number indicates the page has been retyped with no significant
changes.
REVISION
NO.
PAGES
REVISED
REMARKS
DATE
All
Reissued supplement.
7/2/03
FAA
APPROVED
Changed from Atlanta

ACO to Boston ACO
on title page. Added
option to the type
design in Introduction.

Certification Office, ANE-150

Revised July 2,2003
SA 4047-76-1
Ad~rn~~rnflE
FLIGHT MANUAL
Part I
Table of Contents
Supplement S-24
PART 1
TABLE OF CONTENTS
SECTION
PAGE
OPERATING LIMITATIONS.............................................
1-111-2
II
NORMAL PROCEDURES.............................................
2-112-2
Ill
EMERGENCY PROCEDURES.......................................
3-113-2
IV
PERFORMANCE INFORMATION.....................................
4-114-2
FAA APPROVED OCTOBER 11, I988

Revised July 2,2003
ilii
FLIGHT MANUAL
'
supGement S-24
SECTION I
1.
The Honeywell LSZ-850 Lightning Sensor System Pilot's Handbook, Part

No. 28-1 146-5400, dated October 1988, or later approved revision, must be
immediately available to the crew at all times.
2.
Flight shall not be predicated on the availability or the use of the LSZ-850
Lightning Sensor System. Verification of displayed lightning has not been
demonstrated.

Revised July 2,2003
FLIGHT MANUAL
Part 1, Section II
Normal Procedures
Supplement S-24
SECTION II
NORMAL PROCEDURES
No change

FLIGHT MANUAL
Part 1, Section Ill

Emeraencv Procedures
Supplement S-24
SECTION Ill
EMERGENCYPROCEDURES
No change

Revised
- .
FLIGHT MANUAL
Part 1, Section IV
PerformanceInformation
-~
- .
Supplement S-24
SECTION IV
PERFORMANCE INFORMATION
No change

Revised
FAAAPPROVED
ROTORCRAFT
FLIGHT MANUAL
SUPPLEMENT
NO. 32
REVISION NO. I
SIKORSKY
MODEL
PART 1
DUAL 750 VOLT-AMPERE STATIC INVERTER AC POWER
SYSTEM
Sikorsky
O SKORSKY AIRCRAFT CORPORATION 1990

Approved by:
Al!6&Gdw'kka;B.
kh

Date of Approval:
January 4,1990
Date of Revision:
November 6,2003
Part 1
Introduction
Supplement No. 32
FLIGHT MANUAL
INTRODUCTION
This supplement must be attached to the Sikorsky S-76A, FAA approved, Rotorcraft Flight Manual, dated November 21, 1978, when a Dual 750 Volt-Ampere
Static Inverter AC Power System is installed. The information contained herein
supplements the information of the basic Rotorcraft Flight Manual. For limitations, procedures, and performance information not contained in this supplement,
consult the basic Rotorcraft Flight Manual.
FAA APPROVED JANUARY 4,1990
-7EFLIGHT MANUAL
Part 1
Table of Contents
Supplement No. 32
PART 1
TABLE OF CONTENTS
SECTION
TITLE
PAGE
I
II
111
OPERATING LIMITATIONS ..........................................

NORMAL PROCEDURES .............................................
EMERGENCY PROCEDURES......................................
1-1
2-1
31

ilii
J'm
mm'E
FLIGHT MANUAL
Part 1
Supplement No. 32
PART 1
PAGE
DATE
REV. NO.
A
B
ilii
1-1
2-1
3-1
11/6/03
11/6/03
1/4/90
11/6/03
1116/03
1/4/90
1
1
Basic
1
1
Basic
FAA APPROVED JANUARY 4.1990

Part 1
Log of Revisions
Supplement No. 32
FLIGHT MANUAL
PART 1
LOG OF REVISIONS
The revision' date is shown at the bottom of each revised page. A vertical bar on
changes.
REVISION
NO.
1
PAGES
REVISED
1-1,2-1
REMARKS
Revised Operating
imitation^ and Dual Static Inverter check.
DATE
11/6/03
FAA
APPROVED
Manager, Boston id raft


FLIGHT MANUAL
Part 1, Section I
O~eratinaLimitations
'Suppl&nent No. 32
SECTION I
Day, Night IFR. The following equipment must be installed and operating for operation under Instrument Flight Rules (IFR).
3. Two independent sources of AC power, and Inverter Switching operational.

I
I
FLIGHT MANUAL
Part 1, Section II
Normal Procedures
Supplement No. 32
SECTION II
NORMAL PROCEDURES
+25. AC Generator Check at 100% NR.
b. AC generator should drop off the line as indicated by the lighting of the
AC GEN caution light.
i-25A.
Dual Static Inverter- Check.
NOTE
During steps b, d, and f, a 1 INV FAIL, 2 INV FAIL, or INVERTER will
appear on the cautionladvisory panel.
a. AC generator OFF.
b. No. 2 inverter ON and No. 1 inverter - OFF. Tune ADF to a local frequency. Observe that ADF pointers on the Pilot and Copilot's HSI point
in the general direction of the station. On aircraft with Remote Instrument Controller, observe that when rotating the Course #1 and Course
#2 knobs on the Remote Instrument Controller, the Pilot and Co-pilot's
course pointers on each EHSl will move in the direction of knob movement.
c.
No. 1 inverter- ON
AC generator - ON (if ac generator installed).

Both inverters - OFF, check as in step b. above (if ac generator in-
d. No. 2 inverter OFF, check as in step b. above.

e.
f.
stalled).
g. AC generator, No. 1 inverter, and No. 2 inverter - ON (if ac generator in-
stalled).
NOTE
When both course pointers or ADF pointers are inoperative during steps b or d, an inverter is inoperative. When
one course pointer or ADF pointer is inoperative during
steps b or d, Inverter Switching is inoperative.

FAAAPPROVED
ROTORCRAFT
FLIGHT MANUAL
SUPPLEMENT
REVISION NO. 4
SIKORSKY
MODEL
PART 1
SPZ-7600 DIGITAL AUTOMATIC FLIGHT
CONTROL SYSTEM (DAFCS)
Sikorsky
O SIKORSKY AIRCRAFT CORPORATION 1990
Approved by
Date of Approval:
OCTOBER 16,1990
Date of Revision:
July 15,2004
Manager, Aircraft Certification Office

Federal Aviation Administration
Atlanta, Georgia
-flB
FLIGHT MANUAL
Part 1
List of Effective Paaes
~"pplernents.38
PART 1
PAGE
DATE
REV. NO.
4
3
4
Basic
Basic
Basic
4
Basic
Basic
Basic
Basic
1
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic

Part 1
Log of Revisions
Supplement S-38
PART 1
LOG OF REVISIONS
changes.
REVISION
NO.
1
PAGES
REVISED
2-3
REMARKS
Revised GoAround
description to
match pilot's
handbook.
DATE
FAA
APPROVED
6/4/92
Manager, Aircraft Certification Office,

Federal Aviation Administration
Atlanta. Georgia
2
1-3
Revised
Minimum Flight
Crew Operating
Limitations
8/6/99
Manager. Boston Aircraft Certification

Office. AN-150
Revised required
equipment for single
Pilot IFR operations
11/6/03
Manager, Boston ~ i & a f t

certification Office, AN-1 50

Part I
Loa of Revisions
supplement S-38
FLIGHT MANUAL
LOG OF REVISIONS
changes.
REVISION
NO.
PAGES
REVISED
REMARKS
equipment ;or
dual Pilot IFR
operations
DATE
FAA
APPROVED
Manager. Boston Ai raft


-BE
FLIGHT MANUAL
Part 1, Section I
operating Limitations
supplement S-38
SECTION I
Limitations specified in the Sikorsky S-76A Flight Manual and Supplements in
use remain applicable. Operation of the SPZ-7600 system does not relieve the
flight crew of the responsibility to monitor and comply with all aircraft and engine
limitations. The RFM and supplement limitations are complemented by the
following limitations:
SPZ-7600 operation is approved to the S-76A Arriel maximum takeoff and

landing weight of 10.800 pounds (4,763 kilograms). Automatic approach and
hover operations are limited to out-of-ground effect (OGE) hover weight or less.
Refer to Section I of the Sikorsky S-76A Flight Manual and Sikorsky Rotorcraft
Flight Manual Supplement No. 29 for further information.
CG CENTER OF GRAVITY LIMITS
SPZ-7600 operation is approved within the standard S-76A Arriel CG limits.
Refer to Section I of the Sikorsky S-76A Flight Manual for further information.
TYPFS OF OPFRATION
CATEGORY 'A" AND "B"
Transport
Land
Day. Night. IFR, VFR
IFR Operations Not Approved With:
1.
External Cargo Loads (unless using SAR modes)
2.
Any Doors Open (unless using SAR modes)
VFR - or IFR One pilot in right-hand seat

IFR automatic approach and hover operations - Two pilots
Part 1, Section I
O~eratinaLimitations
s;lpplem&t S-38
FLIGHT MANUAL
To be eligible for operations under IFR, the following equipment must be installed
and operating, in addition to any other instrument or equipment which may be
required by Federal Aviation Regulations:
1.
2.
Single Pilot (IFR).
Two autopilot systems operating in the ATT Mode
Two independent sources of AC power, with Inverter Switching

operational
Cyclic stick force trim
Standby Attitude Indicator with emergency battery

Standby CDI (or RMI) located on the pilot's side of the instrument
panel
Two DC generators
A navigation and communication system that has demonstrated

compliance with the pertinent FAA requirements
Emergency ICS panel or transmit switch mounted on the pilot's side

and spare headset
Two Pilots (IFR).

All of the previous items apply except as follows:
Either autopilot system must be operable in the ATT mode
Standby CDI (or RMI) is not required
Copilot's instrument and controls must be installed and operable

Emergency ICS panel or transmit switch mounted on the pilot's side
and spare headset is not required
NOTE
Autopilot operation not mandatory for VFR operations. Refer to

Section I of the Sikorsky S-76A Flight Manual for further
information.
3.
Automatic Approach and Hover Operations Two Pilots (IFR).

In addition to normal two pilot IFR equipment:
Two autopilot systems operating in the ATT mode

FAAAPPROVED
ROTORCRAFT
FLIGHT MANUAL
SUPPLEMENT
S-52
REVISION NO. I
SIKORSKY
MODEL
S-76A
PART I
HONEYWELL DATA NAV Ill
Sikorsky
Approved by:

Date of Approval:
october 11,1990
Date of Revision:
July 2, 2003
Part 1
Introduction
Supplement S-52
FLIGHT MANUAL
INTRODUCTION
This supplement must be attached to the Sikorsky S-76A, FAA approved

Rotorcraft Flight Manual dated November 21, 1978, when a Honeywell Data Nav
Ill system is installed in accordance with STC SH2847SO or as a 33776-61 134
option to the S-76A type design. The information contained herein supplements
the information of the basic Rotorcraft Flight Manual. For limitations, procedures,
and performance information not contained in this supplement, consult the basic
Rotorcraft Flight Manual.

Revised July 2,2003
FLIGHT MANUAL
Part 1
List of Effective Paaes
Supplement S-52
PART 1
PAGE
DATE
REV. NO.

Part 1
Log of Revisions
Supplement S-52
PART 1
LOG OF REVISIONS
changes.
REVISION
NO.
PAGES
REVISED
REMARKS
DATE
All
Reissued supplement.
7/2/03
FAA
APPROVED
Changed from Atlanta

ACO to Boston ACO
on title page. Added
option to the type
design in Introduction.
Manager, Boston Aircratl


Part 1
Table of Contents
Supplement S-52
FLIGHT MANUAL
PART 1
TABLE OF CONTENTS
SECTION
PAGE
OPERATING LIMITATIONS.............................................
1-111-2
II
NORMAL PROCEDURES.............................. .. .
2-112-2
111
EMERGENCY PROCEDURES........................................
IV
PERFORMANCE INFORMATION............. .....................

Revised July 2,2003
. ...
3-113-2
4-114-2
AHK@BN~~~E
FLIGHT MANUAL
Part 1, Section I
Supplement S-52
SECTION I
No change

Revised July 2,2003
Part 1, Section
Afl~rn~~rnflE Normal
Procedures
II
FLIGHT MANUAL
Supplement S-52
SECTION I1
NORMAL PROCEDURES
The Data Nav Ill controller shall select the user-programmable checklist (Norm &
EMER), weather, or the long range nav data to the radar indicator. Refer to the
Data Nav Ill pilot's operating manual for operation instructions.

FLIGHT MANUAL
Part I,
Section Ill
Emeraencv
" .Procedures
Supplement S-52
SECTION Ill
EMERGENCY PROCEDURES
No change

Revised July 2,2003
SA 4047-76-1
A FLIGHT
~ ~ rMANUAL
n~~rnflE
Part 1, Section IV
PeMmance Information
Supplement S-52
SECTION IV
PERFORMANCE LIMITATIONS
No change

Revised July 2,2003
SA 4047-76-1
FAA
ROTORCRAFT
FLIGHT MANUAL
REVISION NO. 29
SIKORSKY
MODEL
S-76A
PART 2
SYSTEMS DESCRIPTION,
LOADING INFORMATION,
NOISE ABATEMENT, AND
CRUISE PERFORMANCE DATA
Sikorsky
63 Sikorsky Aircraft Corporation, 1978
Date of Issue:
NOVEMBER 21,1978
Date of Revision:
November 4,2002
h FLIGHT
f f ? MANUAL
~mflE
Part 2
PART 2
PAGE
A
6
C
D
E
F
G
H
J
K
L
M
NIP
I
ii
iii
iv
v
vi
vii
viii
viiiA
ix
X
xi
xii
1-1
1-2
1-2A
1-26
1-2C
1-2D
1-2U1-2F
1-3
1-4
1-5
1-6
1-6A
1-7
1-8
DATE
11/4/02
17/4/02
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
2/22/85
2/22\85
6/29/84
7/26/82
7/26/82
7/26/82
Deleted
11/4/02
11/4/02
3/2/89
3/2/89
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
6/28/84
7/26/82
7/26/82
6/28/84
7/26/82
7/26/82
2/21/7 9
NOVEMBER 21,1978
REV. NO.
Part 2
3 FLIGHT
~ ~ MANUAL
m~~rnflE
PART 2
LIST OF EFFECTIVE PAGES (Cont.)

PAGE
DATE
REV. NO.
5115/92
1117/83
5115/92
6/28/84
6/28/84
2/22/85
11/21/78
11/21/78
9/7/90
6/28/84
8/27/79
7/26/82
5/ 15/92
8/27/79
5115/92
2/22/85
2/22/85
2/22/85
3/2/89
3/2/89
9/7/90
7/26/82
7/26/82
5115/92
5115/92
2/22/85
5115/92
5115/92
7/26/82
7/26/82
1/17/83
5115/92
6/28/84
2/22/85
Deleted
Deleted
2/1/79
7110187
3117/86
28
18
28
20
20
22
Basic
Basic
27
20
7
16
28
7
28
22
22
22
26
26
27
16
16
28
28
22
28
28
16
16
18
28
20
22
22
22
3
25
24
NOVEMBER 21, 1978

Part 2
k ' ! 8 f f ~ ~ ~ f List
l of~ Effective Pages
FLIGHT MANUAL
PART 2
PAGE
DATE
REV. NO.
20
21
21
20
13
13
13
20
16
16
13
13
Basic
Basic
5
27
25
25
Basic
25
Basic
28
28
11
16
16
20
18
20
18
18
16
16
6
15
11
16
16
10
NOVEMBER 21, 1978

FLIGHT MANUAL
PART 2
PAGE
DATE
-
REV. NO.
10
10
10
23
23
23
Basic
Basic
Basic
10
10
26
26
26
26
26
26
26
26
26
26
26
26
26
26
26
26
26
10
10
10
10
Basic
Basic
Basic
1
Basic
16
Basic
NOVEMBER 21,1978
h
ff!@!~~
FLIGHT MANUAL
SA 4047-76-1
Part 2
PART 2
PAGE
DATE
REV. NO.
2-36
2-36A
2-37
3-1
3-2
3-3
3-4
3-5
3-6
3-7
3-8
3-9
3-10
3-11
3-12
3-13
3-14
3-15
3-16
3-17
3-18
3-19
3-20
3-21
3-22
3-23
3-24
3-25
3-26
3-27
3-28
3-29
3-30
3-31
3-32
3-33
3-34
3-35
3-36
4112/79
6/6/80
119/79
6/6/80
6/6/80
10114/80
5114/85
5114/85
5/14/85
5114/85
5114/85
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
616180
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6/6/80
6
10
1
10
10
11
23
23
23
23
23
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
NOVEMBER 21,1978
FLIGHT MANUAL
PART 2
NOVEMBER 21, 1978

Part 2
Log of Revisions
FLIGHT MANUAL
PART 2
LOG OF REVISIONS
the outer margin indicates the latest revised portion of each page.
REVISION
NO.
PAGES
REVISED
REMARKS
DATE
1-2, 1-56 1-56A, 1-57,

2-2, 2-3.2-4,2-5,2-8,
2-11,2-17,2-32,2-37
Added Flotation System

and miscellaneous
changes.
1/9/79
1-12A
Added fuel flowmeter.
1/17/79
Intro, 1-2A, 1-24, 1-36,

1-37, 1-49
Added metric values,

Inverter failure waming
light.
211/79
i, vii, 1-8, 1-9, 1-10, 1-11,

1-12A
Added fuel totalizer/flow

meter.
2/21/79
viii, 1-2A, 1-24, 1-48,

1-56A, 1-58
Added metric values and

CU.
3/16/79
vi, viii, 1-1, 1-2, 1-2A, 12B, 1-55, 1-60, l-61,2-36
Added cargo hook and

sliding door.
4/12/79
--
i, vii, I-2A,1-16A, I-16B,
~-
Added EAPS.
8/27/79
1-16C, 1-17
-
i, ii, 1-16C, 142
- -
-- -
Deleted servo jam

warning system.
12/20/79
Added snow protection

kit PIN 76090-30008
5/22/80
NOVEMBER 21,1978
Part 2
Loa
" of Revisions
-
FLIGHT MANUAL
PART 2
LOG OF REVISIONS
REVISION
NO.
PAGES
REVISED
REMARKS
DATE
I0
v v iv ix I
1-62, 1-63, 1-64,
1-65, 1-66, 2-1,22,2-2A, 2-8,2-9,
2-27,2-28, 2-28A,
2-28B, 2-36A, 3-1,
3-2,3-3.34.3-5.
3-6, 3-7.3-8, 3-9.
3-10,3-11, 3-12,
3-13, 3-14, 3-15,
3-16,3-17-3-18,
3-19, 3-20, 3-21,
3-22, 3-23, 3-24,
3-25, 3-26.3-27.
3-28.3-29,3-30,
3-31, 3-32, 3-33,
3-34, 3-35, 3-36,
3-37, 3-38,3-39,
3-40, 3-41, 3-42,
3-43.344.3-45,
3-46, 347,348,
3-49
Added hoist.
11
i, iv, 1-1, 1-2, I-2A,
Added left sliding doorElectric door locks collective to yaw coupling

- ECU operation and
miscellaneous changes.
10114/80
Flight control servo low

pressure caution lights
description modified.
12117/80
1-2B, 140, 1-41.

1-50, 1-53, 1-54,
1-56B, 1-62,l-63,
1-64,3-3,340,
348,349
12
1-21, 140A. 1-41
NOVEMBER 21, I978

FLIGHT MANUAL
Part 2
Log of Revisions
PART 2
LOG OF REVISIONS
REVISION
NO.
PAGES
REVISED
13
iv, viii, ix, 1-42,

1-43, 1-44, 1-44A,
1-446,l-44C.
1-440, 1-44E, 1-45
Added AFCS Phase Ill

and Editorial changes.
3/24/81
14
2-3, 2-4, 2-5, 3-4,

3-5, 3-6, 3-7, 3-8
Increased maximum
gross weight to 10, 300
pounds.
11/2/81
15
1-6, 1-16C, 1-16D,

1-53. 1-56A, 1-62
Added Snow Protection

Kit with Continuous
Ignition, Hoist Lockout of
ECU and Vent Blower.
Auxiliary CB Panel
11/16/81
REMARKS
NOVEMBER 21,1978
DATE
Part 2
Log of Revisions
A//rn~~rnflE
FLIGHT MANUAL
PART 2
LOG OF REVISIONS
REVISION
NO.
16
PAGES REVISED
i. ii, iii, iv, v, vi, vii, viii. ix, x, xi, 1-2, 1-2A, 1-2B, 1-2C,
1-4, 1-5, 1-6A, 1-7, 1-12, 1-16, 1-16C, 1-16D, 1-19,
1-20, 1-22, 1-23, 1-24, 1-25, 1-26, 1-27, 1-28, 1-29,
1-30, 1-38, 1-39, 1-40, 1-44B, 1-44C, 1-49, 1-54A,
1-55, 1-56, 1-56A, 1-59, 1-60, 1-64, 1-65, 2-21, 2-34
REMARKS
Added
Acceleration Bleed Valve
Emergency Lighting
Droop Compensator Amplifier Description
DC Generator Hot Caution Lights
Revise
Table of Contents
List of Illustrations
Sliding Doors
Collective Pitch Lever
Cyclic Control Stick Trim
Flotation System
Heating and Ventilating
Rotor Brake Switch Pressure
Figures
Center Console
Collective Stick Grip
Fuel System
All Circuit Breaker Panels
DC Electrical System
AFCS Phase Ill Control
Utility Hoist
Engine Oil and Windshield Washer Fluid Weight
CautionIAdvisory Panel
Pilot's Compartment
Master Switch Panel
Fuel Gage Test and Ni/Ts Digital Panel
NOVEMBER 21,1978
DATE
7/26/82
Part 2
Log of Revisions
FLIGHT MANUAL
PART 2
LOG-OF REVISIONS
--
REVISION
NO.
PAGES
REVISED
REMARKS
DATE
17
viiiA, ix, 4-1, 4-2
Added SECION IV on
Noise Abatement.
9/27/82
18
ix, xi, 1-2, I-2A,

1-10, 1-31, 1-56,
1-56A, 1-568, 1-57,
1-58, 3-44
Added RHDR light,

250-C30S engine, and
Cabin Ventilating System.
Revised ECU control
panel and Windshield
Washer Fluid Table.
Added nitrogen substitute
for helium in flotation
system.
1/ I 7/83
19
5-1, 5-2, 5-3, 5-4,

5-5, 5-6, 5-7, 5-8,
5-9, 5-10, 5-11,
5-12, 5-13, 5-14,
5-15, 5-16, 5-17,
5-18, 5-19, 5-20,
5-21, 5-22
Added SECTION V on
cruise performance data
with fuel requirements.
3130183
20
1-1, 1-2A, 1-28,

1-3, 1-6, 1-12,
1-12A, 1-16, 1-16A,
1-19, 1-33, 1-34,
1-34A, 1-39, 1-41,
I-44A. 1-56. I-56B
Revised engine
description, T5 indicators,
rotor brake switch, DC
power system, PBA,
flotation system, ECU,
and editorial corrections.
6/28/84
21
iv, v, 1-40, 1-40A
Added self-centering tail

rotor control quadrant.
6/29/84
--
NOVEMBER 21,1978
Part 2
Log of Revisions
FLIGHT MANUAL
PART 2
LOG OF REVISIONS
REVISION
NO.
PAGES
REVISED
22
i iii v I , x I
1-13, 1-16, 1-19,
1-20, I-20A. 1-208,
1-21. 1-25, 1-26,
1-26A, 1-27, 1-28,
1-34, 1-49
Added manual rotor

brake. Revised engine
chip detectors and fuel
system. Deleted dual
inverter AC system.
2/22/85
23
2-3,2-4,2-5, 3 4 ,
3-5, 3-6, 3-7, 3-8
Increased maximum
gross weight to 10,500
pounds.
5114/85
24
1-2A, 1-38, 1-49,

1-50, 1-53
Revised collective trim

description and master
warning panel.
3117/86
25
1-21, 1-26, 1-37,

1-50, 1-50A, 1-52
Revised fuel system,

circuit breaker panel,
inverter fail light, cautionadvisory panel and OAT
gage light.
7110187
26
i x x x i x i 1-16,
1-20B, 1-21, 2-10,
2-11, 2-12, 2-13,
2-14, 2-15, 2-16,
2-17, 2-18, 2-19,
2-20, 2-21, 2-22,
2-23, 2-24, 2-25,
2-26
Updated master switch

panel, fuel system, and
chart A.
3/2/89
27
1-16, 1-22, 1-49
Revised fuel system and

caution/advisory figures.
9/7/90
REMARKS
NOVEMBER 21, I978

DATE
AIMBS~M~:
FLIGHT MANUAL
Part 2
Log of Revisions
PART 2
LOG OF REVISIONS
REVISION
NO.
PAGES
REVISED
28
ii, 1-2B, 1-9, 1-11,

1-16D, 1-18, 1-25.
1-26, 1-27, 1-28,
1-32. 1-52B. 1-53
Deleted electronic N2
overspeed.
5115/92
29
i, ii, ix, x, 1-1, 1-2,

1-2A, 1-2B. 1-2C.
1-2D, 1-2El1-2F,
4-1, 4-2
Updated Table of
Contents and List of
Illustrations. Added
Guidelines for Passenger
Boarding and Exit, Cargo
Loading and Ground
Operations with Engines
andlor Rotors Turning.
Revised Noise
Abatement procedures.
11/4/02
REMARKS
NOVEMBER 21,1978
DATE
NIP
FLIGHT MANUAL
PART 2
TABLE OF CONTENTS
PAGE
LIST OF EFFECTIVE PAGES............................................................
LOG OF REVISIONS ........................................................................
A
G
SECTION
I
DESCRIPTION .......................................................................
1-1
GENERAL DESCRIPTION.......................................................
1-1
1-1
GUIDELINES FOR PASSENGER BOARDING AND EXIT.

CARGO LOADING AND GROUND OPERATIONS WITH
ENGINES AND/OR ROTORS TURNING ..........................
HINGED DOORS...................................................................
Electric Door Locks ................................................................
SLIDING DOORS ..................................................................
1-1
1-28
1-26
1-2C
1-2C
ENGINE RATINGS AND RECOMMENDED USAGE............

ENGINE FUEL SYSTEM .......................................................
ACCELERATION BLEED VALVE .........................................
ENGINE OIL SYSTEM...........................................................
ENGINE CONTROLS ............................................................
Enqine Levers ..................................................................
N2 Speed Trim Switches ...................................................
ENGINE INDICATORS..........................................................
Torauemeter .........................
........
.............................
T5 (Power Turbine Inlet Tem~erature)Indicators .............
Diaital T5 Repeater ...........................................................
NI (Gas Producer) Tachometer ........................................
Triple Tachometer.............................................................
Fuel Pressure Indicators ..................... .
.
.
.......................
Fuel Flow/lotalizer
System...............................................
Fuel Pressure Warnins Liahts ..........................................
Enaine Oil Pressurerrem~eraturelndicators ...................
Enqine Oil Low Pressure Warnina Liaht ...........................
Enqine Chip Detector Caution Liahts................................
Enaine Bleed-Air Advisorv Liaht .......................................
ENGINE-STARTER AND IGNITION SYSTEM .....................
NOVEMBER 21. 1978
1-2D
1-20
1-2E
1-2E
1-6
1-6
1-6
1-6A
1-6A
1-12
1-12
1-12
1-12
1-12A
1-1%
1-13
1-13
1-13
1-13
1-14
1-14
Part 2
Table of Contents
FLIGHT MANUAL

SECTION
PAGE
Master Start Switch ...........................................................

Enaine Starter Buttons ......................................................
ENGINE ANTI-ICE SYSTEM .................................................
Enaine Anti-Ice Switches ...............................................
Anti-Ice Caution Liahts...................................................
Anti-Ice On Advisory Liahts ...........................................
ENGINE AIR PARTICLE SEPARATORS (EAPS) .................
EAPS Switch..................................................................
EAPS Caution Liahts ...................................................
EAPS Advisorv Liaht...................................................
SNOW PROTECTION KIT ....................................................
ENGINE OVERSPEED PROTECTION SYSTEM .................
TRANSMISSION SYSTEM.......................................................
TRANSMISSION OIL SYSTEM .............................................
Main Gear Box Oil PressurelTem~eratureGaae .............
Main Gear Box Oil Low Pressure Warnina Liaht ..............
Main Gear Box Oil Hot Warnina Liaht............................
GEAR BOX CHIP DETECTOWOIL HOT SYSTEM ..............
ELECTRIC ROTOR BRAKE SYSTEM ..................................
Rotor Brake Switch ...........................................................
Rotor Brake Caution Liaht.................................................
MANUAL ROTOR BRAKE SYSTEM.....................................
Master Cvlinder .................................................................
Accumulator ......................................................................
Rotor Brake .......................................................................
Rotor Brake Caution Liaht.................................................
POTOR SYSTEM ......................................................................
MAIN ROTOR SYSTEM ........................................................
Main Rotor Blades ............................................................
TAIL ROTOR SYSTEM..........................................................
NOVEMBER 21. 1978

Revised November 4. 2002
Part2
Table of Cantents
FLIGHT MANUAL
TABLE OF CONTENTS (Cant)

PAGE
F-mL LEVERS
----.,.- ENGINE PRLME m C H E
FUEL QUANTITY DiDICATOR..
...
F'uel Gage Test Button .........
FUEL LOW
LIGHTS
LEVEL CAUTION
,.,...........,......,.
EIZCI'RTCAL
- SYSTEM .............
m C U r r BIZEAKEEt PANELS.. ,...
DC POWER SUPPLY SPSTEM.. -.
.
No. 1 and No. 2 St;uter
......,...........
Generator Switches .........
G e n W Test Switches,. .
Generators
,,
Generator Carrtion Lights,.

DC Generator Hot
Ligfrts
..
...................
.. ,.....
3 a t b - y SWifEh.. ,, ,,
BatteryHotWarniug Light...
..
Power ...............
Battery OLf Caatioo Light..
NOVEMBER 21, 1978

Part 2
Table d Cantents
F U M MANUAL
PAGE
SECTION
AC POWER EXIFPLY m
ERATOR SPSTEM) ..
M (AC GEN-
. ..... .........
,
.......
......
......
AC Genemtor Switch .,.,

AC Generator Test Switch..
AC Generator Carrtion Light
AC Generator Bearing Qution
Light......,..................
.........................,
Inverter Switch .................
Inverter Fail Light ..............
Invertex On Advisory Light.. .....
Inverter
m D-ON
EELATOR SYSTEM)
AC P
(AC GEN-
. ....,...........
,
.. .............
MAIN ROTOR FLIGHT CONTROIS .....
Collective Pitch Lever ............
FLIGHT CONTROL
Collective Pitch Lever 'Prim a d

Force Gradient S p r i n g . . ...- ...
Wclic Conk01 Stick Trim and

Force Gradient 5,riPg.. .,
.- ...,
Pitch Bias AetrJator ...,.... .......
ClPlznneiMnnitarswiteh .........,
,
Tail Botoz Pedals
.....
. ...............
TALROTORXUGET CONTI#)LS
a
COLIZCI?VETOYAW COUPIJlG.....
SELF-cE24-G
TAIL ROTOR
COrJTRoL QUAI)-
..........- .-
NOVEMBER 21, 1978

Part 2
Table of Contents
NGHT MANUAL
TABLE OF CONTENTS (Cant)

SE,CTION
PAGE
-....,.,,--.-.........-. .........
FLIGHT COhTROL ,HHIRAUI+ICSWVO
..
SYsI'EM
1-40A
FUGET CONTROL SERVO

SWITCH-.
- - - . ..
..
-FLIGHT COh-L
SERVO HYDRAULIC PRESSURE lNDIC!ATOR ..,.......
FLIGHT COhTROL SERVO LOW PRESSURE CAUTIOZI;LIGHTS .....,....,..
-
AUTOMATIC FLIG3T CONTROL SYSTEM
CS P
P
.
1-41
n
.............
...................,...
......... ...
.............
............
AT'LTTITDE RETENTION..
YAWCHANNEL
AFCS CONTROL PANEL..
AFCS INDICATOR PANEL
AFCSCIRCUrrBREAKERS
1-43
1-43
1-43
144
1-44
.......... .....
144D
LANDING GEAR CONTaOL HANDLE

AND INDICATOR LIGHTS , . . ..
LANDING GEAR UP WARMNG UGHT..
EMERGENCY LANDING GEAR SYSTEM.
1-45
145
LANDING GEAR sxs'nnd
- 0 . .
. .. . ...
............................
PrruT STATIC SYSTEM.. ........- ....
Pftot Heaters ......................
mRUMENTS
NOVEMBER 21, 1978

1-46
1-46
1-46
1-46
Part 2
Table of Contents
FLIGHT MANUAL
PAGE
........
STANDBY COMPASS ..,,... ..........
FREE-AIR TEMPERA=
GAGE .....
TAIL CONE STATIC STSTEM..
,
. ........... ..
................
............
C-14A COMPASS SYSTEM (OPTIONAL).
Atti-
Indicators. ,
Directional Gyms..
Turn and Slip Indicators
ATTITmlE lMllCATOR (5") 561476 1053 (OPTIONAL)
..................
COURSE DEVIATION INDlCATOR

(OPTIONAL)
.
a
.
.
.
.
.
RADIO MAGmnc IMlICATOR

(OPTIONAL)....
..- - ,,..
- ...
........
WHEEL BRAgE SYSTEM ...................
CAUTION-ADVISORY
PANEL ... ........ ..
MASlcER WARNING PANEL.. ...-.
..........
,
..............
PositionLights .-........,.........
Anti-collisim Lights ... ...........
Cantrallable SeamUght ............
ExrEmOR LIGHTS..
0..
........
......
Se;ucblight M2ster ma.

