AW189 RFM - Rev 4

AW189 - RFM
Document N°
189G0290X002
ROTORCRAFT FLIGHT MANUAL

Copy assigned to rotorcraft: S/N . . . . . . . . . . . . . . . . . . . . . . . . . . .
Registration Marks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ISSUE 1: 31 JANUARY 2015

REVISION 4: 6 MAY 2015
Continuing airworthiness criteria for the AW189 is developed and

maintained by AgustaWestland S.p.A., who is the holder of the type
certificate in the state of design.
EASA Approval Date:

31 January 2014
FOR TRAINING ONLY

AW189 - RFM
Document N°
189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
FOR TRAINING ONLY

AW189 - RFM
Document N°
189G0290X002
This publication contains information proprietary to AgustaWestland S.p.A.

Reproduction and/or resale of the information or illustrations contained herein
is not permitted without the written approval of CUSTOMER SUPPORT &
SERVICES - ITALY - Product Support Engineering Dept. Additional copies of
this publication and/or change service may be obtained from:
AGUSTAWESTLAND S.p.A.
CUSTOMER SUPPORT & SERVICES - ITALY
Product Support Engineering Department
Via Del Gregge, 100
21015 Lonate Pozzolo (VA) - Italia
Tel.: 0039-0331664845 - Fax.: 0039-0331664684
e-mail: gestpubs@agustawestland.com
FOR TRAINING ONLY

AW189 - RFM
Document N°
189G0290X002
FOR TRAINING ONLY

AW189 - RFM Table of Contents
Document N°
189G0290X002
TABLE OF CONTENTS
Page
RECORD OF REVISIONS ...................................................................................... A-1
RECORD OF EFFECTIVE PAGES ........................................................................ B-1
INTRODUCTION....................................................................................................... I-1
PART I - EASA APPROVED
Section
LIMITATIONS ............................................................................................................. 1
PROCEDURES ........................................................................................................... 2
EMERGENCY AND MALFUNCTION PROCEDURES............................................... 3
PERFORMANCE DATA ............................................................................................. 4
OPTIONAL EQUIPMENT SUPPLEMENTS ............................................................... 5
PART II - MANUFACTURER’S DATA
Section
WEIGHT AND BALANCE........................................................................................... 6
SYSTEM DESCRIPTION ............................................................................................ 7
HANDLING, SERVICING AND MAINTENANCE ....................................................... 8
SUPPLEMENTAL PERFORMANCE INFORMATION ............................................... 9
EASA Approved FOR TRAINING ONLY Issue 1 TOC-1

Table of Contents AW189 - RFM
Document N°
189G0290X002
TOC-2 Issue 1 FOR TRAINING ONLY EASA Approved

AW189 - RFM Record of
Document N° Revisions
189G0290X002
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 Approved by EASA on
31 January 2014.
Refer to Type Certificate
Data Sheet (TCDS) No.
EASA.R.510 Issue 1
1 Title Page, A-1, B-1 , B-2, 1-2, 1-10, EASA Approval
1-82, 1-84, 2A-38, 2B-20, 2B-22, 3- N° 10050077
4, 3-12, 3-21, 3-22, 3-42, 3-63, 3-64, dated 31 July 2014
3-68 thru 3-73, 3-75, 4-10, 4-11, 4-33,
4-35, 4-82, 5-2, 5-4.
Added Supplement 2.
2 Page 1-1, 1-9, 1-10, 1-14 thru 1-21, 1- EASA Approvals
30, 1-32, 1-36, 1-43, 1-45, 1-47 thru 1- N° 10051720,
50, 1-54, 1-59, 1-66, 2A-4, 2A-7, 2A- 10051717, 10051718,
8, 2A-11 thru 2A-14, 2A-16 thru 2A- 10051725, dated
29, 2A-32, 2A-34 thru 2A-36, 2A-40, 18 December 2014
2A-43, 2A-46, 2A-49 thru 2A-55, 2A-
57, 2A-58, 2A-60, 2B-1, 2B-2, 2B-4
thru 2B-11, 2B-13 thru 2B-19, 2B-22,
2B-23, 3-1, 3-9 thru 3-11,3-13 thru 3-
18, 3-27, 03-28, 3-30 thru 3-38, 3-41,
3-42, 3-44, 3-45, 3-47, 3-48, 3-56, 3-
64, 3-67 thru 3-77, 3-80, 3-86, 3-89
thru 3-95, 3-97 thru 3-101, 3-104, 3-
105, 3-112, 3-116, 3-119, 3-122 thru
3-125, 3-134, 3-136, 3-138, 3-140, 3-
143, 3-160, 3-161, 3-163, 3-165 thru
3-170, 3-173 thru 3-178, 3-180 thru 3-
185, 3-187, 3-190 thru 3-192, 3-194,
3-202 thru 3-204, 3-206 thru 3-208, 3-
210, 3-212 thru 3-214, 3-217, 3-219,
3-226, 4-34, 4-63, 4-68, 4-73, 4-78
thru 4-228.
Added page 3-227, 3-228, 4-35A, 4-
35B, 4-82A and 4-82B.
Changed Supplement 1, Supplement
2, Supplement 3, Supplement 4,
Supplement 6, Supplement 7,
Supplement 10, Supplement 11.
Added Supplement 24.
EASA Approved FOR TRAINING ONLY Issue 1 Page A-1

Record of AW189 - RFM
Revisions Document N°
189G0290X002
REVISION
SUBJECT APPROVAL
No.
2 Added Supplement 25. EASA Approval
N° 10051714 dated 18
December 2014
Added Supplement 17. EASA Approval
N° 10051719 dated 18
December 2014
N° 10051722 dated 18
December 2014
N° 10051723 dated 18
December 2014
N° 10051724 dated 18
December 2014
N° 10051741 dated 19
December 2014
N° 10051744 dated 19
December 2014
Changed Supplement 6. EASA Approval
N° 10051742 dated 19
December 2014
N° 10051750 dated 22
December 2014
N° 10051751 dated 22
December 2014
N° 10051759 dated 22
December 2014
N° 10051761 dated 22
December 2014
Page A-2 Issue 1 FOR TRAINING ONLY EASA Approved

AW189 - RFM Record of
Document N° Revisions
189G0290X002
REVISION
SUBJECT APPROVAL
No.
3 Title Page, B-1 thru B-6, 1-ii, 1-34, 1- EASA Approvals
35, 1-50, 2-i, 2-ii, 2A-13, 2A-16 thru N° 10052432,
2A-35, 2B-1, 2B-2, 2B-4, 2B-10, 10052433 and
2B-15, 2B-16, 3-94, 3-95, 5-i, 5-ii, 5-2, 10052437
5-2A, 5-2B, 5-4, 5-4A, 5-4B, 5-5 thru dated 26 February 2015
5-12, Supplement 6, Supplement 8,
Supplement 15 and Supplement 24.
Added page A-3, A-4.
Added Supplement 20. EASA Approvals
N° 10052433 and
10052434
dated 26 February 2015
4 Title Page, A-3, B-1 thru B-6, 1-iii, 1-7, EASA Approvals
1-49, 1-50, 1-51, 2A-26, 3-94, 3-100, N° 10053250, 10053252,
3-112, 4-ii, 4-27, 4-28, 4-55, 5-2A, 10053253 and 10053254
5-2B, 5-4A, 5-4B, Supplement 3, dated 7 May 2015 and
Supplement 5, Supplement 6, EASA Approval
Supplement 16, Supplement 18, N° 10053233
Supplement 19, Supplement 21, dated 6 May 2015
Suplement 22, Supplement 25,
Supplement 26.
Added pages 1-87 and 1-88.

Record of AW189 - RFM
Revisions Document N°
189G0290X002

AW189 - RFM List of
Document N° Effective
189G0290X002 Pages
LIST OF EFFECTIVE PAGES

NOTE: A black vertical line in outer margin of the page indicates revised text
and approval revision number is printed in the lower margin.
Page Revision N° Page Revision N°
Title 4 1-34 and 1-35 3

TOC-1 and TOC-2 0 1-36 2
A-1 and A-2 2 1-37 thru 1-42 0
A-3 4 1-43 2
A-4 3 1-44 0
B-1 thru B-6 4 1-45 2
I-1 thru I-14 0 1-46 0
1-47 and 1-48 2
1-49 thru 1-51 4
1-52 and 1-53 0
1-i 0
1-54 2
1-ii 3
1-55 thru 1-58 0
1-iii 4
1-59 2
1-vi thru 1-vi 0
1-60 thru 1-65 0
1-1 2
1-66 2
1-2 1
1-67 thru 1-81 0
1-3 thru 1-6 0
1-82 1
1-7 4
1-83 0
1-8 0
1-84 1
1-9 and 1-10 2
1-85 and 1-86 0
1-11 thru 1-13 0
1-87 and 1-88 4
1-14 thru 1-21 2
2-i and 2-ii 3
1-22 thru 1-29 0
2-iii and 2-iv 0
1-30 2
2-1 and 2-2 0
1-31 0
2A-1 thru 2A-3 0
1-32 2
2A-4 2
1-33 0
FOR TRAINING ONLY Issue 1 Page B-1

List of AW189 - RFM
Effective Document N°
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2A-5 and 2A-6 0 2B-15 and 2B-16 3

2A-7 and 2A-8 2 2B-17 0
2A-9 and 2A-10 0 2B-18 and 2B-19 2
2A-11 and 2A-12 2 2B-20 1
2A-13 3 2B-21 2
2A-14 2 2B-22 1
2A-15 0 2B-23 2
2A-16 thru 2A-25 3 2B-24 thru 2B-26 0
2A-26 4 3-i thru 3-iv 0
2A-27 thru 2A-35 3 3-v 2
2A-36 and 2A-37 0 3-vi thru 3-x 0
2A-38 1 3-1 2
2A-39 2 3-2 and 3-3 0
2A-40 and 2A-41 0 3-4 1
2A-42 2 3-5 thru 3-8 0
2A-43 and 2A-44 0 3-9 thru 3-11 2
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2A-48 thru 2A-54 2 3-19 and 3-20 0
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2A-58 0 3-23 thru 3-26 0
2A-59 and 2A-60 2 3-27 and 3-28 2
2B-1 and 2B-2 3 3-29 0
2B-3 0 3-30 thru 3-38 2
2B-4 3 3-39 and 3-40 0
2B-5 thru 2B-9 2 3-41 and 3-42 2
2B-10 3 3-43 0
2B-11 2 3-44 and 3-45 2
2B-12 0 3-46 0
2B-13 and 2B-14 2 3-47 and 3-48 2
Page B-2 Issue 1 FOR TRAINING ONLY

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3-56 2 3-137 0
3-57 thru 3-62 0 3-138 2
3-63 and 3-64 2 3-139 0
3-65 and 3-66 0 3-140 2
3-67 thru 3-77 2 3-141 and 3-142 0
3-78 and 3-79 0 3-143 2
3-80 2 3-144 thru 3-159 0
3-81 thru 3-85 0 3-160 and 3-161 2
3-86 2 3-162 0
3-87 and 3-88 0 3-163 2
3-89 thru 3-93 2 3-164 0
3-94 4 3-165 thru 3-170 2
3-95 3 3-171 thru 3-173 0
3-96 0 3-174 thru 3-178 2
3-97 thru 3-99 2 3-179 0
3-100 4 3-180 and 3-181 2
3-101 2 3-182 0
3-102 and 3-103 0 3-183 thru 3-185 2
3-104 and 3-105 2 3-186 0
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3-112 4 3-188 and 3-189 0
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3-119 2 3-195 thru 3-201 0
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3-135 0 3-210 2

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3-212 thru 3-214 2 4-81 2
3-215 and 3-216 0 4-82 1
3-217 2 4-82A and 4-82B 2
3-218 0 4-83 thru 4-228 0
3-219 2 5-i and 5-ii 3
3-220 thru 3-225 0 5-1 0
3-226 thru 3-228 2 5-2 3
4-i 0 5-2A and 5-2B 4
4-ii 4 5-3 2
4-iii 2 5-4 3
4-iv thru 4-vi 0 5-4A and 5-4B 4
4-1 thru 4-9 0 5-5 thru 5-12 3
4-10 and 4-11 1
4-12 thru 4-26 0 Supplement 1
(Refer to the applicable
4-27 and 4-28 4
List of Effective Pages)
4-29 thru 4-32 0
Supplement 2
4-33 1 (Refer to the applicable
4-34 2 List of Effective Pages)
4-35 1 Supplement 3
4-35A and 4-35B 2 List of Effective Pages)
4-36 thru 4-54 0 Supplement 4
4-56 thru 4-62 0
Supplement 5
4-64 thru 4-67 0 List of Effective Pages)
4-68 2 Supplement 6
4-69 thru 4-72 0 List of Effective Pages)
4-73 2 Supplement 7
4-74 thru 4-77 0 (Refer to the applicable
4-78 2

AW189 - RFM List of
189G0290X002 Pages
Supplement 8 Supplement 21
(Refer to the applicable (Refer to the applicable
List of Effective Pages) List of Effective Pages)
Supplement 15 PART II - MANUFACTURER’S DATA
List of Effective Pages) 6-i and 6-ii 2
Supplement 16 6-1 0
(Refer to the applicable 6-2 and 6-3 2
6-4 thru 6-7 0
Supplement 17
(Refer to the applicable 6-8 2
List of Effective Pages) 6-9 and 6-10 4
Supplement 18 6-11 thru 6-35 2
List of Effective Pages) 6-36 4
Supplement 19 6-37 and 6-38 2

6-40 2
Supplement 20
List of Effective Pages) 6-42 thru 6-44 2

List of AW189 - RFM
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6-45 4 7-290 and 7-291 0

6-46 2 7-292 4
6-47 4 7-292A thru 7-292L 2
6-48 thru 6-50 2 7-293 thru 7-382 0
6-51 4 7-382A thru 7-382D 2
6-52 thru 6-62 2 7-383 thru 7-397 0
7-i 0 7-397A thru 7-397J 4
7-ii 3 7-398 thru 7-482 0
7-iii thru 7-xxii 4 7-483 thru 7-550 4
7-1 thru 7-68 0 8-i and 8-ii 0
7-68A thru 7-68F 2 8-1 2
7-68G thru 7-68K and 8-2 0
7-69 3 8-3 2
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7-86A and 7-86B 3 9-i- thru 9-vi 0
7-87 thru 7-112 0 9-1 thru 9-3 0
7-113 4 9-4, 9-4A thru 9-4D 2
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7-189 4
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7-248A thru 7-248N 4
7-249 thru 7-288 0
7-289 4

AW189 - RFM Introduction
Document N°
189G0290X002
INTRODUCTION
GENERAL
It is the responsibility of the flight crew to be familiar with the contents of this
manual.
REVISIONS (RE-ISSUES)
This manual is subject to revisions (re-issues) which will be automatically dis-
tributed to all holders of the manual. It is the responsibility of the operator to
assure that the revisions (re-issues) are incorporated into the manual upon
receipt.
At the beginning of the manual there is the ”Record of Revision” table that
shows all pages of the manual which have been revised as well as number,
subject and approval reference of each revision.
REVISION SYMBOL
Revised text is indicated by a black vertical line on the outer margin of the
page, adjacent to the affected text and the revision number is printed in the
lower inner margin. The revision symbol identifies the addition of new informa-
tion, a change of procedure, the correction of an error, or a rewording of the
previous information.
TEMPORARY REVISIONS
Temporary Revisions are issued when immediate data is to be included in the
manual. The Temporary Revision data can add to or cancel the initial data in
the manual. They are numbered progressively for each section of the manual
and are printed on blue paper. Temporary Revision pages are not written in
the ”Record of Effective Pages”. A complete list of active and inactive Tem-
porary Revisions is written in the ”Record of Temporary Revisions” page.
FOR TRAINING ONLY Issue 1 Page I-1

Introduction AW189 - RFM
Document N°
189G0290X002
TERMINOLOGY
WARNINGS, CAUTIONS AND NOTES

Warnings, Cautions and Notes are used throughout this manual to emphasize
important and critical instructions and are used as follows:
WARNING
An operating procedure, practice, etc., which, if not correctly fol-
lowed, could result in personal injury or loss of life.
CAUTION
An operating procedure, practice, etc., which, if not strictly
observed, could result in damage to, or destruction of, equip-
ment.
Note
An operating procedure, condition, etc., which is essential to
highlight.
USE OF PROCEDURAL WORDS

The concept of procedural word usage and intended meaning which has been
adhered to in preparing this RFM is as follows:
”Shall” or ”Must” have been used only when application of a procedure is
mandatory.
”Should” has been used only when application of a procedure is re-com-
mended.
”May” has been used only when application of a procedure is optional.
”Will” has been used only to indicate futurity, never to indicate a mandatory
procedure.
”Condition” has been used to determine if the item under examination pre-
sents external damage which could jeopardize its safe operation.
”Secure” has been used to determine if the item under examination is cor-
rectly locked, referring to doors and disconnectable items, or correctly posi-
tioned and installed.
Page I-2 Issue 1 FOR TRAINING ONLY

Document N°
189G0290X002
DEFINITIONS
The level of alertness required by the pilots is a function of the flight regime.
The following definitions are used in the manual:
Fly Attentive - Pilot to maintain close control of the flight path using hands/
feet on when required.
Fly Manually - Pilot to control directly the flight path using hands/feet on.
QFE - Atmospheric pressure at aerodrome elevation (or runway threshold).
QNH - Altimeter subscale setting to obtain elevation when on the ground.
ABBREVIATIONS
The use of capital letters in the text, apart from normal grammatical usage,
indicates the actual wording of marking of indicators, controls or control posi-
tions on the helicopter.
Abbreviations and acronyms used throughout this RFM are defined as follows:
— a.c./AC : Alternating Current
— ACLCD : Active Liquid Crystal Displays
— ADC : Air Data Computer
— ADF : Automatic Direction Finder
— ADLP : Data Link Processor
— ADM : Air Data Module
— ADS : Air Data System
— AEO : All Engines Operative
— A/F : Airframe
— AFCS : Automatic Flight Control System
— AG : Accessory Gearbox
— AGL : Above Ground Level
— AHRS : Attitude Heading Reference System
— ALS : Ambient Light Sensor
— AMMC : Aircraft and Mission Management Computer

Document N°
189G0290X002
— AMSL : Above Mean Sea Level
— AP : AutoPilot
— ATT : Attitude hold
— ATC : Air Traffic Control
— AWG : Aural Warning Generator
— BL : Buttock Line
— BOD : Bottom Of Descent
— BOW : Basic Operating Weight
— CAS : Calibrated Air Speed
— CAS : Crew Alerting System
— CAT : Category
— C/B : Circuit Breaker
— CCD : Cursor Control Devices
— CCW : Counter Clock Wise
— CCP : Cockpit Control Panel
— CG : Center of Gravity
— CLTV : Collective
— CPI : Crash Position Indicator
— CS : Centistoke
— CVR : Cockpit Voice Recorder
— CW : Clock Wise
— DAU : Data Acquisition Unit
— d.c./DC : Direct Current
— DEOS : Digital Engine Operating System
— DCU : Data Collection Unit
— DFDAU : Digital Flight Data Acquisition Unit
— DG : Directional Gyro

Document N°
189G0290X002
— DGPS : Differential Global Positioning System
— DH : Decision Height
— DICP : Display Instrument Control Panel
— DME : Distance Measuring Equipment
— DR : Deak Reckoning
— EAPS : Engine Air Particle Separator
— EASA : European Aviation Safety Agency
— ENAC : Ente Nazionale Aviazione Civile
— ECL : Engine Control Lever
— ECS : Environmental Control System
— ECU : Engine Control Unit
— ECDU : Electronic Control Display Unit
— EEC : Electronic Engine Control
— EFIS : Electronic Flight Instrument System
— EGPWS : Enhanced Ground Proximity Warning System
— ELT : Emergency Locator Transmitter
— EMM : Engine Maintenance Manual
— ENG : ENGine
— EOP : Engine Oil Pressure
— EOT : Engine Oil Temperature
— EPU : Estimated Position Uncertainty
— EXT : External
— FAA : Federal Aviation Administration
— FAF : Final Approach Fix
— FCC : Flight Control Circuit
— FCU : Fuel Computer Unit
— FD : Flight Director

Document N°
189G0290X002
— FDR : Flight Data Recorder
— FMCW : Frequency-Modulated Continuous Wave
— FMM : Fuel Management Module
— FMS : Flight Management System
— FOD : Foreign Object Damage
— FOM : Figure of Merit
— FTR : Force Trim Release
— FWD : Forward
— GA : Go-Around
— GC : Guidance Controller
— GI : Ground Idle
— GPS : Global Positioning System
— GS : GroundSpeed
— G/S : GroundSpeed
— GS : Glide Slope
— GW : Gross Weight
— HCB : Heating Control Box
— Hd : Density altitude
— HF : High Frequency
— HIGE : Hover In Ground Effect
— HOGE : Hover Out of Ground Effect
— Hp : Pressure altitude
— HPS : Hydraulic Power Supply
— HSI : Horizontal Situation Indicator
— HTR : HeaTeR
— H-V : Height Velocity
— IAS : Indicated Air Speed

Document N°
189G0290X002
— ICS : Inter Communication System
— IDS : Integrated Display System
— IGB : Intermediate Gear Box
— IFR : Instrumental Flight Rules
— IGE : In Ground Effect
— IGS : Instrument Guidance System
— ILS : Instrument Landing System
— IR : Infrared
— ISA : International Standard Atmosphere
— ITT : Inter Turbine Temperature
— JAR : Joint Aviation Requirements
— KCAS : Knots - Calibrated Air Speed
— KIAS : Knots - Indicated Air Speed
— Kts : Knots
— LAT : Lateral
— LCF : Low Cycle Fatigue
— LDA : Landing Directional Aid
— LDG : LanDing Gear

— LG : Landing Gear
— LGCP : Landing Gear Control Panel
— LH : Left Hand
— LOC : Localizer
— LONG : Longitudinal
— LSS : Lightning Sensor System
— MAN : Manual Override System
— MAU : Modular Avionic Unit
— MCDU : Multifunction Control Display Unit

Document N°
189G0290X002
— MCL : Master Caution Light
— MCP : Maximum Continuous Power
— MDA : Minimum Descent Altitude
— MEC : MEChanical
— MFD : Multifunction Flight Display
— MFR : Manufacturer
— MGB : Main Gear Box
— MLG : Main Landing Gear
— MLS : Microwave Landing System
— MPOG : Minimum Pitch On Ground
— M/R : Main Rotor
— MRC : Modular Radio Cabinet
— MWL : Master Warning Light
— NAV : NAVigation
— NF : Power turbine speed
— NG : Gas generator speed
— NLG : Nose Landing Gear
— NR : Rotor speed
— NVG : Night Vision Goggle
— OAT : Outside Air Temperature
— OEI : One Engine Inoperative
— OGE : Out Of Ground Effect
— OR : Operational Range
— PAX : Passengers
— PCM : Power Control Module
— PCMCIA : Personal Computer Memory Card Interface Association
— PEP : Peak Envelope Power

Document N°
189G0290X002
— PF : Pilot Flying
— PFD : Primary Flight Display
— PI : Power Index
— PLA : Power Lever Angle (throttle)
— PMS : Power Management Switch
— PNF : Pilot Not Flying
— PSU : Passenger Station Unit
— PWR : Power
— RA : Radio Altimeter
— RAIM : Receiver Autonomous Integrity Monitor
— RCP : Reconfiguration Control Panel
— RFM : Rotorcraft Flight Manual
— RH : Right Hand
— RICP : Remote Instrument Control Panel
— RNP : Required Navigation Performance
— ROC : Rate Of Climb
— RPM : Revolutions Per Minute
— SAS : Stability Augmentation System
— SNSR : SeNSoR
— SID : Standard Instrument Departure
— SOV : Shut-Off Valve
— S/N : Serial Number
— STA : Station
— STAR : Standard Terminal Arrival Route
— STBY : STandBY
— TA : Terrain Awareness
— TAD : Terrain/Obstacle Awareness Display

Document N°
189G0290X002
— TAS : True Air Speed
— TAWS : Terrain Awareness and Warning System
— TBD : To Be Defined
— TCAS : Traffic Collision and Alert System
— TOC : Top Of Climb
— TOD : Top Of Descent
— TOP : Take Off Power
— TQ/TRQ : Engine torque
— TRSOV : Tail Rotor Shut Off Valve
— TRU : Tansformer Rectifier Unit
— TRU : TRUe
— TVC : Temperature Control Valve
— VFASS : FlyAway Safety Speed
— VDR : VHF - Data Radio
— VFR : Visual Flight Rules
— VIDL : VOR/ILS/Data Link
— VMS : Vehicle Monitoring System
— VLO : Maximum landing gear operating speed

— VLE : Maximum landing gear extended speed
— Vmini : Minimum airspeed for flight under IFR
— VNE : Never Exceed speed
— VOR : Very high frequency Omni-directional Range
— VS : Vertical Speed
— VSI : Vertical Speed Indicator
— VTOSS : Take Off Safety Speed
— Vy : Speed for best rate of climb
— W.A.T. : Weight/Altitude/Temperature

Document N°
189G0290X002
— WGT : Weight
— WOW : Weight On Wheel
— WX : Weather radar
— Xfer : Transfer
— XPDR : Trasponder

Document N°
189G0290X002
8853
105.0 Ø2900
5160
4006
3972
3024
515
4790
13900
14600
2550
Ø 14
600
3000
DIMENSIONS IN MILLIMETERS 4000
ICN-89-A-157000-A-00001-02249-A-001-01
Figure I-1 Helicopter - Three Views

Document N°
189G0290X002
1420
900
1710 570
DIMENSIONS IN MILLIMETERS
ICN-89-A-157000-G-A0126-04130-A-001-01
Figure I-2 Cabin and Baggage Door Dimensions

Document N°
189G0290X002

AW189 - RFM
Document N°
189G0290X002
FOR TRAINING ONLY

FOR TRAINING ONLY
AW189 - RFM Section 1
Document N° Table of contents
189G0290X0002
SECTION 1
LIMITATIONS
TABLE OF CONTENTS
Page
BASIS OF CERTIFICATION ...................................................................................................1-1
TYPES OF OPERATION .........................................................................................................1-1
MINIMUM FLIGHT CREW.......................................................................................................1-1
NUMBER OF OCCUPANTS ...................................................................................................1-2
WEIGHT AND CENTER OF GRAVITY LIMITATIONS ...........................................................1-2
MAXIMUM WEIGHT .........................................................................................................1-2
MINIMUM WEIGHT ..........................................................................................................1-2
CENTER OF GRAVITY ....................................................................................................1-3
AIRSPEED LIMITATIONS.......................................................................................................1-8
CABIN DOOR OPEN LIMITATIONS ................................................................................1-8
GROUND SPEED LIMITATIONS............................................................................................1-8
ON PAVED SURFACES...................................................................................................1-8
ON PREPARED GRASS SURFACES..............................................................................1-8
WIND SPEED LIMITATIONS FOR ROTOR STARTING ANDSTOPPING.......................1-9
ALTITUDE LIMITATIONS .......................................................................................................1-9
AMBIENT AIR TEMPERATURE LIMITATIONS (OAT)...........................................................1-9
COLD TEMPERATURE LIMITATIONS...................................................................................1-9
ICING AND SNOW LIMITATIONS ..........................................................................................1-9
CATEGORY B OPERATION LIMITATIONS .........................................................................1-10
HEIGHT-VELOCITY LIMITATIONS ......................................................................................1-10
MANOEUVRING LIMITATIONS............................................................................................1-31
AUTOROTATION LIMITATIONS...........................................................................................1-31
SLOPE LIMITATIONS...........................................................................................................1-31
POWER PLANT (GE CT7-2E1 ENGINE) LIMITATIONS......................................................1-32
POWER INDEX INDICATOR (PI %)...............................................................................1-32
GAS GENERATOR SPEED (NG %) ..............................................................................1-33
FOR TRAINING ONLY Issue 1 Page 1-i

Section 1 AW189 - RFM
Table of contents Document N°
189G0290X002
Page
ROTOR DROOP THRESHOLD..................................................................................... 1-33

POWER TURBINE SPEED (NF %) ............................................................................... 1-33
INTER TURBINE TEMPERATURE (ITT °C ) ................................................................ 1-34
OIL TEMPERATURE (ENG OIL °C).............................................................................. 1-35
OIL PRESSURE (ENG OIL BAR) .................................................................................. 1-35
STARTER DUTY CYCLE............................................................................................... 1-35
POWER MARGIN TREND MONITORING .................................................................... 1-35
TRANSMISSIONS LIMITATIONS ........................................................................................ 1-36
TORQUE (TQ %) ........................................................................................................... 1-36
OIL TEMPERATURE (°C) ............................................................................................. 1-37
OIL PRESSURE (BAR).................................................................................................. 1-37
ROTOR SPEED LIMITATIONS ............................................................................................ 1-38
POWER-ON (NR%) ....................................................................................................... 1-38
POWER-OFF (NR%) ..................................................................................................... 1-38
ENGINE TRAINING MODE LIMITATIONS .......................................................................... 1-38
APU LIMITATIONS (SAFRAN MICROTURBO E-APU 60) ................................................. 1-39
APU STARTER DUTY CYCLE ...................................................................................... 1-39
FUEL SYSTEM LIMITATIONS ............................................................................................. 1-39
ENGINE FUEL PRESSURE (BAR)................................................................................ 1-39
APU FUEL PRESSURE (BAR) ...................................................................................... 1-40
FUEL CAPACITIES........................................................................................................ 1-40
UNUSABLE FUEL.......................................................................................................... 1-40
FUEL FLOW INDICATION............................................................................................. 1-40
AUTHORIZED FUEL TYPES......................................................................................... 1-41
LUBRICANT LIMITATIONS ................................................................................................. 1-42
AUTHORIZED ENGINE OILS........................................................................................ 1-42
AUTHORISED APU OILS .............................................................................................. 1-43
AUTHORIZED TRANSMISSION OIL............................................................................. 1-43
HYDRAULICS SYSTEM LIMITATIONS............................................................................... 1-44
HYDRAULIC FLUID TEMPERATURE (°C) ................................................................... 1-44
HYDRAULIC FLUID PRESSURE (BAR) ....................................................................... 1-44
ELECTRICAL HYDRAULIC PUMP................................................................................ 1-44
AUTHORIZED HYDRAULIC FLUIDS ............................................................................ 1-45
ROTOR BRAKE LIMITATIONS ........................................................................................... 1-45
WHEEL BRAKE LIMITATIONS ........................................................................................... 1-45
PITOT HEATING LIMITATIONS .......................................................................................... 1-46
Page 1-ii Issue 1 FOR TRAINING ONLY

Rev. 3
189G0290X002
Page
ELECTRICAL SYSTEM LIMITATIONS.................................................................................1-46

AC GENERATOR LOAD (%)..........................................................................................1-46
APU AC GENERATOR LOAD (%) .................................................................................1-46
BATTERY LOAD (A).......................................................................................................1-46
TRU LOAD (%) ...............................................................................................................1-46
APU TRU LOAD (%).......................................................................................................1-46
EMERGENCY BUS VOLTAGE (V).................................................................................1-47
AVIONIC LIMITATIONS ........................................................................................................1-47
AFCS LIMITATIONS.......................................................................................................1-47
AFCS MODE LIMITATIONS ...........................................................................................1-47
AFCS MODES ENGAGED LIMITS AND MINIMUM USE HEIGHT (MUH) ...................1-48
VOR LIMITATIONS.........................................................................................................1-49
COUPLED ILS APPROACH MODE LIMITATIONS........................................................1-49
COUPLED VOR APPROACH AND NAVIGATION MODE LIMITATIONS .....................1-50
DISPLAY LIMITATIONS .................................................................................................1-50
TRANSPONDER (XPDR) LIMITATIONS .......................................................................1-50
FMS LIMITATIONS.........................................................................................................1-50
MISCELLANEOUS LIMITATIONS........................................................................................1-51
OEI ENGINE OPERATION.............................................................................................1-51
HEADSET/HELMET LIMITATIONS................................................................................1-51
BAGGAGE COMPARTMENT LIMITATIONS .................................................................1-51
CABIN COMPARTMENT LIMITATIONS ........................................................................1-51
FLIGHT DISPLAY INSTRUMENT MARKINGS ....................................................................1-52
PFD/MFD INSTRUMENT MARKINGS..................................................................................1-55
PFD INSTRUMENT MARKINGS...........................................................................................1-58
MFD INSTRUMENT MARKINGS ..........................................................................................1-62
PLACARDS ...........................................................................................................................1-84
FOR TRAINING ONLY Issue 1 Page 1-iii

Rev. 4
189G0290X002
LIST OF FIGURES
Figure Page
Figure 1-1 Weight and Longitudinal CG Limitations......................................................... 1-4
Figure 1-2 Weight and Lateral CG Limitations ................................................................. 1-5
Figure 1-3 Weight and Longitudinal CG Limitations (Imperial Units) ............................... 1-6
Figure 1-4 Weight and Lateral CG Limitations (Imperial Units)........................................ 1-7
Figure 1-5 Airspeed Envelope (Vne - Power ON, OEI/Power Off) ..................................1-11
Figure 1-6 Altitude and OAT Limitations......................................................................... 1-13
Figure 1-7 CAT B - W.A.T. Limitations, HIGE Take-Off and Landing, Anti Ice OFF,
Heater OFF/ON............................................................................................. 1-14
Figure 1-8 CAT B - W.A.T. Limitation Table, HIGE Take-Off and Landing,
Anti Ice OFF, Heater OFF/ON....................................................................... 1-15
Figure 1-9 CAT B - W.A.T. Limitations, HIGE Take-Off and Landing, Anti Ice ON,
Heater OFF/ON............................................................................................. 1-16
Anti Ice ON, Heater ON/OFF ........................................................................ 1-17
Figure 1-11 CAT B W.A.T. for Rolling Take-Off, Anti Ice OFF, Heater OFF/ON ............... 1-18
Figure 1-12 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice OFF, Heater OFF/ON...... 1-19
Figure 1-13 CAT B W.A.T. for Rolling Take-Off, Anti Ice ON, Heater OFF/ON................. 1-20
Figure 1-14 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice ON, Heater OFF/ON ...... 1-21
Figure 1-15 WAT for HIGE Controllability at AEO 5min, Anti Ice OFF, Heater OFF......... 1-22
Figure 1-6 Altitude and OAT Limitations......................................................................... 1-13
Figure 1-7 CAT B - W.A.T. Limitations, HIGE Take-Off and Landing,
Anti Ice ON, Heater OFF/ON ........................................................................ 1-16
Figure 1-11 CAT B W.A.T. for Rolling Take-Off, Anti Ice OFF,
Heater OFF/ON............................................................................................. 1-18
Figure 1-12 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice OFF,
Heater OFF/ON............................................................................................. 1-19
Figure 1-13 CAT B W.A.T. for Rolling Take-Off, Anti Ice ON,
Heater OFF/ON............................................................................................. 1-20
Figure 1-14 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice ON,
Heater OFF/ON............................................................................................. 1-21
Figure 1-15 WAT for HIGE Controllability at AEO 5min,
Anti Ice OFF, Heater OFF ............................................................................. 1-22
Figure 1-16 WAT Table for HIGE Controllability at AEO 5min,
Anti Ice OFF, Heater OFF ............................................................................. 1-23
Figure 1-17 WAT for HIGE Controllability AEO 5min,
Anti Ice ON, Heater OFF............................................................................... 1-24
Anti Ice ON, Heater OFF............................................................................... 1-25
Figure 1-19 WAT Table for HIGE Controllability AEO 5min, Anti Ice ON, Heater OFF .... 1-26
Page 1-iv Issue 1 FOR TRAINING ONLY

189G0290X002
Figure Page
Figure 1-20 WAT for HIGE Controllability AEO 5min, Anti Ice OFF,
Heater ON......................................................................................................1-27
Figure 1-21 WAT Table for HIGE Controllability AEO 5min,
Anti Ice OFF, Heater ON................................................................................1-28
Anti Ice ON, Heater ON .................................................................................1-29
Figure 1-23 Wind/Ground/Airspeed Azimuth Envelope for Hover IGE and OGE
Controllability .................................................................................................1-30
Figure 1-24 Primary Flight Display....................................................................................1-52
Figure 1-25 Multifunction Flight Display (Pwr Plant Page)................................................1-53
Figure 1-26 Power Plant Synoptic Page
(All information messages displayed) ............................................................1-54
Figure 1-27 Rotor Speed & Power Turbine Speed NR/NF (Power ON) ...........................1-55
Figure 1-28 Rotor Speed & Power Turbine Speed NR/NF (OEI)......................................1-56
Figure 1-29 Rotor Speed (Power OFF).............................................................................1-57
Figure 1-30 Vne Limit Indication (Power On, OEI/Power Off)...........................................1-58
Figure 1-31 Power Index Indicator AEO ...........................................................................1-59
Figure 1-32 Power Index Indicator (OEI) ..........................................................................1-60
Figure 1-33 Example of Power Index Display ...................................................................1-61
Figure 1-34 Gas Generator Speed (AEO).........................................................................1-62
Figure 1-35 Gas Generator Speed (OEI) ..........................................................................1-63
Figure 1-36 Inlet Turbine Temperature (AEO)...................................................................1-64
Figure 1-37 Inlet Turbine Temperature (OEI) ....................................................................1-65
Figure 1-38 Inlet Turbine Temperature (START)...............................................................1-66
Figure 1-39 Torque (AEO Airspeed Less than 90 KIAS)...................................................1-67
Figure 1-40 Torque (AEO Airspeed Greater than 90 KIAS) ..............................................1-68
Figure 1-41 Torque (OEI) ..................................................................................................1-69
Figure 1-42 Engine Oil Pressure.......................................................................................1-70
Figure 1-43 Engine Oil Temperature.................................................................................1-71
Figure 1-44 Main Gearbox Pressure.................................................................................1-72
Figure 1-45 Main Gearbox Temperature...........................................................................1-73
Figure 1-46 Intermediate Gearbox Temperature...............................................................1-74
Figure 1-47 Tail Gearbox Temperature .............................................................................1-75
Figure 1-48 Engine Fuel Pressure ....................................................................................1-76
Figure 1-49 APU Fuel Pressure
(Only displayed when APU selected ON) ......................................................1-77
Figure 1-50 Hydraulic System Pressure ...........................................................................1-78
Figure 1-51 Hydraulic System Temperature......................................................................1-79
Figure 1-52 DC TRU Load ................................................................................................1-80
Figure 1-53 AC Generator Load........................................................................................1-81
Figure 1-54 APU AC Generator TRU Load
(Only displayed when APU Ready) ...............................................................1-82
Figure 1-55 APU AC Generator Load
(Only displayed when APU Ready) ...............................................................1-83
FOR TRAINING ONLY Issue 1 Page 1-v

189G0290X002
Page 1-vi Issue 1 FOR TRAINING ONLY

Document N° Limitations
189G0290X002
SECTION 1
LIMITATIONS
BASIS OF CERTIFICATION
This helicopter is certified by European Aviation Safety Agency (EASA) in
accordance with CS 29 for Large Rotorcraft Category A and B.
TYPES OF OPERATION
The rotorcraft is certified in Category A and B and is eligible for the following
kinds of operation when the appropriate instruments and equipment required
by the airworthines and/or operating rules are installed and approved and are
operable in condition:
— Day and Night VFR
— IFR
— Category A vertical operation from ground level or elevated heliports

(Supplement 4)
— Category A operation clear area operation from airport runways (Supple-

ment 4)
— Extended overwater operations (Supplement 6)
— Night Vision Goggle Operations (Supplement 14)
MINIMUM FLIGHT CREW

Visual Flight Rules (VFR) Day - One pilot unless otherwise required by operat-
ing rules. Single pilot operation not permitted from left seat.
Visual Flight Rules (VFR) Night and Instrument Flight Rules (IFR)
- Two pilots
For IFR/VFR Night single pilot operation see Supplement 3.
EASA Approved FOR TRAINING ONLY Issue 1 Page 1-1

Rev. 2
Limitations Document N°
189G0290X002
NUMBER OF OCCUPANTS
The total number of occupants, including the crew, shall not exceed:
— low density configuration P/N 8G2520F00111/211 ............................ .....18
— high density configuration P/N 8G2520F00411 ........................ ..............20
— high density configuration P/N 8G2520F00511 ........................ ..............21
— Each occupant must have a seat and seat belt.
— After any configuration change the new empty weight and C of G position
must be determined and entered into Section 6 to ensure C of G limits are
not exceeded.
WEIGHT AND CENTER OF GRAVITY LIMITATIONS
MAXIMUM WEIGHT
Maximum gross weight for towing or taxi............................................. 8350 kg
Maximum gross weight for CAT B take-off/landing.............................. 8300 kg
Refer to CAT B WAT Limits charts for HIGE
Take-Off/Landing with zero crosswind: ...................... Figure 1-7 to Figure 1-10
Refer to CAT B WAT Limits charts for Rolling
Take-Off with zero crosswind....................................Figure 1-11 to Figure 1-14
Maximum gross weight for CAT B Take-Off/
Landing with crosswind refer HIGE
Controllability ........................................................... Figure 1-15 to Figure 1-22
Maximum gross weight for HIGE with Wind/Ground/
Airspeed Azimuth controllability as defined
in Figure 1-23 .......................................................... Figure 1-15 to Figure 1-22
MINIMUM WEIGHT
Minimum flight/rotor running gross weight .......................................... 5400 kg
Minimum flight weight for Hd less than -5000 ft................................... 6000 kg
Page 1-2 Issue 1 FOR TRAINING ONLY EASA Approved

Rev. 1
189G0290X002
CENTER OF GRAVITY
Longitudinal limits .....................................................Figure 1-1 and Figure 1-3
Lateral limits .............................................................Figure 1-2 and Figure 1-4
Refer to Section 6 for loading instructions.

189G0290X002
Figure 1-1 Weight and Longitudinal CG Limitations

189G0290X002
Figure 1-2 Weight and Lateral CG Limitations

189G0290X002
Figure 1-3 Weight and Longitudinal CG Limitations (Imperial Units)

189G0290X002
18500
- 3.5 i n +4. 2 i n
18 30 0 l b 18 30 0 l b
18000
17500
17000
16500
16000
15500
W eight [lb]
+4.8 i n
15000 15 08 9 l b
14500 - 3.8 i n
13 35 6 l b
14000
13500
13000
12500
12000
- 1.01 i n 1.89 i n
11 90 0 l b MAST 11 90 0 l b
11500
-5 -4 -3 -2 -1 0 1 2 3 4 5
BL [in che s]
189G 1560 A001 Is s A ICN - 89 - A - 151000 - G - A01 26 - 0 000 2 - B - 02 - 1
Figure 1-4 Weight and Lateral CG Limitations (Imperial Units)

Rev. 4
189G0290X002
AIRSPEED LIMITATIONS
Vne (Power ON, OEI/Power OFF) ............................................ See Figure 1-5
Maximum airspeed with TQ above 100% ............................................ 90 KIAS
Maximum airspeed in sideward or rearward flight .................. See Figure 1-23
Maximum allowable tailwind and crosswind ............................ See Figure 1-23
Maximum landing gear operating airspeed (Vlo)........................... 150 KIAS or
Vne if less
Maximum landing gear extended airspeed (Vle) ........................... 150 KIAS or
Vne if less
Minimum airspeed for flight under IFR (Vmini) .....................................50 KIAS
Maximum airspeed for IFR approach .................................................150 KIAS
Maximum airspeed with one AP failed ............................................... 110 KIAS
Maximum airspeed for operation of windscreen wipers .....................140 KIAS
Minimum airspeed in autorotation .......................................................60 KIAS
CABIN DOOR OPEN LIMITATIONS

Maximum airspeed for opening/closing cabin doors ............................ 50 KIAS
Maximum lateral windspeed for opening/closing cabin doors ..............20 knots
Maximum wind/ground/airspeed with one or both
cabin doors locked open.......................................................................50 knots
GROUND SPEED LIMITATIONS
ON PAVED SURFACES
Maximum taxi speed............................................................................ 40 knots
Maximum speed for emergency landing.............................................. 60 knots
ON PREPARED GRASS SURFACES

Maximum taxi speed
(above 10 knots (18 km/hr) nose wheel must be locked fore and aft) ......20 knots
Maximum for emergency landing speed.............................................. 20 knots

189G0290X002
WIND SPEED LIMITATIONS FOR ROTOR STARTING AND

STOPPING
Maximum wind speed ......................................................................... 50 knots
ALTITUDE LIMITATIONS
Maximum operating altitude .......................................................See Figure 1-6
Minimum operating altitude ...................................................... See Figure 1-6
Maximum take-off and landing altitude ..................................... See Figure 1-6
AMBIENT AIR TEMPERATURE LIMITATIONS (OAT)

Minimum temperature for ground starting ............................................... -40° C
Maximum ambient air temperature .......................................... See Figure 1-6
Minimum ambient air temperature ........................................... See Figure 1-6
COLD TEMPERATURE LIMITATIONS

Fly attentive until hydraulic oil temperature rises above +20°C.
ICING AND SNOW LIMITATIONS

Flight into known icing and/or falling and blowing snow conditions is
prohibited.
Flight into freezing rain and freezing fog is prohibited.

Rev. 2
189G0290X002
CATEGORY B OPERATION LIMITATIONS

The CAT B W.A.T. Limits chart, Figure 1-7 to Figure 1-9, are used to define the
maximum HIGE Take-Off and Landing weight for the given ambient conditions
and zero wind.
The CAT B W.A.T. Limits chart, Figure 1-11 to Figure 1-13, are used to define
the maximum Rolling Take-Off weight for the given ambient conditions and
zero wind.
For CAT B Take Off and Landing with crosswind conditions up to 45 kts, the
lowest weight defined by either the appropriate CAT B WAT or the appropriate
WAT for HIGE Controllability Figure 1-15 to Figure 1-22 must be used.
CAT B Take -Off and Landing with tail wind must be avoided.
(See Flight Planning in Section 2 for examples of using the CAT B W.A.T. Lim-
its chart).
HEIGHT-VELOCITY LIMITATIONS
The Height-Velocity envelope has been split between the high hover condi-
tions and the Take-Off Corridor. The procedures and associated weights
defined in Section 4 guarantee that a Safe Vertical Reject or Flyaway can
always be carried out in a safe manner from a hover out of ground effect fol-
lowing a single engine failure.
A safe vertical reject can always be carried out from a HIGE condition up to
15 ft at Max Weight.
Cat B Take Off and Landing procedures and associated WAT charts, included
in this section, ensures the aircraft is within the take off corridore of the H-V
envelope.

Rev. 2
AW189 RFM Section 1
Document Limitations
N° 189G0290X002
AIRSPEED LIMITATION
PRESSURE ALTITUDE [m X 100]

-3 3 9 15 21 27
OA
T=-3
C
0°
+4
5°
A
OA
C
IS
T
MI
T
LI
=-3
T
OA
0°
C
OA
T=
-40
°C
55 50 40 30 20 10 0 0 0 0 0
-1 -2 -3 -4
VNE POWER OFF
VNE POWER ON
VNE OEI
-1 1 3 5 7 9 110 120 130 140 150 160 170
PRESSURE ALTITUDE [ft X 1000] VNE [kIAS]
189G1560A001 Rev.C ICN-89-A-151000-G-A0126-00003-A-02-1
Figure 1-5 Airspeed Envelope (Vne - Power ON, OEI/Power Off)

Section 1 AW189 RFM
189G0290X002

189G0290X002
AW189
FLIGHT ENVELOPE
OAT - [°F]
-50-40-30-20-10 0 10 20 30 40 50 60 70 80 100 120 140
10000
3000
Minimum GW
permitted 2800
9000
for area A
6000 kg 2600
Hd (13228 lb)
8000 2400
LI
M
IT
2200
10
7000
00
0
2000
ft
Hd
LI
6000 1800
M
Pressure Altitude - [m]

Pressure Altitude - [ft]
IT
80
MINIMUM OAT LIMIT
1600
00
5000
ft
TAKE OFF and

LANDING 1400
MAX OA
ENVELOPE
4000 1200
1000
T LIMIT
3000
800
ISA+40°C
2000 600
400
Hd
1000
LIM
200
IT
- 50
Ar
0 0
Hd
00
ea
-74
ft
A
-200
00
ft
-50 -40 -30 -20 -10 0 10 20 30 40 50 60

OAT - [°C]
189G1560A001 Rev.C ICN-89-A-151000-G-A0126-00004-A-02-1
Figure 1-6 Altitude and OAT Limitations

189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE
Cat.B HIGE Take Off/Landing
ZERO WIND (as presented in Section 2A) Eng. AI: OFF
Heater: OFF/ON
Gross Weight - [lb x 100]

120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
-4
0
2
6
-3
0
Pressure Altitude - [m x 1000]

Pressure Altitude - [ft x 1000]
t
0f
-2
5
00 1.5
0
30
it 8
lim
Hd -1 0 1 0 2
4 0 0
1
3
40
MA
XO
2
AT
0.5
L
IMI
1
T
50
0 0
55
53 57 61 65 69 73 77 81 85
Gross Weight - [kg x 100]
189G1560A001 issue D ICN-89-A-151000-G-A0126-00005-A-04-1

Anti Ice OFF, Heater OFF/ON

Rev. 2
WAT for Cat.B HIGE T.O. & Landing (as presented in Section 2A)
Heater OFF/ON, Engine A.I. OFF
OAT [°C]
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
EASA Approved
-1000 8300 8300 8300 8300 8300 8300 8300 8300 8300 8276 7898
-500 8300 8300 8300 8300 8300 8300 8300 8300 8300 8106 7735
0 8300 8300 8300 8300 8300 8300 8300 8300 8300 7936 7572
500 8300 8300 8300 8300 8300 8300 8300 8300 8300 7763
1000 8300 8300 8300 8300 8300 8300 8300 8300 8300 7592
1500 8300 8300 8300 8300 8300 8300 8300 8300 8234 7424
2000 8300 8300 8300 8300 8300 8300 8300 8300 8042 7259
2500 8300 8300 8300 8300 8300 8300 8300 8300 7853 7094
3000 8300 8300 8300 8300 8300 8300 8300 8300 7669
3500 8300 8300 8300 8300 8300 8300 8300 8218 7489
Document N°
AW189 - RFM
189G0290X002
4000 8300 8300 8300 8300 8300 8300 8249 8091 7310
FOR TRAINING ONLY

4500 8300 8300 8300 8282 8230 8188 8132 7956
5000 8300 8261 8195 8135 8084 8048 8009 7791

5500 8187 8112 8050 7991 7942 7910 7866
6000 8039 7967 7908 7849 7803 7773 7723
6500 7894 7827 7767 7709 7667 7635
7000 7752 7690 7627 7571 7531
Issue 1
7500 7614 7555 7490 7436 7395
8000 7481 7421 7356 7304
189G1560A001 Rev.D ICN-89-A-151000-G-A0126-00036-A-02-1
Limitations
Page 1-15
Rev. 2
Section 1
189G0290X002
Cat.B HIGE Take Off/Landing
ZERO WIND (as presented in Section 2A) Eng. AI: ON
Heater: OFF/ON

120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
ft
00
80
7
it
lim
-4
2
10
0
Hd
6
0

5 1.5
-3 -2 -1
0 0 0
1
3
2
0.5
0 0
53 57 61 65 69 73 77 81 85

Anti Ice ON, Heater OFF/ON

Rev. 2
Heater OFF/ON, Engine A.I. ON
OAT [°C]
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
EASA Approved
-1000 8300 8300 8300 8300 8300 8300
-500 8300 8300 8300 8300 8300 8300
0 8300 8300 8300 8300 8300 8300
500 8300 8300 8300 8300 8300 8300
1000 8300 8300 8300 8300 8300 8300
1500 8300 8300 8300 8300 8300 8300
2000 8300 8300 8300 8300 8300 8300
2500 8300 8300 8300 8300 8300 8300
3000 8300 8300 8300 8300 8300 8181
3500 8300 8300 8300 8300 8300 8014
Document N°
AW189 - RFM
189G0290X002
4000 8300 8300 8290 8235 8186 7841
FOR TRAINING ONLY

4500 8281 8209 8144 8089 8043 7662
5000 8133 8063 8000 7946 7901 7485

5500 7987 7919 7857 7806 7760 7316
6000 7844 7778 7716 7667 7620 7150
6500 7705 7640 7578 7528 7483 6981
7000 7569 7504 7441 7391 7348
Issue 1
7500 7435 7370 7305 7256 7213
8000 7304 7235 7170 7124
189G1560A001 Rev.D ICN-89-A-151000-G-A0126-00037-A-02-1
Limitations
Page 1-17
Rev. 2
Section 1
189G0290X002
Cat.B ROLLING Take Off
Heater: OFF/ON

120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
-2
0
7
0 ft
an
d
2
it 800
be 20
lo
6
w
Hd lim

-1 0 1
0
5 1.5
30
0
4
1
3
MA
40
XO
2
AT
0.5
LIM
1
IT
50
0 0
55
53 57 61 65 69 73 77 81 85
Figure 1-11 CAT B W.A.T. for Rolling Take-Off, Anti Ice OFF,
Heater OFF/ON

Rev. 2
WAT for Cat.B Rolling T.O. & Landing (as presented in Section 2A)
OAT [°C]
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
EASA Approved
-1000 8300 8300 8300 8300 8300 8300 8300 8300 8300 8276 7898
-500 8300 8300 8300 8300 8300 8300 8300 8300 8300 8106 7735
0 8300 8300 8300 8300 8300 8300 8300 8300 8300 7936 7572
500 8300 8300 8300 8300 8300 8300 8300 8300 8300 7763
1000 8300 8300 8300 8300 8300 8300 8300 8300 8300 7592
1500 8300 8300 8300 8300 8300 8300 8300 8300 8234 7424
2000 8300 8300 8300 8300 8300 8300 8300 8300 8042 7259
2500 8300 8300 8300 8300 8300 8300 8300 8300 7853 7094
3000 8300 8300 8300 8300 8300 8300 8300 8300 7669
3500 8300 8300 8300 8300 8300 8300 8300 8300 7489
Document N°
AW189 - RFM
189G0290X002
4000
Heater OFF/ON
8300 8300 8300 8300 8300 8300 8300 8153 7310
FOR TRAINING ONLY

4500 8300 8300 8300 8300 8300 8300 8300 7972
5000 8300 8300 8300 8300 8300 8245 8170 7791
5500 8300 8298 8271 8221 8161 8102 8023
6000 8152 8150 8126 8075 8017 7961 7877
6500 8007 8009 7981 7930 7876 7818
7000 7865 7871 7839 7788 7736
Issue 1
7500 7728 7734 7698 7650 7596
8000 7596 7599 7561 7513
Figure 1-12 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice OFF,
189G1560A001 Rev.D ICN-89-A-151000-G-A0126-00038-A-02-1
Limitations
Page 1-19
Rev. 2
Section 1
189G0290X002
Heater: OFF/ON

120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
ft
00
80
0
it
-1
lim
0a
2
10
d
nd
H
be
6
lo
w

5 1.5
1
3
2
0.5
0 0
53 57 61 65 69 73 77 81 85
Figure 1-13 CAT B W.A.T. for Rolling Take-Off, Anti Ice ON,
Heater OFF/ON

Rev. 2
OAT [°C]
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
EASA Approved
-1000 8300 8300 8300 8300 8300 8300
-500 8300 8300 8300 8300 8300 8300
0 8300 8300 8300 8300 8300 8300
500 8300 8300 8300 8300 8300 8300
1000 8300 8300 8300 8300 8300 8300
1500 8300 8300 8300 8300 8300 8300
2000 8300 8300 8300 8300 8300 8300
2500 8300 8300 8300 8300 8300 8300
3000 8300 8300 8300 8300 8300 8181
3500 8300 8300 8300 8300 8300 8014
Document N°
AW189 - RFM
189G0290X002
4000
Heater OFF/ON
8300 8300 8300 8300 8300 7841
FOR TRAINING ONLY

4500 8299 8300 8300 8300 8273 7662
5000 8153 8197 8194 8168 8125 7485
5500 8010 8052 8048 8025 7950 7316
6000 7870 7910 7905 7882 7772 7150
6500 7735 7772 7765 7740 7596 6981
7000 7602 7637 7626 7599 7422
Issue 1
7500 7472 7501 7487 7461 7252
8000 7345 7366 7350 7325
Figure 1-14 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice ON,
189G1560A001 Rev.D ICN-89-A-151000-G-A0126-00039-A-02-1
Limitations
Page 1-21
Rev. 2
Section 1
189G0290X002
for
5 min AEO HIGE CONTROLLABILITY
Eng. AI: OFF
Gross Weight - [lb x 100] Heater: OFF
120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
-1
-2
0
0
7
Hd limit 8000 ft
2
0
6
10

5 1.5
20
4
30
1
3
40
MA
50
X
2
OA
0.5
TL
IM
1
IT
0 0
53 57 61 65 69 73 77 81 85
189G1580A001 issue C ICN-89-A-151000-G-A0126-00007-A-03-1
Figure 1-15 WAT for HIGE Controllability at AEO 5min,

Anti Ice OFF, Heater OFF

WAT for HIGE Controllability 5 min AEO
Heater OFF, Engine A.I. OFF
OAT [°C]
EASA Approved
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
-500 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
0 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
500 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
1000 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
1500 8300 8300 8300 8300 8300 8300 8300 8300 8300 8170
2000 8300 8300 8300 8300 8300 8300 8300 8300 8278 8022
2500 8300 8300 8300 8300 8300 8300 8300 8300 8128 7876
3000 8300 8300 8300 8300 8300 8300 8300 8243 7979
3500 8300 8300 8300 8300 8300 8300 8300 8092 7833
Document N°
AW189 - RFM
189G0290X002
4000 8300 8300 8300 8300 8300 8300 8214 7943 7689
FOR TRAINING ONLY

4500 8300 8300 8300 8300 8300 8300 8063 7797

5000 8300 8300 8300 8300 8300 8193 7913 7652
5500 8300 8300 8300 8300 8300 8041 7766
6000 8300 8300 8300 8300 8180 7891 7622
6500 8300 8300 8300 8300 8027 7743
7000 8300 8300 8300 8175 7876
Issue 1
7500 8300 8300 8300 8021 7728
8000 8300 8300 8181 7870
Figure 1-16 WAT Table for HIGE Controllability at AEO 5min,

189G1560A001 Rev.C ICN-89-A-151000-G-A0126-00044-A-01-1
Limitations
Page 1-23
Section 1
189G0290X002
for
Eng. AI: ON
120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
-1
-2
Hd limit 8000 ft
-300
7
2
0
6
10

5 1.5
1
3
2
0.5
0 0
53 57 61 65 69 73 77 81 85

Anti Ice ON, Heater OFF

Heater OFF, Engine A.I. ON
OAT [°C]
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
EASA Approved
-1000 8300 8300 8300 8300 8300 8300
-500 8300 8300 8300 8300 8300 8300
0 8300 8300 8300 8300 8300 8300
500 8300 8300 8300 8300 8300 8300
1000 8300 8300 8300 8300 8300 8300
1500 8300 8300 8300 8300 8300 8300
2000 8300 8300 8300 8300 8300 8300
2500 8300 8300 8300 8300 8300 8300
3000 8300 8300 8300 8300 8300 8300
3500 8300 8300 8300 8300 8300 8300
Document N°
AW189 - RFM
189G0290X002
4000 8300 8300 8300 8300 8300 8300
FOR TRAINING ONLY

4500 8300 8300 8300 8300 8300 8300

5000 8300 8300 8300 8300 8300 8193
5500 8300 8300 8300 8300 8300 8041
6000 8300 8300 8300 8300 8180 7891
6500 8300 8300 8300 8300 8027 7743
7000 8300 8300 8300 8175 7876
Issue 1
7500 8300 8300 8300 8021 7728

8000 8300 8300 8181 7870
189G1560A001 Rev.C ICN-89-A-151000-G-A0126-00045-A-01-1

Limitations
Page 1-25
Section 1
189G0290X002
for
Eng. AI: OFF
Gross Weight - [lb x 100] Heater: ON
120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
Hd limit 8000 ft
-1
-2
0
0
7
-30
2
0
6
10

5 1.5
20
1
3
2
0.5
0 0
53 57 61 65 69 73 77 81 85
Figure 1-19 WAT Table for HIGE Controllability AEO 5min, Anti Ice ON,
Heater OFF

Heater ON, Engine A.I. OFF
OAT [°C]
EASA Approved
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8300 8300 8300 8300 8300 8300 8300
-500 8300 8300 8300 8300 8300 8300 8300
0 8300 8300 8300 8300 8300 8300 8300
500 8300 8300 8300 8300 8300 8300 8300
1000 8300 8300 8300 8300 8300 8300 8300
1500 8300 8300 8300 8300 8300 8300 8300
2000 8300 8300 8300 8300 8300 8300 8300
2500 8300 8300 8300 8300 8300 8300 8300
3000 8300 8300 8300 8300 8300 8300 8300
Heater ON
3500 8300 8300 8300 8300 8300 8300 8300
Document N°
AW189 - RFM
189G0290X002
4000 8300 8300 8300 8300 8300 8300 8214
FOR TRAINING ONLY

4500 8300 8300 8300 8300 8300 8300 8063
5000 8300 8300 8300 8300 8300 8193 7913
5500 8300 8300 8300 8300 8300 8041 7766
6000 8300 8300 8300 8300 8180 7891 7622
6500 8300 8300 8300 8300 8027 7743
7000 8300 8300 8300 8175 7876
Issue 1
7500 8300 8300 8300 8021 7728
8000 8300 8300 8181 7870
Figure 1-20 WAT for HIGE Controllability AEO 5min, Anti Ice OFF,
189G1560A001 Rev.C ICN-89-A-151000-G-A0126-00046-A-01-1
Limitations
Page 1-27
Section 1
189G0290X002
for
Eng. AI: ON
120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
ft
00
-1
0
-2
0
8
0
it
7 il m
Hd 2
-30
6

10
5 1.5
1
3
2
0.5
0 0
53 57 61 65 69 73 77 81 85
Figure 1-21 WAT Table for HIGE Controllability AEO 5min,

Anti Ice OFF, Heater ON

Heater ON, Engine A.I. ON
OAT [°C]
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
EASA Approved
-1000 8300 8300 8300 8300 8300 8300
-500 8300 8300 8300 8300 8300 8300
0 8300 8300 8300 8300 8300 8300
500 8300 8300 8300 8300 8300 8300
1000 8300 8300 8300 8300 8300 8300
1500 8300 8300 8300 8300 8300 8300
2000 8300 8300 8300 8300 8300 8300
2500 8300 8300 8300 8300 8300 8300
3000 8300 8300 8300 8300 8300 8300
3500 8300 8300 8300 8300 8300 8300
Document N°
AW189 - RFM
189G0290X002
4000 8300 8300 8300 8300 8300 8300
FOR TRAINING ONLY

4500 8300 8300 8300 8300 8300 8155
Anti Ice ON, Heater ON

5000 8300 8300 8300 8300 8300 7956
5500 8300 8300 8300 8300 8300 7762
6000 8300 8300 8300 8300 8180 7573
6500 8300 8300 8300 8300 8027 7390
7000 8300 8300 8300 8175 7876
Issue 1
7500 8300 8300 8300 8021 7728

8000 8300 8300 8181 7870
189G1560A001 Rev.C ICN-89-A-151000-G-A0126-00047-A-01-1

Limitations
Page 1-29
Section 1
189G0290X002
See Airspeed Envelope
DIRECTION -10° +10° DIRECTION

OF WIND OF WIND
20 30 40 45 kts
-90° 90°
WIND
VELOCITY
-135° 135°
DIRECTION DIRECTION
OF WIND OF WIND
ICN-89-A-151000-A-A0126-04109-A-002-01
Figure 1-23 Wind/Ground/Airspeed Azimuth Envelope for Hover IGE and

OGE Controllability

Rev. 2
189G0290X002
MANOEUVRING LIMITATIONS
Aerobatic manoeuvres are prohibited.
AUTOROTATION LIMITATIONS
Practice autorotative landings are prohibited.
During autorotation the ENG MODE select switches must NOT be retarded
from FLIGHT to IDLE except in an emergency.
SLOPE LIMITATIONS
Sloped Take Off and Landing are limited to the following:
Nose up........................................................................................................ 10°
Nose Down................................................................................................... 10°
Left Wing Low .............................................................................................. 10°
Right Wing Low ............................................................................................ 10°

189G0290X002
POWER PLANT (GE CT7-2E1 ENGINE)

LIMITATIONS
POWER INDEX INDICATOR (PI %)
All Engines Operating (Airspeed below 90 KIAS)

Maximum Continuous Operation ................................................................. 100
30 min Torque Range ....................................................................... 101 to 116
5 min Engine Range ......................................................................... 101 to 116
Maximum 30 min / 5 min ............................................................................. 116
Transient 5 seconds (TQ) ........................................................................... 123
All Engines Operating (Airspeed above 90 KIAS)

Cautionary Range (Temporary Excursion) .................................................. 112
Transient 5 seconds (TQ) ............................................................................ 123
One Engine Inoperative

Maximum Continuous.................................................................................. 135
2.5 min Range (TQ).......................................................................... 136 to 164
(Max 30 sec above 155)
CAUTION
The Automatic Power Reduction will reduce the torque availa-
ble to 155% after 30 seconds from the first application, regard-
less of whether the rating is used for the entire 30 seconds
2.5 min Range (NG or ITT)............................................................... 136 to 164

Transient 5 seconds (TQ) ............................................................................ 171

Rev. 2
189G0290X002
Rotor Droop Threshold on PI Scale

The Rotor Droop Threshold on the PI scale is a variable cyan line which repre-
sents the maximum engine compressor air flow capability. When the limiting
engine parameter pointer is at the same position as the cyan bug further
power demand will result in rotor droop.
GAS GENERATOR SPEED (NG %)
All Engines Operating

Maximum Continuous ...............................................................................102.7
Take Off (5 min) Range .............................................................................102.7
Maximum Take Off ....................................................................................102.7
Transient (12 seconds) ........................................................................... 103.2

Maximum Continuous ............................................................................. 102.7
2.5 min Range............................................................................ 102.8 to 105.0
Maximum 2.5 min......................................................................................105.0
ROTOR DROOP THRESHOLD

The Rotor Droop Threshold on the NG scale is a variable cyan line which rep-
resents the maximum engine compressor air flow capability.
POWER TURBINE SPEED (NF %)

Minimum Transient.........................................................................................95
Minimum.......................................................................................................100
Continuous Operation Range............................................................100 to 104
Maximum Continuous ..................................................................................104
Maximum Transient (12 seconds) ................................................................105

189G0290X002

Minimum Transient ........................................................................................ 85
Minimum Cautionary...................................................................................... 90
Cautionary Range (OEI Landing/Flyaway Only)................................... 90 to 99
Minimum Continuous................................................................................... 100
Continuous Operation range ............................................................ 100 to 104
Maximum Transient (12 seconds) .............................................................. 105
INTER TURBINE TEMPERATURE (ITT °C )
Note
The ITT measurements units ‘%’ must not be selected.
Engine Starting
Maximum for starting ................................................................................... 963

Take Off range (5 min) ...................................................................... 943 to 968
Maximum Take Off....................................................................................... 968
Transient (12 seconds) ............................................................................... 974

2.5 min Range ................................................................................ 969 to 1078
Maximum 2.5 min ...................................................................................... 1078
Transient (5 seconds) ............................................................................... 1081

Rev. 3
189G0290X002
OIL TEMPERATURE (ENG OIL °C)

Minimum for engine starting ....................................................................... -40
Cautionary Range (See NOTE on page1-71) .................................... -40 to 37
Normal Operation Range ................................................................... 38 to 132
Maximum Normal Operation ........................................................................132
Transient (15 min) ....................................................................................... 149
OIL PRESSURE (ENG OIL BAR)

Minimum for ground idle (less than 1 min) ................................................... 1.4
Cautionary Range for Ground Idle ......................................................1.4 to 2.1
Minimum Normal Operation ..........................................................................2.2
Normal Operation Range ....................................................................2.2 to 6.9
Cautionary Range for engine start (5 min) ..........................................7.0 to 8.3
No operation above Ground Idle ...................................................... 8.4 to 13.8
STARTER DUTY CYCLE
45 seconds on, 1 minute off
45 seconds on, 1 minute off
45 seconds on, 30 minutes off
POWER MARGIN TREND MONITORING

Every 50 flight hours record engine power assurance check values for engine
power margin trend monitoring purposes.

Rev. 3
189G0290X002
TRANSMISSIONS LIMITATIONS
TORQUE (TQ %)
All Engines Operative (Airspeed less than 90 KIAS)

Maximum Continuous ................................................................................. 100
30 minute Rating ............................................................................ 101 to 116
Maximum 30 minute Rating ....................................................................... 116
Transient (5 seconds) ................................................................................ 123
All Engines Operative (Airspeed greater than 90 KIAS)

Maximum Continuous ................................................................................. 100
Cautionary Range (Temporary Excursion) .................................................. 112
Transient (5 seconds) ................................................................................ 123

Maximum Continuous ................................................................................ 135
2.5 minute Range ............................................................................ 136 to 164
(Max 30 sec above 155)
CAUTION
The Automatic Power Reduction will reduce the torque availa-
ble to 155% after 30 seconds from the first application, regard-
less of whether the rating is used for the entire 30 seconds
Maximum 2.5 minute .................................................................................. 164

Transient (5 seconds) ................................................................................. 171

Rev. 2
189G0290X002
OIL TEMPERATURE (°C)
Main Gearbox (MGB)

Minimum for starting.................................................................................... -40
Ground Operation Range..................................................................... -40 to 0
Normal Operation Range .................................................................... 1 to 115
Maximum Normal Operation ....................................................................... 115
Intermediate Gearbox (IGB)

Tail Rotor Gearbox (TGB)

OIL PRESSURE (BAR)
Main Gearbox (MGB)

Minimum for idle ...........................................................................................2.3
Idle Range ......................................................................................... 2.3 to 3.0
Normal Operation Range .................................................................. 3.1 to 6.0
Maximum Normal Operation ........................................................................ 6.0

189G0290X002
ROTOR SPEED LIMITATIONS
POWER-ON (NR%)

Continuous Operation Range ........................................................... 100 to 104
Maximum Transient (10 seconds) ............................................................... 105

Minimum Cautionary...................................................................................... 90
Cautionary Range (OEI Landing/Flyaway Only)................................... 90 to 99
Continuous Operation Range ........................................................... 100 to 104
Maximum Transient (10 seconds) .............................................................. 105
POWER-OFF (NR%)
Minimum Continuous..................................................................................... 95
Continuous Operation......................................................................... 95 to 110
Maximum Continuous................................................................................. 110
Maximum Transient ..................................................................................... 113
ENGINE TRAINING MODE LIMITATIONS

Selection of Engine Training Mode (OEI TNG) is not permitted.