Seanumlt control Switch..
..
mInstsmnent Ligm.. .
N o n - U t IustTument Lights..
Lower Console Lights . ,
...
..,...
.. . ....,....
- 0 . .
Part 2
Table of Contents
NGHT MANUAL
TABLE OF COmENTS ( C o d
SE (TION
PAGE
ox,
..................
..,,..........
B a g g e Compartment Lipht .........,
EMERGENCY EQUIPMEET AND SYSTEMS .....
ENGINE
DETECTOR S l S I Z M ......
F i e Detector Test Switch ......... . ...
ENFIRE EXTINGmSBER SYSTEM.. .
Engine T-Handles ....................
: Utility hght..
Cabin Domt
1-53
1-53
1-53
1-53
1-54
-............ 1-54
FireExUquisher Wikh.,
Fire -her
Test h i t c h and
Indicator Ligws
.....................
1-54
Flabtion S y s k n Arming Switch aad

Flo&tionSystem Test Switch and
....
Inr3icatorLigWs
r...........,
HEATER CONTROL PANEL

- m A L
..,..........1-56A
CONTROL UMT (ECU).,....
1-56A
...,,..,......... 1-56A
.........,,,.....b56B
ECU CONTROL PANEL

E CU OPERATION ....,
NOVEMBER 21, 1978

Part2
Table of Contents
FLIGHT MANUAL

\
PAGE
SECTION
mSBIELDWIPER
.....,........-.
...;.........
.............
1-58
1-59
1-59
......................... .
1-60
m S B I E L D WASEEEL..
WINDSHIELD HEATER..
CARGO ROOK
CARGO HOOK ARMING SWITCH AND

ADVISORYLIGHT
CARGO SWrrCfi AND HOQK OPEN
ADVISORY LIGHT.
,
..
GROUND RELEASE I;EVER - ,,,
-,
- ,
- ...
EMERGEN& CARGO HOM(
RELEASE T-IIAM)LE
....... .........-.
....... .... ...

.
..............
UTIlSTY HOIST ..........................
HOIST CONTROL PAN?Z ............
1-60
p~
~-
Hoist Power Switch and Indicstor

Light ............. ...... , .
Hoist Master Switch..
... ..
Hoist Control Switch ,.. ......,,,
Cable Shear Switch .
... ...
.
........ ..
. .
.. ..... .
Power Switch
Li@
viii
1-60
1-62
1-62
1-62
1-62
1-62
1-63 '
.,, ..... ........ .

........ .....
1-63
1-63
1-63
Hoist Control Switch

.
Hoist High Temperatare Warning
rae-
1-60
1-60
.-......,.....-.....-...--1-63
........... .
s~vitche~.
Part 2
Table of Contents
FLIGHT MANUAL
SECTION
PAGE
LOADING INFORMATION .......................................................
2-1
MP W I HTAN
LOCATION................................................................................
2-1
FOR AIRCRAFT WITHOUT THE UTILITY HOIST OPTION

INSTALLED ...........................................................................
FOR HELICOPTER OPERATION WITH THE UTILITY
HOIST OPTION INSTALLED BUT NOT OPERATED
DURING FLIGHT .................................................................
I OAnlNG INSTRUCTIONS......................................................
LOADING INFORMATION - UTILITY HOIST LOADS ............
C
D
1
.
CENTER OF GRAVITY LOCATION.........................................
LOADING INSTRUCTIONS......................................................
NOISE ABATEMENT..................................--.........-..................
NOlSF ABATEMENT PROCFf3URFS.....................................
General Procedures Recommended to Minimize
Acoustical I m ~ a c.....................................-.............,...............
t
Ap~roachProcedure................
..................................
Take-Off Procedure ...............................................................
Enroute Procedure............................. . ..................................
.
.
.
.
SUPPLEMENTAL PERFORMANCE DATA .............................
NOVEMBER 21,1978
Part 2
List of Illustrations
FLIGHT MANUAL
LIST OF ILLUSTRATIONS
FIGURE
TITLE
Recommended Personnel Exit and Approach .................
Sliding Passenger Door Open Lights ...............................
Three View Dimensional Diagram....................................
Pilot's Compartment (Typical) .........................................
Center Console (Typical)................................................
Engine Control Quadrant..................................................
Cyclic and Collective Stick Grips ......................................
Instrument Panel -Typical VFR Configuration................
Instrument Panel .
Typical IFR Configuration .................
Fuel Flow and Fuel Totalizer Indicators ...........................
Engine Starting System ....................................................
Master Switch Panel. Typical (Aircraft Serial Numbers
760331 and Prior) ..........................................................
Engine Air Particle Separator System (EAPS).................
Auxiliary Circuit Breaker Panel.........................................
Master Switch Panel. Typical (Aircraft Serial Numbers
.
.
...................
760332 and Subsequent) ......................
Manual Rotor Brake Master Cylinder ...............................
Fuel System ......................................................................
Fuel Crossfeed Operation ................................................
Engine Prime....................................................................
Fuel Quantity Data ...........................................................
Fuel Gage Test and N i K s Digit Light Switch Panel ........
Upper Circuit Breaker Panel. DC Primary Buses Typical AC Generator System (Aircraft Serial Numbers
760270 and Subsequent) .................................................
Upper Circuit Breaker Panel. DC Primary Buses Typical AC Generator System (Aircraft Serial Numbers
760001 thru 760269) ........................................................
Lower Circuit Breaker Panel - DC Essential and AC
Buses - Typical AC Generator System (Aircraft Serial
Numbers 760270 and Subsequent) .................................
Lower Circuit Breaker Panel - DC Essential and AC
Buses -Typical AC Generator System (Aircraft Serial
Numbers 760001 thru 760269) ........................................
DC Electrical System........................................................
AC and DC Generator Overspeed Test Panels ...............
Deleted .............................................................................
NOVEMBER 21.1978
Revised November 4. 2002
PAGE
Pan 2
9~m~~m/dE
List of lllusmtions
FUGHT MANUAL
FIGURE
NUMBER
TITLE
PAGE
AC Electrical System .Typical AC Generator

System ....................:......................................................
AFCS Phase 11 Control and Circuit Breaker
Panels ............................................................................
AFCS Phase 111Control and Circuit Breaker
Panels ............................................................................
Landing Gear Conrrol Panel ..............................................
Caution- Advisory and Master Warning Panels ...................
Cockpit Floodiighr Panel and Utility Light .........................
Overhead and Fire Extinguisher Control Panels :....,..........
Flotation System ................... .
.
...
....
..........................
Heater and ECL' Control Panels .........................................
Cargo Hook System ...........................................................
Utility Hoist .......................................................................
Center of Gravity Chart .....................................................
Weight and Center ofGraviry Envelope .............................
.AircraftDiagram ...............................................................
Weighing Procedure ..........................................................
Standard 14 Place Corf~gumtion........................................
Standard Cargo Configuration ............................................
Chan A Typical ................................................................
Chan B ,
............................................................................
Chart E .Cockpit and Cabin Companment Weight

and Moment Table Ctran ..............................................
Chan E .Usabie Fuel Weight and Moment Table ..............
Cban E .Engine Oil and Windshield Washer Fluid
Weight and Moment Tables .........................................
Cfian E .Internal Cargo Weight and Moment
Table .............................................................................
Chan E .External Cargo Weight and Moment
Sliding Door Weight and Moment Table ...........................

Sample Loading Conditions ...-................................... .......
Horizontal Center of Gravity Chan .....................-.............
Weight and Horizontal Center of G ravity
Envelope ......................................................................
Lateral Center of Gravity Qlan ........................................
Permissible Hoist Load for Combinations of
Gross Weight and Lateral Center of Gravity ...................
NOVEMBER 2 1. I978
Revised March 2.1 989
3-5
3-6
3-7
3-8
Pan2
&~mm/~dE
FLIGHT MANUAL
~ i sof
t Illustrations

FlGURE
NUMBER
PAGE
Aircraft Diagram ...............................................................

Weighing Procedure ..........................................................
Standard lCPlace Configuration, Crew.
Passenger, and Baggage Centroids .....................-...-------Standard Cargo Configuration Cargo Centroids ................
Chan A ......................-....-.-........-----....-.---.-......------..-.--Chart B ......................................
*..................................
-.-.
Chan C ..............................................................................
Chart E Cockpit and Cabin Compartment Weight
and Moment Table .........................................................
Chart E - Usable Fuel Weight and Momen~Table
(Gravity Fueling) ......................~~~-~.~....~.~.~.................-..
Chan E - Engine Oil Weight and Moment Table .................
Chart E - Windshield Washer Fluid Weight and
....----.............--Moment Table .....................................
Chan E - internal Cargo Weigh~and Moment
Table ..............................................................................
Chart E - External Cargo Weight and Moment
Table .........................................................
......----.-..-..
---Chan E Utility Hoist Load Weight and Moment
-..---Table .......................................................................
Chart E - Sliding Door Weight and Moment Table -.--..--..-.
Chart E - Hoist Operator Weight and Moment
Table .............................................................................
Sample Loading .....-..-.............-.-.
...--........-......------..
-....
xii
NOVEMBER 21; 1978

FLIGHT MANUAL
Part 2, Section I
Description
The Model S-76A, manufactured by Sikorsky Aircraft Division of United

Technologies Corporation, is a twin engine, single main rotor helicopter designed
to cany up to 13 passengers and a pilot. Flight controls and instrumentation for a
second pilot are also available as optional equipment. Various cabin
configurations are available and range from the standard interior arrangement to
a four- to eight-place executive version. Four large doors provide easy entrance
and exit from the cabin. Baggage is stored in a compartment aft of the cabin.
The four-bladed main rotor is mounted on the main gear box, which is directly
above the cabin. The two Allison Gas Turbine 250-C30 or 250-C30S engines are
mounted side-by-side aft of the main gear box. Both engines have separate drive
inputs to the main transmission, which reduce engine rpm and distribute torque
upward to drive the main rotor, and aft through intermediate and tail gear boxes
to drive the four-bladed tail rotor. Flight control forces from the main and tail rotor
blades are reacted by a two-stage hydraulic servo system. The main rotor flight
controls have a stick positioning and force gradient system. The tricycle-type
landing gear is hydraulically retractable. Dimensions are shown on Figure 1-1.
Four doors, two on each side of the fuselage, are provided. Entrance to the
pilot's compartment and the first row of passenger seats, when equipped with the
standard three rows of passenger seats, is through the left and right forward
doors. Entrance to the second and third rows of passenger seats is through the
left and right aft doors.
GUIDELINES FOR PASSENGER BOARDING AND EXIT. CARGO LOADING
AND GROUND OPERATIONS WITH ENGINES AND/OR ROTORS TURNING
Turning rotors represent considerable hazard to any persons in their vicinity.
The best method for prevention of rotor strike incidents are training of flight and
ground crew and effective briefing of passengers. Because well-trained and
briefed persons can become preoccupied and helicopter operations may involve
areas where access control is limited, special attention must be given to the
particular capabilities and characteristics of the S-76 whenever the engines
andlor rotors are turning.
MAIN ROTOR CLEARANCE
The minimum clearance of the main rotor at 107% Nr and flat pitch is nominally 8
feet at the front of the helicopter. This clearance, while normally sufficient for
safe approach and departure can be reduced significantly by a number of
NOVEMBER 21,1978
Part 2, Section I
Description
FLIGHT MANUAL
factors. These factors include control position, rotor speed, winds, and terrain
variation.
ENTER
=wiA
Figure 1-0. Recommended Personnel Exit and Approach
NOVEMBER 21,1978
SA 4047-76-1
~///~RHK(~Y/TE
2,
Part
FLIGHT MANUAL
Section I
Description
TAIL ROTOR CLEARANCE

The minimum clearance of the tail rotor is nominally 6 feet by 6 inches. Access
to the tail rotor is somewhat limited by the horizontal stabilizer, but ground
clearance may be reduced greatly by uneven terrain.
ROTOR BRAKE
The S-76 rotor brake is capable of holding the rotor with both engines running at
ground idle. This allows convenient loading and unloading without the necessity
of stopping engines. Persons must not be complacent about the possibility of a
rotor strike since brake slippage or release will allow the rotor to turn. Treat the
rotors as if they are turning whenever the engine(s) islare running.
GUIDELINES AND CAUTIONS
The following guidelines are useful in planning operations and are a mandatory
minimum. Other appropriate guidelines should be considered when conducting
crewlpassenger briefings and when writing operations manuals and instructions.
Never approach or depart the helicopter unless the pilot sees.
acknowledges your intention and approves.
Approach only from the sides of the aircraft (see Figure 1-0). Never
approach from the front or rear.
WARNING
Some persons may have prior experience with helicopters for
which approach from the front is preferred. Approach from the
front of an S-76 is not permitted. It is essential that all persons
are properly informed regarding the safe approachldeparture
angles of the S-76.
Ensure the cyclic control is neutral and the trim is ON. Do not leave the
controls unattended.
Use ground guides whenever possible to assist passengers. If guides are
not available, use available flight crewmembers.
Never move under the rotor unless it is stopped or turning at flight speed.
Always treat the rotor as if it is turning.
If practical, position the aircraft so that the natural approach and departure
lanes are from the sides of the helicopter.
Carefully observe the landing area terrain. Ensure that passengers and
crew are not moving over rising or irregular terrain.
NOVEMBER 21. I978
Revised ~overnbe;4,2002
1-2A
Part 2, Section I
Description
9.
FLIGHT MANUAL
Standardized procedures will reduce the likelihood of persons being

surprised by rotor or engine starts and stops.
HINGED DOORS
Outside door handles, at the aft end of each door are lifted to open the doors.
Inside door handles are at the rear of the forward doors and at the front and rear
of the aft doors, for convenience from either row of seats. The inside handles are
pulled aft to open the doors. Safety lockpins in the top aft corner of the doors
prevent accidental opening of the doors from inside the passenger compartment.
After the doors are closed and latched, the safety lockpins are engaged by
pressing lockpin buttons below the window frame of each door. Engagement can
be visually checked by observing that the bottom of the lockpin moves upward
into the frame (no red showing). Before opening a door from the inside, the
lockpin must be retracted by pulling up the lockpin button. When the door is
opened from the outside, the lockpin is retracted when the door latch is lifted.
Electric Door Locks
Electric door locks may be installed as optional equipment in the passenger

doors. The door locks are controlled by an ELECTRIC DOORLOCK switch on
the center console, with positions marked LOCK and UNLOCK. When the.
passenger doors are shut properly, activation of the door lock switch will seat the
door lockpins. The door lock buttons on the passenger doors will still manually
lock and unlock the passenger doors. The electric door lock circuit is connected
to the essential bus by a circuit breaker marked DOOR LOCKS.
1,
'!I
I!
CAUTlONlADVlSORY PANEL
Figure 1*A.
I
INSTRUMENT PANEL
Sliding Passenger Door Open Lights
NOVEMBER 21,1978
FLIGHT MANUAL
Part 2, Section I
Description
SLIDING DOORS (OPTIONAL)

Sliding doors may be installed in place of the right or left hinged-type passenger
doors. After two primary and two secondary latch pins are retracted, the door
opens by moving it out from the fuselage and then aft along the fuselage. The
sliding door cannot be jettisoned, but is removable for maintenance. The door
provides entrance and exit for passengers in the center and aft rows of seats.
The door has a large window that can be jettisoned from the inside. Operating
controls are inside and outside handles, inside and outside locks, and an inside
window jettison handle. Both handles are installed in recesses near the center of
the door. To open the door from the inside or outside requires that the lock be
turned to the UNLOCK position after which the handle is turned down. A window
jettison handle is installed in a recess at the center of the door below the window;
it is covered by a readily removable transparent cover so it will not be moved
accidentally. When the cover is removed and the yellow knob pulled out and
forward, the window can be pushed out of the door. The secondary latches in the
top and bottom of the door are backups for the primary latches in the side of the
door and prevent the door from being opened accidentally from the inside. The
position of the lock in the locked position and the handle in the closed position
provide a visual means for determining proper latching of the door. A microswitch
on the lower secondary latch also indicates to the crew via the caution-advisory
panel that the door is closed and locked. The door slides on an upper and lower
track and swivel assembly. When the door is pushed open, the door and tracks
move out from the fuselage about 4 inches. As the door slides aft, the track and
swivel assemblies extend; when they reach full extension a stop within each
assembly halts further extension and a spring-loaded hold-open stop on the door
engages a catch to prevent the door moving forward. To close the door, the
outside handle must be pulled slightly forward to disengage the hold-open stop.
Flight operations may be conducted with the r.h. sliding door open on helicopters
modified by kit PIN 76060-200015-011 within the limitations contained in Part 1,
Section I.The sliding door is held in the full open position by a self-locking
detent. To close the door, turn the door handle to release the door from the
detent and slide it to the closed position and lock. With sliding door open, RHDR
annunciator, on the instrument panel, will light.
Two Allison Gas Turbine 250-C30 or 250-C30S engines, rated to 650 shaft
horsepower each, are mounted aft of the main gear box. The power turbine of
each engine is connected to the main gear box with separate input shafts. The
main gear box input shafts contain the freewheel units. The engine fuel control
unit regulates power output by controlling gas producer speed. Gas producer
speed (NI) is established by the power turbine governor which senses power
turbine speed (N2) change in response to load (collective stick position). A
collective bias system minimizes N2 (and rotor) speed changes through variable
power requirements. The DCA (Droop Compensator Amplifier) minimizes rotor
RPM droop during large power demands from low power setting (e.g. power
recovery autorotation). The DCA is armed when N1 is below 75%. When a large
power demand is made (increasing collective more than about 1 inch-perNOVEMBER 21,1978
Part 2, Section I
Description
FLIGHT MANUAL
second), the DCA forces the collective bias meter of each engine to the upper
limit and closes the heaterlECU bleed valves. These two actions result in quicker
engine response with less transient rotor droop. Either of the two DCAs will
cause both engine collective bias motors and bleed valves to respond. The
collective bias motors and bleed valves will reset upon completion of the
transient condition. The collective bias systems for the No. 1 and No. 2 engines
are connected to the No. 1 dc primary and No. 2 dc primary buses, respectively,
by circuit breakers marked CLTV BIAS. The DCAs are powered through the
CLTV BIAS circuit breakers. Ice protection is provided by a bleed-air anti-icing
system. An air particle separator to protect against FOD is optional. The engines
are started electrically using starter-generators.
NOTE
When the helicopter has been operated in a corrosive
atmosphere, such as salt water spray, ensure that an engine
wash is performed.
ENGINE RATINGS AND RECOMMENDED USAGE
The model 250-C30 and 250-C30S engines are FAA certified to the limits
defined in Figure 1-5 of Part 1. However, in order to conform to the engine
manufacturer's warranty policy and to prolong engine life, power settings should
be limited to 694C T5 (Normal Cruise Power) in lieu of maximum continuous
power except as required to accomplish the following operations and checks:
takeoff, landing, and hover (power levels up to 768C T5 for up to 5
minutes)
actual OEl (not to exceed 826C Ts, for 2% minutes; and 798C T5
for 30 minutes)
power assurance checks as defined in SECTION II, NORMAL
PROCEDURES
fuel control limiting check as described in the S-76 Flight Check
Procedures Manual
conditions where power required to prevent aircraft damage or
personal injury exceeds that provided by normal cruise power
The highest values of torque and T5 conforming to the engine manufacturer's
warranty policy for continuous operation are the normal cruise values shown
below. The region between normal cruise power and maximum continuous
power is defined by the green and white arcs on the torquemeter and T5 indicator
and by the green and white light on the digital Ts repeater.
ENGINE FUEL SYSTEM
Fuel from the aitframe fuel system is initially down into the low-pressure chamber
of the jet inducer by the high-pressure gear stage of the fuel pump. Bypass
return from the high-pressure stage of the fuel pump to the jet inducer nozzle
NOVEMBER 21,1978
SA 4047-76-1
A~R~~B~BEM~~K
Part 2, Section
Description
FLIGHT MANUAL
induces secondary flow and increases fuel pressure to 15 to 25 psig. This low
pressure fuel from the jet inducer then passes through a filter and enters the
high-pressure gear stage of the fuel pump. Fuel under fuel pump pressure is
then delivered to the gas producer fuel control. The gas producer fuel control
meters fuel to the combustion section as required, to produce a constant power
turbine speed at the power required by the rotor and drive system. The power
turbine speed selected with the N2 trim switches is automatically maintained by
the power turbine governor's action on metered fuel flow to the gas producer.
The overspeed protection system prevents N2 from exceeding safe limits by
reducing fuel flow the gas producer to a minimum, if an overspeed should occur.
ACCELERATION BLEED VALVE
A bleed valve on the front of the engine compressor scroll is programmed to
unload the compressor during certain conditions to protect against engine
acceleration surges or stalls. The valve is scheduled through compressor
discharge air pressure and electrically sensed engine inlet air temperature. At
inlet temperature above 15"C, the valve is closed for all engine operating
conditions. Below 15"C, the valve is open up to about 83% NI and closes at
higher power. Because the valve is closed by compressor discharge pressure,
the exact NI at valve closing will depend on the operating altitude, with higher
closing NI at higher altitudes. Because of differences in bleed valve schedules
between engines, a mismatch of engine T5 might be noted under certain cruise
conditions, especially at 12" to 15C OAT.
ENGINE OIL SYSTEM
Each engine has an independent dry sump oil system with separate oil coolers
and tanks between the engines. Oil capacity is about 1.25 US. gallons (1.04
Imperial gallons or 4.73 liters) per tank. Oil flows from the tank to the enginedriven oil pump, which distributes oil under pressure to lubricate the various
components of the engine. An oil filter, filter bypass, and a pressure regulating
valve are incorporated into the system. Magnetic chip detectors, installed at the
bottom of the engine accessory gear box and at the engine oil outlet, light a
caution light when metallic chips are detected. A dual gage on the instrument
panel indicates oil temperature and pressure, and a caution light indicates low
pressure. An engine oil pressure torque sensor is used as a means of indicating
engine output torque.
NOVEMBER 21,1978
Part 2 Section I
-
Description
FtKiCCT MANUAL
Figure 1-1. TirlPe-View Dimensional I)iagam
NOVEMBER 21, 1978

1-3
NCHT MANUAL
AFCS
INDICATOR
PANEL
AFCS NO. 2
KTROL
/W
PANEL
/ PARJUNG BRAKE
HANDLE
Figure 1-3. Carter Console (T9pSa)
NOVEMBER 2 5 1978
1-5.
E N G m CONTROLS
EngiPe Levers
No. 1and No. 2 engine levers on the engine control qrr;rdrant (Figare 1-41 are
connected to the fgel control by mechanical linkage. The quadrant has three
marked positions, OFF, IDLE, and FLY. Detents at each positian indicate
proper positioning of the lever. The enpine lever schedules fuel flow and
gas producer speed in the OFF to GFtD IDLE range, and establishes the N1
speed limit for W m n engine power in the FLY position. In addition to
the mannal positioning of the lever, it will also be moved aft to OFF when
the respective fire-her
T-handle is pulled. A starter button is in
the grip of each lever.
N2 Speed Trim Switches
No. 1and Xo. 2 engine N2 speed trim swEtches on the grip of the collective
pitch lever (Figure 1-5) m used to establish ihe desired power turbine speed
and t o match engine torques.
is a&omatically maintained by the power
turbine governor's action on metered fPel to the gas producer. The switches
are marked ENG TEUM 1and 2. To increase N2, the switch is moved
to + (fwd); to deczease N2, the switch is moved to (aft). Trim range
(full aft to full fomard) is about 96% N2 to 107%N2. If copilot's controls
are izrstalled, the pilot's switch w i l l override any input from the capilot's
switch. A collective bias actuator and a collective pitch signal zesponds
to collective slick movement and resets the N2 governor to mainlab a
canstantrotorrpmasestablishedbythe~speed.trimwllencollective
pitch is increased o r decreased. The No. 1and No. 2 engine N2 speed trim
NOVEMBER 21, 1978

Revised JCME 28, 1984
Part 2 Section I
Desc*tioo
RIGHT MANUAL
system is connected to the dc esseatial bus by cireuit breakers marked

SPD lTUM, and the collective bias system is corrnected to the dc essential
bas by a cizroit breaker marked CLTV BIAS.
Toquemeter
A dual torquemeter marked PER*
TORQUE has pointes marked 1 and
2, which indicate No, 1 and KO. 2 engine t o m OUQUL. The torquemeter
sensing system, within the engine accessory gear
provides a hykwdic
signal which is directly proportional to torqtie outpt. This signaf is tansmi.tted electrically to the torquemeter on the instrrrment panel. The electrical circuits for *.No. 1 and KO. 2 engine torquemeters are connected
to the No. 1 and No. 2 dc primary buses respectively, by circuit breakers
marked TORQ.
NOVEMBER 21, 1978

Revises July 26, 1982
-2
Section1
Description
w
CYCUC mtK GRIP
COLLECllVT STICK GRIP
Frgr~e1-5,
Cpclic and Collective Sick Grips
NWEMBER 21, 1978

Revised M y 26, I982
NO21, 1978
Rwised FEBRUARY21, 1979
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
1 1.
12.
1 3.
14.
15.
16.
17.
17A.
10.
19.
20.
21.
22.
23.
LANDING GEAR UP WARNING LIGHT

AIRSPEED INDICATOR
DUAL TORQUEMETER
DIGITAI. 15 REPEATER
TRIPLE TACHOMETER
Vne POWER-OFF PLACARD
ATTITUDE INDICATOR
DIRECTIONAL GYRO INDICATOR
TURN-AND-SLIPINDICATOR
AUDIO CONTROL PANEL
MASTER WARNING PANEL
ALTIMETER
VERTICAL VELOCITY INDICATOR
RADAR ALTIMETER INDICATOR
CLOCK
FLOATS TEST PANEL (OPTIONAL)
NO. 2 VHF COMMUNICATION CONTROL PANEL (OPTIONAL)
FUEL TOTALIZER
TEST PANEL - DC GENERATORS
CAUTION/ADVISORY PANEL
Vne POWER-ON PLACARD
NO. 1 VHF NAVIGATION CONTROL PANEL (OPTIONAL)
N1 TACHOMETERS
21.
25.
26.
27.
28.
29.
30.
3 1.
32.
33.
34.
35.
36.
37.
30.
39.
40.
41.
42.
43.
44.
45.
46.
15 INDICATORS
FUEL PRESSURE INDICATORS OR FUEL FLOW INDICATORS

ENGINE OIL PRESSUREAEMPERATURE INDICATORS
DUAL HYDRAULIC OIL PRESSURE INDICATOR
MAIN GEAR BOX OIL PRESSUREAEMPERATURE INDICATORS
DUAL FUEL QUANTITY INDICATOR
FUEL GAGE TEST AND N1A5 DIGIT LIGHT SWITCH PANEL
LANDING GEAR CONTROL PANEL
CLOCK
LANDING GEAR UP CAUTION LIGHT
AIRSPEED INDICATOR
DUAL TORQUEMETER
DIGITAL 15 REPEATER
TRIPLE TACHOMETER
AUDIO CONTROL PANEL
ATTITUDE INDICATOR
DIRECTIONAL GYRO INDICATOR
TURN-AND-SLIP INDICATOR
ALTIMETER
RADAR ALTIMETER (OPTIONAL)
Vne POWER-OFF PLACARD
NOTE
ALL COPILOT'S INSTRUMENTS ARE OPTIONAL
V,
?'
Part 2 Section I
Description
-.. ... ..- "
FUGHT MANUAL
--
Fi,aure
1-7. Instnrment Panel Typical IFR Confi,~uration (Sheet 1 of 2)
NOVEMBER 21, 1978

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
1 1.
12.
13.
14.
15.
16.
17.
18.
19.
20.
20A.
21.
22.
23.
24.
25.
26.
27.
28.
29.
LANDING GEAR UP WARNING LIGHT

AIRSPEED INDICATOR
DUAL TORQUEMETER
DIGITAL 15 REPEATER
TRIPLE TACHOMETER
Vno POWER-OFF PLACARD
VOR MASTER SLAVE PANEL
ATTITUDE INDICATOR
RADIO MAGNETIC INDICATOR (OPTIONAL)
COURSE DEVIATION INDICATOR (OPTIONAL)
AUDIO CONTROL PANEL
ALTIMETER
RADAR ALTIMETER INDICATOR
CLOCK
FLOATS TEST PANEL (OPTIONAL)
MARKER BEACON (OPTIONAL)
NO. 2 VIiF COMMUNICATION CONTROL PANEL (OPTIONAL)
VHF NAVIGATION CONTROL PANEL (OPTIONAL]
FUEL TOTALIZER
TEST PANEL GENERATORS
ADF CONTROL PANEL (OPTIONAL)
WEATHER RADAR DISPLAY (PROVISIONS)
Vno POWER-ON PLACARD
DME INDICATOR CONTROL PANEL (OPTIONAL)
ATTITUDE INDICATOR
NO. 1 VHF NAVIGATION CONTROL PANEL (OPTIONAL)
30.
31.
32.
33.
34.
35.
36.
37.
38.
39,
40.
4 1.
42.
43.
44.
45.
46.
47.
49.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
ATC TRANSPONDER CONTROL

N i TACHOMETER
15 INDICATORS
FUEL PRESSURE INDICATORS OR FUEL FLOW INDICATORS
ENGINE OIL PRESSUREflEMPERATURE INDICATORS
DUAL HYDRAULIC OIL PRESSURE INDICATOR
MAIN GEAR BOX OIL PRESSURE/lEMPERATURE INDICATOR
DUAL FUEL QUANTITY INDICATOR
FUEL GAGE TEST AND NI/PTIT DIGIT LIGHT SWITCH
LANDING GEAR CONTROL PANEL
CLOCK
VOR TEST PANEL (OPTIONAL)
DME SELECTOR PANEL
MARKER BEACON (OPTIONAL)
AIRSPEED INDICATOR
DUAL TORQUEMETER
TRIPLE TACHOMETER
AUDIO CONTROL PANEL
VOR MASTER/SLAVE PANEL (OPTIONAL)
ATTITUDE INDICATOR (OPTIONAL)
RADIO MAGNETIC INDICATOR (OPTIONAL)
COURSE DEVIATION INDICATOR (OPTIONAL)
LANDING GEAR UP CAUTION LIGHT
ALTIMETER
VERTICAL VELOCIN INDICATOR
DIGITAL T5 REPEATER
RADAR ALTIMETER (OPTIONAL)
Vno POWER-OFF PLACARD
NOTE
ALL COPILOT'S INSTRUMENTS ARE OPTIONAL
Part 2 Section I
DescriDtion
----~Z
FLIGHT MANUAL
Ts (Power Turbine Inlet Temperature) Indicators

I TWOdial pointer T5 indicators marked TgC X 100 a r e on the instrument
1 panel. Thermocouples in the gas producer turbine of each engine sense
temperature changes and electrically transmit them to the indicators. Each

indicator has a redundant electrical power supply. The So. 1 engine T5 indicator i s powered by the No. 1 dc primary bus and the dc essential bus
through two circuit breakers marked Tg. The No. 2 engine Tg indicator is
powered by the No. 2 dc primary bus and the dc essential bus through two
similar circuit breakers.
Digital T s Repeater
A dual digital T5 repeater marked T5, 1-ENGINE-2, "C is on the instrument panel. The repeater consists of three-digit readouts and five colored
indicator lights for each exine. The digital readout displays the same
value as its correspondanalog Tg indicator. The colored lights go on
to advise of the Tg operatikff temperature range. The relationship of the
lights to T5 operat- temperatures is shown on the Instrument m e
Markings Illustration in Part 1. Intensity of the digital readout and lights
the knob marked N1/T5 DIGITS on the fuel gage
may be adjusted by
test panel (Figure 1-14). The indicator lights a r e tested by pressing the
caution- advisory TEST button. An additional digital T5 re-peater is installed
on the copilot's side.
N1 (Gas Producer) Tachometers
Two N1 ,oas producer tachometers marked TACH % X 10 are combination

dial-pointer and digital readout -type indicators. The digital readout indicates N1 as a two digit number and a decimal (99.5). IN1 should go over
100%the values will appear as 00.0 for loo%, and 01.5 for 101.5% etc.
Light intensity of the digital readout may be adjusted by
the knob
marked Nl/Tg DIGITS on the instrument panel. Magnetic pickups sense
changes in W 1 speed and transmit these changes electrically to the indicators.
Each en,$ne tachometer has a redundant power supply. The No. 1e k g e Nl
indicator is connected to No. 1dc primary bus and the dc essential bus by
two circuit breakers marked S1. The No. 2 engine N1 indicator is connected
to the KO. 2 dc primary bus and the essential bus by the circuit breakers
marked N1.
Triple Tachometer
A triple tachometer marked PERCENT R% indicates the N2 (power turbine
speed) of each en,gi.ne and Nr (rotor speed). The outer scale marked ENG
and the 1and 2 pointers indicate the K2 of the No. 1and No. 2 engges.
The inner scale marked ROTOR and the R pointer indicate N,.
Magnetic
in K2 or Nr speed and transmit these c w f f e s
pickups sense -es
electrically to the indicator. The electrical circuits for No. 1and No. 2
engine N2 are connected to the No. 1 and No. 2 dc primary buses by circuit
breakers marked N2. The Ei,tachometer has a redundant power supply,
be-u connected to the No. 2 dc primary bus and the dc essential bus by
circuit breakers marked NR.
NOVEMBER 21, 1978