189G0290X002
APU LIMITATIONS (SAFRAN MICROTURBO e-APU 60)
APU STARTER DUTY CYCLE
20 seconds delay between each attempted start,
20 minutes delay after 3 aborted starts
(If the above procedure is applied twice then a cool down period of 40
minutes is necessary and APU trouble shooting is required)
APU Heater Bleed Valve

The HEATER system must not be selected to APU when the OAT is above
20 °C.
FUEL SYSTEM LIMITATIONS
ENGINE FUEL PRESSURE (BAR)

Cautionary Range ............................................................................. 0.0 to 0.2
Minimum Normal Operation ..........................................................................0.3
Normal Operation Range ...................................................................0.3 to 1.8
Maximum ..................................................................................................... 1.8
Note
In suction mode fuel pressure indication is invalid (Fuel pres-
sure display ‘0’ or dashed).

189G0290X002
APU FUEL PRESSURE (BAR)

Cautionary Range ............................................................................. 0.0 to 0.6
Minimum Normal Operation.......................................................................... 0.7
Normal Operation Range ................................................................... 0.7 to 1.8
Maximum .................................................................................................... 1.8
FUEL CAPACITIES
Total Usable ..................................................................................... 1303 litres
Total Unusable ..................................................................................... 24 litres
UNUSABLE FUEL
In coordinated (ball centered) flight .......................................... 0 kg indicated/
.........................................................................(9.6 kg/12 litres per tank actual)
Hovering in crosswinds or sideways flight with sustained roll angles greater
than ±15° is prohibited when fuel indication, in either tank, is less than 50 kg.
Cross feeding (tank with pump off, not supplying engines) ...............................
................................................................................................maximum 283 kg
Note
During XFEED the unusable fuel level indication will change to
grey to indicate the tank can no longer supply fuel.
FUEL FLOW INDICATION

Engine fuel flow shall not be used for fuel planning as the indication is not
reliable.

189G0290X002
AUTHORIZED FUEL TYPES
The fuels shown in the table below have been authorized for use with the
GE CT7-2E1 engines and Safran Microturbo eAPU 60 APU:
AUTHORIZED FUELS
Fuel Applicable
Type Specification
JET A ASTM D1655

JET A-1 ASTM D1655
DEF STAN 91-91 AVTUR
NATO Code F-35
JP5 DEF STAN 91-86 AVCAT/FSII

MIL-DTL-5624
NATO Code F-44
JP-8 DEF STAN 91-87-2002 AVTUR/FSII
MIL-DTL-83133
NATO Code F-34
JP-8+100 MIL-DTL-83133
NATO Code F-37
Note
Any mixture of authorized fuels may be used.
Note
For ambient temperatures below -15°C fuel icing inhibitors are
mandatory.
Note
For temperatures below -30°C only JP8 (F34) fuel is authorised.

189G0290X002
LUBRICANT LIMITATIONS
AUTHORIZED ENGINE OILS

The oils shown in the table below have been authorized for use with the
GECT7-2E1 engines. Any brand approved under the applicable specification
may be used.
AUTHORIZED ENGINE OILS
Oil Applicable Brand Names

Type Specification (For reference only)
Type I D50TF1 (GE Spec) Exxon Turbo Oil 2389

(3cs) MIL-PRF-7808 Castrol 325
Type II D50TF1 (GE Spec) Aero-Shell Turbine Oil 500

(5cs) MIL-PRF-23699 Aero-Shell Turbine Oil 555
Castrol 205
Castrol 500
Mobil Jet Oil II
Royco Turbine Oil 500
Exxon Turbo Oil 2380
Stauffer Jet II
Mixing of oils by type is acceptable but not recommended

189G0290X002
AUTHORISED APU OILS

The oils shown in the table below have been authorized for use with the Saf-
ran Microturbo e-APU 60 APU. Any brand approved under the applicable
specification may be used.
AUTHORIZED APU OILS
Oil Applicable Brand Names

Type Specification (For reference only)
Type Il MIL-PRF-23699 TURBO NYCOIL 600

(5cs) BP Turbo Oil 2380
EASTMAN Turbo Oil 2380
Type I MIL-PRF-7808 TURBO NYCOIL 160

(3cs) BP Turbo Oil 2389
EASTMAN Turbo Oil 2389
Type II is the preferred oil for temperatures between -20°C and ISA +40°C and
the minimum temperature for starting is -30°C.
AUTHORIZED TRANSMISSION OIL
AUTHORIZED TRANSMISSION OIL
Applicable Brand Names

Specification
DOD-L-85734 ATO555

Rev. 2
189G0290X002
HYDRAULICS SYSTEM LIMITATIONS
HYDRAULIC FLUID TEMPERATURE (°C)

Minimum for flight control check with electric hydraulic pump...................... -40
Minimum for starting ................................................................................... -40
Ground Operation Range ...................................................................-40 to -21
Minimum Normal Operation..........................................................................-20
Normal Operating Range ................................................................. -20 to 119
Cautionary Range............................................................................. 120 to 134
Maximum Cautionary.................................................................................. 134
Maximum temperature permitted for Take-Off ............................................. 119
HYDRAULIC FLUID PRESSURE (BAR)

Minimum Cautionary................................................................................... 162
Normal Operation Range ................................................................ 180 to 225
Maximum Cautionary.................................................................................. 250
ELECTRICAL HYDRAULIC PUMP

The electrical hydraulic pump is for ground operation only.

189G0290X002
AUTHORIZED HYDRAULIC FLUIDS

The hydraulic fluids shown in the table below have been authorized for use in
all hydraulic components. Any brand approved under the applicable specifica-
tions may be used.
AUTHORIZED HYDRAULIC FLUIDS
Applicable Specification Brand Names (For reference only)
MIL-PRF-83282 AEROSHELL FLUID 31
Alternative:
MIL-PRF-5606 (see NOTE below) AEROSHELL FLUID 41
Note
MIL-PRF-5606 can be used for enhanced performance of
hydraulic system in low temperature environments below -20° C.
CAUTION
Mixing of hydraulic fluid, by specification or brand name, is
prohibited.
ROTOR BRAKE LIMITATIONS

Maximum rotor speed for brake application ............................................... 40%
Maximum pressure when in BRAKE position (BAR)..................................62.5
Minimum pressure for lever in BRAKE position (BAR) ..................................40
WHEEL BRAKE LIMITATIONS

Maximum running speed for brake application .................................... 60 knots
Parking on slopes up to 10° is permitted for a maximum of 8 hours.

Rev. 2
189G0290X002
PITOT HEATING LIMITATIONS

Pitot heating must be selected to AUTO or ON for indicated OAT of +4 °C or
less.
Pitot heating must be selected to AUTO or OFF at indicated OAT of +5 °C or
more.
ELECTRICAL SYSTEM LIMITATIONS
AC GENERATOR LOAD (%)

Normal Operation Range...................................................................... 0 to 100
Transient Range ............................................................................... 101 to 150
APU AC GENERATOR LOAD (%)

BATTERY LOAD (A)

Battery Discharge ................................................................................-200 to 0
Battery Charge ..................................................................................... 0 to 200
TRU LOAD (%)

APU TRU LOAD (%)


189G0290X002
EMERGENCY BUS VOLTAGE (V)

Minimum Normal Operation ...........................................................................22
Normal Operation..................................................................................22 to 30
Maximum Normal Operation ..........................................................................30
AVIONIC LIMITATIONS
AFCS LIMITATIONS
Above 140 KIAS Fly Manually.
Intentional P/R - C/Y PTR de-clutching in flight is prohibited.
AFCS upper modes must be disengaged after one AP has failed
AFCS MODE LIMITATIONS

The following AFCS modes are inoperative on the AFCS Control Panel:
— GSPD — DCL — VNAV
• The BC mode must not be used.
• The RHT mode may only be engaged over flat surfaces which are clear of
obstructions.

Rev. 2
189G0290X002
AFCS MODES ENGAGED LIMITS AND MINIMUM USE HEIGHT (MUH)
Hold Mode Functional Range MUH
IAS*† 40 KIAS to 150 ft AGL or 50 ft AGL

Vne less 5 KIAS during approach
HDG*† 0 KIAS to Vne 150 ft AGL (airspeed

greater than 55 KIAS)
30 ft AGL in HOV or
airspeed less than 55 KIAS
50 ft AGL during approach
NAV*† 40 KIAS to Vne 150 ft AGL
ALT† 0 KIAS to Vne 300 ft AGL (airspeed

50 ft AGL in HOV or
airspeed less than 55 KIAS
VS*† 40 KIAS to Vne within 200 ft AGL (in descent)

-1500 fpm and 2000 fpm
APP*† 40 KIAS to 150 KIAS 50 ft AGL
GA*† 40 KIAS to Vne N/A

0 to 2000 ft AGL
ALTA*† 40 KIAS to Vne 300 ft AGL
RHT*† 0 KIAS to Vne 150 ft AGL (airspeed

30 ft to 2500 ft AGL greater than 55 KIAS)
30 ft AGL in HOV or
airspeed less than 55 KIAS)
HOV Groundspeed 30 ft AGL

— less than 60 kts
forward
— less than 40 kts
lateral or aft
with
IAS less than 75 KIAS

Rev. 2
189G0290X002
Note*
— Automatic disengagement of these modes below
approximately 35 KIAS.
— VS engagement above 2000 fpm or below -1500 fpm will
result in the mode returning the aircraft to the maximum rates
quoted (2000 fpm or -1500 fpm).
— Recommended minimum IAS reference 50 KIAS.
Note†
Above 140 KIAS Fly Manually
VOR LIMITATIONS
In case of invalid DME/FMS distance, select:
— VOR APP at ranges below 10 nm (18 km)
— VOR NAV at ranges greater than 10 nm (18 km).
COUPLED ILS APPROACH MODE LIMITATIONS

The helicopter is certified to carry out CAT I ILS approaches up to
4 deg glideslope.
Maximum recommended Localizer Intercept angle ................................45 deg
ranges greater than
10 nm (18 km)
Maximum recommended Localizer Intercept angle ................................30 deg
ranges less than
10 nm (18 km)
Maximum airspeed for glideslope up to 4 deg 150 KIAS
(Above 140 KIAS)
Fly Manually)
Maximum airspeed for GA at DH ....................................................... 130 KIAS
In case of:
— invalid DME and FMS distance and both Rad Alt signals invalid
— invalid groundspeed and/or track angle

an ILS approach must be initiated at a distance of not less than 10 nm (18 km)
and an intecept angle not greater than 30°.

Rev. 4
189G0290X002
COUPLED VOR APPROACH AND NAVIGATION MODE LIMITATIONS

Maximum recommended VOR radial Intercept angle............................. 45 deg
ranges greater than
10 nm (18 km)
Maximum recommended VOR radial Intercept angle............................. 30 deg
ranges less than
10 nm (18 km)
Maximum airspeed for VOR approach ...............................................150 KIAS
(Above 140 KIAS)
Fly Manually)
DISPLAY LIMITATIONS
The Vertical Situation Display Option on the MFD FLTPLAN page must not be
used for navigation
TRANSPONDER (XPDR) LIMITATIONS

The Mode S system installed satisfies the data requirements of ICAO Doc
7030/4, with the limitations that the following parameters are not available:
— Selected altitude
— Barometric pressure setting
FMS LIMITATIONS
1. The FMS is limited to operations where the carriage of RNAV Navigation
Specfication meets a containment value of P-RNAV/RNAV1 equal to 1 NM
or above (e.g. B-RNAV/RNAV5 or RNAV2 area navigation).
2. RNP operations are not allowed.
3. IFR P-RNAV/RNAV1 en-route and Non Precision Approach (NPA -
Precision Like Approach) navigation are prohibited unless the pilot verifies
the currency of the Navigation Data Base (NAV DB).
4. The aircraft must have other approved navigation equipment installed and
operating appropriate to the route of flight.
5. The MFD Flight Managment Window Information and Vertical Profile must
not be used.
ADF Limitations
Do not select ON the landing or external flood lights when using the ADF (ADF
indication is not reliable).

Rev. 4
189G0290X002
MISCELLANEOUS LIMITATIONS
Pilot(s) must not use polarized type sun glasses.
OEI ENGINE OPERATION

Selection of either ENG MODE switch to IDLE/OFF for training is prohibited.
HEADSET/HELMET LIMITATIONS
Headset/Helmet type used in the aircraft must be of the same electrical char-
acteristics and authorised by Aircraft Manufacturer.
BAGGAGE COMPARTMENT LIMITATIONS

Maximum baggage compartment load.......................................300 kg (660 lb)
All cargo must be secured with restraint net P/N 3G2550A00231 or other
approved means.
Maximum unit load ...................................................... 550 kg/m2 (110 lb/sq.ft)
Maximum load height ................................................................... 600 mm (2 ft)
After installation of P/N 8G2550F00311 Kit Vertical Cargo Net and the Cargo
Net P/N 8G2550V00131 the baggage bay limitation become:
Maximum baggage compartment load ...............................360 kg (793 lb)
Maximum unit load ...............................................550 kg/m2 (110 lb/sq.ft)

Maximum load height ...................................................700 mm (2 ft 3 ins)
After baggage loading Cargo Net must be tensioned correctly.
Note
The Cargo Net P/N 8G2550V00131 is suitable when the bag-
gage load height is 400 mm and above.
There must be an approved physical partition between the cabin and the
baggage bay that make the baggage bay inaccessible during flight.
CABIN COMPARTMENT LIMITATIONS

Cargo transport in the passenger cabin is prohibited.

Rev. 4
189G0290X002
FLIGHT DISPLAY INSTRUMENT MARKINGS
ICN-89-A-151000-G-00001-04110-A-001-01
Figure 1-24 Primary Flight Display

189G0290X002
ICN-89-A-151000-G-00001-04111-A-001-01
Figure 1-25 Multifunction Flight Display (Pwr Plant Page)

EECU 1 OEI OEI 2 E E C U DA T A
Rev. 2
TQ 1 1 0 0 % TQ 2 1 0 0 %
Section 1
Page 1-54
A B OVSPD OVSPD A B
NR 100 % Limitations
NF1 100% NF2 100%

APU
Issue 1
EGT RPM ITT2 99 0 ° C
I TT1 6 0 0 °C
6 0 0 °C 50% A / IC E
A / IC E
N G 1 9 0.0 % FIRE CRANK N G 2 9 0.0 %
ENG E E C U F A IL O I L C H IP ENG
OIL P LOW O IL P L O W
1 FUEL FILTE R O IL L E V E L 2
61 ° C Bar 5 .0 5 .0 Bar ° C 100
F IR E O IL F I L T E R O IL P L O W F IR E
OFF ID L E
CRANK
1 BAR 2 AP U
Document N°
AW189 - RFM
189G0290X002
E N G O IL C H IP 1 .3 1.0 E N G O IL C H IP
1.0
Figure 1-26 Power Plant Synoptic Page
FOR TRAINING ONLY

(All information messages displayed)
TQ 100 % TQ 100 %
ITT 600 ° C ITT 99 0 ° C
NG 9 0.0 % NG 9 0. 0 %
PWR CHECK IA S 1 2 0 KT IA S 1 2 0 KT PWR CHECK
ALT 1 7 4 0 ft MAIN LH TOT KG MAIN RH ALT 1 7 4 0 ft
ITT +100 ° C ABORTED IT T
OAT +30° C 250 500 250 OAT +30° C
ICN-89-A-151000-G-00001-04112-A-002-01
EASA Approved
189G0290X002
PFD/MFD INSTRUMENT MARKINGS

(Primary Flight/Multifunctional Display)
ICN-89-A-151000-G-00001-04131-A-001-01
Tone + ‘Rotor High -Rotor High’ : 105%

Tone + ‘Rotor Low -Rotor Low’ : 99% NR
NF NF
MAX TRANSIENT NR/NF 105%
MAXIMUM 104%
104%
NORMAL
OPERATION
100%
MIN TRANSIENT NR 95%
20%
Figure 1-27 Rotor Speed & Power Turbine Speed NR/NF (Power ON)

189G0290X002
ICN-89-A-151000-G-00001-04131-A-001-01
Tone +’Rotor High -Rotor High’ : 105%

Tone + ‘Rotor Low -Rotor Low’ : 89%
NR
NF NF
MAX TRANSIENT NR/NF 105%
MAXIMUM 104%
104%
NORMAL
OPERATION
100%
99%
CAUTIONARY
RANGE
90%
MIN TRANSIENT NR 85%
20%
Figure 1-28 Rotor Speed & Power Turbine Speed NR/NF (OEI)

189G0290X002
ICN-89-A-151000-G-00001-04131-A-001-01
Tone + ‘Rotor High -Rotor High’ : 111%

Tone + ‘Rotor Low -Rotor Low’ : 94% NR
NF NF
MAXIMUM TRANSIENT 113%

MAXIMUM 110%
NORMAL OPERATION
MINIMUM 95%
MINIMUM TRANSIENT 90
20%
Figure 1-29 Rotor Speed (Power OFF)

189G0290X002
PFD INSTRUMENT MARKINGS

(Primary Flight Display)
The vertical bar

is presented when
the actual airspeed
is within 5 KIAS of
the Vne
Power On Vne OEI/Power Off Vne

(Power OFF displayed)
ICN-89-A-151000-G-00001-04115-A-001-01
Figure 1-30 Vne Limit Indication (Power On, OEI/Power Off)

189G0290X002
NOTE
The value displayed at the top
of the scale represents the actual
power, in percent, being used
with respect to the power available
(100% at MCP AEO)
The legend displayed on top of the
scale (TQ, ITT or NG) represents the
engine power limiting parameter and ICN-89-A-151000-G-00001-04114-A-001-01
is independent for each engine.
ROTOR DROOP
THRESHOLD
(only displayed when
5m message below transient value)
illuminates for 5m
final 5 minutes
of 30 min (TQ) 000 000
rating or 5 min
(ITT/NG) rating

MAXIMUM 30 MINUTE 116% TQ TQ
(For airspeed less than 90 KIAS)
MAXIMUM CONTINUOUS 100% (NG) (NG)
(ITT) (ITT)
NORMAL OPERATION
Limiting parameter indication

Figure 1-31 Power Index Indicator AEO

Rev. 2
189G0290X002
NOTE
(135% at MCP OEI)
engine power limiting parameter and
is independent for each engine.
ICN-89-A-151000-G-00001-04114-A-001-01
ROTOR DROOP
THRESHOLD
below transient value)
2.5 minute message
or 30 sec countdown 2.5m(29S)
(when in 30 sec TQ
range) 000 -----
MAXIMUM TRANSIENT OEI 171%
MAXIMUM OEI (see page 1-37) 164%
TQ
MAXIMUM OEI 2/2.5 MIN TQ 155%
(NG)
(ITT)
MAXIMUM CONTINUOUS OEI 135%
29s O
E
(2.5min) I
NORMAL OPERATION
Countdown time
value when in
30 sec TQ range OEI indication of
.or 2.5 min message Limiting
failed engine side parameter
indication
Figure 1-32 Power Index Indicator (OEI)

189G0290X002
NOTE
(100% at MCP AEO,
135% at MCP OEI)
engine power limiting parameter and
is independent for each engine. ICN-89-A-151000-G-00001-04114-A-001-01
ROTOR DROOP
THRESHOLD
below transient value)
N°1 engine NG parameter

closest to its limit N°2 engine ITT parameter
closest to its limit
107 95
NG ITT
% Power margin
available to % Power margin avail to 116% (AEO)
116% (AEO) or or 164% (OEI)
164% (OEI)
%Power margin available to MCP
100% AEO or 135% OEI
% actual power being

used by N°1 engine % actual power being
used by N°2 engine
Figure 1-33 Example of Power Index Display

189G0290X002
MFD INSTRUMENT MARKINGS

(Multifunctional Flight Display)
ICN-89-A-151000-G-00001-04113-A-001-01
ROTOR DROOP
THRESHOLD
NG
MAXIMUM TRANSIENT 103.2%

MAXIMUM 5 MINUTE 102.7%
MAXIMUM CONTINUOUS 102.7%
NORMAL OPERATION
64.1%
50%
0%
Figure 1-34 Gas Generator Speed (AEO)

189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
ROTOR DROOP
THRESHOLD
NG
MAXIMUM 2.5 MIN 105.0%
MAXIMUM CONTINUOUS OEI 102.7%
NORMAL OPERATION
64.1%
50%
0%
Figure 1-35 Gas Generator Speed (OEI)

189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
ITT
MAXIMUM TRANSIENT 974°C
MAXIMUM 5 MIN 968°C

MAXIMUM CONTINUOUS 942°C
NORMAL OPERATION
-50°C
Figure 1-36 Inlet Turbine Temperature (AEO)

189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
ITT
MAXIMUM TRANSIENT 1081°C

MAXIMUM 2.5 MIN 1078°C
MAXIMUM CONTINUOUS 968°C
NORMAL OPERATION
-50°C
Figure 1-37 Inlet Turbine Temperature (OEI)

189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
ITT
MAXIMUM FOR STARTING 963°C
NORMAL OPERATION
-50°C
Figure 1-38 Inlet Turbine Temperature (START)

Rev. 2
189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
TQ

30 MINUTE 116%
MAXIMUM CONTINUOUS 100%
0%
Figure 1-39 Torque (AEO Airspeed Less than 90 KIAS)

189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
TQ

Cautionary Range 112%
(Temporary Excursion)
MAXIMUM CONTINUOUS 100%
0%
Figure 1-40 Torque (AEO Airspeed Greater than 90 KIAS)

189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
TQ

30 SEC 164%
2 MIN 155%
MAXIMUM CONTINUOUS OEI 135%
0%
Figure 1-41 Torque (OEI)

189G0290X002
ICN-89-A-151000-G-00001-04131-A-001-01
BAR
NO OPERATION ABOVE GI
8.4 BAR
CAUTIONARY RANGE
ENGINE START (5 MIN)
MAXIMUM 6.9 BAR
NORMAL OPERATION
MINIMUM 2.2 BAR

CAUTIONARY FOR GI
MINIMUM FOR GI (1 MIN).1.4 BAR
0 BAR
Figure 1-42 Engine Oil Pressure

189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
°C
MAXIMUM
TRANSIENT (15 MIN) 150°C
MAXIMUM 132°C
NORMAL
OPERATION
38°C
See Note
MINIMUM FOR -40°C
ENGINE STARTING
-50°C
Note
Take-Off in this zone is permitted providing Oil Pressure is in
the normal operating range.
Figure 1-43 Engine Oil Temperature

189G0290X002
ICN-89-A-151000-G-00001-04131-A-001-01
BAR
10 BAR
MAXIMUM 6.0 BAR
NORMAL
OPERATION
MINIMUM
3.1 BAR
IDLE RANGE
2.2 BAR
0 BAR
Figure 1-44 Main Gearbox Pressure

189G0290X002
ICN-89-A-151000-G-00001-04131-A-001-01
°C
150°C
MAXIMUM 115°C
NORMAL
OPERATION
MINIMUM 1°C
GROUND
OPERATION
MINIMUM FOR
ENGINE STARTING -40°C
-54°C
Figure 1-45 Main Gearbox Temperature

189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
°C
150°C
MAXIMUM 120°C
NORMAL
OPERATION
MINIMUM 1°C
GROUND
OPERATION
MINIMUM FOR -40°C
ENGINE STARTING
-54°C
Figure 1-46 Intermediate Gearbox Temperature

189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
°C
150°C
MAXIMUM 115°C
NORMAL
OPERATION
MINIMUM 1°C
GROUND
OPERATION
MINIMUM FOR -40°C
ENGINE STARTING
-54°C
Figure 1-47 Tail Gearbox Temperature

189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
BAR
2.5 BAR
MAXIMUM 1.8 BAR
NORMAL
OPERATION
MINIMUM 0.3 BAR

CAUTIONARY
RANGE 0 BAR
Figure 1-48 Engine Fuel Pressure

189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
BAR
2.5 BAR
MAXIMUM 1.8 BAR
NORMAL
OPERATION
MINIMUM 0.7 BAR

CAUTIONARY
RANGE 0 BAR
Figure 1-49 APU Fuel Pressure

(Only displayed when APU selected ON)

189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
BAR
310 BAR
250 BAR
CAUTIONARY
RANGE 225 BAR
NORMAL
OPERATION
180 BAR
CAUTIONARY
RANGE 162 BAR
0 BAR
Figure 1-50 Hydraulic System Pressure

189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
°C
150°C
CAUTIONARY 134°C
RANGE
MAXIMUM 119°C
NORMAL
OPERATION
MINIMUM -20 °C
CAUTIONARY
RANGE -40 °C
Operation not
allowed below -40°C -50 °C
Figure 1-51 Hydraulic System Temperature

189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
%
200 %
150 %
TRANSIENT
100 % Equivalent
to 300A (DC)
NORMAL
OPERATION
0%
Figure 1-52 DC TRU Load

189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
%
200 %
150 %
TRANSIENT
100 % Equivalent
to 72.5 A (AC)
NORMAL
OPERATION
0%
Figure 1-53 AC Generator Load

189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
%
200 %
155 %
TRANSIENT
Equivalent
100 %
to 300A (DC)
NORMAL
OPERATION
0%
Figure 1-54 APU AC Generator TRU Load
(Only displayed when APU Ready)

Rev. 1
189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
%
200 %
155 %
TRANSIENT
Equivalent
100 %
to 72.5 A (AC)
NORMAL
OPERATION
0%
Figure 1-55 APU AC Generator Load

(Only displayed when APU Ready)

189G0290X002
PLACARDS
MAGNETIC
COMPASS
A B
A
VNE POWER ON AIRSPEED LIMITATION KIAS
Hp ft
-1000
3000 6000 10000 15000 20000
to SL
OAT °C
50 166 - - - - -
20 169 165 154 140 122 -
10 169 168 157 143 125 -
0 169 169 161 146 128 -
-10 169 169 164 150 131 -
-25 AND
BELOW 169 169 169 155 137 118
VNE PWR OFF = 120 KIAS TO 9000 FT THEN FOLLOW VNE OEI
VNE OEI = VNE PWR ON LESS 30 KIAS V LE /V LO =150 KIAS
Note:
The maximum altitude approved is 10000 ft Hp, values
above this on the Vne placard must be disregarded.
ICN-89-A-151000-G-00001-04116-A-001-01

Rev. 1
189G0290X002
B
APPROVED TYPES OF OPERATION
DAY/NIGHT VFR
DAY/NIGHT IFR
ICING PROHIBITED
C STANDBY COMPASS CORRECTION CARD
WHEN ALTERNATE STATIC PORT IS

SELECTED TO ALTN POSITION:
- INSTRUMENT ACCURACY IS MAINTAINED
BY CLOSING WINDOWS, VENTS AND
TURNING HEATER/ECS OFF
- DECREASE ALTIMETER READING BY 250ft
OVERHEAD PANEL

189G0290X002
CAUTION
WHEN OPENING OR CLOSING CABIN DOOR
IN FLIGHT HOLD DOOR HANDLE UNTIL
DOOR IS AT FULL TRAVEL AND LOCKED
Placed near cabin door handle
ALL CARGO MUST BE SECURED

WITH RESTRAINT NET
OR OTHER APPROVED MEANS
MAXIMUM LOAD 300KG (660LB)

MAX UNIT LOAD 550KG/M2 (110LB/SQ.FT)
MAXIMUM CARGO HEIGHT 600mm (2 ft)
Baggage compartment

189G0290X002
When the Cargo Net P/N 8G2550V00131 is installed the baggage

compartment placards are replaced with the following:
MAXIMUM LOAD 360KG (793LB)

MAX UNIT LOAD 550KG/M2 (110LB/SQ.FT)
MAXIMUM CARGO HEIGHT 700mm (2 ft ins)
ENSURE NET IS TENSIONED CORRECTLY

AFTER BAGGAGE LOADING

Rev. 4
189G0290X002

Rev. 4
189G0290X0002
SECTION 2
PROCEDURES
TABLE OF CONTENTS
Page
PROCEDURES
GENERAL ...............................................................................................................................2-1
SECTION 2A
NORMAL PROCEDURES
FLIGHT PLANNING ............................................................................................................. 2A-1

CATEGORY B WEIGHT DETERMINATION ................................................................. 2A-1
GROSS WEIGHT AND CENTER OF GRAVITY ........................................................... 2A-4
COLD WEATHER OPERATION .......................................................................................... 2A-4
EXTERNAL PRE-FLIGHT CHECKS.................................................................................... 2A-4
GENERAL...................................................................................................................... 2A-4
CHECKS ........................................................................................................................ 2A-6
COCKPIT/SAFETY CHECKS ............................................................................................ 2A-10
ENGINE STARTING........................................................................................................... 2A-11
ABORTED ENGINE START PROCEDURES.............................................................. 2A-11
DRY MOTORING PROCEDURE................................................................................. 2A-12
ENGINE PRE-START CHECKS (APU) ....................................................................... 2A-13
ENGINE STARTING ................................................................................................... 2A-19
AFTER ENGINE START CHECKS .................................................................................... 2A-22
TAXIING.............................................................................................................................. 2A-27
PRE TAKE-OFF CHECKS ................................................................................................. 2A-28
CATEGORY B TAKE-OFF (HOVER IGE) ................................................................... 2A-29
CATEGORY B TAKE-OFF (ROLLING TAKE-OFF) .................................................... 2A-31
IN-FLIGHT PROCEDURES................................................................................................ 2A-32
AFTER TAKE-OFF ...................................................................................................... 2A-32

Rev. 3
189G0290X002
Page
CRUISE CHECKS........................................................................................................ 2A-33

PRE-LANDING CHECKS............................................................................................. 2A-34
APPROACH AND LANDING .............................................................................................2A-36
CATEGORY B LANDING............................................................................................. 2A-36
POST LANDING AND SHUTDOWN PROCEDURES........................................................2A-37
POST LANDING CHECKS .......................................................................................... 2A-37
PRE-SHUTDOWN CHECKS ....................................................................................... 2A-37
ENGINES AND ROTOR SHUTDOWN ........................................................................ 2A-38
POST SHUTDOWN CHECKS ..................................................................................... 2A-40
FLIGHT HANDLING ...........................................................................................................2A-41
AUTOROTATIVE DESCENT ....................................................................................... 2A-41
FLIGHT CONTROLS ..........................................................................................................2A-42
CYCLIC TRIMMING..................................................................................................... 2A-42
COLLECTIVE TRIMMING............................................................................................ 2A-42
YAW TRIMMING.......................................................................................................... 2A-42
AFCS GENERAL INFORMATION ............................................................................... 2A-43
BASIC AFCS ATTITUDE CONTROL........................................................................... 2A-45
BASIC AFCS CONTROL FUNCTIONS ....................................................................... 2A-45
PRIMARY UPPER MODES ......................................................................................... 2A-45
FLIGHT DIRECTOR MODES ...................................................................................... 2A-46
COLLECTIVE SAFETY FUNCTION ............................................................................ 2A-46
FMS (FLIGHT MANAGEMENT SYSTEM) OPERATION...................................................2A-47
GENERAL .................................................................................................................... 2A-47
INTRODUCTION.......................................................................................................... 2A-48
BASIC OPERATIONS.................................................................................................. 2A-48
PRE-DEPARTURE OPERATIONS.............................................................................. 2A-50
IN-FLIGHT OPERATIONS ........................................................................................... 2A-51
AUTOPILOT COUPLED RNAV OPERATION WITH FMS .......................................... 2A-53
ENGAGING THE NAV MODE TO THE FMS STEERING ........................................... 2A-53
FMS NAVIGATION ANNUNCIATORS......................................................................... 2A-53
FMS INCONSISTENCIES...................................................................................................2A-54
AFCS/DISPLAY INCONSISTENCIES................................................................................2A-54
STANDBY INSTRUMENT OPERATION............................................................................2A-55
ADVISORY CAPTIONS DEFINITIONS ..............................................................................2A-56
ECDU SCRATCHPAD MESSAGE DEFINITIONS .............................................................2A-58
MCDU ALERT MESSAGE DEFINITIONS..........................................................................2A-59

Rev. 3
189G0290X002
SECTION 2B
SUPPLEMENTARY PROCEDURES
TABLE OF CONTENTS
Page
GENERAL ............................................................................................................................ 2B-1
ENGINE PRE-START CHECKS (AC EXT POWER) ........................................................... 2B-1
ENGINE STARTING ...................................................................................................... 2B-7
ENGINE PRE-START CHECKS (DC EXT POWER + APU) ............................................. 2B-10
ENGINE STARTING .................................................................................................... 2B-16
SHUTDOWN PROCEDURES (AC EXT POWER) ............................................................. 2B-19
PRE-SHUTDOWN CHECKS ....................................................................................... 2B-19
ENGINES AND ROTOR SHUTDOWN ........................................................................ 2B-20
ENGINES AND ROTOR SHUTDOWN (APU + DC EXT POWER) .................................... 2B-22
SLOPING GROUND OPERATION..................................................................................... 2B-24
TAKE-OFF PROCEDURE ........................................................................................... 2B-24
LANDING PROCEDURE ............................................................................................. 2B-24
FLIGHT IN SEVERE TURBULENCE ................................................................................. 2B-25
LIST OF FIGURES
Figure Page
Figure 2A-1 Pre-flight Check Sequence........................................................................... 2A-5
Figure 2A-2 Meggitt Standby Instrument........................................................................ 2A-55

189G0290X002

Document N° Procedures
189G0290X002
SECTION 2
PROCEDURES
Section 2 Procedures is split into two sections as follows:
Section 2A: Normal Procedures

Section 2A details the procedures for conducting a flight with all systems oper-
ating. The procedures are listed sequentially by phase of flight, starting with
exterior inspection and extending through to post flight actions.
Section 2B: Supplementary Procedures

Section 2B contains the additional normal procedures which are alternative
operations for specific operating condition and can be carried out when the sit-
uation dictates for convenience or requirement.
GENERAL
The normal and supplementarty procedures detailed are the result of exten-
sive flight tests and experience with the AW189 aircraft. They are fundamental
to ensure that the level of safety required by the design and certification pro-
cess is achieved.
Note
Throughout this Section, checks marked with a large are
required once every 24 hour period. All other checks are to be
carried out before each flight.
Normal and standard conditions are assumed in these procedures. Pertinent
data in other sections is referenced where applicable.
Capital letters are used in the procedures to indicate the labeling of switches,
selections to be made or caution/warning messages.
The minimum and maximum limits, and the normal and cautionary operating
ranges are indicated on the PFD and MFD displays, Refer to Section 1 for
details on operating limitations.

Procedures Document N°
189G0290X002
Each time an operating limitation is exceeded, an appropriate entry must be

made in the log book (helicopter, engine, etc). The entry shall state which limit
was exceeded, duration, the extreme value attained, and any additional infor-
mation essential in determining the maintenance action required.

AW189 - RFM Section 2A
Document N° Normal Procedures
189G0290X002
SECTION 2A
NORMAL PROCEDURES
FLIGHT PLANNING
CATEGORY B WEIGHT DETERMINATION

Graphs are presented in Section 1 to determine maximum weight allowable
for CAT B Take-Off and Landing.
The maximum weight for CAT B Take-Off is dependant on the procedure
required (HIGE or Rolling Take-Off) and whether there is zero crosswind (or
±10° nose wind) or a crosswind component.
The maximum weight for CAT B Landing is dependant on whether there is
zero crosswind (or ±10° nose wind) or a cross wind component.
The WAT CAT B HIGE Take-Off/Landing graphs (Figure 1-7 to Figure 1-10)
are used to determine the maximum gross weight for a HIGE Take-Off and
Landing with zero crosswind (or ±10° nose wind) conditions.
The WAT CAT B Rolling Take-Off (Figure 1-11 to Figure 1-14) are used to
determine the maximum gross weight for a Rolling Take-Off with zero cross-
wind (or ±10° nose wind) conditions.
If, however, Take-Off (HIGE or Rolling) and Landing is to be carried out with
crosswind conditions then the WAT for HIGE Controllability (Figure 1-15 to
Figure 1-22) must also be consulted and the minimum gross weight found
from the graphs must be used.
Example 1:
Determine the maximum CAT B Take-Off HIGE procedure weight for the
following ambient conditions:
— Pressure Altitude = 4000 ft
— OAT = +15° C
— Crosswind = 0 kts
— Anti Ice OFF
— Heater OFF.
EASA Approved FOR TRAINING ONLY Issue 1 Page 2A-1

Section 2A AW189 - RFM
Normal Procedures Document N°
189G0290X002
Solution:
Using the WAT CAT B HIGE Take-Off/Landing Chart Anti Ice OFF, Heater
OFF/ON Figure 1-7, on the Pressure Altitude axis from 4000 ft move right
to intersect +15 °C line (the lines for temperatures below 28 °C converge
at this altitude). Drop down vertically from this point to the GW axis for a
weight of 8300 kg.
Example 2:
Determine the maximum CAT B Take-Off HIGE procedure weight for the
following ambient conditions:
— OAT = +25 °C
— Anti Ice OFF
— Heater OFF.
Solution:
Using the WAT CAT B HIGE Take-Off/Landing Chart Anti Ice OFF, Heater
OFF/ON Figure 1-7, on the Pressure Altitude axis from 5500 ft move right
to intersect +25 °C line. This point requires interpolating between the 20
°C (green line that is terminated on the dotted Hd 8000 ft limit) and the 30
°C line (that is terminated on the 8000 ft Hd limit). Drop down vertically
from this point to the GW axis for a weight of 8000 kg.
For this example there is a cross wind of 25 kts which is within the Wind/
Ground/Airspeed Azimuth Envelope for HIGE Controllability Figure 1-23,
then the WAT for TOP HIGE controllability Anti Ice OFF, Heater OFF chart
Figure 1-15 must also consulted to determine the minimum gross weight
between the two WAT charts. On Figure 1-15 from the Pressure Altitude
axis at 5500 ft move right to intersect +25 °C line (interpolated between
the 20 °C and 30 °C lines). Drop down vertically from this point to the GW
axis for a weight of 7650 kg.
Therefore the maximum gross weight allowable for the ambient condition
and cross wind is 7650 kg.
Page 2A-2 Issue 1 FOR TRAINING ONLY EASA Approved

189G0290X002
Example 3:
Determine CAT B Rolling Take-Off weight for the following ambient condi-
tions:
— OAT = +20 °C
— Anti Ice OFF
— Heater OFF
Solution:
Using the CAT B W.A.T. Rolling Take-Off Chart Anti Ice OFF, Heater OFF/
ON Figure 1-11, on the Pressure Altitude axis from 4000 ft move right to
intersect +20 °C line. Drop down vertically to the GW axis for a weight of
8170 kg.

189G0290X002
GROSS WEIGHT AND CENTER OF GRAVITY

Determine both the take-off and estimated landing Gross Weight, Center of
Gravity and verify that they are within approved envelope limits. The Weight
and Balance, Section 6, and appropriate performance charts, Section 4, must
be used to obtain the weight and balance data as follows:
— Consult Section 6 Weight and Balance
— Obtain weight of fuel, oil, payload etc
— Compute Take-Off and anticipated gross landing weight (Section 4)
— Check helicopter centre of gravity (CG) position
— Confirm that the weight and CG limitations in Section 1 are not exceeded.
COLD WEATHER OPERATION

If the helicopter is to remain parked outside with an OAT at or below -20 °C
both Main and Auxiliary (if fitted) batteries should be removed and stored in a
heated room. Confirm batteries have been installed before flight.
EXTERNAL PRE-FLIGHT CHECKS
GENERAL
The inspection commences at the nose and continues clockwise around the
helicopter. During the inspection, check that there are no leaks from overboard
drains, that all vents, air intakes, air outlets and fire access points are clear of
obstructions, and all access panels and antennas are secure.
Pilot’s Pre Flight Check

The following procedure outlines the pilot walk around and interior checks
(Figure 2A-1).

Rev. 2
189G0290X002
AREA N°1 : Helicopter nose

AREA N°2 : Fuselage - RH side
AREA N°3 : Tail boom - RH side
AREA N°4 : Fin, intermediate/tail gearbox, tail rotor
AREA N°5 : Tail boom LH side
AREA N°6 : Fuselage - LH side
AREA N°7 : Cabin and Cockpit interior
ICN-89-A-152000-A-A0126-04131-A-001-01
Figure 2A-1 Pre-flight Check Sequence

189G0290X002
CHECKS
1. Main and tail rotor tie downs — Removed
(if present)
AREA N°1 (Helicopter Nose)
2. Nose exterior — Condition
3. Pitot-Static Probe (Left side) — Cover removed, condition and un-
obstructed
4. Left side brake lines in brake pedal— Condition/leaks
area (looking through bottom
transparent panel)
5. Nose landing gear — Condition, shock strut extension,
leaks, tyre pressure
6. Ventilation air intakes — Un-obstructed
(Underside of nose)
7. Nose compartment access door — Latched and Secure
8. Pitot-Static Probe (Right side) — Cover removed, condition and un-
obstructed
9. Right side brake lines in brake— Condition/leaks
pedal area (looking through
bottom transparent panel)
AREA N°2 (Fuselage - Right Hand Side)
10. Windshield and roof transparent— Condition, cleanliness
panel
11. Windscreen wiper — Condition
12. Fuselage exterior — Condition
13. Pilot cockpit door — Condition, cleanliness, window
secure
14. Passenger cabin door — Condition, cleanliness
15. Right side emergency — Verify secure
exits
16. Main landing gear — Condition, shock strut extension,
leaks, tyre condition and pressure
17. Drains and vent lines — Free of obstructions, confirm no
leaks

189G0290X002
18. Fuel tank sump area (Right side) — Confirm no leaks

19. Baggage compartment, — Condition, cargo (if on board) cor-
tie down/net rectly secure
20. Baggage door — Latches fully engaged (no orange
paint visible around handle) and
door secure
21. Maintenance steps — Condition, closed
22. Engine air intake — Cover removed, clear of damage
and obstructions
23. APU fire bottle discharge — Green
indicator
24. Engine oil level — Check
25. Engine area — Check for fuel and/or oil leaks
26. Cowling and fairings — Condition and latched
27. Vents and ports — Clear and unobstructed
28. Main rotor components and — General condition
blades
29. Deleted
30. Engine cowling — Secure
31. Gravity fuel filler cap — Secure
32. Pressure refuel point (if fitted) — Secure, control panel (in AC PWR
socket bay) selected OFF
33. Engine exhaust — Cover removed, condition
34. Engine fire bottle — Green
discharge indicator
35. APU exhaust — Cover removed, condition
AREA N°3 (Tail Boom - Right Hand Side)
36. Tail boom exterior — Condition
37. Antennas — Condition
38. Stabilizer — Condition and secure
39. Navigation light — Condition

Rev. 2
189G0290X002
AREA N°4 (Fin, Intermediate and Tail Gearbox, Tail Rotor)

40. Tail fin — Condition
41. Intermediate and tail rotor gearbox— Check for leaks
42. Vents and ports — Clear and un-obstructed
43. Tail navigation and anticollision— Condition
lights
44. Tail rotor hub and blades — Condition, cleanliness
45. Tail rotor pitch change — Condition
mechanism
AREA N°5 (Tail Boom Left Hand Side)
46. Stabilizer — Condition and secure
47. Navigation light — Condition
48. Tail boom exterior — Condition
49. Tail rotor drive shaft cover — Secure
50. Antennas — Condition
AREA N°6 (Fuselage Left Hand Side)
51. Fuselage exterior — Condition
52. Engine fire bottle — Green
discharge indicator
53. Engine exhaust — Cover removed, condition
54. Baggage compartment, tie — Condition, cargo (if on board) cor-
down/net rectly secure
55. Baggage door — Latches fully engaged (no orange
paint visible around handle) and
door secure
56. Engine area — Check for fuel and/or oil leaks
57. Engine oil level — Check
58. Engine air intake — Cover removed, clear of damage
and obstructions
59. Engine cowling — Secure
60. Vents and ports — Clear and unobstructed
61. Main rotor components and blades — General condition

Rev. 2
189G0290X002
62. Gravity fuel filler cap — Secure

63. Maintenance steps — Condition, closed
64. Left side emergency exits — Confirm secure
65. Drains and vent lines — Free of obstructions, confirm no
leaks
66. Fuel tank sump area (Left side) — Confirm no leaks
67. Main landing gear — Condition, shock strut extension,
leaks, tyre condition and pressure
68. Passenger cabin door — Secure
69. Cowling and fairings — Condition and latched
70. Co-pilot cockpit door — Condition, cleanliness, window
secure
71. Windshield and roof transparent— Condition and cleanliness
panel
72. Windscreen wiper — Condition
AREA N°7 (Cabin and Cockpit Interior)
73. Passenger Emergency exits — Verify secure
74. Cabin interior — Equipment and cargo secure
75. First Aid Kit — On board
76. Emergency equipment — Check
(if any)
77. Cabin fire extinguisher — Secure, charge
78. Passenger seat belts & — Condition
inertia reels
79. Passenger doors — Secure
80. Pilot and Copilot safety belt and— Condition
inertia reel
81. Pilot and Copilot seats — Secure
82. Pilot and Copilot flight — Condition and secure
controls
83. Lower and lateral — Integrity, cleanliness and no signs of
transparent panels brake fluid

189G0290X002
84. Pilot and Copilot doors — Secure

85. Instruments, panels and circuit— Condition, legibility and IN
breakers
COCKPIT/SAFETY CHECKS
1. Cockpit fire extinguisher — Secure, charged
2. Pedals and seats — Adjust
3. Seat belts — Fasten and adjust
4. Circuit breakers — IN
5. Rotor Brake — OFF, or BRAKE for windy condi-
tions
6. Static source — Normal and GUARDED
7. ELT switch on instrument — Confirm ARM
panel (if applicable)
8. EPGDS panel switches — OFF
9. ENG 1 & ENG 2 MODE switches — OFF
10. RCP panel switches — NORM
11. APU PNL SEL MODE switch — OFF
12. ECS PNL — HEATER OFF
13. ICS panel — Mode switch, confirm NORM
14. LDG GEAR lever — Confirm DOWN
15. PARK BRAKE lever — As required

189G0290X002
ENGINE STARTING
ABORTED ENGINE START PROCEDURES
CAUTION
Failure to follow the Abort Procedure may cause damage to the
engine.
Engine starting malfunctions are most likely to occur during the engine accel-
eration cycle to IDLE speed. The list below details the cockpit indications
associated with malfunctions and the recommended Abort Procedure. It is
important that flight crews be thoroughly familiar with these procedures.
Monitor engine start and if any of the following occur:
— light up is not within 18 seconds of NG initial indications
— abnormal noise heard
— ITT increases beyond engine limits (HOT START caution illuminated) or

start terminated by engine control at 963°C.
— engine hangs (stagnation in NG below idle value)
— no indication of oil pressure within 30 seconds of ENG MODE to IDLE/

FLT.
— the main rotor has not begun to rotate when the gas generator (NG)
reaches 40%
— if engine starter fails to disengage by 52% ±2%NG.
shut down engine by:

1. ENG MODE switch — OFF
2. Fuel XFEED switch — CLSD
3. FUEL PUMP — OFF
(ECDU FUEL page)
Note
Fuel PUMP 1 will not switch OFF if APU running.
4. FUEL ENG SOV — CLSD
(ECDU FUEL page)

Rev. 2
189G0290X002
DRY MOTORING PROCEDURE

Following an aborted start shutdown, perform the following procedure allowing
a 30 seconds fuel drain period before restarting. The procedure is used to
clear internally trapped fuel and vapor:
Note
Observe the starter generator duty cycle limitations during re-
start attempts. Refer Section 1.
2. Fuel XFEED switch — CLSD
(ECDU FUEL page)
Note
Fuel PUMP 1 will not switch OFF if APU running.
4. FUEL ENG SOV — CLSD (confirm fuel valve closed on
(ECDU FUEL page) engine synoptic page)
5. ENG MODE switch — Select ENG MODE rotary switch of
appropriate ENG to CRANK and
hold (for not more than 45 sec-
onds. Starter Duty Cycle must be
respected)
6. Gas generator (NG) — Note increasing
7. ENG MODE switch — Release to OFF as necessary

Rev. 2
189G0290X002
ENGINE PRE-START CHECKS (APU)
Note
For other starting procedures see Supplementary Procedures in
Section 2B.
1. BATT MASTER — ON
Note
Standby ADI will power-up (if standby ADI auxiliary battery fitted)
2. APU — On APU PNL
• Confirm green STATUS READY
light illuminated
• Select SEL MODE rotary selec-
tor ON. Wait at least 2 seconds
then confirm FAIL message does
not illuminate
• Select rotary selector momen-
tarily to START and release to
ON. Confirm green START light
illuminates followed by ON light
when APU running (plus APU ON
advisory when CAS available)
(Time required for APU GEN on-
line is approximately
40-45 seconds)
3. MAIN BATT — ON
4. BATT AUX (if available) — ON
5. LTG (MISC panel) — DAY/NIGHT/NVG as required
6. ECDU — Confirm PBIT IN PROGRESS page
displayed
Satisfactory completion of PBIT is
indicated by LIGHTS page.
If LOCKED CB LIST page is dis-
played confirm C/B configuration is
as required press STAT to continue.
(If DF RESULTS page is displayed,
maintenance action required before
flight)
7. ECDU LIGHTS page — POS LT and A/COLL ON

Rev. 3
189G0290X002
8. ECDU 5R (CAB LTS) — CABIN SIGN ON, (if required) CAB

DIM select BRT (for night flight)
then LIGHTS page
Note
Any time the CABIN SIGN is selected ON the cabin occupants
must also be informed using the internal PA system.
9. Clock — Set
10. ENG FIRE PANEL — Confirm guards closed and FIRE
EXTING switch centred
Note
Confirm AMMC 1 and 2 are functioning and all parameters are
displayed before carrying out the following on the RCP panel.
11. RCP panel switches
— Confirm all switches selected to

NORM
12. AFCS panel — AP pushbuttons confirm AP1 and
AP2 not engaged
13. Display DIM panel — As required
14. MISC PNL — LD SHARE as required
— Confirm ENG A/ICE - INTAKE 1 & 2
switches OFF
— EMERG LTS select ON (check
cabin illumination), then ARM. (con-
firm cabin light OFF)
15. AIR COND/HEATER/ — As required
VENT FANS
16. Cyclic stick — Centred (PFD cyclic position indica-
tor in the GREEN), check switches
17. Collective lever — Full down, friction as required,
check switches
18. LDG GEAR panel — Check 3 green lights and EMER
DOWN switch secure and guarded

Rev. 2
189G0290X002
19. PARK BRAKE — Pull and turn handle, confirm PARK

BRAKE ON advisory illuminates on
CAS
20. ECDU press 6R (TEST) — Select FIRE and confirm the follow-
ing sequence:
Note
Do not press CAS reset or
MWL/MCL reset buttons during
test.
• Audio tone and voice warning
“ENGINE 1 FIRE”
• ENG 1 FIRE on FIRE EXTING
panel
• FIRE 1 on ENG CONTROL panel
• MWL illuminates
‘1 ENG FIRE’, CAS warning
• Audio tone and voice
warning “ENGINE 2 FIRE”
panel
• FIRE on 2 ENG CONTROL panel
• MWL illuminates
• ‘2 ENG FIRE’ CAS warning
warning “APU FIRE”
• FIRE on APU CONTROL
panel
• MWL illuminate
‘APU FIRE’ CAS warning
warning “WARNING WARNING”
• MWL illuminate
• ‘BAG FIRE’ CAS warning

189G0290X002
21. LAMP TEST — Select LAMP and confirm the fol-

lowing illuminate:
• ENG 1 & 2 FIRE/ARM on FIRE
EXTING panel
• FIRE lights on ENG CONTROL
panel
• NOSE/LH/RH amber and green
lamps, NOSE WHEEL UNLK/
LOCK, EMERG amber lamps on
LDG GEAR panel
• All green indications on the AFCS
panel steady then blinking
• Amber FAIL light on ECDU
CONTROL panel
• APU panel all lights ON,
red,amber and green
Note
AIR COND, if fitted, should be selected OFF during ENG INTK TEST.
22. ENG INTK TEST — If flight in OAT conditions less than
5°C is are envisaged carry out the
following:
• Confirm 1 & 2 INTAKE FAIL cau-
tions not illuminated
• On MISC PNL select 1 & 2 ENG
A/ICE-INTAKE switches to FULL.
Confirm 1-2 ENG A/ICE FULL
advisories illuminate.
1-2 ENG A/ICE ON advisory may
illuminate momentarily.
• Press ENG INTK TEST and con-
firm 1-2 ENG A/ICE FULL advi-
sory extinguishes, 1-2 INTAKE
FAIL caution illuminates (approx
20 seconds), 1-2 ENG A/ICE ON
advisory illuminates,
1-2 ENG A/ICE FULL advisory
may illuminate momentarily.
• After test completed confirm 1-2 ENG
A/ICE FULL advisory illuminates and
no INTAKE cautions remain.

Rev. 3
189G0290X002
• After test completed confirm 1-2

ENG A/ICE FULL advisory illumi-
nates and no INTAKE cautions
remain.
• On MISC PNL select 1 & 2
A/ICE-INTAKE switches to OFF
and confirm 1-2 ENG A/ICE FULL
advisory extinguish.
23. Aural Warning short test — Select AWG SHORT TEST, Confirm
MWL and MCL Illuminate and the
AURAL SYSTEM TEST message is
heard
24. Aural Warning long test — Select AWG LONG TEST and con-
firm MWL and MCL Illuminate and
heard then following aural warn-
ings:
(”WARNING”)
• ROTOR LOW
• ENGINE 1 OUT
• ENGINE 2 OUT
• ENGINE 1 FIRE
• ENGINE 2 FIRE
• APU FIRE
• ROTOR HIGH
• ENGINE 1 IDLE
• ENGINE 2 IDLE
• WARNING
• AUTOPILOT
• AIRSPEED
• LOW SPEED
• LANDING GEAR
• 150 FEET
• ALTITUDE
• DECISION HEIGHT
• AURAL SYSTEM TEST

Rev. 3
189G0290X002
25. TRANSMISSION OIL TEST — Select XMSN OIL LVL and confirm
CAS caution:
• MGB OIL LOW and MCL
illuminates
• IGB OIL LOW and MCL
illuminates
• TGB OIL LOW and MCL
illuminates
26. ECDU press 6R (HYD) — Select ELEC PUMP to ON.
Carry out cyclic, collective and yaw
pedals full and free check.
Utilizing the cyclic position indicator,
on PFD, centralize cyclic control to
obtain the central circle green. Cen-
tralize yaw pedals and move collec-
tive to MPOG.
ELEC HYD PUMP select OFF
— Confirm HYDRAULIC SOV
selected to NORM
CAUTION
Full and free check should be carried out with slow displace-
ment of the controls and one control at a time in order not to
overload the electric pump.
Note
When the electric hydraulic pump is running the hydraulic pres-
sure N°1 will correctly indicate in the red zone as the pump can
only supply 100 ±10 bar hydraulic pressure.
Note
Cyclic position indicator is only presented on the PFD when the
aircraft is on the ground and the collective is near its down
position (MPOG).
Note
Electric hydraulic pump disengages automatically after 2 min-
utes.

Rev. 3
189G0290X002
27. ECDU — Press 6R (FUEL)

28. Rotor Brake — OFF, confirm no advisory ROTOR
BRAKE ON displayed
ENGINE STARTING
1. MFD — Confirm PWR PLANT page
Note
If ITT is above 150 °C motor engine, using the Dry Motoring
Procedure on page 2A-12, to reduce ITT to below 150 °C.
2. FUEL PUMP 1 — Confirm ON
FUEL PUMP 2 — ON
3. FUEL ENG 1 & 2 SOV — OPEN, 1 & 2 FUEL PUMP cautions
not illuminated, check pressure
4. FUEL XFEED — AUTO, XFEED advisory not
iluminated
5. Engine temperature (ITT) — Confirm less than 150 °C
6. ENG 1 MODE switch — IDLE.(when ITT below 150 °C and
NG is 0%)
Note
It is recommended to start the engine to IDLE, if necessary, it is
possible to start to FLT by setting the ENG MODE switch directly
to FLT, however the HOT START preventor is deactivated.
7. Gas Producers (NG) — Note increasing and START legend
displayed
8. Engine temperature (ITT) — Note increasing and IGN legend
displayed
9. Engine oil pressure — Confirm rising
10. Engine N°1 starter — Disengaged by 52% ±2% NG
11. Main hydraulic system — When the main rotor begins to
rotate, confirm rise in main hydrau-
lic pressure
— Confirm cyclic control centralized
on PFD cyclic indicator

Rev. 3
189G0290X002
12. N°1 engine power turbine speed — Confirm stabilized to IDLE speed of
(NF) and rotor speed (NR) 55%±1%
Note
If the engines started directly to FLT the NF will stabilize at
102% with rotor speed (NR).
13. Engine and transmissions oil — Check pressures and tempera-
tures within limits
Note
If ITT is above 150°C motor engine, using the Dry Motoring Pro-
cedure on page 2A-12, to reduce ITT to below 150°C.
14. ENG 2 MODE switch — IDLE. (when ITT below 150°C and
NG is 0%)
Note
possible to start to FLT by setting the ENG MODE switch
directly to FLT, however the HOT START preventor is deacti-
vated.
15. Gas Producer (NG) — Note increasing and START legend
displayed
displayed
19. N°1 & 2 engine power turbine — Confirm stabilized to IDLE speed of
speeds (NF) and rotor speed (NR) 73%±1%
20. HEATER panel (if used) — Select ENG and set as required
Note
Flight control position digital indications are for maintenance
use and should not be considered.

Rev. 3
189G0290X002
21. AFCS panel — Press TEST button and follow

instruction on MFD AFCS synoptic
page. Confirm test completes suc-
cessfully with no AP messages
apart from 1-2 AP OFF caution dis-
played on CAS system
Note
For cold starting (down to -40 °C OAT) a prolonged warm up
period at GI, of up to 16 minutes, may be required to increase
the hydraulic system oil temperature to the minimum of -20 °C
required for Take-Off.
Note
Disregard APU GEN FAIL caution that may momentarily illumi-
nate when APU is selected OFF.
• SEL MODE rotary select to OFF.
• Green STATUS CLDWN caution
illuminates during shutdown
(approx 70 secs), APU VALVE
OPEN caution illuminates tran-
siently

Rev. 3
189G0290X002
AFTER ENGINE START CHECKS

1. Engine Anti Ice-Bleed Valve — Confirm ENG A/ICE OFF on both
checks engines
Note
Ensure that for the following tests the ENG A/ICE switch is
ONLY selected to A/ICE
Note
The following test may be carried out at MPOG, however if no
temperature change of at least 30°C is noted when ENG A/ICE
is selected ON or OFF then the test should be repeated by rais-
ing collective to increase NG to the minimum values as shown
below for OAT conditions:
Below 0°C - 86% NG

0°C to 10°C - 87% NG
10°C to 20°C - 89% NG
20°C to 30°C - 90% NG
30°C to 35°C - 92% NG
above 35°C - 93% NG
— Select ENG A/ICE switch to
A/ICE on engine being tested and
check ENG A/ICE ON advisory on
CAS
— Select FLT on engine to be tested
— No EECU fault cautions
illuminate on CAS
— § Note ITT and select A/ICE OFF
and confirm:
• ITT decreases at least 30 °C
• ENG A/ICE ON advisory extin-
guishes on CAS
• No EECU fault cautions illumi-
nate on CAS

Rev. 3
189G0290X002
— Select A/ICE ON for at least 10

seconds and confirm:
• ITT increases to previous value
(±10°C)
• ENG A/ICE ON advisory on CAS
• No EECU fault cautions illumi-
nate on CAS
— Select ENG A/ICE switch to OFF
and confirm ENG A/ICE ON extin-
guishes on CAS
— Select ENG A/ICE switch to
A/ICE on second engine to be
tested and check ENG A/ICE ON
advisory on CAS
— Select second engine to be tested
to FLT and confirm no EECU fault
cautions illuminate on CAS
— Select first engine tested to IDLE
and confirm no EECU fault cau-
tions illuminate on CAS
— Repeat test on second engine from
point §
2. ENG 1 & 2 MODE switches — FLT. Confirm NR/NF stabilized at
102%
CAUTION
Ensure both engines engage as the NFs reach FLIGHT condi-
tion. A failed engagement is indicated by NF possible higher
than NR and near zero torque. If this occurs, shut down the non
engaged engine first and when engine stopped shut down other
engine. If a hard engagement occurs, shut down both engines
for maintenance action.
Note
Ensure APU is OFF before carrying out the following fuel tests.
3. MFD — Select ENG synoptic page

Rev. 3
189G0290X002
4. FUEL PUMP 1 — OFF. Note fall in fuel N°1 pressure,

1 FUEL PUMP caution displayed,
automatic opening of XFEED
valve, FUEL XFEED advisory dis-
played on CAS and consequent
increase of fuel N°1 pressure
5. Fuel XFEED — Select CLSD, confirm crossfeed
valve closes (on synoptic page)
and FUEL XFEED advisory not dis-
played on CAS. Fuel N°1 pressure
decreases
6. FUEL PUMP 2 — OFF. Note fall in fuel N°2 pressure,
2 FUEL PUMP caution displayed
— Wait 15 seconds and confirm
engine 1 and 2 operation normal
7. FUEL PUMP 1 — ON. 1 FUEL PUMP caution extin-
guishes with consequent increase
of fuel N°1 pressure. Confirm
FUEL XFEED remains closed (on
synoptic page)
8. Fuel XFEED — Select OPEN, confirm valve indi-
cates open (on synoptic page) with
consequent increase of fuel N°2
pressure. Confirm FUEL XFEED
advisory displayed on CAS
9. FUEL PUMP 2 — ON. 2 FUEL PUMP caution extin-
guishes
10. Fuel XFEED switch — Select AUTO, confirm valve closes
and FUEL XFEED advisory extin-
guishes
11. MFD — Select ELECTRIC synoptic page
— Confirm on ELECTRIC synoptic
page MAIN and AUX (if fitted) bat-
teries not discharging

Rev. 3
189G0290X002
12. ECDU press 6R (ELEC) — Confirm :

• GEN1 & 2 ON
• TRU 1 & 2 ON
• NON ESS 1 & 2 AUTO
• BTC 1 & 2 CLSD
13. ECDU Press 6R (HYD) — Confirm
• SOV NORM
• ELEC PUMP OFF
14. MFD — Select HYDRAULIC synoptic page,
confirm pressure and temperature
within limits
— Make small cyclic, collective and
pedal movements and confirm no
pressure drop
— Centralize cyclic control on PFD
cyclic indicator
15. ECDU — Press 6L (MENU)
16. MFD — Select PWR PLANT page
17. PFD/MFD — Check all engine parameters within
limits, NR/NF 102%, and select
both displays as required
18. Altimeters: Pilot, Standby and — Set and cross-check
Copilot
19. RAD ALT — Confirm on both zero altitude (±5 ft)
20. RA TEST button on remote instru- — Press and, on PFD, confirm
ment controller RA1-RA2 50 ft, ‘TEST’ message
displayed, release and confirm
zero altitude (±5 ft)
21. DH selector on remote — Set as required
instrument controller
22. SVS/FD SEL/EVS — As required
23. MCDU — Set COMM and NAV as required
— Select COMPASS to MAG/TRU as
required
24. ICS panels — Set as required

Rev. 3
189G0290X002
25. ECDU press PITOT — Confirm AUTO or select ON if

required
— Press 6L (MENU)
26. ECDU press MISC — AWG as required
— CAMERA as required
— Press 6L (MENU)
27. ECDU press LT — CAB LTS select DIM as required
(for night flight)
— Press 6L (LIGHTS)
— Press 6L (MENU)
28. APU — On APU PNL confirm green
STATUS READY illuminated and
no advisory APU ON on CAS
29. MISC PNL — LD SHARE switch as required
— ENG and INTAKE ANTI ICE as
required. If OAT less than 5 °C and
visible moisture select ENG 1 & 2
A/ICE - INTAKE switches to FULL
and confirm green ‘1-2 ENG A/ICE
FULL’ advisories illuminated

Rev. 4
189G0290X002
TAXIING
1. AFCS — Engaged, AP1 & 2 green lights
illuminated
ATT + ATT green messages illumi-
nated on PFD
2. LH LDG LT & RH LDG LT — ON
3. PARK BRAKE handle — OFF. Confirm no caution or advisory
PARK BRK ON messages displayed
4. NOSE WHEEL lock — Press to UNLK
5. Pedal brakes — Check operation
CAUTION
Do not use aft cyclic to slow the aircraft. The use of large cyclic
displacements in conjunction with low collective can cause main
rotor hub and cowling damage.
Note
To obtain best braking action the collective should be set to
MPOG before applying pedal brakes.
Note
The nose wheel steering will self centre and lock as soon as the
helicopter lifts off.
Note
Turning, whilst taxiing, should be carried out with collective at
minimum pitch and cyclic central or as required to compensate
for crosswind.