Revised JONE 28, 1984
F U M MANUAL
Part2SectimI
Description
Fuel Pressure Indicators
Two fuel pressure Micators marked FUEL PRESS-PSIX 10, indicate fuel
pressare at the fuel filter assembly. The No. 1 engine fael pressare indicator is connected to the No. 1 dc primarp brrs by a circait breaker marked
FUEL PRESS. The No. 2 engiw fuel pressare indicator is cannected to the
No. 2 dc primary bus by a circuit breaker marked FUEL PRESS.
On some heiicopters, fi& flow indicators and a fuel tatalizer are installed
on the instramat panel in lieu of foel pressnre gages, This system indiCafgb the rate at which fuel is being consumed and the total feel.zemaining
inthefueltanlrs. Flowmetersinthemainfuellinetoeacheaginec~
turbine wheels which rotate at speeds proportional to the pulse signals that
are directly proportional to the volume of fuel flow. These pulses are cmditioned by a computer auit into a signal whi& drives the fuel flow indicators
(one per engine) on the instrmnent panel. The dial of each f u e l . h .indicator is marked FUEL FLOW, LBS/HR. The pulses are also combined by
the computer unit to drive a tatalizing indicator ahich reflects the fuel re-inthefuelsystem,
Thgdialofthefueltoblizerism&&FUEL
REbdAIMNG POUNDS. The tatalizer is inaccmate if one or krth flowmeters are inopeative. Four preset switches an the face of the f&
totalizerindicatorareosedtosetthetatalf&qoantitycontainediathe
fuel tasks as indicatedon the dnal fwd qrrarttfty gage. Eachpresetswitch is
pressedinasaEtenaszeqPired~~digTtsanthe~t4talizerinditate
totalipel, EachclicBofthepresetswitchsmovestheapplicaUemrmber~
one digit.. The No. 1 engine fuel flow

is connected to the No. 1 dc
p r i m a r p b u s b p a c i r c r r i t b x w k e r ~ d N O . l E N G F W 3 L F L O W , andthe
No. 2 enginefuel5owsyskmis connectedtotheNo. 2 deprharybusby
acirtrdtbreakermadcedNO.2ENGFUELFIX)W. Theseci~~&breagers
aze hskdled in lieu of the FUEL PaESS cirertit breakers.
NOlEMBEX 21, 1978

Revised JLTNE 28, 1984
a r t 2 Section I
Descriufion
The 61 ENG FUEL PRESS or #2 E N 'FUEL PFESS warning light an the

caatian-advisorypanel ( F i 1-25) goes on when fuel pressure drops below
5 psi. Each low fpel pressure circuit is connected to the dc essential bus by
separate circuit breakers marked FUEL PRESS WARh'.
Engine O i l Pressare/Temperatur&Indicators
Two dual indicators indicate engine oil pressure, as regdated by the oil
pump and pressare revalve, and engine oil inlet temperature. The
dial of each i s marked ENG OIL, X 10. The left scale is marked T (temperatPre)a t h e rightscale i s marked P (pressure). The Bio. 1 engine pressure
t e m p e m indicator is connected to the No. 1dc primary bus by circuit
breakers marked OIL-TEMP and PRESS. The Bio. 2 engine pressmet e m p e m indicator is connected to the No. 2 dc primary bus by the circuit breakers marked OIL-?TEMP and PRESS
Engine Oil Low Pressme Warning Light

The #I ENG OIL PRESS or #2 ENG OIL PRESS warning lights on the cantionadvisory panel (Figure 1-25) go on when engine oil pressure drops below
aPPr&maWy 48 psi. Each low pressate circuit i s connected to the dc
essenlial bas by separate circuit breakers marked OIL PRESS WARN.
The %1ENG CHIP or #2 ENG CHIP caution lights on the caution-advisarp

panel (Figure1-25) go on whea metal chips =detect& in the lower part
of the engine accessory gear box or the engine oil mU& After a light is
switched on by the detector unit, an electrical holding cirtait willkeep the
li@t on until electrical power is removed by pPlling the apprapriafe circuit
breaker, or rmtil the eLectrical system is shut down. Each chip detector
circaitisco~nectedtothedc~busbyseparartecircuitbrealrets
marked CHIP DET.
NOVEMBER 21. 1978

'RevisedFEBRUARY 22, 1985
P;ut2SectionI
Description
Engine Bleed-&
Advisory Light
The EM; BIZED AIR advisory Light on the cautim-acivisory panel (Figme
1-25] will go on when any of the systems wing compressor discharge air
ate operating. Systems usiug compressor discharge air are; the engine
air particle sepaator system, cabin heater, and eavironmental control
systgm.
ENGZNE STARTER AND I G r n O N m
(Figpre 1-8)
Starter/geneators provide torqae for engine starting when supplied with a

dc power soarce. After starting, the starter/generators are driven by the
m e aad are the primary source of electrical power. The starter/
generators, mounted on the engine accessory gear box, are connected to the
dc essential bus when they function as starters, Electrical p e r for
engine starting ma? be provided by the battery, external power or from the
opposite stazter/generator, once the first engine is started. Controls for
cansist of a master start switch and a starter switch for each
engine. Starter control cirmits are connected to the dc essential bus by
Ume circait breakers marked SIB CONTROL, on the lower circait breaker
m.
Master Start Switch

T h e ~ S T A R T s w i t c h a n ~ ~ s w i t c h ~ ( F i 1-9)hastwo
g P r e
positions marked ON and OFF. ON provides dc sbrkr p o m r to ihe i d ridual&cuB which are then controlled by the engine starter
buttas. OFF removes power from starter circuits,
The starter butttms in the b o b of eaeh N1 lever (Figure 1 4 ) prwide dc

powertothestarterandjgnithsystemsforeachengine. T o s t a r t a n
engine, themasterstartswitchmPstbeON, theengineleverOFF, andthe
starter button depressed Aftez the starter is engai@, a holding circPit
keeps the starter engaged for a s long as the starter button is depresseqwbn
the engixte lever is h c e d from OFF. When the desired N1 is reached
for a start, the engine lever is moved to IDLE. As the engine lever is
actoanced, power is applied a-dy
to the -an
spstem to effect
tke start. When the
batton is released, both the starter and
ignition circuits will be &-energized, Ignitim is provided only daring
-st=-!2cpcfe-
ofthe idlet
Hot compressor discharge air is used for --ice
guidevanesandfmntbearingsupport~. &-=tube,
colme-d
to the compressor section, carrigs hot air forward and into the hollow
campressor inlet guide vanes. The spstgm is controlled by a solenoid-
Part 2 Section I
Description
,
DC ESSENTIAL
BUS
NO. 1STARTER
BUlTON
NO. ISTARTER
CONTROL
RELAY
1 IGNITION^
NO. 1
EXCITERS
,
-
NO. 1ENGINE
START
CONTACTOR
DC INPUT FROM
BATTERY. EXTERNAL
POWER OR DPWSTTE
GENERATOR
MASTER
NO. 2 STARTER
BUTTON
NO. 1STARTER/
GENERATOR
MASTER START CONTACTOR

11 w+H MGiiR SWITCH ON. MASTER START CONTACTOR COMPLETESA CIRCUIT BETWEEN THE
DC ESSENTIAL BUS (STARTER POWER SOURCE) AND ENGINE START CONTACTORS.
NO. 1 AND NO. 2 ENGINE START CONTACTORS
1. WHEN ACTUATED BY THE STARTER CONTROL RELAYS. ENGINE START CONTACTORS CONNECT
A CIRCUIT BETWEEN MASTER START CONTACTOR AND ENGINE STARTERS.
NO. 1AND NO. 2 STARTER CONTROL RELAYS
1. WITH ENGINE L N E R OFF AND STARTER BUTlON DEPRESSED, THE STARTER CONTROL RELAY
CLOSES. THE CIRCUITTHROUGH THE ENGINE START CONTACTORS. CONNECTING THE MASTER
START CONTACTOR TO THE ENGINE STARTERS.
2. PROVIDE A HOLDING CIRCUIT AFTER INITIAL STARTER ENGAGEMENT WHICH PERMITS THE
ENGINE L,WER TO BE MOVED TO IDLE WITHOUT STARTER DROP-OUT.
3. COMPLETE A CIRCUIT FROM DC ESSENTlAL BUS TO IGNITION SYSTEMS WHEN STARTER
BUTTON IS DEPRESSED AND ENGINE L N E R IS MOVED T O IDLE.
Figure 1-8. Engine Starting System
NOVEMBER 21, 1978
1-15
Parf 2 Section I
Description
FUGHT MANUAL
TEST
PiTOT HEAT
CO -PILOT
PILOT
EXT
POWER
E R@
ON
sRcH,
OFF
EAPS
ON
ON
ON
STOW
RESET
;6~6
HEATER
CO.PILOT
PILOT
RESET
MASTER
START
@ i:iE!
ON
RE L
ARMING
6 y5
116
; ;69
ANTI COLL
POSITION
WASHER
WIPER
SLOW
OFF
OFF
OFF
n s n - s s ~ a g( c c ~ )
Figure 1-9. Master Switch Panel, Typical
NOVEMBER 21,1978
operated valve in this line which controls

an &-ice air valve. The sole- - anti-icing
if an electrical maffimcnoid valve is mrmaLfy apen,
tion occurs, and must be energized electricaLly to close. Tg will increase
about 10"C when the anti-ice system is in use. The system for No. 1engine operates from the No. 1dc .iprimary bas and is protected by a
breaker marked AI CONT. The system for No. 2 engine operates from the
No. 2 dc primary bas and is protectedby a circuit breaker marked A1 mhT.
Engine &-Ice
Switches
?tPo switches on the master switch panel (Figure 1-9) marked ENG ANTIICE No. 1 No. 2 have marked positions ON and OFF. Each switch cantrols the solenoid valve in the engine anti-icing air tube of the corresponding engine. ON provides anti-icing by opening the vafve (deenergizing the
solenoid). OFF closes the valve (energizing the solenoid).
The fi and and2 ENG ANTI-ICE caution hgks on the ~ - a d v i s o r panel

g
(Figure 1-25) w i l l go on when an engine anti-ice pressure sv&h does not
sense air pressure (valve does not fully upen) when the corresponding engine &-ice m h is ON. The cadion light and the ENG ANIII-ICE ON
advisory light will also go an when an engine anti-ice pressare srPitch senses
air .pressure (valve does not fully close) when the corresponding anti-ice
switch is OFF.
Anfi-Ice On
Lights
The el and #2 ENGANTI-ICE ON a d m r y light on the carrtion advisay

panel (Figure 1-25) will go on whenever the torrespondiag engiue &-ice
system is aperating regardless of the switch posdion. For normal operrr.tian (engine operating)the light will go on when the switch is placed to ON.
If the anti-ice air valve does nat close when the s r i k h is placed OFF (enmoperating),t h e c o r r e ~ ~ a n d c a ~ l i g h t s w i l l b e a n ,
NOTE
Some helicopters may bave both thg engjne anti-ice
systems anci EAPS installed. *these helicopters
EAPS may be used as described in the following
paragraphs when the --ice
systems are off. When
the engine &-ice systems arein use, EBPS is arrtb
maiuxlly Switched cng however, the EAPS swftch,
the EAPS c;mtion and the EAPS advisory lights
domtamctiaa T h e a n t i - i e e ~ w l i g h b d t h e
anti-iceacb5mxy~wXlimiicaeproper~pea-
~OfbaththeEBPSancianti-icesyskms.
ENGINE AIR PARTICLE SEPARATOR (EAPS)
NOVEMBER 21, 1978

Revised JUNE 28, l984
Part2 Section1
Description
FLIGHT MANUAL
foengine c o m p r b e n t
and is totally enclosed by the engine
inlet cowl. The EAPS is acylindricalassembly incorporating miniatwe
vortex'tubes arraaged radially between an inner aud oater wall .that form
the scavenge chrcting. At the forward end, the EAPS has an inlet
and
i bypass doors that are opened and dosed by an eagine bleed-air operated
actaator. When in the filter mode (EAPS-on) the duskladen air enters the
vortex tubeswberea s w i r l is imparted to the air. The solid particles a r e
centriluged to the outer wall and pass into the scavenge ducting together
with a qoantity of ai.r equal to 8% of the engine air flaw. The scavenge
blower is mounted in the Wet cowl together with the overbaard durting.
The blower, pawered by the ac generator, induces the scavenge flaw and
duxups it overboard along with the solid particles. The clean air passes
through an exit diffuser aud fnto the engine.
EAPS may be operated in a filter mode (ON) or in a bypass mode (OFF) as

controlled by a switch on the master switch panel- One amber caution
light and one green advisorg light on the caution advisory panel are incorporated into the system. The EAPS caution light warns the pilot of EAPS
blockage, scavenge blawer failure, or tbat a discrepancy exists between
the position of tbe EAPS bypass doors and the switch position selected.
Five-second time delays are incorporated in the EAPS caution Ugbt to prevent nuisance lights during normal system a ~ o n s .The EAPS
advisory light advises tbe pilot that EAPS is ope-.
in the filter mode
(ON). If an engine faits while EAPS is ope-,
the system will autamatically dhengage EAPS on the remaining engine (open the bypass doors).
If engine anti-ice systems are operating and an engine failme occurs bath
the engine *-ice
system and EAPS will cantisee to operate for the re-:engine.
One switch on the

switch panel (Figure 1-9) marked EAPS coxxtrols
theopemtimofEAPSforboth~s,TheswitchfrasmarBedpo~
ON and OFF. ON closes the EAPS bypass doors in each Wet air &ct
and energjzes the e-y
l
operated blowers. OFF opens the bypass
doors and shuts off the blowers. The sgstem for each engine is controlled
by dc power fram tke No. 1and No. 2 dc primary buses recircuit breakers marked EAPS, The scavenge blowers operated on
3-phase a c power fram the ac monitor bas.
TheEAPS~ligfrtonthe~advia>rg~willligjltwhenthe
E A P S s w i t c h i s p h c e d t o O N i f ~ b l g w e r f a i l s t o o p e z a t e ifthebypass
,
doors of either EAPS do not close or if EBPS blockage in the system causes
excessive inlet air pressure loss. The Carrtim Wzt will aLso light ifthe
bypass doors of either EAPS do not open when the EAPS switch is placed
t o off.
NOVEMBER 21, 1918

Revised ATT27 7 0 7 0
Part 2 Section I
Description
FLIGHT MANUAL
EAPS Advisory Light

The EAPS advisory light on the instrument panel will go on when the EAPS
switch is ON and the system is functioning normally. If a malfunction is
indicated by the EAPS caution light, the EAPS advisory light will go off.
SNOW PROTECTICN KIT
The sqow protection kit provides for continuous en,gine Qnition and protection for the engine while flying in a falling and blowing snow environment.
Each engine inlet is provided with electrically powered heatelements on
the firewall and engine bellmouth. These elements a r e normally powered
from the primary dc power system when both dc generators a r e on the line.
If either dc generator fails, the system is automatically powered from the ac
generator. The auxiliary circuit breaker panel (Figure 1-9A(1)) is located
on the pilot's side of the lower console. The snow protection kit operates in
conjunction with the engine anti-ice bleed-air system, utilizing the same
anti-ice switches on the master switch panel and the engine anti-ice caution
Lights on the caution-advisory panel. Placing the engine anti-ice switches in
the on position will provide bleed-air for engine
anti-icing and electrical
Dower for heating elements on the firewall and bellmouth. Jf =1and 82 ENG
A~TI-ICE caution Lights do not go on, there is either a s n m protection system malfunction o r the ambient air temperature is too warm (about -ljC
OAT) to permit a valid check of the snow protection system.
A control unit monitors sensors in the heatelements to automatically
control their temperature. A failure of an inlet heater system is indicated by
the respective engine anti-ice caution light.
The snow protection kit also includes a snow shield and continuous ignition
svitch. The snow shield .is a Teflon-coated aluminum sheet formed to fit
around the engine inlet and attached to the forward transverse firewall.
The Teflon layer reduces the surface adhesion when impacted by snow
particles. The continuous ignition switch is utilized to provide a continuous
engine ignition capabilie-. This switch allows the pilot to select continuous
"000
ENGINE Al-
/\
iNNO.
\/
'-
NO. 2
Figure 1-9A!1). Auxiliary Circuit Breaker Panel

NOVEMBER 21, 1978
I
1
Part 2, Section I
Description
FLIGHT MANUAL
ANTI-ICE SWrrCWLIGHT LOGIC TABLE

(SNOW PROTECTION KIT INSTALLED)
--
AWI-ICE
CAUTION
LIGHT (YELLOW)
SWlTCH
POSITION
ANTI-ICE ON
ADVISORY
LIGHT (GREEN)
CONDITION
Bleed-air pressure
sensed in anti-ice
system
ON
Anti-ice and snow protection kit systems operating normally
OFF
OFF
No bleed-air in the
anti-ice system or
simultaneous failure of
anti-ice bleed-air and
snow protection kit
inlet heater
System just turned on
and not up to temperature or failure of snow
protection kit inlet
heater
ionition for takeoff, climb, and landing in falling and blowing snow conditions. The
;witch function is interlocked through the engine quadrant switches such that continuous ignition is disabled when the engine lever is OFF.
ENGINE OVERSPEED PROTECTION SYSTEM
The engines are protected from overspeed by a mechanical overspeed system. If N?

increases to about 118% the power turbine sovernor causes a reduction in fuel flow
and engine power, to prevent overspeed.
NOVEMBER 2 1, 1978
FUGHT MANUAL
Figure 1-9A
NOVEMBER 21, 1978

Part 2 Section I
Description
Part 2. Section I
Description
FLIGHT MANUAL
TRANSMISSION SYSTEM
The transmission system consists of three gear boxes and associated shafting whi~..
transmit engine torque to the main gear box. Each engine is connected to the main sear
box by freewheel units which permit single-engine operation or autorotation without
drag from the inoperative engines. The main rotor drive shaft, to which the main rotor
system is attached, extends upward from the main gear box. A drive shaft extends aft
from the main gear box to the intermediate gear box at the base of the tail rotor pylon.
Shafting extends up the pylon to the tail rotor gear box which drives the tail rotor. An
accessory drive section at the rear of the main gear box drives the first and second stage
hydraulic pumps, two main gear box oil pumps, the main gear box oil cooler blower,
and the ac generatorTRANSMISSION OIL SYSTEM
Pressure for lubrication of the main gear box is provided by two oil pumps mounted
on and driven by the gear box accessory drive section. Oil is pumped from the sump
of the gear box through an oil filter and then to the oil cooler. A thennostaticallycontrolled bypass valve directs the flow of oil either through the core of the oil cooler
if the oil is hot, or through the bypass line if the oil is cold. The oil cooler blower is
mounted on top of the gear box. The oil filler and oil level sight window are on the
right side of the gear box. The intermediate and tail gear boxes are splash-lubricated
and have no pressure or temperature g%es.
!Main Gear Box Oil Pressureflemperature Gage
A dual indicator marked XMSN OIL X 10 indicates oil pressure at the main gear box
oil inlet port and oil temperature in the gear box sump. The left scale is marked T
(temperature) and the right scale is marked P (pressure). The temperature indicator is
connected to the No. 2 dc primary bus by a circuit breaker marked XMSN TEMP. The
pressure indicator is connected to the No. 1 dc primary bus by a circuit breaker marked
OIL PRESS-XMSN.
Main Gear Box Oil Low Pressure Warning Light
The MAIN XMSN OIL PRESS warning light, on the cautionladvisory panel (Figure
1-25), lights when oil pressure in the main gear box drops below about 14 psi. The
system is connected to the dc essential bus by a circuit breaker marked XMSN OIL
WARN-PRESS.
NOVEMBER 21, 1978

F'art2 Section1
Description
RlCHf MANUAL
Main Gear
Bmr Oil Hot Warniug Light
The MAIN XMSN OIL HOT warning light, on the caution adrisorg panel,
goes over about 105*C. The
( F i i 1-25), lights when oil inlet
system is connected to the dc essenkial bus by a circuit breaker marked
XMSNoILwm-mp.
GEAR BOX CHIP DETECTOR/OIL HOT SPSTEM

The MAIN
CHIP, I
h
T GB CHW/aOT, or TAIL GB CHIPDOT cautinn
ligfrts on the caatim-advisory panel go on when metal chips are detected in
the oil sump of the respective gear baz t'FUZZ" burr16ffunits in each
chip detector prevent k l s e indications of chips by burning off minute metallic
particles (fuzz) tbai may collect an the detector anits and canse the caution
lightstogoon. Theintermediateandkilgearbax~onlightSwill~o
go on whenever oil t e m p e n goes over about 140C. Once a light is
switched on by the detector unit, a holding circuit w i l l keep the light on
until electrical power is removed by pnlling the appropriate circuit breaker,
or
the electrical system is shut down. The chip detector/overtemp
systems are connected to the dc essential bus by circuit breakers marked
CHlP DETECTOR-MGB and IGB n;B.
The ROTOR BRAgE e t c h on the master saritch panel has positions

marked ON-OFF-REL. The rator brage a not go on unless bath
e levers are at IDLE or bebw and the N1 af at least one engine is at
59 or below (one ENG OUT warning light on). For normal
the rotor bnLe should m t be applied unf5l romr speed decreu65%Nr. When the switch is placed ON under the above cunditio~~~
and
the rotor head is trrtniPg, the pump will build up Iqdzsdic pressure in
the system t&abat 200 psi, for stopping the rotor system. Five secaads
afterthemtorheadstops a if the swikhispfaced awiththemtcn system
stopped, h ~ p t e s s r a e i s ~ m a t i c i i l l y i n n e a s e d t o a t > a a t 4 3 0 p s i
to prevent rotation of the rotor system when parked. An accumulator in
the system will hold this pressure for aboat 8 hours. I -c
pressr~e
decreases while paxked, the pump w i l l be automatidly switched on to restore pressure in the system, provided the rotor brage sraitch is left ON,
REL is a momenkry switch position which opens the control valve, rdeasing hykzulic pressare and the rotor brake. When the switch is released,
it will mwe to OFF and the rotor brake system will be deenergized with
power of. With p e r on, the rotor brake will release in the OFF position
if the ROTOR BRAKE
light, actioated by the 15 psi pressure switch,
Y!?
ism
NOVEMBER 21, 1978

Part 2 Section I
Description
F
U
mMANUAL
Rotor Brake Cantion Light

The ROTOR BRAKE caation light on the cacrtio&advisory partel (Figare 1-25)
will be on when there is 15 psi or above hgdraulic pressare in the hydranlic
system. The cadion light w i l l go on when the rator brake is applied, i d cfhaf the hydraulic pump is pressurizing the system. The light should
go on before the brake puck begins to move. The light will be off when the
rotor brake is off. The caation ligM circuit is connected to the dc essential
bus by a circuit breaker marked RTFt BRK WARN.
MANUAL ROTOR BRAKE SYSTEM
Tfre rotor brake is a manually operated, hydradically-actuated system
capable of shntdown against one engine or holding the totor against two engines during start and ground idle. The rotor brake system consists.of a
master cylinder, pressure gage, accumdabr with relief =.be, rotor
brake, pressure switch, and cadion light.
Master Cylinder
The master cylinder (Figure I-9B)is mounted on the cockpit overhead. It
is ~per&edmanually to provide hydradie pressure to admate the rotor
brake on the main gear bas. The rotor brake is applied by pdlling down
and ppshing forward an the master cy3ixier handle. Two successive
strokes are required to develop the pressure necessary for sbppbg the
rotoreffediveQ. Thelimerequbedto~tberatorsystemcanbecontrow by varying the amount of master cylinder handle applicalion &ring
the second sboke. For normal operation, the totor brake should nut be
applied mrtil rotor speed decreases Mow 65% Nr.
-nisThe aeamdabr and relid valve are maanted an t o p of the main i

siw accessory gear k The accmndabr allows f o r ezqtansim uf the
hydradic fluid, relieves spstem pressure if it goes over 300 psi, and a b
sorbs pressure surges during brake srpplicafion The relief valve will bypass at pressures above 300 psi
rator brake applicatiop.
a
The rator brake receives hydm~Ecpower fram the master cylinder and
acmmuhbr. It consists d two cylinder assemblies morrnted 180 apart,
withtkebmkediscrat;ctirrrgthzorrghtkm. Thebrakedliscisboftedtothe
main gear barrr t a i l bkeoff flange.
NOVEMBER 21, 1978

Part 2 Section I
Description
NGHT MANUAL
Figure 1-93. Manaal Rotor B a k e Master Qlinder
ROTOR m
The rator configrnation is a single main rotor and anti-tome tail rotor.
Both spstems are driven throagh the tansmission, a d blade angles are
controlledtllxnl@theli@~lspstem.
The main rotor cansists of main rator hub bolted to the main rotor drive
sfiaft, fopt main zotor blades, blade dampers, a swashplate assembly,
blades, and a bifikr vibration absorber. The bhdes are e h e d to the
main rotor lxh bg elasbmeric bearings which permit tbe blades to flap
vertically, hunt hotizontdlly, and mtate about their spanwise axis. At low
rator speeds, anti-Oapping restrainers limit the upward movement of the
blade and droop.stops limit the dawnward movement of the blade. Droop
stops release at about 50%to 60%Nr. 'Hpdzrmfic dampers minimize hd5ng
movement of the blades aad prevent shock to the blades when the zotor
NOVEMBER 21, 1978

Pan 2 Section I
Description
is started or stopped. Flight control inputs are uannnitted to the rotaring biades
through the swashplate. The bifilar vibration absorber, mounted on top of the
main rotor hub, absorbs 3-per-rev and 5-per-rev vibrauons usually transferred to
the aircraft.
Main Rotor Blades
The four main rotor blades consist of a timiurn spar and a Nomex honeycomb
core covered by a fiber glass skin. The leading edge of the biade is proteaed by
titanium and nickel abraion strips. A swept-back tip improves performance and
reduces noise generated at the tip. Grounding of metal fitting and shielding with
aluminum mesh provides lightning protection.
TAIL ROTOR SYSTEM

A cross-beam tail rotor blade system provides anti-torque action and directional
control. The blades are of graphite and fiber @assconstruction. Blade flapand pitch
change motion is provided by deflection of the flexible wdphite composite spar,
eliminating all bearing and lubrication. The spar is a continuous member running
from the attachment joint of one blade. through the center hub. to the joint of'the
opposite blade. Like the main rotor blades. the four tail rotor blades have a fiber
ass skin that is internally supported by a Nomex honeycomb. Flight control input
is transmitted t o the blades through control horns that twist the spar. Grounding of
metal fitting and shielding with aluminum mesh provides iightning protection-
FUEL SYSTEM
(Figure 1- 10)
Each engine has its own complete fuel system which under certain conditions can
be rvnnetted t o the opposite engine by crossfeed vdlves. h c b system is a suctiontype supply system. and both systems operate in a similar manner. Two fuel tanks
NOVEMBER 21,1978
...~
..-
FLIGHT MANUAL
Part 2 Section I
Description
are mounted side by side beneath the baggage compartment floor. The tank on the
lefr supplies fuel to the No. 1 engine and is gravity-fueled through a filler neck on
the left side of the fuselage. The tank on the right supplies fuel to the No. 2 engine
and is gravity-fueled t h r o u a a filler neck on the right side of the fuselage. Suction
to draw fuel from the fuel tank to the engine fuel control unit is provided by the
engine-driven fuel pump and jet inducer unit. Normal fuel flow is from the tank
t h r o u a the DIR position of the fuel selector valve, through the jet inducer and
filter assembly, and into the high pressure stage of the gear pump. Fuel at pump
pressure is supplied to the g s producer fuel control. A bypass line returns fuel
from the fuel control to the jet inducer and also to the primer line leading to the
opposite engine. The fuel crossfeed system permits both engnes to operate from
either fuel tank, or either engine to operate from the opposite tank. Fuel crossfeed
is used by positioning the fuel system control handles as shown on Figure 1-1 1.
The primer system consists of a primer line extending from the fuel control bypass
of one engine to the crossfeed line leading to the opposite engine. A primer valve is
contained in this line. One e n s n e must be operating to supply primins fuel to the
opposite engine. Engine priming is used by positioning the fuel system control
handles as shown on Figure 1-12. Xormally, engine priming is not needed, since
check valves in the system prevent fuel line drainage back into the fuel tank.
NOTE
Extended running of an engine in DIRECT with the
opposite engine's prime switch at OK and fuel lever at
PRIME or XFEED can result in vent overflow if,tanks are
full.
FUEL LEVERS
The NO. 1 ENG and NO. 2 ENG fuel levers are on the engine control quadrant
(Figure 1-4). The levers are connected by mechanical linkage to the fuel selector
valve in each main fuel line. The quadrant has four positions marked OFF-DIRPRIME-XFEED. Detents on the valve at all positions except PRIME indicate
proper positioning of the lever. OFF closes the fuel line between a fuel tank and its
respective engine but does not close the crossfeed line to the opposite fuel system.
DIR opens the fuel line between a fuel tank and its respective engine. XFEED
opens the fuel lines between this engine and the opposite tank. PRIME, although
not a true valve position, is used if the fuel line leading to one engine has lost its
prime. Fuel under pressure from the opposite engine or through the ground primer
l the evacuated line. The fuel line must be full for the
connection is used to f
suction-type engine fuel pump to draw fuel from the fuel tank. Normally, priming
is not necessary, except possibly after fuel line maintenance. In addition to manual
positioning, the lever will also be moved to OFF when the respective T-handle is
pulled to arm the engine fire extinguisher system.
NOVEMBER 21,1978
Pan 2 Section I
Description
FUGHT 'MANUAL
rn
PRESS IND
NO. 2 FUEI
PRESS IND
PRIME
ENGINE
GROUND
PRIME
CONNECTORS
n
n
NO. 2
ENGINE
FUEL
QUANTITY
/I
NO. 1 FUEL
TANK
Figure 1-10. Fuel System
NOVEMBER 21,1978
N0.2NEl
TANK
Part 2 Section I
Description
NCCn MANUAL
ENGINE PRlME SWITCHES
The NO. I EXG PRIME and NO. 2 ENG PNXE switches, on the overhead
control panel (Figure 1-27) a r e lever-lock switches. Each switch is connected to an electrical primer valve in the primer line of the opposite
engine. To prime an ergge, the switch is held to PRIME, with the fuel
lever in PRIME. See Figare 1-12 for additional priming requirements.
The No. 1 engine primer circuit is connected to the No. 2 dc primary bus by
a circuit breaker marked FL
' TEL PRIME 1. The No. 2 en,*
primer c m t
is connected to the No. 1 dc primary bus by a circuit breaker marked FUEL
PIUME 2.
FUEL =SS
REQUIRED
NO. 2ENG
OFF
NO. 1 TANKTO
BOTB EN-S
NO. l E N G &
NO. 2 ENG
DIR
NO. 2 TANKTO
BOTH ENGINES
NO. l E N G &
NO. 2 ENG
NO. 1 T A N K T O
NO. 2 E N G m
NO. 1 FUEL
LEVER
-1
1
I
NO. 2 TANKTO
NO. 2FUEL
LEVER
-=
Dm
NO. 1 ENG
NO. I ENGINE
- --
--
Figare 1-11. Fuel Crossfeed Operation
FUEL PKESS
=Q=
NO. 1
FUEL
LEVER
NO. 2
FUEL
PRZME
UVER
SWITCH
TOPRIME
NO. I ENGINE
TOPRZME
NO. 2 ENGINE
NO. 1ENG
PRllVIE
NO. 1-
DIR
PEUME
NO. 2ENG
PRmE
Figure 1-l2, Engine Aime

NOVEbfBER21, 1978
I
I
FUEL QUANTTTY INDICATOR
1 . W indicator, marked MAIN FUEL LBS x 100, is a dual indicator that shows the fuel qpantity in each fxel tank. Fuel grrantitp data is
~~d by probes in the fuel tanks and transmitted electrically to the indicator. The indicaiing system is connected to the dc essential bus by circuit breakers marked NO. 1 FUEL QTY and NO. 2 FUEL QTY.
Ah
TOTAt CAPACITY
U.S.
Wens
Imperial
Gallans
Lites
U.S.
Gallons
NO. 1
143.2
119.2
542
140.6
NO. 2
143.2
119.2
542
TOTAL
286.4
238.4
1084
Imperial
Gallons
Liters
117.1
532
140.6
117.1
532
281.2
234.2
1064
'
Fuel Gage Test Button