Rev. 3
189G0290X002
PRE TAKE-OFF CHECKS

1. ENG MODE switches — Confirm both to FLT
2. AEO LIM SEL pushbutton — Push, if required, to enable TQ lim-
iter function (AEO TOP LIM green
advisory message)
Note
The AEO LIM SEL pushbutton is used to limit the max AEO PI
available to 116%/116%. OEI engine torque limit will remain at
164%TQ.
3. PARK BRAKE handle — Released/as required
4. CAS — Clear
5. Pre Take-OFF checks — Completed

Rev. 3
189G0290X002
CATEGORY B TAKE-OFF (HOVER IGE)

1. Power checks — Carry out in accordance with IN-
FLIGHT POWER CHECKS proce-
dure in Section 4
2. Hover IGE — Establish at 7 ft AGL.
Respect the controllability WAT
charts for the prevailing wind condi-
tions
3. NOSE WHEEL steering — Confirm green LOCK light
4. Engines — Check TQ/ITT matching
5. CAS — Clear/as required
6. PFD — Check all parameters within normal
operating limits and confirm no
engine matching abnormalities
7. Flight controls — Check correct functioning
8. PI — Note PI value in hover
9. Attitude — Note pitch attitude value in hover
10. Collective/Cyclic Control — Apply cyclic to attain a nose down
attitude change of -3 deg and main-
tain, with collective fixed. When the
aircraft reaches approximately 15
kts groundspeed apply collective to
increase PI by +5% above the hover
PI. Slowly (3 to 4 seconds) return
pitch attitude to the hover value
when airspeed is indicating (20-25
KIAS)
11. Acceleration and climb — Accelerate forward and climb to
achieve 50 ft (15 m) above Take-Off
surface at 40 KIAS, continue up to
80 KIAS
12. Climb — At 80 KIAS (Vy) adjust attitude to
stabilize at Vy and climb smoothly
13. Power limits — Observe PI limitations for Take-Off
power rating
14. Landing gear — UP (above 200 ft (61 m) AGL)

Rev. 3
189G0290X002
Note
For OAT of -30° C and below undercarriage retraction time may
increase.
15. Power — Adjust, as required, for cruise flight
or continued climb

Rev. 3
189G0290X002
CATEGORY B TAKE-OFF (ROLLING TAKE-OFF)

1. Power checks — Carry out in accordance with IN-
FLIGHT POWER CHECKS proce-
dure in Section 4
2. Hover IGE — Establish at 7 ft AGL.
Avoid winds from rear sectors
between 090° and 270°
3. PI — Note PI value in hover IGE
4. Attitude — Note pitch attitude value in hover
5. NOSE WHEEL steering — Confirm green LOCK light
6. Engines — Check TQ/ITT matching
8. PFD — Check all parameters within normal
operating limits and confirm no
engine matching abnormalities
9. Flight controls — Check correct functioning
10. Touchdown — Touchdown and prepare for ground
acceleration
11. Ground acceleration — Commence ground acceleration to
30 kts groundspeed
12. Lift Off — At approximately 30 kts lift off with
PI hover value to achieve 50 ft (15
m) above Take-Off surface at 40
KIAS (return pitch to hover attitude),
continue up to 80 KIAS
13. Climb — At 80 KIAS (Vy) adjust attitude to
stabilize at Vy and climb smoothly
14. Power limits — Observe PI limitations for Take-Off
power rating
15. Landing gear — UP (above 200 ft (61 m) AGL)
Note
For OAT of -30° C and below undercarriage retraction time may
increase.
16. Power — Adjust, as required, for cruise flight
or continued climb

Rev. 3
189G0290X002
IN-FLIGHT PROCEDURES
AFTER TAKE-OFF
1. LDG GEAR lever — Confirm UP
2. LH LDG LT & RH LDG LT — Confirm OFF and STOW or as
required
3. AEO LIM SEL pushbutton — As required
4. Engine and transmission param- — Normal, temperatures and pressures
eters, temperatures and pres- within limits
sures
5. Altimeters — Check QNH and cross-check
6. LD-SHARE switch — As required (TORQUE or TEMP),
(MISC PNL) confirm parameters matched
Note
The LD-SHARE switch allows the pilot to maintain engine TQ or
ITT matched, as required.
Note
If the engines are ITT limited on the PI indicator, and there is a
large ITT mismatch, the PI matching can be restored by select-
ing LD-SHARE switch to ITT.
Note
During flight below 500 ft (150 m) AGL or hydraulic oil tempera-
ture is below +20°C fly attentive.
8. MFD — As required
9. After Take-Off checks — Complete

Rev. 3
189G0290X002
CRUISE CHECKS
1. Engine and Transmission — Normal, temperatures and pressures
parameters, temperatures and within limits
pressures
Note
Disregard the APU EECU FAIL message which may illuminate
on the ENGINE synoptic page when not associated with an
APU CAS message. The APU functions normally.
3. Compass — Check all synchronized
4. Radios/Navigation — As required
5. FUEL — Check quantity, XFEED closed or as
required
6. PITOT HEATERS (ECDU — Confirm AUTO selected
PITOT page)
VENT FANS
Note
The LD-SHARE switch allows the pilot to maintain engine TQ or
ITT matched, as required.
Note
If fuel consumption is greater than expected see
Abnormal Fuel Consumption procedure on page 3-125.
9. ENG and INTAKE ANTI ICE — If OAT less than 5 °C and visible
(MISC PNL) moisture select ENG 1 & 2 A/ICE -
INTAKE switches to FULL and con-
firm green ‘1-2 ENG A/ICE FULL’
advisory illuminates
10. Standby instrument — Check airspeed, altimeter and artifi-
cial horizon against primary flight dis-
play

Rev. 3
189G0290X002
11. CAS — Check

12. Cruise checks — Complete
PRE-LANDING CHECKS
1. LDG GEAR — DOWN; three green lights on LDG
control panel
Note
For OAT of -30° C and below undercarriage extension time may
increase.
3. NOSEWHEEL steering — Confirm green LOCK light
4. PARK BRAKE handle — As required
5. AEO LIM SEL pushbutton — As required
6. DH knob — As required
VENT FANS
Note
Disregard APU VALVE OPEN and APU TRU FAIL cautions that
may momentarily illuminate when APU started.
If APU not required (or not avail- • Confirm green STATUS READY
able) continue to Item 10. light illuminated
tor ON, wait at least 2 seconds
and confirm FAIL message does
not illuminate
tor momentarily to START and
release to ON. Confirm green
START light illuminates followed
by ON light and APU ON advi-
sory when APU running

Rev. 3
189G0290X002
(Time required for APU GEN on-line

is approximately 40-45 seconds)
10. Engine and Transmission parame- — Normal, temperatures and pres-
ters, temperatures and pressures sures within limits
12. Fuel — Quantity, XFEED closed unless
required
14. Cabin — Secure
Note
If an ILS approach is required:
• confirm heading reference is set to MAG on MCDU, check
PFD
• select both NAV’s to the same frequency
• on ADI STBY instrument select NAV ON and set the course to
the final ILS course.
Recommended airspeed:
Glideslope up to 4 degrees 120 KIAS
15. Pre-Landing checks — Complete

Rev. 3
189G0290X002
APPROACH AND LANDING
CATEGORY B LANDING
1. Pre-landing checks — Complete
2. ECDU press MENU (MISC) — AWG NORMAL
— Press 6L MENU
Note
When descending below 150 ft AGL vocal message ‘ONE
FIFTY FEET’ is activated regardless of the landing gear status.
This message is suppressed if AWG is set to REGRADE.
3. Landing direction — If possible orientate the aircraft for
an approach into the prevailing
wind
4. LDG GEAR — Check 3 greens
5. Initial point — Reduce airspeed gradually to
arrive at 200 ft (61 m) above touch-
down point with a rate of descent of
no more than 500 fpm. Initiate a
deceleration to stabilize 40 KIAS at
50 ft (15 m). At 50 ft rotate nose up
to obtain an attitude change of 5
deg to decelerate
6. Landing — Descent to hover at 7 ft AGL
7. Touch down — Maximum nose up attitude at touch
down 15°. Apply wheel brakes, as
required
8. NOSE WHEEL lock — UNLK if ground taxiing is required

189G0290X002
POST LANDING AND SHUTDOWN PROCEDURES
POST LANDING CHECKS

1. LH LDG LT & RH LDG LT — OFF and STOWed, if used
2. MISC PNL — EMERG LTG switch OFF
— MODE as required
3. Systems — OFF/STBY
PRE-SHUTDOWN CHECKS
Note
If APU not started use Section 2B Supplementary Procedures
Shutdown on AC EXT POWER on page 2B-19.
1. NOSE WHEEL — Push to LOCK, if required

2. PARK BRAKE handle — Pull and turn handle, PARK BRK
ON advisory illuminates
3. Collective lever — MPOG
4. Cyclic stick — Centralized, on PFD, cyclic
indicator
5. Pedals — Centred
6. AFCS — OFF
7. MISC PNL — 1 & 2 ENG A/ICE - INTAKE
switches select OFF, if used
8. ECDU press MENU (PITOT) — Confirm AUTO
9. ECDU — Press FUEL

189G0290X002
ENGINES AND ROTOR SHUTDOWN
Note
If DC External Power required for shutdown go to Engines and
Rotor Shutdown (APU + DC EXT power) procedures on
page 2B-22.
1. ENG 1 and 2 MODE switches — Set to IDLE
Note
A period of 2 minutes stabilization at IDLE or with NG less than
90% is mandatory. If this is not carried out, refer to ENGINE
RESTART PROCEDURE AFTER EMERGENCY SHUTDOWN
see page 3-95.
3. ENG 1 and 2 MODE switches — OFF
CAUTION
During shut down note that:
• NG speed decelerates freely without abnormal noise or rapid
run down
• ITT does not rise abnormally.
4. Rotor Brake — Below 40% NR select rotor brake
lever to BRAKE position, ROTOR
BRK ON advisory illuminates.
(Recommended between 20% and
40% NR)
Confirm no abnormal pressure
messages illuminate on brake mon-
itor panel.
When rotor has stopped, move
lever to OFF
5. FUEL XFEED — CLSD
6. Fuel PUMP 2 — OFF, 2 FUEL PUMP caution
message

Rev. 1
189G0290X002
Note
Fuel PUMP 1 will not switch OFF when APU is running.
7. ECDU press LT — Select A/COLL OFF and POS LT as

required
— Press 5R, CABIN SIGN select OFF
— Press FUEL
8. Rotor Brake — If parking with rotor brake required,
cycle rotor brake lever from PUMP-
ING LIMIT mark to BRAKE position
as necessary to increase pressure
to at least 40 bar, on digital readout,
and leave in BRAKE detent
Note
Up to 8 hours of parking pressure are guaranteed before
re-pressurization of the system.
• Select SEL MODE rotary to OFF
illuminate during shutdown
(approx 70 seconds), APU
VALVE OPEN caution illuminates
transiently.
When shutdown complete
READY light illuminates
10. MAIN BATT and BATT AUX (if — OFF
available) switches
11. BATT MASTER — OFF (when APU READY light ON)

Rev. 2
189G0290X002
POST SHUTDOWN CHECKS

Before leaving the aircraft:
— Chock wheels if the helicopter is to be parked for prolonged periods

(greater than 1 hour).
— Chock wheels as soon as possible if the helicopter is to be parked on

sloping ground.
— Remove both Main and Auxiliary (if installed) batteries and store in
heated room if the helicopter is to remain outside with an OAT at or below
-20 °C.

189G0290X002
FLIGHT HANDLING
The rotation of the main rotor is anti-clockwise when viewed from above.
Handling is conventional in normal forward, sideways and rearwards flight
manoeuvres. Collective lever forces are light, but may be increased by apply-
ing friction.
AUTOROTATIVE DESCENT
1. Smoothly reduce collective to enter autorotation.
2. Maximum NR 110%.
CAUTION
Rotor speed is sensitive in low power descent and autorotation
and large NR changes are produced by changes in normal
acceleration (G). Care is needed to avoid exceeding limits.
3. Adjust attitude to obtain approximately 80 KIAS.

4. To recover to powered flight, slowly increase collective pitch until
freewheels are joined and at least 15% torque is indicated. Finally,
increase power, gently, in not less than 3 seconds, to arrest the rate of
descent.

189G0290X002
FLIGHT CONTROLS
CYCLIC TRIMMING
The force trim release button (FTR) on the cyclic stick should be kept
depressed during all large stick movements. Upon releasing the trim release
button, the attitude hold is restored.
For small attitude adjustments in the hover or in forward flight (± 2 to 3 kts), the
system beep trim mode (TRIM) can be used. Operation of the cyclic beep trim
switch causes the trim system to change the reference at 5 degrees per sec-
ond in roll and 3°/sec in pitch or 2°/sec in pitch for airspeed above 120 KIAS.
When the pitch reference bug is passing the new desired attitude, the switch is
released and the aircraft will settle on the new pitch attitude.
It is recommended to use the beep trim to change the attitude, however, a
combination of trim release and beep trim may also be used.
COLLECTIVE TRIMMING
The “push and hold” collective lever trim release button (FTR) is depressed to
disengage the spring feel mechanism which enables the collective to be
moved freely. When the button is released, the spring feel is re-datumed to
zero force.
YAW TRIMMING
Lateral operation of the collective lever CLTV/YAW 4-way trim switch alters the
slip or skid command to either offset a small accelerometer misalignment, or
to purposely offset the tail alignment.
Additionally, at speeds above 40 KIAS the coordinated turn facility enables the
aircraft to carry out balanced turns, below 40 KIAS or if the mode HOV is
engaged Low Speed Heading hold is active. Feet should not be rested on the
pedals if heading hold or turn coordination facilities are required.

Rev. 2
189G0290X002
AFCS GENERAL INFORMATION

The AFCS modes provide functions for automatic flight path control around
the three axes of the aircraft plus collective.
The AFCS modes use the Navigation source and data reference presented on
the on-side PFD. The on-side PFD is indicated by the green PFD couple arrow
which is controlled by the “FD SEL” button on the DCP Control Panel (See
Figure 2).
Armed and captured FD modes are displayed with messages along the top
line of the PFD: Collective and pitch mode messages on the left of the
selected PFD arrow and lateral mode on the right. Armed modes are in white
characters and captured or engaged modes are in green characters. When
transitioning from no mode to engaged, from armed to captured or changing
from one mode to another mode a green box around the mode caption flashes
for 5 seconds then extinguishes. When changing from captured to no mode
the caption extinguishes and is replaced by a green box which flashes for 5
seconds then extinguishes.
Armed lateral modes messages are: VOR, VAPP, LOC, NAV and captured
VOR, VAPP, OS, LOC, NAV, HDG, HOV.
Armed vertical (collective) modes are: GS, and captured ALT, GS, VS, GA,
ALTA, ALVL, RHT.
Engaged longitudinal modes are IAS, HOV, GA.
A chime sounds whenever either a lateral, longitudinal, or vertical (collective)
AFCS mode changes from its previous state, i.e.
— a mode changes from engaged to disengaged or vice-versa
— a mode changes from arm to captured

An aural tone (“bip-bip”) sounds for any change in altitude or radar height
mode reference datum or a change in baro setting of the on-side PFD.

189G0290X002
The AFCS Upper Modes available are as follows:
Mode Function Control PFD Caption

Axis
Arm Capture
(white) (green)
HDG Heading select Roll and N/A HDG

Yaw
ALT Altitude Hold Collective N/A ALT
IAS Indicated Airspeed Pitch N/A IAS

Hold
NAV Lateral Navigation Roll NAV/ NAV/VOR

VOR
APP Lateral Approach Roll VAPP VAPP

LOC LOC
Vertical Approach Collective GS GS
BC Back Course Approach Roll BC BC
ALTA Altitude Acquire Collective N/A ALTA
VS Vertical Speed Hold Collective N/A VS
GA Go-Around/ Pitch/ N/A GA

Collective
RHT Radar Height Hold Collective N/A RHT
HOV Hover/Velocity Hold Pitch/Roll N/A HOV
OS* Over Station mode Roll N/A OS
ALVL* Autolevel mode Pitch/ N/A ALVL

Collective
* Provided automatically
Note
Back Course Approach (BC) function is not available

189G0290X002
BASIC AFCS ATTITUDE CONTROL

— Attitude Hold (ATT)
Provides long term attitude retention in pitch, roll and yaw axes.
— Wing-Level (WLVL)
When activated using the button on the cyclic stick the system automati-
cally resets and holds the pitch and roll attitude datums at 6.5 degrees
nose up and 0 degrees respectively.
— Stability Augmentation (SAS) - only for degraded operation
Provides short term rate damping whenever the pilot is active on the flight
controls either in fly-through mode or in trim release mode.
BASIC AFCS CONTROL FUNCTIONS

— Collective Decoupling (C-DCPL)
Provides automatic correction to pitch, roll and yaw axes for collective
pitch change cross coupling effects.
— Auto-Trim (ATRIM)
Provides automatic linear actuator re-centering throught actuation of the
lateral and longitudinal cyclic trims and also the yaw trim.
— Stability Command Augmentation in Fly-Through (SAF/SCAS)
Provides enhanced helicopter response to pilot control inputs by adjusting
the amount of attitude damping as a function of the flight control displace-
ment.
— Turn-Coordination (TC)
Provides automatic ball centering during turns.
PRIMARY UPPER MODES
— Altitude Hold (ALT)
— Altitude Acquire (ALTA)
— Heading Hold (HDG)
— Indicated Airspeed Hold (IAS)
— Radar Height Hold (RHT)
— Vertical Speed Hold (VS)
— Go Around (GA)
— Hover Hold (HOV)

Rev. 2
189G0290X002
FLIGHT DIRECTOR MODES
— VOR Navigation (VOR)
— Long Range 2D-Navigation (NAV)
— VOR Approach (VAPP)
— Localizer Lateral Approach (LOC)
— Glideslope Vertical Approach (GS)
COLLECTIVE SAFETY FUNCTION

The AFCS features a Collective Safety Function that constantly monitors
engine power levels/MGB TQ and helicopter height above ground. This func-
tion is automatically activated whenever a collective upper mode is engaged
and provides the following functions:
— AFCS Power Limiting: This limits the AFCS collective pitch demand dur-
ing high power phases of flight to prevent both MGB and engine limits
from being exceeded. When the AFCS power limiting is active, the amber
caption PWR LIM is displayed on the PFD (see page 3-222). The function
activates to limit the maximum PI value in accordance with the following:
AEO conditions with IAS less than 90 KIAS: PI maximum 113%
AEO conditions with IAS greater than 90 KIAS: PI maximum 97%
OEI conditions wih IAS less than 90 KIAS: PI maximum 155%
OEI conditions with IAS greater than 90 KIAS: PI maximum 132%
— AFCS Autorotation protection: This limits the minimum collective pitch

demanded by the AFCS during steep descents to prevent entry into autor-
otation. The function activates when the engine TQ drops below 15%.
— AFCS LOW HEIGHT: This prevents a descent below 15 ft RAD ALT

height in hover or 40 ft RAD ALT height in forward flight.
If these low height thresholds are inadvertently exceeded the system will
automatically increase collective as necessary to take the helicopter back
to the threshold values (15 ft hover or 40 ft level flight).

189G0290X002
FMS (FLIGHT MANAGEMENT SYSTEM) OPERATION
GENERAL
Normal operating procedures are outlined in the Flight Management System
(FMS) Pilots Manual for the AW 189 applicable to the software version
installed on the aircraft.
DEFINITIONS AND EXPLANATION OF TERMS

Area navigation (RNAV). A method of navigation which permits aircraft oper-
ation on any desired lateral track within the coverage of ground or space-
based navigation aids or within the limits of the capability of self-contained
aids, or a combination of these.
Navigation application. The application of a navigation specification and the
supporting NAVAID infrastructure, to routes, procedures, and/or defined air-
space volume, in accordance with the intended airspace concept.
Navigation specification. A set of aircraft and aircrew requirements needed
to support Performance-based Navigation operations within a defined air-
space. There are two kinds of navigation specification:
RNAV specification. A navigation specification based on area navigation

that does not include the requirement for on-board performance monitor-
ing and alerting, designated by the prefix RNAV, e.g.
RNAV 5, RNAV 1.
RNP (Required Navigation Performance) specification. A navigation

specification based on area navigation that includes the requirement for
on-board performance monitoring and alerting, designated by the prefix
RNP, e.g. RNP 4, RNP APCH.
Performance-based navigation (PBN). Area navigation based on perfor-
mance requirements for aircraft operating along an ATS route, on an instru-
ment approach procedure or in a designated airspace.
RNAV system. A navigation system (as part of a Flight Management System
(FMS)) which permits aircraft operation on any desired lateral track within the
coverage of station-referenced navigation aids or within the limits of the capa-
bility of self-contained aids, or a combination of these.
Receiver autonomous integrity monitoring (RAIM). A form of ABAS
whereby a GNSS receiver processor determines the integrity of the GNSS
navigation signals using only GPS signals. This determination is achieved by
a consistency check among redundant pseudo-range measurements.

189G0290X002
INTRODUCTION
The published navigation chart displays the PBN requirement box, on the plan
view of the chart immediately below the chart identifier; the PBN box includes
the identification of the navigation specification used in the procedure design,
any navigation sensor limitations and any required functionalities. With
regards to the navigation specification the chart reports one of the following:
RNAV5, RNAV1, RNP 1, Advanced RNP and RNP 0.3.
The FMS is capable of operations in airspace designated for Precision RNAV
(P-RNAV) or RNAV 1 and Basic RNAV (B-RNAV) or RNAV 5 Navigation Spec-
ification providing all Navigation information necessary for the aircraft to per-
mit the navigation along any desired flight path within the coverage of space
referenced NAVAIDs (the GNSS system, if available, augmented with SBAS
system) and provide, if coupled, Lateral Guidance inputs to the AFCS .
BASIC OPERATIONS
The FMS is able to keep the aircraft within the accuracy level required for P-
RNAV/RNAV1 operations better than ±1 NM (for >> 95% of the flight time).
The RNAV Navigation Specification of P-RNAV/RNAV1 is applicable for En-
Route Navigation and Terminal airspace including Departures, Arrivals and
Approaches up to the point of the Final Approach Waypoint (FAF) and Missed
Approach up to MAWP (Missed Approach Waypoint) or MAHWP (Missed
Approach Holding Waypoint).
P-RNAV/RNAV1 Flight Management System enables the aircraft to be navi-
gated along a path defined by waypoints and procedures held in an on-board
Navigation Database, within the RNAV’s required accuracy performance lim-
its. The Vertical Navigation performance is not part of the RNAV capability of
the FMS.
For the NPA Approach (Non Precision Approach – “Precision-Like” Approach)
the FMS enables the loading from NAV DB into the active flight plan (LEGS) of
the following approaches as designated under ICAO and part 97: “NDB”,
“NDB/DME”, “VOR” and “VOR/DME”. The FMS is able to fly these NPA
Approaches with the requested precision based on NDB/VOR/DME.
For the ILS and LOC approaches the FMS enables the loading from NAV DB
into the active flight plan (LEGS) in order to provide the Lateral guidance up to
intercept correctly the Localizer cone of ILS/LOC approach before the FAP for
automatic transition from FMS to ILS as navigation source when the LOC pre-
view has been previously activated. With regard to the FAS (Final Approach
Segment) from FAP to MAP, the FMS is not authorized to fly the FAS segment
with FMS steering (NAV mode coupled only). The FAS segment must be flown
with LOC/GS modes.

Rev. 2
189G0290X002
Approved sensors for each phase of navigation:
Flight Phase Approved Sensors in Flight Phases(*)
GPS DME/DME VOR/DME
Enroute X N/A N/A
Departure or Arrival X N/A N/A
VOR/DME or X N/A N/A

VOR Approach
NDB Approach X N/A N/A

(*)
The FMS is not Multi-Sensor Approved therefore the DME/DME
and VOR/DME as FMS navigation sensors source must not be used
for Navigation.
In order to be capable of performing P-RNAV/RNAV1 operations the FMS
automatically determines aircraft position in the horizontal plane using inputs
from two Global Navigation Satellite System (GNSS) receivers TSO’d C145c
class Beta-3; both GNSS receivers are able to provide the GPS position with
SBAS (Satellite-Based Augmentation System) augmented accuracy if the air-
craft is flying within the SBAS coverage area.
The FMS provides the following system functions required to conduct
P-RNAV/RNAV1 operations:
— Continuous indication of aircraft position relative to the active flight plan
track
— Display of distance and Bearing to the active (TO) waypoint
— Display of Ground-Speed and Time to the active (TO) waypoint
— Navigation Database (28 day updated) i.a.w. DO-200A specification
— Direct-To (DIR direct key on MCDU) function
— Capability to define and fly a Holding Procedure at any waypoint of active
flight plan supporting the three conventional entry procedures for holding:
Direct, Parallel and Teardrop.
— Capability to define and fly parallel Offset from the parent track as defined
by the waypoints of the active flight plan.
— Capability to define and fly an intercept route as Radial OUT/Course in

Rev. 2
189G0290X002
between waypoints of active flight plan.

— Automatic channel selection of radio navigation aids (Auto-Tuning)
— Indication of navigation accuracy (Lateral deviation and XTE)
— Indication of Headwind and Crosswind components
— Indication of Bearing, Distance, Time-to-Go and Fuel Remaining (Vector
Point Information) of any waypoint of Navigation DB.
— Automatic switch from FMS to ILS as A/C’s navigation source if an ILS
precision approach has been loaded as approach in active flight plan and
LOC preview has been activated.
— Automatic leg sequencing and associated turn anticipation (Fly-By capa-
bility)
— Fly-Over capability
— P-RAIM (Predicted-RAIM)
— TO/FROM point indicator
The RNAV, TACAN, LPV, RNP APCH and RNP AR APCH are not loadable
into the active Flight Plan by FMS from the NAV DB.
PRE-DEPARTURE OPERATIONS
At the power-up of the aircraft, the DB IDENT page is presented on MCDU.
Pre-flight Planning
— For the period of the intended operation, confirm the availability of the
other NAVAIDs on-board equipments (VOR, DME and ADF) necessary in
case of cross-checking or immediate reversion to non-RNAV navigation in
the event of loss of P-RNAV/RNAV1 capability.
— Check the NAVIGATION DB in the DB IDENT page as current and appro-

priate for the region of intended P-RNAV/RNAV1 operations.
Planning
Basic pre-departure operations are:
— Check the aircraft position by pressing the INIT key (6R) and access to
INIT page. Insert the TAIL ID address if required.
— Press the PERF INIT key (6R), enter the performance data as required in
particular the CLIMB SPEED and CLIMB GRADIENT [ft/NM] in accor-

Rev. 2
189G0290X002
dance with the SID chart, if reported, and confirm the initialization (CON-
FIRM INIT key 6R is required)
— Press the FPLN direct key to select the FMS page. Press the FPL key
(1R) to access the flight Plan page.
— Select the NEW FPL key (6L) to access the LEGS page and build a new
flight plan or select a stored flight plan as required. Activate the Flight
Plan for En-Route only.
— Select the Origin airport, from NAV DB, the Standard Instrument Depar-
ture (SID) procedure, if required.
— Select the Destination airport, from NAV DB, the Standard Terminal Arrival
(STAR) procedure, if required.
— Select the Destination airport, from NAV DB, the Runway and Approach
procedure if required.
— If required insert an alternate destination airport and relative waypoints of
En-Route to alternate destination.
— If required on LEGS pages activate a flyover attribute and/or A/B(AT alti-
tude constraints (only for reference in active FPL, VNAV mode not avail-
able).
— If required on LEGS pages activate the holding procedure on waypoint.
— If P-RAIM of destination is required press the GPS (5L) key on FMS page
and select the GNSS unit is use. Press the P-RAIM key (6R) to perform
the Predictive RAIM function on Destination waypoint.
IN-FLIGHT OPERATIONS
General
The PROGRES (PRG) pages are considered the primary pages of the FMS
during flight providing the RNP and EPU (Estimated Position Uncertainty) of
aircraft during PBN Navigation.
Once activated, the active flight plan may be flown coupled to AFCS through
the NAV mode only (Lateral Guidance) once the NAV annunciation is dis-
played on PF’s PFD.
The FMS set automatically the lateral full scale deflection (2 dots) of Lateral
deviation on HSI equal to RNP for currently phase of flight: RNP 2 NM in En-
Route, RNP 1 NM in P-RNAV/RNAV1 Terminal procedures and RNP 0.5 in

Rev. 2
189G0290X002
NPA Approach phase of Flights; both phase of flight provides a full-scale

deflection suitable for RNAV 1 operations.
Note
In case of Manual change of RNP value do not set a value
below 1 NM.
Departure, Climb
— Set altitude selector at the reference altitude cleared by ATC/ACC.
— If required, activate the SID procedure of Origin airport from NAV DB.
— Arm the AFCS NAV mode with FMS as Primary Navigation source.
Cruise
— Monitor the leg of active flight plan sequencing on MFD (FPLN pages:
Rose, Arc, Plan) and/or on the MCDU display (LEGS pages).
— Monitor the Lateral Path Deviation with respect to the DTK of active leg on
PF’s PFD HSI and/or the XTE (Cross Track Error) value on MFD.
— During the flight, check the Auto-Tuning function in order to have the
NAV1 and NAV2 receivers tuned with the appropriate ground NAVAIDs.
— During the flight, where feasible, the flight progress should be monitored
for navigational reasonableness, by cross-checks with conventional
NAVAIDs using the primary displays in conjunction with the RNAV Naviga-
tion data on PFD/MFD.
— During the flight, where feasible, the cleared active flight plan on LEGS
page of MCDU or MAP display of MFD should be cross-checked by com-
parison with charts or other applicable resources.
— If required activate the Airway.
Descent
— If required, activate the STAR procedure of Destination airport from NAV
DB.
— If required, activate the NPA approach of Destination airport from NAV
DB.

Rev. 2
189G0290X002
AUTOPILOT COUPLED RNAV OPERATION WITH FMS

To couple the FMS Lateral Guidance function (NAV) to AFCS:
— Select, on PFD NAV bezel’s button FMS1 or FMS2 as Primary Navigation

source for the aircraft.
— Press the NAV key on the AFCS panel.
ENGAGING THE NAV MODE TO THE FMS STEERING

The Desired Track Pointer within the HSI and the FMS1/2 DTK source indica-
tor on PFD will turn to magenta (from cyan).
Active leg on MAP page on MFD will turn in magenta (from cyan).
FMS NAVIGATION ANNUNCIATORS

1. Message (MSG)
MSG is an annunciation (amber) displayed on both PFDs and on the

MCDU. This annunciation is displayed when a message is available in
the MSG page. The annunciation is removed after the message has
been acknowledged from the MSG page of MCDU. Messages are dis-
played in the MCDU MSG page at various times. They inform or alert the
pilot as to system status.
The Alerting Messages “UNABLE RNP” in conjunction with RNP digital

readout value and FMS DGR alerting annunciator on both PFDs in
amber colour provide the pilot the information that the FMS is no longer
capable of performing the required RNAV Navigation Specification
(P-RNAV/RNAV1).
2. RNP Digital Readout (RNP X.XX NM)
The RNP digital readout is displayed on the PFD display whenever the
FMS is selected as the Primary Navigation Source. The RNP display
indicates to the pilot that 2 dots deflection in Lateral Deviation display
within the HSI is equal to the RNP value.
Note
The pilot must notify ATC when the RNAV performance ceases
to meet the requirements for P-RNAV/RNAV1. The communica-
tions to ATC must be in accordance with the authorized proce-
dures

Rev. 2
189G0290X002
3. OFST (Lateral OFFSET) – OFST is an advisory (cyan/magenta if NAV

coupled) annunciation.
4. TRNS (TRANS) – TRNS is an advisory (green) annunciation.
5. APPR (APPROACH) – APPR is an advisory (green) annunciation.
For a complete list of FMS messages and description refer FMS AW189 Pilots
Guide, 189G4600X005, latest edition.
FMS INCONSISTENCIES
AFCS/DISPLAY INCONSISTENCIES
The following characteristic of the AFCS and display system will be observed:
— When HOV mode is engaged and the pilot wants to temporarily modify
the ground speed by cyclic inputs against the force feel this should be car-
ried out using a series of small inputs and after each input the cyclic
should return into the detent position within 3 seconds to avoid a MIS-
TRIM condition.
— In Over Station phase (indicated by OS caption on PFD) the VOR mode

may disengage with an automatic reversion to HDG mode. The VOR
mode should be re-engaged when exiting the Cone of Confusion.
— The airspeed trend vector indication next to the airspeed scale is not reli-
able and should be disregarded.

Rev. 2
189G0290X002
STANDBY INSTRUMENT OPERATION

The Meggitt Avionics Electronic Standby Instrument System operating proce-
dures are outlined in the Pilots Guide, Meggitt Avionics Pilots guide for the
Integrated Secondary Flight Display Model EPD40004, latest issue.
VOR2 358 29.94 INHG
160 2300
10 16 500
10
140
13 4 163 00
10 10 4968 M
120
16 000
100
3 34 35 N 1 2 BRT
BRG 006 110.00
M ALN SET
ADI STBY
ICN-89-A-152000-A-A0126-04132-A-001-01
Figure 2A-2 Meggitt Standby Instrument
Note
NAV 1 and NAV 2 source can be selected using the SET knob,
the relevant indications are always displayed in green

189G0290X002
ADVISORY CAPTIONS DEFINITIONS

CAS Caption (Green) System State
AC EXT PWR ON AC external power ON
AC EXT PWR READY External AC power connected
AEO TOP LIM AEO LIM SEL pushbutton selected on
collective and AEO limiter ON
AFT VENT ON Cabin vent fan selected ON
1(2) AMMC DBU READY AMMC1 and 2 ready to be aligned
APU CRANK APU CRANK switch selected
APU ON APU selected ON
AFT AIR COND ON Cabin air conditioning selected ON
C/Y TRIM OFF Collective and yaw trim system switched
OFF
DC EXT PWR ON External DC power ON
DC EXT PWR READY External DC power connected
1(2) ENG A/ICE ON Associated engine anti ice system
selected ON
1(2) ENG A/ICE FULL Associated engine and intake anti ice
system selected ON
EVS NOT INSTALLED Enhanced Vision System not installed
EXT LTS IR MODE External lights infra-red mode selected
FUEL XFEED Fuel cross feed open
FUNCTION UNAVL An AFCS MODE requested but not avail-
able or not installed
FWD AIR COND ON Cockpit air conditioning selected ON
FWD VENT ON Cockpit vent fan ON
HEATER ON Heating system switched ON
ICS BKUP/EMER MODE Intercom system in backup/emergency
mode
LDG EMER DOWN Landing gear lowered using emergency
down system
LH LDG LT ON Left hand landing light switched ON

Rev. 2
189G0290X002
LOW HEIGHT INHIBIT 150 ft low height aural warning inhibited

OEI MCP LIM OEI SEL pushbutton selected on collec-
tive and MCP limiter ON
PARK BRK ON Park brake ON
1(2) PITOT HEAT ON Pitot heating ON
P/R TRIM OFF Cyclic force trim switched OFF
REFUEL SWITCH ON Pressure refuel switch on operator panel
selected ON
RH LDG LT ON Right hand landing light switched ON
ROTOR BRK ON Rotor brake selected on and pressurized
SVS NOT INSTALLED Synthetic Vision System not installed
CAS Caption (White) System State

BUS TIE CLOSED BUS TIE closed
ECDU ALERT ECDU scratch pad has messages
LH LDG LT EXTD Left hand landing light extended
RH LDG LT EXTD Right hand landing light extended
MAINTENANCE (Caption only active on ground) Informs
maintenance crew to interrogate mainte-
nance system. No pilot action

Rev. 2
189G0290X002
ECDU SCRATCHPAD MESSAGE DEFINITIONS

Refer to ECDU User Manual latest issue for further information.
NEW ALRT(S) PENDING One CB has tripped (TRIP) or failed
(FAIL).
<X> ALRT PENDING One or more CB(s) have tripped (TRIP) or
failed (FAIL)
CMD NOT EXECUTED The issued command was not executed
due to either:
- The command was issued more than
once and the first command is still in
progress,
- The associated REPU is not available
due to not being powered.
- System failure
CMD NOT ALLOWED The command issued is not permitted due
to a system interlock.
ENG 1(2) SOV FAIL The system cannot open/close the fuel
SOV. Check MFD ENG Synoptic page for
fuel SOV position.
XFEED VLV FAIL The system cannot open/close the fuel
XFEED valve. Check PFD for FUEL
XFEED advisory.
ENG 1(2) FIRE ARMED The ENG 1(2) SOV cannot be operated
due to the ENG 1(2) FIRE ARMED push-
button pressed on the FIRE control panel.
NVG MODE The selected light may not operate as the
light are selected to NVG mode.
DC ESS 1(2) OFF The BTC 1(2) cannot be closed as the DC
ESS 1(2) is not powered.

189G0290X002
MCDU ALERT MESSAGE DEFINITIONS

The illumination of a amber MSG caption on the PFD (below the PI) indicates
there are messages on the MCDU alert page.
Refer to FMS Pilots Guide, latest issue, for list of MCDU Alert messages.

Rev. 2
189G0290X002

Rev. 2
AW189 - RFM Section 2B
Document N° Supplementary Procedures
189G0290X002
SECTION 2B
SUPPLEMENTARY PROCEDURES
GENERAL
The following supplementary procedures are alternative to the normal proce-
dures when the operating situation dictates for convenience or requirements.
ENGINE PRE-START CHECKS (AC EXT POWER)

Note
2. MAIN BATT — ON
displayed.
flight)
6. EXT AC PWR source — Connected
7. EXT PWR AC switch — ON
on EPGDS PNL
then LIGHTS page.
EASA Approved FOR TRAINING ONLY Issue 1 Page 2B-1

Rev. 3
Section 2B AW189 - RFM
Supplemetary Procedures Document N°
189G0290X002
Note
10. Clock — Set
Note
12. RCP panel switches — Confirm all switches selected to
NORM
AP2 not engaged
— Confirm
ENG A/ICE - INTAKE 1 & 2
switches OFF
— EMERG LTS select ON
(check cabin illumination),
then ARM.
(confirm cabin light OFF)
VENT FANS
check switches
19. LDG GEAR panel — Check 3 green lights and
EMER DOWN switch secure
and guarded.
CAS
Page 2B-2 Issue 1 FOR TRAINING ONLY EASA Approved

Rev. 3
189G0290X002
ing sequence:
Note
test.
“ENGINE 1 FIRE”
panel
• MWL illuminates
• ‘1 ENG FIRE’, CAS warning
“ENGINE 2 FIRE”
panel
• MWL illuminates
“APU FIRE”
• FIRE on APU CONTROL panel
• MWL illuminate
• APU FIRE’ CAS warning
“WARNING WARNING”
• MWL illuminate
lowing illuminate:
• ENG 1 & 2 FIRE/ARM on
FIRE EXTING panel
• FIRE lights on ENG
CONTROL panel

189G0290X002

LDG GEAR panel
• Amber FAIL light on ECDU CON-
TROL panel
• APU panel all lights ON, red,
amber and green.
Note
AIR COND, if fitted, should be selected OFF during ENG INTK TEST.
5 °C are envisaged carry out the fol-
lowing:
advisories illuminate,
• After test completed confirm
illuminates and no INTAKE cau-
tions remain.
and confirm 1-2 ENG A/ICE FULL
advisory extinguish.

Rev. 3
189G0290X002
heard.
ings:
(”WARNING”)
• ROTOR LOW
• ENGINE 1 OUT
• ENGINE 2 OUT
• ENGINE 1 FIRE
• ENGINE 2 FIRE
• APU FIRE
• ROTOR HIGH
• ENGINE 1 IDLE
• ENGINE 2 IDLE
• WARNING
• AUTOPILOT
• AIRSPEED
• LOW SPEED
• LANDING GEAR
• 150 FEET
• ALTITUDE
• DECISION HEIGHT
CAS caution:
illuminates
illuminates
illuminates

Rev. 2
189G0290X002

pedals full and free check. Utilizing
the cyclic position indicator, on
PFD, centralize cyclic control to
tive to MPOG. ELEC HYD PUMP
select OFF
selected to NORM
CAUTION
Note
Note
position (MPOG).
Note
Electric hydraulic pump disengages automatically after 2 min-
utes.
28. ECDU — Press 6R (FUEL)
BRAKE ON displayed.

Rev. 2
189G0290X002
ENGINE STARTING
Note
2. FUEL PUMP 1 & 2 — ON
not illuminated, check pressure.
iluminated
6. ENG 1 MODE switch — IDLE.(when ITT below 150 °C and
NG is 0%)
Note
vated.
.
7. Gas Producers (NG) — Note increasing and START legend
displayed
displayed
lic pressure
(NF) and rotor speed (NR) 55%±1%.

Rev. 2
189G0290X002
Note
tures within limits
Note
14. ENG 2 MODE switch — IDLE. (when ITT below 150 °C and
NG is 0%)
Note
vated.
displayed
displayed
speeds (NF) and rotor speed (NR) 73%±1%.
21. EXT PWR AC switch — OFF, confirm AC EXT PWR

on EPGDS PNL READY advisory illuminated.
22. EXT AC PWR source — Disconnected, check AC EXT
PWR DOOR caution extinguished
Note

Rev. 2
189G0290X002

cessfully and no AP messages and
1(2) AP OFF cautions are dis-
played on CAS system.
Note
25. Proceed to AFTER ENGINE START CHECKs procedures on page 2A-22

Rev. 2
189G0290X002
ENGINE PRE-START CHECKS (DC EXT POWER + APU)

Note
2. MAIN BATT — ON
displayed.
flight)
6. EXT DC PWR source — Connected
7. EXT PWR DC switch on — Select ON

EPGDS PNL
then LIGHTS page.
Note
10. Clock — Set
Note

Rev. 3
189G0290X002
12. RCP panel switches
— Confirm all switches selected to

NORM
AP2 not engaged
— Confirm ENG A/ICE - INTAKE 1 & 2
switches OFF
— EMERG LTS select ON (check
cabin illumination), then ARM. (con-
firm cabin light OFF)
16. AIR COND/HEATER/VENT FANS — As required
check switches
19. LDG GEAR panel — Check 3 green lights and EMER
DOWN switch secure and guarded.
CAS
ing sequence:
Note
test.
“ENGINE 1 FIRE”
panel

Rev. 2
189G0290X002

• MWL illuminates
• ‘1 ENG FIRE’, CAS warning
“ENGINE 2 FIRE”
panel
• MWL illuminates
“APU FIRE”
• FIRE on APU CONTROL panel
• MWL illuminate
• ‘APU FIRE’ CAS warning
“WARNING WARNING”
• MWL illuminate
lowing illuminate:
• ENG 1 & 2 FIRE/ARM on FIRE
EXTING panel
• FIRE lights on ENG CONTROL
panel
LDG GEAR panel
• Amber FAIL light on ECDU CON-
TROL panel
• APU panel all lights ON, red,
amber and green.

189G0290X002
heard.
ings:
(”WARNING”)
• ROTOR LOW
• ENGINE 1 OUT
• ENGINE 2 OUT
• ENGINE 1 FIRE
• ENGINE 2 FIRE
• APU FIRE
• ROTOR HIGH
• ENGINE 1 IDLE
• ENGINE 2 IDLE
• WARNING
• AUTOPILOT
• AIRSPEED
• LOW SPEED
• LANDING GEAR
• 150 FEET
• ALTITUDE
• DECISION HEIGHT
CAS caution:
illuminates
illuminates

Rev. 2
189G0290X002

illuminates
pedals full and free check.
Utilizing the cyclic position indicator,
on PFD, centralize cyclic control to
tive to MPOG.
ELEC HYD PUMP select OFF
selected to NORM
CAUTION
Note
Note
position (MPOG).
Note
Electric hydraulic pump disengages automatically after 2
minutes.
27. ECDU — Press 6L (MENU)
28. ECDU — Press TEST
Note
Disregard APU VALVE OPEN and APU TRU FAIL cautions that
may momentarily illuminate when APU started.

Rev. 2
189G0290X002

• Confirm green STATUS READY
light illuminated
• Select SEL MODE rotary selector
ON. Wait at least 2 seconds then
confirm FAIL message does not
illuminate.
• Select rotary selector momen-
tarily to START and release to
ON. Confirm green START light
illuminates followed by ON light
and APU ON advisory when APU
running.
(Time required for APU GEN on-
line is approximately 40-45 sec-
onds)
Note
AIR COND, if fitted, should be selected OFF during ENG INTK
TEST.
5 °C are envisaged carry out the fol-
lowing:
advisories illuminate,

Rev. 3
189G0290X002
• After test completed confirm 1 & 2

ENG A/ICE FULL advisory illumi-
nates and no INTAKE cautions
remain.
and confirm 1-2 ENG A/ICE
FULL advisory extinguish.
BRAKE ON displayed.
ENGINE STARTING
Note
2. FUEL PUMP 1 — Confirm ON
FUEL PUMP 2 — ON
not illuminated, check pressure.
iluminated
6. ENG 1 MODE switch — IDLE (when ITT below 150 °C and
NG is 0%)
Note
possible to start to FLT by setting the ENG MODE switch directly
to FLT, however the HOT START preventor is deactivated.
Note
Disregard MGB OIL PRESS warning that may momentarily illu-
minate during rotor start.
7. Gas Producers (NG) — Note increasing and START
legend displayed

Rev. 3
189G0290X002

displayed
lic pressure
(NF) and rotor speed (NR) 55%±1%.
Note
tures within limits
Note
14. ENG 2 MODE switch — IDLE. (when ITT below 150 °C and
NG is 0%)
Note
vated.
displayed
displayed
speeds (NF) and rotor speed (NR) 73%±1%.

189G0290X002
Note
Disregard APU GEN FAIL or APU TRU FAIL cautions that may
momentarily illuminate when EXT PWR DC is selected OFF.
21. EXT PWR DC switch — OFF, confirm DC EXT PWR
on EPGDS PNL READY advisory displayed.
22. EXT DC PWR source — Disconnected, check DC EXT
PWR DOOR not displayed
Note
cessfully and no AP messages
apart from 1(2) AP OFF cautions
displayed on CAS system
Note
Note
Disregard APU GEN FAIL caution that may momentarily illumi-
nate when APU selected OFF.
• SEL MODE rotary select to OFF.
illuminates during shutdown
VALVE OPEN caution illumi-
nates transiently
26. Proceed to AFTER ENGINE START CHECKS on page 2A-22

Rev. 2
189G0290X002
SHUTDOWN PROCEDURES (AC EXT POWER)
PRE-SHUTDOWN CHECKS
1. NOSE WHEEL — Push to LOCK, if required

2. PARK BRAKE handle — Pull and turn handle, PARK BRK
ON advisory illuminates
3. Collective lever — MPOG
4. Cyclic stick — Centralized, on PFD, cyclic indica-
tor
5. Pedals — Centred
6. AFCS — OFF
7. MISC PNL — 1 & 2 ENG A/ICE - INTAKE
switches select OFF, if used
8. ECDU press MENU (PITOT) — Confirm AUTO
10. EXT AC PWR source — Connect and confirm AC EXT PWR
connected DOOR caution displayed on CAS
and AC EXT PWR READY advisory
illuminated
11. EXT PWR AC switch — ON, confirm AC EXT PWR ON advi-
on EPGDS PNL sory displayed on CAS.
Note
Prior to shutting down the engines AC power must be available
in case an engine CRANK procedure is necessary.

Rev. 2
189G0290X002
ENGINES AND ROTOR SHUTDOWN
Note
see page 3-95.
2. Fuel PUMP 1 & 2 — OFF, 1 & 2 FUEL PUMP caution
message
CAUTION
run down
BRK ON advisory illuminates. (Rec-
ommended between 20% and 40%
NR)
itor panel.
lever to OFF.
required.
— Press FUEL

Rev. 1
189G0290X002

to at least 40 BAR, on digital read-
out, and leave in BRAKE detent.
Note
Up to 8 hours of parking pressure are guaranteed before re-
pressurization of the system.
8. EXT PWR AC — OFF and disconnect
9. MAIN BATT and BATT AUX — OFF
(if available) switches
10. BATT MASTER — OFF
11. Proceed to Post Shut Down Checks on page 2A-40

Rev. 2
189G0290X002
ENGINES AND ROTOR SHUTDOWN (APU + DC EXT POWER)
1. EXT DC PWR source connect — Confirm DC EXT PWR READY

advisory displayed on CAS
2. EXT PWR DC switch on EPGDS— Confirm DC EXT PWR ON advisory
PNL displayed on CAS
Note
Disregard 1(2) TRU FAIL caution that may momentarily illumi-
nate when DC EXT PWR comes on line.
Note
see page 3-95.
CAUTION
run down
BRK ON advisory illuminates. (Rec-
ommended between 20% and 40%
NR)
itor panel.
lever to OFF.
7. FUEL XFEED — CLSD

Rev. 1
189G0290X002
8. Fuel PUMP 2 — OFF, 2 FUEL PUMP caution

message.
Note
Fuel PUMP 1 will not switch OFF when APU is running.

required.
— Press FUEL
to at least 40 bar, on digital readout,
and leave in BRAKE detent.
Note
Up to 8 hours of parking pressure are guaranteed before re-
pressurization of the system.
Note
Disregard APU GEN FAIL cautions that may momentarily illumi-
nate when APU selected OFF.
11. APU (when engine ITT is under — On APU PNL
control) • Select SEL MODE rotary to OFF
illuminate during shutdown
VALVE OPEN caution illuminates
transiently.
When shutdown complete
READY light illuminates.
12. EXT PWR DC — OFF and disconnect
13. MAIN BATT and BATT AUX (if — OFF
available) switches
14. BATT MASTER — OFF (when APU READY light ON).
15. Proceed to Post Shut Down Checks on page 2A-40

Rev. 2
189G0290X002
SLOPING GROUND OPERATION
TAKE-OFF PROCEDURE
1. PARK BRAKE applied.
2. Increase collective and move cyclic in a coordinated manner to achieve

a lift off.
3. Establish hover above Take-Off surface.
4. Take-Off as required.
5. Release PARK BRAKE as necessary.
LANDING PROCEDURE
1. Establish hover above landing area.
2. PARK BRAKE applied, (PARK BRAKE ON advisory message on CAS).
3. Lower collective to commence vertical descent.

When the wheels contact the ground:
4. Move cyclic and collective in a coordinated manner to achieve the cyclic

centralized as the collective reaches MPOG.
5. If taxiing required release PARK BRAKE.

189G0290X002
FLIGHT IN SEVERE TURBULENCE

1. All occupants must be seated with seat belts fastened.
2. Disengage AFCS upper modes, if engaged
3. Slow the aircraft to a recommended speed between 80 and 100 KIAS.
4. Fly a constant attitude. Do not attempt to correct rapidly changing air-

speed indications.
5. Do not make large, rapid collective pitch adjustments.

189G0290X002

189G0290X0002
SECTION 3
EMERGENCY AND
MALFUNCTION PROCEDURES
TABLE OF CONTENTS
Page
INTRODUCTION...................................................................................................... 3-1
PROCEDURES LOGIC ....................................................................................................3-1
SAFE OEI FLIGHT............................................................................................................3-2
EMERGENCY LANDING GUIDANCE..............................................................................3-2
USING THE CAS WARNING AND CAUTION SYSTEM ..................................................3-5
MESSAGE FORMAT ........................................................................................................3-6
EMERGENCY PROCEDURES
GENERAL................................................................................................................ 3-9
CAS WARNING MESSAGES .................................................................................. 3-9
WARNING PRIORITIES LOGIC .......................................................................................3-9
AURAL WARNING GENERATOR (AWG) TEST PROCEDURE....................................3-10
VOICE MESSAGES........................................................................................................3-10
TABLE OF CAS WARNING MESSAGES.......................................................................3-11
ROTOR UNDER-SPEED ....................................................................................... 3-13

ROTOR-OVERSPEED........................................................................................... 3-14
ENGINE OUT ......................................................................................................... 3-15
ENGINE DRIVE SHAFT FAILURE......................................................................... 3-16
ENGINE IDLE ........................................................................................................ 3-17
ENGINE FAILURE ................................................................................................. 3-18
GENERAL.......................................................................................................................3-18
ENGINE FAILURE RECOGNITION................................................................................3-18
SINGLE ENGINE FAILURE............................................................................................3-18
SINGLE ENGINE FAILURE IN HOVER (5 TO 10 FT)....................................................3-19
SINGLE ENGINE FAILURE ON TAKE OFF CATEGORY B ..........................................3-19
SINGLE ENGINE FAILURE DURING CRUISE ..............................................................3-20

189G0290X002
Page
SINGLE ENGINE LANDING CATEGORY B.................................................................. 3-20

SINGLE ENGINE FAILURE IN HOVER OGE SAFE VERTICAL
REJECT PROCEDURE ................................................................................................. 3-21
SINGLE ENGINE FAILURE IN HOVER OGE FLYAWAY PROCEDURE ..................... 3-22
DOUBLE ENGINE FAILURE ......................................................................................... 3-23
ENTRY IN AUTOROTATION......................................................................................... 3-23
AUTOROTATIVE LANDING PROCEDURE ON LAND ................................................. 3-23
AUTOROTATIVE LANDING PROCEDURE ON WATER.............................................. 3-25
ENGINE SHUTDOWN IN EMERGENCY .............................................................. 3-27

APU SHUTDOWN IN EMERGENCY (GROUND/FLIGHT) ................................... 3-28
EMERGENCY GROUND EGRESS....................................................................... 3-29
FIRE....................................................................................................................... 3-30
APU BAY FIRE (GROUND) ........................................................................................... 3-30
APU BAY FIRE (FLIGHT) .............................................................................................. 3-31
ENGINE BAY FIRE (GROUND)) ................................................................................... 3-32
ENGINE BAY FIRE (FLIGHT)........................................................................................ 3-34
BAGGAGE BAY FIRE (FLIGHT).................................................................................... 3-36
BAGGAGE BAY FIRE (GROUND) ................................................................................ 3-37
COCKPIT / CABIN FIRE (GROUND)............................................................................. 3-37
COCKPIT / CABIN FIRE (FLIGHT)................................................................................ 3-38
ENGINE EXHAUST FIRE AFTER SHUTDOWN ........................................................... 3-39
APU EXHAUST FIRE AFTER SHUTDOWN.................................................................. 3-39
ELECTRICAL FIRE/SMOKE (GROUND) ...................................................................... 3-40
ELECTRICAL FIRE/SMOKE (FLIGHT).......................................................................... 3-40
WHEEL BRAKE FIRE .................................................................................................... 3-43
ENGINE SYSTEMS ............................................................................................... 3-44

ENGINE OIL PRESSURE LOW..................................................................................... 3-44
ENGINE EEC FAIL ........................................................................................................ 3-45
TRANSMISSION SYSTEM FAILURES................................................................. 3-46

MAIN GEARBOX................................................................................................... 3-47
MGB OIL PRESSURE LOW .......................................................................................... 3-47
MAIN GEARBOX INPUT OIL PRESSURE .................................................................... 3-48
MGB OIL TEMPERATURE HIGH .................................................................................. 3-48
MAIN ROTOR CONTROLS BINDING ........................................................................... 3-49
TAIL ROTOR SYSTEM FAILURES....................................................................... 3-50

189G0290X002
Page
YAW CONTROL DIAGNOSTICS ..................................................................................3-50

TAIL ROTOR DRIVE FAILURE ......................................................................................3-50
TAIL ROTOR CONTROL SYSTEM FAILURE................................................................3-52
TAIL ROTOR CONTROL BINDING................................................................................3-54
ELECTRICAL SYSTEM......................................................................................... 3-56

TRIPLE AC GENERATOR FAILURE .............................................................................3-56
SERVICES AVAILABLE ON SW BATT BUS 1 AND EMER BUS 1 AND 2....................3-57
LANDING GEAR.................................................................................................... 3-60

LANDING GEAR FAILS TO EXTEND OR FAILS TO LOCK DOWN..............................3-60
EMERGENCY BRAKING................................................................................................3-61
LIGHTNING STRIKE ............................................................................................. 3-62

STATIC PORT OBSTRUCTION ............................................................................ 3-62
EMERGENCY EXITS............................................................................................. 3-63
CAUTION SYSTEM ............................................................................................... 3-67
GENERAL.......................................................................................................................3-67
CAUTIONS WITH VOICE MESSAGES..........................................................................3-67
TABLE OF CAS CAUTION MESSAGGES .....................................................................3-67
TABLE OF PFD AND MFD MESSAGES........................................................................3-74
ENGINE MALFUNCTIONS.................................................................................... 3-78

COMPRESSOR STALL ..................................................................................................3-78
COMPRESSOR STALL PROCEDURE ..........................................................................3-79
UNUSUAL ENGINE NOISE............................................................................................3-80
ENGINE LIMIT EXCEEDANCE ......................................................................................3-80
ENGINE OIL FILTER ......................................................................................................3-81
ENGINE OIL TEMPERATURE .......................................................................................3-82
ENGINE OIL PRESSURE HIGH.....................................................................................3-83
ENGINE OIL CHIP DETECTOR .....................................................................................3-84
ENGINE FIRE DETECTOR SYSTEM ............................................................................3-85
ENGINE FIRE BOTTLE LOW PRESSURE ....................................................................3-85
ENGINE POWER LIMITED ............................................................................................3-86
ENGINE SLOW RESPONSE.........................................................................................3-86
ENGINE PANEL FAILURE .............................................................................................3-87
ENGINE POWER TURBINE OVERSPEED ...................................................................3-88

189G0290X002
Page
ENGINE ELECTRONIC CONTROL UNIT OVERHEAT ................................................ 3-89

EECU LOSS OF REDUNDANCY .................................................................................. 3-89
DEGRADATION OF ENGINE CONTROL FUNCTIONS ............................................... 3-90
ENGINE ELECTRONIC CONTROL UNIT DEGRADED................................................ 3-90
ENGINE HOT START .................................................................................................... 3-91
ENGINE POWER TURBINE OVERSPEED SYSTEM FAILURE................................... 3-92
ENGINE FUEL FILTER BY-PASS ................................................................................. 3-93
ENGINE ANTI ICING CAUTION .................................................................................... 3-93
AIR INTAKE HEATER FAILURE ................................................................................... 3-94
ENGINE ANTI ICING SELECTED OFF ......................................................................... 3-94
ENGINE RESTART PROCEDURE AFTER EMERGENCY SHUTDOWN ............ 3-95

ON GROUND................................................................................................................. 3-95
SINGLE ENGINE PROCEDURE .......................................................................... 3-97

ENGINE RESTART IN FLIGHT PROCEDURE ..................................................... 3-99
ENGINE NG MISCOMPARE ...................................................................................... 3-102
ENGINE ANALOGUE SENSOR FAILURE .................................................................. 3-103
APU MALFUNCTIONS........................................................................................ 3-104

APU RESET PROCEDURE......................................................................................... 3-104
APU FAIL MESSAGE ON APU PANEL....................................................................... 3-104
APU FAILURE.............................................................................................................. 3-105
APU OIL CHIP DETECTOR......................................................................................... 3-106
APU DEGRADED ........................................................................................................ 3-107
APU FIRE BOTTLE PRESSURE LOW........................................................................ 3-107
APU FIRE DETECTOR SYSTEM FAILURE................................................................ 3-108
APU FUEL FILTER BLOCKED .................................................................................... 3-108
APU OIL LEVEL LOW.................................................................................................. 3-109
APU OIL PRESSURE LOW ......................................................................................... 3-109
APU FUEL VALVE OPEN............................................................................................ 3-110
DRIVE SYSTEM ...................................................................................................3-111

MAIN GEARBOX OVERTORQUE............................................................................... 3-111
TRANSMISSION CHIP DETECTOR ........................................................................... 3-112
MAIN GEARBOX OIL LOW ......................................................................................... 3-113
MAIN GEARBOX INPUT BEARING TEMPERATURE ................................................ 3-113
MAIN GEARBOX INPUT OIL PRESSURE .................................................................. 3-114
REMOVED ................................................................................................................... 3-116
INTERMEDIATE OR TAIL GEARBOX OIL LOW......................................................... 3-117
INTERMEDIATE GEARBOX OIL TEMPERATURE HIGH........................................... 3-117
TAIL ROTOR GEARBOX OIL TEMPERATURE HIGH................................................ 3-118

189G0290X002
Page
GEARBOX CHIP DETECT UNIT MALFUNCTION.......................................................3-118

TRANSMISSION CHIP DETECTOR SENSOR FAILURE............................................3-119
FUEL SYSTEM .................................................................................................... 3-121

FUEL LOW....................................................................................................................3-121
FUEL PRESSURE 1 LOW...........................................................................................3-122
FUEL PRESSURE 2 LOW...........................................................................................3-123
DOUBLE FUEL PUMP FAILURE .................................................................................3-124
ABNORMAL FUEL CONSUMPTION............................................................................3-125
FUEL LOW SENSOR FAILURE ...................................................................................3-125
PRESSURE REFUELLING VALVE OPEN...................................................................3-125
FUEL PROBE FAILURE ...............................................................................................3-126
HYDRAULIC SYSTEM ........................................................................................ 3-127

HYDRAULIC PRESSURE LOW ...................................................................................3-127
NORMAL LANDING GEAR PRESSURE LOW ...........................................................3-128
EMERGENCY LANDING GEAR PRESSURE LOW.....................................................3-128
HYDRAULIC FLUID OVERHEATING...........................................................................3-129
HYDRAULIC FLUID LEVEL LOW ................................................................................3-131
HYDRAULIC PUMP 1, 2 OR 4 FAILURE .....................................................................3-132
MAIN VALVE SEIZURE IN MAIN OR TAIL ROTOR SERVO.......................................3-133
LANDING GEAR FAILS TO RETRACT (AMBER LIGHTS) .........................................3-134
LANDING GEAR FAILS TO RETRACT (GREEN LIGHTS)..........................................3-136
NOSE WHEEL UNLOCKED (IN FLIGHT) ....................................................................3-137
PARK BRAKE MALFUNCTION ....................................................................................3-138
PARK BRAKE ON.........................................................................................................3-138
ROTOR BRAKE FAIL ...................................................................................................3-139
ROTOR BRAKE PRESSURE LIGHTS ON ROTOR BRAKE MONITOR PANEL.........3-140
ELECTRICAL....................................................................................................... 3-141
ECDU CIRCUIT BREAKER RESET PROCEDURE .....................................................3-141
DOUBLE AC GENERATOR FAILURE .........................................................................3-142
SINGLE AC GENERATOR FAILURE...........................................................................3-143
AC GENERATOR OVERHEAT ....................................................................................3-144
AC GENERATOR GCU FAILURE ................................................................................3-145
TRANSFORMER RECTIFIER UNIT 1 AND/OR DC POWER DISTRIBUTION
PANEL 1 FAILURE .......................................................................................................3-146
PANEL 2 FAILURE .......................................................................................................3-148
SINGLE TRU OVERHEAT............................................................................................3-150
SERVICES LOST FOR EMER BUS 1 AND 2 FAILURES............................................3-151
SERVICES LOST FOR DC ESS BUS 1 & 2 FAILURE ................................................3-152

Rev. 2
189G0290X002
Page
SERVICES LOST FOR DC MAIN BUS 1,2,3,4 & DC NON ESS BUS
1, 2,3,4 FAILURE ......................................................................................................... 3-153
MAIN BATTERY OFF ................................................................................................. 3-154
AUXILIARY BATTERY (IF INSTALLED)...................................................................... 3-154
APU GENERATOR FAILURE ..................................................................................... 3-155
EMERGENCY BUS 1 FAILURE .................................................................................. 3-155
EMERGENCY BUS 2 FAILURE .................................................................................. 3-156
APU TRU CAUTION .................................................................................................... 3-156
APU GENERATOR OVERLOAD ................................................................................. 3-157
APU TRANSFORMER RECTIFIER UNIT HOT ........................................................... 3-157
MAIN BATTERY OVERHEAT...................................................................................... 3-158
AUXILIARY BATTERY OVERHEAT (IF INSTALLED)................................................. 3-158
ELECTRICAL CONTROL DISPLAY UNIT DEGRADED ............................................. 3-159
ELECTRICAL CONTROL DISPLAY UNIT FAILURE................................................... 3-160
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) .......................................... 3-161

GENERAL .................................................................................................................... 3-161
AUTOPILOT FAIL ........................................................................................................ 3-162
AUTOPILOT OFF......................................................................................................... 3-163
PITCH AUTOPILOT FAILURE..................................................................................... 3-164
ROLL AUTOPILOT FAILURE ...................................................................................... 3-164
YAW AUTOPILOT FAILURE ....................................................................................... 3-165
ATTITUDE SYSTEM OFF............................................................................................ 3-165
PITCH TRIM FAILURE ................................................................................................ 3-166
ROLL TRIM FAILURE.................................................................................................. 3-167
YAW TRIM FAILURE ................................................................................................... 3-168
COLLECTIVE TRIM FAILURE..................................................................................... 3-169
TRIM FAIL.................................................................................................................... 3-170
MISTRIM ...................................................................................................................... 3-171
AFCS DEGRADED ...................................................................................................... 3-171
AFCS TEST FAILURE ................................................................................................. 3-172
AFCS TEST PARTIALLY COMPLETED...................................................................... 3-172
AUTOPILOT CHANNEL FAILURE .............................................................................. 3-173
AUTOPILOT CAS FAILURE ........................................................................................ 3-173
AUTOPILOT-AHRS FAILURE ..................................................................................... 3-174
AUTOPILOT HOT ........................................................................................................ 3-174
AFCS PANEL FAILURE............................................................................................... 3-175
AFCS OSCILLATORY MALFUNCTION ...................................................................... 3-175
CYCLIC FORCE TRIM FAIL OR OFF ......................................................................... 3-176
CYCLIC FORCE TRIM RELEASE FAILURE............................................................... 3-176
COLLECTIVE FORCE TRIM FAIL OR OFF ................................................................ 3-176
COLLECTIVE FORCE TRIM RELEASE FAILURE...................................................... 3-176

189G0290X002
Page
PEDALS FORCE TRIM FAIL OR OFF .........................................................................3-177

PEDALS FORCE TRIM RELEASE FAILURE...............................................................3-177
AFCS COMBINED FAILURES .....................................................................................3-177
DISPLAY UNIT MALFUNCTIONS....................................................................... 3-178

PRIMARY AND MULTIFUNCTIONAL FLIGHT DISPLAY UNIT FAILURE...................3-178
ICE PROTECTION............................................................................................... 3-180

PITOT HEATER OFF....................................................................................................3-180
ENVIRONMENTAL CONTROL SYSTEM............................................................ 3-181

VENT FAN FAILURE ....................................................................................................3-181
HEATER SYSTEM FAILURE ......................................................................................3-182
NOSE AVIONIC FAN FAILURE....................................................................................3-182
AVIONICS ............................................................................................................ 3-183

AHRS FAILURE............................................................................................................3-183
ADS FAILURE ..............................................................................................................3-184
AURAL WARNING SYSTEM FAILURE........................................................................3-185
AVIONIC FAULT...........................................................................................................3-186
AMMC DEGRADED......................................................................................................3-186
AMMC FAILURE...........................................................................................................3-187
AMMS CONFIGURATION FAILURE............................................................................3-188
FLIGHT DATA RECORDER FAILURE.........................................................................3-188
COCKPIT VOICE RECORDER FAILURE ....................................................................3-189
GPS FAIL .....................................................................................................................3-190
DOUBLE GPS FAIL ......................................................................................................3-190
FMS/GPS MISCOMPARE ............................................................................................3-191
FMS/GPS MISCOMPARE UNAVAILABLE...................................................................3-192
MISCELLANEOUS .............................................................................................. 3-193

WEIGHT ON WHEELS SWITCH FAILURE..................................................................3-193
AUDIO SYSTEM FAILURE...........................................................................................3-194
SENSOR DORMANT FAILURE ...................................................................................3-195
COCKPIT DOOR OPEN ...............................................................................................3-195
CABIN DOOR OPEN ....................................................................................................3-196
BAGGAGE BAY DOOR OPEN.....................................................................................3-196
NOSE DOOR OPEN.....................................................................................................3-197
DC EXTERNAL POWER SOCKET DOOR OPEN .......................................................3-197
AC EXTERNAL POWER SOCKET DOOR OPEN........................................................3-198
LANDING GEAR RETRACTED....................................................................................3-198
AIRCRAFT NEVER EXCEED SPEED..........................................................................3-199
FOR TRAINING ONLY Issue 1 Page 3-vii

189G0290X002
Page
PFD AND MFD MESSAGES............................................................................... 3-201

CAS WARNING MESSAGE LIST DISCREPANCY ..................................................... 3-201
ATTITUDE DISPLAY FAILURE ................................................................................... 3-202
HEADING DISPLAY FAILURE .................................................................................... 3-203
DOUBLE RAD ALT FAILURE ...................................................................................... 3-204
SINGLE RAD ALT FAILURE........................................................................................ 3-205
ADS FAILURE.............................................................................................................. 3-206
MAGNETIC VARIATION INVALID............................................................................... 3-207
OAT SENSOR FAILURE ............................................................................................. 3-207
CH NC MESSAGE ON PI INDICATOR ....................................................................... 3-207
DU MON MESSAGE ON PFD ONLY .......................................................................... 3-208
DU MON MESSAGE ON PFD AND MFD ................................................................... 3-209
DISPLAY UNIT MESSAGES ‘CHECK PFD’ ................................................................ 3-210
DISPLAY UNIT MESSAGES “REV” AND “DU FAN” ................................................... 3-211
5 MINUTE MESSAGE FOR AEO CONDITIONS......................................................... 3-212
2.5 MINUTE MESSAGE FOR OEI CONDITIONS ....................................................... 3-213
30 SECOND COUNTDOWN OEI TORQUE ............................................................... 3-214
ENGINE STATE INDICATION ON PFD AND MFD ..................................................... 3-215
FAILURE OF NF DISPLAY .......................................................................................... 3-215
NR MISCOMPARE MESSAGE.................................................................................... 3-216
AHRS MISCOMPARE.................................................................................................. 3-217
ADS MISCOMPARE .................................................................................................... 3-217
RAD ALT MISCOMPARE ............................................................................................ 3-218
DECISION HEIGHT CAPTION .................................................................................... 3-218
LOW HEIGHT PROTECTION...................................................................................... 3-219
HEIGHT LOSS ............................................................................................................. 3-219
POWER LIMIT ............................................................................................................ 3-220
POWER LOSS ............................................................................................................. 3-220
FLIGHT CONTROL SYSTEM LINK FAILURE............................................................. 3-221
OAT SENSOR MISCOMPARE .................................................................................... 3-221
DISPLAY CONTROL PANEL FAILURE ...................................................................... 3-222
CAS CAUTION MESSAGE LIST DISCREPANCY ...................................................... 3-223
LOC/GS MISCOMPARE .............................................................................................. 3-224
LG/VG MISCOMPARE................................................................................................. 3-224
LOSS OF GLIDESLOPE OR VOR DATA .................................................................... 3-225
FMS MESSAGES ON PFD.......................................................................................... 3-226
Page 3-viii Issue 1 FOR TRAINING ONLY

189G0290X002
LIST OF FIGURES
Figure Page
Figure 3-1 Crew Alerting System Layout (PFD Page) ......................................................3-3
Figure 3-2 Crew Alerting System MWL and MCL Location, Display Unit Numbering.......3-4
Figure 3-3 External Markings and Placards ...................................................................3-63
Figure 3-4 Internal Markings and Placards ....................................................................3-64
FOR TRAINING ONLY Issue 1 Page 3-ix

189G0290X002
Page 3-x Issue 1 FOR TRAINING ONLY

Document N° Emergency and
189G0290X002 Malfunction Procedures
SECTION 3
EMERGENCY AND MALFUNCTION
PROCEDURES
INTRODUCTION
This section contains the procedures that must be performed in the event of
an emergency or malfunction. These procedures are based on experience
acquired in the operation of helicopters, in general, and on flight tests con-
ducted on this particular helicopter type.
The procedures used in each actual emergency or malfunction must result
from consideration of the complete situation. In the case of multiple emergen-
cies/malfunctions or in the unlikely event of a double system failure then the
pilot must first consult the procedures for the failured systems and then, taking
into consideration the overall aircraft situation, the resolution of the malfunc-
tions must be decided by the pilot and may require a departure from normal
corrective procedures detailed in this section.
All corrective action procedures listed herein assume the pilot gives first prior-
ity to aircraft control and safe flight path.
PROCEDURES LOGIC
The majority of the Emergency and Malfunction procedures that follow are
presented in the form of logic trees (flow charts). These flow charts have been
formulated based on analysis and test of the cockpit indications that would be
available to the flight crew following the failures/malfunctions that are included
in this section. For complex failures/malfunctions, cockpit indications coupled
with the answers to “Yes/No“ type questions (as indicated on the charts utiliz-
ing a decision symbol ) should enable the flight crew to analyse the type
of failure/malfunction that has occurred, the branch of the ”tree” that should be
followed and the corrective action that should be taken.
In order to analyse some types of failures/malfunctions, answers to “+“, “IF“,
“AND“ and “OR“ statements may be required. In these cases, the statements
are presented in italic text (“+“, “IF“, “AND“, “OR“), as an attention getting
device. It is stressed that attention should be paid to this symbology to avoid a
mistake in the emergency/malfunction analysis and subsequent incorrect crew
action. Required flow chart crew actions are proceeded by “-”.

Rev. 2
Emergency and Document N°
Malfunction Procedures 189G0290X002
SAFE OEI FLIGHT

In general safe OEI flight is defined to mean (1) a sustainable airspeed of not
less than 50 KIAS, (2) the ability to obtain a positive rate of climb at acceptable
power levels and (3) an altitude which provides sufficient clearance from the
ground/obstacles so that required manoeuvring can be reasonably achieved.
At crew discretion, other procedural checks/actions may be carried out while
these conditions are being established.
EMERGENCY LANDING GUIDANCE

Throughout this Section, three terms are used to indicate the degree of
urgency with which a landing must be effected. In cases where extremely haz-
ardous landing conditions exist such as dense bush, heavy seas or mountain-
ous terrain, the final decision as to the urgency of landing must be made by
the pilot.
Land immediately: Land at once, even if for example this
means ditching or landing in trees. The
consequences of continued flight are
likely to be more hazardous than those of
landing at a site normally considered
unsuitable.
Land as soon as possible: Do not continue flight for longer than is
necessary to achieve a safe and unhur-
ried landing at the nearest site.
Land as soon as practicable: Land at the nearest aviation location or, if
there is none reasonably close, at a safe
landing site selected for subsequent con-
venience.

(MGB OIL PRESSURE warning, 1 ENG OIL TEMP caution not acknowledged,
1 FUEL LOW FAIL caution, FUEL XFEED advisory active in CAS window)
ICN-89-A-153000-A-A0126-04117-A-001-01
Figure 3-1 Crew Alerting System Layout (PFD Page)

COPILOT MWL and MCL PILOT MWL and MCL
DISPLAY UNIT 1 DISPLAY UNIT 2 DISPLAY UNIT 3 DISPLAY UNIT 4
ICN-89-A-153000-A-A0126-04118-A-001-01
Figure 3-2 Crew Alerting System MWL and MCL Location, Display Unit
Numbering
Rev. 1
CREW ALERTING SYSTEM (CAS)

The CAS is a dedicated window on the Primary Flight Display (PFD). Many of
the emergencies described in this section are indicated by the illumination of
red CAS warnings with the red Master Warning Light (MWL), while the mal-
functions are indicated by an amber CAS cautions with the amber Master
Caution Light (MCL).
The red warnings are accompanied by a voice warning and in some cases an
audio tone and can be acknowledged by pressing the MWL or the CAS RST
button on the collective grip.
The amber Master Caution Light can be acknowledged by pressing the MCL
or the CAS RST button on the collective grip.
Green advisory and white status messages are also presented on the CAS
system but the display of the messages uses the following prioritization:
Priority 1: Warnings (red)
Priority 2: Cautions (amber)
Priority 3: Advisories (green)
Priority 4: Status messages (white)
USING THE CAS WARNING AND CAUTION SYSTEM

Whenever a warning or caution illuminates, appropriate actions should be
taken to deal with the indicated emergency or malfunction. The MWL and/or
the MCL must be cancelled when convenient, to reset the light for possible
future warnings or cautions.
In this section, the following convention is used:
A WARNING —A CAS RED WARNING
A CAUTION —A CAS AMBER CAUTION

MESSAGE FORMAT
Similar Caution/Warning messages seen on the CAS are combined within a
single message. For example “1-2” is embedded in the same line of message
without the need to have two separate messages as shown below:
represents the combined CAS caution displayed
1-2 PITOT HEAT OFF when 1 PITOT HEAT OFF and 2 PITOT HEAT OFF
cautions are present consecutively.
For this manual, use of the caption notation 1(2)

1(2) PITOT HEAT OFF PITOT HEAT OFF (for example) is to indicate cap-
tions that can apply to more than one component.
This notation therefore indicates that a failure involv-
1 PITOT HEAT OFF ing No. 1 pitot heat system would be displayed as 1
PITOT HEAT OFF and a failure
involving No. 2 pitot heat system would be displayed
2 PITOT HEAT OFF as 2 PITOT HEAT OFF.
Note
In the event of a ‘1-2 XXXXXX’ caution the ‘1(2) XXXXXX’ page
in this section of the RFM should be consulted and after consid-
eration of the type of failure, the procedures indicated and air-
craft conditions the pilot action must be decided.



GENERAL
The following Emergency Procedures are concerned with forseeable but
unusual situations in which immediate and precise crew actions, as indicated
by the actions in bold and boxed, will substantially reduce the risk to the
helicopter and personnel.
CAS WARNING MESSAGES

An active Warning message is displayed as white text on red background at
the top of the CAS list, until it is acknowledged with the MWL or the CAS RST
button on the collective grip. Then it changes to red text on a black back-
ground and the MWL is disactivated.
Warning messages cannot be scrolled off the CAS display area.
The Warning message remains until the cause of the warning is corrected.
The “Table of CAS Warning Messages” on page 11, gives the Master Warning
captions, the voice warnings and the corresponding failure.
WARNING PRIORITIES LOGIC

The audio tone and voice warning system priorities are as follows:
1. “ROTOR LOW“
2. “ENGINE OUT“
3. “ENGINE FIRE”
4. “APU FIRE”
5. “ROTOR HIGH”
6. “ENGINE IDLE”
7. “WARNING“
8. “AUTOPILOT”
9. “AIRSPEED“
10. “LOW SPEED”
11. “LANDING GEAR“
12. “150 FEET“
13. “ALTITUDE”
14. “DECISION HEIGHT”

Rev. 2
The system logic will cause a high priority message to interleave with a lower
priority message.
AURAL WARNING GENERATOR (AWG) TEST PROCEDURE

Select ECDU TEST page and select one of the following
— AWG SHORT TEST button - “AURAL SYSTEM TEST” aural message is

generated
— AWG LONG TEST button, all messages and tones are generated in spe-
cific priority order
VOICE MESSAGES
1. “AUTOPILOT” — Associated with AP caution mes-

sages for the loss of an AP chan-
nel.
2. “AIRSPEED, AIRSPEED“ — Vne speed exceeded.
3. “LOW SPEED, LOW SPEED” — AFCS upper modes automatic

dis-engagement due to airspeed
reducing to below 38 KIAS
4. “150 FEET” — Aircraft at less than 150 ft RAD

ALT height
5. “ALTITUDE, ALTITUDE” — Altitude deviation in ALT or RHT

mode exceeded:
ALT Mode ± 150 ft
RHT Mode Error
20 ft ± 10 ft
50 ft ± 15 ft
100 ft ± 23 ft
150 ft ± 30 ft
200 ft ± 34 ft
250 ft ± 37 ft
500 ft ± 55 ft
1500 ft ± 125 ft
2000 ft ± 160 ft

Rev. 2
TABLE OF CAS WARNING MESSAGES

CAS Caption Voice Audio Failure/System State
Warning Tone
ROTOR Tone Rotor speed below 98%
ROTOR LOW
LOW (Power ON AEO), Rotor
speed below 90% (Power
Page 3-13
ON OEI), Rotor speed
(Message not presented on ground with below 95% (Power OFF).
both engines OFF or at IDLE)
ENGINE Tone Engine NG below 50% or
1(2) ENG OUT
1(2) OUT NG rate of change outside
predetermined limits.
Page 3-15/3-27
(Message not presented on ground with
both engines OFF or during start)
ENGINE Tone Engine bay high tempera-
1(2) ENG FIRE
1(2) FIRE ture, fire or hot gas leak
Page 3-32
ROTOR Tone Rotor speed above 105%
ROTOR HIGH
HIGH (Power ON AEO and OEI)
Rotor speed above 110%
Page 3-14
(Power OFF)
ENGINE None Associated engine at IDLE
1(2) ENG IDLE
1(2) IDLE and collective being raised
(Triggered on ground only)
Page 3-17
WARNING None Automatic reversion of
1(2) ENG GOV LOSS
associated engine to fixed
engine power
Page 3-45
WARNING None Low pressure in MGB lubri-
MGB OIL PRESS
cating systems (less than
3.1 bar)
Page 3-47
both engines OFF or with NR less than 75%
and oil pressure greater than 2.2 bar)
WARNING None Overheating MGB lubricat-
MGB OIL TEMP
ing system (greater than
114 °C)
Page 3-48

Rev. 2
CAS Caption Voice Audio Failure/System State

Warning Tone
WARNING None Low oil pressure in associ-
1(2) ENG OIL P LOW
ated engine (less than 1.4
Page 3-44 bar)
both engines OFF, during start or when
ENG OUT)
WARNING None Failure of both generators
ELEC FAIL
and APU generator
Page 3-56
WARNING None APU Bay high tempera-
APU FIRE
ture, fire or hot gas leak
Page 3-30/3-31
WARNING None Smoke detected in bag-
BAG FIRE
gage bay
Page 3-36

Rev. 1
ROTOR UNDER-SPEED
+ Audio Tone and

ROTOR LOW
Voice Warning
‘ROTOR LOW’
Rotor RPM below limit
1. Collective — Lower to increase rotor speed
Tone and ROTOR LOW

below 98% Power ON
below 90% Power ON
below 95% Power OFF
Refer to engine Emergency and Malfunction drills if relevant

Rev. 2
ROTOR-OVERSPEED
+ Audio Tone and

ROTOR HIGH Voice Warning
‘ROTOR HIGH’
Rotor RPM above limit
1. Collective — Raise to decrease rotor speed
Tone and ROTOR HIGH

above 105% Power ON or OEI
above 110% Power OFF
Refer to engine Emergency and Malfunction drills if relevant

Rev. 2
ENGINE OUT
1(2) ENG OUT + Audio Tone and

Voice Warning ‘ENGINE 1(2) OUT’
Affected eng NG less than 50% or rate of change outside predetermined

limits
1. Flight condition — Safe OEI

2. APU — Start
3. Land as soon as practicable

4. Refer to Single Engine Procedure page 3-97

Rev. 2
ENGINE DRIVE SHAFT FAILURE

Rapid decrease in affected TQ to 0% with affected NF above NR
possible 1(2) ENG OVSPD
1. Flight condition — Safe OEI

2. APU — Start
3. Land as soon as practicable

4. Carry out ENGINE SHUTDOWN IN EMERGENCY procedure
page 3-27
5. Refer to Single Engine Procedure page 3-97
Note
Following engine drive shaft failure, NF may overspeed and
reach the NF overspeed trip point (119%).

Rev. 2
ENGINE IDLE
1(2) ENG IDLE + Voice Warning
‘ENGINE 1(2) IDLE’
(Warning triggered only with aircraft on ground)
Take Off commenced with associated engine at IDLE

or
Associated engine MODE switch at IDLE and collective not fully down
1. Reduce collective to MPOG
2. Select enge MODE switch to FLT before Take-Off

Rev. 2
ENGINE FAILURE
GENERAL
In the event of partial or complete power failure, establishing a safe flight con-
dition is the prime consideration, until the cause of the failure can be analysed.
Care should be taken in confirming the failed engine prior to commencing
engine shutdown as given in the ENGINE SHUTDOWN IN EMERGENCY
procedure Page 3-27.
ENGINE FAILURE RECOGNITION

The following cues will be available to the crew following a single or multiple
engine failure:
— Noticeable right sideslip (helicopter nose swinging to the left)

— Illumination of the CAS Warning 1(2) ENG OUT caption.
— An audible tone and an ”ENGINE 1(2) OUT” voice warning.
— The failed engine PI/TQ will split significantly from the operational engine.
— Dependent on collective position at the time of the failure, a drop in rotor

speed (NR) may occur.
SINGLE ENGINE FAILURE

A single engine failure will result in an increase in PI/TQ on the live engine.
Depending on collective position and airspeed at the time of the failure, a drop
in rotor speed (NR) may occur requiring a collective adjustment in order to
maintain rotor speed within the Power On range.
If the execution of the ENGINE FAILURE procedure has resulted in shutting
down the engine, consider analyzing the cause of the failure with a view
toward re-starting the engine. Refer to Single Engine Procedure on page 3-97.
OEI MCP LIM Function

During single engine flight the OEI LIM SEL pushbutton, on the collective,
when pressed (green advisory OEI MCP LIM on CAS) will assist the pilot to
not exceed the engine/transmission continous OEI rating (135%) unless the
Rotor Droop threshold is encountered first.

Rev. 2
SINGLE ENGINE FAILURE IN HOVER (5 TO 10 FT)
1. Collective — Maintain collective setting or

lower collective slightly if
required to establish descent.
2. Touchdown — Increase collective to cushion

landing as touchdown becomes
imminent
3. Landing — After touchdown, centralize

cyclic and simultaneously
reduce collective to minimum.
Apply wheel brakes as required.
SINGLE ENGINE FAILURE ON TAKE OFF CATEGORY B

If gross weight and flight path permit, takeoff and climb out may be continued.
For a rejected take off carry out the following:
1. Collective — Reduce as necessary to main-

tain rotor RPM if altitude permits.
2. Cyclic — Make a partial flare to reduce

ground speed. Limit flare to 15°
when close to the ground.
3. Collective — Apply to cushion touchdown.
4. Landing — After touchdown centralize cyclic

and simultaneously reduce col-
lective to minimum.
5. Brakes — Apply wheel brakes to minimize

ground roll.

SINGLE ENGINE FAILURE DURING CRUISE
1. Collective — Adjust as necessary to maintain

rotor RPM and PI within limits.
2. Cyclic — Establish Safe OEI flight.
3. Collective — Re-adjust collective to minimize

altitude loss.
4. APU — Start APU
5. Engine — Carry out ENGINE SHUTDOWN

IN EMERGENCY procedure
page 3-27.
6. Refer to SINGLE ENGINE PROCEDURE page 3-97.
SINGLE ENGINE LANDING CATEGORY B
1. Landing direction — Orientate the aircraft for an

approach into the prevailing wind
2. Initial point — During the approach, reduce air-

speed gradually to arrive at a
point 200 ft above touchdown
point with a rate of descent of no
more than 500 fpm. Initiate a
deceleration to achieve 40 KIAS
at 50 ft. At 50 ft rotate nose up to
a maximum of 20° to decelerate.
3. Collective — Continue deceleration to running

touchdown or hover. Use collec-
tive to cushion touchdown. Maxi-
mum nose up attitude on
touchdown 15°.

cyclic and reduce collective to
minimum.
5. Braking — Apply wheel brakes, as required.

SINGLE ENGINE FAILURE IN HOVER OGE SAFE VERTICAL REJECT

PROCEDURE
A safe vertical reject is assured if the maximum gross weight is at or below
that defined in the WAT Safe Vertical Reject charts Figure 4-19 to Figure 4-
22 for the ambient conditions.
The procedure for the vertical reject is the following:
1. Collective — On engine failure recognition

adjust collective setting to ini-
tiate descent and to achieve a
minimum NR of 100%.
2. Descent — Descend vertically with a mini-

mum NR of 100%.
3. Touchdown — Increase collective to cushion

landing as touchdown becomes
imminent allowing the rotor to
droop to a minimum of 85% NR

cyclic and simultaneously
reduce collective to minimum.
Apply wheel brakes as required.

Rev. 2
SINGLE ENGINE FAILURE IN HOVER OGE FLYAWAY PROCEDURE

The hover flyaway height loss defined in Section 4 Figure 4-23 to Figure 4-25
and Tables Figure 4-26 to Figure 4-33 assume the following flyaway proce-
dure is followed:
1. Collective/Cyclic control — Rotate nose down to an attitude

of -12°. Adjust collective to droop
the NR to a minimum of 90% NR
to accelerate to 20 kts ground-
speed.
2. Acceleration — On achieving 20 kts raise nose

to an attitude of 5° nose up and
accelerate to VFASS (50 KIAS).
Recover NR to 102% using up to
2.5 min power range as
required.
3. At VFASS — When the aircraft has achieved

VFASS (50 KIAS) continue climb
accelerating to Vy.
Note
The height loss indicated on chart Figure 4-23 to Figure 4-33,
for ambient condition and aircraft weight, guarantees that VFASS
(50 KIAS) will be achieved and a subsequent minimum Rate Of
Climb of 150 fpm at Vy is assured.

Rev. 1
DOUBLE ENGINE FAILURE

A sequential or simultaneous failure of both engines will require entry into
autorotation.
ENTRY IN AUTOROTATION
Depending on collective and airspeed at the time, a simultaneous engine fail-
ure will result in a large and very rapid drop in rotor speed (NR) requiring a
large and rapid collective adjustment in order to recover and maintain rotor
speed within the Power Off range. It is imperative that these adjustment be
made quickly and decisively.
If the failure occurs at considerable height above ground level (AGL), it is pos-
sible that sufficient time will be available for attempting an engine re-start
(assuming that the cause of the failure can be rapidly analysed). Assuming an
average autorotative sink rate of 3000 ft per minute, a minimum AGL height of
5000 to 6000 ft would be required to provide sufficient time to complete APU
and engine procedures.
If time and conditions permits and no attempt to restart is made, carry out the
ENGINE SHUTDOWN IN EMERGENCY procedure Page 3-27 while the heli-
copter is manoeuvred toward the landing area.
If sufficient additional time is available to make an engine re-start feasible,
use the ENGINE RESTART IN FLIGHT procedure Page 3-99.
AUTOROTATIVE LANDING PROCEDURE ON LAND

The procedure which follows outlines the steps required to execute a success-
ful autorotation landing, time permitting, consult the appropriate Emergency
Procedure for the additional steps required to deal with a specific type failure.
1. Collective — Reduce to enter autorotation.
2. Cyclic — Adjust to obtain autorotation at

between 70 KIAS and 100 KIAS
(Best Glide speed).
3. Collective — Adjust to obtain up to110% NR.
4. APU — Start
5. Landing gear — Extend.
6. Landing site — Select and manoeuvre into wind.

7. Briefing — Cabin crew and occupants.
8. Radar altimeter — Verify working.
9. Distress procedure — Broadcast Mayday (time permit-

ting).
10. Flare — At approximately 200 ft AGL, ini-

tiate a cyclic flare with an attitude
change of 15° nose-up.
11. Cyclic /Collective — At approximately 35 ft AGL,

reduce pitch attitude to 10° nose-
u p a nd apply collective, as
required, to achieve touchdown
a t a ppro x imatel y 300 ft per
minute or less.
12. Wheel brakes — Apply as required.
Note
When on ground consider using the nose wheel steering
and/or differential braking.
13. Shutdown — Execute the EMERGENCY

GROUND EGRESS procedure
page 3-29.

AUTOROTATIVE LANDING PROCEDURE ON WATER

The procedure which follows outlines the fundamental steps required to exe-
cute a successful emergency water landing. Time permitting, consult the
appropriate Emergency procedure for the additional steps required to deal
with the specific type failure that prompted the decision to proceed with the
emergency water landing process.
WARNING
As considerable error can result from estimation of height over
water, the radar altimeter should be used for height cues during
descent.
CAUTION
At high touchdown speeds, the rotorcraft may roll and turn to
the left after touchdown due to gyroscopic effects if the aircraft
is allowed to pitch down rapidly. This will require pilot corrective
action.
1. Collective — Reduce to enter autorotation.
2. Cyclic — Adjust to obtain autorotation

speed between 70 KIAS and 100
KIAS (Best Glide speed).
3. Collective — Adjust to obtain up to110% NR.
4. APU — Start
5. Landing gear — Confirm UP.
CAUTION
If the landing gear cannot be retracted, landing on the water
with minimum forward speed is recommended.
6. Landing direction — Select and manoeuvre into wind.
7. Briefing — Cabin crew and occupants.
8. Radar altimeter — Verify working.

9. Windscreen wipers — Select FAST.
10. Distress procedure — Broadcast Mayday (time permit-

ting).
11. Flare — At approximately 200 ft AGL, ini-

tiate a cyclic flare with an attitude
change of 15° nose-up.
12. Cyclic/Collective — At approximately 35 ft AGL,

reduce pitch attitude to 10° nose-
u p a nd apply collective, as
required, to achieve touchdown
a t a ppro x imatel y 300 ft per
minute (fpm) or less.
13. Landing — Dependent on sea state, prevail-

ing winds and current, approach
into oncoming waves, or at 45°
offset.
14. Evacuation — Evacuate the aircraft, with sur-

vival equipment.

ENGINE SHUTDOWN IN EMERGENCY

On the affected engine, carry out the following shut down procedures:
1. ENG FIRE EXT guard — Confirm, lift and press
2. ENG MODE switch — Confirm and OFF
3. FUEL ENG SOV (ECDU) — Confirm and CLSD
4. XFEED (ECDU) — CLSD, unless required for cross-

feed
5. FUEL PUMP (ECDU) — OFF, unless required for crossfeed
Note
1 FUEL PUMP will not select OFF, if APU running, or will be
automatically selected ON if APU started.
6. Fuel contents — Monitor, use crossfeed as

required
7. HEATER — Select as required
Note
If there is evidence of combustion after engine shutdown carry
out a dry motoring procedure Page 2A-12, as required to extin-
guish any possible fire.

Rev. 2
APU SHUTDOWN IN EMERGENCY (GROUND/FLIGHT)

If it is necessary to shut down the APU in emergency, without the automatic
1 minute cooling period, carry out the following procedure:
1. APU FIRE EXT guard — Lift and press
2. APU SEL MODE — OFF
3. BATT MASTER switch — OFF

Rev. 2
EMERGENCY GROUND EGRESS

In the event of an emergency egress or emergency/crash landing, priority
must be given to ensuring that personnel are evacuated safely at the most
appropriate time.
The following procedure must be initiated for a condition potentially endanger-
ing life or physical injury of passengers and crew:
1. PARK BRAKE — Set
2. Evacuation — Command (prepare to evacuate)

3. ENG MODE 1 & 2 switches — OFF.
4. APU SEL MODE — OFF (if selected ON)
5. ENG 1 & 2 FIRE ARM — Lift guard and press

pushbuttons
6. Rotor brake — Select BRAKE
Note
If the undercarriage is not extended the Rotor Brake will not
function. In this case use collective to slow rotor, being
aware the aircraft may yaw left.
7. APU FIRE EXT pushbutton — Press

(If APU used)
8. ATC — Notify (condition and intention to

evacuate)
9. LTG EMER lights — Select ON
10. Evacuation — Initiate using PA
11. Emergency Exits — OPEN/EJECT
12. When rotor stopped. — Passenger evacuation, assist

away from helicopter
13. BATT MASTER switch — OFF
14. Helicopter — Abandon

FIRE
In the event of smoke or fire, prepare to land the aircraft without delay while
completing the applicable emergency procedures.
APU BAY FIRE (GROUND)
APU FIRE + Voice Warning
Confirm on APU panel FIRE light ON

2. BTL switch — Select to BTL
4. Carry out EMERGENCY GROUND EGRESS procedure page 3-29
Note
If PFD not available monitor APU panel FIRE warning light.

Rev. 2
APU BAY FIRE (FLIGHT)
APU FIRE + Voice Warning
Confirm on APU panel FIRE light ON
1. Airspeed — Less than 150 KIAS

3. BTL switch — Select to BTL
If APU FIRE If APU FIRE
warning remains warning clears
Land Immediately Land as soon as possible
When on ground:
Carry out EMERGENCY
GROUND EGRESS
procedure page 3-29
Note
Fin Camera (ECDU-MENU-MISC) may be helpful in determin-
ing the severity of the fire.

Rev. 2
ENGINE BAY FIRE (GROUND))

+ Audio Tone and
1(2) ENG FIRE Voice Warning
‘ENGINE 1(2) FIRE’
Confirm on engine control panel FIRE light ON
1. PARK BRAKE — PULL

2. ENG 1 & 2 MODE — OFF
4. Affected ENG FIRE EXT guard — Confirm, lift and press
5. Affected eng NG less than 20% — FIRE EXTING switch to BTL1
1 FIRE BTL LOW P caution illuminates after bottle discharged
If 1(2) ENG FIRE If 1(2) ENG FIRE

warning clears warning remains
- Set FIRE EXTING switch to BTL2
2 FIRE BTL LOW P caution illuminates after
bottle has discharged
Carry out EMERGENCY

GROUND EGRESS
procedure Page 3-29
CAUTION
In case of a subsequent fire in the other engine bay the initial
ARM 1(2) pushbutton must be deselected to allow operation of
the ARM 2(1) pushbutton.

Rev. 2
ENGINE BAY FIRE (GROUND) CONTINUED
Note

Rev. 2
ENGINE BAY FIRE (FLIGHT)

+ Audio Tone and
1(2) ENG FIRE Voice Warning
‘ENGINE 1(2) FIRE’
Confirm on engine control panel FIRE light ON
1. Airspeed — Between 70 - 80 KIAS

2. AIR COND/HEATER — OFF
3. HEATER PNL ENG 1 & 2 SOV — NORMAL
4. Affected ENG MODE — Confirm and IDLE
Confirm engine FIRE
5. Affected ENG MODE — Confirm and OFF
7. Affected eng NG less than 20% — FIRE EXTING switch to BTL1
1 FIRE BTL LOW P caution illuminates after bottle discharged
If 1(2) ENG FIRE If 1(2) ENG FIRE

warning clears warning remains
- Deselect FIRE/ARM - Set FIRE EXTING switch to BTL2
pushbutton 2 FIRE BTL LOW P caution illuminates after
- Start APU bottle has discharged
Land as soon If 1(2) ENG FIRE If 1(2) ENG FIRE

as possible warning clears warning remains
Refer to Single - Start APU
Engine Procedure
page 3-97 LAND IMMEDIATELY
Land as soon
as possible Refer to Single Engine
Refer to Single Procedure page 3-97
Engine Procedure When on ground:
page 3-97 Carry out EMERGENCY
GROUND EGRESS
procedure Page 3-29

Rev. 2
ENGINE BAY FIRE (FLIGHT) CONTINUED
CAUTION
In case of a subsequent fire in the other engine bay the initial
ARM 1(2) pushbutton must be deselected to allow operation of
the ARM 2(1) pushbutton
Note
Note

Rev. 2
BAGGAGE BAY FIRE (FLIGHT)
BAG FIRE + Voice Warning

2. HEATER PNL ENG 1 & 2 SOV — NORMAL
3. VENT CREW FAN — HIGH
4. VENT PAX FAN — HIGH
SMOKE IN CABIN?
YES
- Reduce airspeed to below 50 KIAS

- OPEN storm window(s)
- Cabin emergency windows,
left side only, PUSH
NO to release if possible
Land as soon
as possible LAND IMMEDIATELY
Carry out EMERGENCY

GROUND EGRESS
procedure page 3-29
Note

Rev. 2
BAGGAGE BAY FIRE (GROUND)
BAG FIRE + Voice Warning
On Ground
Carry out EMERGENCY

GROUND EGRESS
procedure page 3-29
COCKPIT / CABIN FIRE (GROUND)

No single set of detailed procedures can address all the fire scenarios that are
possible. The most urgent action is to get the aircraft shut down and evacu-
ated immediately.
FIRE in cockpit or cabin
Carry out EMERGENCY

GROUND EGRESS
procedure page 3-29

Rev. 2
COCKPIT / CABIN FIRE (FLIGHT)

An in-flight fire has no single set of detailed procedures that can address all
the fire scenarios that are possible in flight. The most urgent action is to get
the aircraft on the ground as soon as possible with a reasonable degree of
safety..

2. HEATER PNL ENG 1 & 2 SOV — Confirm NORMAL
3. VENT CREW FAN — OFF
4. VENT PAX FAN — OFF
FIRE SOURCE DETERMINED?
YES
Use on board hand held

extinguisher to fight fire
NO
Fire is Fire persists

LAND IMMEDIATELY extinguished
LAND
When on ground: Increase IMMEDIATELY
Carry out EMERGENCY ventilation
GROUND EGRESS When on ground:
procedure page 3-29 Land as soon Carry out EMERGENCY
as possible
GROUND EGRESS
procedure page 3-29
CAUTION
If the fire is not completely extinguished, increased ventilation
may aggravate the problem.

Rev. 2
ENGINE EXHAUST FIRE AFTER SHUTDOWN

If there are visible signs of fire in the engine exhaust, possibly accompanied
by a rising ITT after shutdown, personnel should not be allowed to exit until the
following actions have been carried out:
Note
Ensure an AC power source is supplied to the helicopter before
proceeding.
1. Fire warnings — Confirm not illuminated.
2. ENG PNL MODE switch — Select CRANK on affected

engine and hold.
3. Gas generator (NG) — Note increasing.
4. CRANK — Release switch to stop when ITT

decrease is noted (not more than
45 seconds, Starter Duty Cycle
must be respected).
APU EXHAUST FIRE AFTER SHUTDOWN

If there are visible signs of fire in the APU exhaust, personnel should not be
allowed to exit until the following actions have been carried out:
1. EPGDS panel — Confirm BATT MASTER ON
2. APU Fire warning — Confirm not illuminated.
3. APU SEL MODE switch — Select CRANK and hold
4. CRANK switch — Release switch to stop when

necessary. Cranking automati-
cally stops after 15 seconds.

ELECTRICAL FIRE/SMOKE (GROUND)

An electrical fire is indicated by a smell of burning insulation and/or acrid
smoke. If fire occurs:
Carry out EMERGENCY GROUND EGRESS procedure page 3-29
ELECTRICAL FIRE/SMOKE (FLIGHT)

Electrical fires are often indicated by a smell of burning insulation and/or acrid
smoke. The most important consideration is to maintain safe flight conditions
while investigating the cause. Unnecessary electrical equipment must be
switched off while detecting the source of an electrical fire. Unless the source
of the smoke or fire can be positively identified (CAS display or C/B panel or
ECDU display) and the equipment electrically isolated, carry out procedure
detailed on next page.

ELECTRICAL FIRE/SMOKE PROCEDURE (FLIGHT)
1. Airspeed — 50 KIAS
2. VENT FAN — OFF
3. Storm window(s) — OPEN to ventilate cockpit
4. APU — ON
5. Right MCDU TUNE page — Select COM/NAV on side 2
6. PILOT UTILITY LIGHT — ON
7. Land as soon as possible
Note
If operational conditions permit consider releasing cabin left
side windows.
If conditions permit
- Switch GEN 1 & 2 OFF (Loss of NON-ESS BUS 1,2,3 & 4)
Does smoke clear?

Yes
No
NON-ESS BUS 1,2,3 & 4 not available
- Select BTC 1 to AUTO

(MAIN BUS 1 & 3 Lost)
Does smoke clear?

Yes
No NON-ESS BUS 1,2,3 & 4 and

MAIN BUS 1 & 3 not available
- Select BTC 2 to AUTO
(MAIN BUS 2 & 4 Lost)
Procedure continues
on next page

Rev. 2
ELECTRICAL FIRE/SMOKE PROCEDURE (FLIGHT) CONTINUED
Continues from previous page
Does smoke clear ?
Yes
No
NON-ESS BUS 1,2,3 & 4 and
- Select APU OFF MAIN BUS 1,2,3 & 4
not available
(ESS Bus 1 & 2 Lost)
If smoke clears
Land as soon as possible
within 15 minutes
(30 mins if AUX BATT installed)
If smoke and/or fire severe

LAND IMMEDIATELY
When on ground:
Carry out EMERGENCY GROUND
EGRESS procedure page 3-29
Note
If operational conditions permit consider releasing cabin left
side windows.

Rev. 2
WHEEL BRAKE FIRE
On Ground
When aircraft is stationary:
1. Shutdown — Carry out EMERGENCY

page 3-29.
In Flight
1. Landing gear — Extend.
2. Aircraft — Land as soon as possible.
When aircraft is stationary on the ground:
3. Shutdown — Carry out EMERGENCY

page 3-29.
CAUTION
Use of pedal brakes or parking brake may aggravate the fire.
Note
Consider using one of the cabin hand fire extinguishers or other
available extinguishers to extinguish the fire.

ENGINE SYSTEMS
ENGINE OIL PRESSURE LOW
1(2) ENG OIL P LOW + Voice Warning
Associated engine oil pressure below limit (less than 1.4 bar)
1. Affected engine — Check oil pressure & temperature on PFD
OIL PRESSURE LOW OR INVALID?
YES
- Achieve safe OEI flight
NO On affected engine
- Select ENG MODE to IDLE
Land as soon as
practicable
If warningextinguishes If warning remains
On affected engine
- Select ENG MODE to FLT
- Start APU
Continue flight On affected engine

Carry out ENGINE SHUT
DOWN IN EMERGENCY
If warning illuminates procedure page 3-27
On affected engine
Land as soon as practicable
Refer to Single Engine
Procedure page 3-97

Rev. 2
ENGINE EEC FAIL
1(2) ENG GOV LOSS + Voice Warning
Engine failed at fixed or partially fixed engine power

due to loss of FADEC control
NF governing on affected engine and load share does not function
1. Collective — Do not move or avoid abrupt

and large movements
3. Affected ENG MODE — Confirm and OFF
4. Affected FUEL ENG SOV — Confirm and CLSD
(ECDU)
5. APU — ON
6. Land as soon as practicable using Single Engine Procedure

page 3-97
Note
Due to loss of load sharing function the caution will
2(1) ENG SLOW RESP illuminate and must be disregarded
and will extinguish when the engine has been shut down.
Note
Care should be taken when moving collective because this
may cause unexpected NF/NR run up or run down depending
on the engine power when the failure occured.
Note
Selecting the affected ENG MODE switch to IDLE will have no
effect.

Rev. 2
TRANSMISSION SYSTEM FAILURES

The most common transmission system (main, intermediate, tailrotor gearbox)
failures are of three general types:
— Lubrication system failure (oil pump, ducts, nozzles etc)
— Transmission component failure (gears, bearings, etc)
— Accessory component failure (hydraulic pumps, electrical generators,

coolers etc)
The transmissions are monitored with chip detectors, oil pressure and/or oil
temperature indicators as well as CAS Warning and Caution messages to
inform the pilot of the operating condition of the system. It is probable that one
or more of these indications will be present if a mechanical transmission fail-
ure is imminent. However, whether these indications are present or not, crew
sensory perceptions such as:
— abnormal mechanical noise and/or
— heavy vibration levels and/or
— the odour of hot metal fumes

all play an important part in diagnosis of impending transmission system fail-
ures and assist the pilot in determining what actions are required.
In general a single failure indication dictates that the helicopter Land as soon
as practicable while a double failure dictates Land as soon as possible. If
multiple failure indication, including abnormal noise and/or vibration are
present LAND IMMEDIATELY

MAIN GEARBOX
MGB OIL PRESSURE LOW
MGB OIL PRESS + Voice Warning
Oil pressure below limit at one or both engine MGB inputs and the MGB oil
system (less than 3.1 bar)
1. TQ 1 & 2 — MAX 65%

2. Clock — START
3. MGB Oil Pressure — Check on PFD
OIL PRESSURE LOW OR INVALID?
YES
- Reduce power as operational

conditions permit
NO
- Land as soon as practicable
monitoring MGB oil pressure
and temperatures.
Do not activate chip burner
Note
TQ values maybe resumed to
previous setting.
If associated oil pressure If 1(2) BRG TEMP

permanently above 1.5 bar
caution illuminates

Land as soon
See Note 2 on page 3-48
as possible
See Note 1 on
page 3-48

Rev. 2
MAIN GEARBOX INPUT OIL PRESSURE (CONT)
Note 1
Landing or Ditching should be made within 50 minutes at torque
not exceeding 65/65%.
Note 2
This condition could be induced by the failure of one of the dual

pumps of the MGB lubrication system. Landing or Ditching
should be made within 3 hours at torque not exceeding 65/65%.
MGB OIL TEMPERATURE HIGH
MGB OIL TEMP + Voice Warning
MGB oil temperature above limit (greater than 114 °C)
1. TQ 1 & 2 — MAX 65%

2. MGB Oil Temperature — Check on PFD
OIL TEMP HIGH OR INVALID?
YES
NO
Continue flight Land as soon as possible

monitoring MGB oil
temperature and pressure.

Rev. 2
MAIN ROTOR CONTROLS BINDING
WARNING
If a binding occurs in the aircraft main rotor control circuit,
depending on the severity of the binding, greater forces will be
required to operate the controls. DO NOT ATTEMPT TO APPLY
MAXIMUM EFFORT, since a more serious malfunction could
result. A reduction in the available control ranges may result
and, in this situation, the low speed flight envelope may be
restricted.
If the airspeed is more than 25 KIAS, the aircraft should be landed into the
wind as soon as possible using a running landing procedure and a touchdown
speed of 25 KIAS.
If the airspeed is less than 25 KIAS, carry out a running landing at the speed
at which the binding occurs. If the aircraft is in a hover, land vertically.

TAIL ROTOR SYSTEM FAILURES
YAW CONTROL DIAGNOSTICS
PEDAL POSSIBLE AIRCRAFT

CHARACTERISTICS CAUSE MOTION
Free But Ineffective TAIL ROTOR DRIVE Rapid yaw to the right
FAILURE
TAIL ROTOR Direction of Yaw
CONTROL CIRCUIT depends on airspeed /
FAILURE torque
Disconnect between
pedals and tail rotor
servo
Partially Effective TAIL ROTOR Direction of Yaw
(Perhaps effective in CONTROL CIRCUIT depends on airspeed /
one direction only or FAILURE torque
with considerable Disconnect between
backlash) tail rotor servo output
and tail rotor.
Seized TAIL ROTOR Aircraft yaws right when
(Excessive force CONTROL BINDING raising collective. Aircraft
required to move ped- yaws left when lowering
als) collective
TAIL ROTOR DRIVE FAILURE

A tail rotor drive failure will result in a rapid yaw to the right and a loss of yaw
control, possibly accompanied by noise or vibration in the tail section. The
severity of the initial yaw rate will be determined by the airspeed, altitude,
gross weight, center of gravity and torque settings at the time that the failure
occurs. The effectiveness of the vertical fin in limiting the yaw rate and yaw
angle will depend on the airspeed at the time of the failure, fin effectiveness
increasing at higher airspeeds.
The following cues will be present:
— Aircraft yaws rapidly to the right
— Loss of yaw control, pedals free but ineffective

— Possible noise and vibration from the aft fuselage area

Severe yaw rates will result in large yaw angles within a very short period of
time and, depending on the flight conditions at the time of failure, it is possible
that yaw angles in excess of 30° will be experienced.
Additionally, very high yaw rates will produce aircraft pitching and rolling mak-
ing retention of control difficult without the use of large cyclic inputs, which are
structurally undesirable. Finally, very high yaw rates will produce disorienting
effects on the pilots. Therefore, it is vital that corrective action, as outlined in
the following procedures, be taken quickly to prevent post-failure yaw rates
from reaching unacceptably high levels.
Failure Cues:
In Hover
— Lower collective to LAND IMMEDIATELY while maintaining attitude

and minimizing lateral translation with the cyclic control.
— Select ENG MODE switches to OFF if time available.
In Forward Flight
— Lower collective immediately to minimize yaw right
— Establish an airspeed/power/roll angle sufficient to reach a suitable

landing site.
— At landing site assess running landing capability.
— If a running landing cannot be carried out with a suitable power and

speed, shutdown engines.
— Carry Out Engine Off Landing
Note
- Land into wind
- Raising or Lowering the collective while maintaining NR within

limits may be effective in helping control sideslip. (Increasing
collective, nose left)

TAIL ROTOR CONTROL SYSTEM FAILURE

In the event of mechanical failure between tail rotor pedals and tail rotor servo
or failure between the tail rotor servo output and the tail rotor, natural aerody-
namic forces will cause the tail rotor blades to “float” to a pitch angle of
approximately zero thrust, depending on the flight condition at time of failure.
Failure Cues:
— Aircraft Yaws Left or Right
— Loss of Yaw Control, pedals free but ineffective or free and partially effec-
tive
In Low Hover

If rapid yaw right develops
— Retard ENG MODE switches to OFF (or IDLE’s) if time available.
In Forward Flight / High Hover
— Attempt to determine a combination of speed and power to minimize

the yaw
— Carry out the following to diagnose the failure:
• Gently and progressively apply left pedal to assess whether the aircraft
responds in that direction. Pedal needs to be pushed until a positive
response is obtained (it may be necessary to reach full displacement if no
response is obtained).
If aircraft does not respond to the left, consideration should be given before
assessing controllability to the right as this may worsen the situation. Gently
and progressively apply right pedal to assess whether the aircraft responds in
that direction. Pedal needs to be pushed until a positive response is obtained
(it may be necessary to reach full displacement if no response is obtained)

If the aircraft does not respond If the aircraft does respond to

OR responds to right pedal but both pedal inputs but is slow to
not to left pedal respond, with noticeable back-
lash
Tail Rotor Pitch set to zero thrust Mechanical disconnect of the
- Set up a rate of descent to yaw control.
align th1e aircraft nose to the The remaining tail rotor pitch
flight path. available is such that an IGE
- Reduce speed approaching the hover could be possible.
touchdown point; a yaw to the However, depending upon the
right may start to develop. In this weight, altitude and wind, a
case a low speed rotating land- power on running landing may
ing will be required. be carried out.
- When the aircraft is rotating at
low level, select ENG MODE
switches to OFF and cushion the
final touch down.
Note
Wind from the front Left quad-
rant of the a/c may be beneficial.

TAIL ROTOR CONTROL BINDING

A tail rotor pitch control system binding may be due to a binding in the control
linkage to the tail rotor.
Tail rotor pitch control binding is characterized either by a lack of directional
response, when a pedal is pushed, or by a locked pedal. If pedals cannot be
moved with a moderate amount of force, DO NOT ATTEMPT TO APPLY
MAXIMUM EFFORT, since a more serious malfunction could result. The
resultant fixed tail rotor pitch will require the selection of a combination of
power, airspeed and sideslip in order to maintain controlled, fixed heading
flight.
Failure Cues:
— Pedals seized or require excessive force
— Aircraft yaws Left or Right in response to collective changes.
In Low Hover

Note
- Do not shut down engines unless a severe right yaw occurs. If
tail rotor control binds while hovering, landing can be accom-
plished with greater safety under controlled, powered flight
rather than by shutting down engines and entering autorota-
tion.

In Forward Flight / High Hover

If power is increased from the power level at the time of failure, the aircraft will
yaw to the right. If power is decreased, the aircraft will yaw to the left.
— Attempt to determine a combination of speed and power to minimize

the yaw.
If binding occurred in high If binding occurred in If binding occurred in

power climb or high hover high power cruise descent or low power
(High Tail Rotor Thrust) (Moderate Tail Rotor cruise. (Low Tail
Thrust) Rotor Thrust)
- Carry out a high - During the - Set up a rate of

power, low speed approach keep descent to align
approach, keeping the the nose to the the aircraft nose
nose to the left. left. to the flight path.
- Carry out a power-on - Carry out running - Reduce speed
landing using a speed landing at an air- approaching the
/ power combination speed of approxi- touchdown point;
which will keep the mately 20 knots, a yaw to the right
aircraft nose aligned. raising the col- may start to
- On touch down, lective to develop. In this
reduce collective and straighten the case a low speed
ENG MODE switches nose. yawing landing
to OFF. - As aircraft will be required.
touches down, - When the aircraft
ENG MODE is yawing at low
switches to OFF level, ENG MODE
while slowly low- switches to OFF
ering the collec- and cushion the
tive. final touch down.
Note Note
Wind from the front Right Wind from the front
quadrant of the a/c will be Left quadrant of the
beneficial. a/c will be beneficial.

ELECTRICAL SYSTEM
TRIPLE AC GENERATOR FAILURE
ELEC FAIL + BUS

BUS TIE
TIE CLOSED + Voice Warning
Triple AC Generator failure and TRU not powered
1. APU — Confirm ON
2. ECDU — Select ELEC page
3. GEN 1 & 2 — Select OFF
4. GEN 1 — Select ON
ELEC FAIL clears ELEC FAIL remains
1(2) AC GEN APU GEN FAIL GEN 1 failed

- GEN 1 OFF
captions illuminate
- GEN 2 ON
GEN 1(2) back on line,
Assume GEN 2(1) failed leave OFF
ELEC FAIL caption remains
- When 1 AMMC DBU READY
advisory illuminated reset AMMC 1
- GEN 2 failed,
(on MCDU MENU/AMMC/DBU - EXEC)
- GEN 2 OFF
- TCAS select TA/RA
- XFEED on ECDU select Triple AC generator/TRU not powered
OPEN then AUTO
- Select APU SEL MODE OFF
DC NON ESS BUS 1 & 2 lost
See Note page 3-59 Land as soon as possible (within 15 min)
(30 min if Aux Bat installed)
Land as soon as Loss of - ESS BUS 1 & 2
practicable - DC MAIN BUS 1 & 2
- DC NON ESS BUS 1 & 2
Main and Aux (if installed) battery will supply
EMER BUS 1 & 2

Rev. 2
SERVICES AVAILABLE ON SW BATT BUS 1 AND EMER BUS 1 AND 2

(Circuit Breakers on Pilot and Copilot Overhead Panel)
SW BATT BUS 1
APU ECU APU FMP
APU FIRE DET APU FIRE EXT
APU PNL LT APU GCU
APU FUEL SOV
DC EMER BUS 1 DC EMER BUS 2

ADI STBY ADU 2
AFCS ACT CPLT PITCH AFCS ACT PLT PITCH
AFCS ACT CPLT ROLL AFCS ACT PLT ROLL
AFCS FCC 2 PRI AFCS FCC 2 SEC
AFCS FORCE TRIM PRI AHRS 2 PRI
AHRS 1 PRI AMMC 2 PRI
ECDU DU PLT PRI CLOCK PLT
ECDU IOM 1 PRI DISPLAY CCD PLT
ELT DISPLAY DCP PLT
EPGDS BUS 1 CTL DISPLAY PFD PLT
EPGDS SGCU 1 DISPLAY SW B AFDX
EPGDS SW BATT BUS 1 NAV/COMM GPS 2
EPGDS AC EXT PWR NAV/COMM NAV 2
EPGDS MAIN BATT NAV/COMM XPDR
FADEC 1 CH A RAD ALT 2
FIRE ENG 1 DET ECDU IOM 2 PRI
FIRE ENG 1 EXTG EPGDS BUS 2 CTL
ICS PRI EPGDS SGCU 2
LIGHTING EMERG EPGDS SW BATT BUS 2
LDG GEAR EMERG FADEC 2 CH A
LDG GEAR CONTR PRI EPGDS AUX BATT (if installed)
NAV/COMM AMU EMERG FIRE ENG 2 DET
NAV/COMM MCDU PLT FIRE ENG 2 EXTG
NAV/COMM VHF2 LIGHTING LDG PWR PLT
PITOT HTR PLT LIGHTING CKPT PLT
RTR BRK CONTR (if installed) MWL & MCL PLT
RTR BRK PWR (if installed)

Note
Services lost for DC ESS BUS 1 & 2 failure
ESS BUS 1 ESS BUS 2

AFDX SW A AFCS CP PRI
AMMC 1 PRI ECDU DU CPLT PRI
AMMC 1 DISC ECDU DU PLT SEC
AMU NORM ECDU IOM 2 SEC
CVFDR ENG 2 INTK
ECDU DU CPLT SEC FADEC 2 CH B
ECDU IOM 1 SEC FUEL LLS2
ENG CTL PNL FUEL SYS PUMP 2
ENG 1 INTK FUEL SYS VALVE 2 CLOSE
FADEC 1 CH B FUEL SYS VALVE 2 OPEN
FIRE BAG DET FUEL SYS XFEED CLOSE
FUEL LLS 1 FUEL SYS XFEED OPEN
FUEL SYS PUMP 1 HYD SOV 2
FUEL SYS VALVE 1 CLOSE HYD SYS TAIL SOV
FUEL SYS VALVE 1 OPEN HYD SYS UTIL SOV
LIGHTING POSN
HYD SOV 1
MFD PLT
HYD SYS EMER SOV
MFD PLT AUX
LIGHTING INST PNL
LDG GEAR NLG
NOSE FAN 1
PFD CPLT
PFD CPLT AUX
TRANS CHIP BURN
VHF 1
C/B Panel (Overhead)

VENT OPEN CKPT FAN 1 VENT OPEN CKPT FAN 2
VENT/HTR VENT/HTR

Note
Services lost for DC MAIN BUS 1,2,3,4 & DC NON ESS BUS 1,
2,3,4 failure
DC MAIN BUS 1 DC MAIN BUS 2
ADU 1 AFCS DTS
AFCS CP SEC AFCS FCC 1 SEC
AFCS FCC1 PRI AFCS TRIM
AHRS 1 SEC AHRS 2 SEC
AMMC 1 SEC AMMC 2 SEC
CCD CPLT DME
CLOCK CPLT DTD
DCP 1 HUMS
LIGHTING LDG CONTR CPLT NOSE FAN 2
LIGHTING LDG PWR CPLT LDG GEAR CONTR SEC
LIGHTING CKPT CPLT LIGHTING CSL
MCDU CPLT LIGHTING CSL 28V AUX
MFD CPLT LIGHTING DOME
MFD CPLT AUX LIGHTING OVHD
NAV 1 LIGHTING STORM
PITOT HTR CPLT WHEEL BRAKE CONTR
WIPER CPLT WHEEL BRAKE PWR
WIPER PLT

EXTERNAL CAMERA
FLOOD LT WHITE SEATBELT ON
GPS 1 DF
LIGHTING ANTI COLL UTIL PWR
LIGHTING BAG COMP
LIGHTING CAB
LIGHTING CAB CONTR
LIGHTING FLOOD IR
PA
PIA AFT
PIA FWD
PSU
RAD ALT 1
STROBE LT
TRANS OIL LOW
DC NON ESS BUS 1 DC NON ESS BUS 2

_ _

_ _

LANDING GEAR
LANDING GEAR FAILS TO EXTEND OR FAILS TO LOCK DOWN
If, after selecting the landing gear lever DOWN
any indicators remain blank or amber,
carry out the following:
- Press LAMP TEST, confirm indicator lights functioning

- Maximum airspeed 150 KIAS
- Check UTIL pressure
(MFD Hydraulic synoptic page)
If pressure low (amber box) If pressure normal (green box)

- Carry out the following actions,
confirming landing gear
indicatons, after each action:
- EMER DWN pushbutton
lift guard and press • Check LDG GEAR circuit
breakers IN
• Cycle LDG GEAR lever,
(max 3 times), leave down.
• EMER DWN pushbutton
lift guard and press
If all indicators
If any indicators If all indicators
illuminate green illuminate green
remain blank or amber
(down and locked) (down and locked)
- Attempt to confirm if
landing gear is down
Continue to land Continue to land
Land on suitable soft surface
Note
When the undercarriage has been extended using the EMER
DWN then subsequent retraction is not possible
Note
For OAT of -30 °C and below the undercarriage extension time
may increase.
Note
When using the EMER DWN pushbutton if the hydraulic oil tem-
perature is below -20 °C the button must be held depressed
until the undercarriage down lights illuminate green.

EMERGENCY BRAKING
Emergency symmetric braking is possible using the PARK BRAKE handle, by
modulating the handle displacement. Care should be taken to avoid ‘locking’
the wheels with possible damage to the tyres.
During this procedure the PARK BRK ON caution will be displayed.

LIGHTNING STRIKE
If it is suspected that the rotorcraft has been struck by lightning LAND AS
SOON AS POSSIBLE, verifying the state of the following systems for unin-
tended change and confirm their functionality:
— barometric setting and displayed altitude
— selected altitude
— selected navigational aid
— selected course
— selected heading
— selected decision height
— selected radio frequencies (including radio comms transmission check)
STATIC PORT OBSTRUCTION

If erratic readings from the altimeter indicator occur, with the STATIC source
switch in NORMAL position, proceed as follows:
1. Storm window(s) and vents — Closed
3. STATIC source switch — Remove the guard and select

ALTERNATE
4. Proceed with flight
This procedure selects an alternate static source utilizing cabin air.
CAUTION
When utilizing the alternate static source, decrease the altime-
ter reading by 250 ft.

EMERGENCY EXITS
Figure 3-3 and Figure 3-4 show the positions of the aircraft emergency exits.
EMERGENCY EXIT
1 PULL RED STRAP TO REMOVE CORD
2 PUSH IN WINDOW
ICN-89-A-153000-A-A0126-04119-A-002-01
Figure 3-3 External Markings and Placards

Rev. 2
EXIT

2 PUSH OUT WINDOW
ICN-89-A-153000-A-A0126-04120-A-003-01
Figure 3-4 Internal Markings and Placards

Rev. 2


CAUTION SYSTEM
GENERAL
The following Malfunction Procedures address forseeable situations, usually
involving a failure condition in which use of the normal or alternate systems by
crew actions (indicated by a dash ‘-’ infront of the action) will maintain an
acceptable level of helicopter operation.
Many of the malfunctions described in this section are indicated by the illumi-
nation of the amber caution captions on the CAS window and the flashing
amber Master Caution Light (MCL). When active the caution is displayed as
black text on an amber background. The caution can be acknowledged by
pressing the MCL or CAS RST button on the collective grip. It then changes to
amber text on a black background and the MCL is deactivated.
The Caution message remains until the cause of the warning is corrected.
CAUTIONS WITH VOICE MESSAGES
— ‘LANDING GEAR’ voice message, associated with LANDING GEAR

amber caution, is active when the radio altimeter height is less than 150 ft
and undercarriage is retracted.
— ‘AUTOPILOT’ voice message, associated with any AP amber caution.
TABLE OF CAS CAUTION MESSAGGES
CAS Caption Page Failure/System State
AC EXT PWR DOOR 3-198 AC external power door open
1(2) AC GEN FAIL 3-143 Associated generator failed
1(2) AC GEN HOT 3-144 Associated generator overheating
1(2) ADS FAIL 3-184 Associated ADS failed
1(2) AHRS FAIL 3-183 Associated AHRS failed
1(2) AMMC DEGR 3-186 Associated AMMC degraded
1(2) AMMC FAIL 3-187 Associated AMMC failed

Rev. 2

AMMS CONFIG FAIL 3-188 AMMC option configuration discrep-
ancy
AP AHRS 1(2) FAIL 3-174 Associated AFCS not receiving data

from AHRS
AP-CAS FAIL 3-173 AFCS CAS and audio messages not

available
AP DEGR 3-171 AFCS not receiving ADI Stby data
1(2) AP FAIL 3-162 Associated autopilot failed

1(2) AP HOT 3-174 Associated FCC temperature above
limit
1(2) AP MAINT 3-173 Associated AP channel has a failure

(only displayed on ground)
AFCS PNL FAIL 3-175 Failure of upper modes and FD mode

pushbuttons
1(2) AP OFF 3-163 Associated autopilot switched OFF
1(2) AP P FAIL 3-164 Associated pitch axis single series

actuator failure
1(2) AP R FAIL 3-164 Associated roll axis single series actu-

ator failure
1(2) AP TEST FAIL 3-172 Associated AP channel PFT failed
1(2) AP TEST DEGR 3-172 Associated AP channel unable to carry

out pre flight test
1(2) AP Y FAIL 3-168 Associated yaw axis single series

actuator failure
APU CHIP 3-106 APU oil chip detected
APU DEGR 3-107 APU control system degraded
APU FAIL 3-105 APU failed
APU FIRE BTL LOW P 3-107 APU fire bottle pressure low
APU FIRE DET 3-108 APU fire detect system failure

Rev. 2

APU FUEL FILTER 3-108 APU fuel filter blocked and in bypass
APU GEN FAIL 3-155 APU generator failure
APU GEN OVERLOAD 3-157 APU generator overload

(Not presented during ENG START
phase)
APU OIL LEVEL 3-109 APU oil level low
APU OIL LOW PRESS 3-109 APU oil pressure below limit
APU TRU FAIL 3-156 APU TRU contactor open when APU
generator operating
APU TRU HOT 3-157 APU AC generator TRU overheat
APU VALVE OPEN 3-110 APU fuel valve open when engine shut
down
ATT OFF 3-165 AFCS attitude mode OFF or failed
AUX BATT HOT 3-158 Auxiliary battery over temperature

(if installed)
AUX BATT OFF 3-154 Auxiliary battery off line (If installed)
AVIONIC FAULT 3-186 Avionic fault
1(2) AWG FAIL 3-185 Associated aural warning generator

failed
BAG DOOR 3-196 Baggage door open
1(2) BRG TEMP 3-113 Associated ENG-MGB input bearing

over heating
CABIN DOOR 3-196 Cabin door open
CHIP DET UNIT 3-118 Drive system chip detect system

malfunction
COCKPIT DOOR 3-195 Cockpit door open

Rev. 2

C TRIM FAIL 3-169 Collective trim actuator drive failure
CVR FAIL 3-189 Cockpit voice recorder failed

(Not presented with both engines OFF
or during ENG START)
DC EXT PWR DOOR 3-197 DC external Power door open
ECDU DEGR 3-159 ECDU degraded
ECDU FAIL 3-160 ECDU failure
1(2) EECU DATA 3-90 Associated engine data not being

received by AMMC
1(2) EECU DEGR 3-90 Associated engine control degraded
1(2) EECU MAINT 3-89 Associated engine control unit internal

fault
1(2) EECU OVERHEAT 3-89 Associated engine control unit over-

heating
1 EMER BUS FAIL 3-155 Emergency BUS 1 failure
2 EMER BUS FAIL 3-156 Emergency BUS 2 failure
EMER LDG PRESS 3-128 Emergency landing gear deployment

system pressure low
(Not presented with NR less than 30%)
1(2) ENG A/ICE FAIL 3-93 Associated engine anti ice bleed valve
closed with anti ice selected ON
ENG ANALOG FAILURE 3-103 Engine analogue monitoring systems

failed (On ground only)
ENG A/ICE OFF 3-94 OAT less than 5 °C and engine anti
icing not selected ON
1(2) ENG LIM EXPIRE 3-80 Associated engine exceeded 2.5 min
OEI rating.
1(2) ENG OIL CHIP 3-84 Associated engine chip detected
1(2) ENG OIL FILTER 3-81 Engine Filter in bypass condition

Rev. 2

1(2) ENG OIL P HIGH 3-83 Engine oil pressure above limit
1(2) ENG OIL TEMP 3-82 Associated engine oil overtemp

(greater than 132 °C).
(Not presented with both engines OFF,
during ENG START or when ENG
OUT warning active)
1(2) ENG OVSPD 3-88 Associated engine NF overspeed

triggered
ENG PANEL FAIL 3-87 Engine control panel failed
1(2) ENG PWR LIM 3-86 Associated engine operation degraded

and possible limited power
1(2) ENG SLOW RESP 3-86 Associated engine operation degraded

and possible slow response
FDR FAIL 3-188 Flight data recorder partial or total

failure
(Not presented with both engines OFF
or during ENG START)
1(2) FIRE BTL LOW P 3-85 Associated fire bottle low pressure
1(2) FIRE DET 3-85 Associated fire detect system failed
FMS/GPS MSCP 3-191 Miscompare between FMS and GPS

position data
FMS/GPS MSCP UNAVL 3-192 FMS/GPS position data checking func-
tion not available
1(2) FUEL FILTER 3-93 Associated fuel filter blocked and

impending bypass condition
1(2) FUEL LOW 3-121 Associated fuel level less that 58 kg
1(2) FUEL LOW FAIL 3-125 Associated fuel low sensor failed
1(2) FUEL PROBE 3-126 Associated fuel contents probe failed
1(2) FUEL PUMP 3-122 Associated fuel pump pressure low

3-123 (less than 0.3 bar)
3-124

Rev. 2

FUEL VENT VLV OPEN 3-125 Pressue refuel valve open with
pressure refueling selected OFF
1(2) GCU FAIL 3-145 Generator control unit failed
1(2) GPS FAIL 3-190 Associated GPS failed
HEATER FAIL 3-182 Heater system failure
1(2) HOT START 3-91 Associated engine ITT limits exceeded

on engine starting
1(2) HYD MIN 3-131 Associated hydraulic system fluid level

low
1(2) HYD OIL PRESS 3-127 Associated hydraulic system pressure

low (less than 163 bar).
1(2) HYD OIL TEMP 3-129 Associated hydraulic system over-

temp (greater than 134 °C)
1(2)(4) HYD PUMP 3-132 Associated hydraulic pump failed.

1(2) HYD SERVO 3-133 Associated hydraulic servo actuator in

bypass,
HYD UTIL PRESS 3-128 Utility hydraulic pressure low, less than
163 bar.
IGB OIL LOW 3-117 Intermediate gearbox oil level low (only
active on ground)
IGB OIL TEMP 3-117 Intermediate gearbox oil overtemp

(greater than 119 °C)
1(2) INTAKE FAIL 3-94 Associated heated air intake failure
LANDING GEAR 3-198 Landing gear retracted and aircraft

below 200 ft AGL
MAIN BATT HOT 3-158 Main battery over temperature

Rev. 2

MAIN BATT OFF 3-154 Main battery off line
MGB OIL LOW 3-113 Main gearbox oil level low (only active
on ground)
1(2) MGB OIL PRESS 3-114 Associated MGB engine input oil pres-
sure low (less than 3.1 bar).
(Not presented on ground with both
engines OFF or with NR less than 75%.
MISTRIM 3-171 Linear actuators not re-centered by

trim
1(2) NG MISCOMPARE 3-102 Discrepancy between EEC and analog

value of NG
NOSE DOOR 3-197 Nose door open
1(2) NOSE FAN FAIL 3-182 Associated nose bay fan failure
NOSE WHL UNLK 3-137 Nose wheel unlocked
1(2) OVSPD TEST FAIL 3-92 Associated engine NF overspeed

system self test failed
PARK BRK ON 3-138 Park brake on
PARK BRK PRESS 3-138 Park brake system low pressure
1(2) PITOT HEAT OFF 3-180 Associated pitot heating system

OFF or failed and OAT less than 4 °C.
P TRIM FAIL 3-166 Pitch trim actuator failed
ROTOR BRK FAIL 3-139 Rotor brake failure
R TRIM FAIL 3-167 Roll trim actuator failed
SNSR DORMANT FAIL 3-195 Transmission and/or hydraulic system

sensor failure
(Only displayed on ground with both
engines OFF)

Rev. 2

TGB OIL LOW 3-117 Tail gearbox oil low (only active on
ground)
TGB OIL TEMP 3-118 Tail gearbox oil overtemp (greater than
114 °C)
TRIM FAIL 3-170 AP Trim system failed
1 TRU FAIL 3-147 Transformer rectifier unit 1 failed.

(Message not presented if 1 AC GEN FAIL
caution illuminted)
2 TRU FAIL 3-149 Transformer rectifier unit 2 failed.

(Message not presented if 2 AC GEN FAIL
caution illuminted)
1(2) TRU HOT 3-150 Transformer rectifier unit 1(2) overheat
VENT FAIL 3-181 Failure of crew and/or pax vent fan
1(2) WOW FAIL 3-193 Associated Weight On Wheels (WOW)

switch failed
XMSN CHIP 3-112 Transmission chip detected
XMSN CHIP FAIL 3-119 Transmission chip system failure
XMSN OVTQ 3-111 Main gearbox overtorque
Y TRIM FAIL 3-168 Yaw trim actuator failed
TABLE OF PFD AND MFD MESSAGES
Messages Page Failure/System State
RED
‘ATT FAIL’ 3-202 Failure of attitude information (on

associated side)
‘1(2) CASMSCP’ 3-201 AMMC 1(2) CAS WARNING

on PFD message list discrepancy.

Rev. 2

‘HDG FAIL’ 3-203 Failure of heading information (on
associated side)
‘RA’ 3-204 Double Rad Alt failure
Airspeed display tape 3-206 Failure of airspeed information (on

crossed associated side)
Vertical speed tape 3-202 Failure of vertical speed information

crossed (on associated side)
Altitude display tape 3-202 Failure of altitude information (on

crossed associated side)
AMBER
‘DU FAN’ on left of 3-211 Display unit cooling fan failed

altitude indicator
‘5m’ on side of PI and 3-212 Associated side engine in 5 minute

between NG and ITT AEO engine rating or final 5 minutes
indications of AEO 30 minute transmission rating.
Message will flash 10 sec before limit
expires.
‘2.5m’ on side of PI and 3-213 Associated side engine in OEI 2.5

between NG and ITT minute rating. Message will flash
indications 10”sec before limit expires.
‘30s’ countdown timer 3-214 Associated side engine in 30 second

on side of PI scale transmission rating.
‘ADS’ on attitude 3-206 Pilot and Copilot ADS information

indicator from the same source. (1-Copilot side
2-Pilot side)
‘AHRS’ on attitude indi- 3-202 Pilot and Copilot attitude information

cator from the same source. (1-Copilot side
2-Pilot side)
‘ALT’ on altitude 3-217 Miscompare between ADS 1 & 2 for

display tape altitude information (±150ft)
‘1(2)CASMSCP’ on 3-223 AMMC 1 (2) CAS CAUTION message

PFD list discrepancy.

Rev. 2

‘CHECK PFD’ on 3-210 Display parameter miscompare
display
CH NC on PI scale 3-207 Associated engine PI display using

data from EEC channel which is not
not in control
‘DH’ on attitude 3-218 Altitude equal or less than decision

indicator height (DH)
‘DU MON’ on PFD 3-208 Parameter sensor cross checking not

available
‘DU MON’ on PFD and 3-209 Parameter critical cross checking not
MFD available
‘FAIL’ on NF indication 3-215 Failure of NF information
Glideslope vertical 3-225 Loss of valid glideslope data

display crossed
‘FCS LINK FAIL’ on 3-221 Loss of AFCS communication to PFD

PFD
GPS POS 3-225 GPS degraded
‘HDG’ on attitude 3-217 Miscompare between AHRS 1 & 2 for

indicator Heading information (±10° heading)
‘HT LOSS’ on PFD 3-219 AFCS Low height protection system

not functioning
‘IAS’ on airspeed tape 3-217 Miscompare between ADS 1 & 2 air-

speed information.(±20 kts)
LOC lateral deviation 3-225 Loss of valid LOC lateral deviation

scale crossed data
‘LOC/GS’ on PFD 3-224 Miscompare between navigation

LOC/GS information from FMS
sources (LOC 0.75 dot, GS 1.0 dot)
‘LG/VG’ on PFD 3-224 Miscompare between navigation Lat-

eral Guidance and Vertical Guidance
information from FMS sources (LOC
0.75 dot, GS 1.0 dot)

Rev. 2

MAG 3-207 TRU selected on MCDU and MAG-
netic VARiation from AMMC invalid
‘NR’ on NR scale 3-216 NR miscompare between EECU 1 & 2
‘OAT ###’ on PFD 3-207 Amber text = OAT sensor failure

3-221 Black text = OAT sensor miscompare
‘OEI’ on side of PI, TQ, 3-215 Associated engine failed

ITT, NG indications
‘PITCH’ on attitude 3-217 Miscompare between AHRS 1 & 2 for
indicator Pitch information (±5° in pitch)
‘PWR LIM’ on PFD 3-220 AFCS collective safety function
(power/autorotation) protection sys-
tem active
‘PWR LOSS’ on PFD 3-220 AFCS collective safety function

(power/autorotation) protection sys-
tem not functioning
RA on RAD ALT display 3-218 Miscompare between RAD ALT 1 & 2

altitude information (10ft+0.625x(rad
alt 1+ rad alt 2)
RA 1(2) on RAD ALT 3-205 RAD ALT faiure, reconfiguration to

display functioning system
‘REV’ on display 3-211 Display unit in reversion
‘ROLL’ on attitude 3-217 Miscompare between AHRS 1 & 2 for

indicator Roll information ( ±6° in roll)
‘VNE’ on airspeed tape 3-217 Miscompare between ADS 1 & 2 VNE

information.(±5 kts)
‘VS’ on vertical speed 3-217 Miscompare between AHRS 1 & 2

tape vertical speed information.(±200 ft/
min)
3-222 Display Control Panel failure

or

Rev. 2
ENGINE MALFUNCTIONS
COMPRESSOR STALL
A compressor stall is normally recognized by an abnormal increase of ITT (or
abnormal increase in PI indication with ITT as limiting parameter) and may be
accompanied by an audible bang or pop and fluctuating NG and TQ (moni-
tored on MFD PWR PLANT page). The compressor stall may be transient or
steady.
The degree of compressor stall may be indicated by one or all of the following:
— A rapid increase in PI with ITT as limiting parameter.

— Fluctuating NG speed coupled with failure to respond to power demand.
— Loud banging or popping noises.

— A reduction in torque.
If compressor stall occurs, carry out Compressor Stall Procedure on following
page:

COMPRESSOR STALL PROCEDURE
- Lower collective if possible

- Monitor engine parameters on MFD

for abnormal indications
If indications still abnormal If parameters within limits and

engine responds normally
- ENG MODE switch, on stalled
engine, select IDLE Continue flight
If ITT decreases, NG stabilizes If stall does not clear and

and other abnormal indications clear ITT continues to rise
- ENG MODE switch On affected engine

select FLT - Carry out ENGINE SHUT
DOWN IN EMERGENCY
procedure Page 3-27
- Start APU
If engine If engine responds
responds abnormally
normally Land as soon as practicable
Continue On affected engine Procedure page 3-97
flight - Carry out ENGINE SHUT
DOWN IN EMERGENCY
procedure page 3-27
- Start APU

Procedure page 3-97

UNUSUAL ENGINE NOISE

Compressor damage as a result of FOD may increase the engine noise level
and is detectable by a high-pitched whining sound. The noise level of the high
pitched whine should vary with NG (monitored on MFD PWR PLANT page)
and should be significantly higher than the usual engine noise.
If an unusual noise is detected and FOD damage suspected:
1. Switch ENG MODE to IDLE sequentially to determine the affected engine
2. Shutdown as soon as practicable to avoid possible secondary
compressor damage
3. Land as soon as practicable see Single Engine Procedure page 3-97.
ENGINE LIMIT EXCEEDANCE
1(2) ENG LIM EXPIRE
Associated engine is within 10 seconds

of exceeded the OEI 2.5 minute
time rating
- Reduce power to below

the OEI 2.5 minute rating
(135%PI on PFD)
(968 °C ITT,
102.7%NG on MFD)
to extinguish caution
- Select OEI LIM SEL pushbutton

on collective, if required

Rev. 2
ENGINE OIL FILTER
1(2) ENG OIL FILTER
Associated engine oil filter

clogged and in bypass
- Check oil temperature

and pressure
If oil temperature and If oil temperature and

pressure changes or pressure indications
ENG OIL CHIP caution normal or appears
illuminates during cold engine
start until engine warms

- Start APU Continue flight
- Shut down engine
using ENGINE SHUT
Note
DOWN IN EMERGENCY
procedure Page 3-27 When flight conditions permit
cycling the associated ENG
MODE switch from FLIGHT -
Land as soon as practicable IDLE - FLIGHT may have the
Refer to Single Engine effect of clearing the caution.
Procedure page 3-97

ENGINE OIL TEMPERATURE
1(2) ENG OIL TEMP
Associated engine oil temperature

high (greater than 132 °C)
On affected engine
- Confirm oil temperature
If oil temperature If oil temperature

below 150 °C greater than 150 °C

- Start APU
On affected engine
- Continue flight - Monitor temperature and
monitoring engine pressure and ENG OIL CHIP
oil pressure and indications
temperature
If engine oil Temp If engine indications

indications high but abnormal
other engine parameters - Shut down engine
normal the engine may using ENGINE SHUT
be selected to FLT for DOWN IN EMERGENCY
landing procedure Page 3-27

Procedure page 3-97

ENGINE OIL PRESSURE HIGH
1(2) ENG OIL P HIGH
Engine oil pressure above limit
On affected engine
- Monitor engine parameters
If oil pressure remains If oil pressure remains above

in amber during cold 6.0 Bar, engine parameters
start leave at IDLE erratic, or chip detect caution
to warm oil illuminates

Continue flight
On affected engine
If caution extinguishes If caution remains
On affected engine
- Select ENG MODE to FLT
- Start APU
Continue flight
On affected engine
Carry out ENGINE SHUT
DOWN IN EMERGENCY
If caution iluminates procedure page 3-27
On affected engine
Procedure page 3-97

ENGINE OIL CHIP DETECTOR
1(2) ENG OIL CHIP
On affected engine
- Start APU
If engine indications If any of the following occur:

stable at IDLE • engine speed starts to decrease
• engine vibration increases
• engine oil pressure/temperature
Land as soon as changes significantly
practicable
If required, and ENG oil
On affected engine
pressure and temperatures - Carry out ENGINE SHUTDOWN
normal ENG MODE may be IN EMERGENCY procedure
selected to FLT for landing Page 3-27

Procedure page 3-97

ENGINE FIRE DETECTOR SYSTEM
1(2) FIRE DET
Associated engine fire

detect system not operational
On affected engine:
- Monitor engine parameters
for abnormalities and
check for signs of fire
(Fin Camera, ECDU-MENU-
MISC, may be helpful in deter-
mining if fire present)
If fire suspected If all parameters normal and

no signs of fire
Refer to ENGINE BAY
FIRE (FLIGHT) page 3-34
ENGINE FIRE BOTTLE LOW PRESSURE
1(2) FIRE BTL LOW P
Associated engine
fire bottle pressure low
On Ground In Flight
- Shut down for Land As Soon

maintenance action As Practicable

ENGINE POWER LIMITED
1(2) ENG PWR LIM
Associated engine operation

degraded, possible limited
power

Be aware that maximum
power may be limited
on affected engine
ENGINE SLOW RESPONSE
1(2) ENG SLOW RESP
Associated engine operation

degraded. Possible
slow engine response

Be aware that engine
acceleration may be
reduced. Engine torque
sharing may not be
functional. Avoid
rapid collective changes

Rev. 2
ENGINE PANEL FAILURE
ENG PANEL FAIL
Engine mode select panel

failure.
Continue flight
Do not use ENG TRG pushbuttons

or LOAD SHARE switch
When on ground carry out normal shut down

If ENG MODE switches do not shut down engines
use ENG FIRE PANEL FIRE/ARM pushbutton or
FUEL ENG SOV CLSD on ECDU panel

ENGINE POWER TURBINE OVERSPEED
1(2) ENG OVSPD
Associated engine in
overspeed condition
- Check PI and NF
If PI on both engines fluctuating If NF approx 119% and/or

and NF approx 119% on affected TQ 0% the drive shaft has
engine probable ‘run up’ has failed on affected engine
occured. Engine run down
and relight with possible engine
power cycling occuring

- Identify engine in overspeed
condition (CAS caution message)
On affected engine:
- Carry out ENGINE SHUTDOWN
IN EMERGENCY procedure
page 3-27
- Start APU

Procedure page 3-97
Note
Following engine drive shaft failure,
NF may overspeed and reach the
NF overspeed trip point (119%).