The FUEL GAGE TEST battan an the fuel gage test and digital light switch
panel (Pigare 1-14) is ased to test the fuel quantity gages for proper opera!tion. With tic power available in the essential bus and the test Man
pressed in, the fael quantity gage readings should decrease slowly to zero.
When the button is released, the gages should reto the original fuel
qpantities.
FUEL LOW LEVEL C A m O N LIGHTS

The el F'UEL LOW and 62 FUEL LOW ca&ian lights on the ~001-advisory
I panel (Figme 1-25) light when 85 to 100 pocmds of fuel remains in the correspanding tank The lights are connected to the No. 2 dc primary bus try
circuit breakers marked NO, 1 FUEL LOW WARN and NO. 2 FUEL LOW
WARN.
NOVEMBER21, 1978
Revised Jdip 26, 1982
Pan 2, Section I
Description
FLIGHT MANUAL
ELECTRICAL SYSTEM
The primary source of elecmcal power is a 28 vdc (direct current) system. A I 15 vac
(alternating current) system is powered by an ac generator and one standby invener.
I(
ACCEL FUEL
V A L E !XOW
FIRE
TS]
EX7
,
ACCU
FUEL
VALVE FLOW
NR
FIRE
ECT
TS
N1
EAPS W PRESS
N2
TOR0
BIAS
COW
HYD
XMSN
HOOK
S m
DET
CPLT
INST
DIM
TIR
GYRO
CPLT
WLT
ADF
VOR
CPLT
?
W
.
X W
I\HPL
FUELLO /N0.1Eb
rHY001LULSN7rWARN
-\ FUEL
PRESS TEMP NO. 1 N0.2 PRIME
7LTG OIM
PLTINST CSL
PgS
PLT
CABIN
7FLOAT
2 PWR 1
PWR
FLT
Am
-BY
ADF
FLT
N0.2
XPDR
FLOOD FONE
r SEC LOG LT-\

CONT
WAW
-LO
RDNG
LTS
WTHR
SWG HTRCONT RDR
AD1
WLT
FD
CPLT
Figre 1-15. Upper Circuit Breaker Panei, DC Primary Buses Typical AC Generator System (Aircraft Serial
Numbers 760270 and Subsequent)
NOVEMBER 21, 1978
Pan 2, Section I
Description
FLIGHT MANUAL
Circuit breakers in the pilots' compamnent are on two panels (Fie- 1- 15, 1 16, I 1i ,
. and 1-18) on the flight control housing between the pilot's and copilot's seats. The
upper panel contains circuit breakers for electrical circuits connected to the No. 1 and
No. 2 dc primary buses. The lower panel contains circuit breakers for electrical
circuits connected to the dc essential and the KO. 1 and No. 2 ac buses. The following
circuit breakers are on the dc junction box in the electrical compartment; GEN CONT NO. 1 and NO. 2, BATT CONT, VENT BLOWER PWR, LNV PWR and ROTOR
BRAKE - PWR and CONT.'
Fizure 1-16. Upper Circuit Breaker Panel, DC Primary Buses

Typical AC Generator System (Aircraft Serial
Numbers 760001 through 760269)
NOVEMBER 21, 1978
Part 2 Section I
Description
DC POWER SUPPLY SYSTEM
The primary power source for the dc system is two starter-generators. The
secondary power source is the battery. For g m d operation, an external
source of dc power may be used to supply power to the electrical system.
NOVEMBER 21, 1978

Part 2, Section I
Description
FUGHT MANUAL
/
DC GEN INV AC GEN

RESET WARN WARN
NO. 2
FUEL
7FIRE D m C T O R ?
QTY
N0.2
NO.l
NO. 1
FUEL
QTY
CHIP
DE:
DC G W STR
RESET CNTOR
"RE
E*
COW
]
N
1
SPD OIL PRESS
Nl
X16N OU.
RTR BRK /-WARN

WARN
PRESS
NR
r S V O PRESS7 CLlV
TRIM
2-WARU1
TRIM
WARS
CHIP D E T l T i R GYRO
MGB I i T G S
PILOT
cA0112
SI
Figure 1-17. Lower Circuit Breaker Panel, DC Essential and AC

Numbers 760270 and Subsequent)
NOVEMBER
21, 1978
1~27
Part 2, Section I
Description
DCGPl
WCS
I PRIAC
-.
. ~
-~
.. -
FLIGHT MANUAL
INV
WARN
ACGD4
W0.2
-RREDElEETOR-
WARN N E l O T Y N0.2
.'
PLT
A n '
PLT
VOR
PLT
CaPm
GYRO
O C W
WD.1
NO. 1
TEST NELOTY RESET
Arr
CPLT
GYRO
RMI
corn
CPLT
FID
'
R
1
<
PLT
AD1
FID
CPLT
AD1
VOR
CPLT
2 ENG -1
I N U T -ICE
Figure 1-18. Lower Circuit Breaker Panel, DC Essential and AC

Numbers 760001 through 760269)
NOVEMBER 2 1 ,
1-28
1978
NGHT MANUAL
Part 2 Section I
Description
No. 1 and No. 2 Starter-geneators

A 200 amp starter-generator is maanted on the accessory gear box section of
each engine. They frmction as engine starters when provided with dc power
from the battery o r an external power source. For sfarter operation, refer
to paragraph tilied ENGJNE STARTER AND IGNITION SYSTEM, in this
section. After an engine start when tke engine is operating at idle, they
function as dc generators. Generator control panels regulate generator oatput and protect against wervoltage, undervoltage, reverse c m n t , and
ground fanlt conditions.
Generator Switches
TFPo switches on the master switch p a w l marked GENERATORS NO. 1 DC
and NO. 2 DC bave positions marked OR, OFF, and RESET. ON connects
each generator to its power distribution system when the generator contml
panel senses tbat generator output is within limits. OFF switches off the
generator and disconnects it from the m
n system. I.the generator
h a s been dropped aff the Iine due to a momentary overvoltage o r other fault
($1 or +2 DC GEN caution light on), placing the switch to RESET and then
ON will restore generator operati& The reset circuits a r e connected to
the dc essential bus by circuit breakers marked DC GEN RESET.
Generator Test Switches

The CtEN 1and GEN 2 test switches are on a small panel marked =ST
PANEL (Figure 1-20) on the copilot's side of the instrument panel, Each
switch has three positions, marked GM) FAULT, OFF, and OVERVOLT.
GND FAULT and OVERVOLT are nsed to test that the generator w i l l drop off
the line if either of these conditions occur. To test the system, the snitch
is held at either GND FAULT o r OVERVOLT for 5 seconds, with the N1 of each engine at ID= o r above. The generator should drop off the line as
of the generator cardion light. To restore geneaindicated by the
tor opethe g e n e m r switch is placed to BESET and then ON.
Generator Caution Ljpfitc:
The #l I X GEN and #2 DC GEN camtian lights, an the caulion-advisory panel,
o r the generator
go on when the respective generator has
switch is OFF and the dc spstemis opexafiag fmm anathgr power source
(ather generator, battery, o r external power). The lights are connected to
the No. 1and No. 2 dc primary buses by
breakers marked DC GEN
WARN.
DC Generator Hot Caution

The fl DC GEN HOT and #2 DC GEN EIOT czmtion lights (aptiondl), on the
caatiobadvisory panel, w i l l go on when atcessive generator exbatst duct
temperatures a r e sensed, indicating a geeerator overtemperatme condition.
The lights a r e connected to the No. 1and No. 2 dc primary buses by circuit
breakers marked DC GEN WARN.
Battery
A nickel-cadmhm I? amp hour o r 34 a m p hwr ( o p t i d ) b&terg is installed
in the electrical comp.Hzm& The battery is used for limited w m d operation and as a secadary source of puwer in Bight, The battery provides
power only to the most esseniial equipment. A battery averhqteratrae
protection system auhxmiically disconnects the battery from the electrical
s g s t e m i f m r p t e m p e a t a r e , duetonormalreckrgmg, reaches63OC
NOVEMBER 21, 1978
1-29
NO. 2 OC
NO. 2 DC STARTER0ENERATOR
AND GENERATOR
CONTROL PANEL
I RLSEl
NO. 2
OENERATOR
CON
C\IC
NO. 1 DC STARTEROENERATOR
AND (XENERATOR
CONTROL PANEL
8;f3 3
BATTERY
C O N 1ACTOR
CAUTION LldHT
NO. 2 ' D C
PRI BUS
EXTERNAL
POWER
ENTERNAL
POWER
CONTACTOR
BUS TI1
CONTACT
UI; tss
BUS
CAUTION LIOHT
GENERATORCONTACTORS
1. CONNECT EACH GENERATOR TO ITS PRIMARY BUS I F GENERATOR
OUTPUT IS ACCEPTABLE TO GENERATOR CONTROL PANEL.
2. CONNECT EITHER GENERATOR TO BOTH PRIMARY BUSES IF OTIIER
GENERATOR IS OFF OR HAS FAILED.
BATTERY CONTACTOR
1. CONNECTS BATTERY TO DC ESSENTIAL B U S ONLY. DISCONNECTS
BATTERY FROM DC ESSEIWAL BUS WHEN EXTERNAL POWER IS I N
USE OR WHEN BATTERY SWITCH IS OFF.
EXTERNAL POWER CONTACTOR

1. CONNECTS EXTERNAL POWER TO DC SYSTEM EXCEPT WHEN ONE OR
BOTH GENERATORS ARE OPERATING.
BUS TIE CONTACTOR

1. CONNECTS DC ESSENTIAL B U S TO NO. 1 DC PRIMARY B U S WHEN
ONE OR BOTH GENERATORS ARE OPERATING OR WHEN EXTERNAL
POWER IS I N USE.
2. ISOLATES BATTERY OUTPUT FROM PRIMARY OC BUSES W I K N
OPERATING ON BATTERY ONLY.
GENERATOR CAUTION LIGHTS

1. ON WHEN GENERATOR IS OFF OR INOPERATIVE AND DC SYSTEM IS
POWERED BY OTHER GENERATOR. EXTERNAL POWER OR BATTERY.
BATT HOT WARNING LIGHT

1. ON DURING PERIOD OF BATTERY OVERTEMP. WHEN O N BATTERY IS
DISCONNECTED FROM ESSENTIAL BUS.
BATT OFF CAUTION LIGHT

1. O N WHEN DC SYSTEM IS POWERED AND BATTERY SWITCH IS OFF.
EXTERNAL POWER IS I N USE, DURING PERIOD OF BATTERY
OVERTEMPERATURE OR OTHER BATTERY MALFUNCTION.
BUS TIE OPEN CAUTION LIGHT

1. O N IF GENERATOR OUTPUT DOES NOT GO
THROUGH THE BUS TIE CONTACTOR TO POWER THE DC ESSENTIAL
BUS. WHEN ON. DC ESSENTIAL BUS IS POWERED FROM BATTERY
ONLY.
Part 2, Section I
Description
TEST
AC GEN
FAULT
FAULT
OVER
VOLT
UNDER
~5
F
OVER
VOLT
FEEDER
FAULT
Figure 1-20. AC and DC Generator Test Panels

(145F). The battery is automaticdly reconnected to the elecuical system when its
temperature drops to 52OC (125F) or if both generators malfunction. The battery will
also be disconnected from the electrical system when external power is applied.
Banery Switch
The BATT switch on the master switch p q e i (Figure 1-9) has positions marked ON
and OFF. ON connects the battery to the dc essential bus except when dc external
power is in use. OFF disconnects the banery from the dc essential bus.
Banery Hot Warning Light
The red BATT HOT warning light on the cautionladvisory panel (Figure 1-25) lights
whenever the battery is disconnected from the electrical system due to overtemp.
When the battery cools it is automatically reconnected to the electrical system and the
light will go off. The warning light is inoperative when the banery switch is OFF. The
BATT OFF caution light on the caution-advisory panel will aiso light when the BATT
HOT light goes on.
Battery Off Caution Light
The BATT OFF caution light on the cautionladvisory panel (Figure 1-25) lights
whenever the dc system is operating and the battery is disconnected from the dc
essential bus. The light is connected to the No. 1 dc primary bus by a circuit breaker
marked BATT-WARN.
External Power
A 28 vdc external power receptacle is on the right side of the fuselage above
the main landing gear door. External power will supply power to the entire
NOVEMBER 2 1, 1978
Pazt 2 Section I
FUGHt MANUAL
Description
dc system. When external power is being used, the battery is automatically

disconnected from the dc spstem. When either generator is operating,
exterml power is automatically discounected from the dc system.
The EXT PWR switch on the master switch panel (Figme 1-9) has two positions marked ON and OFF. OK connects dc external power to the dc mtem
except when one o r both dc generators are operating. OFF disconnects the
external power supply.
DC POWER DISTRIBUTION SYSTEM
DC power is distriboted through three buses. The No. 1 dc primary bus is
powered by the No. 1 generator and the No. 2 dc
bus is powered by
the No. 2 generator. The dc essential bus is connected to No. 1 generator
outpnt though a bas tie contactor. If either generator is inopedive as indicated by the lighting of the appropriate DC GEN cantion light, the other
generator w i l l provide power to all three buses. If bath generators a r e ir+
operative and external power is not in use, only the dc essential bus will be
powered from tbe hattery. .Thiscondition is indicated by the EgMing of bath
DC GEN and BUS TIE OPEN caution lights. Ekternal power will power all
three bases unless one or more generators a r e opeating, &en external
power will be disconnected from the dc system.
Bus Tie Open -tion
Light
The BUS TIE OPEN caution light on the canlion-advisory panel ( m e 1-25
EgMs when the circuit is open between tbe generators o r the extetnal power
receptacle and the dc essential bas. The& only the battery can provide
power to the dc essential bas, and the battery wiLl not be recharged by
generatot output. The canlion light is connected to the dc essential bus by
a circnit breaker marked BUS TIE WARN.
The bus tie contactor will sometimes close momenbrily

when some dc equipment is switched on with the battery
as the only dc p e r -e.
This transient will be ip
dicated by a flash of tbe BUS TIE OPEN caution Light and
possible lashing of the DOOR OPEK o r other caution
lights and a flicker of those ~
e
n powered
b
by the
bus.
dc
NOVEMBER 21, 1978

Part 2 Section I
Description
AC
NGHT MANUAL
POWER SUPPLY SYSTEM
(AC G-TOR
- ( ~ i g a r e1-22)
The primary power source for the ac electrical system is a generator, and
the secondary power source is an inverter. For grorrnd operation using
external dc power, the inverter may be used as a source of ac power.
A three-pbse 7.5 KVA generator is mounted on and driven by the main

gear box. A generator control unit regulates generator output and protects
against overvoltage, undervoltage, under frequency and feeder fault. The

generator conbml circuits a r e puwered by a dc permanent magnet generator
(part of ac generator). Three-phase ac is required if the windshield heater
is installed.
AC Generator Switch
The GENERATORS AC switch on the master switch panel (Figure 1-9)

has three positions, ON, OFF, and TEST. ON connects the generator to the
ac power d i d z h h o n system when the geneator conh.ol panel senses
that generator output is within limits. O F F switches off the generator and
disconnects it from the ac sys&em. If tbe generator is dropped off the line
due to a momentary overvoltage or ather fa& (AC GEN cantion light on),
placing the switch to OFF then ON ppill restore generator opeation. The
TEST position may be used to test genexator output before comrectiag it to
the ac c k s k b d i o n system (switch on). If genetator o d p d is ,
placing& ~ h t o ~ ~ ~ ' a h e n o p e r a i 1j a0 g0a%
i w~i ~
llputo9~the~~
~ c a a t i o n ~
NOVEMBER 21, 1918

M FEBRUARY 22, 1985
Part2seCfinnI
Description
AC GENERATOR
AND
CONTROL UNK
F U M MANUAL
wo. IAC
:&
F
tEn
I-[
CAUTION U G H T
PRl BUS
CONTACTOR
ADVISORY LIGHT
NO. 2
DC PRI
BUS
CAUTlON U G H T
WMRIU1
INVERTER
P R I M BUS COWrACTOR
1. CONNECTS AC GENERATOR TO ALL BUSES AFIER MAIN TRANSMfSSlON IS OPERATING AND
GENERATOR OUTPUT lS AC#VTABLE TO GENERATOR CONTROL UNIT.
,2 CONNECTS INVERTER TO AC PRIMARY BUSES 1F AC GENERATOR IS INOPERATIVEOR HAS
FAILED. AND THE INVERTER SWITCH IS IN THE ON POSITION.
AC 6EN CAUTION UCHT

1. WHEN OK INDICATES THAT AC GENERATOR IS lNOPERAlWE OR HAS FAILED.
INVERTERCAUnONUGM
1. WHEN ON. INDICATES THERE IS NO INVERTER OUTPUT.
INV ON ADVISORY U6HT

1. WHEN OKINDICATES THAT INVERTER IS SUPPLYING POWER TO AC PRIMARY BUSES.
Figme 1-22. AC Electrical
a-
- 'Ilspical AC
AC Generator Test Switch

A . ~ ~ J I ~ ~ ~ u ~ ~ ~ T(Figure
E S 1-20)is
~ A C onthe
G E mpiht's
N
sideof
the instrmnentpamd, T h e p a n e l f r a s t w o ~ , o n e ~ V N D ~ O L T
OFF and OVEaVOLT and the second marked FEEDEB FAULT and OFF.
Theswitches~used~totestthat~geneafor~dfopaflthelineifarry
o f t h e a b o P e ~ E
~ a
~ c. b c o n ~ i s t e s t e d ~ b g ~
aswitchatthedesiredpsitionforabout58e~ondsandthearekasingit.
The generat~rshodlddro~offthelbeas
~catedbythe
GENcanlionlight, Torestoregenerator.aperation, WAC-i s p k c e d t o O F F , thenm.
ofthe AC
~2SectionI
Description
The AC GEN caution light, on the caution-advisory panel (Figare 1-25) W

when the dc essential bas is energized and the ac geneator is inoperafive,
not c m e c t e d to the ac distribrrtion system, o r bas failed. The caation
iscannectedtotheNo. 2 dcprimarybusaadthe dcessentialbrrsbycirtrrit

breakers marked AC GEN WARh7.
AC Generator Bearing Caution Light

The rotor shaft of the ac generator has a set of main bearings and a set of
atrxiLiarp bearings. Normally the main bearings carry the rotor shaft load
and the &iarg
bearings are clear of the shaft. If the main
fail,
the a n x i k r y bearings will take over the rator shaft load. Then, a bearing
failure switch w i l l light the AC GEN E A R l N G light an the caution-advisory
b e a r i q p is limited to 5
panel (Figure 1-25). Operation on the
h o ~ r s . The cantion light is connected to the No, 2 dc 'JP
-I
bas and the
dc essentidl bus by circuit breakers marked AC GEN WARN.
The secondary power s w r c e for the ac electrical spstem is a 600 VA

inverter. !RE inverter is powered from the No. 2 dc primarg &
a circait breaker marked INV PWR an the dc junction box. For ground operatians, the inverter may be used as a source of ac power udil the rotor
system is engaged and the ac generator is driven by the main &ar box.
laverter oaipxt is c o M e d by an INVERTER ON-OFF switch on the master

swftch
( F i 1-9).
h r t e r Fail Light
SomehelicaptershaveanINFrEILTEBcaatianlighton~~gP,-~
panel (Figure 1-25) that lights when the inverter fails while either supplying
p e r to the ac system o r acting in stand-by as a backup to the ac gerterator.
AC IWWER O
D
N
-
(AC GENERATOR
NOVEhdBER 21, 1978

Part 2 Section I
Descri~tion
-+
FLIGHT MANUAL
FLIGHT CONTROL SYSTEM

~onventionalhelicopter flight controls consist of a collective pitch lever a
a cyclic control stick to control main rator blade angles, and fail rotor
pedals to control tail rotor blade angles. A *stage
servo system reacts
to loads imposed on the rotor sgstem and reduces control forces required
by the pilot. Collective and cyclic trim and a force gradient system permits
t.
- g of the controls in the cockpit to the desired position. A set of
tiad controls for copilot m a y be installed as optional equipment.
MAW ROTOR FLIGHT CONTROLS
Control movements from the collective pitch lever for vertical coatrol aPd
from the cyclic control stick for directional control are transmitted by
mechanical linkage to a mixing unit which combines the lmo inputs. The
combined input is then transmitted to the stationary ring of the sarsslpiate
by mechanical -e,
and through the *stage
hydraulic s e m -em.
Movement is tansmitted from the stationary to the rotating ring of the
swashplate to varg the pitch of the mnin rotor blades. A collective to p w
coupling aatomatically changes kil rotor blade angle and tln-ust to compensate for changes in main rotor torque when collective pitch is increased or
decreased.
Collective Pitch Lever

The collective pitch lever (Figure 1-5) increases or decreases the collectipitch of the main rotor blades. The collective pitch lwer may be trimmed
to any desired position by use of the trim system. Collective pitch lever
movement from the trimmed position is resisted by a gradient spring.
Collective Pitch Lever Trim and Force Gradient Spring
The collective pitch lever may be trimmed to any desired positiun and held
there with a ma$p&ic
bake. The trim system operates from the dc
essential bus through a circuit breaker marked CLTV TRfM on the lower
circuit breaker panel. The trim is cantrolled by a master STICK I?UM
CLTV switch on the master mtchpanel with positions m k e d ON and
OFF and a switch on the collective pitch grip =Bed
TRWI REL. When the
magnetic brake is energized electrically, i t holds the lwer positio~ When
the magnetic brake is de-energized,the lever is released, With the master
switch ON,
collective lever may be trimmed by pressing the pdbutbn
switch to de-energize the brake, moving the 1eve.r to the desired position,
and then releasing the pnshbrr#on. The lever will remain trimmed to t?~&
psi-% Any movement fmm the trimmed position w i l l be resisted by the
force gadient spriPg which creates a stick 'Yeel''.
NOVEMBER 21, 1978

cyclic control Stick

The cyclic control stick (Figure 1-5) changes the pitch of the main rotor
blades to provide longitudinal and Meal control. The cyclic control stick
may be trimmed to any desired posilion by use of the magnetic bakes.
Cyclic ctx&ol stick movement from the trimmed position will be resisted
by a gradient spring.
Cyclic Control Stick Trim and Force Gradient Spring

The cyclic control stick trim system fxmctions similar to the collective
pitch lever, except that two magnetic brakes, one for pitch control, and one
for roll control, are used The trim system operates fromthe dc essential
bus thmogh a circuit breaker marked CYC TRIM. The master switch on
the master switch panel is marked STICK TRIM-CYCIJCand has positions
marked ON and OFF. The pushbatton switch is on the cyclic stick grip
and is marked TRIM REL.
Pit& Bias Actuator
Some helicopters are equ@ped with a pitch bias -r

that improves hgitudinal stabilitp by compensating for changes in frrselage attiimde caused
by changes to airspeed or power. An airspeed transdacer senses changes
in airspeed and a collective pitch transciucer senses changes in collective
pitch lever position. These a e s are combined and transmitted efectri. cally to a pitch bias actuator, The actoator applies corrective inprrt to the
: Elight cantrol spstgm wilenever changes to airspeed (cyclic) or pow= (collective) are made by the pilot The pitch bias actuator is limited to tD 11%
forward;md17%aftoffdll~~inprrtofthefiightccmtro1system.The
corrective inprrts result in a constant fodisplacement ad the cyclic
con-1 stick as airspeed is increased and e c e s changes in fuselage attitudewithcollectivepikhdxmge6. Thesystemis0peatiandlwhentheai.rspeed mmshcer senses aborrt 45 knots airspeed or above, Electrical power
is6qpliedtothesystemframtkeNo. 1 p r j ~ ~ ' d c b P s ~ a c i r c P i t
breaker marked BlAS ACTR.
Channel Monitor Switch
NOVEMBER 21, 1978

Reviswl JUN3 28, 1984
WCHf MANUAL
about 45 hots airspeed, the indicator pointers s h d be full left. Above
a b d 45 h o t s , the NO. 1pointer should follow movemeats of the NO. 2

pointer. The AFCS indicator panel is installed an all helicopters even if
AFCS is not installed.
TAIL ROTOR FLIGHT CONTROLS

Tail Rotor Pedals
The tail rotor pedals coatrol the pitch and thnrst of the tail rotor bbdes to
the
compensate for main rotor torqae and to provide a means of -c
heading of the helicopter. The pedals have --operated
wheel brake pedals.
Cantrol rods and cables connect the pedals to the pitch rjlarvrinP mechaninm
at the tail rotor. Caatrol forces are relieved by the two-stage tail-rotor
servo. A pedal clamper gradient springprovides Yeel" in the tail rotor
pedals by resisting pedal movements, to prevent overcontrol.
Tail Rotor Pedal Adjustment fLnobs
At
a
i
l rotor pedal adjustment knob is belm the ' ' . ent panel and centered between the pedals. The knob is marked PEDAL ADJUST-TURK. Arrows
indicate direction to tum for FWD and AFT adjustments.
Mechanical coUective b yaw coupling incorporated in the flight 1

system provides automatic tail rotor pitch (thmst) changes proportional b
collective pitch (torque changes). The cazpling reduces pilot workload by
abmaiically cmqms&ag
for main rotor brqne as collective pitch is
increased or decreased. Thcmgh mechanical stops prevent tail rotor pitch
limits from being exceeded, mechapical feedback tan be felt m the carrtrols
at certain control extremes. F 'down collective and apdappicatim offull
right pedal w i l l result in upward movement of the collective. Ruther movement d the right pedal, however, prodaces no further change in iail rotor
pitch, since the tailrotor servo is at its mecbanica;l stop. I&ewise, at
high collective settings, application of left pedal may re&
in system
limits being sttained before the pedal sLops are reached. Frvther application
of left pedal will result in downward movement of collective and no change in
tailrotor pitch. The extreme control positions where the cdllective to yaw
envefee&ack occurs are not normally encoantered within the normal
lope but may be felt during dynamic maneuvers; e. g., arresting a rapid
descent rate in a right crosswind at maximum gross weight.
SELF-C E N T E m G TAlL ROTOR CONTROL QUADRANT

The self-centering aft quahnt will retarn the tail rotor blade # k h to
-2" in case of a dual control cable failxre or single faibPre rmapposed by the
temainirrg cable. The qoadant uses two pivoting atms with concerrtriemounted torsion springs at the base end and reaction rollers at the outer
end. When c o d m l cable tension is lost, the respective torsion spring pivots
its arm to a fixed reattion plate imparting a r o t a t i d force to tbet -4
Inthe case ofthe single cable failure, tbisforce,may be reacted bythe
pilot though the remaining cable b retain a desired trim condifion&pendent
Prefaibrrre pedal position aad failed cable combination. In the case
ofthe dualcable failure, t h e ~ w i l l r o t a t e r m a p p o s e d t o t h e - 2 setting.
1-40
NDVEBdBER 21. 1978

Part 2 Section 1
Description
NGHT MANUAL
The -2" setting is a compromise that rein coordinated level fligM at

about 40and 1% EaAS in addifion to varied combidions of trimmed
and rmtrimmed climbs, descents, a x h v b t i v e descents, and level flight
conditio~ ap though VNE. Flight conditions at airspeeds &SS than 20
lntots may be considered outside a recoverable envelope using -2'.
A single cable failure affecting rigfit cable will retain normal lefk yaw contml from the -2" setling to full left peQL In level
the helicopter will
yaw left beween 40 and 135 gZAS reright lateral cyclic to mainkin
track A left cable failme will retain normal right yaw control from the
-2" setting to full right pedal. The helicopter will trim normally in level
w a t a i r s p e e d s . 4 0 - 135KLASbirt~ri.gbtatairspeedsoatsidetbat
band. Left cyclic inpat will
- ' track chy.ing
y m conditions.
Druiag single cable failure conditions nonnal collective to yaw coupling will
be available through the remaining cable and its limited control range. The
respective p e w force of the remaining cable varies from near zero at -2"
to as much as 20 pounds at the control extremes.
'
Eeficapter response to a cable (or cables) faiftve WU

depend Upon airspeed
and flight condition (level, climb, or descent) at the thee af fairare.
Z)oalserw,~inthe~aadatandemseroo&inthetailrotor~
control systems react flight loads ftom the rotor system and r e b e the
force required to operate the f&bt corttrols. The dual s e m amits consist
af a first stage and a second stage eachaf which operate on 3000 psi hpctraalic pressure fmm separate hydmdic pumps. The
main gear bax. Full pressure is avaibble at ahout 10 &. Three main
rotor dual serpounits are mounted onthe maingearbaxandattackdtothe
stationary swashplate, The tail rotor tandem servo is marmted on the tail
rator gear box. Eychnlic pressure for extenand
the landing
g e a x i s ~ b y t h e s e c o n d s t a g e h p d r a p l i c ~T. h e ~ a n d s e c o n d
stage servo systems are controlled electrically by switches on the collective
stick grips. Electrical irrterlocks between the &st and second sktge sys~preventanespstemfrombeingsbrrrt~~~is1600psiinthe
apposite system. If one stage is shut ofl and a pressare loss occurs in the
systeminoperation, theipterlockswjllswikkanthespstemthatwas
Tye--
origindllydmtaff.
The first and second sbge servo s y h s are cantrolled by a three-po*

SERVO switch an the collectme pitch
(Figure 1-51, The switch bas
NOVEMBER 21, 1978
Part 2 Section I
Description
positions marked NO. 1OFF and NO. 2 OFF. The switch is normally centered with both stages operating. To tma off either stage, the switch is
placed to the, correspanding OFF position. If there is a t least 1600 psi hydradic pressure in the other stage, the selected sgskm u5ll go off. The
shutoff system is connected to the dc essential bPS by circuit breakers
marked SVO SWTOFF NO. 1 NO. 2, When drral fLigM canSols a r e
installed, the copilot's collectme grip bas a simibr switch. Either switch
may be used t o shut off one dage; hmever, the same switch mast be used
to turn that stage back on again. When one dage has been shut off, the
other stage cannot be shut off by the opposite svktch.
NOTE
If a dc electrical system failure has occurred, a
malfrmctioning servo system m o t be shut of. If
a mallPnctioniag servo system has been shut off, it
will be reactivated if a dc failure occurs.
FUGRT CONTROL SERVO HTDRAULIC PRESSURE INDICATOR

A dual indicator marked HYD PRESS PSI X 1000 has scales marked 1and2
for first and second stage hydanlic pressure, The indicator is conuected to
the No. 1aud No. 2 dc primary buses by two circuit breakers marked 3YD
OIL PRESS.
A bl SERVO SYSTEM and a Q SERVO SYSTEM caution lights, on the caution advisory panel (Figure 1-25) go on w h a me h m u l i c pressure in the
corresponding stage dmps t6 1600 psi. The light will go off when pressure
increases to 2200 psi. The same caution ligtcis atso sense a jam in one o r
more of the s e m mi&- When a s e m becomes jammed, the corresponding caotion light will go M. Duriag
the caution light wiU be kept
on through a holding circrrit even if the w o n of the1-j
pilot valve
retprns to normal. The holding relay operates
the landing gear
interlock and therefore w i l l only function when the helicopter is airborne.
To differerrtiate between a system pressure loss o r a jammed s e m , note
the pressure on the system hydraulic pressrae indicator of the afcected
system. A loss in indicated pressrae with the
light on indicates a
loss in system pressure. No&

indicated pressure with the caution @hi
on could indicate a jammed s e m . The d o n light tircaits are connected
to the dc esseatidl bps by circrrit breakers marked SVO PRESS-2 WARN 1
and SVO JAM-2 WARN 1.
A d u a l ~ A F C S p r o v i d e s s g b Z l i t p a b o u t t h e p i t c h ,~ a n d y a a r a x i s .
The~sareredu&&,
eachwithasepaateelectritatpowersmrce,
vertical gpro, yaw rate gyro, finear actuators (pitch, roll, and yaw), and
a control panel. Control aathority uf each cbannel is limit#l to !%, WWI a
wmbined limited authority of 10%. I)ae to this Iimihd a d ~ ~ 3 the
@ ,pilot
may easily override AFCS iaprrts through normal
of the fligW cmtroLs
if an AFCS system should malfunctian. The gyros in each ckumel transmit
signals to an amplifier which senses any deviation from tke iximmed attitado
and headiag of the helicopter as select& by the pilot. Whenever there is
NOVEMBER 21, 1978

Part 2 Section I
Descri~tion
F U M MANUAL
AFCS CONTROL AND

INDICATOR PANEL
AfCS Phase 11 Control and m
t Breaker
Panels
any deviatkm, the amplifier transmits an electrical error signal to the

lineat actuators, which are an integral part of the flight control system.
~Lineara~sin~~#arectiveactimtothetlig1lcantrol
system. Airspeed switches in the copilot's pitot static system increase
amplifier gain below speeds of 40 or 60 knots depending on the airspeed
switch instdlled. This provides greater sensitivity to the AFCS input to
the night controls, resulting in greater stability at lower airspeeds and
in a hover.
NOVEMHER 21. 1978

Revised NZARCEI 2 4 1981
NGHT MANUAL
ATTITUDE RETENTION.
Pitch and roll sa r e pnmided to each channel by a vertical gym. The
vertical g y m is referenced to the horizon; however, the attitude afthe helicopter may be trimmed to an attitude desired by the pilot (e.g. attitude for
desired cruise) which deviates from the horizontal attitude. .Once the helicopter is in the trimmed attitude the vertical gpro signal is nulled in the
amplifier and there is no electrical i a p t to the pitch or roll hear actuators.
When the attitude of the helicopter deviates horn the trimmed attitude, an
e r r o r signal proportional to the deviation is sensed in the amplifier, which
ttansmits an electrical signal to the linear actuators. The pitch and roll
linear actuators i n the main rotor cyclic pitch flight control system apply
a corrective input to retuxn the W c o p t e r to the trimmed attitude.
Helicopter attitude may be established o r changed by either of these methods:

(1) The cyclic stick position may be retrimmed using the magwtic. brake.
When the TEUM REL mitch is depressed, the e r r o r signal to the actrrators
is nulled and the magnetic brake released. The cyclic stick is tka moved t o
the desired position and the TRIM REL switch released. AFCS w i l l hold the
newly established attitude.
(2) The four-way beeper trim switch on fbe cyclic stick grip is normally used
t o make small changes to helicopter attitude without cbang&g the cyclic
stick position. A.essing the switch to any af the four positions : FWD,
AFT, L, o r R, drives the actuators to produce the desired helicopter
.
attitnde. When the switch is released (centered), AFCS wiIl W d this
atatrode. On some AFCS Phase I1 helicopters, the beep circuit is only
activated for 3 seconds. If additional correction is necessary, release
the switch momentatily and then press again to the desired position.
Yaw signals are ptwided to each ctannel by a yaw xaie ggro. When the hexicopter develops a yawing rate, an error signal proportional tothe rate is
sensed by the rate gym in the amplifier, which transmits an electrical signal
to the yaw linear actuator. The yaw linear actpator in the tail rotor nipm
control system applies a corrective inprd to arrest the yaw rate.
AFCS COhmOL PANEL
Two identicdl AFCS CONTROL panels (Figure 1-23)aze on the center cansole. 'RE forward panel controls the No. 1channel and the aft panel controls
Each panel has three switches marked PITCH, ROLL,
the No, 2 c-1.
NOVEMBER 21. 1978

Revised MAR- 24, 1981
Part 2 Section I
Description
FLIGHT MANUAL
and YAW. Each switch has three marked positions ENG (en-ge), OFT, and
DISENG (disengage). A light next to each switch lever marked NO GO will
go on if there is an electrical malfunction in the system o r in the @n control. The NO GO lights will also be tested (go on)when the caution-advisory
panel test button is pressed. m e ENGAGE position of each switch engages
the AFCS for the respective axis. The OFF position of each m t c h centers
the corresponding actuator and then removes power from the system. The
lever- lock DISENG position of each switch disenpges the system with ihe
actuator remaining in the position a t which the system was d i s e w e d .