ENGINE ELECTRONIC CONTROL UNIT OVERHEAT
1(2) EECU OVERHEAT
Associated engine internal EECU

temperature limit exceeded,
possible EECU failure
may occur
Continue flight
Monitor associated
engine parameters
If engine control problems If engine operates

encountered or satisfactorily
1(2) ENG GOV LOSS
warning illuminates
Continue flight
- Refer to Engine EEC Fail

Procedure page 3-45
EECU LOSS OF REDUNDANCY
1(2) EECU MAINT
Associated engine control

unit internal fault
On ground In flight
- Shutdown aircraft for Land as soon as

maintenance action practicable

Rev. 2
DEGRADATION OF ENGINE CONTROL FUNCTIONS
1(2) EECU DATA
EECU data not being

received by display
- Check engine parameter

display for missing data.
If NG and/or NF data invalid
select ANALOGUE parameters
from MFD PWR PLANT page
If parameter display If parameter display

unsatisfactory satisfactory
Land as soon Continue flight

as practicable
ENGINE ELECTRONIC CONTROL UNIT DEGRADED
1(2) EECU DEGR
Associated engine control

loss of redundancy
Engine parameter display may be lost.
On ground In flight
- Shutdown aircraft for Land as soon as

maintenance action practicable

Rev. 2
ENGINE HOT START
1(2) HOT START
Associated engine ITT start

limit reached during start
On ground In flight
Engine automatically - Maintain safe OEI flight

shuts down
- A maximum of 2 engine
On affected engine: starts may be attempted
- ENG MODE select OFF
- Fuel ENG SOV select CLSD
- FUEL PUMP select OFF If restart not successful
On affected engine:
- ENG MODE select OFF
- Shut down aircraft - Fuel ENG SOV select CLSD
- FUEL PUMP select OFF
Note
1 FUEL PUMP will not select Land as soon as
OFF, if APU running, or will practicable
be automatically selected Refer to Single Engine
ON if APU started. Procedure page 3-97
CAUTION
When the engine is started to IDLE mode on the ground a hot
start preventor automatically limits the ITT to 953 °C, however,
when started to FLT or the aircraft is in flight this preventor is
deactivated. For this situation a HOT START caution indicates
the ITT start limit has been exceeded and the engine start must
be aborted by the pilot.

Rev. 2
ENGINE POWER TURBINE OVERSPEED SYSTEM FAILURE
1(2) OVSPD TEST FAIL
Associated engine NF overspeed

protection system failed self test
during start or shutdown
- Shut down affected engine
- A maximum of 2 engine
starts may be attempted
to clear caution
If caution remains If caution extinguished
- Shut down for Continue flight

maintenance action

Rev. 2
ENGINE FUEL FILTER BY-PASS
1(2) FUEL FILTER
Fuel filter blockage, impending

bypass condition
Affected engine
- Monitor engine parameters for
possible reduction in power
available or potential flameout
- Consider starting APU
ENGINE ANTI ICING CAUTION
1(2) ENG A/ICE FAIL
Associated engine anti ice bleed

valve closed with ENG ANTI ICE
switch selected to A/ICE or FULL
Continue flight,
Avoid flight in visible
moisture with OAT
5 °C or below

Rev. 2
AIR INTAKE HEATER FAILURE
1(2) INTAKE FAIL
Associated engine heated air

intake failure
Continue flight,
moisture with OAT
5 °C or below
Note
When convenient select associated ENG A/ICE-INTAKE switch
to A/ICE only.
Note
An INTAKE FAIL caution will illuminate if the system is selected
ON and the engine NG is below 79%.
ENGINE ANTI ICING SELECTED OFF
ENG A/ICE OFF
OAT equal or less than 5 °C

and either one or both engine
ANTI ICE- INTAKE switches
selected OFF
- Select ENG A/ICE-INTAKE

switches to FULL for flight
in visible moisture
Continue flight
Note
This caution will also display if the ENG A/ICE - INTAKE
switches are set to A/ICE and not to FULL.

Rev. 4
ENGINE RESTART PROCEDURE AFTER EMERGENCY

SHUTDOWN
ON GROUND
Whenever the engine is shut down without a 2 minute cooling period at GI, or
2 minutes with NG below 90%, this is considered an emergency shut down
and one of the following procedures must be followed:
A. If an engine restart is required, restart the engine using the normal start
procedure below within 5 minutes of the shut down (provided the reason
for the emergency shutdown is known and restart will not cause engine
damage)
On associated engine:
1. ENG FIRE EXT guard — Confirm not pressed and not illumi-
nated.
2. FUEL PUMP switch — ON - No FUEL PUMP caution dis-
played, check pressure.
3. FUEL ENG SOV — OPEN - Fuel valve indicator bar
vertical.
Note
If ITT is above 150 °C motor engine, using the CRANK
switch, to reduce ITT to below 150 °C
5. ENG MODE switch — IDLE.(when ITT below 150 °C and
NG less than 15%)
displayed.
displayed.
(in flight the IGN legend is
obscured by the OEI legend)
8. Engine oil pressure — Confirm rising.
9. Engine starter — Disengaged by 52% NG.
After a successful start the engine should carry out a normal engine shut
down with a 2 minute cooling period with the ENG MODE switch selected
to IDLE or 2 minutes with the NG less than 90%.

Rev. 3
B. If an engine restart is required but cannot be made within 5 minutes of the

emergency shut down the engine must be allowed to cool for at least 4
hours before starting.

SINGLE ENGINE PROCEDURE

The following procedure intends to indicate the procedures to follow, in OEI
conditions, following a emergeny or malfunction procedure which has caused
an engine failure or an intentional shutdown:
When conditions permit confirm the following:

1. APU — START/ON
2. Affected ENG MODE switch — OFF
3. Affected ENG FUEL SOV — CLSD
4. XFEED — CLSD, unless required,
5. Affected FUEL PUMP — OFF, unless required for crossfeed
Note
IS ENGINE DAMAGE SUSPECTED?
NO
See page 3-99
YES
DO NOT attempt engine re-light continue as follows:
Single Engine Descent Checks
1. Landing elevation — Check and set

2. Fuel quantity — Monitor
3. XFEED — As required

Rev. 2
4. HTAWS (if fitted) — Check

5. Weather radar (if fitted) — Check and set
6. NAV AIDS — Set
7. RAD ALT/DH — Set as reqiured
8. CAS — Review
Single Engine Approach and Landing
1. Fuel quantity — Monitor

2. XFEED — As required/CLSD
3. Electrical loads — Monitor and shed
4. AIR COND/HEATER — APU/OFF
Single Engine Before Landing Checks
1. Landing gear — DOWN; three green lights on LDG

control panel
3. NOSEWHEEL steering — LOCK
4. PARK BRAKE handle — As required, check CAS
5. OEI LIM SEL pushbutton — OFF, check CAS
7. ENG and INTAKE ANTI ICE — As required
(MISC PNL)
8. EMER LTS — ON
9. ECDU (MENU/PITOT) — As reqiured
10. ECDU (LIGHTS/CAB LTS) — Cabin sign as required
11. CAS — Check
12. Cabin — Secure
Carry out OEI landing in accordance with the appropriate procedures.

Rev. 2
ENGINE RESTART IN FLIGHT PROCEDURE
GENERAL
If an engine flames out/or is shutdown during flight and if there is no indication
of a mechanical malfunction or engine fire, the engine may be restarted.
If restart procedure fails go to Single Engine Procedure page 3-97.
STARTING MALFUNCTIONS AND ASSOCIATED ABORT ACTIONS

Monitor engine start and, if any of the following occur:
— light up is not within 18 seconds of NG initial indication
— abnormal noise heard
— ITT increases beyond engine limits (HOT START caution
illuminated) Note. Hot Start Preventor is deactivated in flight.
— engine hangs (stagnation in NG below idle value)
— engine starter fails to disengage by 52% NG
— no oil pressure indications after 30 seconds from engine starter
activation
Shut down engine by:
2. FUEL ENG SOV — CLSD
CAUTION
Failure to follow the appropriate Abort Procedure may cause
damage to the engine.
Note
Observe the starter generator duty cycle limitations.

Rev. 2
RESTARTING PROCEDURE
1. APU — Start APU (if OFF)
Note
FUEL PUMP 1 selected ON automatically when APU started.
2. Airspeed — Less than 120 KIAS.
3. ENG FIRE EXT guard — Confirm not pressed and not illu-
minated.
4. FUEL PUMP — ON
5. Fuel ENG SOV — OPEN - FUEL PUMP caution not

illuminated, check pressure.
6. ENG MODE switch — Select IDLE when ITT is less

than 150 °C and NG indicates
15%.
Note
It is recommended to start the engine to IDLE, if necessary, it
is possible to start to FLIGHT by setting the ENG MODE
switch directly to FLT. The ITT hot start preventor is deacti-
vated for ENG MODE selection to IDLE or FLT when the air-
craft is in flight.
7. Gas Producer (NG) — Note increasing and START leg-

end displayed.
8. Engine temperature (ITT) — Note increasing (the IGN legend

will not be visible as it is
obscured by the OEI legend).
9. Engine oil pressure — Confirm rising.
10. Engine starter — Disengaged by 52% NG.
11. Engine power turbine — Confirm stabilized to IDLE speed

speed (NF) below 100%.

Rev. 4
Note
If the engine was started directly to FLT the NF will stabilize
at 102% with rotor speed.
12. ENG MODE switch — FLT or as required.
13. Engine parameters — Confirm within limits and

matched with other engine.
14. APU — As required.

Rev. 2
ENGINE NG MISCOMPARE
1(2) NG MISCOMPARE
Associated NG parameter EECU

and analogue backup data
comparison discrepancy (3% NG)
Continue flight
- Confirm correct value with

analogue backup parameter
Note
The NG analogue sensor is selected from MFD PWR PLANT
page, menu selection using Cursor Control Device.

ENGINE ANALOGUE SENSOR FAILURE
ENG ANALOG FAILURE
Failure of an analogue parameter
Continue flight
- Select MFD PWR PLANT page menu,

select ANALOG
- Note which analogue parameters
have failed.
- Deselect ANALOG sensors to
return display to digital values
Note
Affected NG MISCOMPARE caution inoperative

APU MALFUNCTIONS
If, after carrying out the APU start procedure, the ON message does not illumi-
nate and the READY message remains illuminated carry out the following
APU reset procedure:
APU RESET PROCEDURE
1. BATT MASTER switch — Select OFF
2. APU SEL MODE switch — Select OFF
3. BATT MASTER switch — Wait a minimum of 30 seconds

then select ON
4. Carry out normal APU start procedure.
APU FAIL MESSAGE ON APU PANEL

If APU FAIL message illuminates on the APU PNL, during start on ground with
battery power, carry out APU reset procedure as detailed above.

Rev. 2
APU FAILURE
FAIL message on + APU FAIL

APU PNL
APU failure and possible

automatic shut down
If APU does not If APU shuts down

shut down
When APU RPM less

Leave APU ON than 6% (ENGINE
SYSTEM synoptic page)
Note
APU re-start may not be possi- Carry out APU Reset
ble once the APU has been procedure on page 3-104
shutdown
If FAIL message extinguishes

- Select APU SEL ON
- Ensure APU FUEL pressure
positive
(If FUEL PUMP 1 in FAIL
select FUEL PUMP 2 ON
and XFEED OPEN
- Attempt normal start procedure
If message remains or start fails:

APU not available
On ground In flight
Maintenance Land as soon

action as practicable

Rev. 2
APU OIL CHIP DETECTOR
APU CHIP
APU chip detected
On Ground In Flight
Automatic APU
shutdown
- Continue, monitor for
APU OIL LOW PRESS
Maintenance action caution
- Shut down APU at the

earliest opportunity. If
APU OIL LOW PRESS
caution illuminates
shut down APU
immediately

APU DEGRADED
APU DEGR
APU operating in a degraded mode
On Ground In Flight
- APU OFF - APU OFF

Maintenance Land as soon
action as practicable
APU FIRE BOTTLE PRESSURE LOW
APU FIRE BTL LOW P
APU fire bottle pressure low

extinguishing capability not
guaranteed
On Ground In Flight
- Shut down for Land as soon

maintenance action as practicable

APU FIRE DETECTOR SYSTEM FAILURE
APU FIRE DET
APU fire detector system failure
On Ground In Flight
- Shut down for Land as soon

maintenance action as practicable
APU FUEL FILTER BLOCKED
APU FUEL FILTER
APU fuel filter blocked

and impending bypass
condition
On Ground In Flight
- Shut down for Continue flight

maintenance action
Note
Be aware APU may not give maximum power or may fail

APU OIL LEVEL LOW
APU OIL LEVEL
APU oil level low

(displayed on ground only)
APU start inhibited,

maintenance action
APU OIL PRESSURE LOW
APU OIL LOW PRESS
APU oil pressure low
On Ground In Flight
- APU OFF - APU OFF

Land as soon
as practicable

APU FUEL VALVE OPEN
APU VALVE OPEN
APU fuel valve open

with APU OFF
On Ground In Flight
- Shut down for Continue flight.

maintenance action

DRIVE SYSTEM
MAIN GEARBOX OVERTORQUE
XMSN OVTQ
Transmission TQ limit exceeded,

Either engine in AEO:
above 112% at IAS greater than 90 KIAS or
above 116% at IAS less than 90 KIAS or
In OEI above 164%
- Confirm torque values

- Confirm LD-SH switch
selected to TORQUE
If due to excessive If one engine in

power demand overtorque condition
- Reduce collective
until torque within
limits, as soon as - Reduce power until caption
operational conditions extinguishes
permit

TRANSMISSION CHIP DETECTOR
XMSN CHIP
- Transmission chip detected in

MBG and/or IGB and/or TGB
(Select XMSN synoptic page
to identify chip position)
- Activate CHIP BURNER

(ECDU XMSN page)
It is permitted to activate the
CHIP BURNER up to 3 times
to clear a chip for each gearbox
If CHIP caution clears If CHIP caution remains
Continue flight - Reduce power as soon

as conditions permit
CAUTION
A maximum of 3 chips can be cleared in one flight on each
gearbox. On the 4th CHIP caution Land as soon as practica-
ble
Note
If an MGB CHIP is present, on the XMSN Synoptic page, when
MGB OIL PRESS warning is illuminated the CHIP BURNER
must not be activated.

Rev. 4
MAIN GEARBOX OIL LOW
MGB OIL LOW
Main gearbox oil level

low (caution only active
with aircraft shut down
and NR below 5%)
Replenish MGB oil before flight
MAIN GEARBOX INPUT BEARING TEMPERATURE
1(2) BRG TEMP
Associated MGB engine input

bearing over temperature
- Reduce speed to safe OEI flight
Land as soon as practicable If 1(2) MGB OIL PRESS
caution illuminates with reducing

oil pressure indications
- Reduce power as operational

conditions permit

See Note 1 on page 3-115
monitoring pressure and
temperatures on other system

MAIN GEARBOX INPUT OIL PRESSURE
1(2) MGB OIL PRESS
Associated engine - MGB input

oil pressure low, possible blockage
in oil duct to engine - MGB input
(pressure below 3.1 bar)
- Reduce speed to safe OEI flight

- Check MGB oil pressure on PFD
If MGB pressure normal If MGB pressure low

or invalid
Land as soon as practicable - Reduce power as operational

monitoring MGB oil pressure conditions permit
and temperatures.
Do not activate chip burner
If associated oil pressure If 1(2) BRG TEMP

permanently above approx
1.5 bar caution illuminates

See Note 2 on page 3-115 Land as soon
as possible
See Note 1 on page
3-115 monitoring
pressure and
temperatures on
other system

MAIN GEARBOX INPUT OIL PRESSURE (CONTINUED)
Note 1
Landing should be made within 50 minutes of level flight at
torque not exceeding 65/65%.
Note 2
This condition could be induced by the failure of one of the dual

pumps of the MGB lubrication system. Landing should be made
within 3 hours of level flight at torque not exceeding 65/65%.

REMOVED

Rev. 2
INTERMEDIATE OR TAIL GEARBOX OIL LOW
IGB OIL LOW

or
TGB OIL LOW
Associated gearbox oil level

low. (caution only active
with aircraft shut down
and NR below 5%)
Replenish oil
before flight
INTERMEDIATE GEARBOX OIL TEMPERATURE HIGH
IGB OIL TEMP
IGB oil temperature above limit

- Reduce power as soon

as operational conditions
permit
If oil temperature If caution remains

reduces and caution
extinguishes
Land as soon as posible

Continue flight
monitoring oil
temperature

TAIL ROTOR GEARBOX OIL TEMPERATURE HIGH
TGB OIL TEMP
IGB oil temperature above limit

- Reduce power as soon

as operational conditions
permit
If oil temperature If caution remains

reduces and caution
extinguishes
Land as soon
Continue flight as possible
monitoring oil
temperature
GEARBOX CHIP DETECT UNIT MALFUNCTION
CHIP DET UNIT
Chip detect system

malfunction
On ground In flight
- Shut down aircraft - Monitor transmission system
parameters

TRANSMISSION CHIP DETECTOR SENSOR FAILURE
XMSN CHIP FAIL
Transmission chip
sensor failed
(Select XMSN synoptic page
to identify chip sensor failed)
On ground In flight
- Shut down aircraft - Monitor MGB, IGB and TGB
parameters

Rev. 2

FUEL SYSTEM
FUEL LOW
1(2) FUEL LOW
On affected tank fuel contents

below approximately 58 kg
- Check fuel contents and

XFEED if required (see Note)

(within 20 minutes)
Note
When cross feeding, the tank with pump off, NOT supplying the
engines, will have a level of unusable fuel of 283 kg. This unus-
able fuel level value will change to grey to indicate the tank can
no longer supply fuel.

FUEL PRESSURE 1 LOW
1 FUEL PUMP
1 Fuel pressure
low (less than 0.3 bar)
- Confirm XFEED opens automatically

(FUEL XFEED advisory displayed)
- Select APU MODE switch to ON
(APU VALVE OPEN caution illuminates)
If fuel pressure If fuel pressure If fuel pressure

not recovered. recovered and recovered and
caution caution does not
extinguishes extinguish
Possible fuel leak,

- Close FUEL XFEED
- Select PUMP 1 OFF - Continue flight - Select PUMP 1 OFF
- Select APU MODE - Select APU MODE
to OFF to OFF
Continue flight
Continue flight
- Be attentive for signs of See NOTE on
fuel leak or engine page 3-123
loss of power.
Note
Operation of the APU with 1 FUEL PUMP failure will require the
cross feed to be OPEN to supply fuel pressure to the APU from
2 FUEL PUMP. The APU does not function in suction mode.

Rev. 2
FUEL PRESSURE 2 LOW
2 FUEL PUMP
2 Fuel pressure

- Select PUMP 2 OFF
- Select APU MODE to ON
If fuel pressure If fuel pressure recovered.

not recovered.
Continue flight
Possible fuel leak,
- Close FUEL XFEED
Continue flight
- Be attentive for signs of

fuel leak or engine
loss of power.
Note
When cross feeding, the tank with pump off, NOT supplying the
engines, will have a maximum quantity of unusable fuel of
283 kg. This unusable fuel quantity value will change to grey to
indicate the tank can no longer supply fuel.
Close X-FEED to restore the availability of up to 283 kg of fuel
(fuel level value returns to green). Engine operation, in suction
mode, is assured and FUEL pressure is invalid displaying 0 or
amber dashed. Avoid abrupt aircraft manoeuvres.

Rev. 2
DOUBLE FUEL PUMP FAILURE
1-2 FUEL PUMP
Fuel pressure low (less than 0.3 bar)

in both fuel systems

If 2 FUEL PUMP If caution remains

caution remains illuminated
(Fuel pump 1 supplied
by DC EMER bus)
- Select XFEED CLSD
- Select PUMP 1 & 2 OFF
- Select APU MODE OFF
- Confirm XFEED opens
automatically
(XFEED advisory illuminated)
- Select PUMP 2 OFF Land as soon as
practicable
Continue flight
CAUTION
The APU is not available after a double FUEL PUMP failure.
Note
Engine operation, in suction mode, is assured and FUEL pres-
sure is invalid displaying amber ‘0’ or dashed. Avoid abrupt air-
craft manoeuvres.

Rev. 2
ABNORMAL FUEL CONSUMPTION

Monitor fuel quantity frequently. If an abnormal fuel consumption is confirmed,
a fuel leakage may be present. Therefore, depending on remaining fuel quan-
tity:
or
FUEL LOW SENSOR FAILURE
1(2) FUEL LOW FAIL
Associated fuel low sensor

failure
Continue flight
On affected system
- Monitor fuel quantity,
low level caution inoperative
PRESSURE REFUELLING VALVE OPEN
FUEL VENT VLV OPEN
Pressure refueling valve open

with pressure refueling selected OFF
On ground In flight
Maintenance action No pilot action

Rev. 2
FUEL PROBE FAILURE
1(2) FUEL PROBE
Associated main tank fuel

probe failure with possible degradation
or erratic fuel contents indication
Continue flight
If 1 FUEL PROBE If 2 FUEL PROBE
If FUEL 2 If FUEL 2
below 283 kg above 283 kg
- Monitor for - FUEL 1 level can

1 FUEL LOW be taken as equal
caution when to FUEL 2 level
remaining fuel
will be 58 kg
If FUEL 1 If FUEL 1
below 283 kg above 283 kg
- Monitor for FUEL 2 level can

be taken as equal
2 FUEL LOW to FUEL 1 level
caution when
remaining fuel
will be 58 kg
Note
Be aware that aircraft fuel quantity roll angle compensation will
not be functioning.

HYDRAULIC SYSTEM
HYDRAULIC PRESSURE LOW
1 HYD OIL PRESS + 1 HYD PUMP + 1 HYD SERVO + EMERG LDG PRESS
or
2 HYD OIL PRESS + 2-4 HYD PUMP + 2 HYD SERVO + HYD UTIL PRESS
Loss of pressure in associated

hydraulic system (less than 163 bar)
- Confirm hydraulic pressure low
If HYD 2 OIL PRESS illuminated If HYD 1 OIL PRESS illuminated

YAW AP channel not functional
1-2 AP Y FAIL illuminates
- When convenient
LDG GEAR LEVER down,
- Reduce speed to 110 KIAS
- When convenient
LDG GEAR LEVER down, Land as soon as practicable
- EMER DWN pushbutton,
Note
With one hydraulic system operation taxiing manoeuvres must be car-
ried out at 5 kts or less and turns should be carried out carefully.
Note
until the landing gear down lights are green.
Note
Fuel consumption will be increased with landing gear down.

NORMAL LANDING GEAR PRESSURE LOW
HYD UTIL PRESS
Low pressure in landing

gear NORM hydraulic system
- Select LDG GEAR down
If after 15 sec LDG GEAR not down and locked

- EMER DWN pushbutton, lift guard and press
Continue flight
Note
Note
until the landing gear down lights are green.
EMERGENCY LANDING GEAR PRESSURE LOW
EMER LDG PRESS
Low pressure in landing

gear EMERG hydraulic system
- Lower landing gear using

normal procedure
Continue flight
Note

HYDRAULIC FLUID OVERHEATING
1(2) HYD OIL TEMP
Associated hydraulic system

overheat (greater than 134 °C)
Confirm hydraulic temperature
- When convenient
LDG GEAR LEVER down
WARNING
- Lower undercarriage
If a 1 (2) HYD SERVO caution has illuminated previously do

NOT switch SOV to CLOSE on the 2(1) Hydraulic system since
this will cause loss of control in the affected servo jack.
- Switch off affected system by selecting SOV

to CLSD on ECDU hydraulic page
1(2) HYD OIL PRESS and 1(2)SERVO cautions illuminate
Land as soon as practicable,
Note
With one hydraulic system SOV shut off, a subsequent drop of
pressure in the other system will over-ride the SOV selection
and reinstate pressure to the servo’s. In these conditions the
SOV switch will not be automatically reset.
Note
With HYD 2 OFF the YAW AP does not function, reduce speed
to 110 KIAS.

HYDRAULIC FLUID OVERHEATING CONTINUED
Note
With one hydraulic system operation taxiing manoeuvres must
be carried out at 5 kts or less and turns should be carried out
carefully.
Note

HYDRAULIC FLUID LEVEL LOW
1(2) HYD MIN
Associated system low

hydraulic fluid level
If EMER LDG PRESS If HYD UTIL PRESS

caution illuminated caution illuminated
- LDG GEAR LEVER down,

- LDG GEAR LEVER down,
Land as soon as practicable,
Note
Loss of hydraulic fluid in system No2 will automatically close the
Tail Rotor Shut Off Valve (TRSOV). This will be indicated by a
2 HYD SERVO caution on the CAS and a TRSOV closed indi-
cation on the hydraulic synoptic page. Once the TRSOV has
operated the SOV No1 is inhibited. YAW AP channel does not
function.
Note
until the undercarriege down lights are green.
Note

HYDRAULIC PUMP 1, 2 OR 4 FAILURE
1(2)(4) HYD PUMP
Low pressure at pump outlet
If 1 HYD PUMP low If 2 HYD PUMP low

or 4 HYD PUMP low
- LDG GEAR LEVER down
Continue flight
Monitoring hydraulic
pressure
Note
With one hydraulic system operation taxiing manoeuvres must
be carried out at 5 kts or less and turns should be carried out
carefully.
Note

MAIN VALVE SEIZURE IN MAIN OR TAIL ROTOR SERVO
1(2) HYD SERVO
Main control valve seizure in

one (or more) servo jacks
- LDG GEAR LEVER down
WARNING
Do NOT switch SOV to CLOSE on the UNAFFECTED system
since this will cause loss of control in the affected servo jack.
Note
Loss of hydraulic fluid in system No2 will automatically close the
Tail Rotor Shut Off Valve (TRSOV). This will be indicated by a
2 HYD SERVO caution on the CAS and a TRSOV closed indi-
cation on the hydraulic synoptic page. Once the TRSOV has
operated the SOV No1 is inhibited. YAW AP channel does not
function.
Note

LANDING GEAR FAILS TO RETRACT (AMBER LIGHTS)

Landing gear lever in UP position but one
or more Amber lights illuminated
- Confirm landing gear circuit breakers in

(overhead panel)
Is DOWN EMERG button on LDG PNL illuminated?
YES
NO
- Select landing gear

- Cycle landing gear lever lever DOWN,
DOWN then select UP
(allow sufficient time for the
Is landing gear down and locked?
landing gear to lock DOWN
before selecting UP)
YES
One or more amber lights

remain illuminated? NO
YES - EMER DWN pushbutton,

NO See NOTES on
page 3-136
Continue flight
- Select landing gear Continue flight

lever DOWN
Is landing gear down and locked?
YES
NO
Refer to page 3-60 Continue flight

Rev. 2
LANDING GEAR FAILS TO RETRACT (AMBER LIGHTS)

CONTINUED
Note
Note

LANDING GEAR FAILS TO RETRACT (GREEN LIGHTS)

Landing gear lever in UP position but one
or more Green lights illuminated
- Confirm landing gear circuit breakers in

(overhead panel)
- Cycle landing gear lever

DOWN then select UP
(allow sufficient time for the
landing gear to lock DOWN
before selecting UP)
Green lights still illuminated?
YES
NO
- Select landing gear

lever DOWN,
Continue flight
Note
If undercarriage has been extended using the EMER DWN then
subsequent retraction is not possible.
Note
Note

Rev. 2
NOSE WHEEL UNLOCKED (IN FLIGHT)
NOSE WHL UNLK
Nose wheel not locked in

fore and aft direction
- Cycle NOSE WHEEL switch

on LDG GEAR panel
If caution remains:
- Do not raise landing gear
Continue flight
Note
Landing gear retraction is inhibited with NOSE WHL UNLK cau-
tion illuminated.
Note
Avoid run on landing
Note

PARK BRAKE MALFUNCTION
PARK BRK PRESS
No pressure in park brake system

with PARK BRAKE handle in ON position
- Confirm PARK BRAKE handle

fully up and turned
If caution still remains

Continue flight
Note
Park brake may not hold aircraft when on ground.
Note
Differential toe braking may not be available
PARK BRAKE ON
PARK BRK ON
Park brake system pressurised
- Confirm PARK BRAKE handle

in fully down position
If caution still remains

Continue flight
CAUTION
Do not carry out run on landing or taxi

Rev. 2
ROTOR BRAKE FAIL
ROTOR BRK FAIL
Rotor brake system failure
- On ROTOR BRAKE panel confirm

pressure and status of the brake caliper
On ground In flight
- Shut down aircraft If caliper UP If caliper DOWN
Land as soon as Continue Flight

practicable

ROTOR BRAKE PRESSURE LIGHTS ON ROTOR BRAKE MONITOR

PANEL
‘LOW PRESS’ message on rotor brake monitor panel
Low pressure in rotor brake system
During rotor braking, When rotor brake off

rotor stopping slow
Helicopter parked Normal situation
When stationary with rotor brake ON

Carry out maintenance
action
- Increase pressure to greater
than 40 bar by pumping brake
lever.
‘HIGH PRESS’ message on rotor brake monitor panel
High pressure in rotor brake system

during rotor brake application
Carry out maintenance action

after rotor braking completed

Rev. 2
ELECTRICAL
ECDU CIRCUIT BREAKER RESET PROCEDURE

The tripping (TRIP) of an ECDU managed Circuit Breaker (CB) or a failure to
recognise the CB status (FAIL) will be indicated by a ‘NEW ALERT PENDING’
for a single failure or ‘# ALERT PENDING’ for multiple failure message on the
ECDU Scratch pad.
To reset a tripped CB carry out the following procedure:
1. Press the ALRT button on the ECDU keypad to display the ALERT page.
2. Press button on the RH side of the relevant tripped CB.
3. Confirm the CB goes to OUT status.
4. Press button on the RH side of the relevant OUT CB.
5. Confirm the CB is removed from the page.
6. If the CB is not removed from the ALERT page then repeat step 3 to 5
again, if required.
7. If CB is not removed from the ALERT page then confirm that the CB goes
to FAIL status. Further action for this CB is not possible.
Note
CB’s can be reset a maximum of 2 times.
Note
A failed (FAIL) CB status, whether illuminated after a reset pro-
cedure or if causing the original ALERT message, cannot be
reset.

DOUBLE AC GENERATOR FAILURE
1-2 AC GEN + BUS TIE CLOSED
Aircraft supplied by battery power only

Double ENG AC Generator failure (TRU 1-2 not supplied)
- Start APU
When APU STATUS light ON

- When 1 AMMC DBU READY advisory illuminated reset
AMMC 1 (on MCDU MENU/AMMC/DBU - EXEC)
- TCAS select TA/RA
- XFEED on ECDU select OPEN then AUTO
All DC NON ESS BUSes lost
If convenient and conditions permit:

- Select ELEC page on ECDU
- Select GEN 1 & 2 to OFF
- Select one AC GEN ON at a time
caption Cautions remain

1(2) AC GEN
illuminates
AC generator back on line,
- Selected both AC GEN OFF
Assume other AC Generator
has failed, leave OFF
Double ENG AC GEN/TRU
failure confirmed
DC NON ESS BUS 1 & 2 lost Loss of:
See Note page 3-153
DC NON ESS BUS 1 & 2
If DC NON ESS 1 and/or 2 See Note page 3-153
required, on ECDU ELEC
If DC NON ESS 1 and/or 2
page select NON ESS 1
and/or 2 to OVRD.
and/or 2 to OVRD.
Note
nate when AC GEN comes on line.

DOUBLE AC GENERATOR FAILURE CONTINUED
Note
TRU loads should be monitored and equipment selected OFF
to maintain load under 100%.
SINGLE AC GENERATOR FAILURE
1(2) AC GEN FAIL + BUS TIE CLOSED
Associated AC generator failure

and BUS TIE closed automatically
On failed generator
- Select OFF then ON
If cautions remains
- Select OFF associated
generator
- Start APU
Continue flight
Note
nate when AC GEN comes on line.
Note
When AC power has been restored, if 1(2) INTAKE FAIL cau-
tion is illuminated select associated ENG A/ICE-INTAKE switch
to OFF then back to FULL to re-activate intake anti icing.

Rev. 2
AC GENERATOR OVERHEAT
1(2) AC GEN HOT
Associated AC generator overheat
On affected AC generator
- Select OFF
- Start APU
Continue flight

AC GENERATOR GCU FAILURE
1(2) GCU FAIL
Associated AC generator control

unit failure
On failed GCU generator

- Select OFF then ON
If cautions remains
- Select OFF associated
generator
- Start APU
Continue flight
CAUTION
Subsequent engine cross start not permitted


PANEL 1 FAILURE
1 TRU FAIL
If MAIN BATT OFF + If BUS TIE CLOSED

1 EMER BUS FAIL status message
illuminated BUS TIE
caution messages closed automatically
illuminated
Associated transformer
DC PDU 1 rectifier unit failure
fault detected
- Select ELEC page

on ECDU
- Select 1 TRU OFF
- Select BUS TIE reset then ON
If cautions remains
- Select 1 TRU OFF
If all cautions
remain - START APU
- Select 1 TRU OFF Continue flight

power is supplied by
remaining TRU.
Continue flight Services lost:
Services lost: DC NON ESS
DC EMER BUS 1 BUS 1 & 2
ESS BUS 1 (See Note page 3-153
DC MAIN BUS 1 for services lost)
DC NON ESS BUS 1 & 2 If DC NON ESS 1
(See Note page 3-151 & 3-152 and/or 2 required, on
3-153 for services lost) ECDU ELEC page
select NON ESS 1
and/or 2 to OVRD.
CONTINUED ON NEXT PAGE

TRU 1 AND/OR DC POWER DISTRIBUTION PANEL 1 FAILURE

(CONTINUED)
CONTINUED FROM PREVIOUS PAGE
If 1 TRU caution If 1 TRU

extinguishes and caution remains
illuminated and
MAIN BATT OFF +
MAIN BATT OFF +
1 EMER BUS FAIL
1 EMER BUS FAIL
cautions remain
illuminated extinguish
- Select MAIN BATT switch - Select ELEC page

OFF on EPGDS panel on ECDU
- Select TRU 1 OFF

Continue flight
Services lost:
DC EMERG BUS 1
ESS BUS 1 Continue flight
power is supplied by
(See Note page 3-151 & 3-152
remaining TRU.
for services lost)
Services lost:
DC MAIN BUS 1
DC NON ESS
BUS 1 & 2
(See Note page 3-153
for services lost)


PANEL 2 FAILURE
2 TRU FAIL
If 2 EMER BUS FAIL If BUS TIE CLOSED

caution message status message
illuminated + illuminated BUS TIE
if AUX BATT installed closed automatically
AUX BATT OFF
Associated transformer
rectifier unit failure
DC power distribution
panel 2 fault detected - Select ELEC page
on ECDU
- Select ELEC page - Select 2 TRU OFF

on ECDU then ON
- Select BUS TIE reset

If caution remains
- Select 2 TRU OFF
If cautions
- START APU
remain
Continue flight
Power is supplied by
- Select 2 TRU OFF remaining TRU.
Services lost:
DC NON ESS
Continue flight BUS 1 & 2
Services lost: (See Note page 3-153
DC EMERG BUS 2 for services lost)
ESS BUS 2 If DC NON ESS 1
DC MAIN BUS 2 and/or 2 required, on
DC NON ESS BUS 1 & 2 ECDU ELEC page
(See page Note 3-151, 3-152 select NON ESS 1
3-153 for services lost) and/or 2 to OVRD.
CONTINUED ON NEXT PAGE

TRU 2 AND/OR DC POWER DISTRIBUTION PANEL 2 FAILURE

(CONTINUED)
CONTINUED FROM PREVIOUS PAGE
If 2 TRU caution If 2 TRU

extinguishes and caution remains
illuminated and
2 EMER BUS FAIL +
2 EMER BUS FAIL +
if AUX BATT installed
AUX BATT OFF if AUX BATT installed
cautions remain AUX BATT OFF

illuminated extinguishes
- Select ELEC page

- Select AUX BATT switch on ECDU
OFF (if installed)
on EPGDS panel
- Select 2 TRU OFF
- START APU
Continue flight
Services lost:
DC EMERG BUS 2 Continue flight
ESS BUS 2
(See Note page 3-151 & 3-152 remaining generators.
for services lost) Services lost:
DC MAIN BUS 2
DC NON ESS
BUS 1 & 2
(See Note page 3-153
for services lost)

SINGLE TRU OVERHEAT
1(2) TRU HOT
Associated Transformer
Rectifier Unit overheat
On failed TRU
- Select OFF
( BUS TIE CLOSED
message illuminates)
- START APU
Continue flight
remaining TRU
Loss of:
DC NON ESS BUS 1 & 2
See page 3-153 for services lost
If DC NON ESS 1 and/or 2
and/or 2 to OVRD.
Confirm TRU LOAD is
within limits

SERVICES LOST FOR EMER BUS 1 AND 2 FAILURES

(Note. Circuit Breakers on Pilot and Copilot Overhead Panel)
SW BATT BUS 1
APU ECU APU FMP
APU FIRE DET APU FIRE EXT
APU PNL LT APU GCU
APU FUEL SOV
DC EMER BUS 1 DC EMER BUS 2

ADI STBY ADU 2
AFCS ACT CPLT PITCH AFCS ACT PLT PITCH
AFCS ACT CPLT ROLL AFCS ACT PLT ROLL
AFCS FCC 2 PRI AFCS FCC 2 SEC
AFCS FORCE TRIM PRI AHRS 2 PRI
AHRS 1 PRI AMMC 2 PRI
ECDU DU PLT PRI CLOCK PLT
ECDU IOM 1 PRI DISPLAY CCD PLT
ELT DISPLAY DCP PLT
EPGDS BUS 1 CTL DISPLAY PFD PLT
EPGDS SGCU 1 DISPLAY SW B AFDX
EPGDS SW BATT BUS 1 NAV/COMM GPS 2
EPGDS AC EXT PWR NAV/COMM NAV 2
EPGDS MAIN BATT NAV/COMM XPDR
FADEC 1 CH A RAD ALT 2
FIRE ENG 1 DET ECDU IOM 2 PRI
FIRE ENG 1 EXTG EPGDS BUS 2 CTL
ICS PRI EPGDS SGCU 2
LIGHTING EMERG EPGDS SW BATT BUS 2
LDG GEAR EMERG FADEC 2 CH A
LDG GEAR CONTR PRI EPGDS AUX BATT (if installed)
NAV/COMM AMU EMERG FIRE ENG 2 DET
NAV/COMM MCDU PLT FIRE ENG 2 EXTG
NAV/COMM VHF2 LIGHTING LDG PWR PLT
PITOT HTR PLT LIGHTING CKPT PLT
RTR BRK CONTR (if installed) MWL & MCL PLT
RTR BRK PWR (if installed)

SERVICES LOST FOR DC ESS BUS 1 & 2 FAILURE
ESS BUS 1 ESS BUS 2

AFDX SW A AFCS CP PRI
AMMC 1 PRI ECDU DU CPLT PRI
AMMC 1 DISC ECDU DU PLT SEC
AMU NORM ECDU IOM 2 SEC
CVFDR ENG 2 INTK
ECDU DU CPLT SEC FADEC 2 CH B
ECDU IOM 1 SEC FUEL LLS2
ENG CTL PNL FUEL SYS PUMP 2
ENG 1 INTK FUEL SYS VALVE 2 CLOSE
FADEC 1 CH B FUEL SYS VALVE 2 OPEN
FIRE BAG DET FUEL SYS XFEED CLOSE
FUEL LLS 1 FUEL SYS XFEED OPEN
FUEL SYS PUMP 1 HYD SOV 2
FUEL SYS VALVE 1 CLOSE HYD SYS TAIL SOV
FUEL SYS VALVE 1 OPEN HYD SYS UTIL SOV
LIGHTING POSN
HYD SOV 1
MFD PLT
HYD SYS EMER SOV
MFD PLT AUX
LIGHTING INST PNL
LDG GEAR NLG
NOSE FAN 1
PFD CPLT
PFD CPLT AUX
TRANS CHIP BURN
VHF 1
C/B Panel (Overhead)

VENT OPEN CKPT FAN 1 VENT OPEN CKPT FAN 2
VENT/HTR VENT/HTR

SERVICES LOST FOR DC MAIN BUS 1,2,3,4 & DC NON ESS BUS 1, 2,3,4
FAILURE

ADU 1 AFCS DTS
AFCS CP SEC AFCS FCC 1 SEC
AFCS FCC1 PRI AFCS TRIM
AHRS 1 SEC AHRS 2 SEC
AMMC 1 SEC AMMC 2 SEC
CCD CPLT DME
CLOCK CPLT DTD
DCP 1 HUMS
LIGHTING LDG CONTR CPLT NOSE FAN 2
LIGHTING LDG PWR CPLT LDG GEAR CONTR SEC
LIGHTING CKPT CPLT LIGHTING CSL
MCDU CPLT LIGHTING CSL 28V AUX
MFD CPLT LIGHTING DOME
MFD CPLT AUX LIGHTING OVHD
NAV 1 LIGHTING STORM
PITOT HTR CPLT WHEEL BRAKE CONTR
WIPER CPLT WHEEL BRAKE PWR
WIPER PLT

EXTERNAL CAMERA
FLOOD LT WHITE SEATBELT ON
GPS 1 DF
LIGHTING ANTI COLL UTIL PWR
LIGHTING BAG COMP
LIGHTING CAB
LIGHTING CAB CONTR
LIGHTING FLOOD IR
PA
PIA AFT
PIA FWD
PSU
RAD ALT 1
STROBE LT
TRANS OIL LOW

_ _

_ _

MAIN BATTERY OFF
MAIN BATT OFF
Failure of MAIN battery

to MAIN BUS 1
- On EGPDS PNL confirm

MAIN BATT switch ON
Continue flight being aware

MAIN BATTery not being charged
AUXILIARY BATTERY (IF INSTALLED)
AUX BATT OFF
Failure of AUX battery

to MAIN BUS 2
- On EPGDS PNL confirm

BATT AUX switch ON
Continue flight being aware

Aux Battery not being charged

APU GENERATOR FAILURE
APU GEN FAIL
Failure of APU AC generator
If cautions remains
- Select APU OFF

APU GEN not available
EMERGENCY BUS 1 FAILURE
1 FIRE DET
1 EMER BUS FAIL + associated 1 AP P FAIL
+ Aural message
1 AP R FAIL
EMER BUS 1 and

associated services lost

and fly attentive

(See page 3-151 for services lost)

EMERGENCY BUS 2 FAILURE
2 FIRE DET
2 EMER BUS FAIL + associated 2 AP P FAIL
+ Aural message 2 AP R FAIL
AVIONIC FAULT
2 ADS FAIL
EMERG BUS 2 and

associated services lost

and fly attentive

(See page 3-151 for services lost)
APU TRU CAUTION
APU TRU FAIL
APU TRU failed with

APU generator ON
Continue flight
Loss of redundancy
on DC Busses

APU GENERATOR OVERLOAD
APU GEN OVERLOAD
APU AC generator overload
- Reduce generator load
If cautions remains
- Switch APU OFF

APU TRANSFORMER RECTIFIER UNIT HOT
APU TRU HOT
APU TRU over temperature
If cautions remains
- Switch APU OFF


MAIN BATTERY OVERHEAT
MAIN BATT HOT
Main battery temperature

exceeding limits
- Switch MAIN BATT OFF on

EPGDS PNL
MAIN BATT OFF
caution illuminates
Continue flight
Main battery not
being charged
AUXILIARY BATTERY OVERHEAT (IF INSTALLED)
AUX BATT HOT
Auxiliary battery temperature

exceeding limits
- Switch BATT AUX OFF on

EPGDS PNL
AUX BATT OFF
caution illuminates
Continue flight
Auxiliary battery not
being charged

ELECTRICAL CONTROL DISPLAY UNIT DEGRADED
ECDU DEGR
Elecrical control display unit

loss of redundancy
On Ground In Flight
- Shutdown aircraft Continue flight

for maintenance action

ELECTRICAL CONTROL DISPLAY UNIT FAILURE
ECDU FAIL
Electrical control display units

failure, loss of ECDU screen data
- Check ECDU displays
On Ground In Flight
- Shutdown aircraft
for maintenance action
If at least one If both displays

display servicable unservicable
Land as soon as practicable Land as soon as possible

Rev. 2
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)
GENERAL
If an AFCS problem is obvious from CAS cautions, failure indications or air-
craft response, the AFCS panel should be used to deselect the faulty channel,
and the individual behaviour of AP 1 and AP 2 observed.
Illumination of the relevant Autopilot AP channel lights and the display of CAS
captions should be used to make a positive diagnosis before, for example, dis-
engaging an AFCS channel.
In the event of an un-commanded aircraft disturbance or oscillation, occurring
without an AFCS caution, the pilot should disengage the AP system using the
AP OFF pushbutton on the cyclic and selectively engage and disengage indi-
vidual channel in order to determine and isolate a potential un-annunciated
AFCS fault. This can be achieved through use of the Autopilot AP channel
pushbuttons and monitoring of the trim display (Select SYSTEM, FLIGHT
CTRL on MFD to display the AFCS synoptic page) and aircraft response.
A transition from an AEO conditions to OEI condition will automatically cause
a disengagement on any AFCS collective mode.

Rev. 2
AUTOPILOT FAIL
1(2) AP FAIL + Aural Message

‘AUTOPILOT AUTOPILOT’
Associated autopilot
failure
On affected AP channel
- Re-engage AP on AFCS Control panel
If caution extinguishes If caution remains
- Disengage AFCS upper modes

Continue flight - Continue flight attentive
reducing speed to 110 KIAS
- Below 500 ft AGL fly manually
- If subsequent + Aural Message

1-2 AP FAIL ‘AUTOPILOT
AUTOPILOT’
cautions illuminate
- Continue flight manually

not exceeding 140 KIAS or
Vne-20 KIAS, if lower

AUTOPILOT OFF
1(2) AP OFF + Aural Message

Associate AP not engaged
On affected AP
- Engage channel on AFCS panel
If fault remains
- Continue flight attentive
If subsequent
2(1) AP FAIL
or
1-2 AP OFF
caution illuminate

Vne-20 KIAS if lower

Rev. 2
PITCH AUTOPILOT FAILURE
1(2) AP P FAIL + Aural Message

Pitch axis single series

actuator failed

Reduce speed to 110 KIAS
ROLL AUTOPILOT FAILURE
1(2) AP R FAIL + Aural Message

Roll axis single series

actuator failed


YAW AUTOPILOT FAILURE
1(2) AP Y FAIL
Yaw axis single channel

failed

ATTITUDE SYSTEM OFF
ATT OFF
ATT mode not engaged or not

available in either pitch or
roll due to fault.
- Engage ATT mode

by pushing ATT
button on cyclic
If ATT hold not available

Vne-20 KIAS if lower

Rev. 2
PITCH TRIM FAILURE
P TRIM FAIL
AFCS trim actuator drive

in pitch axis failed
- Dis-engage then re-engage AP 1
If caution remains
If caution clears If caution remains

Continue flight Continue flight
being aware that trim
function in pitch
is unavailable.
Any change of flight conditon
must be flown manually
- In turbulent conditions
reduce speed to 110 KIAS
If subsequent
MISTRIM
caution illuminates
see page 3-171

Rev. 2
ROLL TRIM FAILURE
R TRIM FAIL

in roll axis failed
If caution remains

function in roll
is unavailable
If subsequent
MISTRIM
caution illuminates
see page 3-171

Rev. 2
YAW TRIM FAILURE
Y TRIM FAIL

in yaw axis failed
If caution remains

function in yaw
is unavailable
If subsequent
MISTRIM
caution illuminates
see page 3-171

Rev. 2
COLLECTIVE TRIM FAILURE
C TRIM FAIL

in collective failed
If caution remains

Collective modes may being aware that AFCS
be engaged collective modes are
unavailable
Note
The collective axis control of any
AFCS Upper Modes will disengage
and cannot be re-engaged

Rev. 2
TRIM FAIL
TRIM FAIL
AFCS trim system failure,

pitch, roll, yaw and collective
trim functions not available
If caution remains

Collective modes may being aware that AFCS
be engaged pitch, roll, yaw and
collective trim functions
are unavailable
- In turbulent conditions reduce
speed to 110 KIAS
If subsequent
MISTRIM
caution illuminates
see page 3-171
Note
Collective AFCS Upper Modes will dis-
engage and cannot be re-engaged

Rev. 2
MISTRIM
MISTRIM
Series actuators(s) not centred
- Continue flight using FTR button

and pedal switches as appropriate
to obtain desired flight condition
and promptly centre series actuators
to extinguish the caution.
Be attentive to autopilot functioning
and monitor AFCS actuators on MFD
AFCS Synoptic page as necessary.
AFCS DEGRADED
AP DEGR
Loss of ADI Stby data

Be aware that a subsequent AHRS failure
may cause both AP channels to disengage


AFCS TEST FAILURE
1(2) AP TEST FAIL
Associated AP channel has failed

the pre-flight test
- Repeat TEST ensuring flight

controls are centered and free
during the test
If caution remains
- Maintenance action
AFCS TEST PARTIALLY COMPLETED
1(2) AP TEST DEGR
Associated AP channel was unable to

carry out all the pre-flight tests
- Repeat TEST ensuring flight

controls are centered and free
during the test
If caution remains

AUTOPILOT CHANNEL FAILURE
1(2) AP MAINT
Associated AP channel has

a failure (Caution displayed
on ground after flight only)
before next flight
AUTOPILOT CAS FAILURE
AP CAS FAIL
AFCS CAS messages and audio

attention getters unavailable
- Continue flight attentive,

reduce speed to 110 KIAS
Note
The AFCS system status may be monitored on the AFCS syn-
optic page.

AUTOPILOT-AHRS FAILURE
AP AHRS 1(2) FAIL
The AFCS is not receiving information

from associated AHRS
Associated AP channel disengages

- Re-engage associated AP channel
If associated channel
cannot be re-engaged

not exceeding 110 KIAS
AUTOPILOT HOT
1(2) AP HOT
Associate FCC temperature

above limit
Continue flight
Be attentive to possible AP
channel disengagement
+ Aural Message
If 1(2) AP FAIL ‘AUTOPILOT
cautions illuminate AUTOPILOT’
and automatic AP
channel 1(2)
disengagement
- Disengage upper modes


Rev. 2
AFCS PANEL FAILURE
AFCS PNL FAIL
Failure of upper modes

controls on AFCS panel
(AP 1 & 2 pushbuttons will still allow
engagement and disengagement of
autopilot, even if buttons not illuminated)
Continue flight
Upper modes may be
disengaged using cyclic
ATT pushbutton. GA/TU modes
may be engaged using collective
GA/TU pushbutton
AFCS OSCILLATORY MALFUNCTION
Repeated disturbances in
one or more axes
If disturbances severe press AP OFF

pushbutton on cyclic to disengage AP
- Maximum speed 110 KIAS
- Engage AP1
If fault clears If fault remains
- Continue flight attentive - Disengage AP 1 and

- Below 500 ft AGL fly engage AP 2
manually

- Below 500 ft AGL fly
manually

Rev. 2
CYCLIC FORCE TRIM FAIL OR OFF

Cyclic force trim switched OFF (e.g. via P/R PTR DECLUTCHED selection on
ECDU AFCS page with P/R TRIM OFF advisory or due to longitudinal/lateral
Trim clutch loss) is indicated by the cyclic being free to move in longitudinal
and/or lateral axis with loss of cyclic trim release (FTR switch) and cyclic beep
trim functions. The ATT OFF caution and SAS mode annunciation on PFD
may also be displayed.
The cyclic must be used hands-on to prevent it moving from its selected posi-
tion.
CYCLIC FORCE TRIM RELEASE FAILURE

Cyclic force trim release failure (e.g. due to loss/fail of longitudinal/lateral trim
clutch power supply) is indicated by the cyclic being maintained in a given
position without any effect of cyclic trim release (FTR switch), or for P/R PTR
DECLUTCHED (selection on ECDU AFCS page).
This will require the pilot to fly the aircraft manoeuvring the cyclic control
against the force feel spring, or use the cyclic beep trim to modify trim position.
COLLECTIVE FORCE TRIM FAIL OR OFF

Collective force trim switched OFF (e.g. via C/Y PTR DECLUTCHED selection
on ECDU AFCS page with C/Y TRIM OFF advisory or due to collective trim
clutch loss) is indicated by the Collective being free to move with loss of col-
lective trim release (FTR switch) and collective longitudinal beep trim func-
tions.
The collective must be used hands-on; collective manual friction may be
adjusted as required.
COLLECTIVE FORCE TRIM RELEASE FAILURE

Collective force trim release failure (e.g. due to loss/fail of collective trim clutch
power supply) is indicated by the collective being maintained in a given posi-
tion without any effect of collective trim release (FTR switch), or for C/Y PTR
DECLUTCHED (selection on ECDU AFCS page).
This will require the pilot to fly the aircraft manoeuvring the collective against
the force feel spring, or use the collective longitudinal beep trim to modify the
trim position (only with collective upper mode engaged).

Rev. 2
PEDALS FORCE TRIM FAIL OR OFF

Pedals force trim OFF (e.g. via C/Y PTR DECLUTCHED on ECDU AFCS
page with C/Y TRIM OFF advisory or due to pedals trim clutch loss) indicated
by the pedals being free to move with loss of pedal trim release (FTR
switches) and collective lateral beep trim functions (at low speed).
Pedals must be used feet-on to control the yaw axis.
PEDALS FORCE TRIM RELEASE FAILURE

Pedals force trim release failure (e.g. due to loss/fail of pedals trim clutch
power supply) is indicated by the Pedals being maintained in a given position
without any effect of pedals trim release (FTR switch), or C/Y PTR
DECLUTCHED(selection on ECDU AFCS page).
This will require the pilot to fly the aircraft manoeuvring pedals against force
feel spring, or use the collective lateral beep trim to modify trim position (at low
speed only).
AFCS COMBINED FAILURES

A combination of AFCS failures, that are not directly related, could cause the
loss of an AFCS axis. For example a 1 AP PITCH FAIL (loss of N°1 series
actuator) and a subsequent AP 2 FAIL would cause a complete loss of the
AFCS pitch axis which would require the aircraft to be flown manually.
For any combination of AFCS failures the pilot should fly manually until the
functionality of the AFCS system has been assessed.

Rev. 2
DISPLAY UNIT MALFUNCTIONS
PRIMARY AND MULTIFUNCTIONAL FLIGHT DISPLAY

UNIT FAILURE
Loss of either PFD will automatically
configure the remaining MFD to Reversonary mode
- Continue flight using

Reversionary mode
If failed screen becomes intermittent

it can be powered down by
switching associated RCP switch
to functioning display.
(Switching to PFD, powers down MFD
Switching to MFD, powers down PFD)
Note
If failed screen returns valid, it can be restored by switching
associated RCP switch to functioning display and back to
NORM..
If subsequent loss of MFD in Reversionary mode
If Left pilot displays failed If Right pilot displays failed

and Left pilot flying and Right pilot flying
- Revert to Standby
- Right pilot take instrument
control of aircraft
Continue flight
Note
Land as soon as
When using Standby instrument the correct practicable
Vne must be determined from the Vne placard.

Rev. 2
Reversion Control Panel
ICN-89-A-153000-A-00001-04121-A-001-01

ICE PROTECTION
PITOT HEATER OFF
1(2) PITOT HEAT OFF
Associated pitot heater is

not being heated and
OAT below 4 °C
On Ground In Flight
If required select - Select PITOT 1(2) HTR

PITOT 1(2) HTR ON to ON (on ECDU)
(on ECDU)
If caution remains illuminated

associated PITOT HEATER
failure

moisture with OAT
4 °C or below
Note
When PITOT HEAT selected to ON the pitot is heated conti-
nously in flight and on ground. Ensure AUTO selected on
ground if PITOT HEAT not required.

Rev. 2
ENVIRONMENTAL CONTROL SYSTEM
VENT FAN FAILURE
VENT FAIL
Failure of at least one

CREW and/or PAX vent fan
- Confirm, using Advisory indications,

which fan has failed (not illuminated)
On failed VENT fan

- Select OFF, after a few
minutes select HIGH
If caution remains and If caution remains

CREW FAN failed and PAX FAN failed
- Confirm, by checking - Select PAX

airflow from cabin roof FAN OFF
outlet, at least one
of the two cockpit
fans is operating, - Consider opening
if not select cockpit storm
CREW FAN OFF and window(s)
open cockpit storm
window(s) as necessary
Note
Open the cockpit-cabin dividing curtain, if fitted.

Rev. 2
HEATER SYSTEM FAILURE
HEATER FAIL
Heater system failure
In MAN mode In AUTO mode

Continue using MAN HTR Select HEATER to MAN HTR
manual selection of and select temperature
temperature manually
If caution illuminates
If caution remains after flight condition
- Switch HEATER to OFF
has changed or for prolonged period
Note
If required for demist reselect HEATER to ENG and MAN HTR
to control temperature. Set VENT CREW FAN as required. If
manual control is not operational use crew fans and/or
open cockpit window(s).
NOSE AVIONIC FAN FAILURE
1(2) NOSE FAN FAIL
Nose bay cooling

fan 1(2) failed
- Continue flight
reduce cockpit ambient
temperature if possible.
Be aware that some avionic
functions may be degraded
or fail

AVIONICS
AHRS FAILURE
1(2) AHRS FAIL
+ ATT HDG and loss of attitude, heading,

FAIL FAIL slip skid and vertical speed
data on Left (Right) PFD
and possible 1(2) AP OFF + Aural message
Associated AHRS failure
If 1(2) AP OFF caution illuminated refer page 3-163
- On RCP move AHRS switch to non failed AHRS
illuminates on attitude
AHRS indicator to highlight
both attitude indicators
+
are using the same source data
1(2) AP OFF
CAS cautions illuminate
AP AHRS 1(2) FAIL
- Compare frequently PFD attitude and

heading with STANDBY instruments.

Rev. 2
ADS FAILURE
1(2) ADS FAIL

+
and loss of:
Airspeed
Altitude
PI indicator
data on Left (Right)
PFD indicators
Associated ADS system failure
- On RCP move ADS switch to non failed ADS
ADS illuminates on attitude

indicator to highlight
both air data indicators systems
- Re-engage upper modes as required
Continue flight
- Compare frequently PFD data
with STANDBY indicator.

Rev. 2
AURAL WARNING SYSTEM FAILURE
1(2) AWG FAIL
Associated aural warning

system loss.
- Select 2(1) AMMC MASTER

on MCDU AMMS page
- Confirm AWG SHORT TEST
functional (ECDU TEST page)
If AWG SHORT TEST If AWG SHORT TEST

functional not functional
or subsequent
Continue flight 1-2 AWG FAIL
Complete loss of
aural warning
system
- Continue flight monitoring

CAS system and AFCS mode
indications as aural warning
does not function

Rev. 2
AVIONIC FAULT
AVIONIC FAULT
Loss of redundancy in
avionic system
On ground In flight
- Shut down aircraft

for maintenance If associated with Continue
action 1(2) AMMC DEGR flight
caution
Land as soon
as practicable
AMMC DEGRADED
1(2) AMMC DEGR
Associated AMMC degraded
If associated with
Continue flight
Be aware possible AMMC 1(2) NOSE FAN FAIL
loss of redundancy or
AVIONIC FAULT
cautions
Land as soon as
practicable

AMMC FAILURE
1(2) AMMC FAIL + ENG ANALOG FAIL
FDR FAIL
1-2 EECU MAINT
Associated AMMC failed

See NOTE 1
If 1(2) AMMC DBU If 1(2) AMMC

READY advisory not DBU READY
displayed after 2 mins advisory displayed
Continue Flight - Activate DBU on

Be aware AMMC MCDU AMMS page
redundancy lost. - Confirm caution
See NOTE 2 clears
Continue Flight
Note 1
The 1(2) AMMC FAIL caution may generate DU MON message
on PFD if the selected NAV source is FMS.
Note 2
In case of 1 AMMC FAIL: loss of MGB & TGB OIL TEMP indica-
tion, HYD 1 pressure and temperature indications, FUEL 1
pressure and FUEL quantity indications, FMS 1 and DMAP 1 (if
fitted),
In case of 2 AMMC FAIL: loss of MGB OIL PRESS, IGB OIL
TEMP indication, HYD 2 pressure and temperature indications,
FUEL 2 pressure and FUEL quantity indications, FMS 2 and
DMAP 2 (if fitted).

Rev. 2
AMMS CONFIGURATION FAILURE
AMMS CONFIG FAIL
Software changed, configuration

validation operation required
Maintenance action required
FLIGHT DATA RECORDER FAILURE
FDR FAIL
Flight Data Recorder partial or total failure
On ground In flight
- Maintenance action Continue flight

COCKPIT VOICE RECORDER FAILURE
CVR FAIL
Cockpit Flight Recorder failed
On ground In flight
- Maintenance action Continue flight

GPS FAIL
1(2) GPS FAIL
Associated GPS system failure
Continue Flight
Loss of GPS redundancy for
RNAV operations
DOUBLE GPS FAIL
1-2 GPS FAIL
Double GPS system failure and

subsequent loss of RNAV operation
capability
- Disengage HOV mode

(if engaged)
P-RNAV/RNAV1 All other

operations operations
- Revert to Radio Navigation, Use radio navigation

deselecting the FMS as procedures
Primary NAV source
- Notify ATC loss of RNAV capability
Note
RNP and FMS DGR amber messages are both displayed at the
same time on the PFD.

Rev. 2
FMS/GPS MISCOMPARE
FMS/GPS MSCP
Miscompare between FMS position

using priority GPS 1(2)
and the standby 2(1) GPS position data
and subsequent loss of RNAV operations
capability


Primary NAV source
Note
Be aware of possible inaccuracy in FMS or GPS position data.

Rev. 2
FMS/GPS MISCOMPARE UNAVAILABLE
FMS/GPS MSCP UNAVL
FMS/GPS miscompare function

not available due to FMS or GPS
data invalid


Primary NAV source
Note

Rev. 2
MISCELLANEOUS
WEIGHT ON WHEELS SWITCH FAILURE
1(2) WOW FAIL
Associated WOW switch failure
On ground In flight
- Shut down aircraft for Continue flight

Maintenance action being aware of system
limitations as noted below:
1 WOW FAIL :
1 AHRS TEST function not inhibited in flight
Copilot DU maintenance page not inhibited in

flight and copilot clock timer incorrect
2 WOW FAIL:
2 AHRS TEST function not inhibited in flight
Pilot DU maintenance page not inhibited in flight

and pilot clock timer incorrect
Note
Illumination of the WOW FAIL caution in flight, when the LDG
GEAR is DOWN, will cause the LDG GEAR lever to be locked
in the down position so subsequent retraction of the landing
gear is not possible.

AUDIO SYSTEM FAILURE

Loss of Pilot or Copilot intercom
and radio comunications
On ground In flight
- Maintenance action - On Pilot or copilot audio

control panel select BK-UP
( ICS BKUP/EMER MODE
advisory illuminates)
If audio communication If audio communication

NOT recovered recovered
- On Pilot or copilot audio

control panel select EMER Continue flight
( ICS BKUP/EMER MODE using BK-UP mode
advisory illuminates) (See Note 1)
If audio comms If audio comms

NOT recovered recovered
Continue flight
- Follow radio using EMER mode
failure procedures (See Note 2)
Note 1
In BK-UP mode the crew maintains all audio functionalities
(including PA) except for Cabin/Cockpit communication).
Note 2
In EMER mode, the crew has access to VHF1, NAV1 (on copilot
side), VHF2, NAV2 (on pilot side) and AWG/TCAS audio
alarms. Be aware that in EMER mode the audio panels will not
be operative (volumes are at a fixed level) and pilot/copilot inter-
com will only be operative with the PTT switch first detent.

Rev. 2
SENSOR DORMANT FAILURE
SNSR DORMANT FAIL
Failure of at least one transmission

and/or hydraulic system monitoring
sensors (caution only active on ground
with both engines OFF)
- Shut down aircraft for

Maintenance action
COCKPIT DOOR OPEN
COCKPIT DOOR
A cockpit door not closed
- Confirm which cockpit door

not secure
On ground In flight
- Close cockpit door - Close and lock

before flight cockpit door, if possible
If not possible to close

door
- Reduce speed to
80 KIAS
- Land as soon as possible
and secure door

CABIN DOOR OPEN
CABIN DOOR
A cabin door not closed
On ground In flight
- Close cabin door - Reduce speed to 50 KIAS

before flight - Confirm which cabin
door is not secured
- Close and lock
cabin door, if possible
If not possible to close

door

and secure door
CAUTION
When opening or closing cabin door in flight hold door handle
until door is at full travel and locked
BAGGAGE BAY DOOR OPEN
BAG DOOR
Baggage bay door not closed
On ground In flight
- Reduce speed to
- Close baggage door 80 KIAS
before flight - Land as soon as possible
and secure door

NOSE DOOR OPEN
NOSE DOOR
Nose bay door not closed
On ground In flight
- Reduce speed to
- Close nose door 80 KIAS
before flight - Land as soon as possible
and secure door
DC EXTERNAL POWER SOCKET DOOR OPEN
DC EXT PWR DOOR
DC external power socket

door not closed
On ground In flight
- Reduce speed to below

- Close DC external power 100 KIAS
socket door before flight - Land as soon as practicable
and secure door

AC EXTERNAL POWER SOCKET DOOR OPEN
AC EXT PWR DOOR
AC external power socket

door not closed
On ground In flight
- Reduce speed to below

- Close AC external power 100 KIAS
socket door before flight - Land as soon as practicable
and secure door
LANDING GEAR RETRACTED
LANDING GEAR + Voice Warning
Landing gear retracted when aircraft

height is less than 200 ft AGL/ASL
- Landing gear as required

AIRCRAFT NEVER EXCEED SPEED
Voice warning ‘AIRSPEED AIRSPEED’

and airspeed indication RED
- Confirm airspeed
- Reduce/maintain speed below Vne


PFD AND MFD MESSAGES

CAS WARNING MESSAGE LIST DISCREPANCY
ICN-89-A-153000-A-A0126-04122-A-001-01
1(2)CASMSCP on CAS message status line.
AMMC 1 (2) CAS Warning message

list has discrepancies
- On CCD, press ‘enter’ to

display the other AMMC
CAS warning message list.
Confirm the CAS Warnings which
have caused the miscompare message
- Change AMMC Master if necessary

on MCDU AMMS page
Note
The discrepancy is highlighted with an asterisk on one or more
CAS Warnings.

ATTITUDE DISPLAY FAILURE
ICN-89-A-153000-A-A0126-04123-A-002-01
ATT loss of attitude data, slip skid

FAIL indicator and vertical speed
data on associated attitude display
- On RCP move AHRS switch to other AHRS

(1 = Copilot side, 2 = Pilot side)
AHRS illuminates on attitude

both attitude indicators
+ are using the same source data
1(2) AP OFF CAS cautions illuminate
AP AHRS 1(2) FAIL
- Compare frequently PFD attitude

with STANDBY attitude indicator.

Rev. 2
HEADING DISPLAY FAILURE
ICN-89-A-153000-A-A0126-04124-A-001-01
HDG loss of heading data

FAIL on associated HSI display
- On RCP move AHRS switch to other AHRS

illuminates on PFD to highlight

AHRS both attitude indicators are
+ using the same source data
1(2) AP OFF CAS cautions illuminate
AP AHRS 1(2) FAIL
- Compare frequently PFD heading

with STANDBY Compass.

Rev. 2
DOUBLE RAD ALT FAILURE
ICN-89-A-153000-A-A0126-04125-A-001-01
and loss of both RAD ALT

RA information on PFD
Failure of both RAD ALT systems

RHT modes, if engaged, disegages
with chime
- Continue flight being aware that

RAD ALT functioning is lost, DH
message is inactive, RHT mode
ALVL and LOW HT protection
are not available ( HT LOSS
message on top left of
attitude indicator)
CAUTION
When both RAD ALTs fails, the 150ft aural warning message
does not function and the LANDING GEAR caution will be dis-
played, if the landing gear is retracted regardless of height.
Note
If RHT mode engaged ALT mode will automatically engage after
RHT disengages.

Rev. 2
SINGLE RAD ALT FAILURE
ICN-89-A-153000-A-A0126-04133-A-001-01
RA1(2) Rad Alt 2 (1) failed. Automatic reconfiguration

message illuminates besides Rad Alt display,
on both PFD’s, to highlight both Rad Alt
indicators are using the same source
CAUTION
When either RAD ALT fails, the LANDING GEAR CAS caution
and associated audio message activate erroneously when the
aircraft is above 200 ft AGL and the landing gear is retracted.

ADS FAILURE
ICN-89-A-153000-A-A0126-04126-A-001-01
on affected indicators and

loss of data on:
Airspeed
Altitude
PI indicator
displays on PFD
DU MON message displays on
PFD and MFD
Failure of ADS system
- On RCP move ADS switch to other ADS

illuminates on attitude
ADU indicator to highlight
- Compare frequently PFD data


Rev. 2
MAGNETIC VARIATION INVALID
MAG displayed
in amber beside
heading
TRU selectioned on MCDU and

invalid MAGnetic VARiation
from AMMS
- Select MAG on MCDU

Continue flight
OAT SENSOR FAILURE

OAT digits displayed
OAT ----- °C in amber on PFD
DU MON message displays on
PFD and MFD
Loss of On-Side Outside Air Temperature
Continue flight
Use OAT standby instrument
or, on RCP, select alternative
ADS.
CH NC MESSAGE ON PI INDICATOR
CH NC on associated side
of PI indicator
Associated PI indicator is
using the FADEC data
channel not in control
No pilot action

Rev. 2
DU MON MESSAGE ON PFD ONLY
ICN-89-A-153000-A-A0126-04134-A-001-01
DU MON Permanently displayed

on PFD
Sensor monitoring cross checking

for at least one parameter
does not function
- Continue flight
cross monitoring with stby instruments

Rev. 2
DU MON MESSAGE ON PFD AND MFD
ICN-89-A-153000-A-A0126-04127-A-001-01
On PFD and
DU MON MFD
Display unit cross checking

does not function
- Select MFD PWR PLANT page and

cross monitor PFD parameters with
MFD and stby instruments
Continue flight

DISPLAY UNIT MESSAGES ‘CHECK PFD’
ICN-89-A-153000-A-A0126-04159-A-001-01
CHECK PFD
Display unit cross checking

has detected at least one
parameter dicrepancy
- Maintain a level and

stable flight condition.
If message remains, set on-side

display unit RCP switch to MFD
position.
Continue flight

Rev. 2
DISPLAY UNIT MESSAGES “REV” AND “DU FAN”
ICN-89-A-153000-A-A0126-04138-A-001-01
REV DU FAN on PFD attitude
indicator
or MFD PWR
PLANT
Display unit in
reversion mode
(other display On associated display unit
switched OFF) cooling fan failed
Be aware that display - Possible subsequent

unit cross checking not display failure or data
available but display corruption. Switch
sensor monitoring associated RCP switch
cross checking is to functioning DU
available.

5 MINUTE MESSAGE FOR AEO CONDITIONS
displayed on side of PI and:

5m
• between NG and ITT indicators for engine limits
• on side of TQ indicator for transmission limits
PI within 5 min of exceeding :
AEO 30 min transmission
or
AEO 5 min engine rating
5m blinking inverse video on side of PI and:

PI within 10 seconds
of exceeding:
AEO 30 min transmission rating
or
steady inverse video on side of PI and

5m • between NG and ITT indicators
for engine limits
• on side of TQ indicator for
transmission limits
PI has exceeded:
AEO 30 min transmission rating
or
Continue flight respecting

engine and transmission ratings

Rev. 2
2.5 MINUTE MESSAGE FOR OEI CONDITIONS
displayed on side of PI digital value and

2.5 m
Within OEI 2.5 minute Note

engine and/or The 2.5m message is moved down,
transmission rating changed to grey and replaced by the
30sec countdown timer when in the
30sec TQ range.
blinking inverse video on side of PI and:
2.5 m • between NG and ITT indicators for engine limits
+
1(2) ENG LIM EXPIRE on CAS
Within 10 seconds of
exceeding OEI 2.5 minute
engine and/or
transmission rating
steady inverse video on side of PI and
2.5 m • between NG and ITT indicators for
engine limits
• on side of TQ indicator for
transmission limits
+
1(2) ENG LIM EXPIRE on CAS
OEI 2.5 minute engine

and/or transmission
time rating exceeded

engine and transmission ratings

Rev. 2
30 SECOND COUNTDOWN OEI TORQUE
displayed on side of PI digital value

29s
indicating time remaining in the 30 second
transmission rating
Note
The 30sec countdown timer is moved
down, changed to grey, value frozen
and replaced by the 2.5min message
Within OEI 30 sec when the 30sec TQ range is exited.
transmission rating
The information displayed beside the
PI digital value must be respected.
blinking inverse video

10 s on side of PI
Within 10 seconds of
exceeding OEI 30 sec
transmission rating
0s steady inverse video

on side of PI
OEI 30 sec transmission

rating expired, the EECU
automatically reduces power
to below 156% TQ

transmission ratings

Rev. 2
ENGINE STATE INDICATION ON PFD AND MFD
O on side of PI, TQ
E ITT and NG indicators
I of failed engine
Associated engine failed
- Fly aircraft in accordance with

OEI operational techniques
FAILURE OF NF DISPLAY
N on side of NF
F indicator
F
A
I
L
Failure of NF data from EECU
- Use other engine

parameters to monitor
engine.

NR MISCOMPARE MESSAGE
NR
ICN-89-A-153000-A-A0126-04135-A-001-01
NR on NR/NF scale
NR data miscompare
(difference greater than 3%
between FADEC 1 and 2
values)
- Confirm correct value

selecting analogue back up
parameter on MFD PWR PLANT
page

AHRS MISCOMPARE
PITCH and/or ROLL and/or HDG and/or VS
on attitude indicator on VS tape
Miscompare between AHRS 1 and 2

information.
(±5° Pitch, ±5° Roll, ±10° Heading
± 200 ft/min for VS)
- By comparison with Standby instrument,

Standby compass and altimeter establish
which AHRS is providing correct data and
switch to this on RCP, if required.
Note
A HDG message will also cause loss of the AFCS HDG Mode.
ADS MISCOMPARE
ALT and / or IAS and / or VNE

on altitude tape on airspeed tape
Miscompare between ADS 1 and 2 information

(±125 ft for ALT, ±20 kts for IAS, 7 KIAS for Vne)
- Select the correct ADS by comparison

with navigational equipment other than
the Standby and select on the RCP the ADS
source only in case of clear unmistakable
identification. For other cases fly to the
most conservative ADS.

Rev. 2
RAD ALT MISCOMPARE

on RAD ALT display
RA RHT and HOV modes
disengage with chime,
if engaged
Miscompare between
RAD ALT 1 & 2 information.
- Compare the Pilot and Copilot

RAD ALT indications or outside
visual references to establish the
correct data.
Continue flight
RHT mode and ALVL
not available
Note
If RHT mode engaged ALT mode will automatically engage after
RHT disengages.
DECISION HEIGHT CAPTION
DH On lower right of
attitude indicator on PFD
RAD ALT height equal or lower

to selected decision height (DH)
- Actions according to
operational situation

LOW HEIGHT PROTECTION
LOW HT On top left of

AFCS Low height protection

system active
If flight condition not stable

- Fly manually to safe height
HEIGHT LOSS
HT LOSS On top left of

AFCS Low height protection

system not functioning
Continue Flight
Be aware that AFCS Low Height
protection system is not functioning
- Be attentive for operation near terrain
when a collective mode is engaged

Rev. 2
POWER LIMIT
PWR LIM On upper left of

AFCS Power Limit/Autorotation

protection system active
If flight condition not stable

- Modify flight condition
to reduce/increase power
required, as necessary
POWER LOSS
PWR LOSS On upper left of

AFCS Power Limit/Autorotation

protection system not functioning
Continue Flight
Be aware that AFCS Power Limit/
Autorotation protection system
is not functioning. Monitor PI
when any AFCS collective mode
engaged

FLIGHT CONTROL SYSTEM LINK FAILURE
FCS LINK FAIL
Complete loss of AFCS

communication to PFD
AFCS mode annunciations and
datum references not available
Continue flight
- Engage ATT or use AFCS
panel for indications
of modes engaged
OAT SENSOR MISCOMPARE
OAT ## °C OAT displayed in

amber on PFD
Miscompare between the two Outside

Air Temperature probes is 2° C or greater
Continue flight
Use OAT standby instrument

DISPLAY CONTROL PANEL FAILURE
or Replaces green arrow above

+ AVIONIC FAULT caution
At least one DCP

has failed
Continue flight
using PFD bezel
keys

CAS CAUTION MESSAGE LIST DISCREPANCY
ICN-89-A-153000-A-A0126-04136-A-001-01
1(2) CASMSCP on CAS message status line.
AMMC 1 (2) CAS Caution message

list has discrepancies
- On CCD, press ‘enter’ to

display the other AMMC
CAS caution message list.
Confirm the CAS Cautions which
have caused the miscompare message
- Change AMMC Master if necessary

on MCDU AMMS page
Note
The discrepancy is highlighted with an asterisk on one or more
CAS Cautions.

LOC/GS MISCOMPARE
LOC on PFD HSI display

and/or
GS on PFD attitude indicator display
Miscompare between LOC Lateral

and/or Glideslope vertical deviation.
If during IMC approach

carry out published
Missed Approach Procedure
LG/VG MISCOMPARE
LG on PFD HSI display

and/or
VG on PFD attitude indicator display
Miscompare between FMS 1 & FMS 2

Lateral Guidance and/or
Vertical Guidance
Continue Flight
- Revert to Radio Navigation,
deselecting the FMS as
Primary NAV source
(Notify ATC to the loss of RNAV
capability, if required)

LOSS OF GLIDESLOPE OR VOR DATA
ICN-89-A-153000-A-A0126-04128-A-001-01
on VOR lateral deviation scale
Loss of lateral deviation data
on glideslope vertical scale
Loss of valid glideslope data

FMS MESSAGES ON PFD

FMS DGR is an alerting (amber) message on the PFD that is displayed when
the FMS cannot guarantee the required position accuracy, for the present
phase of flight, due to sensor unavailability.
FMS DGR
ICN-89-A-153000-A-A0126-04129-A-001-01
RNP and FMS DGR (amber)
FMS Navigation source EPU or HIL values outside RNP limit
Continue Flight
- Revert to Radio
Navigation deselecting
the FMS as Primary NAV
source
(Notify ATC to the loss of
RNAV capability, if required)

Rev. 2
FMS MESSAGES ON PFD (CONT)
ICN-89-A-153000-A-A0126-04129-A-001-01
RNP value (amber)
Cross Track error exceeds RNP

Rev. 2

Rev. 2
189G0290X0002
SECTION 4
PERFORMANCE DATA
TABLE OF CONTENTS
Page
INTRODUCTION .....................................................................................................................4-1
USING THE GRAPHS .............................................................................................................4-1
DENSITY ALTITUDE CHART .................................................................................................4-1
CONVERSION FACTORS.......................................................................................................4-5
AIRSPEED CALIBRATION .....................................................................................................4-7
ALTIMETER CORRECTION ...................................................................................................4-9
ENGINE POWER CHECKS ....................................................................................................4-9
POWER MARGIN TREND MONITORING .......................................................................4-9
HOVER POWER CHECK PROCEDURE .........................................................................4-9
LOW SPEED MANOEUVRES IN QUARTERING FLIGHT...................................................4-23
HEIGHT VELOCITY ENVELOPE ..........................................................................................4-33
GENERAL.......................................................................................................................4-33
SINGLE ENGINE FAILURE IN HOVER OGE SAFE VERTICAL REJECT ....................4-33
SINGLE ENGINE FAILURE IN HOVER OGE FLYAWAY ..............................................4-34
HOVER CEILING...................................................................................................................4-55
TAKE-OFF AND LANDING CATEGORY B..........................................................................4-81
RATE OF CLIMB ...................................................................................................................4-99
NOISE CHARACTERISTICS ..............................................................................................4-228

189G0290X002
LIST OF FIGURES
Figure Page
Figure 4-1 Density/Altitude Chart ..................................................................................... 4-3
Figure 4-2 Density/Altitude Chart (meters)....................................................................... 4-4
Figure 4-3 Conversion Chart............................................................................................ 4-5
Figure 4-4 Pilot, Copilot and Standby Airspeed Calibration Curve.................................. 4-8
Figure 4-5 GE CT7-2E1 Hover Power Check Chart Pt 1 ............................................... 4-13
Figure 4-6 GE CT7-2E1 Hover Power Check Chart Pt 2,
Range -1000 ft to 2000 ft Hp......................................................................... 4-15
Range 2000 ft to 5000 ft Hp.......................................................................... 4-17
Range 5000 ft to 8000 ft Hp.......................................................................... 4-19
Range 8000 ft to 10000 ft Hp........................................................................ 4-21
OGE Manoeuvres ......................................................................................... 4-23
Figure 4-11 WAT for HOGE Controllability AEO 5 min, Anti Ice OFF, Heater OFF.......... 4-25
Figure 4-12 WAT for HOGE Controllability AEO 5 min, Anti Ice ON, Heater OFF ........... 4-26
Figure 4-13 WAT for HOGE Controllability AEO 5 min, Anti Ice OFF, Heater ON............ 4-27
Figure 4-14 WAT for HOGE Controllability AEO 5 min, Anti Ice ON, Heater ON ............. 4-28
Figure 4-15 WAT for HOGE Controllability AEO 30 min, Anti Ice OFF, Heater OFF........ 4-29
Figure 4-16 WAT for HOGE Controllability AEO 30 min, Anti Ice ON, Heater OFF ......... 4-30
Figure 4-17 WAT for HOGE Controllability AEO 30 min, Anti Ice OFF, Heater ON.......... 4-31
Figure 4-18 WAT for HOGE Controllability AEO 30 min, Anti Ice ON, Heater ON ........... 4-32
Figure 4-19 WAT for Safe OEI Vertical Reject, Anti Ice OFF, Heater OFF/ON ................ 4-36
Figure 4-20 WAT Table for Safe OEI Vertical Reject, Anti Ice OFF, Heater OFF/ON....... 4-37
Figure 4-21 WAT for Safe OEI Vertical Reject, Anti Ice ON, Heater OFF/ON.................. 4-38
Figure 4-22 WAT Table for Safe OEI Vertical Reject, Anti Ice ON, Heater OFF/ON ........ 4-39
Figure 4-23 Chart A Flyaway Transfer Value ................................................................... 4-41
Figure 4-24 Chart B Height Loss During Flyaway Anti Ice OFF, Heater OFF/ON............ 4-43
Figure 4-25 Chart B Height Loss During Flyaway, Anti Ice On, Heater OFF/ON ............. 4-45
Figure 4-26 Height Loss During Flyaway Table 5500 kg and 5900 kg,
Page 4-ii Issue 1 FOR TRAINING ONLY EASA Approved

Rev. 4
189G0290X002
Figure Page
Anti Ice ON, Heater OFF/ON .........................................................................4-54
Figure 4-34 Weight and Lateral CG Limitations (Imperial Units).......................................4-56
Figure 4-35 Hover Ceiling IGE at AEO 5 min, Anti Ice ON, Heater OFF ..........................4-57
Figure 4-36 Hover Ceiling IGE at AEO 5min Anti Ice OFF, Heater ON.............................4-58
Figure 4-37 Hover Ceiling IGE at AEO 5 min, Anti Ice ON, Heater ON ............................4-59
Figure 4-38 Hover Ceiling OGE at AEO 5 min, Anti Ice OFF, Heater OFF,
Wind Effect Unfactored..................................................................................4-60
Figure 4-40 Hover Ceiling OGE at MCP, Anti Ice OFF, Heater OFF,
Figure 4-41 Removed .......................................................................................................4-63
Figure 4-42 Hover Ceiling OGE 2.5 min OEI, Anti Ice OFF, Heater OFF,
Figure 4-43 Hover Ceiling OGE at AEO 5min, Anti Ice ON, Heater OFF,
Figure 4-44 Hover Ceiling OGE at AEO 30 min, Anti Ice ON, Heater OFF,
Figure 4-45 Hover Ceiling OGE at MCP, Anti Ice ON, Heater OFF,
Figure 4-46 Removed .......................................................................................................4-68
Figure 4-47 Hover Ceiling OGE 2.5 min OEI, Anti Ice ON, Heater OFF,
Figure 4-48 Hover Ceiling OGE at AEO 5 min, Anti Ice OFF, Heater ON,
Figure 4-50 Hover Ceiling OGE at MCP, Anti Ice OFF, Heater ON,
Figure 4-51 Removed .......................................................................................................4-73
Figure 4-52 Hover Ceiling OGE 2.5 min OEI, Anti Ice OFF, Heater ON,
Figure 4-53 Hover Ceiling OGE, AEO 5 min, Anti Ice ON, Heater ON,
Figure 4-55 Hover Ceiling OGE MCP AEO, Anti Ice ON, Heater ON,
Figure 4-56 Removed .......................................................................................................4-78
Figure 4-57 Hover Ceiling OGE 2.5 min OEI, Anti Ice ON, Heater ON,
Figure 4-58 CAT B Take-Off Distance, Anti Ice OFF, Heater OFF ....................................4-83
Figure 4-59 CAT B Take-Off Distance, Anti Ice OFF, Heater ON......................................4-85
Figure 4-60 CAT B Take-Off Distance, Anti Ice ON, Heater OFF .....................................4-87
Figure 4-61 CAT B Take-Off Distance, Anti Ice ON, Heater ON .......................................4-89
Figure 4-62 CAT B Landing Distance, Anti Ice OFF, Heater OFF.....................................4-91
EASA Approved FOR TRAINING ONLY Issue 1 Page 4-iii

Rev. 2
189G0290X002
Figure Page
Figure 4-63 CAT B Braking Distance, Anti Ice OFF, Heater OFF..................................... 4-93
Figure 4-64 CAT B Landing Distance, Anti Ice ON, Heater OFF ..................................... 4-95
Figure 4-65 CAT B Braking Distance, Anti Ice ON, Heater OFF ...................................... 4-97
Figure 4-66 ROC at AEO 5 min, Gross Weight 5500 kg, Anti Ice OFF, Heater OFF ..... 4-100
Figure 4-71 ROC at AEO 5 min, Gross Weight 7500 kg, Anti Ice OFF, Heater ............. 4-105
Figure 4-72 ROC at AEO 5 min, Gross Weight 7900 kg, Anti Ice OFF Heater OFF...... 4-106
Figure 4-73 ROC at AEO 5 min, Gross Weight 8300 kg, Anti Ice OFF Heater OFF...... 4-107
Figure 4-74 ROC at AEO 30 min, Gross Weight 5500 kg, Anti Ice OFF, Heater OFF ... 4-108
Figure 4-75 ROC at AEO 30 min, Gross Weight 5900 kg, Anti Ice OFF, Heater OFF ... 4-109
Figure 4-76 ROC at AEO 30 min, Gross Weight 6300 kg, Anti Ice OFF, Heater OFF ....4-110
Figure 4-77 ROC at AEO 30 min, Gross Weight 6700 kg, Anti Ice OFF, Heater OFF .... 4-111
Figure 4-82 ROC at 2.5 min OEI, GW 5500 kg,Anti Ice OFF Heater OFF......................4-116
Figure 4-83 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice OFF Heater OFF.....................4-117
Figure 4-86 ROC at 2.5 min OEI, GW 7100 kg, Anti Ice OFF Heater OFF.................... 4-120
Figure 4-90 ROC at OEI MCP, GW 5500 kg, Anti Ice OFF Heater OFF ........................ 4-124
Figure 4-98 ROC at AEO 5 min, Gross Weight 5500 kg, Anti Ice OFF, Heater ON ....... 4-132
Figure 4-101 ROC at AEO 5 min, GW 6700 kg, Anti Ice OFF, Heater ON....................... 4-135
Figure 4-106 ROC at AEO 30 min, GW 5500 kg, Anti Ice OFF, Heater ON..................... 4-140
Figure 4-107 ROC at AEO 30 min, GW 5900 kg, Anti Ice OFF, Heater ON..................... 4-141
Page 4-iv Issue 1 FOR TRAINING ONLY EASA Approved

189G0290X002
Figure Page
Figure 4-108 ROC at AEO 30 min, GW 6300 kg, Anti Ice OFF, Heater ON .....................4-142
Figure 4-109 ROC at AEO 30 min, GW 6700 kg, Anti Ice OFF,Heater ON ......................4-143
Figure 4-114 ROC at 2.5 min OEI, GW 5500 kg, Anti Ice OFF, Heater ON......................4-148
Figure 4-122 ROC at MCP OEI, GW 5500 kg, Anti Ice OFF, Heater ON..........................4-156
Figure 4-130 ROC at AEO 5 min, Gross Weight 5500 kg, Anti Ice ON Heater OFF ........4-164
Figure 4-136 ROC at AEO 5 min, Gross Weight 7900 kg, Anti Ice ON, Heater OFF .......4-170
Figure 4-137 ROC at AEO 5 min, Gross Weight 8300 kg, Anti Ice ON, Heater OFF .......4-171
Figure 4-138 ROC at AEO 30 min, Gross Weight 5500 kg, Anti Ice ON, Heater OFF .....4-172
Figure 4-140 ROC at AEO 30 min, Gross Weight 6300 kg, Anti Ice ON Heater OFF ......4-174
Figure 4-143 ROC at AEO 30 min, Gross Weight 7500 kg, Anti Ice ON Heater OFF ......4-177
Figure 4-146 ROC at 2.5 min OEI, GW 5500 kg,Anti Ice ON Heater OFF .......................4-180
Figure 4-147 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice ON Heater OFF ......................4-181
EASA Approved FOR TRAINING ONLY Issue 1 Page 4-v

189G0290X002
Figure Page
Figure 4-153 ROC at 2.5 min OEI, GW 8300 kg, Anti Ice ON Heater OFF...................... 4-187
Figure 4-154 ROC at OEI MCP, GW 5500 kg, Anti Ice ON Heater OFF.......................... 4-188
Figure 4-162 ROC at AEO 5 min, GW 5500 kg, Anti Ice ON, Heater ON ........................ 4-196
Figure 4-170 ROC at AEO 30 min, GW 5500 kg, Anti Ice ON, Heater ON ...................... 4-204
Figure 4-177 ROC at AEO 30 min, GW 8300 kg, Anti Ice ON, Heater ON .......................4-211
Figure 4-178 ROC at 2.5 min OEI, GW 5500 kg, Anti Ice ON, Heater ON ...................... 4-212
Figure 4-186 ROC at MCP OEI, GW 5500 kg, Anti Ice ON, Heater ON .......................... 4-220
Page 4-vi Issue 1 FOR TRAINING ONLY EASA Approved

Document N° Performance Data
189G0290X002
SECTION 4
PERFORMANCE DATA
INTRODUCTION
The performance information presented in this section is based on flight test
results and engineering analysis of engine manufacturers specification power
for the engine, less installation losses. The data is applicable to the basic heli-
copter without any optional equipment which would appreciably affect lift, drag
or power available. The performance shown is based on (1) adherence to the
operational limitations shown in Section 1 of this manual, (2) the use of the
procedures described in Sections 2 and 3 of this manual and (3) periodic
engine power checks to assure minimum specification engine power output.
The performance at a weight lower than the lowest weight shown on any par-
ticular graph should be assumed to be no better than that at the lowest weight
shown. Performance extrapolation beyond the ranges shown in the graphs is
not permitted.
USING THE GRAPHS

The performance information is presented graphically and in the sequence in
which it would ordinarily be used. The introduction to each performance item
contains an example of graph usage. Additionally, each graph contains a pic-
togram showing the correct sequence of steps in graph usage. As aircraft per-
formance can be substantially affected by many factors (weight, altitude,
temperature, power levels, etc.), careful attention should be paid to the
explanatory text accompanying each graph to assure that the correct set of
factors are being used.
DENSITY ALTITUDE CHART

Enter the graph at the desired value of Outside Air Temperature (OAT), on the
horizontal axis. Proceed vertically until intercepting the desired value of Pres-
sure Altitude. Proceed left to read the resulting Density Altitude (in feet). Pro-
ceed right to read the corresponding value of the reciprocal of the square root
of the density ratio, which is used to calculate True Airspeed.

Performance Data Document N°
189G0290X002
Example:
At a Pressure Altitude of 6000 ft and an OAT of +15° C, determine the

corresponding Density Altitude.
Solution:
Enter Figure 4-1 at an OAT of +15° C. and proceed vertically until inter-
secting a Pressure Altitude of 6000 ft (sloping curves). From this point,
proceed left to read a Density Altitude of 7400 ft.

189G0290X002
Figure 4-1 Density/Altitude Chart

189G0290X002
Figure 4-2 Density/Altitude Chart (meters)

189G0290X002
CONVERSION FACTORS
This table is self-explanatory. The conversion from Metric System values to
Imperial System values, and vice-versa, is given for a number of useful flight
parameters.
Figure 4-3 Conversion Chart

189G0290X002

189G0290X002
AIRSPEED CALIBRATION
Calibration curves are presented for the pilot’s, co-pilot’s PFD and standby air-
speed indicators. Calibrated airspeed must be used in order to calculate cor-
rect values of the True Airspeed.
The size of the error depends on the value of the Indicated Airspeed. Enter the
graph, for the appropriate airspeed indicator, with the desired value of Indi-
cated Airspeed, and proceed vertically until intercepting the desired flight
regime. Proceed to the left to read the corresponding value of Calibrated Air-
speed. Use this value to calculate the corresponding True Airspeed, as
required.
Example:
On the Pilot’s PFD indicator, for the climb condition, determine the Cali-
brated Airspeed corresponding to an Indicated Airspeed of 100 kts.
Solution:
Use Figure 4-4. Enter the graph at an Indicated Airspeed of 100 kts and
proceed vertically until intersecting the climb curve. Proceed left and read
the corresponding Calibrated Airspeed of 100 kts.

189G0290X002
Figure 4-4 Pilot, Copilot and Standby Airspeed Calibration Curve

189G0290X002
ALTIMETER CORRECTION
The Indicated Altitude shown on the cockpit instruments is within ±30 ft (9 m)
altitude error throughout the speed range of the helicopter.
ENGINE POWER CHECKS

The purpose of the Engine Power Assurance Check is to provide a means of
monitoring engine health on an on-going basis. A HOVER power assurance
check procedure is provided to the operator. The procedure should be used to
check if the engine power available before Take-Off is within the limits estab-
lished for the legitimate use of the Rotorcraft Flight Manual performance.
POWER MARGIN TREND MONITORING

Record engine power assurance check values for engine power margin trend
monitoring purposes at flight hour intervals as defined in Section 1 Limitations.
HOVER POWER CHECK PROCEDURE

The following procedure is used to check engine performance before flight:
CAUTION
Observe all engine and transmission limits and aircraft operat-
ing limits during this check.
1. Position the aircraft into the prevailing wind to minimize hot gas inges-
tion.
2. Record date, aircraft serial number, aircraft hours, engine serial number
and engine hours.
3. Confirm that the HEATER switch is set to OFF and ENG 1 & 2 SOV
switches are NORMAL.
4. Set the barometric pressure to 1013 mb or 29.92 inches.
5. Confirm both the ENG MODE switches at FLT.
6. Apply collective to obtain Hover IGE at 7 ft.

189G0290X002
7. Maintain a fixed collective for one minute, then record the following data
from the Primary and Multi Function Display:
— Pressure Altitude
— OAT
— TQ
— ITT
8. On the appropriate figure plot readings for each engine as follows:
i) Enter the graph PAC Chart Part 1 Figure 4-5, with the recorded
torque value. Move horizontally to intercept the recorded altitude line
(interpolate between the curves, as necessary). Then drop vertically
to read the Corrected Torque value.
j) Select the PAC Chart Part 2 for the appropriate recorded pressure
altitude (Figure 4-6 to Figure 4-9 ). On the lower axis enter with the
Corrected Torque value found in a) and move vertically upward to
intercept the recorded OAT (interpolated between the curves, as nec-
essary). Then move horizontally left to read the ITT Max Tempera-
ture.
k) Compare the maximum allowable ITT values to the recorded ITT

value.
l) If the recorded ITT is less than the maximum allowable ITT, engine
condition is acceptable for flight.
m) The difference between maximum allowable ITT and recorded ITT is

called the Power Assurance Margin (PAM).
n) If the recorded ITT value is greater than the maximum allowable ITT
the performance in this RFM may not be achieved. Refer to EMM for
required actions.
Note
The PWR CHECK function on the MFD SYSTEM Engine Syn-
optic page is not reliable and should be disregarded.

Rev. 1
189G0290X002
Example:
A Hover IGE Engine Power Check procedure gave the following

recorded results:
— TQ = 97%
— OAT = 23 °C
— ITT = 786 °C
Solution:
Entering the Chart Part 1 Figure 4-5, on the left axis at 97%
aircraft torque, move horizontally right to intercept the Pressure Altitude
curve for 570 ft (interpolated between the 0 ft and the 1000 ft Hp lines).
Move vertically down to the Corrected Torque axis and read 94%.
Entering the -1000 ft Hp to 1000 ft Hp Chart Part 2 Figure 4-6 on the

Corrected Torque scale at 94% move vertically upwards to intercept the
23°C OAT line (interpolated between the 20°C and 25°C lines). Move left
horizontally to read the ITT MAX value of 835°C.
The recorded ITT value of 786°C is less than the maximum allowable
(835°C) so the engine is acceptable for flight.
The Power Assurance Margin (PAM) is calculated as:

835-786= 49°C.

Rev. 1
189G0290X002

AW189 RFM Section 4
Document Performance Data
N° 189G0290X002
CT7-2E1 PAC Pt 1 Indicated TQ vs Corrected TQ
Indicated TQ %
Corrected TQ %
Figure 4-5 GE CT7-2E1 Hover Power Check Chart Pt 1

Section 4 AW189 RFM
189G0290X002

AW189 RFM Section 4
N° 189G0290X002
CT7-2E1 PAC Pt 2 PAC HOVER/GROUND NR 102%

-1000 to 2000 ft Hp
ITT MAX °%
Corrected TQ %
Figure 4-6 GE CT7-2E1 Hover Power Check Chart Pt 2, Range

-1000 ft to 2000 ft Hp

Section 4 AW189 RFM
189G0290X002

AW189 RFM Section 4
N° 189G0290X002

2000 to 5000 ft Hp
ITT MAX °C
Corrected TQ %

2000 ft to 5000 ft Hp

Section 4 AW189 RFM
189G0290X002

AW189 RFM Section 4
N° 189G0290X002

5000 to 8000 ft Hp
ITT MAX °C
Corrected TQ %

5000 ft to 8000 ft Hp

Section 4 AW189 RFM
189G0290X002

AW189 RFM Section 4
N° 189G0290X002

8000 to 10000 ft Hp
ITT MAX °C
Corrected TQ %

8000 ft to 10000 ft Hp

Section 4 AW189 RFM
189G0290X002

189G0290X002
LOW SPEED MANOEUVRES IN QUARTERING FLIGHT

Satisfactory stability and control has been demonstrated for all azimuths
shown below for wind speed in accordance with the WAT curve in Figure 4-11
to Figure 4-18.
No limitation exists for headwind conditions (±10°).

OF WIND OF WIND
20 30 40 45 kts
-90° 90°
WIND
VELOCITY
-135° 135°
DIRECTION DIRECTION
OF WIND OF WIND
ICN-89-A-151000-A-A0126-04109-A-002-01

OGE Manoeuvres

189G0290X002

189G0290X002
Figure 4-11 WAT for HOGE Controllability AEO 5 min, Anti Ice OFF,
Heater OFF

189G0290X002
Figure 4-12 WAT for HOGE Controllability AEO 5 min, Anti Ice ON,
Heater OFF

189G0290X002
Heater ON

Rev. 4
189G0290X002
Heater ON

Rev. 4
189G0290X002
Heater OFF

189G0290X002
Heater OFF

189G0290X002
Heater ON

189G0290X002
Heater ON

189G0290X002
HEIGHT VELOCITY ENVELOPE
GENERAL
The traditional Height Velocity envelope has been replaced with the option of
a Safe Vertical Reject (up to 200 ft ALS) procedure and a Flyway procedure.
Each procedure has its specific WAT curve which permits the appropriate pro-
cedure to be carried out safely.
The decision of which technique to utilize, following an engine failure, will
depend on the environment around the aircraft such as landing site character-
istics, size, pilots view, hover height and obstacles within the escape exit.
The flyaway technique is recommended when the surrounding environment
permits, meanwhile the vertical reject should be considered the secondary
escape case when the flyaway procedure is not feasable.

The maximum gross weight which permits a safe vertical reject from a maxi-
mum height of 200 ft ALS is defined by the WAT Safe Vertical Reject charts
and Tables Figure 4-19 & Figure 4-22 .
The Vertical Reject procedure can be found in Section 3. See “Single Engine
Failure in Hover OGE Safe Vertical Reject Procedure” on page 3-21.
Example 1:
Determine the maximum weight that would permit a Safe Vertical Reject
following a single engine failure in hover OGE for the following ambient
conditions:
— OAT = +0° C
— Anti Ice OFF
— Heater OFF
Solution:
Using the WAT Safe Vertical Reject Chart Anti Ice OFF, Heater OFF/ON
Figure 4-19 , on the Pressure Altitude axis from 2000 ft move right to
intersect +0° C line. Drop down vertically to the GW axis for a weight of
7800 kg.

Rev. 1
189G0290X002
Therefore for the conditions in the example the maximum weight for a
safe vertical reject is 7800 kg.
SINGLE ENGINE FAILURE IN HOVER OGE FLYAWAY

The height loss during a single engine failure flyaway for combinations of
weight, altitude, temperature and airspeed indication is shown in the Charts
and Tables Figure 4-23 to Figure 4-33 for weights up to 8300 kg.
Note
For IAS indication below 20 KIAS a value of 0 KIAS must be
used in the charts/tables.
The charts/tables do not include any clearance height. If the hover height is
greater than the height loss indicated by the chart then a flyaway capability
exists and the Flyaway Procedure should be followed. It is the Pilots responsi-
bility to add any appropriate clearance height.
The Flyaway procedure can be found in Section 3. See “Single Engine Failure
in Hover OGE Flyaway Procedure” on page 3-22.
CAUTION
If the helicopter weight, at the time of engine failure, is less or
equal to the Hover OGE 2.5min OEI weight an engine failure in
the hover will result in no height loss provided that the pilot does
not intervene on the flight controls. VY must be achieved within
2.5 minutes.
In this case a vertical landing may also be accomplished within
2.5 minutes.
Note
The height loss indicated on charts, for ambient condition and
aircraft weight, guarantees that VFASS (50 KIAS) will be
achieved and a subsequent minimum Rate Of Climb of 150 fpm
at Vy is assured.

Rev. 2
189G0290X002
Example 2:
Determine the drop down height during a flyaway following a single

engine failure in hover OGE, for the following ambient conditions:
— Weight 8200 kg
— OAT = +0° C
— IAS = 0 KIAS & 20 KIAS
— Anti Ice OFF
— Heater OFF
Solution:
Using the Chart A Weight Factor Chart for Flyaway Computation Figure
4-23 , on the Pressure Altitude axis from 2000 ft move upwards to inter-
sect the +0° C line. Move right the 8200kg line (interpolated between the
7900 and 8300 lines) and from this point drop down vertically to the
Transfer Value of 8.05.
Using the Chart B Flyaway Height Loss for Anti Ice OFF, Heater OFF/
ON, Figure 4-24 , on the Pressure Altitude axis for 2000 ft move up to
intersect the 0 °C OAT line. From this point move right to intersect the air-
speed axis at 0 KIAS (Due to the unreliability of the airspeed system for
airspeeds below 20 KIAS the 0 KIAS line must be used). For the zero air-
speed condition continue horizontally right to intercept the Transfer Value
line previously calculated of 8.05 (interpolated between the 8.0 and 8.2
lines) and drop down vertically to the Height Loss axis to obtain 153 ft.
For the 20 KIAS airspeed condition from the 0 KIAS point move up and
right following parallel to the lines to intersect the 20 KIAS line. From this
point move horizontally right to intercept the Transfer Value line previ-
ously calculated of 8.05 (interpolated between the 8.0 and 8.2 lines).
From this point drop down vertically to the Height Loss axis to obtain
87 ft.
Therefore for the conditions in the example the drop down height after an
engine failure in Hover would be for 0 kts airspeed 153 ft and for a 20
KIAS airpeed 87 ft. So assuming a clearance height of 15 ft is required
the lowest safe hover height would be 168 ft ALS for 0 KIAS airpeed and
102 ft ALS for 20 KIAS airspeed.

Rev. 1
189G0290X002
Example 1A:
Determine the maximum weight that would permit a Safe Vertical Reject
following a single engine failure in hover OGE for the following ambient
conditions:
— OAT = +0° C
— Anti Ice OFF
— Heater OFF
Solution Using Tabulated Values:
Using the WAT Table for Safe Vertical Reject Chart Anti Ice OFF, Heater
OFF/ON Figure 4-20 , on the Pressure Altitude line for 2000 ft move right
to intersect +0° C column and a value of 7773 kg.
Therefore for the conditions in the example the maximum weight for a
safe vertical reject is 7770 kg.
Note
It is not unusual to have slightly different values between the
values given by the table and calculated from the charts. This is
due to rounding errors and graphical reproduction. If any differ-
ence is found the most conservative value should be used.
Example 2A:
Determine the drop down height during a flyaway following a single

engine failure in hover OGE, for the following ambient conditions:
— Weight 8200 kg
— OAT = +0° C
— IAS = 0 KIAS & 20 KIAS
— Anti Ice OFF
— Heater OFF
Page 4-35A Issue 1 FOR TRAINING ONLY EASA Approved

Rev 2
189G0290X002
Solution using Tabulated Values:
Using the Height Loss During Flyaway Table 7900 kg and 8300 kg, Anti
Ice OFF, Heater OFF/ON, Figure 4-29 page an interpolation between the
7900 kg values and the 8300 kg values will be required to obtain the cor-
rect values at the specified weight of 8200 kg.
On the 7900 kg table using the Pressure Altitude line of 2000 ft move
right to intersect the 0°C OAT column for a height loss of 121 ft.
Using the speed correction on the right for 20 KIAS read a value of -48 ft.
The flyaway height loss for 20 KIAS is therefore 121 ft-48 ft = 73 ft.
On the 8300 kg table using the Pressure Altitude line of 2000 ft move
right to intersect the 0°C OAT column for a height loss of 171 ft.
Using the speed correction on the right for 20 KIAS read a value of -77 ft.
The flyaway height loss for 20 KIAS is therefore 171 ft-77 ft = 94 ft.
For the 0 KIAS condition interpolating between 7900 kg with height loss
of 121 ft and 8300 kg with height loss of 171 ft the calculated height loss
for 8200 kg of 159 ft is obtained.
For the 20 KIAS condition interpolating between 7900 kg with height loss
of 73 ft and 8300 kg with height loss of 94 ft the calculated heigt loss for
8200 kg of 89 ft is obtained.
Therefore for the conditions in the example the drop down height after an
engine failure in Hover would be for 0 kts airspeed 159 ft and for a 20
KIAS airpeed 89 ft.
So assuming a clearance height of 15 ft is required the lowest safe hover
height would be 174 ft ALS for 0 KIAS airpeed and 104 ft ALS for
20 KIAS airspeed.
Note
It is not unusual to have slightly different values between the
values given by the table and that calculated from the charts.
This is due to rounding errors and graphical reproduction. If any
difference is found the most conservative value should be used.
EASA Approved FOR TRAINING ONLY Issue 1 Page 4-35B

Rev 2
189G0290X002
Figure 4-19 WAT for Safe OEI Vertical Reject, Anti Ice OFF,
Heater OFF/ON
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Figure 4-20 WAT Table for Safe OEI Vertical Reject, Anti Ice OFF,
Heater OFF/ON

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Figure 4-21 WAT for Safe OEI Vertical Reject, Anti Ice ON, Heater OFF/ON

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Figure 4-22 WAT Table for Safe OEI Vertical Reject, Anti Ice ON,
Heater OFF/ON

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AW189 RFM Section 4
N° 189G0290X002
Figure 4-23 Chart A Flyaway Transfer Value

Section 4 AW189 RFM
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AW189 RFM Section 4
N° 189G0290X002
Figure 4-24 Chart B Height Loss During Flyaway Anti Ice OFF,
Heater OFF/ON

Section 4 AW189 RFM
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AW189 RFM Section 4
N° 189G0290X002
Figure 4-25 Chart B Height Loss During Flyaway, Anti Ice On,
Heater OFF/ON

Section 4 AW189 RFM
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HOVER CEILING
The Hover Ceiling charts define the maximum weights at which an IGE hover
(at 7 ft (2.1 m) wheel height) or an OGE hover is possible for varying combina-
tions of Pressure Altitude, and OAT with main rotor speed at 102%. The charts
presented are for:
a) IGE with zero wind conditions.
b) IGE with wind controllability can be found in Section 1

Limitations.
c) OGE with Unfactored Headwind Benefit.

The Unfactored Headwind Benefit charts displays the full perfor-
mance increase resulting from the actual headwind component.
d) OGE with wind controllability can be found in Section 4

Low Speed Manouvres..
Note
Unless otherwise authorized by operating regulations, the pilot
is not authorized to credit more than 50 percent of the perfor-
mance increase resulting from the actual headwind component.
The charts for All Engines Operating AEO conditions are presented Take Off
Power (TOP) and Maximum Continuous Power (MCP) with Engine Anti Ice
OFF and ON and HEATER OFF and ON.
The charts for One Engine Inoperative (OEI) are presented for OEI 2.5 minute
power and OEI Maximum Continuous Power (OEI MCP) with Engine Anti Ice
OFF and ON and HEATER OFF and ON.

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189G0290X002
Figure 4-34 Hover Ceiling IGE at AEO 5 min, Anti Ice OFF, Heater OFF

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Figure 4-35 Hover Ceiling IGE at AEO 5 min, Anti Ice ON, Heater OFF

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Figure 4-36 Hover Ceiling IGE at AEO 5min Anti Ice OFF, Heater ON

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Figure 4-37 Hover Ceiling IGE at AEO 5 min, Anti Ice ON, Heater ON

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Wind Effect Unfactored

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Figure 4-40 Hover Ceiling OGE at MCP, Anti Ice OFF, Heater OFF,

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Figure 4-41 Removed

Rev. 2
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Figure 4-42 Hover Ceiling OGE 2.5 min OEI, Anti Ice OFF, Heater OFF,

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Figure 4-43 Hover Ceiling OGE at AEO 5min, Anti Ice ON, Heater OFF,

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Figure 4-44 Hover Ceiling OGE at AEO 30 min, Anti Ice ON, Heater OFF,

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Figure 4-45 Hover Ceiling OGE at MCP, Anti Ice ON, Heater OFF,

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Figure 4-46 Removed

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Figure 4-47 Hover Ceiling OGE 2.5 min OEI, Anti Ice ON, Heater OFF,

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Figure 4-50 Hover Ceiling OGE at MCP, Anti Ice OFF, Heater ON,

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Figure 4-51 Removed

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Figure 4-52 Hover Ceiling OGE 2.5 min OEI, Anti Ice OFF, Heater ON,

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Figure 4-55 Hover Ceiling OGE MCP AEO, Anti Ice ON, Heater ON,

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Figure 4-56 Removed

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Figure 4-57 Hover Ceiling OGE 2.5 min OEI, Anti Ice ON, Heater ON,

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TAKE-OFF AND LANDING CATEGORY B

The charts are presented for Hover IGE Take Off and Rolling Take Off and
Landing Performance.
The Weight-Altitude-Temperature graphs determine the maximum weight
allowable for each combination of altitude/temperature for Take Off and Land-
ing.
The Take Off distance chart (valid for the HIGE and Rolling Take Off WAT
charts) indicates the distance required for each combination of weight-altitude-
temperature to Take Off AEO and reach 50 KIAS at 50 ft (15 m) above the
Take Off surface using the procedure in Section 2.
The Landing distance chart (valid for the two CAT B WAT charts) indicates the
distance required for each combination of weight-altitude-temperature to land
OEI from 50 ft (15 m) at 40 KIAS when using the procedure for landing in Sec-
tion 2. The Landing distance is indicated in two parts, the distance required
from 50 ft (15 m) to touchdown and the braking distance after touchdown. The
total distance for landing is the summation of the two distances.
Note
Care should be taken, when using and interpolating between
the OAT curves, that the correct curves are being used.
Example 1:
The Take Off distance required for the following weight and ambient con-
ditions:
— Aircraft Weight = 8000 kg
— OAT = +22° C
— Engine Anti Ice OFF
— Heater OFF
— Zero Crosswind
Solution:
Using the WAT CAT B HIGE Take Off/Landing chart Figure 1-7 we see
that the aircraft weight and ambient conditions are within the allowable
weight for CAT B. Using chart Figure 4-58 on the Pressure Altitude axis

Rev. 2
189G0290X002
from 5000 ft move up to intersect the +22°C line (interpolated between

20°C and 30°C lines) move right to intercept the Gross Weight line of
8000 kg (interpolated between 7900 kg and 8100 kg lines) and drop ver-
tically to the distance of 145 m.
Therefore, from Take Off (HIGE or Rolling) to 50ft AGL a distance of

145 m is required.
Example 2:
The Landing distance required for the following weight and ambient con-
ditions:
— OAT = +30 °C
— Engine Anti Ice OFF, Heater OFF
Solution:
Using chart Figure 1-7 we see that the aircraft weight and ambient condi-
tions are inside the CAT B WAT curve so a CAT B landing is available.
Using the CAT B OEI/AEO Landing Distance chart Figure 4-62 on the
Pressure Altitude axis from 4000 ft move up to intersect the +30 °C line
(brown line 30 °C), then move right to intercept the 7900 kg Gross Weight
line. From this point drop vertically to the Distance to Touch down of
235 m. Using the Braking Distance chart Figure 4-63 on the Pressure
Altitude axis from 4000 ft move up to intersect the +30°C line (black line
30 °C), then move right to intercept the 7900 kg Gross Weight line. From
this point drop vertically to the Braking Distance of 203 m.
Summing the two values give a total landing distance from 50 ft to Stop of
438 m.

Rev. 1
189G0290X002
Example 3:
The Take Off distance required for the following weight and ambient con-
ditions:
— OAT = +20° C
— Engine Anti Ice OFF
— Heater OFF
— Zero Crosswind
Solution:
Using the WAT CAT B HIGE Take Off/Landing chart Figure 1-7 we see
that the aircraft weight and ambient conditions are within the allowable
weight for CAT B. Using chart Figure 4-58 on the Pressure Altitude axis
for 2000 ft we can see that the +20°C would be intersected below the x
axis. Therefore, we need to just move right along the x axis to intercept
the y axis of the distance graph at the minumum distance of 100 m (330
ft).
Therefore, from Take Off (HIGE or Rolling) to 50ft AGL a distance of

100 m is required.
This distance is also applicable for any aircraft weight with the ambient
conditions specified.
EASA Approved FOR TRAINING ONLY Issue 1 Page 4-82A

Rev 2
189G0290X002
Page 4-82B Issue 1 FOR TRAINING ONLY EASA Approved

Rev 2
AW189 RFM Section 4
N° 189G0290X002
Figure 4-58 CAT B Take-Off Distance, Anti Ice OFF, Heater OFF

Section 4 AW189 RFM
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AW189 RFM Section 4
N° 189G0290X002
Figure 4-59 CAT B Take-Off Distance, Anti Ice OFF, Heater ON

Section 4 AW189 RFM
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AW189 RFM Section 4
N° 189G0290X002
Figure 4-60 CAT B Take-Off Distance, Anti Ice ON, Heater OFF

Section 4 AW189 RFM
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AW189 RFM Section 4
N° 189G0290X002
Figure 4-61 CAT B Take-Off Distance, Anti Ice ON, Heater ON

Section 4 AW189 RFM
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AW189 RFM Section 4
N° 189G0290X002
Figure 4-62 CAT B Landing Distance, Anti Ice OFF, Heater OFF

Section 4 AW189 RFM
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AW189 RFM Section 4
N° 189G0290X002
Figure 4-63 CAT B Braking Distance, Anti Ice OFF, Heater OFF

Section 4 AW189 RFM
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AW189 RFM Section 4
N° 189G0290X002
Figure 4-64 CAT B Landing Distance, Anti Ice ON, Heater OFF

Section 4 AW189 RFM
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AW189 RFM Section 4
N° 189G0290X002
Figure 4-65 CAT B Braking Distance, Anti Ice ON, Heater OFF

Section 4 AW189 RFM
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189G0290X002
RATE OF CLIMB
The climb performance shown is based on flight test results and covers a
range of gross weights from 5500 kg to the Maximum Gross Weight of 8300
kg. Rate of Climb performance is given for All Engines Operating (AEO) condi-
tions and for One Engine Inoperative (OEI) conditions with the datum speed
for all rate of climb graphs at 80 KIAS.
The AEO conditions consider rate of climb available with the engines operat-
ing at the 5 minute Power Rating limit and at the 30 minute Power Rating limit
with Anti Icing OFF and ON.
The OEI conditions consider rate of climb available with the engines operating
at the 2.5 min rating limit and Maximum Continuous Power (MCP) Rating lim-
its with the Anti Ice OFF and ON.
Note

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Figure 4-66 ROC at AEO 5 min, Gross Weight 5500 kg, Anti Ice OFF,
Heater OFF

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Heater OFF

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Heater OFF
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Heater OFF

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Heater OFF

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Heater OFF

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Figure 4-72 ROC at AEO 5 min, Gross Weight 7900 kg, Anti Ice OFF
Heater OFF

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Figure 4-73 ROC at AEO 5 min, Gross Weight 8300 kg, Anti Ice OFF
Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Figure 4-82 ROC at 2.5 min OEI, GW 5500 kg,Anti Ice OFF
Heater OFF

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Figure 4-83 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice OFF
Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Figure 4-90 ROC at OEI MCP, GW 5500 kg, Anti Ice OFF
Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Figure 4-98 ROC at AEO 5 min, Gross Weight 5500 kg,


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Figure 4-101 ROC at AEO 5 min, GW 6700 kg, Anti Ice OFF,
Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Figure 4-114 ROC at 2.5 min OEI, GW 5500 kg, Anti Ice OFF,
Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Figure 4-122 ROC at MCP OEI, GW 5500 kg, Anti Ice OFF,
Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Figure 4-129 ROC at MCP OEI, GW 8300 kg, Anti Ice OFF, Heater ON

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Figure 4-130 ROC at AEO 5 min, Gross Weight 5500 kg, Anti Ice ON,
Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Figure 4-143 ROC at AEO 30 min, Gross Weight 7500 kg, Anti Ice ON
Heater OFF

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Heater OFF

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Heater OFF

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Figure 4-146 ROC at 2.5 min OEI, GW 5500 kg, Anti Ice ON,
Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Figure 4-154 ROC at OEI MCP, GW 5500 kg, Anti Ice ON,
Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Heater OFF

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Figure 4-162 ROC at AEO 5 min, GW 5500 kg, Anti Ice ON,
Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Figure 4-186 ROC at MCP OEI, GW 5500 kg, Anti Ice ON,
Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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Heater ON

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NOISE CHARACTERISTICS
The following noise levels comply with ICAO Annex 16 Vol 1, Chapter 8
Amdt 10, “Aircraft Noise”.
Model: AW189 General Electric GE CT7-2E1

Gross Weight 8300 kg
Configuration Level Flyover Take Off Approach

EPNL (EPNdB) EPNL (EPNdB) EPNL (EPNdB)
Clean aircraft 102% NR 102% NR 102% NR

No external
kits installed 95.2 91.3 99.1

Document N°
189G0290X0002
SECTION 5
OPTIONAL EQUIPMENT SUPPLEMENTS
Page
INTRODUCTION .....................................................................................................................5-1
LIST OF SUPPLEMENTS .................................................................................................... 5-2A
OPTIONAL EQUIPMENT INCOMPATIBILITY/RESTRICTIONS ............................................5-3
PERFORMANCE CORRECTION AFTER KIT INSTALLATION .............................................5-5
CAT B OPERATIONS.......................................................................................................5-5
FLYAWAY FROM HOVER ...............................................................................................5-5

Rev. 3
List of figures Document N°
189G0290X002
LIST OF FIGURES
Figure Page
Figure 5-1 Correction Table for Installed Kits............................................................... 5-8
Figure 5-2 AEO Rate of Climb Reduction Chart .......................................................... 5-9
Figure 5-3 OEI Rate Of Climb Reduction Chart......................................................... 5-10
Figure 5-4 Kit Effect for CAT B Procedures ................................................................5-11

Rev. 3
Document N° Optional Equipment
189G0290X002 Supplements
SECTION 5
INTRODUCTION
This section contains the supplements for the optional equipment installed on
the AW189 helicopter.
It is the responsibility of the flight crew to be familiar with the contents of this
document.
FOR TRAINING ONLY Issue 1 Page 5-1

Optional Equipment Document N°
Supplements 189G0290X002
Page 5-2 Issue 1 FOR TRAINING ONLY

Rev. 3
LIST OF SUPPLEMENTS
The Rotorcraft Flight Manual Supplement for each optional equipment must
be carried in the aircraft whenever the optional equipment is installed on the
aircraft.
Supplement Name of equipment P/N

No.
1 Air Conditioning System 8G2150F00111
2 Forced Ventilation System 8G2120F00111
3 IFR/VFR Night Single Pilot -

Operations
4 Category A Operations -
5 External Hoist Operations 8G2591F00111

(Goodrich)
6 Ditching Configurations 8G9560F00111

8G9560F00211
8G2560F00511
7 Forward and Auxiliary 4F2810F00212

Fuel Tanks 8G2810F00111
8 Traffic Advisory System II -

(TCAS II)
9 Helicopter Terrain Awareness and 8G3440F00211

Warning System (HTAWS)
10 Synthetic Vision System 8G9300F00111
11 Weather Radar RDR-1600 8G3441F00111
12 Digital Map System 8G3460F00111
FOR TRAINING ONLY Issue 1 Page 5-2A

Rev. 4
Supplement Name of equipment P/N

No.
13 “Green” Configuration for Ferry -

Flight
14 Night Vision Goggle Operations -
15 Crash Position Indicator with 8G2560F00311

Deployable ELT
16 Double External Hoist Operations 8G2591F00311

(Goodrich)
17 Radar Telephonics RDR-1500B+ 8G9370F00111
18 Star Safire 380 HD FLIR 8G9350F00211
19 Trakkabeam A800 Searchlight 8G3340F00811
20 Heated Windshield System 8G5610F00211
21 Weight Extension 8600 kg -
22 Extended Range -
23 Cabin Bubble Windows 8G5620F00111
24 Automatic Search Modes 8G2210F00111
25 Radio Equipment Rockwell 8G2310F00311

Collins HF-9000 8G2310F00611
26 Cabin Extension 8G2550F00411

8G2520F01511
27 Reserved
28 External Public Address System 8G2350F01111
Page 5-2B Issue 1 FOR TRAINING ONLY

Rev. 4
OPTIONAL EQUIPMENT INCOMPATIBILITY/RESTRICTIONS

For full details of of AW189 Supplement compatibility refer AW189 Kit Com-
patibility Handbook Doc No 189G0000A002.
The following table shows for each Supplement:
— the optional equipments which cannot be installed due to physical or func-

tional incompatibility.
— the optional equipments whose installation is a mandatory requirement or

causes restrictions to limitations or performance. Detailed information can
be found in the Supplement.

Rev. 2

Rev. 3
Supple- Name of equipment Incompati- Restrictions

ment bility (Supp)
No. (Supp)
1 Air Conditioning System 2 None
2 Forced Ventilation System 1 None
3 IFR/VFR Night Single Pilot None 8

Operations
4 Category A Operations None None
5 External Hoist Operations (Goodrich) 16,21,22 None
6 Ditching Configurations None None
7 Forward and Auxiliary 22 None

Fuel Tanks
8 Traffic Advisory System II None 3

(TCAS II)
9 Helicopter Terrain Awareness and None None

Warning System (HTAWS)
10 Synthetic Vision System None None
11 Weather Radar RDR-1600 17 None
12 Digital Map System None None
13 “Green” Configuration for Ferry Flight None None
14 Night Vision Goggle Operations* None None
15 Crash Position Indicator with None None

Deployable ELT

Rev. 4
Supple- Name of equipment Incompati- Restrictions

ment bility (Supp)
No. (Supp)
16 Double External Hoist Operations 5 22

(Goodrich)
17 Radar Telephonics RDR-1500B+ 11 22
18 Star Safire 380 HD FLIR None None
19 Trakkabeam A800 Searchlight None 22
20 Heated Windshield System None None
21 Weight Extension 8600 kg 5 None
22 Extended Range 5,7 17,19,25
23 Cabin Bubble Windows None None
24 Automatic Search Modes None 5
25 Radio Equipment Rockwell None 22

Collins HF-9000
26 Cabin Extension None None
27 Reserved
28 External Public Address System None None
* See Report 189G3360A001 AW189 NVG Compatibitily Reference

Hand-book for complete list.

Rev. 4
PERFORMANCE CORRECTION AFTER KIT INSTALLATION

When Optional Supplement kits are fitted that effect the external profile or
reduce the engine power available the aircraft performance is effected. This
effect takes the form of a reduction in climb rate for CAT A and CAT B opera-
tion and may require a weight reduction.
The effect on CAT A performance can be found in Supplement 4 Category A
Operations.
CAT B OPERATIONS
The Table in Figure 5-1 shows the Drag Factor which is used with the AEO
and OEI ROC Reduction for Installed Kit charts (Figure 5-2 and Figure 5-3) to
obtain the reduction that must be applied to the Rate of Climb (ROC) charts for
the aircraft weight. The ROC charts are found in the Basic RFM Section 4 Per-
formance Data, or appropriate Supplement, and the ROC reduction figures
calculated are applied to correct the ROC values when kit are installed.
Figure 5-1 also includes the maximum Rate of Climb Reduction value applica-
ble for each kit which can be used as a quick check to see if the Rate of Climb
could reduce to below the minimum required of 150 ft/min for CAT B operation
with Maximum Continuous power. The value is conservative and can be used
instead of calculating the ROC Reduction from the charts.
If the minimum ROC found is determined to be less than 150 ft/min then
Figure 5-4 Kit Effect for CAT B Procedures chart may be used to calculate the
reduction in weight necessary to recover the minimum ROC to 150 ft/min.
If more than one kit is installed the Drag Factor for the kits installed must be
added together to give the Drag Factor for the combination installed.
Optional kits not listed in the table do not have an effect on climb performance.
FLYAWAY FROM HOVER

During the flyaway condition the height loss is not affected by the addition of
kits.To assure the minimum rate of climb of 150 fpm the MCP OEI ROC chart,
for the weight being used, must be checked for the Drag Factor of the kits
installed. The correction, as explained for the CAT B OEI ROC above, must be
applied. If the minimum ROC cannot be achieved then a weight reduction will
be required for the flyaway.

Rev. 3
EXAMPLE 1:
Determine the Rate of Climb All Engine Operative (AEO) at the 30 min rating
and OEI MCP rating with the helicopter at a weight of 7500 kg and flying at
3000 ft Hp with 10°C OAT, A/ICE OFF and Heater ON.
The Double Hoist Supplement 16 and FLIR Supplement 18 are installed.
Solution:
Using the table in Figure 5-1 the combined Drag Factor from the Double Hoist
and FLIR installations is:
0.30 + 0.25 = 0.55 Drag Factor
Also the maximum ROC reduction from the table will be:
for AEO conditions -40 + -35 = -75 ft/min
for OEI conditions -45 + -40 = -85 ft/min
If a more accurate value of the ROC reduction is required we can enter Figure
5-2 AEO ROC Reduction on the Drag Factor axis with a value of 0.55, move
up vertically to intercept the 7500kg line then move horizontally left to the ROC
Reduction axis for a value of -60 ft/min.
The same procedure can be carried out for Figure 5-3 OEI ROC Reduction to
obtain a value of -60 ft/min.
The clean aircraft ROC charts in the Basic RFM for 7500 kg A/ICE OFF and
Heater ON are used to define the basic aircraft ROC as follows:
AEO 5 min Figure 4-103 ROC 2340 ft/min
MCP OEI Figure 4-127 ROC 460 ft/min
Correcting these values for the kits installed we get:
AEO 5 min 2340 - 60 = 2280 ft/min at 7500 kg
MCP OEI 460 - 60 = 400 ft/min at 7500 kg
As the OEI ROC value is not below the minimum required of 150 ftmin for CAT
B operation no weight reduction is required for these conditions.

Rev. 3
EXAMPLE 2:
Determine the Rate of Climb All Engine Operative OEI at the MCP rating with
the helicopter at gross weight of 8600 kg and flying at 3000 ft Hp with
-30°C OAT, A/ICE ON and Heater ON.
The Double Hoist Supplement 16, FLIR Supplement 18 and Trakka Search-
light Supplement 19 are installed.
Solution:
Using the table in Figure 5-1 the combined Drag Factor from the Double Hoist
FLIR and Searchlight installations is:
0.30 + 0.25 + 0.15= 0.7 Drag Factor
Also the maximum ROC reduction from the table for OEI conditions is:
-45 + -40 + -30 = -115 ft/min
If a more accurate value of the ROC reduction is required we can enter Figure
5-3 OEI ROC Reduction on the Drag Factor axis with a value of 0.7, move up
vertically to intercept the 8600 kg line then move horizontally left to the ROC
Reduction axis for a value of -65 ft/min.
The clean aircraft ROC charts for 8600 kg are found in Supplement 21 Weight
Extension 8600 kg. The OEI MCP chart for A/ICE ON and Heater ON,
Figure S21-86 is used to obtain a ROC of 190 ft/min.
Correcting this value for the kits installed:
190 - 65 = 125 ft/min
As this is below the minimum ROC of 150 ft/min to respect the CAT B climb
requirements, by 25 ft/min, the aircraft weight must be modified to meet the
ROC minimum.
Using the chart in Figure 5-4 Optional Kit Effect for CAT B we enter the ROC
to Recover the Minimum Performance axis at 25 ft/min move up vertically to
intercept the 8600 kg line then move left horizontally to the Weight Reduction
axis for a value of 140 kg.
Therefore the aircraft GW must be reduced to 8460 kg to recover the minimum
ROC to 150 ft/min.

Rev. 3
To confirm a minimum ROC is available interpolation between the ROC at

8600 kg = 190 ft/min (from above) and from the Basic RFM ROC at 8300 kg
Figure 4-123 of 280 ft/min is required.
8600-8300 8460 - 8300
-------------- = ------------------
280-190 280 - X
X = 238 ft/min
Therefore the OEI MCP power ROC for the basic aircraft at 8460 kg and the
ambient conditions of 3000 ft Hp and -30°C is 238 ft/min
Correcting this for the kits installed we have
238 - 65 = 175 ft/min,
The minimum ROC is respected at the lower weight.
Drag Factor for Optional Kit

(only Kit with effect on Performance are reported)
DROC DROC
Drag
Kit P/N Sup. AEO OEI
Factor ft/min ft/min
Single Hoist 8G2591F00111 5 0.25 -35 -40
Double Hoist 4G2591F00311 16 0.30 -40 -45
Flir Safire 380 HD 8G9350F00211 18 0.25 -35 -40
Trakka Searchlight 8G3340F00811 19 0.15 -27 -30
Bubble Windows 8G5620F00111 23 0.10 -18 -20
189G1580A001 Rev.C ICN-89-A-154000-G-A0126-00005-A-01-1
Figure 5-1 Correction Table for Installed Kits

Rev. 3
AEO ROC REDUCTION

for DRAG FACTOR
200
1
0.9
0.8
150
00 7 100 6 900
0 50 00
5
7
0.7
63 0
0
00
0
55
90 7
R oC reduc tion - [ft/min]
R oC reduc tion - [m/s ]

0.6
83
100 0.5
00
86
0.4
0.3
50
0.2
GW - [kg]
______
0.1
0 0
0 0.5 1 1.5
Drag Factor
189G1580A001 Rev.C ICN-89-A-155300-G-A0126-00002-A-01-1
Figure 5-2 AEO Rate of Climb Reduction Chart

Rev. 3
OEI ROC REDUCTION

for DRAG FACTOR
250
1.2
1.1
200
1
0.9
00 0 0 0 0 00
0.8
R oC reduc tion - [ft/min]
67 6 3 5 9 55
R oC reduc tion - [m/s ]

150
0.7
00
71 00
5
7 0 0.6
0
79 00
8 3
100 0.5
00
86
0.4
0.3
50
0.2
GW - [kg]
______
0.1
0 0
0 0.5 1 1.5
Drag Factor
189G1580A001 Rev.C ICN-89-A-155300-G-A0126-00001-A-01-1
Figure 5-3 OEI Rate Of Climb Reduction Chart

Rev. 3
CAT.B
ROC to RECOVER MINIMUM PERFORMANCE
vs
WEIGHT REDUCTION
400
830 0 kg
360
860
0
0
0
00
00
750
790
710
00
63
67
59
GW
320
280
240
Weight Reduction [kg]
200
160
120
80
40
0
0 20 40 60 80 100 120 140 160
ROC to recover Minimum Performance 150 ft/min
189G1580A001 Rev.C ICN-89-A-155004-G-A0126-00007-A-01-1
Figure 5-4 Kit Effect for CAT B Procedures

Rev. 3
This Page Intentionally Left Blank

Rev. 3
AW189 - RFM Supplement 1
Document N° Air Conditioning
189G0290X002 System
The information contained in this document supplements the

information of the basic Rotorcraft Flight Manual.
For limitations, procedures and performance data not contained
in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 1
AIR CONDITIONING SYSTEM

P/N 8G2150F00111
ISSUE 1 : 31 JANUARY 2014

REVISION 1 : 18 DECEMBER 2014
EASA Approved FOR TRAINING ONLY Issue 1

Supplement 1 AW189 - RFM
Air Conditioning Document N°
System 189G0290X002
Issue 1 FOR TRAINING ONLY EASA Approved

189G0290X002 System
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
31 January 2014.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1 and S1-10 EASA Approval
N° 10051720
dated 18 December 2014

System 189G0290X002

189G0290X002 System

Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S1-i and S1-ii 0

S1-1 thru S1-9 0
S1-10 1
S1-11 and S1-12 0

System 189G0290X002

189G0290X0002 System
SUPPLEMENT 1
AIR CONDITIONING SYSTEM
TABLE OF CONTENTS
Page

GENERAL INFORMATION ...................................................................................S1-1
FORCED VENTILATION ............................................................................................... S1-1
HEATING ....................................................................................................................... S1-1
AIR CONDITIONING KIT............................................................................................... S1-2
SECTION 1 - LIMITATIONS
WEIGHT AND CENTRE OF GRAVITY LIMITATIONS..........................................S1-5
APU AIR CONDITIONING SYSTEM LIMITATIONS .............................................S1-5
SECTION 2 - NORMAL PROCEDURES

ENGINE PRE-START CHECK ..............................................................................S1-6
AFTER APU START..............................................................................................S1-6
AFTER ENGINE START........................................................................................S1-7
DEMISTING COCKPIT TRANSPARENCIES........................................................S1-7
ADVISORY CAPTION DEFINITION ......................................................................S1-8
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES

MALFUNCTION PROCEDURES...........................................................................S1-9
VENT FAN FAILURE ..................................................................................................... S1-9
HEATER FAILURE ..................................................................................................... S1-10
AIR CONDITIONER FAILURE..................................................................................... S1-11
SECTION 4 - PERFORMANCE ...........................................................................S1-12
FOR TRAINING ONLY Issue 1 Page S1-i

System 189G0290X002
LIST OF FIGURES
Figure Page
Figure S1-1 AIR COND/HEATER Control Panel........................................................... S1-3
Figure S1-2 Ventilation, Heating and Air Conditioning installations .............................. S1-4
Page S1-ii Issue 1 FOR TRAINING ONLY

189G0290X002 System
GENERAL INFORMATION
Installation of the Air Conditioning System (AIR COND) kit permits automatic
cooling of the air to control the temperature and humidity environment, inde-
pendently for cockpit and cabin.
The kits consists of two vapour cycle cooling systems (VCS) mounted on the
upper deck, one VCS for the cockpit and one for the cabin. The system is con-
nected to the basic aircraft ventilation and heating system ducting. The kit also
contains modifications to the basic ventilation system incorporate evaporator
and fans in the cockpit behind the instrument panel and above the cabin roof.
Both the systems draw external ambient air and cockpit/cabin air which is
mixed and distributed via the cockpit and cabin vents. (Figure S1-1). All the
necessary temperature sensors, fan motor safety systems, cockpit indications
and system operations are controlled by the control box and selection is by the
cockpit control panel mounted in the interseat console (Figure S1-2).
The following operations are available from the cockpit control panel:
FORCED VENTILATION
With the AIR/COND/HEATER rotary switch selected OFF and the VENT
CREW FAN and PAX FAN selected OFF external ambient air enters the cock-
pit and cabin due to the ram air pressure. By selecting the CREW FAN and
PAX FAN to LOW or HIGH air is forced into the respective zone through the
vents.
Operation of the VENT FANs is indicated by a FWD VENT and AFT VENT
advisory message.
HEATING
Selecting the AIR COND/HEATER rotary switch to APU or ENG the heating
system is activated using the bleed air from either the APU or engines. The
hot bleed air is mixed with ambient and recirculated air and enters the cockpit
and cabin ventilation system. The heated air enters uses the ram air pressure
or, if required, the CREW and PAX FAN selections can used to increase the
amount of hot air air entering. The temperature is automatically controlled
when the rotary is in AUTO and the temperature controlled by the position of
the rotary selector from WARM to COLD.
If the rotary switch is selected to the MAN HTR position the heating air supply
temperature is controlled manually by the pilot by ‘beep’ the rotary switch to
the + or - positions which manually opens or closes the temperature control
valve (TCV) to regulate the heating air supply temperature of the hot air enter-
ing the ventilation system.
EASA Approved FOR TRAINING ONLY Issue 1 Page S1-1

System 189G0290X002
Care should be taken when using the manual setting as the adjustment is very
sensitive. It is recommended that short beeps are used, then the system left to
stabilize the temperature before adjusting again. (Approximately a 3 second
beep to + would fully open the TCV giving maximum temperature and,
depending on conditions, could cause an overheat and automatic shut down).
Selecting the AIR COND/HEATER rotary to APU with the APU bleed valve
(APU SOV) in NORMAL position (default position when panel de-powered)
the APU bleed valve position is controlled automatically. Selecting the APU
SOV switch to CLOSE the valve can be manually closed. The APU SOV only
functions when the aircraft is on the ground, In flight the APU is inhibited and
the APU SOV is automatically closed.
Selecting the AIR COND/HEATER rotary to ENG the ENG 1 SOV and ENG 2
SOV switches selected to NORMAL (default position when panel de-powered)
the engine bleed valves are controlled automatically and, in case of engine
failure, both bleed valves will close automatically. However, if required, the
bleed valve on the non failed engine may be opened manually by selecting
OVERRIDE with an associated reduction in aircraft performance.
Operation of the Heater System is indicated by a HEATER ON advisory mes-
sage.
AIR CONDITIONING KIT

Selecting the AIR COND/HEATER rotary switch to AIR COND selects the air
conditioning systems on. Cold air from the VCS is mixed with ambient and
recirculated air and enters the ventilation system.
The CREW and PAX FAN selections must be set to LOW or HIGH when the
AIR COND is selected (or the associated system will remain OFF) to control
the cooled air entering the cockpit and cabin. The temperature is controlled by
the AUTO rotary switch position. (the MAN HTR position has no effect when in
AIR COND).
Operation of the Air Conditioning System is indicated by a AIR COND ON
advisory message.
Malfunction of the HEATER or AIR COND systems are indicated on the CAS
by caution messages.
Page S1-2 Issue 1 FOR TRAINING ONLY EASA Approved

189G0290X002 System
ICN-89-A-155000-A-A0126-04137-A-001-01
Figure S1-1 AIR COND/HEATER Control Panel

System 189G0290X002
HP BLEED AIR SYSTEM
CABIN DISTRIBUTION
UPPER DECK
VCS INSTALLATION
COCKPIT VCS AND

DISTRIBUTION
HEATING DISTRIBUTION
ICN-89-A-155000-A-A0126-04158-A-001-01
Figure S1-2 Ventilation, Heating and Air Conditioning installations

189G0290X002 System
WEIGHT AND CENTRE OF GRAVITY LIMITATIONS

After environmental control system installation the new empty weight and CG
must be determined.
APU AIR CONDITIONING SYSTEM LIMITATIONS

The APU Generator alone can only be used to supply one AIR COND condi-
tioning system, either Cockpit or Cabin. To achieve this the VENT fans on one
of either CREW or PAX must be selected to OFF.
If at least one engine generator is functioning with the APU Generator then
both conditioning systems may be operated together.