The AFCS INDICATOR panel (Figme 1-23) is next to the A f CS control panels
on the center console. The panel contains a channel monitor switch with
marked positions OFT, PITCH, ROLL, YAW, and PBA, and two indicators
marked CH 1and CH 2. By selecting PITCH, ROLL, o r YAW on ~e rotary
switch, the position of the respective actuators (LFT/FWD or RT/AFT) can
be monitored inthe windows. Normally the indicator pointer should move
about the center position. The PBA position is used to monitor the pitch
r this
bias actuator system. (Refer to paragraph tifled Pitch Bias ~ c t n a t t iin
section. )
AFCS CIRCUIT BREAKERS
(Figure 1-23)
m e No. 1AFCS channel is connected to the dc essential Isus and the No. 1
a c primary bus by c i e t breakers marked AFCS DC ESNTL and AFCS PFU
AC, respectively. Tke No. 2 AFCS channel is connected to the No. 2 dc
primary bus and the No. 2 ac primary bus by circuit breakers marked AFCS
from tttese circmt breakers
PFU DC and AFCS PRI AC. Power is -mitt&
to additional AFCS circoit breakers on a panel on the cockpit ceiling marked
AFCS. The vertical gmos for the No. 1and No. 2 AFCS channels a r e connected to the No. 1a c primary bus by circuit breakers marked GYRO CPLT
and GYRO P L I , respectively. The turn rate ggro for the No. 1AFCS &annel is connetted to the No. 1dc primary bus by a circuit breaker marked
T h t GYRO CPLT. Tke turn a t e gym for the No. 2 AFCS channel is connected to the dc essential bus by a circPit breaker nrarked T/R GYaO PILOT.
AFCS Pbse m combines the limited authority capabilities of AFCS Phase II

with automatic cyclic stick and tail rotor pedal positioning, heading hold, and
automatic coordinated trva Pbase II is a dnal "inner loop" system with a
combined limit of 40%
control authority which imparts no movement to the
cockpit flight controls. Pbase IU combines "inner loop" with "outer loop"
which increases flight control authority to 100%. The "inner loop" senses
small attibade and yaw rate deviations from those desired by the pilot, and
automatidly applies corrections within its limited aufbority with no movement to the cockpit flight controls. For large inner loop deviations thel'aater
loop" w i l l automatically reposition the cockpit flight controls to correct for
the deviation. The pilot may w e m d e any AFCS inppts'thmq3 normal use
of the night controls. "Inner loop" sigaafs a r e introduced to the main rotor
flight control system a t the linear actnators which a r e an integral part of the
NOVEMBER 21, 1978

Revised MARCH 2 4 1981
P a r t 2 Section I
Description
FUGHT MANUAL
flight control system. Wuter loup" signals, to reposition the cyclic stick,
are intrcduced to the main rotor flight conbol system by cyclic stick trim
actuators. '!Inner loop" sim are introdxced to the tail rotor flight control
system a t the tail rotor actuator. "Outer loop" sigcrals, to reposition the
tail rotor pedals, a r e inbodaced by a yaw damper trim actuator.
With an AFCS Phase IU equipped aircraft, when the cyclic stick .trim is ON
and the yaw trim is OFT, the AFCS is functionally identical to a Phase 11
systern.
Pitch and roll signals a r e provided to the pitch and roll channels by two
attitude gyros. Abwe 50 KIAS an airspeed transducer also provides a s i g d
to the pitch channel. Tke pilot may select a desired trim attitude reference
with either the cyclic TRIM REL button or the AFCS BEEPER m.The
inner loop of the AFCS attempts to correct for any deviations from the
reference attitude, however, if additional control authority is required, a
signal to the cyclic stick trim ac-tors
(oakr loop) repositions the cyclic
stick.
YAW CfIANNEGHEADING H O W
Beading hold is propided a t all airspeed with feet off the pedals. Signals to
the yaw AFCS are provided by rrPo paw rate gyros aad a directiondl gyro.
When the helicopter deviates from the selected heading, c o ~ t i o is
n initially provided by Ute inner loop paw AFCS actuators a t the tail rotor semo.
Additional authority beyond inner loop capability is provided by outer loop
signals ta the pedal clamper trim aclnator to reposition the pedals.
YAW CHANNEL
- TURN COORDmTION
Turn coordination is aoaifable abwe 60 gZAS with feet on the pedals. Signals
to the yaw AFCS are provided bp two yaw rate gyros, trPo lateral accelerometers, and the roll AFCS. Inner loop and o u k r loops function together as
described in HEADING HOLD.
AF(S CONTROL P A .
See Figure 1 - 2 3 k
See Figure 1 - 2 3 k
See F'igares 1-16, 1-18, and I-23A
The cyclic stick trim switch on the master switch panel bas three marked
p i t i o m : AUTO, ON, and OFF, AUTO =t be used f o r Phase III to p m
vide automatic cyclic stick positioning. ON will provide Phase If operation
only without anbmatic cyclic stick positioning.
NOVEMBER 21, 1978
Part 2 Section I
Description
FLIGHT MANUAL
PANEL
0000a0000
000000000
OOOOOUOOO
000000000
000000000
000000000
000 000000
No. 1 COMROL
NO. 2 CONTROL
S66626clm
F'igrae 1 4 3 k AFCS Pbase III Control and Circuit Breaker Panels

EfOVEblBER 21, 1978
Revised Suly 26, 1982
1-44B
Part 2 Section I
Description
FUGHT MANUAL
YAW TRIM SWITCH
The yaw trim switeh on the master switch pawl has bvo marked positions:
ON and OFF. ON mast be ased for Phase III to provide automatic tail r o t a
peddl positioning. OFF renders outer loop pedal motion and Phase III yaw
functions inoperative,
AUTO m - D N CAUTION LIGRT
This light will go on when a malfunction has occurred in any of the channels.
To determine the m a l f a n ~ t channel,
i~
refer to Figure 3-1-0 in Part 1.
BasicaUy, the procedtae is to place the yaw trim OFF. If the light stays
from AUTO to OX.
ON, turn the yaw back OK am?place the cyclic
AFCS A/S ADVISORY LIGRT
This light w i l l go on to indicate that the airspeed portion of Phase III AFCS
is opexational. The light should be on a t airspeeds greater than 45 to 50
KIAS and out a t lower airspeeds. The light will, hawwer, remain on a t
lower airspeeds if the slowdown is done a m n s t longitudinal trim force.
A test switch is provided to checkout the AFCS Phase IU "AUTO SEI7JT-DN"

frmction. This frmction is enabled only while the a i r c a f t is on the ground
the cyclic
and is interlocked through the weight-on-wheels switch
trim master switch in "AUTO" position, moving the test switch canses the
cyclic stick to move in the selected direction. The motion w i l l be stopped
after approximately one second and simultaneously the "AUTO SHUT-Dhn'
light shou..d light
F'ull AFCS Pbase IKI capabilitp is a-le

with AFCS Phase II on and
aperating, cyclic stick trim switch at AUTO, and the yaw trim switch Oh'.
At hover and in slow flight 0 to 45 KIAS, this provides pitch and roll
attilnde retention and heading hold with feet off the pedal switches. Above
45 to 50 KlAS an airspeed hold function is introdrrced, and a t airspeeds above
60 IIIAS, tnrn coordination becomes a-e.
AttitPde retention has the capability of maintaining the trimmed pitch and
roll attitade throu@mut the certified envelope. To accomplish this,

especially during maneuvers where substantial trim changes would be
expected, small cyclic stick displacements may be observed. This is
normal and chaacteristic of an auter loop system. As in AFCS Phase II,
the pilot can maneuver the aircraft by flying against trim o r selecting a
different attitude reference using the trim release or cyclic beeper sysDem.
Unlike some AFCS Phase II configured airmaft, the Phase IIt cyclic beeper
-stem contirmauy cbanges the attitade reference without the 3 second
time limit as long as it is actuated. This Phase III configured aircraft
beeper function is inhibited if the inner loop command exceeds one half
of its full authoritg limit
NOVEMBER21, 1978
Part 2 Section I
Describtion
FUGHl MANUAL
The airspeed hold function is a contributing factor to pitch attitude retention

and is on line a t airspeeds above 45 to 50 KViS when either of the following
conditions a r e satisfied: The pilot moves the cyclic stick longitudinally
against trim. or 25 seconds have elapsed since 1ongitPdiaal beeper trim o r
the cyclic stick lrim release as last actuated. The airspeed function is insystem without compromising the
tended to entrance the AFCS Phase
pilot's ability to fly the aircraft normally using attitude. It has the capability of holding airspeed about a trimmed point whether level. climb, o r
descent and then once eslablished wiU mainmin that airspeed throughout
changes in flight path.
The longitudinal stick force method of engaging airspeed hold is best used
when established a t a trimmed condition Conversely, attempting to s e t an
airspeed reference when accelerating/decelemting past the desired airspeed
is not recommended.
Tbrn coordination, available above 60 KIAS with feet resting on the pedal
allows the pilot to make heading changes. automatically coordinated, using only roll cyclic. Small heading changes snch as those required
drrring a precision izrstrument a p p r o a c h are easily accomplished using equally small roll angles. The pilot must allow the pedals to move in outer loop
while keeping the peda3 switches depressed, and a y apparent pedal force
while turning is indicative that the pedals a r e being restrained.
switches,
Beading hold, available at any airspeed, can significantly reduce pilot workresults, heading bold engagement should be accomplished
load. For
only when tke aifiraft is trimmed at the desiheading before Wang feet
off the pedal switches. The presence of a turn upon engagement will z s d t
in a miscoordbated trim that is easily corrected with a small amount of
IOU,and the use of roil beeper trim is recommended. The heading hold
reference wi33 not change if this occurs.
'Lhe tricycle landing gear ccmsists of a full swiveling nosewheel assembly

and -0 main fanding gear assemblies equipped Faith hgrdaplic b-s.
Hydratrlic pressure from the second stage servo hydranlic pmnp is used to
extend o r retract the landing gear. The extension-retaction is cmtroUed
electrically an power from the dc essential bas through a circuit breaker
NOVEMBER 21,
Revised MAR-
1978
2 4 1981
'
Part 2 Section I
Description
Figure 1-24.
Landing Gear Control Panel
marked 19G GR COhT. Indicator &his are connected to the dc essential

GR POS LTS. An emergency extension
bus by a circuit breaker marked
system uses compressed a i r to extend the gear if the normal System malfunctions. All fanding gear controls and position indicator lights are contained on a panel marked L9G GEAR ( T i 1-24)on the right side of the
iastnnnent panel.
The landing gear control handle marked NORMAL UP and DOWN, tbree
green indicator lights marked L (left), N (nose), and R (right), and a red
indicator light marked UNLKD, are on the landing gear costrol panel. The
control handle m a be pulled up to move it 'to the UP or DOWN position. The
indicator light will be an whenever the gear is in the retractian
red
o r extension cycle, o r whenever one o r more landing gear assemblies is
not locked in the up o r d m position. Each green indicator light will be on
only when the corresponding gear assemhly is down and 10-d.
W four
lights sbodd light when the cxmtim-advisory TEST Spritch is depressed.
LANDING GEAR UP WARNLNG LIGHT
PRESS TO RESET warning light capsrrle is installed an

the instrrrment panel. The light wRl go on and an intermittent 250 Ek tone
witl be heard in the headset if the landing gear is up zud airspeed is less
than about 40 o r 60 KIAS depending on the parti&
airspeed switch instaUed. The tone may be eliminated by pressing in the warning light
capsale but the light will remain on until either the hading gear i
s lowered
o r airspeed is increased to w e r 40 or 60 KMS. A second v a m b g light
capsule may be on the copilot's side of the hstmment panel.
A LDG GEAR UP
NOVEMBER 21, 1978

I
1
Part2SecmnI
Description
RIGHT MANUAL
EMERGENCY LANDING GEAR SYSTEM

A pneuma?ic system can be used to lower the landing gear if the hydrauEc
system malfunctions. The cantents of an air container charged to 3000 psi
air pressure is discharged into the system to pressurize the down side of
the hydanlic pistans. The air charge also repositions a Pafve which bypasses the main landing gear oalve and apens the retarn flow line. The
system is operatgd by turnkg and then pulling .the red T-handle marked
RMERDN-?'IIRN&mfLLanthelandiPggearcarrtrolpaael. Afterthe
system is used, the T-handle and the valve which bypasses the main &zdhg
gear valve (right wheel well) must be manmlly reset, and the air co&iner
recharged. The air container in the electronics camparbent has a cfiarging
valve and pressare gage.
S
e
mpitot-static spstems for pilot's and copilot's instnrments provide
pitot and W c pressure to the airspeed indicators. Tmasdncers a .
switches ia the pitat-static system are nsed as sensors for the landing gear
warning system, pitch bias system, and AFCS systems. Electrical heatgrs
preventtkeformati~~~oficeontheheads.
TAZL CONE STATIC
STANDBY COMPASS
Afree-air-indicator onthe -sideofthe

meni below the windshieid Micaies
is dire*
OAT, ON-OFF light
in
m-
pilot's
Celsius. An
above the standby canpaSS.
FUGHT MANUAL
Part2 Section1
Description
Attitilde Indicators
Mitade indicators are provided as optional equipment for the piiot and copilot. A second standby indicator is also installed on the pilot's side of the
panel. AU indicators are idenfical and contain a pall-to-cage Bnob, a
ahplane, and an OF3? flag. The pilot's
height adjustment for the
and the standby indicators are connected to t
k dc essential bus by circuit
breakers marked A?T PLT and ATT STDBY. The copilot's indicator is
connected to the No. 1 dc primary bus by a circuit breaker marked ATT
CPLT.
Directional gyros are provided as optional epipment for the pilot and co- .
pilot. Both indicators are identical and contain a push-to-cage and heading
set knob and an off flag. The pilot's indicator is connected to the dc
essentid brrs by a circuit breaker marked PLT HDG. The copilot's indicator
is connected to the KO. 1dc primary bus by a circuit breaker marked CPLT
3DG.
Tran and Slip Indicators
Tmm and s l i p indicators are provided as a p t i d eqrripment for the pilot and
copilot. The pilot's indicator is connected to the dc S e n t b l bus by a circait
and the copilot's indicaior is mnneckd to the
breaker marked T & S
No. 1 & primarg bus by a circait breaker marked T & S CPLT.
The C-14A compass system combines the f-s

of a flux valve and a directid~toprovidesbbilizedmqpefichesLdirtginf0nn;Ltion.Thesystem
may also be used as a fnx directional gpzo at the option of the pilot.
Magnetic heading information is presented on the rotatiag dial of the d o
magneiic indicators. Electrical power is supplied to the system from the
No. 126 pac primarp brrs tlmmgh a circuit imaker m v k e d COXP. ContmlsconsistirrgofaFEZEE~VEDaPdahLANSYNCswikh,andan
aanrmciator, are onasnaallpactelmarkedCOMPASSantheaftendoftbe'

center console. To opeate as a gyro stabilized magnelic compass, the
FREX-SLAVE switch is placed to SLAVE. A symhan&r automatidy aligns the directional gyro to the magnetic heading at a fast slave xi&. Proper
aLignment is iudicated when the annanic&or meter is centered, The MAN
SPNCmayalsobeusedtosynchronizethegyratothemagnetkheadingby
moving the switch to the same position (+) or ( ) as in&by the
anmmciator pointer tmtil the pointeris centered. To ope*
as a
directionalgpro,theFELEE-SLAVEDswitchisplaeedtoFREE. -MAN
SYNCswitthispfacedtotheleft(+)totoe, ortotheright(-)to&m
e the compass heading indicated on the radio magtetk indicator. Tke
compassspstem iscannectedtotheNo. lacprixnarybrrsandthf!No. 1
26 vac bPs by circnit breakers marked COMP.
NOVEMBER 21, 1978
Part2SectionI
Description
The face of the aUitude indicator consists of a stationary minilta# airpbne

tbe helicopter, a bank angle scale, bank index, and a moving
r
e
-0-colored sphere with a distinct horizontaZ line d i v i b g the light color
above
the darker color below. A warning flag mzutbd Om will appear
on the tace of the instrament when the indicator is inoperative, and for
aborrt 68 seconds after ac power bas been applied to the spstem. A pitch trim
h o b onthe right ofthe case may be usedto deflectthe horizontalline afthe
sphere upward o r downward to trim for ihe pitch attitude of the helicopter.
A roli trim knob an the left of the case mag be ased to tilt the horizontal line
to trim for the roll attitude of the helicopter. A turn and slip indicator
mouxxted below the attitude indicator indicates me-of-turn and slip o r &id
rate. The 'pilot's indicator opemes from the No. 2 ac primary bns the Xo.
2 26
bns and the copilot's indicator operates from the No. 1ac
primary bus and the No. 126 vac bcs thrcmgh cjrcnit breakers marked
A'IT PLT and A'IT CPLT.
The course deviation indicator is.with VOR equipment to indicate deviation from a selected omni ange =dial o r X I S localizer. The OBS h o b
is used to rotate the compass card to select the desired omni radial. The
v e r h d coarse deviation pointer indicates the deviafion fram the selected
omni ange radial o r the course signal frrrm the XIS bcalizer. The glideslope
if installed, to indicate vertical deviatioa from an on
c o ~ r s glideslope
e
signal, A TO-FROM window indicates the heading of the
helicopter (to or from) the selected station. LOC and GS warning lags
m e of m
e signals.
The a d i o magnetic indicator presents heading infomaatha on a mtating

compass
. - card which is coupled tothe C-14. compass system, The card,
wabmmg an azimuth scale, is mtated by the compass system to indicate
themagneticheading~ftheheLiwpter~afixedindexatthetopof
the h&cator. A single-bar and a doable-bar pointer provide magnetic
bearing informitb to VOR or ADF statians provided by W v e r VOR or
ADF eqrripment may be insblkd. The radio magnetic indicaior i$ connected
to the dc essential b.pS and the No, 126vacprimarpb by a circuit breakersmarkedRMX.
The wheel brake sgstem is a self-canfair& hydradic system that oper;rtes

oa~Plicpressraefromtoe-~bagecylindersonthepitot'stail
rotorpeda3.s.
Aparldngbrakehandleisonthe~sideoftheaftcantroL
cpnsole. To set the parging brake, depress pedals, pull x p on brake handle,
then release pedals. To release bake, depress pedals and the handle will
snap down. Brake pedals may aka b installed on the copilot's tail mtor
pedals on some ~ c a p t e r s .
NOVEMBER 21, 1978

LDO 0EAR
WARNINQ LIQHT
PIIE9S~fOtIEOFF
PflESS.lOllE OFF
MASTER WARNINQ PANEL
PRBSS lOllE OFF

--
MASTER WARNIN0 PANEL ON HELICOPTERS MODIFIED BY P N 7 0 0 7 0 - 5 5 0 4 9 - 0 1 1
* CAPSULES FOR
OPTIONAL EQUIPMENT
onr
II I
Part 2 Section I
Description
~ NFLIGHT
K @MANUAL
RH~~Y~&
CAUTION-ADVISORY PANEL
The caution-advisory pmeS on the instrument panel contains
five rows of light capsules. The red warning lights or
amber caution lights indicate certain system failures or
unsafe conditions, and the green advisory lights call attention to certain non-critical conditions. Each light capsule is
controlled by individual circuitry through circuit breaker (s)
on tne dc essential and/or dc primary bus(es) . When a light
goes on, it will remain on as long as the condition exists
which caused it to go on. When the TEST button on the
panel is pressed, all lights should light on the cautionadvisory panel, master warning panels, landing gear panel,
fire extinguisher panel, digital Tg repeaters and if installed
the NO GO lights on the AFCS control panels, and the red
WARN light on the flotation gear panel. Power for the test
function is from the dc essential bus through a circuit
breaker marked CAU ADVSY. A BRT, DIM switch on the
pznel is used to control light brilliance.

An amber master caution light and three (four on helicopter
modified by PN 76070-55049-011) red warning lights, to indicate engine fire or failure, are-on this panel (Figure 1-25).
To direct the pilot's attention to the caution-advisory panel
when a warning o r caution light goes on, the MASTER
CAUTION-PRESS TO RESET light will also go on. After the
condition has been noted, the master caution should be reset
to &low it to light again if another caution light shouid go
on. The master caution light does not light when an advisory light goes on on the caution-advisory panel. For a
description of the FIRE, and the NO. 1 and NO. 2 ENG OUT
warning lights, refer to paragraph titled EMERGENCY
EQUIPMENT.
LIGHTING SYSTEM
EXTERIOR LIGHTS
Positior- Lights
The three position lights are controlled by an EXTERIOR
LTS - POSITION switch on the master switch panel (Figure
1-9).
The switch has marked positions ON and OFF and is
connected to the No. 2 dc primary bus by a circuit breaker
NOVEMBER 21, 1978
SA 4047-76-1
A ~ ! ~ ~ M wPart
~&
2 Section I
Description
FLIGHT MANUAL
marked LIGHTS POS. The red (left) and green (right)

position lights are on the stabilizer tips. The white position light is on the aft end of the tail rotor pylon.
Anti-coUision Light
The anti-collision light, mounted on the top of the tail rotor
pylon, is controlled by an EXTERIOR LTS - ANTI COLL
The switch
switch on the master switch panel (Figure 1-91.
has positions marked ON and OFF. The light circuit is connected to the dc essential bus by a circuit breaker marked
ANTI-COLL LT.
NOVEMBER 21, 1978

SA 4047-76-1
Part2Secti0nI
F U M MANUAL
Description
Controllable SearWM
A full s w i v e k g , tiltable seas~bLi@ is installed on the bottam of the f s e l a g e
forward of the nosewheel. The searchlight may be tilted doffaward and turned
in any direction by electric motors c o m e d by switches in the pilat's compartment. The searchlight circuits are connected to the dc essential b by
circuit breakers marked. SEARCHLlGEIT PWR and COhT.
Searchlight Master Switch. The SRCH LT master switch on the master

switch panel (Figure 1-9) has positions m e e d ON, OFF, STOW. ON toms
on the light and energizes control switches on the cycLic stick grips. STOW
retracts the light to the stowed position and tarns it off. OFF trvns off the
light but does not retract it.
Searchli@ Conbol Switch. Thmnhmitches on the cyclic control stick grips
marked SLT T m have four positions ma,-ked FWD, AFT, L, and R, with
directional arrows for each. When the searchlight master switch is ON, the
conttol switches are moved to any of the four positions to direct the searrhligM beam to the desired direction. When the desired direction is obtained,
the switch is released and i t will return to the center position.
A fixed faading light n w be M e d in the nose of the helicopter in lieu of

the contmllable spotlight. The fixed light is conhdled by the same switch
Uid is used f o r the spotlight and is connected to the dc essential bas by the
circuit breaker marked LDG LT PWR.
A rotary -3'T
INSF LTS, PLT switch on the center cansole tmns an and

c ~ t h e i n t e n s i t y o f t h e ~ h s t m m e n t l i P M f ?.helightcircuitis
i.
connected to the No. 2 dc primary bus by a circuit breaker marked LTG
DIM-PLT INST. When capilat's instrrrments are installed they are controlled by a similar switch marked CPLT located aft of the pilot's switch.
The copilot's irrstrnm- light c-t
is connected to the No. 1 dc primary
bus by a circuit breaker marked CPLT INST DIM.
A rat;up NON-FLT lIWT light switch on the master switch panel (Figure
1-91 tmu an and contrafs the h b n s i t y of the nan-fright
'lipfrts.
The light circuit is cop~lecf~d
to the dc essential bus by a circuit breaker
marked NON-FLT INST LTS DIM.
NOVEMBER 21, 1978
Part 2 Section I
Description
~IMBS/MT~&
FUM MANUAL
Lower Console Lights

A rotary LOWER CONSOLE light switch on the master switch
panel (Figure 1-9) turns on and controls the intensity of the
panel lights on the lower console. The light circuit is connnected
to the No. 2 dc primary bus by a circuit breaker marked LTG
DIM-CSL.
Pilot's Compartment Secondary Lights

Six lights recessed in the instrument panel glare shield provide
a secondary source of lighting for the instrument and control
console. The lights are controlled by a GLARE SHIELD switch
on the master switch panel (Figure 1-9) with positions marked
BRIGHT, OFF, and DIM. The light circuit is connected to the
dc essential bus by a circuit breaker marked LIGHTS-SEC.
Standby Compass and OAT Gage Lights
Lights for the standby compass and OAT gage are controlled by
individual light switches mounted on the bracket directly above
the standby compass. The switches, marked CMPS and OAT, .
have positions marked ON and OFF. The compass light is connected to the dc essential bus by the LIGHTS-SEC circuit
breaker. The OAT light is connected to the #2 dc primary bus
by the LTG DIM FLT INST circmt breaker.
Cockpit Floodlight
A cockpit floodlight, a flood light control switch, and a rheostat
are on a panel (Figure 1-26) above the circuit breaker panels in
the aft center section of the cockpit canopy. The light is controlled by the switch marked CONT, OFF, and BRT. Light intensity may be adjusted by tPrning the rheostat when the switch is
at CONT. The floodlight circuit is connected to the No. 2 dc
primary bus by a circuit breaker marked LIGHTS-FLOOD.
Cockpit Utility Light

A cockpit utility light and extension cord is mounted on the side
of the cockpit floodlight panel. The light is turned on and off
by pressing in on the back end of the light casing. Light intensity may be varied by tnrning the back of the casing. The light
circtlit is connected to the dc essential bus by a circmt breaker
marksd LIGHTS-UTIL,
Cabin Dome Light

A cabin dome light,& mounted in the ceiling of the cabin. The
Eght is controlled by a switch on the master switch panel (Fignre 1-9) marked CABIN. The switch has positions marked BRT ,
OFF, and DIM. The light circuit is connected to the No. 2 dc
primary bus by a circuit breaker marked CABIN.
NOVEMBER 21, 1978
Part 2 Section I
FUGHT MANUAL
Description
S 53369 (8)
Figure 1-26. Cockpit Flood Light Panel and Utility Light
NOVEMBER 21, 1978
Part 2. Section I
Description
FUGHT MANUAL
Baggage Compartment Light

A light in the baggage compartment is switched on whenever either baggage compartment door is opened. The light circuit is connected to the dc essential bus by a circuit
breaker marked LIGHTS-BAG .
EMERGENCY EOUIPMENT AND SYSTEMS
Infrared flame detectors in the forward and aft sections of each engine compartment
transmit a signal to an ampMier unit if there is an engine compartment fire. The
NOVEMBER 21, 1978

FLIGHT MANUAL
Part 2, Section I
Description
amplifier unit lights the FIRE-PRESS TO RESET TONE (#1 and #2 ENG FIFE
PRESS TONE OFF on helicopters modified by PN 76070-55049-01 1) warning light
on the master warning panels, m s m i t s a continuous tone signal to the pilot's and
copilot's headset, and lights the affected engine quadrant T-handle warning light
marked NO. 1 FIRE or NO. 2 FIRE. The tone signal can be reset for other emergencies
by pressing in on a master fire warning light capsule. The waming lights and T-handle
light will remain on until the fire is out. The No. 1 and No. 2 engine fire detector
circuits are connected to the dc essential bus by separate circuit breakers marked FIRE
DETECTOR - NO. 1 and NO. 2. A test circuit is provided to test the system for proper
operation; however, it does not test the infrared sensors.
Fire Detector Test Switch
A switch marked DET on the overhead control panel (Figure 1-27), has positions
marked AFTIBAG, NORM, and FWD. When the switch is moved to AFTIBAG or
FWD. both engine fue waming lights on the master fire warning panels and both
T-handle lights should light and the continuous tone signal should be heard in each
headset. Pressing the fire warning light capsules on the master warning panels will
reset the tone s i p l s for other emergencies. Placing the switch to NORM will switch
off the lights and ann the system to indicate an actual ensine fire. The test circuit is
connected to the dc essential bus by a circuit breaker marked FIRE DETECTORTEST. The SMOKE DET BAGGAGE warning light on the caution/advisory panel
will also go on when the switch is moved to AFTIBAG.
ENGINE FIRE EXTINGUISHER SYSJTM
I
A CF3Br fire extinpisher system is installed in the engine compartment.
The fire extinguisher agent is stored in two pressurized containers that are
in a compartment aft of the engines. Each container has a main and a reserve dischaqe valve which will release the agent into the compartment of
SHORT
NORM
EST
AFT, BAG
"lME
PRIME
FWD
F i g r e 1-27. Overhead and Fire Extinguisher Control Panels
NOVEMBER 2 1, 1978
Part 2 Section I
Description
FUGHT MANUAL
the selected engine. The main dischazge valve of each container releases
the agent into its respective engine compartment and the reserve valve of
each container releases the agent into the opposite engine compartment.
The engine compartment to receive the agent is selected by pulling back the
appropriate T-handle on the engine control quadrant. Each fire extinguisher
agent has a redundant electrical power supply. The No. 1en,gine system is
connected to the dc essential bus and the No. 1dc primary bus by circuit
breakers marked FIFtE EXT and the No. 2 engine system is connected to the
dc essential bus and the Fio. 2 dc primary bus by circuit breakers marked
FIRE EXT.
Engine T-Handles
The engge control quadrant (Figure 1-4) has a T-handle for each engge,
which is normally in the f u l l forward position. If an engine compartment
fire i s indicated by the continuous tone signal in the headsets, and the
of the master warning light and the T-handle light of the affected
ligengine, the lever is pulled full aft. When the T-handle is moved full aft,
the engine lever and the fuel lever are moved to OFF, the dc generator is
switched off, and the fire extingcruisher is armed to fire into the affected
engine compartment.
Fire Elxtin,gher Switch
The FlRE EXT switch, on the windshield center column above the standby
compass, is used to release the fire extingcruisher agent from one o r both
containers into the compartment of the en-e
selected by the T-handle.
The switch has positions marked
RESERVE and OFF. After selecting the e n m e compartment with the TThandle, the MAIN position will release the agent through the main valve of the corresponding container.
The RESERVE position releases the agent through the reserve valve of the
opposite container.
Fire -pisher
Test Switch and Indicator Lights
The EXT test switch, a red WARN indicator li*, and a green TEST light
The lever lock type switch has three
positions marked SHORT, OPEN, and NORM. The switch must be pulled
out to move it out of the NORM position. To test for an open circuit in
the system, place test switch to OPEN; the red WARN l i t should go on.
Pull both T-handles back about 1 inch o r more and place the FIRE EXT
switch to MAIN then RESERVE. The green TEST light should go on in
each position if there is no open circuit. To test for a short circuit in
the system, place test switch to SHORT with' both T-handles pulled back.
The red WARN and s e e . TEST lights should go on, the preen light should
stay on when the FIRE EXT switch is moved to MAIN, then RESERVE.
Normal operation is restored by moving the T-handles full forward and
returning the test switch to NORM. Both the red and green lights should
then go off. The indicator lights should go on when the caution-advisory
TEST switch is pressed.
1 a r e on the overhead control panel.
NOVEMBER21, 1978
FLIGHT MANUAL
ENGINE FAILURE W-G
Part 2 Section I
Description
-
sXsTEM
TheNO. IandNO. 2 ENGOUT -RESfiTONEwamingligfitsonthexnaster

warning panel (Figure 1-25) will go on and an alternating tane (550
and
700 %) will be heard in the headset when N1 for the correagine
drops to 59%. The tcme signal is reset for ather emergency cnnditiarrs ky
pressing in on the warming light capsule. The alternatirrg tane signal is
-ve
when the helicopter is on the grotmd; however, the warning lights
fIZ
NOVEMBER 21, 1978

Part 2 Section I
Description
NGHT MANUAL
will be cm whenever N1 is less than 59%. An engine-out ground test switeh

on the right side of the c a t e r console is used to test the tane signat when m
the ground. - The alternating tone will be heard when the switch is held in to
TEST. Pressing the el and 32 ENG OUT warning capsules will shut off the
audible w a ? . The w a m b g circuit is connected to the dc essential bus by
a circuit breaker marked A m Wm.
A SMOKE DET BAGGAGE warning light an the caution-advisory panel and

the master caution light will go an when smoke is sensed by a detector an
the forward bulkhead of the baggage compartment. The smoke detector circuit is coxmected to the No. 1dc primary bus by a circuit breaker marked
SMK DET. A test circuit will Light both the warning light and the caution
light when the fire detector switch is moved to AFT/BAG.
Tivo hand-operated fire tz&i~@~&s

are provided. One is secured to the
right side of the flight controls enclosure in the pilot's coqartment and the
other in the cabin.
FmsTAmKrI'
A first aid kit is along the left side of the fiight control housing.
E m e x w y lghting is provided by a power pack with a two-bulb light mountedmthe&ince.i&g.