System 189G0290X002
ENGINE PRE-START CHECK

AIR COND/HEATER control panel
1. AIR COND/HEATER rotary switch — OFF
2. APU, ENG 1 & 2 SOV — Confirm NORMAL
3. VENT CREW & PAX FANs — As required
AFTER APU START

1. AIR COND/HEATER rotary switch — As required.
• Select APU for HEATER and con-

firm HEATER ON advisory illumi-
nates.
• Select AIR COND for cooling con-

firm AIR COND ON advisory illu-
minates.
2. Temperature control — As required.
3. VENT CREW & PAX FAN — As required (FWD VENT and AFT
VENT advisory illuminates when
fan ON).
For AIR COND only one fan must
be selected.

189G0290X002 System
AFTER ENGINE START

1. AIR COND/HEATER rotary switch — As required.
• Select ENG for HEATER and con-

nates.
• Select AIR COND for cooling con-

firm AIR COND ON advisory illu-
minates.
fan ON).
DEMISTING COCKPIT TRANSPARENCIES

1. AIR COND/HEATER — Select temperature control rotary

selector to MAN HTR.
2. Temperature control — Beep to + to increase airflow and

temperature as necessary.
Note
Holding the + for more than 3 seconds will fully open the TCV
and may cause system overheat and shutdown.
3. VENT CREW FAN — Select HIGH and direct front vents

towards side windows to increase
airflow if required.

System 189G0290X002
ADVISORY CAPTION DEFINITION

AIR COND ON Cockpit and Cabin Air Conditioning

system switched ON
AFT VENT Cabin fan switched ON
FWD VENT Cockpit fan switched ON
HEATER ON Heater switched ON

189G0290X002 System
SECTION 3 - EMERGENCY AND

VENT FAN FAILURE
VENT FAIL


On failed VENT fan

minutes select HIGH

- Confirm, by checking - Confirm, by checking

airflow, at least one airflow, at least one
of the two cockpit of the two cabin fans
fans is operating, is operating, if not
if not select select PAX FAN OFF
CREW FAN OFF and and consider
open cockpit storm opening cockpit
window(s) as necessary storm window(s)
Note
Be aware that failure of the ventilation fans with the AIR COND
system operative may cause the AIR COND to fail after several
minutes, in which case switch the associated VENT FAN to
OFF.

System 189G0290X002
VENT FAN FAILURE (CONT)
Note
HEATER FAILURE
HEATER FAIL

Note

Rev. 1
189G0290X002 System
AIR CONDITIONER FAILURE
FWD(AFT) COND FAIL
CREW (PAX) air conditioner failure
- Confirm CREW(PAX) VENT FAN

selection at LOW or HIGH
If caution remains
- Switch OFF the AIR COND and leave
for minimum of 4 minutes.
Switch to AIR COND again
If caution re-appears
- Select CREW(PAX)
VENT FANS OFF

System 189G0290X002
SECTION 4 - PERFORMANCE
The air conditioning system has no effect on aircraft Performance.
The heating system effect on Performance can be found in the Basic RFM.

Document N° Forced Ventilation
189G0290X002 System

SUPPLEMENT 2
FORCED VENTILATION SYSTEM

P/N 8G2120F00111
ISSUE 1 : 31 JULY 2014


Forced Ventilation Document N°
System 189G0290X002

189G0290X002 System
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 EASA Approval
N° 10050078
dated 31 July 2014
1 Title, pages A-1, B-1, S2-3 and S2-8 EASA Approval
N° 10051720

System 189G0290X002

189G0290X002 System

Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S2-i and S2-ii 0

S2-1 and S2-2 0
S2-3 1
S2-4 thru S2-7 0
S2-8 1
S2-9 and S2-10 0

System 189G0290X002

SUPPLEMENT 2
TABLE OF CONTENTS
Page

GENERAL INFORMATION ...................................................................................S2-1
FORCED VENTILATION ............................................................................................... S2-1
HEATING ....................................................................................................................... S2-1
WEIGHT AND CENTRE OF GRAVITY LIMITATIONS..........................................S2-5

ENGINE PRE-START CHECK ..............................................................................S2-5
AFTER APU START..............................................................................................S2-5
AFTER ENGINE START........................................................................................S2-6
DEMISTING COCKPIT TRANSPARENCIES........................................................S2-6
ADVISORY CAPTION DEFINITION ......................................................................S2-7

MALFUNCTION PROCEDURES...........................................................................S2-8
VENT FAN FAILURE ..................................................................................................... S2-8
HEATER FAILURE ....................................................................................................... S2-9

System 189G0290X002
LIST OF FIGURES
Figure Page
Figure S2-1 Forced Ventilation and HEATER Control Panel......................................... S2-3
Figure S2-2 Ventilation and Heating Installations (Example) ........................................ S2-4

189G0290X002 System
GENERAL INFORMATION
Installation of the Forced Air Ventilation System kit permits the maximum ven-
tilation air to be circulated in the cockpit and cabin. This system, when
installed with the aircraft heating system, is the most basic environmental con-
ditioning system available for the AW189. The forced air ventilation system
uses two fresh air flapper valves to introduce ambient air into the cockpit and
one flapper valve for the cabin.
The cockpit control panel (Figure S2-1) mounted in the interseat console is
NVG compatible and in normal operation remains ‘black’. When any pushbut-
ton is selected manually a green caption in the pushbutton is illuminated. The
following operations are available from the panel:
FORCED VENTILATION
With the HEATER rotary switch selected OFF the forced air ventilation system
is operated by the VENT selection. When CREW FAN and PAX FAN are
selected OFF the fans are inoperative. By selecting the CREW FAN and PAX
FAN to LOW or HIGH the flapper valves open and air is forced into the respec-
tive zone through the vents.
By selecting the PAX FAN to EXT AIR the cabin flapper valve opens but the
fans remain inoperative so the cabin is ventilated by ram air effect only.
The EXT AIR pushbutton, when selected, forces the cockpit flapper valves
open regardless of the HEATER and CREW FAN switch selection. The green
OPEN caption illuminates in the pushbutton.
Operation of the VENT FANs is indicated by a FWD VENT and AFT VENT
advisory message.
HEATING
Selecting the HEATER rotary switch to APU or ENG the heating system is
activated using the bleed air from either the APU or engines. The cockpit flap-
per valves are closed when HEATER is selected to ENG or APU whilst the
cabin flapper valves remains controlled by the PAX FAN switch.
For heating, hot bleed air, controlled by the TCV, and external ambient air,
drawn in from the ambient air inlet on the left side of the aircraft fuselage,
mixed in the jet pump and enters the heating distribution system to be sup-
plied to the cabin and cockpit outlets.

System 189G0290X002
In the cabin the heated air is ducted under the cabin floor and fed to outlets at
floor level in the forward and aft corners of the cabin. (the cabin heating supply
is totally separate from the cabin ventilation supply which provides outside
ambient air only via the cabin roof outlets.
In the cockpit the heated air is ducted under the cabin floor and fed into the
cockpit ventilation distrubution system. The CREW FAN can be selected to
boost the hot air flow for demisting. Selecting the EXT AIR pushbutton will
open the cockpit fapper valve, if required, introducing outside ambient air into
the heating supply.
The temperature in the cockpit and cabin is automatically controlled when the
rotary is in AUTO and the temperature controlled by the position of the rotary
selector from WARM to COLD.
If the rotary switch is selected to the MAN HTR position the heating air supply
temperature is controlled manually by the pilot by ‘beep’ the rotary switch to
the + or - positions which manually opens or closes the temperature control
valve (TCV) to regulate the heating air supply temperature of the hot air enter-
ing the ventilation system.
Care should be taken when using the manual setting as the adjustment is very
sensitive. It is recommended that short beeps are used, then the system left to
stabilize the temperature before adjusting again. (Approximately a 3 second
beep to + would fully open the TCV giving maximum temperature and,
depending on conditions, could cause an overheat and automatic shut down).
Selecting the HEATER rotary to APU with the APU bleed valve (APU SOV)
pushbutton in its unlit position (default selection when panel de-powered), the
APU bleed valve is controlled automatically. Selecting the APU SOV pushbut-
ton the valve can be manually closed and a green CLSD message illuminates
in the pushbutton. The APU SOV only functions when the aircraft is on the
ground. In flight the APU is inhibited and the APU SOV is automatically
closed.
Selecting the HEATER rotary to ENG with the ENG 1 SOV and ENG 2 SOV
pushbutton selected to their unlit position (default selection when panel de-
powered) the engine bleed valves are controlled automatically and, in case of
engine failure, both bleed valves will close automatically. However, if required,
the bleed valve on the non failed engine may be opened manually by selecting
the appropriate ENG SOV pushbutton with an associated reduction in aircraft
performance and an OVRD caption illuminates in the pushbutton.
Operation of the Heater System is indicated by a HEATER ON advisory mes-
sage.

189G0290X002 System
Figure S2-1 Forced Ventilation and HEATER Control Panel

(all pushbutton caption illuminated)

Rev. 1
System 189G0290X002
Cockpit Ventilation FANS
Cockpit Ventilation
Flapper Valves
Figure S2-2 Ventilation and Heating Installations (Example)

189G0290X002 System
WEIGHT AND CENTRE OF GRAVITY LIMITATIONS

After environmental control system installation the new empty weight and CG
must be determined.
ENGINE PRE-START CHECK

HEATER control panel
1. HEATER rotary switch — OFF
2. APU, ENG 1 & 2 SOV — Confirm not selected
3. VENT CREW & PAX FANs — As required
AFTER APU START

1. HEATER rotary switch — As required.
• Select APU for HEATER and con-

nates.
fan ON).

System 189G0290X002
AFTER ENGINE START

1. HEATER rotary switch — As required.
• Select ENG for HEATER and con-

nates.
fan ON).
DEMISTING COCKPIT TRANSPARENCIES

1. HEATER — Select temperature control rotary

selector to MAN HTR.
2. Temperature control — Beep to + to increase airflow and

temperature as necessary.
Note
Holding the + for more than 3 seconds will fully open the TCV
and may cause system overheat and shutdown.
3. VENT CREW FAN — Select HIGH and direct front vents

towards side windows to increase
airflow if required.

189G0290X002 System

AFT VENT Cabin fan switched ON
FWD VENT Cockpit fan switched ON
HEATER ON Heater switched ON

System 189G0290X002

VENT FAN FAILURE
VENT FAIL


On failed VENT fan

minutes select HIGH

- Confirm, by checking - Confirm, by checking

airflow, at least one airflow, cabin fan
of the two cockpit is operating, if not
fans is operating, select PAX FAN OFF
if not select and consider
CREW FAN OFF and opening cockpit
open cockpit storm storm window(s)
window(s) as necessary
Note

Rev. 1
189G0290X002 System
HEATER FAILURE
HEATER FAIL

Note

System 189G0290X002
The forced ventilation system has no effect on aircraft Performance.
The heating system effect on Performance can be found in the Basic RFM.

Document N° IFR/VFR Night
189G0290X002 Single Pilot Operations

SUPPLEMENT 3
IFR/VFR NIGHT SINGLE PILOT

OPERATIONS

REVISION 2 : 6 MAY 2015

IFR/VFR Night Document N°
Single Pilot Operations 189G0290X002

RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
31 January 2014.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1, S3-1 thru S3-4 EASA Approval
N° 10051720
2 Title, pages A-1, B-1, S3-1 EASA Approval
N° 10053254
dated 7 May 2015



Page Revision N°
Title 2
A-1 2
A-2 0
B-1 2
B-2 0
S3-i and S3-ii 0

S3-1 2
S3-2 thru S3-4 1


SUPPLEMENT 3
IFR/VFR NIGHT SINGLE PILOT
OPERATION
TABLE OF CONTENTS
Page
GENERAL...................................................................................................................... S3-1
MINIMUM FLIGHT CREW ............................................................................................. S3-1
REQUIRED EQUIPMENT.............................................................................................. S3-1
GENERAL LIMITATIONS .............................................................................................. S3-1
SECTION 2 - NORMAL PROCEDURES ...............................................................S3-1

DU MON MESSAGE ON PFD ONLY ........................................................................... S3-2
SECTION 4 - PERFORMANCE DATA ..................................................................S3-3


GENERAL
All other Limitations as stated in the Basic RFM, for CAT B operations, and
Supplement 4, for CAT A operation are applicable.
MINIMUM FLIGHT CREW
— Instrument Flight Rules (IFR) Day/Night and VFR Night - One pilot unless
otherwise required by operating rules.
— Single pilot operation not permitted from left hand seat.
REQUIRED EQUIPMENT
— Quick Reference Handbook (QRH) , document 189G0290X003 latest

issue.
— Map/QRH holder P/N 8G3320A00931 or equivalent.
— Traffic Advisory System TCAS II, Supplement 8.
GENERAL LIMITATIONS
— Maximum airspeed ......................................................................... VNE-20

— Maximum airspeed when in Terminal Area ................................. 110 KIAS
— Flight into known IMC conditions is prohibited
— TCAS II must be operational.
No change.

Rev. 2

DU MON MESSAGE ON PFD ONLY
190
180
170
160
140
130
120
210 DH 200
HDG 450
210 300
RH T 0
T/D 0
ICN-89-A-155000-A-A0126-04139-A-001-01
DU MON Permanently displayed

on PFD
Sensor monitoring cross checking

does not function

cross monitoring with stby instruments
Note
Disregard DU MON message which may illuminate temporarily
for the following situations:
— When approaching RAD ALT maximum operational limit
(2600 ft)
— When VOR/ILS signal is weak.

Rev. 1
SECTION 4 - PERFORMANCE DATA
No change.

Rev. 1

Rev. 1
Document N° CAT A Operations
189G0290X002

SUPPLEMENT 4
CATEGORY A OPERATIONS


CAT A Operations Document N°
189G0290X002

189G0290X002
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
31 January 2014.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1, S4-i, S4-5 thru EASA Approval
S4-26, S4-i, S4-ii, S4-27, S4-28. N° 10051720

189G0290X002

189G0290X002

Title 1
TOC-1 and TOC-2 0 PART C
A-1 1 S4-C1 and S4-C2 0
A-2 0 PART D
B-1 1 S4-Di thru S4-Div 0
B-2 0 S4-D1 thru S4-D18 0
S4-i 1
PART E
S4-ii 0
S4-Ei and S4-Eii 0
S4-E1 thru S4-E24 0
PART F
INTRODUCTION S4-Fi and S4-Fii 0
S4-i 1 S4-F1 thru S4-F12 0
S4-ii 0
PART G
S4-1 thru S4-4 0
S4-G1 and S4-G2 0
S4-5 thru S4-26 1
GENERAL LIMITATIONS
S4-i and S4-ii 1
S4-27 and S4-28 1
PART A
S4-Ai thru S4-Aiv 0
S4-A1 thru S4-A38 0
PART B
S4-Bi thru S4-Biv 0
S4-B1 thru S4-B52 0

189G0290X002

189G0290X0002
SUPPLEMENT 4
CATEGORY A OPERATIONS
TABLE OF CONTENTS
Page
INTRODUCTION....................................................................................................S4-1
SECTION 1
GENERAL LIMITATIONS....................................................................................S4-27
PART A
GROUND AND ELEVATED HELIPORT/HELIDECK VERTICAL
TAKE-OFF PROCEDURES ................................................................................ S4-A1
PART B
CLEAR AREA TAKE-OFF PROCEDURES........................................................ S4-B1
PART C
OFFSHORE HELIDECK TAKE-OFF PROCEDURES
(TO BE ISSUED)................................................................................................. S4-C1
PART D
HELIPAD VERTICAL LANDING PROCEDURES .............................................. S4-D1
PART E
GROUND HELIPORT LANDING PROCEDURES ............................................. S4-E1
PART F
CLEAR AREA LANDING PROCEDURES ......................................................... S4-F1
PART G
OFFSHORE HELIDECK LANDING PROCEDURES
(TO BE ISSUED).................................................................................................S4-G1

Rev. 1
189G0290X002

189G0290X0002 Introduction
INTRODUCTION
TABLE OF CONTENTS
Page
INTRODUCTION
ABBREVIATIONS .......................................................................................................... S4-1
DEFINITIONS ................................................................................................................ S4-2
GENERAL INFORMATION............................................................................................ S4-4
CAT A PERFORMANCE DETERMINATION................................................................. S4-5
PERFORMANCE CORRECTION FOR KIT INSTALLATION..............................S4-12

Rev. 1
Introduction 189G0290X002

INTRODUCTION
ABBREVIATIONS
— AGL ............................. Above Ground Level
— ALS............................... Above Landing Surface
— ATS............................... Above Take Off Surface
— BLDP ............................ Below LDP
— BTS .............................. Below Take Off Surface
— CTO.............................. Continued Take Off
— GS ................................ Ground Speed
— IFR................................ Instrument Flight Rules
— LDP .............................. Landing Decision Point
— LDPV ............................ Variable Landing Decision Point
— LH ................................ Left Hand
— MPOG .......................... Minimum Pitch On Ground
— OEI ............................... One Engine Inoperative
— PF................................. Pilot Flying
— RH ................................ Right Hand
— PNF .............................. Pilot Not Flying
— RoD .............................. Rate of Descent
— RTO.............................. Rejected Take Off
— TDP .............................. Take Off Decision Point
— TDPE ............................ Extended Take Off Decision Point
— T-O ............................... Take Off
— VBLSS............................ Balked Landing Safety Speed
— VCOSS ........................... Climb Out Safety Speed
— VTOSS ........................... Take Off Safety Speed

— VY .................................Speed for Best Rate of Climb
— VFR...............................Visual Flight Rules
— WAT ..............................Weight-Altitude-Temperature
DEFINITIONS
1. Take Off Decision Point (TDP) — The first point. in the Take-Off path
from which a CTO capability is
assured and the last point from
which a RTO is assured, within the
rejected take off distance.
2. Landing Decision Point (LDP) — The last point, in the approach land-
ing path, from which it is possible
either to land on a predetermined
area or accomplish a Balked Land-
ing.
3. Continued Take Off distance — The horizontal distance from the

start of the take off procedure to a
point at least 35 ft
(10 m) ATS where V TOSS and a
positive rate of climb are attained
following an engine failure at or
after TDP.
4. Rejected Take Off distance — The horizontal distance from the

start of the take off procedure to a
point where the helicopter lands
a n d s t o ps s a f el y f ol l ow i ng a n
engine failure prior to TDP.
5. Take-Off path — The path from the point of com-

mencement of the take off proce-
dure to the point at which the
helicopter is 1000 ft (300 m) ATS.

6. PATH 1 — The segment between the end of

the CTO distance (or BL distance)
to a height of 200 ft (60 m) ATS/ALS
during an OEI 2.5 min power climb
at VTOSS (or VBLSS) and for a mini-
mum ROC of 100 fpm.
7. PATH 2 — The segment between 200 ft (60 m)

ATS/ALS and 1000 ft (300 m) ATS/
ALS during an OEI MCP power
climb at VY and for a minimum ROC
of 150 fpm.
8. Take Off Safety Speed (VTOSS) or— The airspeed at which the sched-
Balked Landing Safety Speed uled climb gradient OEI can be
(VBLSS) or Climb Out Safety speed achieved.
(VCOSS)
9. Landing distance — The horizontal distance required to

land and come to a complete stop
from a point 50 ft (15 m) ALS.
10. Balked landing distance — The horizontal distance from the

LDP to the point at least 35 ft (10 m)
ALS where V BLSS and a positive
rate of climb are attained following
an engine failure before LDP.
11. Back Up distance — The horizontal distance from the

start of the Take-Off to the TDP dur-
ing a Back Up Take-Off procedure.
12. Elevated Heliport — A heliport which is at least 3 m (10

ft) above the surrounding surface.
13. Helideck — A Heliport located on a floating or

fixed Offshore structure.
14. Heliport — A defined area of land or structure

intended to be used for the arrival
and departure of helicopters.

GENERAL INFORMATION
This Supplement defines the procedures and performance for Category A
Operations. The Supplement is divided into eight separate parts as follows:
— Part A — Ground and Elevated Heliport/Helipad Vertical Take-Off

Procedures
— Part B — Clear Area Take-Off Procedures
— Part C — Offshore Helideck Take-Off Procedure (To Be Issued)
— Part D — Vertical Heliport/Helipad Landing Procedures
— Part E — Ground Level Heliport Landing Procedures
— Part F — Clear Area Landing Procedures
— Part G — Offshore Helideck Landing Procedure (To Be Issued)
Parts A to G have the complete set of Sections specific to the particular proce-
dure, ie. Section 1 - Limitations, Section 2 - Normal Procedures, Section 3 -
Emergency and Malfunction Procedures and Section 4 - Performance.
Performance data common to the CAT A procedures are included in one part
of the Supplement and then reference, where applicable, in the preceding
parts.
For limitations, procedures and performance information not contained in this
Supplement, consult the basic RFM.

CAT A PERFORMANCE DETERMINATION

The following steps are required to evaluate the correct performance for a
CAT A Take Off and Landing procedure:
1. Basic information required:
• Take-Off Gross Weight, (TOGW)
• Pressure Altitude (Hp),
• Outside Air Temperature (OAT),
• Headwind component,
• Obstacles and position relative to the operational surface.

2. Weight determination
• Determine the maximum GW permitted by the WAT chart for the ambi-
ent conditions and applicable procedure.
• Ensure the aircraft weight is equal or less than the permitted weight.
3. If wind is present, calculate the VTOSS/VBLSS or VCOSS (depending on the
procedure) applicable with the headwind component.
4. Verify the distance required to Take-Off/Land is compatible with the
applicable operating rules.
5. Verify if the PATH 1 and 2 and the acceleration distance permit the
obstacles known in the trajectory to be cleared with the required
operational distance.
6. If required evaluate a possible turn (no more than 90° of direction change,
maintaining wind in front sections) correcting PATH 2 gradient with the
turn reduction factor.
Note
Distances can be shortened and climb gradients increased by
decreasing the TOGW in order to accommodate Take-Off and
Landing sites.

Rev. 1
Example 1: Determine of Maximum GW for CAT A Take-Off
Take-Off Ambient conditions: OAT 40°C, Hp= 2000 ft
Procedure: Clear Area (Supplement 4 Part B)
Aircraft configuration: Anti Ice OFF, Heater OFF
From chart Figure 4B-2 enter from the left side Pressure Altitude 2000 ft
moving right to intercept the 40°C line then drop down vertically to obtain
the maximum permitted weight of 8042 kg. The same value can be read
from the table in Figure 4B-3.
For intermediate OAT values it is possible to interpolate graphically on

the chart or using the table values.
Example 2: Determine VTOSS/VBLSS /VCOSS
Conditions: Known wind 20 kts /200°, Take-Off direction 240°
The relative wind to the Take-Off direction is -40° and entering the Wind
component chart (for example Figure 4A-5 or Figure 4B-6) with 20 kt and
40° a headwind component of 15 kt is obtained and a cross wind compo-
nent of 13 kt.
Using the headwind component enter the appropriate chart (VTOSS/

VBLSS for Clear Area procedure or VCOSS for Vertical procedure) to deter-
mine the correct speed.
Example 3: Take-Off Distance Required Calculation
Take-Off Ambient conditions: OAT 40°C, Hp= 2000 ft
Aircraft TOGW = 7200 kg
Procedure: Vertical (Supplement 4 Part A)
Using Figure 4A-6 on the x axis at 2000 ft Hp move up vertically to inter-

cept the 40°C line. From this point move right horizontally to intercept the
7200 kg line (interpolated between 7100 kg and 7300 kg). Move down
vertically to the distance axis and 603 m. (move up vertically for the dis-
tance in feet and 1980 ft).

Rev. 1
Therefore during the Take-Off with a single engine failure the distance
from the start of the Take-Off to reach 35 ft and a positive rate of climb at
VTOSS is 603 m (1980 ft).
This distance must clear obstructions by the required operational height
to permit the safe Vertical Take-Off procedure, in case of a single engine
failure, and to commence the PATH 1 climb.
Example 4: Obstacle Clearance Trajectory
Take-Off Ambient conditions: OAT 40°C, Hp= 2000 ft, 0 kt Headwind
From Table Figure 4B-3 it can be confirmed that the TOGW does not
exceed the MTOW (8042 kg) for the ambient conditions.
The distance and height gained during a Clear Area Take-Off is made up
of 4 parts (see Figure S4-2 ):
a) Distance to obtain 35 ft AGL VTOSS and a positive rate of climb

b) Distance to obtain 200ft AGL at VTOSS
c) Distance for horizontal acceleration to Vy at 200 ft AGL
d) Distance for climb from achieving Vy to 1000 ft AGL
Vy
Level accel to Vy
TDP = 30 ft AGL
VTOSS
200 ft
35 ft 1000 ft
15 ft
Take Off Distance (a) Path 1(b) (c) Path 2(d)
Figure S4-1 Clear Area Engine Failure Distances

Rev. 1
Distance a). On page S4-B-11 we see the CTO distance is fixed at

600 m for the Clear Area procedure.
Distance b). Using Figure 4B-13 and Figure 4B-14 for PATH 1 Climb
Gradient for 7900 kg and 8300 kg respectively and with zero headwind
the VTOSS is calculated at 50 KIAS then we obtain 8 ft and 5 ft respec-
tively mean height gained in 30 m of horizontal distance. Interpolating
between 7900 kg and 8300 kg for the weight of 8000 kg we obtain
7.25 ft.
Therefore from 35 ft (end of CTO distance) to 200 ft AGL (start of level

acceleration) a distance of:
((200-35)/7.25) x 30 = 683 m is required
Distance c). Using Figure 4B-23 enter the vertical axis at 2000 ft Hp and
move right horizontally to intercept the ‘OAT at or above 10°C° line, drop
down vertically for a distance of 740 m.
Distance d). Using Figure 4B-30 for PATH 2 Climb Gradient for 7900 kg
we obtain 2.25 ft of mean height gained in 30 m of horizontal distance.
Using Figure 4B-31 for 8300 kg we cannot, for the ambient conditions,
achieve the minimum gradient of 2 (to assure a rate of climb of 150 fpm)
so interpolation between the 7900 kg weight and 8300 kg weight is not
possible. As we are close to but still within the MTOW then the PATH 2
condition must be the limiting condition for the WAT so we must use the
minimum gradient of 2 ft.
Therefore from 200 ft AGL to 1000 ft AGL we would require a distance of:
(1000-200/2) x 30 = 12000 m.
Vy
Level accel
200 ft
VTOSS
1000 ft
35 ft
Distance a) 600 m Distance b) 683 m Distance c) Distance d)

(CTO distance) Path 1 740 m 12000 m
Path 2
Figure S4-2 Clear Area Engine Failure Distances 8000 kg

Rev. 1
From this profile we can assess if any obstacles within the Take-Off
trajectory are cleared with sufficient margin for the required operational
clearance.
The total distance to achieve 1000 ft AGL would be 14023 m with a sin-
gle engine failure at or after TDP.
If this profile and distance was unacceptable by reducing the aircraft

TOGW the distances can be reduced. If we assume a reduced weight of
7100kg, for example, we can then calculate that:
Distance a) remains at 600 m as this is fixed for the Clear Area proce-
dure
Distance b) Using graph Figure 4B-11 for PATH 1 Climb Gradient for
7100 kg and with zero headwind then we obtain 16 ft.
The distance becomes:

((200-35)/16) x 30 = 309 m
Distance c) remains 740 m as this is not effected by weight
Distance d) Using Figure 4B-28 for PATH 2 Climb Gradient for 7100 kg
we obtain 5.4 ft of mean height gained in 30 m of horizontal distance.

(1000-200/5.4) x 30 = 4444 m.
Vy
Level accel
200 ft
VTOSS
1000 ft
35 ft
Distance a) 600 m Distance b) 309 m Distance c) Distance d)

(CTO distance) Path 1 740 m 4444 m
Path 2
Figure S4-3 Clear Area Engine Failure Distances Weight 7100 kg
The total distance to achieve 1000 ft AGL would be 6093 m with a single
engine failure after TDP.

Rev. 1
If, for the 7100 kg case a headwind of 20 kts is present then the dis-
tances are further reduce and become:
Distance a) remains at 600 m as this is fixed for the Clear Area proce-
dure
Distance b) Using graph Figure 4B-11 for PATH 1 Climb Gradient for
7100 kg and with 20 kts headwind the VTOSS is calculated (Figure 2B-1)
at 60 KIAS then we obtain 17.5 ft.

((200-35)/17.5) x 30 = 282 m
Distance c) remains 740 m as this is not effected by headwind
Distance d) Using Figure 4B-28 for PATH 2 Climb Gradient for 7100 kg
with 20 kt Headwind component we obtain 7.0 ft of mean height gained in
30 m of horizontal distance.

(1000-200/7) x 30 = 3428 m.
The total distance to achieve 1000 ft AGL at 7100 kg and a 20 kt head-
wind component would be 5050 m with a single engine failure at or after
TDP.
Example 4: Climb Gradient in Turn During PATH 2 Climb
During the PATH 2 climb at Vy it is possible to carry out a turn, if required,

to avoid possible obstacles in the climb out path. The turn will reduce the
rate of climb and can only be carried out up to a maximum or 90° heading
change from the climb out direction.
Required: Climb Gradient for bank turn climb of 15° for a total heading
change of 35° and the distance travelled from the commencement of the
turning point.
Take-Off Ambient conditions: OAT 10°C, Hp= 1000 ft, 0 kt Headwind
Headwind component = 10 kt
Note
This procedure is not valid for PATH 1-2 climb at VCOSS.

Rev. 1
From Table Figure 4B-3 it can be confirmed that the TOGW does not
exceed the MTOW (8300 kg) for the ambient conditions.
Using Figure 4B-28 for PATH 2 Climb Gradient for 7100 kg we obtain
10 ft of mean height gained in 30 m of horizontal distance for 0 wind con-
dition and 11 ft for a 10 kt headwind.
Therefore for a straight climb the Mean Height Gained in 30 m is 11 ft.
Bank Turn in Climb we must use the Mean Height Gained in 30 m of 10 ft

as the headwind component benefit cannot be applied for turns during
PATH 2 climb.
Using the Effect on PATH 2 Gradient table Figure 4B-1, from Gradient
Correction row move right to Bank Angle of 15° and read -2 ft. Correcting
the Mean Height Gained in 30 m:
10 - 2 = 8 ft
To calculate the distance covered in 35° of heading change from the Dis-
tance travelled for 10° of Heading change row move right to Bank Angle
of 15° and read 172 m. To obtain the distance in 35° of heading change
multiply by 3.5.
172 x 3.5 = 602 m.

Rev. 1
PERFORMANCE CORRECTION FOR KIT INSTALLATION

reduce the engine power available the aircraft performance is effected. This
effect takes the form of a reduction in climb gradient for CAT A operation and
may required a reduction in weight if the minimum required climb gradients
cannot be achieved. The minimum gradients being:
Helipad/Heliport Procedure PATH 1-2, 8.6 Mean Height Gained in 100ft of
Horizontal Distance or
Clear Area Procedure Path 1, 2.05 and PATH 2, 1.95 Mean Height Gained in
100ft of Horizontal Distance
The Table in Figure S4-4 shows the Drag Factor which is used with the
Chart 1 Optional Kit Effect for PATH 1 and PATH 2 to define the reduction in
climb gradient which must be applied to the Category A performance PATH 1
and PATH 2 when optional equipments are installed.
If the Gradient, once corrected, is below the minimum required then Chart 2
must be used taking the gradient difference to recover the minimum to the
required value which will then define the weight reduction necessary to
recover the climb gradient to the minimum.
The last two columns of Figure S4-4 ROC AEO and OEI are not used for cor-
rection of the CAT A Climb Gradient.
If more than one kit is installed the Drag Factor for the kits installed must be
added together to give the Drag Factor for the combination installed.
Optional kits not listed in the table do not have an effect on climb performance.
Blank Correction Tables Figure S4-13 to Figure S4-15 are provided at the end
of this section to assist in the correction calculation.
Example 1
Define the maximum weight to perform a Clear Area procedure at a Pressure
Altitude = 3000 ft Hp, OAT= -10 °C, A/ICE ON and 0 kts headwind with Double
Hoist Supplement 16, FLIR Supplement 18, Trakka Searchlight Supplement
19 and Bubble Windows Supplement 23 installed.
Solution:
The Maximum Weight for the clean aircraft configuration is first determined
using the Weight Altitude Temperature chart Figure 4B-4 which gives a weight
of 8300 kg.

Rev. 1
The PATH 1 gradient is determined for this weight using Figure 4B-22 to give a
Gradient of 2.1 ft.
The PATH 2 gradient is determined for this weight using Figure 4B-39 to give a
Gradient of 4.6 ft.
These values must now be corrected for the effect of the kits installed, so
using the table in Figure S4-4 the combined Drag Factor from the Double
Hoist, FLIR, Trakka Searchlight and Bubble Window installations is calcu-
lated:
0.30 + 0.25 + 0.15 + 0.10 = 0.8 Drag Factor
To calculate the CAT A Gradient reduction for PATH 1 enter Chart 1 Figure S4-
7 on the Drag Factor axis at 0.8 then move up vertically to intercept the GW
line at 8300 kg and from here move left to the Gradient Axis to read a Gradient
Reduction of 0.35.
The same procedure is used for the PATH 2 Chart 1 Figure S4-9 to obtain a
Gradient Reduction of 0.85.
Applying these corrections to the clean aircraft climb gradient gives:
PATH 1 2.1 - 0.35 = 1.75
PATH 2 4.6 - 0.85 = 3.75
As the PATH 1 gradient is below the minimum of 2.05 the maximum GW must
be reduced to recover the minimum climb gradient to 2.05. The Chart 2 Figure
S4-8 is used. Enter the Gradient to Recover Minimum Performance axis with
the value required to achieve the minimum gradient ie:
2.05 - 1.75 = 0.3
From 0.3 move vertically upward to intercept the weight line at 8300 kg them
more horizontally left to the Weight Reduction axis to read 50 kg. Therefore to
recover the PATH 1 gradient to the minimum the aircraft GW must be reduced
to 8250 kg.
The PATH 2 gradient is not below the minimum of 1.95 so no weight reduction
is required for the PATH 2, the weight reduction for PATH 1 will improve the
climb gradient of PATH 2.
If a weight reduction is required for both PATH 1 and PATH 2 the largest
weight reduction value must be used to define the maximum GW.
See completed correction table for the Clear Area Procedure Figure S4-11.

Rev. 1
Example 2
Define the maximum weight to perform a Vertical Helipad/Heliport Procedure
at a Pressure Altitude = 1000 ft Hp, OAT= -20 °C, A/ICE ON and 5 kts head-
wind with Double Hoist Supplement 16 and FLIR Supplement 18 installed.
Solution:
The Maximum GW for the clean aircraft configuration is first determined using
the Weight Altitude Temperature chart Figure 4A-3 which gives a weight of
7900 kg.
The Vertical Procedure has a combine PATH 1-2 chart so the gradient is
determined for this weight using Figure 4A-22 to give a Climb Gradient of
12 ft.
This value must now be corrected for the effect of the kits installed, so using
the table in Figure S4-4 the combined Drag Factor from the Double Hoist and
FLIR installations is calculated:
0.30 + 0.25 = 0.55 Drag Factor
To calculate the CAT A Gradient reduction for PATH 1-2 enter Chart 1 Figure
S4-5 on the Drag Factor axis at 0.55 then move up vertically to intercept the
GW line at 7900 kg and move left to the Gradient Reduction axis to read a
0.4.
Applying this corrections to the clean aircraft climb gradient gives:
PATH 1-2 12 - 0.4 = 11.6
As the PATH 1-2 gradient is not below the minimum of 8.6 then no weight
reduction is required and the maximum GW for the configuration remains at
7900 kg.
See completed correction table for the Vertical Procedure Figure S4-12.

Rev. 1
Drag Factor for Optional Kit

(only Kit with effect on Performance are reported)
DROC DROC
Drag
Kit P/N Sup. AEO OEI
Factor ft/min ft/min
Single Hoist 8G2591F00111 5 0.25 -35 -40
Double Hoist 4G2591F00311 16 0.30 -40 -45
Flir Safire 380 HD 8G9350F00211 18 0.25 -35 -40
Trakka Searchlight 8G3340F00811 19 0.15 -27 -30
Bubble Windows 8G5620F00111 23 0.10 -18 -20
189G1580A001 Rev.C ICN-89-A-154000-G-A0126-00005-A-01-1
Figure S4-4 Correction Table for Installed Kits

Rev. 1
CAT.A HELIPAD/HELIPORT PATH 1-2

DRAG FACTOR vs GRADIENT REDUCTION
1.7
1.6
1.5
1.4
1.3
00
00
55
1.2 59 0
0
63
1.1 0 0
67 00
Gradient reduction
1 71
00
75
0.9 00
79
00
0.8 83 0 kg
6 0
8
0.7 GW
0.6
0.5
0.4
0.3
0.2
0.1
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5
Drag Factor
189G1580A001 Rev.C ICN-89-A-155004-G-A0126-00002-A-01-1
Figure S4-5 Chart 1 Gradient Reduction Chart for PATH 1-2,

Helipad/Heliport Procedure

Rev. 1
CAT.A HELIPAD/HELIPORT PATH 1-2

WEIGHT REDUCTION to RECOVER MINIMUM GRADIENT
400 g
380 79 0
0k
00
0
71 00
83
67 0
0
75
860
63 0
00
0
360
00
59
GW
340
320
300
280
260
240
220
200
180
160
140
120
100
80
60
40
20
0
0 0.4 0.8 1.2 1.6 2 2.4 2.8 3.2 3.6
Gradient to recover Minimum Performance
189G1580A001 Rev.C ICN-89-A-155004-G-A0126-00005-A-01-1
Figure S4-6 Chart 2 Gradient to Recover Minimum Performance for

PATH 1-2, Helipad/Heliport Procedure

Rev. 1
CAT.A PATH 1
1.5
1.4
1.3
1.2
1.1
00
55 0
1 0
59 0
0
Gradient reduction
63
0.9 00
67
1 00
0.8 7
00
75
0.7 00
79
0
830
0.6
0
860
0.5
0.4
0.3
0.2
0.1
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5
Drag Factor
189G1580A001 Rev.C ICN-89-A-155004-G-A0126-00001-A-01-1
Figure S4-7 Chart 1 Gradient Reduction for PATH 1,

Clear Area Procedure

Rev. 1
CAT.A PATH 1
400
kg
380
0
00
00
00
00
00 590
00
00
67 63
83
360
79
86
75
71
GW
340
320
300
280
260
240
220
200
180
160
140
120
100
80
60
40
20
0
0 0.4 0.8 1.2 1.6 2 2.4 2.8 3.2 3.6 4
189G1580A001 Rev.C ICN-89-A-155004-G-A0126-00004-A-01-1

PATH 1, Clear Area Procedure

Rev. 1
CAT.A PATH 2
2.6
2.4
2.2 00
55 0
0
59 00
2 63 0
0
67 0
1.8 0
71 0
0
75 00
Gradient reduction
1.6 9
7 0
0
83
kg
1.4 00
86
G W
1.2
0.8
0.6
0.4
0.2
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5
Drag Factor
189G1580A001 Rev.C ICN-89-A-155004-G-A0126-00003-A-01-1
Figure S4-9 Chart 1 Gradient Reduction for PATH 2,

Clear Area Procedure

Rev. 1
CAT.A PATH 2
400
g
00
00
0k
00
83
00
00
79
00
360
860
75
71
67
00
63
59
GW
320
280
240
200
160
120
80
40
0
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
189G1580A001 Rev.C ICN-89-A-155004-G-A0126-00006-A-01-1

PATH 2, Clear Area Procedure

Rev. 1
CALCULATION FOR CLEAR AREA PROCEDURE (example)
Step Description
Determination of basic performance
a) Ambient Condition Hp (ft)= 3000 OAT (°C)= -10
Headwind (kn)= 0 Eng. AI= OFF
b) Max GW for procedure (from basic chart) GW (kg)= 8300
c) Basic Path 1 Gradient grad1 (ft)= 2.1
d) Basic Path 2 Gradient grad2 (ft)= 4.6
Determination of kit effect

e) sum of drag effect for kit installed DF= 0.8
f) Impact of Drag effect on Path1 grad1= 0.35
g) Impact of Drag effect on Path2 grad2= 0.85
h) Path1 net gradient (c-f) ngrad1 (ft)= 1.75
i) Path2 net gradient (d-g) ngrad2 (ft)= 3.75
j) Path1 margin (h-2.05) margin1 (ft)= -0.3
k) Path2 margin (i-1.95) margin2 (ft)= 1.8
l) GW penalty for Path1 (0 for j>0) GW1 (kg)= 50
m) GW penalty for Path2 (0 for k>0) GW2 (kg)= 0
n) Final GW (b- max(l,m)) GW (kg)= 8250
189G1580A001 Rev.C ICN-89-A-155004-G-A0126-00008-A-01-1
Figure S4-11 Example 1 Clear Area Procedure Correction Table

Rev. 1
CALCULATION FOR VERTICAL PROCEDURE (example)
Step Description
a) Ambient Condition Hp (ft)= 1000 OAT (°C)= -20
Headwind (kn)= 5 Eng. AI= ON
b) Max GW for procedure (from basic chart) GW (kg)= 7900
c) Basic Path 1-2 Gradient grad (ft)= 12

d) sum of drag effect for kit installed DF= 0.55
e) Impact of Drag effect on Path1-2 grad1= 0.4
f) Path1-2 net gradient (c-e) ngrad (ft)= 11.6
g) Path1-2 margin (h-8.6) margin (ft)= 3
h) GW penalty for Path1-2 (0 for g>0) GW (kg)= 0
i) Final GW (b- h) GW (kg)= 7900
189G1580A001 Rev.C ICN-89-A-155004-G-A0126-00009-A-01-1
Figure S4-12 Example 2 Vertical Procedure Correction Table

Rev. 1
CALCULATION FOR CLEAR AREA PROCEDURE
Step Description
a) Ambient Condition Hp (ft)= OAT (°C)=
Headwind (kn)= Eng. AI=
b) Max GW for procedure (from basic chart) GW (kg)=
c) Basic Path 1 Gradient grad1 (ft)=
d) Basic Path 2 Gradient grad2 (ft)=

e) sum of drag effect for kit installed DF=
f) Impact of Drag effect on Path1 grad1=
g) Impact of Drag effect on Path2 grad2=
h) Path1 net gradient (c-f) ngrad1 (ft)=
i) Path2 net gradient (d-g) ngrad2 (ft)=
j) Path1 margin (h-2.05) margin1 (ft)=
k) Path2 margin (i-1.95) margin2 (ft)=
l) GW penalty for Path1 (0 for j>0) GW1 (kg)=
m) GW penalty for Path2 (0 for k>0) GW2 (kg)=
n) Final GW (b- max(l,m)) GW (kg)=
189G1580A001 Rev.C ICN-89-A-155004-G-A0126-00010-A-01-1
Figure S4-13 Clear Area Procedure Correction Table Blank

Rev. 1
CALCULATION FOR VERTICAL PROCEDURE
Step Description
c) Basic Path 1-2 Gradient grad (ft)=

d) sum of drag effect for kit installed DF=
e) Impact of Drag effect on Path1-2 grad1=
f) Path1-2 net gradient (c-e) ngrad (ft)=
g) Path1-2 margin (h-8.6) margin (ft)=
h) GW penalty for Path1-2 (0 for g>0) GW (kg)=
i) Final GW (b- h) GW (kg)=
189G1580A001 Rev.C ICN-89-A-155004-G-A0126-00011-A-01-1
Figure S4-14 Vertical Procedure Correction Table Blank

Rev. 1
CALCULATION FOR SHALLOW LANDING PROCEDURE
Step Description
c) Basic Path 1 Gradient grad1 (ft)=
d) Basic Path 2 Gradient grad2 (ft)=

e) sum of drag effect for kit installed DF=
f) Impact of Drag effect on Path1 grad1=
g) Impact of Drag effect on Path2 grad2=
h) Path1 net gradient (c-f) ngrad1 (ft)=
i) Path2 net gradient (d-g) ngrad2 (ft)=
j) Path1 margin (h-2.05) margin1 (ft)=
k) Path2 margin (i-1.95) margin2 (ft)=
l) GW penalty for Path1 (0 for j>0) GW1 (kg)=
m) GW penalty for Path2 (0 for k>0) GW2 (kg)=
n) Final GW (b- max(l,m)) GW (kg)=
189G1580A001 Rev.C ICN-89-A-155004-G-A0126-00012-A-01-1
Figure S4-15 Shallow Landing Procedure Correction Table Blank

Figure S4-16

Rev. 1
189G0290X0002 General Limitation
GENERAL LIMITATIONS
TABLE OF CONTENTS
Page
SECTION 1
GENERAL LIMITATIONS....................................................................................S4-27
TYPES OF OPERATION ............................................................................................. S4-27
CREW LIMITATIONS .................................................................................................. S4-27
ALTITUDE AND TEMPERATURE LIMITATIONS ....................................................... S4-27
HEADWIND GROSS WEIGHT BENEFIT.................................................................... S4-27
POWERPLANT LIMITATIONS (GE CT7-2E1) ............................................................ S4-27

Rev. 1
General Limitations 189G0290X002
LIST OF FIGURES
Figure Page
CAT A Temperature and Altitude Limitations ..................................................................... S4-28

Rev. 1
189G0290X002 General Limitations
SECTION 1
GENERAL LIMITATIONS
The following Limitations are applicable for all CAT A Take Off and Landing
Procedures.
TYPES OF OPERATION
CAT A operations are approved under Day/Night VFR.
Refer to specific CAT A sections for IFR operations.
CREW LIMITATIONS
CAT A Take-Off and Landing can be carried out from the right or left hand
seat.
When Take-Off or Landing is carried out from the left hand seat minimum flight
crew is 2 pilots.
ALTITUDE AND TEMPERATURE LIMITATIONS

CAT A Take-Off and Landing Altitude and Temperature limits ............. Figure 1
HEADWIND GROSS WEIGHT BENEFIT

The Gross Weight Benefit, incorporated into the W.A.T. Charts, presented in
this supplement, for Headwind Component has already been factored by 50%.
No further weight correction is necessary.
POWERPLANT LIMITATIONS (GE CT7-2E1)
Power Assurance Check

CATEGORY A operations are prohibited if the engines do not meet the power
check requirements. Refer to Engine Power Check procedure in Basic RFM
Section 4.

Rev. 1
General Limitations 189G0290X002
AW189
FLIGHT ENVELOPE
OAT - [°F]
-50-40-30-20-10 0 10 20 30 40 50 60 70 80 100 120 140
10000
3000
2800
9000
Hd 2600
8000 2400
LI
M
IT
2200
10
7000
00
0f
2000
t
Hd
MINIMUM OAT LIMIT for Cat.A
LI
6000 1800
M

IT
80
00
1600
5000
ft
1400
MAX OA
4000 1200
Cat.A
TAKE OFF and
LANDING 1000
T LIMIT
3000 ENVELOPE
800
ISA+40°C
2000 600
400
1000
200
0 0
-200
-50 -40 -30 -20 -10 0 10 20 30 40 50 60

OAT - [°C]
189G1580A002 Rev.C ICN-89-A-155104-G-A0126-00001-A-02-1
Figure 1 CAT A Temperature and Altitude Limitations

Rev. 1
189G0290X0002 Vertical T-O Procedures
PART A
VERTICAL TAKE-OFF PROCEDURES
TABLE OF CONTENTS
Page
SECTION 1A - LIMITATIONS
IFR OPERATION .........................................................................................................S4-A1
GROUND OR ELEVATED HELIPORT/HELIDECK SIZE............................................S4-A1
WEIGHT LIMITATIONS ...............................................................................................S4-A1
GROUND SPEED LIMITATIONS ................................................................................S4-A1
ALTITUDE LIMITATIONS ............................................................................................S4-A1
WIND LIMITATIONS....................................................................................................S4-A1
SECTION 2A - NORMAL PROCEDURES

GENERAL....................................................................................................................S4-A2
AIRSPEED DEFINITIONS ...........................................................................................S4-A2
TAKE-OFF DECISION POINT HEIGHT (TDP)............................................................S4-A2
CONTINUED TAKE-OFF HEIGHTS............................................................................S4-A2
GROUND AND ELEVATED HELIPORT/HELIDECK VERTICAL
PROCEDURE ....................................................................................................................S4-A4
SECTION 3A - EMERGENCY AND MALFUNCTION PROCEDURES

GENERAL ..........................................................................................................................S4-A7
EMERGENCY PROCEDURE FOR SINGLE ENGINE FAILURE DURING
TAKE-OFF ...................................................................................................................S4-A8
SINGLE ENGINE FAILURE RECOGNIZED IN HOVER (7 FEET (2 M) ATS) ............S4-A8
SINGLE ENGINE FAILURE RECOGNIZED IN CLIMB, PRIOR TO OR AT
TDP (REJECTED TAKE-OFF).....................................................................................S4-A9
SINGLE ENGINE FAILURE RECOGNIZED AT OR AFTER TDP
(CONTINUED TAKE-OFF) ........................................................................................S4-A10
FOR GROUNDSPEED UP TO 15 KTS .....................................................................S4-A11
FOR GROUNDSPEED ABOVE 15 KTS....................................................................S4-A12
FOR TRAINING ONLY Issue 1 Page S4-Ai

Vertical T-O Procedures 189G0290X002
Page
SECTION 4A - PERFORMANCE DATA

WIND EFFECT...........................................................................................................S4-A13
W.A.T. CHARTS ........................................................................................................S4-A13
CONTINUED TAKE OFF DISTANCE OEI.................................................................S4-A13
TAKE-OFF FLIGHT PATH 1 & 2................................................................................S4-A13
CLIMB PERFORMANCE ...........................................................................................S4-A13
Page S4-Aii Issue 1 FOR TRAINING ONLY

LIST OF FIGURES
Figure Page
Figure 2A-1 VCOSS Calculation Chart .......................................................................S4-A3
Figure 2A-2 Take-Off Profile Vertical Heliport Procedure............................................S4-A4
Figure 2A-3 Vertical Take Off View RH Seat at TDP 110 ft ATS .................................S4-A6
Figure 3A-1 Vertical Heliport Procedure Engine Failure before/at TDP......................S4-A9
Figure 3A-2 Vertical Heliport Engine Failure at/after TDP ........................................S4-A10
Figure 4A-1 PATH 1-2 Gradient Vertical T-O, GW 8300 kgAnti Ice ON ....................S4-A14
Figure 4A-5 Wind Component Chart.........................................................................S4-A18
Figure 4A-6 Vertical Procedure Continued Take OFF Distance OEI, Anti Ice OFF,
Heater OFF ...........................................................................................S4-A19
Figure 4A-7 Vertical Procedure Continued Take OFF Distance OEI, Anti Ice ON,
Heater OFF ...........................................................................................S4-A21
Figure 4A-8 PATH 1-2 Gradient Vertical T-O, GW 5500 kg Anti Ice OFF .................S4-A23
Figure 4A-16 PATH 1-2 Gradient Vertical T-O, GW 5500 kg Anti Ice ON ...................S4-A31
FOR TRAINING ONLY Issue 1 Page S4-Aiii

Vertical T-O Procedures
Page S4-Aiv Issue 1 FOR TRAINING ONLY

Part A
Ground and Elevated Heliport/
Helideck Vertical Take-Off
Procedures
SECTION 1A - LIMITATIONS
IFR OPERATION
Minimum ceiling .......................................................................................200 ft
GROUND OR ELEVATED HELIPORT/HELIDECK SIZE

Minimum demonstrated heliport size .........................20 m x 20 m (65 ftx65 ft)
or Diameter 20 m (65 ft)
WEIGHT LIMITATIONS
Weight Limitation, Anti Ice OFF ................................ Figure 4A-1, Figure 4A-2
Weight Limitation, Anti Ice ON ................................... Figure 4A-3, Figure 4A-4

Maximum GS with PARK BRAKE ON.........................................5 kts (9 km/hr)
Maximum Altitude for CAT A Take-Off ....................8000 ft (2400 m) Hp or Hd
whichever comes first
WIND LIMITATIONS
Maximum cross wind component must not exceed 20 kts (10 m/s).
Take-Off with tail wind component is prohibited.
EASA Approved FOR TRAINING ONLY Issue 1 Page S4-A1

SECTION 2A - NORMAL PROCEDURES

GENERAL
The Vertical Take Off procedure comprises of a gentle vertical climb above the
take off surface to a hover at the fixed TDP of 110 ft. The pilot then initiates the
transition forward and into the climb. See Figure 2A-3 for pilot view of helipad
at TDP.
At any time during the vertical climb or at the hower point an engine failure dic-
tates a vertical OEI landing back to the take off point. After the pilot has com-
mitted to initiate the transition forward an engine failure will then dictates a
flyaway manouvre to be carried out.
AIRSPEED DEFINITIONS
Take-Off Safety Speed (VTOSS) ............................................................50 KIAS
Climb Out Safety Speed (VCOSS) ................................................... Figure 2A-1
Best Rate of Climb Speed (VY)............................................................. 80 KIAS
TAKE-OFF DECISION POINT HEIGHT (TDP)

TDP ....................................................................................... 110 ft (34 m) ATS
CONTINUED TAKE-OFF HEIGHTS

Minimum height during CTO.............................................. 15 ft ATS (5 m ATS)
Note
Radar Altimeter heights are shown in the flight path profiles.
Refer to Barometric altimeter for Elevated Heliport/Helideck
operations.
Page S4-A2 Issue 1 FOR TRAINING ONLY EASA Approved

Vcoss SELECTION
for PATH 1-2
80
78
76
74
72
e
lin
e
Vcoss [kIAS]
nc
re
70
fe
Re
68
66
64
62
60
0 4 8 12 16 20 24 28 32 36 40
Reported Headwind Component [kt]
189G1580A002 Rev.C ICN-89-A-155304-G-A0126-00053-A-02-1
Figure 2A-1 VCOSS Calculation Chart

GROUND AND ELEVATED HELIPORT/HELIDECK VERTI-

CAL PROCEDURE
TDP
110 ft
VY
VTOSS = 50 KIAS
7 ft
Figure 2A-2Take-Off Profile Vertical Heliport Procedure
CAUTION
If this procedure is modified, it may not be possible, if an engine
fails in the Take-Off path, to carry out a safe OEI landing or
achieve the scheduled OEI performance.
1. Climb Out Safety Speed — Select VCOSS based on reported

headwind component..
2. PARK BRAKE — Apply. Confirm pressure can be felt

on brake pedals and PARK BRAKE
ON advisory illuminated on CAS.
3. HEATER — As required
4. Pilot Altimeter — Set 0 ft or nearest 1000 ft (300 m)

setting to T-O altitude, with collec-
tive at MPOG.
5. Rad Alt — Check

6. Power checks — Carry out daily power checks in

accordance with ENGINE POWER
CHECKS procedure in Basic RFM
Section 4.
7. NOSEWHEEL lock — LOCK
8. Engine/Rotor — TQ/ITT matched as required and

check NF/NR 102%.
9. MFD PWR PLANT page — Check all parameters within normal

operating limits and cross check
with PFD.
10. Warnings and Cautions — None/as required.
11. Flight controls — Check correct functioning.
12. Hover — Establish a 7 ft (2 m) ATS hover, no

winds from rear sectors (090° to
270°).
13. Collective/Cyclic Control — Increase PI to climb slowly to TDP

(110 ft ATS) maintaining hover posi-
tion.
14. Take Off Decision Point (TDP) — Maintain TDP (110 ft ATS) until
ready to depart.
Note pitch attitude.
15. Hover departure — Rotate nose down slowly for an atti-

tude change of 5° maintaining col-
lective position. Maintain attitude to
accelerate to V TOSS (50 KIAS).
From V TOSS continue climb and
accelerate to VY
16. Climb — At Vy adjust attitude to stabilize

speed. Continue climb.

17. Landing gear — UP (when reaching Vy but not below

200 ft (60 m) ATS).
18. Power — Adjust collective to continue climb

at Vy (80 KIAS), using up to 5min
power, as required, to 1000 ft (300
m) ATS.
19. At 1000 ft (300 m) ATS — Adjust collective and cyclic to con-

tinue climb at Vy or accelerate to
cruise speed as required.
20. PARK BRAKE — Release. Confirm PARK BRAKE

ON advisory not illuminated on
CAS.
21. After Take-Off checks — Complete.

(Refer basic RFM page 2A-32)
Figure 2A-3 Vertical Take Off View RH Seat at TDP 110 ft ATS

SECTION 3A - EMERGENCY AND

GENERAL
The procedures detailed herein only consider the failure of one engine in the
Take-Off path and assume the pilot gives first priority to aircraft control and to
achieve a safe flight path.
For all Take-Off procedures the following shall be observed:
1. Engine failure prior or at the TD — Recognition of engine failure prior

to or at the TDP dictates that the
Take-Off be rejected
2. Engine failure after TDP — Recognition of the failure after the

TDP dictates that the Take-Off be
continued.
Procedures dealing with subsequent Failure/Malfunctions, other than engine

failure, must be initiated only after the aircraft control and a safe flight/ground
condition have been obtained. The procedures for the emergency/malfunction
can be followed according to the appropriate instructions detailed in Section 3
of the basic Rotorcraft Flight Manual.

EMERGENCY PROCEDURE FOR SINGLE ENGINE FAILURE DURING

TAKE-OFF
SINGLE ENGINE FAILURE RECOGNIZED IN HOVER (7 feet (2 m) ATS)
1. Collective — Maintain collective setting or lower

collective slightly, if required, to
land.
2. Touchdown — Increase collective to cushion land-

ing as touchdown becomes immi-
nent. Maximum permitted GS at
touchdown 5 kts (9 km/hr).
3. Landing — After touchdown, centralize cyclic

and simultaneously reduce collec-
tive to MPOG.
4. Engine — On affected engine, carry out

ENGINE SHUTDOWN IN AN
EMERGENCY procedure, Basic
RFM Page 3-27.
5. PARK BRAKE — As required.

SINGLE ENGINE FAILURE RECOGNIZED IN CLIMB, PRIOR TO OR AT

TDP (REJECTED TAKE-OFF)
TDP
110 ft
Figure 3A-1 Vertical Heliport Procedure Engine Failure

before/at TDP
1. Initial action — Adjust collective to establish a

descent to maintain the rotor speed
to approximately 100%NR.
2. Cyclic — Maintain aircraft position over the

Ta k e O ff p o i n t a s t h e a i r c r a ft
descends.
3. Touchdown — At approximately 7 ft to 10 ft (2 to
3 m) ATS increase collective to
cushion landing. Maximum allowed
GS at touchdown 5 kts (9 km/hr).


c y c l i c a n d s i m u l ta n e o u s l y
reduce collective to MPOG.

RFM Page 3-27.

7. Consider Emergency Ground Egress procedure, refer Basic RFM
page 3-29.
SINGLE ENGINE FAILURE RECOGNIZED AT OR AFTER TDP (CONTIN-

UED TAKE-OFF)
Note
All height are ATS
TDP VY
110 ft
VCOSS
VTOSS = 50 KIAS
1000 ft
35 ft
15 ft
Take Off Distance Path 1/Path 2
Figure 3A-2 Vertical Heliport Engine Failure at/after TDP

FOR GROUNDSPEED UP TO 15 KTS
1. Collective/Cyclic — Rotate nose down to -12°. Maintain

until 20 Kts groundspeed, then
recover pitch attitude to +6° in 4
seconds. Use collective to droop
NR to minimum of 90%.
2. Acceleration/climb — Reduce attitude to +4° and continue

acceleration up to VTOSS (50 KIAS)
while lowering collective to recover
NR to 101%.
3. Climb — When the aircraft achieves VTOSS

(50 KIAS) adjust pitch attitude to
climb to 200 ft (60 m) with 2.5min
power range, maintaining NR at
101% to ensure full power is being
applied.
4. At 200 ft (60 m) ATS — Landing gear - UP. Continue climb

accelerating to VCOSS, using 2.5min
power range, up to 1000 ft AGL,
maintaining NR at 101%
5. At 1000 ft (300 m) ATS — Accelerate to VY and continue

climb to final altitude at VY.
6. OEI SEL button on collective — Select as required

CAS.
8. LH LDG LT & RH LDG LT — OFF/STOW (if used)
9. Refer Single Engine Procedure, Basic RFM page 3-97.

FOR GROUNDSPEED ABOVE 15 KTS
1. Collective/Cyclic — Rotate nose down to 0°. Use collec-

tive to droop NR to minimum of
90%.
2. Acceleration/climb — Increase attitude to +4° and con-

tinue acceleration up to V TOSS .
NR to 101%.

adjust pitch attitude to climb to
200 ft (60 m) with 2.5min power
range maintaining NR at 101% to
ensure full power is being applied.
4. At 200 ft (60 m) ATS — Landing gear - UP. Continue climb

maintaining NR at 101% .
5. At 1000 ft (300 m) ATS — Accelerate to VY and continue


CAS.
9. Refer Single Engine Procedure, Basic RFM Page 3-97.

SECTION 4A - PERFORMANCE DATA

WIND EFFECT
For Crosswind and Headwind Component computation refer to Wind Compo-
nent Chart (Figure 4A-10).
W.A.T. CHARTS
The Vertical Ground and Elevated Heliport Procedure Weight Limitations
charts are shown in Figure 4A-1 to Figure 4A-4.
CONTINUED TAKE OFF DISTANCE OEI

The Continued Take Off distance is defined in Figure 4A-6 and Figure 4A-7.
TAKE-OFF FLIGHT PATH 1 & 2
Mean Height Gained in 100 ft (30 m) Horizontal Distance

The mean height gained in 100 ft (30 m) of horizontal distance travelled during
an OEI climb at VCOSS and 2.5 min power is shown in
Figure 4A-8 to Figure 4A-23 for various altitudes, temperatures, weights, Anti
Ice OFF and ON and Headwind Component.
The charts apply from the end of the CTO distance to a height of 1000 ft (300
m) ATS.
CLIMB PERFORMANCE
Rate Of Climb OEI at VY

The ROC, at VY and MCP OEI, is unchanged from the basic Rotorcraft Flight
Manual.