ItisccnrtrdlledbyammarkedEMERLTSon
positions ON, ARM, and OFF. On
the master switch p a n 4 with
some installatians there are two one*
l i g h t s separated and mormted
away from the power pacL At ARM the iight (lights) w i U go an when no
puwer is snpplied to the No. 1DC PRlMARY BUS. The system is protected
L X , an the NO. 1 DC PRIMARY BUS.
by a circuit breaker marked
If the switch is left at
the light wiLl automatically go on when power is
removed from the dc primary bus, To prevent this,place switch OkF before & & b g dawnlast engine or DC GEN.
AnemergencylOCatOrtansmittet~~installedasoptianaleqaipment,
It is attached to tbe W t gide of the fLight cmfrols enclosme in the pilot's
conpatmerit. The ELT may be used to h-ansmit a gignal an the intern&-a1 dissesshxpmciesof 121.5 and243 MHz. Powerto transmit is froma
self
- I-.
Tttesignalcanberecei~edatadisbnceofabout
100 milesatasearchaltit&eoflO,OOOfeet.
Aswitchanthetansmitter
has three positions marked ON, OFF, and ARM. ON energizes the traps'
mitter. B R M a a t o ~ y e n e r g i z e s t h e ~ w k n a S G i x c p c t
load is encountered. OFF dewenergizes the transmitter, If the transmitLer

isactmatedbythe5Gforce(MZM), ~ s w i t c h m P s t b e ~ e d O N , t h e n O F F ,
to de-energizethetansmftter. The
is portable and is easily ren;aved from the helicopter, Discormect the antema cable and release the
strap atk&ing it to the flight cantrols enclosure. Ater removal, capnect
theportableantema, s t o r e d o n t h e s i d e o f t k t
-'ter case, tothetopof
the transmitter, The tmnsmitter is then energized by placing the switchON.
NOVEMBER 21, 1978

Part2SectionI
Description
SOMC IDcA'mR
An underwater sonic locator system may be installed as optional equipment
in the forward cabin overhead, left side of the Micopter. It automatically
radiates a pulsed signal to aid in locating the helicopter after a crash landing m fresh or salt water. Power to transmit the signal isfrom a selfcontained battery. The operating depth of the signdl is from sea level to
20,000 feet, and the operating life is 30 days. The signal can be detected
by portable receivers eqnipped with directional hydrophones.
FIRTATION SYSTEM
For emergency water landings an emergency flotation system (Figure 1-28)

may be installed. It is recommended that during an approach or takeoff over
water that the pilot place the floats switch to ARMEI) when the airspeed is
less than 75 KLAS. To prevent inadvertent actnation of the flotation system,
place floats switch OFF daring ground operation. It is designed to provide
flotation time for the immediate evacpation of personnel and survivaleqaip
ment after ditching the helicopter. The system is actuated electrically by
the pilot jast before contacting the water or at speeds up to 75 gIAS. A
notation bag is installed in each main landing gear wheel well and two are
installed in cornparbents next to the nosewheel well. Each bag is divided
into two comparbxnts. The contents of two air bottles are used to innatP
the nosewheel flotation bags with helium or nitrogen. One bottle discharges
into the forward compartment of each nosewheel flotation bag and one into
the aft compartment of each to provide balanced flotation. Two additional
botUes a r e ased to ixdhte the main landing gear float-bags m tke same manner. Float irdlatian time is witbin 5 seconds when helimn is ased as the
lmfktian medium. Nitrogen is an approved sabstitute for helium but requires ? to 10 secands for inflation. Explosive liPBs are disckuged to fully
open the main landhg gear doors when the system is activated. The floats
shodld be discharged with laading gear extended, Redmrdant electricdl circuits for mFlatirm are connected to the dc essential and No. 2 primary buses
by three circuit breakers on each panel marked -AT.
rnfhtian switch is pressed. After completing test, Aeatw iPfktron

pkce arming switch OFF and test switch tD NORM.
EEATlNG AND Vh"L?LATING SY3TEM
The 25,000 BTU heatirrg system n & ~ shot air fmm fize engine compressor
sectionswith cold air dxamn into a mixing valve by ventmi action. The air
then passes through a sotmd suppressor and into the pilot's conparbent
and cabin heater drrets. Some ducted air flows acmss tire windshield for
defogging. The heater can be operated only when b t h engines are operating.
The heater will automatically shut oif one engine is shat &mn, if bleedair pressure is lost, o r if bleed-air pressure o r temperature is tDo
The ventihling system uses the heater ducts and an electrically-aperated
blower to circrrkte oatside air h r r g h o u t the fnterior of the helicopter.
confipl cizmits are connected to the No. 1dc primarg
Eeater and
bus by circcrit breakers marked HEAT CONT and VENT COhT. A panel
marked HEATER CONTROL ia the copilot overhead c o n e all controls fir
the operation of these systems. An additional venh'htinp system per P/N76070-20045 cansists of a I1.lanaally consoliable inlet in each door and two
exhaPst oalves, one on each side of the helicopter near the aft cabin bulkhead. This ventifating m
r
n &d\d be bckd cbsed for proper heater
system operation. To do this, dose all door vents and press the lock arm
on boa exhast valves, one on each side of the Micopter in the aft end.
-.
HEATER CONTROL PANEL
The heater contm1 panel (Figure 1-28) axtabs a bleed-air switch, a heater
on-off switeh, a temperatare control switch and a blower switch. The
BLEZD AIR switch bas trPo pasitions marked ON and OFF. ON opens a
bleed-air valve wbkh directs engine compressor air iub the heater spstem.
The bleed-air valves w i l l open oply when both eugines are opemting. OFF
cbses the bleed-air valves. The BEATER switch has posr+tnnP mazked ON
and OFF. ON permits airtlow h r g h the mixing valve and into the interior
of the heater. OFF closes be valve. when tfig heater switch is ON, cabin
temperatrrremapberegWkdbytraaingtheTEBdPCONTsFpttChfDthedegfred setking. Thenblower is eontmlled by the BLOWER switch
When the hoist is ope-,
the blower, ifon, will be shut off by a relay
interlock c m t .
The ECU provides &matic amtm1 for beating or cooling of the interior of
the helicopter b mainlab a consbut select& temperatare. The system
uses. bleed-air from the engine compressors for hprZtillp and for the aperation
ofanaircondithingunit. Thesy&mcanbeopexatedodywhenbothenginesareoperating. S e r r s o r s 9 C r i U a a z b ~ ~ o f f t b e s p s t e m i f o n e
engine is shut down, if bleed-* pressure is lost, if bleed-air pressme or
is PDo high, or cabin inlet duct t e m p e m is tDo high. Cootrols for operation of be system azle on an ECU CONTROL panel in the
Overbad. PuweraadEontro1cirmitsforoperatiosofthe~are
cmnettedto theNo. 1dcprimarpbusbyEircrrftbreakersmaxkedECU
PWRaadECUCONT. WhentheboWisoperatingarrdtheECUis.on,a
relay
c m t will s h k off the blowes. The P/N 76070-20045
- interlock
venbk&g system s b d d be locked closed for proper Em operatio4. To do
NOVEMBER 21, 1978
Revised Jamrarg 17, 1983
1-56A
this, close aU door vents and press the lock arm on both exhanst valves, one
an each side of the helicopter in the aft end.
The ECU control panel (Flgure 1-29) contains a COhT SEL switch with psitions MAN AUTO OFF, and two TEMP CONT switches, one for xaannal
temperature control, and the other f o r automatic temperature contro1. The
m
d position is used only when the automatic mode malfanctiops. When
the CONT SEL switch is placed to MAN, cabin air temperatPte is controlled
manually by use of the MANtTAL switch marked COOL - OFF - BEAT. The
switch is spring-loaded to the OFF position and governs the amount of hot or
cold air by the length of time it is held at COOL or HEAT. When the CONT
SEL switch is placed to AUTO, cabin temperature may be regplated by the
rotary switch marked AUTO. A two-position BLOWER switch marked ON
OFF is below the ECU control panel. This switch provides air circulation
withoat use of the ECV.
ECU OPERATION
IWhen ape-
in antomatic coolmode, the ECU responds to a large

step increase in selected cabin temperature by.going into full heating mode
(160F) to produce the newly selected cabin temperature quickly. This
featare is typical of current Hamilton Standard control systems. It is
recommended that the following operatianal guidelines be adhered t o in
order to
'
passenger comfort during the above transient condition:
'
1. In ADTO mode of operatios do not initially select full cold. A

+ely 120 dockwise from full cold will
selector rotation of app
provide a comfortable sdetted tempe-e
of appraximatdy n F .
2.
If a significant (5O to 10F)increase in cabin et-
is re-
qaested while in cooling mode tarn the selector control gradmlly in
steps of 30 with at least 1 minute between steps.
The manual mode is to be ased only when the arrtomatic

mode malfmrctians. Prolonged use of the fdu cold manual
mode may canse ice to form at the inlet &/or aatlet
of the turbine section of the ECU leadiug to mrit damage,
A malfTmction of the ADTO mode should receive prompt
maintenance action
In AUTO mode, ECU output is amhnafically adpsted

to &tab and
- ' - the selected cabin temper;rtrw.
Inmamntmodeakitairbypassvalveis movedby an
open loop comB3ana signal.
NOVEMBER 21, 1978

Part 2 Section I
Description
RlGHT MANUAL
ECU CONTROL
HEATER CONTROL
HEATER
BLEED
AUTO
WARM COOL
om@HEAT
BLOWER
Figure 1-29. Heater and ECU control R i d s
The electrically-opeatedwindshield wipers are cantrolled by a WINDSEEDWIPER switch an the master switch panel (Figme 1-91 with positions marked
OFF SLOW FAST. The windshield wiper circuit is connected to the.
dc essential bns by a cbmit breaker marked WSHLD-WIPE&
NOVEMBER 21, 1978

Revised a - Y
17, 1983
Part2SectianI
Description
WINDSHIELD WASHER
The electrically-opeated windshield washer is controlled by aWINDSHlELDWASHER switch an the master switch panel (Figure 1-9) with positions
marked ON and OFF. The 6-quart reservoir and pmnp are installed in the
electronics compartment. The windshield wiper circuit is connected to the
dc essenbl bus by a circuit breaker marked WSHLD-WSHR.
Electrically-operated windshield heaters and glass windshields may be installed as optional eqnipment on helicopters eqPipped with an ac gene*.
The pilot's and copilot's windshields are k&edby sepraie spstgms tbt are
controlled by WIM)SHIELD-HEATEX switches an the master switch panel
(Figme 1-9). One switch marked P L O T and the other marked COPILOT
have positions marBed ON and OFF. Contrdllels in each system will switch
the circuits on and ofE to keep temperahnx within limits. ' X k pilot's spstem
wiLl always have priority aver the copilot's system. If bath systems are
switched on, the pilot's system will heai fixst. When the controller switches
the pilot's system aff, power will be applied to the copilot's circuit. If the
copilot's system does not operate and the pilot's system operates poorly
when both systems = switched on, the cause map be a malfunctioning
pilot's controller. To correct this, switch off the pilot's system and the
copilot's system will be restored to normal operation. The pilot's and copilot's systems aze axtrolled by cirmits connected to the No, 2 and No. 1
dc primary bases, respectively, by circuit breakers marked WSHLS HTR
CONT, Electrical power circni& for each system sule connected to tbe ac
manitar lms by cixmit breakers marked PLT WSHLD HTR PWR and CPLT
Ws3LD HTB m,
Windshield Hot Cawtion Li&t
The WINDSHIELD HOT cauticm
on the caution-advisory panel ( F m
1-25) iipht?; whenever the pilot's or copilot's system does not shat off the
heater when the high temperatpre limit 58OC (1359F) is exceeded. When
the light goes on, shat afl bath spstems. If co&inued use of w3~1dsWdheat
is reqrrired, the spsterr, at fa& may be i-ed.
by switching the pilot's
systemanandmoaitorirrgthecautiaaligM, Iftheligixtremains&thecopilot'ssystemisatfarrtt. I t h e ~ l i g & g o e s o n t h e p i l o t ' s s y s t e m i s
atfault. COntirmeusingapetatingsystemandplacewindshieldheaterswitch
of the failed system to OFF. If necessary to nse the system at fa;rzlt,the
s p s t e m c a n b e t y d l e d o n a n d o f f ~ y w i t h t h e ~ m i t c hwhile
,
closely manitoting the d o n LigM f o r overtemp. If the WIM)SEIEID HOT
cantion light remains an after the saritch of the system at fanlt is placed
OFF, it is possible that the electrical contactors to that system have become welded together. To eliminate the overheat condition when tbis occurs,
pallthethreeWSHLDH?IRPWR~breakersafthespstematfadlt.
PILOTS SEATS
The pilot's and c ~ o t ' seats

s
have lap-iype seat belts and iwrtia-type
shoulder harnesses. A vertical adjpstment lever is on the left side of the
seat A *position
(LOCKED--)
inertia reel lock baxile is on
the left side. LOCKED w i l l lock the shoulder harness in place. UNLOwill permit the reel of the ahodder harness to extend, allowing
the pilot to lean forward; however, the cable reel w i l l aotomatitally lock
when an impact forre of 2 to 3 Gs is encountered. Then, to release the
NOVEBdBER21, 1978
Revised Jdly 26, 1982
1-59
Part 2 Section I
Description
F
I
J
M MANUAL
lock, it is necessary to move the handle to LOand then back to

UNLOCgED. Storage provisions for a life vest are on the bottom of each
seat:
DOOR OPEN CAUTION LIGHT

The DOOR OPEN caution light on the caution-advisory panel (Figure 1-25)
will go on when any of the four passenger doors, either of the two baggage
compartment doors o r the external power door, are not fully closed and
latched. The light circuit is connected to the No. 2 dc primary bus by a
circuit breaker marked DOOR WAR?%
NO SMOKlI?G AND FASTEE SEAT BELT L I G m
The no smokbg and fasten seat belt lights in the cabin a r e controlled by NO
SMOKING and SEAT BELT switches an the master switch panel (Figure 1-9).
Each switch Us positions marked OK and OFF. Both light circuits a r e connected to Ute No. 2 dc primary bus by a circmt breaker marked PASS SIGN.
CARGO HOOK
A 33Wpotmd (1500 Kg) capacity cargo hook (Figure 1-30)may be installed
on Ute lower fuselage strpctnre. The hook has an open thmat with a springloaded keeper to retain the load The hook may be opened to release loads
electrically, or mechanically in an emergency from the pilot's compartment.
A r d e a s e lever on the hook may also be used to open the hook. After re-
lease of a load, the load beam of the hook is spring-loaded to retarn to the
closed position. The electrical release and advisory light circuits are wnnected to the No. I dc primarg bus by circuit breakers marked HOOK CONT
and EIOOKWAEW.
CARGO HOOK A#MPIG SWITCH AND ADVISORY LIGHT
The CAR HOOg azming switch on the master switch panel (F5gme 1-9) has .
positions marked ARMED and OFF. ARMED provides electrical power to
switches on the cyclic stick grips which a r e used to open the hook A EiOOK
ARMEL) advisory light on the carrticm-advisory panel fgks on when the master
switch is ARMED. OFF removes electrical p e r from the hook circuit
The master switch i s normally kept OFF until just before load release.
CARGO SWlT.CB AND HOOK OPEN ADVISORY LIGHT

The CARGO 61Ritches an the cyclic stick grips (Figme 1-5)are pressed to
open the cargo k&. These switches are imperative d e s s the cargo hooB
armingswitchisARMED. A H O O K O P E N a d v i s o r y l i g h t o n t h e ~
advisory panel will go on whenever the hook load beam is not locked in the
dosed position.
GRom RELEASE LEVER

A ground release lever an the cargo hook map be used to open the bxk.
EMERGENCY CARGO HOOK RELEASE T-HANDLE
The EMERGENCY CARGO HOOK RELEASE T-handle is onthe aft end of the
center cansole. The handle is pulled upward to marmaIly open the hook.
NOVEMBER 21, 1978

'
Part2SecticmI
R I M MANUAL
CYCUC STlCK GRIP
Description
A m 1-30. Cargo Hook

NOVElVlBER 21, 1978
Revised APRIL 12, 1979
1
1-61
Part 2 Section I
Description
A 600-pound capacity, electrically-operated, two-speed, atilitp hoist with

180 usable feet of cable may be installed above the aft, right cabin door.
The hoist may be op-d
from the cockpit by the pilot o r copilot, or by a
crewmember in the cabin. When operated from the cockpit, cable speed for
raising or lowering the cable is about 120 feet-per-minute. When upexat&
from a portable hoist pendant installed in the aft right side of the cabin,
hoist speed m a y be selected at about 120 feet-per-minute o r 60 feet-perminute. If one dc generator should fail, cable speed is automatically reduced to abont 60 feet-per-minute. The hook assembly h a s one large and
one small hook, both equipped with keepers. A I/&inch hole in the hook
assembly may be used to attach guide ropes o r a safety line. A barnper assembly acts as a shock absorber when the cable is reeled in and the bumper
contacts the bottom of the hoist. A squib cartridge cable cutter may be used
in an emergency to cut the cable at the drum. A manual-type cable catter
attached to a &foot chain is stowed in a pouch mounted on the cabin floor
forward of the aft right cabin door. A safety harness, for the cabin hoist
operator, attaches to a tiedown ring in the floor. The hoist system operates
on 28 volts dc and is connected to the hoist bus in the electrical compartment by twa circuit breakers marked HOST P0R'E.R and HOIST COWTROL.
The squib cartridge circuit is connected to the dc essential bus by a circuit
breaker marked HOIST SQUIB. Eoist load limits and ballast requirements
are in Part 1 Section I, and Part 2 Section IU of this mnrmal. If the
vent o r ECU blower is an when using the hoisf a relay interlock
circPitwill.~itof.
H o l m CcJN'IROL PANEL
The HOIST CONTROL panel, on the control console, contains all switches
required to operate the rrtilitp hoist o r transfer control of raising or lowering the hoist to the hoist pendant in the cabin, o r cat the hoist cable in an
emergency.
Hoist Power Switch and Indieator Light
The hoist PWR switch has marked positions ON and OFF. ON provides
electrical power to the hoist controller as indicated by the lighiing of the
green indicator light aft of the switch. OFT disconnects e l e c t r i d power
from the controller.
Hoist Master Switch
Thehoistmasterswitchhashvomarkedpwitions, mLQTandCREW.
PILOTpermits the hoist to be raised orbweredfrom the cockpit by use of
the HCUST control switch next to the master switch. CRBW transfers control of the h o i s t t o t h e h o i s t ~ inthe
t
cabin.
The HOIST control switch has three marked positions: UP, OFF, and DWN.
Theswitch~frmction~~en~ehoist~~ibpfacedto
PLLOT. The switch is spring-loaded b OFF and must be held UP o r IX)WN
toaper;itgtbehoist.
Part 2 Section I
Description
NGHT MANUAL
Cable Shear Switch

The cable shear switch with one marked position CAB= SIlEAR may be
used in an emergency to cut the hoist cable at the dram. To cut the cable,
lift the switch guard and place the swim to SHEAR. The shear electrical
circuit operates independently of the hoist puwer switch and is connected
electrically to the essential bus by a circuit breaker marked HOIST SQUIB.
HOIST PENDANT
The hoist pendant is a portable hand-held unit used to control the hoist from
the cabin, The pendant is connected to a coiled cable which w i l l extend to
1 2 feet and is stowed below the aft window on the right side of the fuselage.
The pendant wiIl function only when the hoist master switch is placed to
CREW. Controls on the pendant are as follows:
Power Switch
The power switch on the grip of the pendant is a "deadman" type switch
which must be squeezed to apply power to the hoist control switch on the
pendant. When the power mPitch is released, the control switch will not
function and hoist operation.is automatically stopped.
The hoist contml thumb-operated, wheel-type, switch has five marked positions: UP FAST, UP SLOtrJ, OFF, DWh'SLOW, and DWN FAST. The
switch is turned to the desired position to control the speed and direction af
the hoist. The switch is spring-to the OFF position.
Hoist Eigh Tempemhue WarniPg Light
of t&e pendant control s h m g e

compartment may be used in an emergency to cut the hoist cable at the drum.
Tocutthecable, liftthe~tchgum3andplacetheswitChtoSBEAR.
A CABLE SHEAR switch in the fonvard part
A cable shear test switch and continuity test light permits ckcking the
hoist squib integritp and the hoist cable shear circuitry at a redrrced current
below the minimum required to fire the squib cartridge. The switch and
light are mounted above the forward right cabin window. The test
is
marked HOIST and has marged positions TEST and ARMED, and the test
light is marked HOIST TEST LT. The circuit is tested by first placing the
test switch to TEST and then placing the pilot's o r crewman% cable shear
NOVEbdBER 21, 1978

Part 2 Section I
Description
Figare 1-31. UWiB Boist (Sheet I of 2)

NOVEMBER 21, 1978
Part2SectionI
Description
FUGHT MANUAL
H O W CONTROL
.:
CMER
CONSOLE
\,.................-......./........
PANEL
?:
Figrw 1-31, Utilitp Hoist (She& 2 of 2)

NOVEbdBER 21, 1978
I
1-65
Patt2sectianI
Description
RIGHT MANUAL
switch to SBEAR. Lighting of the EOIST TEST LT indicates a satisfactory

test. The HOIST TEMP warning light will also be tested (light on) when the
swikh is placed to SHEAR. After testing the circ&, rethe shear
switch to OFF, close the guard, then place the test switch to ARM so the
shear c H t is ready for use.
To prevent accidental cutting of the cable be sure that

the hoist test switch is at TEST before placing either
cable shear switch to SBEAR After completing the
test be sure that the shear switch guards are closed
before placing the test-arm switch to ARM.
Each copy of this m a n e which is assigned to a

specific aircraft (i. e. aircraft copy) must contain
all data referred to herein and must be mahhined
to the c m e n t aircraft coIlfigPration. Copies issued
on general distribution only need not contain such
da&.
NOTE
Use this section for helicopters withoot a utility hoist

installed, o r for helicopters with'a utility hoist installed but carrying no hoist load.
Use Section 3
I
t for helicopters carqhg a load on the
utility hoist, since both horizontal and lateral center
of gravity must be determined.
EMPTY WEIGHT AND HORfZONTAL CENTER OF GRAVITY .LOCATION

The m e n t eznpty weight, moment/lOO aad center of gram location of this
aircrzft are as shawn in the Empty Weight 2nd Balance Record, Chart C
herein.
1.
The current empty weight includes all items marked ( d )in the
Empty Weight Cheek List, Chart A, herein. Items not included
are marked (0).
2.
Chart C (Figure 2-9) mrst be kept up tq date. ff any items of equipment are added to o r removed from the aircraft, Charts A aad C
mast be updated as follows:
When items are added, make the apprapriab entry in fhe

Emptp Weight and Balance Record, Chart C, On Chazt A
mark(v), inboth the 7nAircmY"'nd Thart C E&-y" columns
apposite tke items added, dating the co1rms11s where indieabd.
Add tke new entry or entries on Cbart C to the previous to&&
of empty weight and moment/100 shown on Chart C and compute
the new empty weight, moment/100 and center of gravity location.
When items are removed fmm the aircraft, follow a similar
procedure to (a) above except mark (0) in the 7n Aircraft1'
column arrd(g)in ttte 'Chart C E&y" column of Chart A, and
subtract the new entry o r entries from the previous totals of
empty weight and moment/lW, shown on Chart C (Figure 2-9).
New items to be added to the airtr;iit and not previously listed,
may be '%mittenin" on the next available line in the appropriate
NOVEMBER 21, 1978

Revi~edJUNE6,I980
Part 2 Section II
d~mmmrslR
FLIGHT MANUAL
Loading ~ ~ r m a t i ~ ~
aircraft compartment. Do not erase o r obliterate any Chart A

entry when items are removed from the aircraft.
The aircraft empty weight center of gavitg location (CG)is
initially obtained by actnal wejphi(.lp (Figure2-8). The updated
CG is obtained by dividing the wdated moment/100 by the apdated empty weight and multiplying the resolt by 100.
The '3n Aircraft" colmnn in Chart A may be used for periodic
checkbg (d the aircraft inventory. It is recommended that the
first check be made prior to the first flight by a new operator.
The original empty weight and center of g m t y location values were determined by Sikorsky Aircraft, as shown in the Aircraft Actual Weight and
Balance Form, Chart B (Figate 2-8), which is included ia the aircraft copy
of this manual for reference.
FOR AIRCRAFT WPraOm TEE UTILITY HOIST OPTTON mTALLED
NOTE
Lateral center of &ravity limits permit Wiscriminsrte lateral loadingd passengers or cargo if maximum fnel loading imbalance is kept below 250 Ibs
wifb baggage compartment spmmetrically loabed
Maximum cargo compartment and baggage floor
loading is 75 pounds per square foot.
NOTE
center of gr;rvity
permit indiscriminate lateral loading af passengers o r cargo if masmmn baggage imhlame is kept below 150 pounds
with fael symmetrically loaded Alladmnn cargo
compartment and baggage floor loading is 75 pormdls
per square foot.
THE TITUTY H
O R flEIJCOPTER OPERA=
IFSTALLED
BUT NOT OPERATED DURING =GET
m OPI'ION IN-
NOTE
M d e d that the first passenger (170 pomrds)o r the
first 275 pounds of cargo is loaded to the left (port)
side af the helicopter centerline, lateral center of
~ l y ~ p e n n i t ~ c r i m i n a t e ~ l o a d i n g
aftheTemainderofpas~e~gersor~ifthemaximrrm fael loading imhnlance is kept bekm 50 pormds
with the baggage camp;utment symmetrically loabed.,
The m u m PPaorm cargo compartment and baggage comp;utment floor loading is 75 pounds per
square foot.
wFLIGHT MANUAL
Part 2 Section XI
Lopding I~ormation
NOTE
Provided that b e first passenger (170 pounds) or the
first 275 pounds of cargo is laaded to the left (port)
side of the helicopter centerline, lateral center of
gravity limits permit indiscriminate lateral loading
of the remainder of passengers or cargo if the maximum baggage imbalance is kept below 30 p o d with
the fuel symmetrically loaded. The maximum tmiform cargo compartment and baggage compartment
floor loading is 75 pounds per sapare foot.
LOADING INSTRUCTIONS
Obtain the current aircraft empty weight and aircraft empty weight
moment/100 from Chart C (Figare 2-9) and enter each in the appropriate columns of the manifest.
Obtain the aircraft takeoff gross weight and moment/100 by adding,
to a e cprrent aircraft empty weight and moment/100, the weight

and momeat/100 of each useful load item to be Carried. The weight
and moment/100 of useful load items is shown in Chart E Weight
Moment Charts. Useful load items include fuel, oil, crew, passengers, baggage and/or cargo. Do not exceed the specified compartment capcities at any time.
Determine by reference to the Center of G

r
a
m (CG) Chart, F i i
2-1, that the takeoff gross weight and moment/lOO thus obtained is
within the recommended.weight and CG limits. The aft CG limit has
been adjusted to account for the landing gear retraction moment/
100 of plus (+) 33. Therefore, lading based on wheels doam conditions which fall within the limiting moments/lOO of Figure 2-1
will be within CG Limits for flight with the larrding gear retracted.
'
ChecgthslttheaircaftwillremainwithinCGYimitsthro~rrtthe
Wt: (a) dednct the Weight and Moment/lOC) of expendable items
(e-g. feel, windshield washer fluid), (b) compute the landing gross
weight and moment/lW and (c) determine by reference to the CG
Chart, Figure 2-1, if the landing gross weight and moment/100 is
within the recommended weight and CG limits. Bring the airmaft
weight and/or halaxice within Emits if either the weight or moment/
100
- is- outside of the recommended limits by ofbloading and/or r e
dWnbutbn of useful load
NOVEMBER 21, 1978

5.
The CG limits are t a b w e d M and are also shown for reference
Aft
Gross Weight
(po-ds)
CG Limit*
(=an)
201,60
202.47
203.48
204.48
205.49
206.50
207.51
208.51
209.52
209.53
209.56
209.58
209.61
209.62
208.83
207.25
205.67
204.72
204.09
T h e aft CG limit Pafrres have been adjusted b accormt for l a d i n g gear

r d r a c l i o ~ Loadings based on wheels d m conditianswhich fall wittrin
the above CG limitswillbewithin CGlimitsforflipfitwiththe b d h g
gear reMoment/100 for retraction of the landing gear is
p b (+) 33,
6.
The maximum permissible gross weigW is 10,500 pounds.
7. Sample loading eondifions are shown in Figure 2-15.
m
R 21, 1978
Figtm 2-1.
Center of GraW Chart
NOVEMBER 21, 1978

FUGHT MANUAL
AIRCRATT Sf* (INCHES)
NOTE
THE ~nCG. t l w n
~ n BEEN
s
ADJUSTED TO ACCOUNT FOR THE LANDING GEAR
RETRAmON HORltOKTAL MOMENT/ 100OF PLUS(*)33. THEREFORELOADINGSBASED

ON WHEELS-DOWN CONDtlIONS WHICH F U WITHIN THE LIMITING C.G. OF T H S
ENVELOPE WILL BE m
RETRACTED.
F
-
LG.~ LIMITS FOR n r G m WITH THE IANDING GEAR

SYWC=3)
2-2,
Weight and Center of Gavitp Envelope
NOVEB5BER 21, 1978

REF LINE MAlN ROTOR
CENTROID MAIN UOTOR

WAIN ROTOR
smn
DIMENSONS FOR WEIGHING

~ O N W H E U S
O l l M S l W S FOR WEIGHING
AIRCRAFT ON JACKS
NOTE
AU DIMENSIONS ARE APeROXIMATE.

DIMEWSIOWS FOR WEIGHING O N
W H E E L S (J AND L) M U S T BE
DETERMINED BY ACTUAL YEASUREMEW.
A EUZlRONlCS COMPARTMENT
B COCKPIT
C CABIN
D ENGINE AND TRWSMlSSION COMPARTWENT
E TAIL
F EXTERlYAL EQUtyENT
ssx7tm
F%rpe 2-3.
Diagram
NOVEMBER 21, 1978
S-76 WEIQHINQ PROCEDURE

1. THE AIRCRAFT MUST BE LEVEL WHEN WEIOHED. I T I S RECOMMENDED TllAT TtlE AIRCRAFT 8 E
WEIOHED O N JACK POINTS TO PROVIDE EASE I N LEVELINO.
2. SUSPEND A PLUMB B O B ABOVE THE LEVEL PLATE (L6CAT ED ON TH E LEFT tIAND PASSENOER DOOR
I R A M E AT STATION 176) FOR LEVELINO THE AIRCRAFT DURINO WEIOIIINO.
3. WHEN WElOHlNO O N JACK POINTS, ACTUAL MEASUREMENTS OURINO WEIOtIINO ARE NOT
NECESSARY, AFTER LEVELINO THE AIRCRAFT T l l E FOLLOWIN0 DIMENSIONS MAY 8 E ADDED
DIRECTLY T0 T H E WElOHlNO FORM (CHART 8):
K (HORIZONTAL DATUM TO
N (HORIZONTAL OATUM TO
q
q
OF FORWARD JACK POINTS)

OF AFT JACK POINTS)
= 92.0 INCtlES
252.0 INCtlES
4. WHEN WElOHlNO O N WIIEELS, MEASURE DIMENSIONS J AND L AFTER LEVELING AND DURING
WEIOHINO. USlNO TtlESE ACTUAL DIMENSIONS AND THE FORWARD JACK POINT (AIRCRAFT
STATION 92.0), DETERMINE THE DISTANCE FROM THE HORIZONTAL DATUM TO TIIE q OF THE
NOSE WHEEL, AND TO THE P OF THE M A l N WIIEELS.
FOR CHECKINO PURPOSES T IIESE DIMENSIONS ARE APPROMMAT ELY AS FOLLOWS:
IlORlZONTAL OAT U M TO TtlE
IlORlZONTAL OAT U M TO TI l E
OF Tl l E NOSE WIIEEL
OF THE M A l N WHEELS
'
= 60.0 INCtIES
257.0 INCIIES
NOTE: WHEN WEIOtlINO O N WHEELS. TllE M A l N AND NOSE OLEO'S SIIOULD B E RESERVICEO TO
PROPER FLUID LEVELS W l T l l HYDRAULIC FLUID IF THE OLEO'S HAVE BEEN USED TO LEVEL
THE AIRCRAFT. REFER TO INSTRUCTION PLATES FOR PROPER SERVlClNO PROCEDURES.
5, IF BLADES ARE INSTALLED, THEY MUST B E EQUALLY SPACED DURINO WEIOIIING.
LEVELING DEVICE
I
FWD
(FWD
\~MBBOB
VIEW FJFJ
ROTATED 90 CLOCKWISE
FORWARD JACK POINT
AFT JACK P01WTS

LEFT H A N D SttOWN, R l O H I N A N 0 OPPOSITE
CREW, PASSENGER+ANDBAGGAGE CENTROIDS
AVIONICS COMPARTMENT
Standard 14Canfigmati011
~,PasmgerandEaggageCentroids
Figrw 2-5.
NOVEMBER 21. 1978

Remised JUNE 6, 1980
--
FLIGHT MANUAL
NOVEMBER 21,1978
FLIGHT MANUAL
Figure 2-7.Chan A. Typical (Cont)
NOVEMBER 21,1978
Part 2 Section 11
Loading information
Part 2 Section I1
Loading Inionnation
A~-RB??S~~&
FLIGHT MANUAL
Eigure 2-7. C h n A, Typical (Cant)
NOVEMBER 2 1,1978
Figure 2-7. Chan A, Typical ICont)
NOVEMBER 21,1978
Pan 2 Section I!
Loading information
FUGHT MANUAL
Figure 2-7. C b n A. Typid (Con11
NOVEMBER 21.1978
SfltmmmdE
FUGHT MANUAL
Figure 2-7. Chan A, Typical (Conr)
NOVEMBER 21,1978
Revised March L 1989
Pan 2 Section 11
Loading information
Pan 2 Section I I
Loading Information
&!&BBSW/&
FLIGHT MANUAL
Figure 2-7. Chan A. Typical (Cont
NOVEMBER 21,1978
SA4047-76-1
~~~~~~~
FUGHT MANUAL
Figure 2-7. Chan A. Typical t Cont
NOVEMBER 21, i 978

Revised March 2, i 989
Pan 2 Section 11
ionding Information
Pan 2 Section I1
Loading Information
SI/K@?HMI//&
FLIGHT MANUAL
Figure 2-7. Chan A, Typical (Cont)
NOVEMBER 21,1978
Pan 2 Section I1
Loading Information
fiy r e 2-7.Chan A. Typical (Cont)

NOVEMBER 21,1978
Pan 2 Section 11
Loading information
Aflm~?m7J&
FLIGHT MANUAL
Figure 2-7. Chan A. Typical (Cont)
NOVEMBER 2 1.1978
FUGHT MANUAL
Figure 2-7. C h n A. Typical (Cont)
NOVEMBER 21,1978
Pan 2 Section I1
Loading information
Pan 2 Section 11
Loading Information
~FUGHT
~ ~MANUAT
~Bs~wIY//E.
Figure 2-7.C han A. Tupi~xl(Con1
NOVEMBER 21,1978
FLlGHf MANUAL
figure 2-7.Chan A. Typical (Cont 1
NOVEMBER 21,1978
Pan 2 Section 11
Loading Information
Part 2 Section I1
Loading Information
N G W MANUAL
NOVEMBER 21,1978
fLfGHT MANUAL
AIRCRAFT ACTUAL WEfGHT AND HORQONTAL BALANCE
FOR 5-76 MODEL HEUCOPTER
brpl No.
Reg. No.
LEFI M A I N
RIGKT M A I N
NOSE
TOTAL WEIGHT
w~
w~
Wm
1
I
MAIN ROTOR
.
I
2
0
= 9T
N
o
a
+ JACK
FORWARD
POINT
Y = l W
CENTROID
___I
I
AIRCRAm HORIZONTAL C.G.
Figure 2-8.
Chart B (Sheet 1 of 4)
JAC%
A n POINT +
Afm?sm/I&
R I M MANUAL
PartzSeCtionII
Loading &formation
AIRCRAm ACTUAL WEIGHT AND HORIZONTAL BALANCE

FOR 5-76 MODEL'HELICOPTER
BY
s8ut-d-
Date
I
L
S m b l No.
Reg. No.
REAOION
WHEEL OR JACK POINT
RIGHT MNN
NOSE
LEFT MAIN
--
TOTAL WElGUT
I--
Y~
w~
--
-----+
VERTICAL THRU
MAIN ROTOR CENTROID
+ FORWARD
JACK POINT
JACK POINT +
AIRCRAFT H O R U O N T U C.G.
WEIGHING ON J A C S
W x W N
1
WEIGHING ON WHEELS
S T+L
- -m
= C.G.
= CG.
CORRECTED WEIGHT AND HORIZONTAL BALANCE
ITEMS ADDED O SUBTRACTED
mTu
BIILAWCE
WEIGH7 (m)
WRUONTAL D l S l
(ii)CG. TO
FWD DATUM
<Ib in.)
EYPW
GROSS
~co-=t=e)
(larscl~~~ia.-r= i
Figuce 2-8.
rn
Chart B (Sheet 2 of 4)
NOVEMBER 21.
1978
F U M MANUAL
TOTAL
CbartB (Sheet3cb4)
F-2-8.
NO-
21, 1978
mwlS ADDED
ITEMS SUBntACTa,
TQTAL
F i g m ? 2 8 , CbartB(Sheet4af4)
NOVEMBER 21, 1978
EMPTY WElOHT and BALANCE RECORD
CORIIIIUOUS HIOOIIV W CHIHO(( IH WRUCtURl OR IQUlPMlNI # l l l t I l N O NllOHI
YODIL
#)I111 HO
CHART
E!klkNC#
C
I1111
CABIN
WEIGHT
(POUNDS)
C1
ARM = l35.5
Mwmr/loa
IOMEM/lOO
110
l2Q
l23
130
140
150
160
170
180
190
200
210
133
144
154
164
174
185
195
205
W
226
70
80
90
loo
t20
23u
246
250
256
260
267
290
3m
310
320
330
3a
350
360
370
380
390
BAGGAGV
CARGO
c2
'6
ARM = 1665
MOMENT/ loo
ARM = 235.0
LIOMN/lOO
236
240
270
280
PASSENGERS
B1
ARM = 1025
51
62
72
82
92
103
113
50
60
'
PILOT AND
CO-PILOT/
PASSENGER
277
287
a 7
3u8
318
328
338
349
400
410
420
430
440
450
F i i 2-10.
Chart E
Cockpit and Cabin CompartmeDt Weight and

MomentTable@ketIof2)
Part2SectionZ
Loading Information
N M MANUAL
PLOT AND
PASSENGERS
FOUNDS)
c1
c3
ARM = l35.5
MOMENT/l00
ARM = 1 9 7 5
MOMENT/100
623
909
928
637
650
664
678
691
705
718
732
745
759
786
799
8U
827
840
854
867
881
894
908
92l
NOTE: L CAWON M U r r
'6
ARM = 235.0
MWEN-r/100
948
968
988
1007
lo27
1047
1067
1086
1106
ll26
1146
1165
1185
a205
=
l244
l2a
l2w
l.304
l323
1343
BE TAKEN TO BE SURE THAT PASSENGER AND/OR
6166A6VCARGO
COMPARTMENT LOADING DOES NOT CAUSE AIRCRAFT MAXIMUMGROSSWEl6HT AND/OR

CSi. Ulnm TO BE EXCEEDED.
2 BA66A6VUR60 CENTROD MUST BE LOCATED AT COMPARTMENT CENTROID.
3. MAXIMUM AUOWA8l.E ROOR LOADING FOR BAGGAGE COMPARTMENT IS75 FOUNDS PER
SQUARE FOOT FOR WEIGHTS UP TO 600 FOUND YAXlMUYt COMPARTMENT
Figure 2-10.
2-32
Chart E
Codpit and cabin Compartment WeMoment Tahle (Sheet 2 of 2)

NO21, 1978
aevised JANUARY 9, 1979
a@
- --
N M MANUAL
FUEL s Y m M
WEIGHT-LB
NOTES: 1.
2.
MOMENT/lOO
TOTAL
2 TANKS
'
TOTAL
WEIGHT-LB
MOMENT/loo
THE SINGLE ASTERISK INDICATESTHE APPROXIMATE WEIGHT AND MOMENT1100

FOR F U U FUEL TANKS USING JPP FUEL AT 6 5 POUNDS PER GAUON UNDER nANDARD
CONDITIONS (60-F).
(')
THE DOUBLE &K

1NDlCAE.STHE APPROXIMATE WElGW AND MOMENT/lOO
FOR F U U FUEL TANKS USING JP-1NELAT6.7SPOUNDSPERGALlON UNDERSTANDARD
CONDITIONS (Men.
(")
THE TRIPLE ASTERISK INDICATES THE APPROXIMATE WEIGHT AND MOMENT/lOO

FOR FULL FUEL TANKS USING JP-5 NUAT 6.8 POUNDS PER GAUON UNDER STANDARD
CONDmOW (WF).
3. fa")
4. THE TOTAL USA8t.E CAPAUTY OF 28l2 U.S 6BWOWS (140.6 GALLON5 PER TANK)
BASED ON ACTUAL TEST RESULTS.
5. THE USABLE FUR TABLE (6RAVfTY NEUNG) AND

EQUAL WEl6im OF FUEL I N EACH TANK
IS
THE FUEL ARM TABLE ARE FOR
6. THE STANDARD 576 HELICOPTER IS EQUIPPEDWITH A CAPACITOR TYPE FUEL QUANTITY
GAGE WHICH IS CAUBRnfED I N POUNDS. AlRCRACTNUVARlE3 I N WEIGHT PER GAUON

DEPENDENT UPON T HESPECfnCGRAVTTrAND TEMPERATUREOFTnEF U E L 1HEREFORE.
THE NOTATION
DOES NOT APPEAR ON THE INSTRUMENT DIAL THE PILOT
SHOULD ANTICIPATE
v w n o r t s IN THE IWSTRUMENT READINGS WHEN TANKS ARE
FUU.
7. THE FUEL ARM T A B E IS INCLUDED FOR B N C E .
FUEL ARM t A 6 l E
1/4 F U U
i f 2 FULL
314 FULL
F U U (JP-4)
FULL (JP-1)
FULL (JP-5)
Figure 2-11. Cf;art E
- Usable Fuel Weight and Moment Tahle

( G m m Fueling)
ENGlNE OlL TABLE
ENGME OIL SYSTEM 2 TANKS

TOTAL CAPACITY = 254 US. GALLONS (2 TANKS)
ARM = 231.0
MIL-L-7808 OIL
MIL-L-23699 OIL
GALLONSr
WEIGHT POUNDS
25.
WEIGHT POUNDS
18
36
45
8.4
16.8
21.0
7.7
15.4
l
9
3
1
2
mo OIL WLER~ANKS
MOMENT/lOO
MOMENT/100
19
39
49
CONTAIN ~nGALLONS EACH FOR A TOTAL CAPAC~TYOF 2

sGALLONS.
WINDSHIELD WASHER FLUtD TABLES
I1
CAP-
us. QUARTS
= 5 2 US. QUARTS
ARM = 59.8
-- -
Iw ~ ~ ~ ~ r - m r m W ~ I ~ / i o o
FOR THE ALTERNATE nUED TANK LOCATION (7620001034)
Figare 2-12. Chart E
- EngineMoment
O i l and Wrndshield Washer Flaid Weight and
Tables
NOVEMBER 21,
1978
Revised 3atp 26, 1982
IWERNAl. CARGO TABLE

CABIN
(POUNDS)
ARM = 134.25
MOMENl/lOO
ARM = 16825
MOMENT/lOO
13
27
134
201
269
336
17
34
50
67
84
101
118
135
l51
168
252
337
421
403
50s
470
537
604
671
589
673
40
54
67
81
94
107
l21
m
841
MAXIMUM CAPAClTY OF COMPARTMENT C4
2 CARGO CENTROID MUST BE LOCATED AT COMPARMEM CENTROID.

3. MAXIMUM ALLOWABLE FLOOR LOADlNG FOR CAR60 IS 75 POUNDS PER SQUARE MQT.
4. SEE COCKPIT AND =N
WMPARTMENT TABLE FOR 6A-E
COMPARlMENT (C6)
WEIGHT AND MOMENT/l00 VALUES AND LOADING REQUlRE?dMS.
S=(m
NOVEMBER 21, 1918
EXTERNAL CARGO TABLE

WEIGHT
(POUNDS)
ARM = 1815
WElGHI
mums)
W I M U M m N A L CARGO WEIGHT
NOTE: 1-THS TABLE S APPllCABLE ONLY WHEN THE
LOAD SYSTEM OPTION fS
IWSTAUED.
2 CAUTION MUSTBE TAKENTO BESURETHAT--0.AIRCRAFT MAXlMUhl6R03S WEIGHT AND/OR C6. UUKS TO BE n
DOESNOTCAUSE
mm.
Figpre 2-14.
chart E
- Exkmal Cargo Weight and Moment Table
NOVEl5ER 21, 1978

Revised APRlL 12, 1979
Part 2 Section II
Loading Information
FUGHT MANUAL
SUDlUG DOOR TABLE
UTUllY INTERIOR:
58
58
FORWARD (CLOSED)
AFT (OPEN)
99
lt2
VIP INTERlOR
FORWARD (UOSED)
AFT (OPEN)
NOTE:
1. THU TABLE U APPLICABLE ONLY WHEN THE SLIDING DOOR
OPTlON IS INSTAUEO
F v e 2-14A. Sliding Door Weight and Moment Table
NOVEMBER 21, 1978

m (Cg)
S-70 SAMPLE LOADINQ CONDlTlONS
PASSER :R MISSION
ITEM
WEIOHT
(POUNDS)
C A R 0 0 MISSION
MOMENT/lOO
(IN-POUNDS)
MOMENT/lOO
IIN.POUNb9)
EMPTY WEIOHT
PILOT
COPILOT
ENGINE OIL
WASHER f LUlD
1 7 0 18,)
fORWARO PASSENOERS (3
A f t PASSENOERS (2 @ 170%.)
BAOOAOE
FUEL UJABLE
FLOOR CAROO, FORWARD
f LOOR CAROO, A f T
5625
170
150
19
OROSS WEIOHT rnn~.orr;

EXTERNAL LOAD
8075
EXTERNAL LOAD MISSION

WEIOHT
(POUNDS)
11
1000
300
BOO
OR099 WEIQMT HOVER-START'

MINUS WASHER FLUID
MINUS FUEL.USA0LE
PLUS RESERVE/LANOINO FUEL
MINUS EUTERNAL LOAD
OROSS WEIOHT LANDINO'
NOTE: I.
SAMPLE LOADINO CONDITIONS DEtERMlNL ACTUAL LOADINO TOR EACII FLIOHT U S I N 0
LATEST WElOHT AND MOMENT/100 DATA.
2. FROM C.O. CNART. FIOURE 2.1. THE AIRCRAFT WEIOHT AND MOMENT/lOOIS WIT11115 LIMITS
BALANCE.
AND THERE~OREIN
S 53559 ( R I )
LOADING INX)RMATION
Each copy of this supplement which is assigned to a

specific aircraft (i.e. aircraft c m ) mast contain all
data referred to herein and must be m a i m e d to the
current aircraft configuration. Copies issaed on general distribution only need not contain such daQ
NOTE
Use this section for helicopters carrying a load on the
utility hoist. Use Section 11 for helicopters without
a u m t y hoist or for helicopters with a utility hoist
installed but
no hoist load
The current empty weighf horizontal rno&/100,

lateal moment/100,
a
m center of
location
horizantal center of gravity location and t
are shown in the E
m
m Weight and Balance Record, Chart C herein.
1.
The cruzent empty weight inelades all items marked (4 in the Empty
Weight Check List, Cbart A, herein. Items not included are marked
(0)
2.
Clmrt C (Figure 3-11) must be kept up to date. If anp items of equip

ment are added to or removed from the aircraft, Charts A and C must
be updated as follows:
a When W are added, make the

entry in the EmpQ
Weight and Bahace Record, Cfrazt C. On ckart A mark (4,in
both the *TnAiztraft.' and "Chart C Entry"colunms opposite the
items added, dalhg the cohnnns where m t e d . Add the new
~orentriesonChartCto~pre~~talsofemptpw
horizmtal moment/lOO, and latealmoment/lOO and compute the
new emptp weight, horiPrntal moment/100, lateal moment/100,
brizontal center of gravity location aad laterdl center of gravity
location.
b.
Whenitemsareremovedframthe~foltawasimitarprocedure to (a)above except mark (0) in .the "In Aircraft" colmrm

andmask (0) inthewChartC Ensg"colmnnof C k u t A , andsubtract the new entry or eniries from the previous totals of empty
weight, brizontal moment/lOO and lateral moment/lOO, sfrown on
Chart C (Figure 3- 11).
Part 2 Section IE
Hoist Loading Wormation
NCHT MANUAL
New items to be added to the aircraft and not previous1y listed,

may be "tmitten in" on the next available line m the appropriate
aircraft compartment. Do not erase o r obliterate aay Chart A
entry when items a r e removed from the aircraft.
The a i r c a f t empty weight center of gravity location both horizontal

and latew is initially obtained by actrral weighing (Figure 3-10).
The updated horizontal center of gavity location is determined by
dividing the updated horizontal moment/100 by the updated empty
weight and multiplying the result by 100. The updated laterdl center of gravity is obtained by dividing the updated l a t e a l moment/
100 by the mrilafed empty weight and multiplying the result by 100.
When determining the updated lateral moment and m t e d lateral
center of gravity the correct sign convention must be used. For
items located on the port side of the helicopter longifadinat centerline (left-kmd side facing forrpanl) the late- mornent/100 and
corresponding lateal center of gavity a r e positive (+). For items
located on the skboard side of the helicopter longitndinal centerline (right-hand side facing forward) tbe lateral moment/100 and
corresponding lateral center of gravity are newtive (-).
The "In Aircraft" colnmn in Chart A may be used for periodic checking of the *raft
inventory. It is recommended that the first
check be made prior to the first flight by a new ope-.
' I and lateral center o

f gravity lodions
The original e w weight, h
were determined by SikAirtraft, as shown in the Aircraft Actnal
Weight and Balance Form Cbart B (Figure 3-10) which is inchded in the
airtraft copy of this manual for reference.
Any
changes to charts A, B, or C mast be made in both Sections 11 and m

n
if-
and the ntillty hoist loading supple-
empty weight, aircraft empty weight

Obtain tbe cprrent
horizontal moment/100 and aircraft emptp weight lateral
monsent/lOo from Chart C (Mgrrre 3-11) and enter each in the
-te
c o w of the manifest.
Obtain the aircraft t a k e 4 gross weight, horizontal and lateral

centers of gravity by adding to the airuatempty weight, horizontal moment/100 and lateral mornent/100 f o r the weight,
horizontal moment/100 and lateral moment/lOO of eaEh useful
load item to be tarried. ' h e weight, horkmtal mo-t/100
and lateral =menth00 of each usefnl load item are pzovided in
Chart E Weight and Moment C-.
'Usefnl load items indude
fix& oil, crew, passengers, uUity hoist load, baggage and/or
cargo. Do not exceed the specified compWment
at
any time.
'
Determine by reference to the -Horizontal Center d GravitJI

W (Figure 3-1) and the Lateral Center of GraviQ Chart
NOVEMBER 21, 1978
(Figare 3-31, m t the take-off gross weight, horizantal moment/

100 and lateral moment/lW are within the recommended weight
and horizontal center of gravity and lateral center of gravity
Limits. The aft horizantd center of gram limit has been
adjusted to a c c m t for the landing gear horizan&l retraction
moment/100 of plus (+) 33. Therefore, loadings based on
wheels d m conditions which fdl within the limiting horizontal
moments/lM) of Figme 3-1 wiU be within horizontal center of
gravie limits for flight with the fanding gear r e m t e d .
Landing gear r e m t i a n has no effect on lateral center of graoiq.
4.
FOR AlRCRAFI' WITH THE UTILITY BOIST OPTIOK mSTALLED AND OPERATED DUEUNG FLIGHT, CHECK THAT
TEE AZRCRAm WIU REMAZN WITBIN WEIGHT &D CG
W
S THROUGBOUT TEE FUGHT:
(a) Compute the infiight and &ding gross weight horizontal
moment/l00 and lateral moment/100 for landing, and each
hli&t use of the utilie hoist considering foe1 bum-off,
sliding door operatian, hoist operator mwemcrat, and any
useful load added or removed during the flight.
(b) Using the Allowable Hoist Load

(Figore 3-4) determine the
&owable hoist h d for each use of the
umity hoiin
(c) Determfne by reference to the IIoxhmW Center of Gravity

Chart (Figare 3-1) and Lakal Center of Glachart
(Figure 3-3) that the airrraft w i l l temain within the recommended weight, horfio4tal center of g
r
a
mlimfts and
lateral center of gravttp limits Wfth and wlfhout a hoist load
Bring tbe aircraft within weight, hoand lateral
k b a c e if either is outside the recommended 'iimitfi by re&c&g allowablehoist Load and/or redistribrrtion of asload
'-
NOVEMBER 21, 1978

Revised OCTOBEZt 14, 1980
Horizontal Center of Gavity Chart
NOVEMBER 21, 1978

~
E a,1978R
LATERAL CEMTER OF QRAVITY CHART
(3oosrtrvri m o m t ~ t / l o o( r ~ . o o u n o s )
41. NEOATIVE
MOMENT/IOO (IN.POUNDS)
I
3-8
Figure 3-4. Permissible Hoist &ad for Combinations of Gross

Weight and fltP_ral Center of Gravity
NOVEMBER 21, 1978

&vised MAY 14, 1985
REF UNE MAIN ROTOR
LEVEL AIRCRAn AT STA 176
CENTROID MAIN ROTOR
Q MAIN ROTOR S
200 7
H m
BAGGAGE
I
1628'
500
550
DIMENSIONS FOR WElGUtNG

AIRCRAFF ON WHEEL5
DIMENSONS FOR WEIGHING

ON JAW5
AIR-
NOTE
COMPIRTMerrS
A ElEGfRON1CS COMAPRTMEKT
AU DtMENSlOUS ARE APPROXIMATE
B wCI(Prr
DIMENSIONS FOR WEIGHING ON

WUEElS (J-LRT) MUST BE
DmRIdlNEO BY ACTUAL MEASUREMrn-
C CABIN
D MWNE AND TRLLNSMlSSlON COMPARTMENT

E TAIL
f -EQUIPMENT
YUN LG WHEEL
Q AT B L 49.4
W N LG W H E n
ON -6E
DIMEN9W S
FOR WElWlN6
AmcRFrONJlSQCS
DIMENSONS FOR
WEIGHJNG H E L I W m
ONwHEElS
BL
(
)
,
L.4
I
3Lb.4
(+I
Figure 3-5. Aircraft Diagram

NOVEMBER 21, 1978
WElGHlWG PROCEDURE
1. THE AIRCRAFT MUST BE LEVU HORQONTAUY AND U l E R A L l Y WHEN WEiGHED. !T IS RECOMMENDED THAT THE AIRCRAFT BE WEIGHW ON JACK POINTS TO PROVIDE EASE I N W N G .
2 SUSPEND A PLUMB B b B ABOVE THE LML PLATE (LOCATED ON THE
HAND PASSENGER
DURING WEIGHING
DOOR FRAlltE AT STATION 176) FOR LEVEUNG THE AIR=
3. WHEN WEIGHING ON JACK POINTS. ACTUAL MEASUREMENTS DURING WEIGHING ARE NOT
NECESSARY. *mR W N G THE AIRCRAFT THE FOUOWNG DIMENSIONS U Y BE
ADDED DIRECTLY TO THE WEIGHING FORM (CHART B):
K (HORIZONTAL DATUM T0
OF FORWARD JACK POINTS)
N (HORIZONTAL DATUM TO Ci OF AFT JACK P O I m
9 2 0 INCHES
= 252OINCHEs
4. WHEN WElGHlNG ON WHEELS. MEASURE DIMENSIONS J.LRT. AFER L M U N G AND DURING

WEIGHING. USING THESE ACTUAL DIMENSIONS AND THE FORWARD JACK POINT (AIRCRAFf
S7ATtON 9
D
2B
.0).l
M T U t Y t N E THE DISTANCE FROM THE HORaOMAL DATUM TO THE 5 OF
THE LATERAL DATUM TO THE G-OFTHEMAIN WHEELSUSING BOTH FORWARDAND m
JAC)(POIM(SEELATERAl C G MEASUREMENT PROCEDURE).
FOR U3ECKWG PURPOSES THESE DIMENSTONS ARE APPROXIMANY AS FOLLOW%
IWRQONTAL
DATUM TO THE
-ALDATUMTOTHE
LATtRALDAfUYl707HE
LATERAL DATUM TOT HE^
$ OF THE NOSE WEEL
q OFTHEYAtNrnmLS
= 2W.O
OFTHENOSEWHEU
OlNCHES
OFTHELEFT W N W E E L
49.4 INCHES
49.4 INCHES
L A T E R A L D A W T O T H E q WllfEM6HT W N W H E E L
60.OIUCHES
INCHES
N U E WHEN WBGHINC ON WHDLS.THE W N ANDNOSEOLEOS SHOULDBE

~ ~ l l ff a
f PROPER
~ ~ ~
FLUID
m LEYELS m~ ~ R I U L Inuto
C
r~ THE
Figure 3-6. Weighing Procedure (Sheet 1 of 3)

NOVEMBER Zl, 1978
-Vised JUNE 6,1980
Part 2 Section m
SA 4047-76-1
FLIGHT MANUAL
LATERAL CENTER OF GRAWrY MEASUREMENT
PROCEDURE FOR WEIGHING ON UlEEU

TO CALCULATE THE AIRCRAFl LATERAL CENTER OF GRAVITY THE DISTANCE FROM THE NOSE AND
MAIN WHEELS FROM LATERAL DATUM (BL 0) MUST B E MEASURED.
BL 0 OF THE AIRCRAFT CAN BE DEERMINED FROM MEASUREMENT BY SUSPENDING A PLUMB BOB
FROM THE THREE JACKING POINTS AT STA 92. BLO. STA 252 BL 25 (LHS). BL 25 @+IS). MEASURE
CENTER O F THE A m JACKING POINTS AT STA 2S2 AND JOIN THIS POINT LONGlfLIDlNAUY WITH THE
PMNT AT STA 9 2 T H I S WILL SET U P A LONGITUDINAL U N E AT BL 0. THE DISTANCE FROMTHE 5 OF
THE LEFT AND R l G H l MAIN WHEELS CAN THEN BE MEASURED FROM THIS BL 0 UNE.
LATERAL DATUM
BL 0
BL
-25RHS (STBD)
RH MAIN G l B D )
WHEEL
LH
WHEEL
PORT)
Figure 3-6. We-
Procedure (Sheet 3 of 3)
NOVEMBER 21, 1978

Rtvised JUNE 6, 1980
CREW.
PASSENGER,AND BAGGAGE COMPARTMENT CENTROIDS
AVIONICS CDMPARTMEHT
CREWPASSENGER
CErnID
-GAGE
NET)
~ M P A R T -WEIGHT HORQONTAL LATERAL

MENT CPOUNDS) CENTROID CENTROID
COCKPIT
B1
Bl
1m
170
11-
5
%
%
17D
YO
17D
.17D
170
170
YlEM
+Y,O
%?
-18.0
=2
u5.5
u5.5
+27&
US5
-9.0
c,
%
c,
%
l.355
-274
BASGA6E
1665
1665
+27&
USIN
cl
Cl
WMPACCF- WEIGHT HOIUZOHTAL UTERAL
*&
*.0
c6
c6
(POUNDS)
CPSfROID CPITRDID'
l70
170
1665
1665
-2?A
ms
+W&
170
170
*QO
l975
l975
IS75
-27.0
300
300
2350
&O
+l83
-I83
Figure 3-7. Standard 14 Place -C

Passenger and Baggage Centroids
NOVEMBER 21, 1978
Rmiaed JUNE 6, 1980
m,
-9.0
-9.0
s5Tmm
'
1
3-13
CARGO C O M P M E N T CENTROtDS
BASED ON THE MAXIMUM

ALLOWABLE FLOOR LOADING
OF E POUNDS PER SQUARE
FOOT. THE W M U M W A G
m OF THE FLOOR BEmEEN
FLOOR 'IIEWWN R l W
W A D E D AREA) tS 1300
POUNDS.THE CMTROU) OF
THE SHADED AREA 1S
STATION 15025.
AVIONICS COMPARTMENT
=
m
C
U
)
WOPOUND SIRUCTURU
w m o
.puxuIUUALLOIABLfFLOOR
UMMWGm~mIs75
KHmwPERsQuAREFoar
YUIMUY ULOIVA8LEfLmR
LOADlNC FOR Bh6me
COYPARlMPnRbORLS7s
~FERSQUAREFOOTmR
WEl6HTS UP TO THE y.*lyBA6GA6E w

M
P
A
R
T
Y
P
(
T
~ H T W 6 0 0 P O ~
3-<b)
1
3-14
F i e 3-8. Standard Cargo Ca-n

NOVEMBER 21, 1918
Rsvissd J7JN5 6, 1980
- Cargo Centroids
FLIGHT MANUAL
Figure 3-9. ChartA
NO-
21, 1978
Revised JUNE 6, l980
Figure 3-9. Chart A (Contispgd)

NO?%=
21, 1978
WGHT MANUAL
r
i
g
c
u
e 3-9. c%artA (Continued)
NOVEMBER 21, 1978
Figure 3-9. Chart A (Continoed)

NOVEM&R 21, 1978
R l M MANUAL
Figure 3-9. Chart A (Contimed)

NOVEMBER 21, 1978
&Vised JUNE 6, 1980
mGHf MANUAL
Figure 3-9. Chart A (CantirrPed)

NOVEMBER 21, 1978
Revised 3une 6, 1980
Figure 3-9.
Chart A ( C a u e d )
NOVEMBER 21, 1978

EkvbedJUNE6, I980
Figure 3-9. Chart A (Continued)

NOVEMBER 21, 1978
FLIGHT MANUAL
Figure 3-9. Chart A ( C o n m d )
i 3-9. C b r t A (Co-d)
NOVEMBER 21, 1978
Revised JTME 6, 1980
F U M MANUAL

NOVEMBER 21, 1978
&!vised JUNE 6, l980
FUGHT MANUAL

NOVEMBER21, 1978
Rb-d
JUNE 6, 1980
Chart A (Cantbed)
NOVEbdBER 21, 1978
Revtsed JUNE 6, 1980
Figare 3-9.
FUGWf MANUAL
AIRCRAFT ACTUAL WEIGHT AND HORIZONTAL BALANCE

FOR 5-76 MODEL HELICOPTER
S H E E T OF-
PREPARED BY
DATE
REG. NO.
LEFf MAIN
RIGHT MAIN
NOSE
(
:!
TOTAL WEIGHT
SERIAL NO.
WR
WN
I
1
I
+ FORWARD
JAcKpO'M
AlRCRACT HORIZONTAL C G
WEIGHING ON MQtS
WEIGHING ON WHEELS
Figme 3- 10. Chart B (Sheet 1 of 6)

NOVEMBER 2 1, 1978
A n
JACK POINT
UTERAL
DATUM
VERTICAL THRU MAIN
ROTOR CENTROID
RHS
(STARBOARD)
JACK POINT
l.Hs 0
JACK POINT
.c
RH 'MAIN
W MAIN
WHEEL
WHEEL
AlRCRAn U m L CG.
NOTE NEG4lWE CG= W G H l SIDE (STARBOARD)
NLlD JACK
AIRCRAFT ACTUAL WEI6Hf AND HORIZONTAL BALANCE

FOR 5.76 MODEL HELICOPTER
PREPARED BY
DATE
S H E n O F -
S E R W NO
REG. NO
LEFT MAIN
RIGHT MAIN
NOSE
TOTAL WEIGHT
1
1
WL
WR
Figure 3-10. Cbart B (Sheet 3 of 6)
NOVEMBER 25, 1978

Rsvimd JUNE 6, 1980
WN
W
I
I
LllTERIL
DATUM
VERTICAL THRU MAIN

ROTOR CENTROID
RHS
(STARBOARD)
JACKPOINT
9--+25'
T-
-4
t,
RH MAIN
WHEEL
LHS (PORT)
JACKPOINT
-----------I
LH MAIN
WHEEL
E
l
FWD JACK
WlNT
AIRCRAFT LATERAl C G
NOTE NEGATIVE C 6 = RIGHT SIDE (STARBOARD)
WEIGHING ON J A W W
L x 25)
(W
x-25) =C G
CORRECTED WwIt AND BALANCE

ITEMS ADDED AND
su8mA~
AIRCRAFT llS WEIGHED
TOTAL
WEIGHT
HORIZOHTU DISTANCE
QN)CGfO
(LB)
FWD DATUM
ldoMENT
<tB IN)
U-DATUH
ON) C G TO
- -
*won
<LB IN)
WEIGHT
GROSS
ChartB (Sheet 4 of 6)
NOVEB43ER 21, 1378
Figure 3-10.
3-35
Figtme 3-10. Chart B (mt5 of 6)
NOVEMBER 21,
JUNE 6,
-vised
3978
1980
Section ID
4 f l ~ ~ ~ ~ ~ dPartg2Information
&
FUGHT MANUAL
-KEMS ADDED
KEM
WEIGHT
ARM
TOTAL
KEMS SUBTRACTED
TOTAL
I
Figure 3-10. Chart B (Sheet 6 of 6)
NOVEMBER 2 1, 1978
Rsvised JUNE 6, 1980
MOMENT
Part 2 Section EI
Hoist Loadin.- Information
&H@%!!KW~&
NGHT MANUAL
EMPTY WEIGHT AND BALANCE RECORD

COWnNWUS H(ST0F.Y OF M A N G E S IN STRIICTSREOf EQUIPMENT AFFECTING WUGWT
DESCRIPTION OF lRTlCLE
OR MODIFICATION
NOTE: POSITIVE LATERAL C G 'S ARE LEFT (WRT) SlDE

NEGATlVE LATERAL C G 'S ARE FOR RIGHT (STARBOARD) SlDE
Figure 3-11. Chart C (Sheet 1 of 2)

NOVEMBER 2 1, 1978
LW C E
Part 2 Section I
II
&8ff%!g%?
Hoist
%
Loading
E Information
FUGHT MANUAL
EMPTY WEIGHT AND BAANCE RECORD

CONTINUOUS HISTORY OF CHANGES IN STRUCTURE OF IlufpMENT AFFECTING WEIGHT (L BAUNCE
OESCRWTION OF ARIICLE
OR MODIFICA?lON
NOTE:
PosmvE LATERAL CGSARE LEFT (PORT) SIDE
NEGATIVE LATERAL CG'S ARE FOR RIGHT (STARBOARD) SIDE
Figure 3-11. (Jhart C (Sheet 2 of 2)

NOVEMBER 21, 1978
RavLsed JUNE 6, 1980
COCKPIT- B.
CABIN
PASSENGERS
WEIGH1
POUND!
PILOT AND
COPILOT/
PASSENGER
HORIZONTAL
ARM-1025
MOMENT/10(
PILOT
LATERAL
ARM= -18.0
MOMENTA0
COPILOT/
PASSENGER
LATERAL
ARM= +17.0
MOMENT/lOC
HORIZONTAL
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
190
200
210
220
230
240
250.
260
270
280
290
300.
NOTES:
1. CAUTION MUST BE TAKEN TO BE SURE THAT PASSENGER AND/OR BAGGAGWCARGO
COMPARTMENT LOADING DOES NOT CAUSE AIRCRAFr MAXIMUM GROSS WEIGHT AND/OR C G
uMrrs TO
BF FXCFFDFD
- --2 BAGGAGWCARGO CENTROID MUST BE LOCATED AT COMPARTMENT CENTROID.
3. MAXIMUM ALLOWABLE FLOOR LOADING FOR BAGGAGE COMPARTMENT IS 75 WUNDSPERSQUARE
FOOT FOR WEIGHTS UP TO 600 POUND (300 POUND/SIDE) MAXIMUM COMPARTMENT WEIGHT.
4. LATERAL PASSENGER C G DATA IS TO BE CONSIDERED FOR EACH SEAT ROW (C1. Cz C3)
5. LATERAL C.G. DATA L E IS ~m s r n V E (+I RIGHT IS NEGATIVE (-1.
*MAXIMUM CAPACITY OF COMPARTMENT C6 (PER SIDE)
--------
Figure 3-12.
Chart E Cockpit and Cabin Compartment

Weight and Moment Table
NOVEMBER 2 1, 1978
BAGGAGWCARGO C6
LATERAL
LATERAL
ARM = -9.0
MOMENT/lO(
ARM=, +I83
MOMENT/10(
LATERAL
ARM= -183
MOMENT/10(
RIGHT MANUAL
f UEL SYSTEM 2 TANKS

CAPACTTY=
-* I
TOTAL
10Gm
M0MENl/100
2
8
UW N S
fANI(S)
TOTAL
YPEIGHT LB
No1. f) THE SINGLIE ASTERlSK INDICATES THE APPROXIMATE WEIGHT AND YOMENT/lOO
FOR f U U FUEL TANKS USING J P 4 FUEL AT 6 5 POUNDS PER GALLON UNDER STANDARD
COUDmONS MWn.
2 pg)THE DdUijLKINDICATES THE APPROXIMATE WEIGHT AND M O Y f M / 1 0 0
FOR F U U NUTANKS USING JP-1 FUEL AT 6.75 POUNDS PER GULON UNDER STANDARD
~ D r n O U l6nm.
S
3-F%%E
~ E R E INDlCATES
K
THE APFROXIYATE WDGHT AND MOMEHf/100
FOR F U U F U R TANKS USING JP-5 FUEL AT 6.8 POUNDS PER GAUDN UNDER STANDARD
CoUDrnONs (6ov)4. THE TOTAL USABLE CAPACTTY OF 2BLZ US. GAIlI)NS (140.6 GALLONS PER TANK) IS
BASED ON ACTUAL TEST RESULTS.
5. THE USABLE ML TA3I.E (GRAVllY N E U W G ) AND THE NU ARLll TABLE ARE FOR
EQUAL WElGHTS OF FUEL I N EACH TANK
6. THE STANDARD 3.76 HELICOPTER S
! EQUIPPED W l l H A UPAQTOR TYPE FUEL Q U m
GAGE WHlCH tS CALI%RATED IN PWNDS. AIRfRlVT FUEL VARIES IN WEI6KT PER C*LLDN
DEPENDENT UPON THE SPEUFYC GRAVrrY AND EMPERANRE OF THE FUELTHEREFORE
THE NOTATION TUU' DOES NOT APPEAR ON THE INSTRUMENT DUL THE PILOT
SHOULD ANTIUPATE VARlATIORS W THE INSTRUMENT REAMNGS WHEN TANKS ARE
f
u
u
7. THE FUEL
TABLE IS INCUtDm FOR REfEENtL
rrurrukk
mARwIrrstr
Figure 3-13. Chart E
Usable Fuel Weight and Moment Tabk

(Gravity Fueling)(Sheet I of 3)
NOVEMBER 21, 1918

Wviscd JUNE 6, 1980
- -
FUEL SYSTEM 2 TANKS

CAPACITY= 140.6 GALLONS PER TANK
II
LEFT TANK
I
3-42
Fig~r3
e-l3. Chart E
(Gra*
RIGHT TANK
- Usable
Weight
Moment Table
FPeling) (Sheet 2 of 3)
?bd
NOVEMBER21, 1978
F & v h d JUNE 6, 1980
and
FUGW MANUAL
NOTES:
1. (.) THE SINGLE UfERlSK INDlCATn W E APPROXIWE WE16HT
POUNDS
AND MOMENT/ 100 FOR FULL FUEL TANKS USlNG JP4N AT
PER GALLON UNDER STANDARD CONDmONS (WAND
2 pm)
THE DOUBLE ASrauSK INDICATES 'IHE APPROXIMA=
MOMEN7/100 FOR FULL FUEL TANKS USING JP-1NU AT 6-75 POUNDS PER
GALLON UNDER STANDARD CONDmOHS (600F).
3. POm)
ME TRIPLE AmRfSK INOtCAfES W E APPROXIMATE WEIGHT AND
MOMENT/ 100 FOR FULL FUEL TANKS USING JP-5 FUEL AT 6.8 POUNDS PER
GALLON UNDER STANDARD CONDm0N.S (WF).
4. THE TOT& USllBLE CAPACTPI OF 283.2 U S W O N S 040.6 GALLONS
PER TANK) IS BASED ON ACTUAL TEST RESULff.
5. THE STANDARD 3.76 HUlCOPTrR IS EQUiPPED m H A CAPAQTOR-rn
FUEL QUANTITY GAGE WHICH IS CALIBRATED IN POUNDS. AlRCRAfl NU
VARIES I N WE1GW PER G W O N DEPENDENt UPON THE SP&lFIC GRAVITY
AND TEMPERATURE OF THE FUEL THEREFORE. THE NOTAflON WU'
DOES NOT APPEAR ON THE INSfRUMENT D l A L THE PILOT SHOULD AKnClPA
VARIATIONS tN THE INSTRUMENT READINGS W E N TANG ARE NU
6. THE FUEL ARM TABLE LS INCLUDED FOR REFERENCE.
7. LATERAL C 6 DATA EFf If PMmVE (+),RIGHT IS NEGATIVE (-).
FUEL SYSTEM 2 TANKS
PER TANK
QUANmv
)(OWZOMAL
PER TANK
WElGKT
ARM
LB
MOMENl/lOD
EFf LATUW
ARM
MWMflOO
1
Lf4FUU
1/2 F U U
314 F U U
- Usable Rrel WeigirtandMoment Table
(Gravity Fueling) (Sheet 3 of 3)
NOVEMBER 21,
1978
Part 2 Section III

H O L ~~mm
~
xaformatiop
AFlUmM MANUAL
~~mdE
ENGINE OIL TABLE

-
ENGINE O U SYSTEM 2 TANKS
254 US. GAUONS (2 TANKS)
TOTAL CAP-=
WL-L-7808 OIL
GALLONS
(mu-)
Figure 3-14.
HOWZONTAL
LATERAL
ARM= 2310
MOMPCT/lW
ARM= +10.0
MOMPJT/lOo
Chart E
- Engine Oil Weight and Moment Table
WINDSHIELD WASHER FLUID TABLES
CAPAUIY 5 2 US. QUARYS
LATERAL
ARM= +17B
YOldEMAOo
/ Fif3n-e 3-15.
3-44
CAPluxn 4 Us. QUARTS
Chart E W-eld
Washer Fluid Weightand Moment Table
NOVEMBER 2 1, 1978
WGHT MANUAL
EXTERNAL CARGO TABLE
WEIGHT
(POUNDS)
NOVEMBER21, 1978
ReFlised JUNE 6, 1980
Part 2 Section IU
S~~RB&&
Eioist Loading Ipfosmaticm
FLJGHT MANUAl
-
UTUfTY
HOIST LOAD TIBLE
*MAXIMUM VllLlTY HOIST LOAO
L THIS TABLE IS APPlKA8l.E ONLY WHEN THE UTILITY H O S l OPTION

IS INSTILLED.
2 UCmW MUST BE TAKEN TO BE SURE THAT LmUrY H O W OPERATlON
DOES NOT CAUSE A J R C W MAXIMUM 6ROSS WEIGHT AND/OR HORIZONTAL
AND LATERAL CENTER OF 6R&VITYUYKS TO BE EXCEEDED.
3. LATERAL C 6 DATA RIGHT IS NEGATIVE 1-1
5-IC9,
Figure 3-18- Chart E Utility Eoht Load Weight and Moment Table
NOVEb5ER 21, 1978

SLIDlFlG DOOR TABLE
VIP INTERIOR
NOTE: 1 THIS TABLE IS APPLICABLE ONLY WHEN THE SLIDING DOOR

OPTION(M0DIFtED BY P/N 760m200l5411)t~INSTALLED
s-m)
- Sliding Door Weight and Moment Table
HOIST OPERATOR WElGHT AND MOMENT TABLE
HORZONTAL
ARM= 166.0
MOYIENTf loo
.-
+17
+33
4 0
66
50
+83
60
70
80
llo
+lo0
+I16
+l33
+I49
+I66
+l83
I20
+lS9
90
100
230
+216
+232
140
Eo
+249
+266
160
170
180
+a2
rn
200
a0
240
-8
-11
-E
el9
-23
-27
-30
39
-38
41
46
49
43
-57
-61
-65
43
+3l5
+332
-72
-76
+365
23Q
+299
+a
Po
UTERAL
ARM= 3g0
MOMENTflOO
80
+382
-84
47
+398
-91
4s
-95
1 TMS TABLE
7HE H O m OPERATOR AT THE DOOR

STAflOKFOR SEATED VALUE SEE RGURE 8l2
2 LATERAL C 6 DATA WGHT IS NE6AlIVE (-1
s 9810 cs)
- Hoist Operator Weight and Moment Table
NOVEMBER 21, 1978

Rsvissd JUNE 6, 1980
FLIGHT MANUAL
SAMPLE UTILITY HOIST BAIANCE CALCULATION
ITEM
EMPTY WEIGHT
WEIGHT
POUNDS
UITEPa
ARM-
6370
170
170
20
11
60
1828
170
210.4
1025
1025
231.0
528
235.0
235
216.7
197s
13402
174
174
46
6
118
141
3962
336
-05
-18.0
17.0
0
17.0
18.3
-18.3
0
+9a
8849
2075
18359
-02
50
GROSS WEIGHT - TAKEOFF
HORIZONTAL
-32
COMMENTS
-11
0
+15
FROM CHART C
FROM FIGURE 3-12
FROM FIGURE 3-12
LH AND RH VALUES COMBINED FROM flGURE 2A-14
FROM FIGURE 3-15
+
FROM FIGURE 3-I2
FROM FlGURE 3-12
LH AND RH VALUES COMBINED FROM flGURE 3 A - U
CABIN SEAT LOCATION - FROM flGURE 3A-32
-19
CHECK WEIGHT AND C.G.S

'
-31
+29
0
+2
+9
ARE WITHIN LIMITS
FROM ABOVE
FROM FIGURE 3-20
FROM FIGURE 3-19
FROM FIGURE 3-19
DIFFERENCES BETWEEN TAKEOFF AND MISSION POINT FUELS - FROM FIGURE 3A-13
FROM ABOVE
CHECK WEIGHT AND C G 'S ARE WITHIN UMITS
FROM FIGURE 3-18
CHECK WEIGHT AND C 6 'S ARE WITHIN LIMITS
FROM ABOVE
LOCATE LOAD I N CABIN FROM FIGURE 3-16
CHECK WEIGHT AND C 6 '5 ARE WITHIN UMITS
FROM FIGURE 3-18
CHUX WUGN AND c G 'S ARE WITHIN U M ~
FROM ABOVE
LOCATE LOAD IN CI\BIN FROM FIGURE 816
CHECK WEIGHT AND C G T AR WITHIN LIMITS
.
FROM FIGURE
- - - -3-18
--
I
I
CHECK WEIGHT AND C G 'S
FROM ABOYE
ARE W r r n l N LIMITS
L O C A T I L O ~ N GCABIN FROM flGURE 3-16
c m a WEIGHTANDCG~
w m i
t U
~
M ~
DIFFERENCE BEWEEN MlSSlON POINT FUELS FIGURE 3-13
CHECK WEIGHT AND C G 'S ARE WlTHIN LIMITS
FROM ABOVE
FROM ABOVE
CHECK WEI6HT AND C G 5 ARE W l l H I N UMITS
FROM ABOVE
CHECK WEIGHT AND C G 5 ARE llVlTHlN UMrrS
FROM ABOVE
FROM ABOVE
CHECK wii~WrAN~CsAREWITHIN U
FROM
AR -W-F- .. .
--
%ECK WEIGHT AND C G 'S ARE WITHIN LIMITS
GROSS WEIGHT LANDING
FROM ABOVE
FROM ABOVE
%OM ABOVE
X O M ABOVE
?EMOW ALL REMAINING FUEL FROM flGURE 3-13
W D RESERVVLANDING FUEL FROM FIGURE 3-13
AL
--
7660
203.5
Figure 3 -2 1. Sample Zloading
NOVEMBER 2 1, 1918
15585
+O-3
+i !O
YECK WEIGHT AND CGT ARE H I T H I N UMlTS
NOTES
1. SAMPLE LOADING CONDITION.DETERMINE ACTUAL LOADING FOR
EACH FLIGHT USING UIrrST WEIGHT AND MOMENT/100 DATA.
2 FROM C.G. CHARTS FIGURE 3-1AND 3-37HEAIRCRAFT
WEIGHT HORLZONTAL MOMENT/lM) AND LATERAL MOMENT/lW)
ARE WITHIN UMlTS AND THEREFORE I N BALANCE
3 EFFECT ON GROSS WElGM OF FUEL BURN O f f MUST BE CONSIDERED WHEN
DETERMINING THE MAXIMUM HOIST LOAD M A T CAN BE APPLIED
WHEN LOADING OR UNLOADING USING THE LmLrrY HOIST.
4. CARE SHOULD BE TAKEN TO ENSURE THAT THE CORRECT
SIGN CONVENTION IS USED. SUBTRACTlON OF A MINUS
MWEHT WILL CHANGE THE MOMEHT SIGN f~ msmE
MAXIMUM ALLOWABLE HOIST LOAD FOR THIS GROSS W U G M
CONDITION IS 490 POUNDS. SEE EXAMPLE ON FlGURE 34.
A FLIGHT
H ~MANUAL
BEM~~E
Part 2, Section IV
Noise Abatement
GENERAL PROCEDURES RECOMMENDED TO MINIMIZE ACOUSTICAL

IMPACT
1. In general, maximum distancelaltitude separation from noise sensitive areas
is the most effective noise abatement procedure.
2.
Control inputs should be made in as gradual a manner as possible.
3.
Noise exposure is lower upwind from the helicopter than downwind.
4.
Noise exposure is lower on the inside of a turn than on the outside.
5. Noise exposure is lower during right turns than left turns.
Approach Procedure
1. Plan routes and approach paths to keep noise sensitive areas to the left
side of the helicopter.
2. Maintain airspeed at 80 KlAS or greater as long as possible. Avoid low
speed low rate-of-descent (creeping) approaches.
3. Descend at 85 KlAS and 1200 to 1400 fpm rate of descent (ROD) to

minimize noise and maximize separation from noise-sensitive areas.
4.
If more moderate approach angles are required, descend at 95 KIAS and

700 to 900 fpm ROD or 105 KlAS at 500 to 700 fpm ROD.
5.
Delay deceleration to touchdown speed or hover as long as practical.
6. When clear of the noise sensitive area, return to Category A or Category B

flight procedures as applicable.
Take-Off Procedure
1. If possible, plan takeoff path away from noise sensitive areas.
2.
Keep noise sensitive areas to the right side of the helicopter.
3. If possible, takeoff into the wind to maximize climb angle.
NOVEMBER 21,1978
Part 2, Section IV
Noise Abatement
4.
hiRflE~~mflA
FLIGHT MANUAL
Avoid right hand crosswinds as additional tail rotor torque can significantly
increase climb noise levels. In general, avoiding right hand crosswinds
takes precedence over keeping noise sensitive areas to the right side of the
helicopter.
5. Climb to cruise altitude at takeoff power and at an airspeed lower than best
rate of climb (approximately 65 to 70 KIAS) to achieve a higher climb angle.
Enroute Procedure
Maintain a minimum altitude of 2000 feet when transiting noise sensitive
areas.
When 2000 feet cannot be maintained, reduce airspeed to not exceed 120
KIAS.
Plan routes to keep noise sensitive areas to the right side of the helicopter.
If noise complaints arise, altitude should be increased.
The procedures described in this section are to be considered as

guidelines and should not take precedence over the
requirements of normal operating procedures, Part 1 Section II,
of the flight manual.
NOVEMBER 21,1978
FUGtfT MANUAL
~erf&e
Data
SUPPLEMENTAL PERFORMANCE
DATA
This section provides p e r f o m e data necessary to compote fuel requiremeats for IT% and VFR fligM in compliaace with FAR Part 91 mles.
n e s e data are m e d on daal engine apeMan with Detroit Diesel Allison
250430 and 250430s gas W i n e engins
NOVEBdBER 21, 1978
Part 2 Section V
Srmb1eme
--=- --
FLIGHT MANUAL
Performance Data
LIST OF PERFORMANCE CHARTS
TITLE
PAGE
Ihel Flow Hover in Ground Effect

at 5-foot Wheel Height at 100%N r ......
Ihel Flow - Hover in Grormd Effect
at 5-foot Wheel Height at 107% N r ......
F'uel Flow - Hover out of Gramrd Effect
at 100-foot Wheel Iieight at 100% Nr
Feel Flow - Hover out of Ground Effect
at 100-foot Wheel Height at 10% Nr ....
Climb - Dual Engine Normal Cruise
Power at 100% N r - Time to Climb
and Fuel Co~lsrrmed ..................
Fuel C o s m q t i m per Nautical Mile at
100% Nr for Sea Level Aikitpde ........
F'uel Consrrmptim per Nautical Mile at
100% Xr for 3,000-foot Pressure
Altitude .............................
Fhel Co~spmptionper Naatical Mile at
1& Nr f o r 6,000-foot Pressure
Altitpde .............................
Fnel Co-n
per N a a t i d Mile at
100% Nr for 9,000-fdot Pressure
AltiWe .............................
F'uel Consumption per Nautical Mile at
100% N r for 12,000-foot Pressrae
....
&We...-...........-....-.....-..
l Consrrmption per Naatical Mile at

100%Nr for 15,000-foot Pressure
Altitrrde...,.....-.................-Ehel C0-~1
per Nautical Mile at
10% ~r for sea ~ e v eAltmxie
l
Frrel Consrrmption per Naotical Mile at
107% Nr for 3,000-foot Pressure
m-e.
Fuel Cm
-t
per Naotical Mile at
10% N r for 6,000-foot A.essrae
Llltitrade.
Frrel Consrrmptian per Nautical Mile at
107%N r for 9,000-foot Presure
-We.
-1
Consrrmptian per Natrtical Mile at
107% N r for l2,OOO-foot Pressure
Altitclde.
Fuel Co-n
per Nantical Mile at
107% Nr for 15, OMCfoot Pressure
Lllti-e.....
Beadwind and Taitwind m a c e on Fuel
and Crzlising Time Requirements
Optimmn Cruise Performance
Esample Problem .....................
5-3
5-4
5-5
5- 6
5- 7
5-8
5-9
5- 1 0
5-11
5- 12
........
5- 13
5-14
............................
5- 15
............................
5-16
............................
5- 17
............................
5- 18
........................
......
..........
NOVEMBER 2 1 1978
5- 19
5-20
5-21
5-22
Part 2 Section V
Supplemental
FLIGHT MANUAL
Performance Data
-...-.
U
"
=P= 5-1
NOVEMBER 21, 1978
NOVEMBER 21, 1978

Revised MARCB 30, 1983
Part 2 Section V
Supplemental
Performance Data
Figrae 5-3
NO21, 1978
Figare 5-4
NOVEMBER 21, 1978
FUGHT MANUAL
576
C U M B 2 ENGINE
NORMAL CRUISE POWER
lOO%NR
BEST RATE OF C U M B S P W
LANDING GEAR UP VflllYY HOIST O f f
TlME AND FUEL CONSUMED
Figrrre 5-5
NOVEMBER 21, 1978

~erfoGnce
Part 2 Section V
Sapplemental
~&formanceData
NGHT MANUAL
Figrae 5-6
NOVEMBER 21, 1918

Part 2 Section V
FUGHT MANUAL
Figcae 5-7
NOVEMBER 21, 1978
Srxpplemental
Performace Data
Part 2 Section V
Supplemental
Performance Dat2
FLIGHT MANUAL
Figure 5-8
NOVEMBER 21, 1978
FUGHT MANUAL
Figure 5-9
NOVEMBER 21, 1978
Revised MARCEI 30, 1983
Part 2 Section v
Supplemental
Performance Data
Part 2 Section V
Snpplemental
Perfcnnxmce Data
FLIGHT MANUAL
NOVEMBER 21, 1978

Revised MARC3 30, 1983
NGHT MANUAL
rigare 5-11
NOVEMBER 21, 1978

Part2SectionV
Supplemental
Performance Data
Part 2 Section V
srrpp1emental
Performaace Data
NOVEMBER 21,
1978
MARCB 30, 1983
Part 2 Section v
NGHT MANUAL
NOVEMBER 21, 1978

Revised MAR= 30, 1983
srsrp1emental
P e r f m e Data
Part 2 section
Sapplemental
Performance Data
NOVEMBER 21, 1978

MARCa 30, 1983
NGHT MANUAL
NOVEMBER 21, 1978

RevisedMARCE 30, 1983
Part 2 Section V
Snpplemental
Performance Data
FUGHf MANUAL
Part 2 Seetion V
FUGHT MANUAL
Figure 5-17
NOVEMBER 21, 1978
Supplemental
Performance Data
XWIND
HUDWIND AND
INFLUENCE ON
PUtL AND CRUlSlNO TIME REQUIREMENTS
CHART USE:
(I) OBTAIN LO. I U C U N A U T . MILE AND TRUE SPEED I O U
TI,.
ALTITUDE AND TEMPERATURE FROM
A/C
PERIORMANCE CRU13E CHART.
(2) ENTER TOP L E I 1 CURVE AT LB. IUEL/NAUT. M k E A N D
PROCEED VERTICALLY TO OESIRED R m a E TO DETER.
MINE f UEL REO.
n ENTER TOP R I ~ M TCURVE AT DESIRED RANQEAND
PRDCEED VERllCAlLY TO TRUE AIRSPEED LINE TO DETER*
MINE CRUISINa TIME.
(4) ENTER BDTTOM L E ~ T C U R AT
V ~TRUESPEED AND
PROCEED VERTICALLY TO APPROPRIATE HEADWIND/
TAILWIND LINE TO OBTAIN MULTIPLIER VALUE TO
B E APPLIED TO FUEL C TIME.
S-76
OPTMUM CRUISE PERFORMANCE
ZERO WIND SPEED
GEAR UP
U T l L n r not= OFF
Egme 5- 19
NOVEMBER 21, 1978
Part 2 Section V
s.applemental
Performance Data
AN~RHKW~E
FUGHT MANUAL
Example Problem
Determine the *.band time required to fly 330 naatical miles at nonormal
cruise power into a 10 hot headwind on a staadard day. Takeoff site is at
sea level altitude; selected cruise conditions are 3,000 feet altitude and 100%
Nr. The takeoff gross weight is 10,000 lbs with full fuel (1,900 lbs).
Initial takeoff gross weight
Warrmq and takeoff fuel (5 minrrtes) Figure (5)
Gross weight after warmup (1-2)
Fnel flow for 5-foot hover at (3) - Figure (1)
'
Fuel for 2-minute hover (4) X (2mid6Omin)
Gross weight at start of cfimb (3) (5)
'i. Fuel for Climb Figure (5)
8.
Time for Climb FigPre (5)
* 9. Gross weight start of craise (6) (7)
Trae airspeed for normal cnxise power at (9) Fig. (7)
10.
Pounds hel/naatical mile at 146 knots, 3,000 ft ,
11.
100% Ng and weight of (9) Figare (7)
l2. Ehel required for 330 meal miles at (11) zero
wind (Flgare 18)
13. Crrrise time zero wind at (10) Figure (18)
14.
Fnel and craising-time increase increment at 146 knots
and ICNimt headFigrw (18)
Fuel required for 330 naatical mile range with 1 0 - b t
15.
headwind (12) X (14)
16C m i s i q time with a 10-hot headwind (13) X (14)
Total fael required (2)+6)+(7)+(15)
17.
18.
3bel reserve (1900 Us) (17)
19.
Reserve time ai clrdsing speed of 146 knots with
reserve fael quantity of (18)
(18)/(11) X (60min per hr)
1.
2.
3.
4.
5.
6.
--
10,000 Ibs
25 Ibs
9,975 lbs
627 Ibs/br
21 lbs
9,954 lbs
25 lbs
2.5 min
9,929 lbs
146 lrts
20.
1,405 lbs
2.26 hrs
1,503 l b ~
2.42 b r ~
1,574 lbs
326 Ibs
Reserve distance at -sing

speed of 146 Bnots with
reserve fuel crazmte
i of (18)
71.4 n m.
8,426 lbs
21.
*
Gross weight dming m
consomption
NOTE
e not adjusted for fuel
NOVEMBER 21 1918
Revised J1L4RCB 30, 1983

Flight Manual S-76A

Enviado por

Dados do documento

Descrição original:

Direitos autorais

Formatos disponíveis

Compartilhar este documento

Compartilhar ou incorporar documento

Opções de compartilhamento

Você considera este documento útil?

Este conteúdo é inapropriado?

Direitos autorais:

Formatos disponíveis

Flight Manual S-76A

Enviado por

Direitos autorais:

Formatos disponíveis

-

Q SIKORSKY AIRCRAF'T CORPORATION 2003

SKORSKY AIRCRAFT CORPORATION

P.0. BOX 9729

BRAZILIAN ROTORCRAFT FLIGHT MANUAL

This Rotorcraft Flight Manual is approved by the FAA on khalf

Date: August 30,2000

This Rotorcraft shall be operated in acmdance with the

O SIKORSKY AIRCRAFT CORPORATION 1978

LOG OF TEMPORARY REVISIONS

RETAIN THIS RECORD IN THE FRONT 'OF THE

ON RECEIPT OF TEMPORARY REVfSIONS,

THIS lLOG WILL BE REVISED EACH TIME THAT

LOG OF TEMPORARY REVISIONS

FAA ROTORCRAFT FLIGHT MANUAL

FAA APPROVED NOVEMBER 2 1,1978

FAA APPROVED NOVEMBER 2 1,1978

FAA APPROVED JUNE 19, 1996

FAA APPROVED NOVEMBER 2 1,1978

i, ii, iiA, iiB, iii, iv, v,

JAN 16, 1979

i, ii, iii, 1-10, 1-10A,

JAN 17, 1979

FAA APPROVED NOVEMBER 2 1,1978

Add i n t r d ~ c tion, metric

Add IE.R operation

Added fuel totalizer

FAA APPROVED NOVEMBER 21, 1978

The revisicm date is shown at the bottom af each revised

1-5, 1-8, 1-8A,

MAR 16, 1979

Added external Arm 12, 1979

FAA APPROVED NOVEMBER 21, 1978

The revision date is shown at the battom of each revised

Revised altitude June 21,1979

FAA APPROVED NOVEMBER 21, 1978

ii, iiA, iiB, iii,v,

1-8, 2-1, 2-3,

Added informa- Oct 4, 1979

FLAPPROVED NOVEMBER 21,

Expaad temperatme limits.

FAA APPROVED NOVEMBER 21, 1978

FAA APPROVED NOVEMBER 21, 1918

Added snow proteckit P/N 7607630006-012.

Increased density Mar 23, 1981

FAA APPROVED NOVEMBER 21, 1978

iv, ivA. vii,

F M -APPROVED NOVEMBER 21, 1978

iv, ivA, vi, vii,

Warning and Caution AdPisory

Emergency Proced-me, In Fliglst

and Hoist lockoatuf ECU and Vent

FAA APPROVED NOVEMBER 21, 1978

The revision date is shown at the buttom of each

i, ii, iiA, iiB, iiC, iiD, iii, ivyivA, 7/26/82

Note on No. 2 HpdraaZic Pressure and St-g

FAA APPROVED NOVEMBER 21, 1978

The revision date is shown at the bottom af each

revised page. A vertical har on the rear margin

Revise fnnction af .3/9/83

FAA APPROVED NOVEMBER 21, 1978

The revision date is shown at the battam of each

Revised to provide for a p t i d