VERTICAL Procedure
Eng. AI: OFF
Heater: OFF/ON

120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
7
2
6
Hd limit 8000 ft

5 1.5
1
-10
3
30
MA
0
X
20
2
OA
40
-20
10
0.5
TL
50
IM I
1
T
55
0 0
component - [m/s]
0 0
component - [kts]
4
Headwind
Headwind
10
8
20
12
30 16
40 20
53 57 61 65 69 73 77 81 85
Figure 4A-1 Vertical Heliport Procedure Weight Limitations,


WAT for Vertical T.O. & Landing Wind
Heater OFF. Engine A.I. OFF correction
Wind dGW
Hp [ft] -20 -10 0 10 20 30 40 50 55 [kt] [kg]
-1000 0 0
EASA Approved
8184 8166 8112 8040 7955 7863 7767 7667 7587
-500 8182 8143 8078 7997 7907 7810 7711 7586 7503 5 45
0 8157 8114 8039 7951 7856 7756 7654 7503 7404 10 84
500 8102 8062 7997 7903 7803 7699 7574 7417 15 141
1000 8041 7995 7925 7844 7748 7641 7491 7301 20 141
1500 7975 7924 7851 7767 7674 7560 7405 7186 25 141
2000 7865 7836 7773 7687 7594 7476 7292 7071 30 141
2500 7758 7726 7672 7607 7513 7391 7177 6949 35 141
3000 7650 7615 7560 7496 7419 7277 7062 40 141
3500 7541 7506 7450 7386 7310 7162 6943
Document N°
AW189 - RFM
189G0290X002
4000 7406 7388 7340 7275 7201 7047 6811
FOR TRAINING ONLY

4500 7276 7257 7218 7168 7094 6928

5000 7147 7128 7090 7044 6984 6796
5500 7023 7003 6966 6923 6858
6000 6899 6879 6843 6802 6733
6500 6778 6756 6723 6680
Issue 1
7000 6657 6635 6604
7500 6540 6518 6484

8000 6423 6402
189G1580A002 Rev.D ICN-89-A-155104-G-A0126-00010-A-02-1

Supplement 4
Page S4-A15
CAT A Operations
VERTICAL Procedure
Eng. AI: ON
Heater: OFF/ON

120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
7
00 ft
2
80
6
Hd limit

5 1.5
10
1
3
-10
2
-20
0.5
0 0
component - [m/s]
0 0
component - [kts]
4
Headwind
Headwind
10
8
20
12
30 16
40 20
53 57 61 65 69 73 77 81 85


WAT for Vertical T.O. & Landing Wind
Heater OFF. Engine A.I. ON correction
Wind dGW
Hp [ft] -20 -10 0 10 20 30 40 50 55 [kt] [kg]
-1000 0 0
EASA Approved
8154 8165 8112 8040
-500 8114 8111 8071 7997 5 59
0 8066 8050 8004 7934 10 70
500 7991 7986 7934 7861 15 70
1000 7886 7892 7860 7785 20 70
1500 7784 7784 7755 7697 25 70
2000 7680 7676 7647 7586 30 70
2500 7564 7571 7538 7477 35 70
3000 7430 7450 7428 7367 40 70
3500 7302 7320 7304 7254
Document N°
AW189 - RFM
189G0290X002
4000 7174 7191 7175 7124
FOR TRAINING ONLY

4500 7050 7066 7051 6986

5000 6927 6941 6927 6849
5500 6806 6820 6803 6717
6000 6685 6699 6681 6585
6500 6567 6579 6561 6456
Issue 1
7000 6451 6459 6443
7500 6334 6343 6325

8000 6218 6228
189G1580A002 Rev.D ICN-89-A-155104-G-A0126-00011-A-02-1

Supplement 4
Page S4-A17
CAT A Operations
WIND COMPONENT CHART
CROSSWIND COMPONENT [kt]

0 10 20 30 40 50 60
60 60
D
50 50
10˚
0˚
20˚
40 40
˚
30
˚
40
30 ˚ 30
50
A ˚
REPORTED WIND SPEED [kt]
HEADWIND COMPONENT [kt]

60 C
20 20
B
70˚
10 80˚ 10
0 90˚ 0
100˚
10 -10
110
˚
20 12 -20
0˚
13
0˚
30 -30
14
0˚
15
40 -40
0˚
160
170˚
180˚
WIND ANGLE
50 respect to -50
Helicopter
HEADING
60 -60
189G1560A001 Rev.A ICN-89-A-154000-G-A0126-00003-A-01-1

Figure 4A-5 Wind Component Chart

AW189 RFM Supplement 4
Document CAT A Operations
N° 189G0290X002 Vertical T-O Procedures
VERTICAL PROCEDURE
CONTINUOUS TAKE OFF DISTANCE
Clear Air Intake Heater OFF
VTOSS 50 KIAS A.I. OFF
ZERO WIND ELECTRICAL LOAD 100%
Pressure Altitude - [m x 100] Distance - [ft x 100]

-2 0 2 4 6 8 10 12 14 16 18 20 22 24 10 14 18 22 26 30 34
ft
8000
MIT
H d LI
IT
M
LI
T
OA
0
0
30
0
530
0
AX
550
7 50 0
57 0
0
59 0
0
0
0
0
0
0
81 0
730
00
00
610
M
630
650
670
690
710
7 70
0
79
83
50
10
40
0
0
55
-2 20
0
-1
OAT - [°C]
______
ISA+40°C GW - [kg]
______
-------
-1 0 1 2 3 4 5 6 7 8 400 600 800 1000

Pressure Altitude - [ft x 1000] Distance - [m]
189G1580A02 rev.B ICN-89-A-155204-G-A0126-00006-A-02-1
Figure 4A-6 Vertical Procedure Continued Take OFF
Distance OEI, Anti Ice OFF, Heater OFF

Supplement 4 AW189 RFM

N° 189G0290X002 Vertical T-O Procedures
VERTICAL PROCEDURE
CONTINUOUS TAKE OFF DISTANCE
VTOSS 50 KIAS A.I. ON

-2 0 2 4 6 8 10 12 14 16 18 20 22 24 10 14 18 22 26 30 34
0ft
00
T8
LI MI
Hd
0
0
590 0
0
0
0
0
0
0
790 0
0
0
0
81 0
530
550
570
610
710
730
750
630
770
650
670
69 0
83 0 0
00
0
-1
10
0
-2
OAT - [°C]
______ GW - [kg]
______
-1 0 1 2 3 4 5 6 7 8 400 600 800 1000

189G1580A02 rev.B ICN-89-A-155204-G-A0126-00014-A-021
Figure 4A-7 Vertical Procedure Continued Take OFF
Distance OEI, Anti Ice ON, Heater OFF


PATH 1-2 GRADIENT

2.5 min OEI
ROTOR SPEED: 102 % ELECTRICAL LOAD: 100%

Vcoss
10 30
GROSS WEIGHT
5500 kg 28
9
(12125 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
PRESSURE ALTITUDE [m x 100]

7
20
6 18
MA
XO
16
5
AT
-40 30
14
LIM
IT
4 12
10
3
20
40
8
10
2
0
6
-10
-20
4
50
1
2
-30
0 OAT - [˚C] 0
55
ISA+40˚
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00033-A-02-1
Figure 4A-8 PATH 1-2 Gradient Vertical T-O, GW 5500 kg

Anti Ice OFF

PATH 1-2 GRADIENT

2.5 min OEI

Vcoss
10 30
GROSS WEIGHT
5900 kg 28
9
(13007 lb)
26
8 24
22

7
20
6
MA
18
XO
16
5
AT
-40 0
14
LIM
4
IT
12
10
20
3
10
8
40
2 6
-10
-20
4
50
-30
1
2
0 OAT - [˚C] 0
55
ISA+40˚
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 5 10 15 20 25 30 35 40 45 50
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00034-A-02-1

Anti Ice OFF

PATH 1-2 GRADIENT

2.5 min OEI

Vcoss
10 30
GROSS WEIGHT
6300 kg 28
9
(13889 lb)
26
8 24
22

7
20
6 18
MA
16
5
XO
14
AT
4 12
LIM
IT
30
10
20
3
10 0
8
40
-10
2 6
-20
-30
4
1
50
2
0 OAT - [˚C] 0
-40
55
ISA+40˚
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 5 10 15 20 25 30 35 40 45 50
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00035-A-02-1

Anti Ice OFF

PATH 1-2 GRADIENT

2.5 min OEI

Vcoss
10 30
GROSS WEIGHT
6700 kg 28
9
(14771 lb)
26
8 24
22

7
20
6 18
16
5
14
MA
4 12
XO
AT
30
10
3
LIM
20
40
8
10
IT
2
-10
6
-30 -20
50
4
1
2
-40
0 OAT - [˚C] 0
55
ISA+40˚
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 4 8 12 16 20 24 28 32 36 40
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00036-A-02-1

Anti Ice OFF

PATH 1-2 GRADIENT

2.5 min OEI

Vcoss
10 30
GROSS WEIGHT
7100 kg 28
9
(15653 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
MAX
10
3
20
OAT
8
10 0
40
LIM
2 6
30
-10
IT
4
50
1
-20
-40 -30
2
0 OAT - [˚C] 0
55
ISA+40˚
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 4 8 12 16 20 24 28 32 36 40
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00037-A-02-1

Anti Ice OFF

PATH 1-2 GRADIENT

2.5 min OEI

Vcoss
10 30
GROSS WEIGHT
7500 kg 28
9
(16534 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
10
3
20
8
MAX
10 0
40
2 6
OAT
30
-10
4
LIM
1
50
-20
IT
2
-30
0 OAT - [˚C] 0
-40
55
ISA+40˚
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 4 8 12 16 20 24 28 32 36 40
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00038-A-02-1

Anti Ice OFF

PATH 1-2 GRADIENT

2.5 min OEI

Vcoss
10 30
GROSS WEIGHT
7900 kg 28
9
(17416 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
10
20
3
10
8
0
2
-10
6
40
30
-20
MA
4
X
1
OA
50
2
TL
-30
OAT - [˚C]
IM
0 55 0
-40
IT
ISA+40˚
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 2 4 6 8 10 12 14 16 18 20
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00039-A-02-1

Anti Ice OFF

PATH 1-2 GRADIENT

2.5 min OEI

Vcoss
10 30
GROSS WEIGHT
8300 kg 28
9
(18298 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
10
20
3
8
10 0
30
2 6
-10
-20 -30
40
4
1
2
50
-40
0 OAT - [˚C] 0
55
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 2 4 6 8 10 12 14 16 18 20
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00040-A-02-1

Anti Ice OFF

PATH 1-2 GRADIENT

2.5 min OEI

Vcoss Engine A.I.: ON
10 30
GROSS WEIGHT
5500 kg 28
9
(12125 lb)
26
8 24
22

7
20
6 18
16
5
14
-40
4 12
10
3
8
2 6
10
4
1
0
2
-10
-20
0 OAT - [˚C] 0
-30
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 5 10 15 20 25 30 35 40 45 50
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00041-A-02-1

Anti Ice ON

PATH 1-2 GRADIENT

2.5 min OEI

10 30
GROSS WEIGHT
5900 kg 28
9
(13007 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
-30
10
3
8
2 6
4
1
0
-10
2
-20
10
0 OAT - [˚C] 0
-40
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 5 10 15 20 25 30 35 40 45 50
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00042-A-02-1

Anti Ice ON

PATH 1-2 GRADIENT

2.5 min OEI

10 30
GROSS WEIGHT
6300 kg 28
9
(13889 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
10
-40
3
8
2 6
4
1
0
-10
2
10
-20
0 OAT - [˚C] 0
-30
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 5 10 15 20 25 30 35 40 45 50
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00043-A-02-1

Anti Ice ON

PATH 1-2 GRADIENT

2.5 min OEI

10 30
GROSS WEIGHT
6700 kg 28
9
(14771 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
10
-40
3
8
2 6
4
0
1
10
2
-20
-30
-10
0 OAT - [˚C] 0
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 4 8 12 16 20 24 28 32 36 40
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00044-A-02-1

Anti Ice ON

PATH 1-2 GRADIENT

2.5 min OEI

10 30
GROSS WEIGHT
7100 kg 28
9
(15653 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
10
3
8
2 6
4
0
1
-10
2
-20
10
-30
0 OAT - [˚C] 0
-40
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 4 8 12 16 20 24 28 32 36 40
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00045-A-02-1

Anti Ice ON

PATH 1-2 GRADIENT

2.5 min OEI

10 30
GROSS WEIGHT
7500 kg 28
9
(16534 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
10
3
8
2 6
4
0 -10
1
2
-20
-30
10
0 OAT - [˚C] 0
-40
-2
Vcoss [kIASt]
60
Gradient
Min.
70
80
0 4 8 12 16 20 24 28 32 36 40
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00046-A-02-1

Anti Ice ON

PATH 1-2 GRADIENT

2.5 min OEI

10 30
GROSS WEIGHT
7900 kg 28
9
(17416 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
10
3
8
2 6
4
0
1
-10
2
-20
-30
10
0 OAT - [˚C] 0
-4
0
-2
Vcoss [kIAS]
60
Gradient
Min.
70
80
0 2 4 6 8 10 12 14 16 18 20
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00047-A-02-1

Anti Ice ON

PATH 1-2 GRADIENT

2.5 min OEI

10 30
GROSS WEIGHT
8300 kg 28
9
(18298 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
10
3
8
2 6
4
0
1
-10
2
-20
-30
0 OAT - [˚C] 0
10
-4
0 -2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 2 4 6 8 10 12 14 16 18 20
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00048-A-02-1

Anti Ice ON

189G0290X0002 Clean Area T-O Procedures
PART B
CLEAN AREA TAKE-OFF PROCEDURES
TABLE OF CONTENTS
Page
SECTION 1B - LIMITATIONS
IFR OPERATION .........................................................................................................S4-B1
MINIMUM RUNWAY LENGTH ....................................................................................S4-B1
WEIGHT LIMITATIONS ...............................................................................................S4-B1
ALTITUDE LIMITATIONS ............................................................................................S4-B1
WIND LIMITATIONS....................................................................................................S4-B1
SECTION 2B - NORMAL PROCEDURES

AIRSPEED DEFINITIONS ...........................................................................................S4-B2
TAKE-OFF DECISION POINT (TDP) ..........................................................................S4-B2
CLEAR AREA TAKE-OFF PROCEDURE .........................................................................S4-B4
SECTION 3B - EMERGENCY AND MALFUNCTION PROCEDURES

GENERAL....................................................................................................................S4-B7
EMERGENCY PROCEDURE FOR SINGLE ENGINE FAILURE
DURING TAKE-OFF ....................................................................................................S4-B8
SINGLE ENGINE FAILURE RECOGNIZED PRIOR TO TDP
(REJECTED TAKE-OFF) ............................................................................................S4-B8
(CONTINUED TAKE-OFF) ..........................................................................................S4-B9
SECTION 4B - PERFORMANCE DATA

WIND EFFECT ..........................................................................................................S4-B11
W.A.T. CHARTS ........................................................................................................S4-B11
REJECTED TAKE-OFF DISTANCE OEI...................................................................S4-B11
CONTINUED TAKE-OFF DISTANCE OEI ................................................................S4-B11
TAKE-OFF FLIGHT PATH 1......................................................................................S4-B11
LEVEL FLIGHT ACCELERATION .............................................................................S4-B11
TAKE-OFF FLIGHT PATH 2......................................................................................S4-B12
INFLUENCE OF TURNS DURING PATH 2 CLIMB ..................................................S4-B12
CLIMB PERFORMANCE ...........................................................................................S4-B13
EXAMPLE FOR CLIMB GRADIENT WITH BANK TURN..........................................S4-B13
FOR TRAINING ONLY Issue 1 Page S4-Bi

Clean Area T-O Procedures 189G0290X002
Page S4-Bii Issue 1 FOR TRAINING ONLY

LIST OF FIGURES
Figure Page
Figure 2B-1 VTOSS Calculation Chart.......................................................................S4-B-3
Figure 2B-2 Take-Off Profile Clear Area ....................................................................S4-B-4
Figure 3B-1 Clear Area Engine Failure before TDP ..................................................S4-B-8
Figure 3B-2 Clear Area Engine Failure at/after TDP .................................................S4-B-9
Figure 4B-1 Effect of Turn on PATH 2......................................................................S4-B-12
Figure 4B-2 Clear Area Procedure Weight Limitations, Anti Ice OFF, Heater OFF ..S4-B-15
Figure 4B-3 Clear Area Procedure Weight Limitation Table, Anti Ice OFF,
Heater OFF ..........................................................................................S4-B-16
Figure 4B-4 Clear Area Procedure Weight Limitations, Anti Ice ON, Heater OFF....S4-B-17
Figure 4B-5 Clear Area Procedure Weight Limitation Table, Anti Ice ON,
Heater OFF/ON....................................................................................S4-B-18
Figure 4B-6 Wind Component Chart........................................................................S4-B-19
Figure 4B-7 PATH 1 Gradient Gross Weight 5500 kg, Anti Ice OFF........................S4-B-20
Figure 4B-15 PATH 1 Gradient Gross Weight 5500 kg, Anti Ice ON .........................S4-B-28
Figure 4B-23 Clear Area Procedure Acceleration Distance from VTOSS to VY........S4-B-36
Figure 4B-24 PATH 2 Gradient, OEI MCP, Gross Weight 5500 kg, Anti Ice OFF ......S4-B-37
Figure 4B-25 PATH 2 Gradient,OEI MCP, Gross Weight 5900 kg Anti Ice OFF ........S4-B-38
Figure 4B-26 PATH 2 Gradient, OEI MCP, Gross Weight 6300 kg Anti Ice OFF .......S4-B-39
Figure 4B-32 PATH 2 Gradient, OEI MCP, Gross Weight 5500 kg Anti Ice ON.........S4-B-45
FOR TRAINING ONLY Issue 1 Page S4-Biii

Figure Page
Figure 4B-36 PATH 2 Gradient, OEI MCP, Gross Weight 7100 kg Anti Ice ON ........ S4-B-49

189G0290X002 Clear Area T-O Procedures
Part B
Clear Area Take-Off Procedures
SECTION 1B - LIMITATIONS
IFR OPERATION
In accordance with Local Operating requirements,
MINIMUM RUNWAY LENGTH

Minimum demonstrated runway length ..................................... 900 m (2950 ft)
WEIGHT LIMITATIONS
Weight Limitation, Anti Ice OFF ................................. Figure 4B-1, Figure 4B-2
Weight Limitation, Anti Ice ON ................................... Figure 4B-3, Figure 4B-4
Maximum Altitude for CAT A Landing ......................8000 ft (2400 m) Hp or Hd
........................................................................................ whichever comes first
WIND LIMITATIONS
Take-Off with tail wind component is prohibited.
EASA Approved FOR TRAINING ONLY Issue 1 Page S4-B1

Clear Area T-O Procedures 189G0290X002
SECTION 2B - NORMAL PROCEDURES

Take-Off Safety Speed (VTOSS) ...................................................... Figure 2B-1
TAKE-OFF DECISION POINT (TDP)

TDP ........................................................................ 30 ft (9 m) AGL and VTOSS
Note
Radio altimeter heights are shown in the flight path profiles.
Page S4-B2 Issue 1 FOR TRAINING ONLY EASA Approved

Vtoss/Vblss SELECTION
80
78
76
74
72
70
Vtoss/Vblss [kIAS]
68
66
64
62
e
lin
e
60
nc
re
fe
Re
58
56
54
52
50
0 4 8 12 16 20 24 28 32 36 40 44 48 52 56 60
189G1580A002 Rev.C ICN-89-A-155304-G-A0126-00052-A-02-1
Figure 2B-1 VTOSS Calculation Chart

CLEAR AREA TAKE-OFF PROCEDURE
Vy
TDP = 30 ft AGL and
VTOSS (50 KIAS)
GS = 25 kts
Figure 2B-2 Take-Off Profile Clear Area
CAUTION
fails in the Take-Off path, to carry out a safe OEI landing or
1. VTOSS — Select VTOSS based on reported

headwind component.

CAS.
3. HEATER — As required
4. Pilot Altimeter — Set
5. Rad Alt — Check
6. Power checks — Carry out daily power checks in

accordance with ENGINE POWER
CHECKS procedure in Basic RFM
Section 4.

7. NOSEWHEEL steering — LOCK
8. Engine/Rotor — TQ/ITT matched as required and

check NF/NR 102%.
9. MFD PWR PLANT page — Check all parameters within normal

operating limits and cross check
with PFD.
10. Warnings and Cautions — None/as required
11. Flight controls — Check correct functioning.
12. Hover — Establish a 7 ft (2 m) ATS hover, no

winds from rear sectors (090° to
270°).
13. PI/Attitude — Note PI value (PI TARGET) and pitch

attitude.
14. Land — Centralize cyclic and reduce collec-

tive to MPOG.
15. Rolling departure — Increase collective to 50% PI (±5%)

and forward cyclic to allow smooth
acceleration.
16. Lift Off — At 25 Kts groundspeed apply collec-

tive to PITARGET in 3 seconds.
17. Cyclic control — After lift-off rotate nose down for an

attitude change of -5° deg from
hover value.
18. Take Off Decision Point TDP — At 30 ft AGL continue acceleration.

Verify V TOSS already achieved.
Accelerate to Vy and continue
climb.
19. Climb — At Vy adjust attitude to stabilize

speed. Continue climb.

20. Landing gear — UP at or above 200 ft (60 m) AGL.
21. Power — Adjust collective to climb at VY

(80 KIAS), using up to 5min power,
to 1000 ft (300 m) AGL
22. At 1000 ft (300 m) AGL — Adjust collective and cyclic to con-

tinue climb at Vy or accelerate to
cruise speed as required.
23. After Take-Off checks — Complete


SECTION 3B - EMERGENCY AND

GENERAL
Take-Off path and assume the pilot gives first priority to aircraft control and to
For all Take-Off procedures the following shall be observed:
1. Engine failure prior to TDP — Recognition of engine failure prior

to the TDP dictates that the Take-
Off be rejected.
2. Engine failure at or after TDP — Recognition of the failure at or after

the TDP dictates that the Take-Off
be continued.

EMERGENCY PROCEDURE FOR SINGLE ENGINE FAILURE

DURING TAKE-OFF
SINGLE ENGINE FAILURE RECOGNIZED PRIOR TO TDP

(REJECTED TAKE-OFF)
TDP = 30 ft AGL
VTOSS
GS = 25 kts
Figure 3B-1 Clear Area Engine Failure before TDP
1. Collective — Adjust collective to maintain the

rotor droop within 90%NR and
lower collective slightly to establish
descent.
2. Cyclic — Adjust pitch attitude as required to

reduce speed below 40 kts GS.
3. Touchdown — At approximately 7-10 ft

(1.5-3 m) AGL increase collective to
cushion landing. Maximum nose up
attitude at touchdown 15°.

tive to MPOG. Apply wheel brakes
as required to stop aircraft.

RFM Page 3-27.


page 3-29.

(CONTINUED TAKE-OFF)
Note
All height are AGL Vy
Level accel to Vy
TDP = 30 ft AGL
VTOSS
200 ft
35 ft 1000 ft
15 ft
Take Off Distance Path 1 Path 2
Figure 3B-2 Clear Area Engine Failure at/after TDP
1. Collective/Cyclic — Rotate nose up to +6°. Use collec-

tive to droop NR to minimum of
90%.
2. Acceleration/Climb — Reduce pitch to give a +4° nose up

attitude and continue acceleration
to VTOSS , while lowering collective
to recover NR to 101%.

adjust pitch attitude to climb to
200 ft (60 m) with 2.5min power,
maintainin NR at 101% to ensure
full power is being applied

4. At 200 ft (60 m) AGL — Landing gear - UP and level off to

accelerate to Vy (80 KIAS), using
2.5min power range, maintaining
NR at 101%.
5. OEI SEL button on collective — Select
6. Climb — Continue climb at Vy to 1000 ft AGL

maintaining NR at 101%.
7. At 1000 ft (300 m) AGL — Continue climb to final altitude at VY.

SECTION 4B - PERFORMANCE DATA

WIND EFFECT
For Crosswind and Headwind Component computation refer to Wind Compo-
nent Chart (Figure 4B-6).
Example
Calculate Headwind and Crosswind component for a reported wind of 25
kts from 35° with respect to the helicopter heading.
Solution
Enter Wind Component Chart Figure 4B-6 at 25 kt on the Reported Wind
Speed axis, proceed right following the curved lines to wind relative angle
of 35°. At the intercept proceed horizontally right to Headwind Compo-
nent axis and read 20 kts, from the intercept proceed vertically to Cross-
wind Component axis and read 14 kts.
W.A.T. CHARTS
The Clear Area Take-Off Procedure Weight Limitation charts are shown in Fig-
ure 4B-2 to Figure 4B-5.
REJECTED TAKE-OFF DISTANCE OEI

The Rejected Take Off Distance maximum 900 m (2950 ft).
CONTINUED TAKE-OFF DISTANCE OEI

The Continued Take-Off Distance OEI maximum 600 m (1970 ft).
TAKE-OFF FLIGHT PATH 1

an OEI climb at VTOSS and 2.5 min power is shown in Figure 4B-7 to Figure
4B-22 for various altitudes, temperatures, weights, ,headwind and Intake Anti
Ice OFF amd ON.
The charts apply from the end of the CTO distance to a height of 200 ft (60 m)
AGL.
LEVEL FLIGHT ACCELERATION

The distance for the level flight acceleration from VTOSS at the end of the
PATH 1 climb to VY the start of the PATH 2 Climb is shown in Figure 4B-23.


an OEI climb at VY and MCP OEI is shown in Figure 4B-24 to Figure 4B-39 for
various altitudes, temperatures, weights, headwind component and Anti Ice
OFF and ON.
The charts apply from 200 ft (60 m) AGL to 1000 ft (300 m) AGL.
INFLUENCE OF TURNS DURING PATH 2 CLIMB

The performance data Figure 4B-24 to Figure 4B-39 apply to climbs at YY
without any significant bank angle. The following table Figure 4B-1 shows the
distance travelled for a 10 degree of heading change and reduction in height
gain over a distance of 100 ft (30 m) in the Take-Off flight PATH 2 gradient.
(valid for all combinations of gross weight, altitude, OAT).
CAUTION
Do not apply any headwind component correction.
EFFECT OF TURN ON PATH 2
Bank Angle 15° 30°
Gradient
-2 ft -7 ft
correction
Distance
566 ft 262 ft
travelled for
10° of Heading
172 m 80 m
change
189G1580A002 issue B ICN-89-A-155304-G-A0126-00049-A-01-1
Figure 4B-1 Effect of Turn on PATH 2

CAUTION
If, after correction, the resullting gradient is less than 2 ft the
minimum required climb gradient for PATH 2 (150 ft/min) may
not be achieved.
CLIMB PERFORMANCE
Single Engine Rate Off Climb at VY

Manual.
EXAMPLE FOR CLIMB GRADIENT WITH BANK TURN

Calculate the following:
• Climb Gradient for straight climb
• Climb Gradient for Bank turn climb of 15° for a total heading change of
35° and the distance travelled from the comencement of the turning
point.
Data
—Take Off weight = 7900 kg
—Altitude = 4000 ft Hp
—Temperature = 15° C
—Headwind Component = 20 kts
—Configuration = Anti Ice OFF

Solution
• Straight Climb - Using the Take Off Flight PATH 2 Gradient Maximum
Continuous Power OEI chart, Figure 4B-30, on the Pressure Altitude
axis from 4000 ft move right to intercept the 15° C line (interpolated
between 10° C and 20°C ), drop down to the junction of the two graphs.
Follow the Headwind Component curves until intercepting the 20 kts
line, drop vertically from this point to Mean Height Gained in 100 ft of 6
ft.
• Bank Turn in Climb - Using the Take Off Flight PATH 2 Gradient Maxi-
mum Continuous Power OEI chart, Figure 4B-30, on the Pressure Alti-

tude axis from 4000 ft move right to intercept the 15° C line
(interpolated between 10° C and 20° C), drop down to the junction of
the two graphs. Drop vertically from this point to Mean Height Gained
in 100 ft of 5.0 ft. (Headwind Component benefit cannot be applied for
turns during PATH 2 climb).
Using the Effect of Turn on PATH 2 Gradient table, Figure 4B-4, from
Distance Correction row move right to Bank Angle of 15° read -2 ft.
Correcting the Mean Height Gained in 100 ft:
6.0 - 2 = 4.0 ft
To calculate distance covered in 35° of heading change, from Distance

Travelled for 10° of Heading Change row move right to Bank Angle of
15° read 566 ft. To get distance in 35° of heading change multiply by
3.5.
566 x 3.5 = 2096 ft
Therefore the height gained from commencement of the turn during the
PATH 2 climb will be 2096/100x4. = 84 ft.

CLEAR AREA Procedure
Eng. AI: OFF
▼
Heater: OFF
Gross Weight - [lb x 100] ▼
120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
7
2
6

ft
10
5 00
20
80 1.5
it
lim
30
Hd
0 -10-20
4
1
3
40
MA
XO
2
AT
0.5
L
IM
50
1
IT
55
0 0
53 57 61 65 69 73 77 81 85
Figure 4B-2 Clear Area Procedure Weight Limitations,


WAT for Clear Area T.O. & Landing
Page S4-B16
Supplement 4
Hp [ft] -20 -10 0 10 20 30 40 50 55

-1000 8300 8300 8300 8300 8300 8300 8300 8276 7898
CAT A Operations
-500 8300 8300 8300 8300 8300 8300 8300 8106 7735
Issue 1
0 8300 8300 8300 8300 8300 8300 8300 7936 7572
Clear Area T-O Procedures
500 8300 8300 8300 8300 8300 8300 8300 7763

1000 8300 8300 8300 8300 8300 8300 8300 7592
1500 8300 8300 8300 8300 8300 8300 8234 7424
2000 8300 8300 8300 8300 8300 8300 8042 7259
2500 8300 8300 8300 8300 8300 8300 7853 7094
3000 8300 8300 8300 8300 8300 8243 7669
3500 8300 8300 8300 8300 8300 8092 7489
Document N°
AW189 - RFM
189G0290X002
4000 8300 8300 8300 8300 8214 7943 7310

4500 8267 8270 8280 8300 8063 7797

5000 8149 8124 8136 8193 7913 7652
FOR TRAINING ONLY

5500 8013 7982 7996 8041 7766
6000 7872 7841 7859 7891 7622
6500 7732 7702 7725 7743
7000 7594 7565 7592
7500 7458 7432 7457
Figure 4B-3 Clear Area Procedure Weight Limitation Table,

8000 7325 7302
189G1580A002 Rev.B ICN-89-A-155104-G-A0126-00008-A-01-1
EASA Approved
Eng. AI: ON
Heater: OFF

120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
ft
0
00
-20
7
8
it
lim
10
2
d
H
0
6

5 1.5
1
3
-1
0
2
0.5
0 0
53 57 61 65 69 73 77 81 85
Figure 4B-4 Clear Area Procedure Weight Limitations,


Page S4-B18
Supplement 4
Hp [ft] -20 -10 0 10 20 30 40 50 55

-1000 8300 8300 8300 8300
CAT A Operations
-500 8300 8300 8300 8300
Issue 1
0 8300 8300 8300 8300
500 8300 8300 8300 8300
Clear Area T-O Procedures
1000 8300 8300 8300 8300

1500 8300 8300 8300 8300
2000 8300 8300 8300 8300
2500 8300 8300 8300 8300
3000 8300 8300 8300 8181
3500 8276 8300 8300 8014
Document N°
AW189 - RFM
189G0290X002
4000 8158 8191 8184 7841

4500 8043 8055 8043 7662
5000 7929 7913 7903 7485
FOR TRAINING ONLY

5500 7815 7774 7762 7316
6000 7678 7636 7624 7150
6500 7540 7498 7488 6981
7000 7404 7362 7354
7500 7269 7228 7219
Figure 4B-5 Clear Area Procedure Weight Limitation Table,

8000 7135 7097
189G1580A002 Rev.B ICN-89-A-155104-G-A0126-00009-A-01-1
EASA Approved

0 10 20 30 40 50 60
60 60
D
50 50
10˚
0˚
20˚
40 40
˚
30
˚
40
30 ˚ 30
50
A ˚

60 C
20 20
B
70˚
10 80˚ 10
0 90˚ 0
100˚
10 -10
110
˚
20 12 -20
0˚
13
0˚
30 -30
14
0˚
15
40 -40
0˚
160
170˚
180˚
WIND ANGLE
50 respect to -50
Helicopter
HEADING
60 -60
189G1560A001 Rev.A ICN-89-A-154000-G-A0126-00003-A-01-1

Figure 4B-6 Wind Component Chart

PATH 1 GRADIENT
2.5 min OEI

Vtoss/Vblss
10 30
GROSS WEIGHT
5500 kg 28
9
(12125 lb)
26
8 24
22

7
20
6 18
MA
XO
16
5
AT
14
LIM
30
IT
4 12
10
20
3
40
10
8
0
2
-10
6
-20
4
1
50
2
-30 -4
0 OAT - [˚C] 0
ISA+40˚
0
55
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 5 10 15 20 25 30 35 40 45 50
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00001-A-02-1
Figure 4B-7 PATH 1 Gradient Gross Weight 5500 kg, Anti Ice OFF

PATH 1 GRADIENT
2.5 min OEI

Vtoss/Vblss
10 30
GROSS WEIGHT
5900 kg 28
9
(13007 lb)
26
8 24
22

7
20
6 18
MA
XO
16
5
AT
14
LIM
4 12
IT
30
10
3
40
20
8
10
2
0
6
-10
-20
4
1
50
2
-30 -4
0 OAT - [˚C] 0
ISA+40˚
0
55
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 5 10 15 20 25 30 35 40 45 50
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00002-A-02-1

PATH 1 GRADIENT
2.5 min OEI

Vtoss/Vblss
10 30
GROSS WEIGHT
6300 kg 28
9
(13889 lb)
26
8 24
22

7
20
6 18
MA
16
XO
5
AT
14
LIM
4 12
IT
10
30
3
20
8
10 0
40
2 6
-10
-20
4
50
1
2
-30 -40
0 OAT - [˚C] 0
ISA+40˚
55
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 5 10 15 20 25 30 35 40 45 50
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00003-A-02-1

PATH 1 GRADIENT
2.5 min OEI

Vtoss/Vblss
10 30
GROSS WEIGHT
6700 kg 28
9
(14771 lb)
26
8 24
22

7
20
6 18
MA
16
XO
5
AT
14
LIM
4 12
IT
10
2030
3
10
8
40
2
-10
6
-20
4
50
-30
1
2
0 OAT - [˚C] 0
-40
ISA+40˚
55
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 5 10 15 20 25 30 35 40 45 50
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00004-A-02-1

PATH 1 GRADIENT
2.5 min OEI

Vtoss/Vblss
10 30
GROSS WEIGHT
7100 kg 28
9
(15653 lb)
26
8 24
22

7
20
6 18
16
5
14
MA
XO
4 12
AT
10
LIM
3
20
IT
8
10
40
30
2 6
0
-20
4
50
1
-10
2
-30
0 OAT - [˚C] 0
-40
ISA+40˚
55
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 4 8 12 16 20 24 28 32 36 40
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00005-A-02-1
Figure 4B-11 PATH 1 Gradient Gross Weight 7100 kg,

Anti Ice OFF

PATH 1 GRADIENT
2.5 min OEI

Vtoss/Vblss
10 30
GROSS WEIGHT
7500 kg 28
9
(16534 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
MA
XO
10
20
3
AT
30
10
8
LIM
40
0 -10
IT
2 6
-20
4
50
1
2
-30
0 OAT - [˚C] 0
-40
ISA+40˚
55
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 4 8 12 16 20 24 28 32 36 40
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00006-A-02-1

Anti Ice OFF

PATH 1 GRADIENT
2.5 min OEI

Vtoss/Vblss
10 30
GROSS WEIGHT
7900 kg 28
9
(17416 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
20 10
3 10
MA
8
X
0
40
OA
2 -1 6
0
T
-2
LI
0
4
MI
50
T
1
30
2
-30
0 OAT - [˚C] 0
-40
ISA+40˚
55
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 2 4 6 8 10 12 14 16 18 20
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00007-A-02-1

Anti Ice OFF

PATH 1 GRADIENT
2.5 min OEI

Vtoss/Vblss
10 30
GROSS WEIGHT
8300 kg 28
9
(18298 lb)
26
8 24
22

7
20
6 18
16
5
14
30
4 12
10
20
3
8
10
0
2 6
40
-10
-20
MA
4
X
50
1
-30
OA
2
T
LI
OAT - [˚C]
55
MI
0 0
-40
T
ISA+40˚
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 2 4 6 8 10 12 14 16 18 20
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00008-A-02-1

Anti Ice OFF

PATH 1 GRADIENT
2.5 min OEI

Vtoss/Vblss Engine A.I.: ON
10 30
GROSS WEIGHT
5500 kg 28
9
(12125 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
10
3
8
2 6
4
0
-10
1
2
-20
0 OAT - [˚C] 0
-30 -4
10
-2
0
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 5 10 15 20 25 30 35 40 45 50
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00009-A-02-1

Anti Ice ON

PATH 1 GRADIENT
2.5 min OEI

10 30
GROSS WEIGHT
5900 kg 28
9
(13007 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
10
3
8
2 6
4
0
-10
1
2
-20
-30 -40
0 OAT - [˚C] 0
10
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 5 10 15 20 25 30 35 40 45 50
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00010-A-02-1

Anti Ice ON

PATH 1 GRADIENT
2.5 min OEI

10 30
GROSS WEIGHT
6300 kg 28
9
(13889 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
10
3
8
2 6
4
0
1
-10
2
-20-30
0 OAT - [˚C] 0
10
-2
-40
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 5 10 15 20 25 30 35 40 45 50
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00011-A-02-1

Anti Ice ON

PATH 1 GRADIENT
2.5 min OEI

10 30
GROSS WEIGHT
6700 kg 28
9
(14771 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
10
3
8
2 6
4
0
1
-10
2
-20
10
0 0
-30
OAT - [˚C]
-2
-40
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 5 10 15 20 25 30 35 40 45 50
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00012-A-02-1

Anti Ice ON

PATH 1 GRADIENT
2.5 min OEI

10 30
GROSS WEIGHT
7100 kg 28
9
(15653 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
10
3
8
2 6
10
4
1
0
-10
2
-20
0 0
-30
OAT - [˚C]
-40
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 4 8 12 16 20 24 28 32 36 40
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00013-A-02-1

Anti Ice ON

PATH 1 GRADIENT
2.5 min OEI

10 30
GROSS WEIGHT
7500 kg 28
9
(16534 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
10
3
8
2 6
4
0
1
-10 -2
2
0-
0 OAT - [˚C] 0
10
30
-40
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 4 8 12 16 20 24 28 32 36 40
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00014-A-02-1

Anti Ice ON

PATH 1 GRADIENT
2.5 min OEI

10 30
GROSS WEIGHT
7900 kg 28
9
(17416 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
10
3
8
2 6
0 4
1 -1
0
-2 2
0
0 -3 0
OAT - [˚C]
10
0
-4
0 -2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 2 4 6 8 10 12 14 16 18 20
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00015-A-02-1

Anti Ice ON

PATH 1 GRADIENT
2.5 min OEI

10 30
GROSS WEIGHT
8300 kg 28
9
(18298 lb)
26
8 24
22

7
20
6 18
16
5
14
4 12
10
3
8
2 6
0 4
-10
1
2
-20
-30
0 0
10
OAT - [˚C]
-4
0
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 2 4 6 8 10 12 14 16 18 20
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00016-A-02-1

Anti Ice ON

DISTANCE REQUIRED for LEVEL ACCELERATION

from VTOSS\VBLSS to VY
Acceleration Distance - [ft x 1000]

1.8 2 2.2 2.4 2.6 2.8 3 3.2 3.4 3.6 3.8 4 4.2 4.4
8
°C
10
e
7 ov
ab
2
or
6
at
AT

rO
fo
5 1.5
4
0°C
w1
1
elo
3
Tb
OA
2
for
0.5
0 0
5 6 7 8 9 10 11 12 13 14
Acceleration Distance - [m x 100]
Figure 4B-23 Clear Area Procedure Acceleration Distance from

VTOSS to VY

PATH 2 GRADIENT
CONTINUOUS POWER OEI

Vy: 80 kIAS
10 30
GROSS WEIGHT
9 5500 kg
(12125 lb)
25
8

7
20
0
-10 -2
MAX O
6
10
0 -30
5
20
AT LIM
15
30
-40
4
IT
10
40
2
5
1
50
OAT - [˚C]
0 0
ISA+40
55
0
Min. Gradient
10
20
30
40
50
0 5 10 15 20 25 30 35 40 45 50
189G1580A002 Rev.B ICN-89-A155304-G-A0126-00017-A-02-1
Figure 4B-24 PATH 2 Gradient, OEI MCP, Gross Weight 5500 kg,
Anti Ice OFF

PATH 2 GRADIENT

Vy: 80 kIAS
10 30
GROSS WEIGHT
9 5900 kg
(13007 lb)
25
8

7
0
20
-10 -20
6
10
-30 -4
MAX O
20
5 15
30
4
AT LIM
10
3
40
IT
2
5
1
50
OAT - [˚C]
0 0
ISA+40˚
55
0
Min. Gradient
10
20
30
40
50
0 5 10 15 20 25 30 35 40 45 50
189G1580A002 Rev.B ICN-89-A155304-G-A0126-00018-A-02-1
Figure 4B-25 PATH 2 Gradient,OEI MCP, Gross Weight 5900 kg

Anti Ice OFF

PATH 2 GRADIENT

Vy: 80 kIAS
10 30
GROSS WEIGHT
9 6300 kg
(13889 lb)
25
8

7
20
0
-10
6
10 0
-20 -30
2
5 15
30
-40
4
MAX O
10
3
AT LIM
40
2
IT
5
1
50
OAT - [˚C]
0 0
ISA+40˚
55
0
Min. Gradient
10
20
30
40
50
0 5 10 15 20 25 30 35 40 45 50
189G1580A002 Rev.B ICN-89-A155304-G-A0126-00019-A-02-1
Figure 4B-26 PATH 2 Gradient, OEI MCP, Gross Weight 6300 kg

Anti Ice OFF

PATH 2 GRADIENT

Vy: 80 kIAS
10 30
GROSS WEIGHT
9 6700 kg
(14771 lb)
25
8
0

7
-10
20
-20
6
-30
5
10
15
-40
20
4
10
MA
30
3
XO
40
AT
2
5
LIM
1
IT
50
OAT - [˚C]
0 0
ISA+40˚
55
0
Min. Gradient
10
20
30
40
50
0 2 4 6 8 10 12 14 16 18 20
189G1580A002 Rev.B ICN-89-A155304-G-A0126-00020-A-02-1

Anti Ice OFF

PATH 2 GRADIENT

Vy: 80 kIAS
10 30
GROSS WEIGHT
9 7100 kg
(15653 lb)
25
8

7
20
-10
0
-20
6
-30
10
5 15
-40
20
4
10
30
2
MA
40
5
XO
1
AT
50
LIM
OAT - [˚C]
0 0
IT
ISA+40˚
55
10
Min. Gradient
20
30
40
50
0 2 4 6 8 10 12 14 16 18 20
189G1580A002 Rev.B ICN-89-A155304-G-A0126-00021-A-02-1

Anti Ice OFF

PATH 2 GRADIENT

Vy: 80 kIAS
10 30
GROSS WEIGHT
9 7500 kg
(16534 lb)
25
8

7
20
-10
6
0
-20
-30
10
5 15
-40
4
20
10
3
30
2
5
40
1
OAT - [˚C]
50
0 0
ISA+40˚
55
-1
0
10
Min. Gradient
20
30
40
50
0 2 4 6 8 10 12 14 16 18 20
189G1580A002 Rev.B ICN-89-A155304-G-A0126-00022-A-02-1

Anti Ice OFF

PATH 2 GRADIENT

Vy: 80 kIAS
10 30
GROSS WEIGHT
9 7900 kg
(17416 lb)
25
8

7
-10
20
-20
6
0
-30
10
5 15
-40
4
20
10
3
30
2
5
1
40
OAT - [˚C]
0 0
ISA+40˚
50
0
Min. Gradient
10
20
30
40
50
0 2 4 6 8 10 12 14 16 18 20
189G1580A002 Rev.B ICN-89-A155304-G-A0126-00023-A-02-1

Anti Ice OFF

PATH 2 GRADIENT

Vy: 80 kIAS
10 30
GROSS WEIGHT
9 8300 kg
(18298 lb)
25
8

7
-10 0
20
6
-20 -3
10
5
0 -4
15
0
4
20
10
3
30
2
5
1
40
OAT - [˚C]
0 0
ISA+40˚
10
Min. Gradient
20
30
40
50
0 2 4 6 8 10 12 14 16 18 20
189G1580A002 Rev.B ICN-89-A155304-G-A0126-00024-A-02-1

Anti Ice OFF

PATH 2 GRADIENT

Vy: 80 kIAS Engine A.I.: ON
10 30
GROSS WEIGHT
9 5500 kg
(12125 lb)
25
8

7
20
6
5 15
-20
-10
10
-30
0
4
10
3
-40
2
5
1
0 OAT - [˚C] 0
0
Min. Gradient
10
20
30
40
50
0 4 8 12 16 20 24 28 32 36 40
189G1580A002 Rev.B ICN-89-A155304-G-A0126-00025-A-02-1

Anti Ice ON

PATH 2 GRADIENT

10 30
GROSS WEIGHT
9 5900 kg
(13007 lb)
25
8

7
20
6
-20 -10
5 15
-30
0
10
4
10
3
-40
2
5
1
0 OAT - [˚C] 0
0
Min. Gradient
10
20
30
40
50
0 4 8 12 16 20 24 28 32 36 40
189G1580A002 Rev.B ICN-89-A155304-G-A0126-00026-A-02-1

Anti Ice ON

PATH 2 GRADIENT

10 30
GROSS WEIGHT
9 6300 kg
(13889 lb)
25
8

7
20
6
-20 -10
5 15
-30
0
4
10
10
3
-40
2
5
1
0 OAT - [˚C] 0
0
Min. Gradient
10
20
30
40
50
0 4 8 12 16 20 24 28 32 36 40
189G1580A002 Rev.B ICN-89-A155304-G-A0126-00027-A-02-1

Anti Ice ON

PATH 2 GRADIENT

10 30
GROSS WEIGHT
9 6700 kg
(14771 lb)
25
8

7
20
6
-2 -10
5
0
15
4
0
10
-40
3
10
-30
2
5
1
0 OAT - [˚C] 0
10
Min. Gradient
20
30
40
50
0 2 4 6 8 10 12 14 16 18 20
189G1580A002 Rev.B ICN-89-A155304-G-A0126-00028-A-02-1

Anti Ice ON

PATH 2 GRADIENT

10 30
GROSS WEIGHT
9 7100 kg
(15653 lb)
25
8

7
20
6
-20
5 15
-1
0
4
-3
0
10
0
3
-40
10
2
5
1
0 OAT - [˚C] 0
10
Min. Gradient
20
30
40
50
0 2 4 6 8 10 12 14 16 18 20
189G1580A002 Rev.B ICN-89-A155304-G-A0126-00029-A-02-1

Anti Ice ON

PATH 2 GRADIENT

10 30
GROSS WEIGHT
9 7500 kg
(16534 lb)
25
8

7
20
6
-1
5
-20
15
0
-30
4
-40
10
0
3
10
2
5
1
0 OAT - [˚C] 0
0
Min. Gradient
10
20
30
40
50
0 2 4 6 8 10 12 14 16 18 20
189G1580A002 Rev.B ICN-89-A155304-G-A0126-00030-A-02-1

Anti Ice ON

PATH 2 GRADIENT

10 30
GROSS WEIGHT
9 7900 kg
(17416 lb)
25
8

7
20
6
5 -1 -2
0 0 15
-30
4
10
-40
3 0
2
5
10
1
0 OAT - [˚C] 0
10
Min. Gradient
20
30
40
50
0 1 2 3 4 5 6 7 8 9 10
189G1580A002 Rev.B ICN-89-A155304-G-A0126-00031-A-02-1

Anti Ice ON

PATH 2 GRADIENT

10 30
GROSS WEIGHT
9 8300 kg
(18298 lb)
25
8

7
20
6
5 -2
0 15
-1
-30
0
4
10
3 0
-40
2
10
5
1
0 OAT - [˚C] 0
0
Min. Gradient
10
20
30
40
50
0 1 2 3 4 5 6 7 8 9 10
189G1580A002 Rev.B ICN-89-A155304-G-A0126-00032-A-02-1

Anti Ice ON

189G0290X002 Offshore Helideck T-O
PART C
OFFSHORE HELIDECK
TAKE-OFF PROCEDURE
TO BE ISSUED
EASA Approved FOR TRAINING ONLY Issue 1 Page S4-C1

Offshore Helideck T-O 189G0290X002
Page S4-C2 Issue 1 FOR TRAINING ONLY EASA Approved

189G0290X0002 Helipad Vertical Landing
PART D
HELIPAD VERTICAL LANDING
PROCEDURES
TABLE OF CONTENTS
Page
SECTION 1D - LIMITATIONS
IFR OPERATION .........................................................................................................S4-D1
GROUND OR ELEVATED HELIPAD/HELIDECK SIZE ..............................................S4-D1
WEIGHT LIMITATIONS ...............................................................................................S4-D1
ALTITUDE LIMITATIONS ............................................................................................S4-D1
WIND LIMITATIONS....................................................................................................S4-D1
SECTION 2D - NORMAL PROCEDURES

GENERAL....................................................................................................................S4-D2
AIRSPEED LIMITATIONS ...........................................................................................S4-D2
LANDING DECISION POINT (LDP) ............................................................................S4-D2
GROUND OR ELEVATED HELIPAD APPROACH
AND LANDING PROCEDURE ..........................................................................................S4-D4
SECTION 3D - EMERGENCY AND MALFUNCTION PROCEDURES

GENERAL....................................................................................................................S4-D7
EMERGENCY PROCEDURES FOR ENGINE FAILURE DURING
LANDING APPROACH................................................................................................S4-D8
SINGLE ENGINE FAILURE DURING LANDING PRIOR TO LDP
(BALKED LANDING) ...................................................................................................S4-D8
FOR GROUNDSPEED ABOVE 15 KTS......................................................................S4-D8
FOR GROUNDSPEED BELOW 15 KTS .....................................................................S4-D9
SINGLE ENGINE FAILURE DURING LANDING AT OR AFTER LDP
(OEI LANDING) ...............................................................................................................S4-D11
SECTION 4D - PERFORMANCE DATA

WIND EFFECT ..........................................................................................................S4-D13
W.A.T. CHARTS ........................................................................................................S4-D13
BALKED LANDING DISTANCE OEI .........................................................................S4-D13
TAKE-OFF FLIGHT PATH 1 & 2 ...............................................................................S4-D13
CLIMB PERFORMANCE ...........................................................................................S4-D13
FOR TRAINING ONLY Issue 1 Page S4-Di

Helipad Vertical Landing 189G0290X002
Page S4-Dii Issue 1 FOR TRAINING ONLY

189G0290X0002 Helipad Verical Landing
LIST OF FIGURES
Figure Page
Figure 2D-1 VCOSS Calculation Chart .......................................................................S4-D3
Figure 2D-2 Vertical Helipad Landing Profile ..............................................................S4-D4
Figure 2D-3 Vertical Landing View RH Seat at LDP 110 ft ATS..................................S4-D6
Figure 3D-1 Helipad Engine Failure before LDP.........................................................S4-D8
Figure 3D-2 OEI Landing Profile ...............................................................................S4-D11
Figure 4D-1 Helipad Balked Landing Distance, Anti Ice OFF, Heater OFF ..............S4-D15
Figure 4D-2 Helipad Balked Landing Distance, Anti Ice ON, Heater OFF................S4-D17
FOR TRAINING ONLY Issue 1 Page S4-Diii

Helipad Verical Landing 189G0290X0002
Page S4-Div Issue 1 FOR TRAINING ONLY

Part D
Helipad Vertical Landing Procedures
SECTION 1D - LIMITATIONS
IFR OPERATION
Minimum ceiling .......................................................................................200 ft
GROUND OR ELEVATED HELIPAD/HELIDECK SIZE

.................................................................................... or Diameter 20 m (65 ft)
WEIGHT LIMITATIONS
Weight Limitation, Anti Ice OFF ................................ Figure 4A-1, Figure 4A-2
Weight Limitation, Anti Ice ON ................................... Figure 4A-3, Figure 4A-4
WIND LIMITATIONS
Landing with tail wind component is prohibited.
EASA Approved FOR TRAINING ONLY Issue 1 Page S4-D1

SECTION 2D - NORMAL PROCEDURES
GENERAL
The Helipad Vertical Landing procedure consists of a slow approach to a high
hover vertically above the landing surface proceeded by a slow descent to a
HIGE and landing. See Figure 2D-3 for pilot view of helipad at LDP.
Balked Landing Safety Speed (VBLSS) .................................................50 KIAS
Climb Out Safety Speed (VCOSS) ................................................... Figure 2D-1
Best Rate of Climb Speed (VY)............................................................ 80 KIAS
LANDING DECISION POINT (LDP)

LDP
Height ................................................................................................110 ft ALS
Groundspeed............................................................................. Less than 3 kts
Note
Refer to Barometric altimeter when obstacles are present in the
Landing flight path.
Page S4-D2 Issue 1 FOR TRAINING ONLY EASA Approved

Vcoss SELECTION
for PATH 1-2
80
78
76
74
72
e
lin
e
Vcoss [kIAS]
nc
re
70
fe
Re
68
66
64
62
60
0 4 8 12 16 20 24 28 32 36 40
189G1580A002 Rev.C ICN-89-A-155304-G-A0126-00053-A-02-1
Figure 2D-1 VCOSS Calculation Chart

GROUND OR ELEVATED HELIPAD APPROACH AND

LANDING PROCEDURE
150 ft ALS
GS 10 kts
ROD less than 100 fpm LDP 110 ft ALS
GS less than 3 kts
110 ft ALS
Figure 2D-2 Vertical Helipad Landing Profile
CAUTION
fails in the landing path, to carry out a safe OEI landing or

headwind component.
2. Pre-landing checks — Complete.

wind.

4. AWG (ECDU MISC page) — NORM/REGR as required
Note
When descending below 150 ft Rad Alt height a vocal message
‘ONE FIFTY FEET’ is activated regardless of the landing gear
status. This message is suppressed if AWG is set to REGR.
5. PARK BRAKE — Apply, Confirm pressure can be felt

ON advisory illuminated on CAS
6. Initial point — Establish an approach to pass

through 150 ft (50 m) ALS at a
groundspeed of 10 kts and rate of
descent of not more than 100 fpm.
Descend and decelerate to achieve
LDP (110 ft ALS) vertically above
the landing zone with less than 3 kts
groundspeed.
7. Landing — Continue to descend vertically over

the landing zone to a HIGE, main-
tainng less than 3 kts groundspeed.
8. PARK BRAKE — As required after landing.
9. Post Landing Checks — Complete


Figure 2D-3 Vertical Landing View RH Seat at LDP 110 ft ATS

SECTION 3D - EMERGENCY AND

GENERAL
Landing path and assume the pilot gives first priority to aircraft control and
For all Landing procedures the following shall be observed:
1. Engine failure prior to LDP — Recognition of engine failure prior

to the LDP dictates that a Balked
Landing be carried out.
2. Engine failure at or after LDP — Recognition of engine failure at or

after the LDP dictates that the Land-
ing be continued.


LANDING APPROACH

(BALKED LANDING)
Note
150 ft ALS
GS 10 kts All height are ALS
ROD less VY
than 100 fpm
VCOSS
LDP 110 ft ALS VBLSS 50 KIAS

GS less than 3 kts
Min 35 ft 1000 ft
50 ft 15 ft
Balked Landing Path 1/Path 2

Distance
Figure 3D-1 Helipad Engine Failure before LDP
FOR GROUNDSPEED ABOVE 15 KTS
1. Engine failure prior to LDP — Rotate nose to 0°. Use collective to

droop NR to a minimum of 90%.
2. Acceleration/Climb — Continue acceleration up to VBLSS

(50 KIAS). while lowering collective

3. Climb — At VBLSS (50 KIAS) adjust pitch atti-

tude to climb to 200 ft (60 m) ALS
with 2.5min power range maintain-
ing NR at 101% to ensure full power
is being applied.
4. At 200 ft (60 m) ALS — Landing gear - UP. Continue climb

maintaining NR at 101% .
5. At 1000 ft (300 m) ALS — Accelerate to VY and continue

6. OEI sel button on collective — Select as required.

CAS.
FOR GROUNDSPEED BELOW 15 KTS
1. Engine failure prior to LDP — Rotate nose down to -12°. Maintain

until achieving a groundspeed of 20
kts then rotate nose up to +6° in 4
seconds. Use collective to droop
NR to a minimum of 90%.
2. Acceleration/Climb — Reduce attitude to +4° and continue

acceleration up to VBLSS (50 KIAS),
NR to 101%.

3. Climb — When the aircraft achieves VBLSS

climb to 200 ft (60 m) with 2.5min
101% to ensure full power is being
applied.
4. At 200 ft (60 m) ALS — Landing gear - UP.

Continue climb accelerating to
VCOSS, using 2.5min power range,
up to 1000 ft AGL, maintaining NR
at 101%.
5. At 1000 ft (300 m) ALS — Accelerate to VY and continue


CAS.
8. LH LDG LT & RH LDG LT — OFF (if used)

SINGLE ENGINE FAILURE DURING LANDING AT OR

AFTER LDP (OEI LANDING)
150 ft ALS
GS 10 kts
ROD less than 100 fpm LDP 110 ft ALS
GS less than 3 kts
110 ft ALS
Figure 3D-2 OEI Landing Profile
1. Engine failure at or after LDP — Engine failure at or after LDP
2. At 10 ft ALS — Use collective to cushion touch

down on landing zone.
3. Landing — After touch down centralize cyclic,

reduce collective to MPOG and
apply wheel brakes.

RFM Page 3-27


page 3-29.

SECTION 4D - PERFORMANCE DATA
WIND EFFECT
For Crosswind and Headwind computation refer to Wind Component Chart
(Figure 4A-5).
W.A.T. CHARTS
Helipad Vertical Landing WAT charts are shown in Figure 4A-1 to Figure 4A-4.
BALKED LANDING DISTANCE OEI

The balked landing distance OEI is shown in Figure 4D-1 to Figure 4D-2.
These figures are applicable to all weights permitted by WAT charts.

m) ATS.
CLIMB PERFORMANCE

Manual.


N° 189G0290X002 Helipad Vertical Landing
VERTICAL PROCEDURE
BALKED LANDING DISTANCE
VBLSS 50 KIAS A.I. OFF

-2 0 2 4 6 8 10 12 14 16 18 20 22 24 0 4 8 12 16 20 24 28 32 36 40 44
ft
00
80
IT
M
LI
Hd
IT
IM
TL -2
0
OA
0
0
0
6900
6700
71 0
79 0
75 0
00
73 0
00
81 0
83 0
X 10
610
550
590
0
570
630
0
530
650
0
0
0
-
MA
77
0
OAT - [°C]
______
10 ISA+40°C GW - [kg]
50 ______
40 -------
55 20
30
-1 0 1 2 3 4 5 6 7 8 200 400 600 800 1000 1200 1400

189G1580A02 rev.B ICN-89-A-155204-G-A0126-00007-A-02-1
Figure 4D-1 Helipad Balked Landing Distance, Anti Ice OFF, Heater OFF


N° 189G0290X002 Helipad Vertical Landing
VERTICAL PROCEDURE
VBLSS 50 KIAS A.I. ON

-2 0 2 4 6 8 10 12 14 16 18 20 22 24 0 4 8 12 16 20 24 28 32 36 40 44 48 52
0 ft
8 00
IT
L IM
Hd
0
-2
5700
5500
6100
5900
6300
65 0
71 0
69 0
75 0
77 0
67 0
73 0
81 0 0
7900
8300
00
530
0
0
0
0
0
0
-1
0
10
OAT - [°C]
______
GW - [kg]
______
-1 0 1 2 3 4 5 6 7 8 200 400 600 800 1000 1200 1400 1600

189G1580A02 rev.B ICN-89-A-155204-G-A0126-00015-A-02-1
Figure 4D-2 Helipad Balked Landing Distance, Anti Ice ON, Heater OFF


189G0290X0002 Ground Heliport Landing
PART E
GROUND HELIPORT LANDING
PROCEDURES
Page
SECTION 1E - LIMITATIONS
IFR OPERATION .........................................................................................................S4-E1
MINIMUM GROUND HELIPORT SIZE........................................................................S4-E1
WEIGHT LIMITATIONS ...............................................................................................S4-E1
ALTITUDE LIMITATIONS ............................................................................................S4-E1
WIND LIMITATIONS....................................................................................................S4-E1
SECTION 2E - NORMAL PROCEDURES

GENERAL....................................................................................................................S4-E2
AIRSPEED LIMITATIONS ...........................................................................................S4-E2
LANDING DECISION POINT (LDP) ............................................................................S4-E2
GROUND HELIPORT APPROACH AND LANDING PROCEDURE ...........................S4-E4
SECTION 3E - EMERGENCY AND MALFUNCTION PROCEDURES

GENERAL....................................................................................................................S4-E6
LANDING APPROACH................................................................................................S4-E7
(BALKED LANDING) ...................................................................................................S4-E7
(OEI LANDING) ...........................................................................................................S4-E9
SECTION 4E - PERFORMANCE DATA

WIND EFFECT ..........................................................................................................S4-E11
W.A.T. CHARTS ........................................................................................................S4-E11
BALKED LANDING DISTANCE OEI .........................................................................S4-E11
LANDING DISTANCE OEI.........................................................................................S4-E11
TAKE-OFF FLIGHT PATH 1 & 2 ...............................................................................S4-E11
CLIMB PERFORMANCE ...........................................................................................S4-E11
FOR TRAINING ONLY Issue 1 Page S4-Ei

Ground Heliport Landing 189G0290X0002
LIST OF FIGURES
Figure Page
Figure 2E-1 VCOSS Calculation Chart .......................................................................S4-E3
Figure 2E-2 Ground Heliport Landing Profile ..............................................................S4-E4
Figure 3E-1 Ground Heliport Engine Failure before LDP............................................S4-E7
Figure 3E-2 OEI Landing Profile .................................................................................S4-E9
Figure 4E-1 Ground Heliport (Shallow) Procedure Weight Limitations Anti Ice OFF,
Heater OFF ...........................................................................................S4-E12
Figure 4E-2 Ground Heliport (Shallow) Procedure Weight Limitations Anti Ice OFF,
Heater OFF ...........................................................................................S4-E13
Figure 4E-3 Ground Heliport (Shallow) Procedure Weight Limitations Anti Ice ON,
Heater OFF ...........................................................................................S4-E14
Figure 4E-4 Ground Heliport (Shallow) Procedure Weight Limitations Anti Ice ON,
Heater OFF ...........................................................................................S4-E15
Figure 4E-5 Wind Component Chart.........................................................................S4-E16
Figure 4E-6 Ground Heliport Balked Landing Distance, Anti Ice OFF,
Heater OFF ...........................................................................................S4-E17
Figure 4E-7 Ground Heliport Balked Landing Distance, Anti Ice ON, Heater OFF...S4-E19
Figure 4E-8 Ground Heliport OEI Landing Distance, Anti Ice OFF, Heater OFF ......S4-E21
Figure 4E-9 Ground Heliport OEI Landing Distance, Anti Ice ON, Heater OFF........S4-E23
Page S4-Eii Issue 1 FOR TRAINING ONLY

Part E
Ground Heliport Landing
Procedures
SECTION 1E - LIMITATIONS
IFR OPERATION
MINIMUM GROUND HELIPORT SIZE

or Diameter 20 m (65 ft)
WEIGHT LIMITATIONS
Weight Limitation, Anti Ice OFF ................................ Figure 4E-1, Figure 4E-2
Weight Limitation, Anti Ice ON ................................... Figure 4E-3, Figure 4E-4
WIND LIMITATIONS
EASA Approved FOR TRAINING ONLY Issue 1 Page S4-E1

SECTION 2E - NORMAL PROCEDURES

GENERAL
The Ground Heliport landing procedure consists of a forward flight shallow
approach to hover HIGE and landing.
Balked Landing Safety Speed (VBLSS) .................................................50 KIAS
Climb Out Safety Speed (VCOSS) ................................................... Figure 2E-1

LDP
Height ................................................................................................. 50 ft ALS
(15 m ALS)
Groundspeed............................................................................................25 kts
Note
Page S4-E2 Issue 1 FOR TRAINING ONLY EASA Approved

Vcoss SELECTION
for PATH 1-2
80
78
76
74
72
e
lin
e
Vcoss [kIAS]
nc
re
70
fe
Re
68
66
64
62
60
0 4 8 12 16 20 24 28 32 36 40
189G1580A002 Rev.C ICN-89-A-155304-G-A0126-00053-A-02-1
Figure 2E-1 VCOSS Calculation Chart

GROUND HELIPORT APPROACH AND LANDING PROCEDURE
Note
200 ft ALS
40 KIAS
All heights are ALS
ROD less
than 200 fpm
LDP 50 ft ALS
GS 25 kts
Figure 2E-2 Ground Heliport Landing Profile
CAUTION

headwind component.
2. Pre-landing checks — Complete.

wind. Avoid winds from rear sectors
(relative 90°- 270°)
4. AWG (ECDU MISC page) — NORM/REGR as required

Note
5. PARK BRAKE — Apply, Confirm pressure can be felt

ON advisory illuminated on CAS

through 200 ft (60 m) ALS at
40 KIAS and rate of descent of not
more than 200 fpm. Decelerate to
achieve LDP (50 ft ALS) with a
groundspeed of 25 kts.
7. Landing — Continue to descend to a HIGE.

Maximum forward groundspeed on
touchdown 5 kts.
8. PARK BRAKE — As required after landing.
9. LDG LTS — OFF/STOW, if used.


SECTION 3E - EMERGENCY AND

GENERAL

to LDP permits either a continuation
of the approach and an OEI Land-
ing or a Balked Landing to be car-
ried out

ing be continued.


EMERGENCY PROCEDURES FOR ENGINE FAILURE DURING LANDING

APPROACH

(BALKED LANDING)
Note
200 ft ALS
40 KIAS
All height are ALS
ROD less VY
than 200 fpm
VCOSS
LDP 50 ft ALS
VBLSS 50 KIAS
GS 25 kts
35 ft 1000 ft
50 ft Min
15 ft
Balked Landing Distance Path 1/Path 2
Figure 3E-1 Ground Heliport Engine Failure before LDP
1. Engine failure prior to LDP — Attain nose down attitude change of

-2° and accelerate to V BLSS (50
KIAS). Use collective to droop NR
to a minimum of 90%.
2. Climb — At VBLSS (50 KIAS) adjust pitch atti-

tude to climb to 200 ft (60 m) ALS
with 2.5min power, while using col-
lective to recover NR to 101% to
ensure full power is being applied.

3. At 200 ft (60 m) ALS — Landing gear - UP. Continue climb

101%.
4. Climb — Continue climb at VCOSS to 1000 ft

(300 m).
5. At 1000 ft (300 m) — Accelerate to VY and continue

6. OEI sel button on collective — Select as required

CAS.
8. LH LDG LT & RH LDG LT — OFF/STOW, if used.



(OEI LANDING)
Note
200 ft ALS
40 KIAS
All height are ALS
ROD less
than 200 fpm
LDP 50 ft ALS
GS 25 kts
50 ft
Landing Distance
Figure 3E-2 OEI Landing Profile
1. Collective/Cyclic — Continue descent. Increase pitch

attitude to reduce speed. Use col-
lective to reduce rate of descent.
2. At 10 ft ALS — Use collective to cushion touch

down. Minimum rotor speed 90%,
maximum 15° nose up and maxi-
mum groundspeed 5 kts on landing.

apply wheel brakes as required.

RFM Page 3-27

6. LDG LTS — OFF/STOW, if used

page 3-29.

SECTION 4E - PERFORMANCE DATA

WIND EFFECT
For Crosswind and Headwind computation refer to Wind Component Chart
(Figure 4E-5).
W.A.T. CHARTS
Ground Heliport Landing WAT charts are shown in Figure 4E-1 to
Figure 4E-4.
BALKED LANDING DISTANCE OEI

The balked landing distance OEI is shown in Figure 4E-6 and Figure 4E-7.
These figures are applicable to all weights permitted by WAT charts.
LANDING DISTANCE OEI

The horizontal distance from the LDP to the landing point, applicable to all
weights permitted by WAT charts, is given in Figure 4E-8 and Figure 4E-9.

m) ATS.
CLIMB PERFORMANCE

Manual.

Helipad Shallow Procedure
Eng. AI: OFF
Heater: OFF

120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
7
2
6

5 1.5
ft
00
-2
80
0
4 it
lim
Hd 1
0
3
-10 10 20
MA
30
XO
40
2
AT
0.5
LIM
1
I
50
T
55
0 0
component - [m/s]
component - [kts]
0 0
4
Headwind
Headwind
10
8
20
12
30 16
40 20
53 57 61 65 69 73 77 81 85
Figure 4E-1 Ground Heliport (Shallow) Procedure Weight

Limitations Anti Ice OFF, Heater OFF

WAT for Shallow Landing Wind
Heater OFF, Engine A.I. OFF correction
Wind dGW
Hp [ft] -20 -10 0 10 20 30 40 50 55 [kt] [kg]
-1000 8300 8300 8300 8300 8300 8300 8226 8128 7822 0 0
EASA Approved
-500 8300 8300 8300 8300 8300 8271 8171 8029 7654 5 62
0 8300 8300 8300 8300 8300 8215 8116 7855 7481 10 129
500 8300 8300 8300 8300 8263 8160 8037 7677 15 156
1000 8300 8300 8300 8300 8207 8104 7956 7498 20 156
1500 8300 8300 8300 8224 8132 8023 7873 7321 25 156
2000 8300 8300 8235 8141 8052 7942 7755 7148 30 156
2500 8287 8202 8124 8056 7971 7860 7635 6977 35 156
3000 8164 8081 8005 7940 7875 7741 7510 40 156
3500 8039 7961 7887 7825 7762 7621 7336
Document N°
AW189 - RFM
189G0290X002
4000 7894 7833 7771 7710 7652 7503 7165
FOR TRAINING ONLY

4500 7753 7693 7640 7597 7543 7378
5000 7616 7556 7505 7467 7428 7236
5500 7481 7423 7373 7339 7295
6000 7349 7291 7244 7212 7163
Limitation Table, Anti Ice OFF, Heater OFF

6500 7218 7160 7117 7084
Issue 1
7000 7088 7032 6991
7500 6961 6907 6865

8000 6836 6784
189G1580A002 Rev.B ICN-89-A-155104-G-A0126-00012-A-01-1

Page S4-E13
Supplement 4
CAT A Operations
Helipad Shallow Procedure
Eng. AI: ON
Heater: OFF

120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
Hd
lim
7
it
800
2
0
6
ft

5 1.5
1
-2 0
3
0
10
-10
2
0.5
0 0
component - [m/s]
component - [kts]
0 0
4
Headwind
Headwind
10
8
20
12
30 16
40 20
53 57 61 65 69 73 77 81 85

Limitations Anti Ice ON, Heater OFF

WAT for Shallow Landing Wind
Heater OFF, Engine A.I. ON correction
Wind dGW
Hp [ft] -20 -10 0 10 20 30 40 50 55 [kt] [kg]
-1000 8300 8300 8300 8300 0 0
EASA Approved
-500 8300 8300 8300 8300 5 69
0 8300 8300 8300 8300 10 143
500 8300 8300 8300 8300 15 151
1000 8300 8300 8300 8247 20 151
1500 8300 8300 8229 8150 25 151
2000 8266 8183 8110 8032 30 151
2500 8132 8063 7991 7915 35 151
3000 7988 7930 7873 7800 40 151
3500 7847 7790 7738 7680
Document N°
AW189 - RFM
189G0290X002
4000 7708 7652 7603 7542
FOR TRAINING ONLY

4500 7572 7517 7470 7397
5000 7438 7384 7338 7251
5500 7305 7253 7207 7110
6000 7174 7124 7077 6971
Limitation Table Anti Ice ON, Heater OFF

6500 7045 6995 6950 6834
Issue 1
7000 6918 6867 6824
7500 6792 6742 6698

8000 6666 6619
189G1580A002 Rev.B ICN-89-A-155104-G-A0126-00013-A-01-1

Page S4-E15
Supplement 4
CAT A Operations

0 10 20 30 40 50 60
60 60
D
50 50
10˚
0˚
20˚
40 40
˚
30
˚
40
30 ˚ 30
50
A ˚

60 C
20 20
B
70˚
10 80˚ 10
0 90˚ 0
100˚
10 -10
110
˚
20 12 -20
0˚
13
0˚
30 -30
14
0˚
15
40 -40
0˚
160
170˚
180˚
WIND ANGLE
50 respect to -50
Helicopter
HEADING
60 -60
189G1560A001 Rev.A ICN-89-A-154000-G-A0126-00003-A-01-1

Figure 4E-5 Wind Component Chart

N° 189G0290X002 Ground Heliport Landing
SHALLOW PROCEDURE

-2 0 2 4 6 8 10 12 14 16 18 20 22 24 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39
t
f
00
80
IT
M
LI
Hd
IT
L IM
AT
0
0
0
6700
7100
6900
73 0
81 0
77 0
00
75 0
83 0
00
0
O -1
630
530
570
610
0
590
650
0
550
0
X 0
-2
79
MA 0
10
50
40 20
55 30 OAT - [°C]
______
ISA+40°C GW - [kg]
------- ______
-1 0 1 2 3 4 5 6 7 8 400 500 600 700 800 900 1000 1100 1200

189G1580A02 rev.B ICN-89-A-155204-G-A0126-00008-A-02-1
Figure 4E-6 Ground Heliport Balked Landing Distance,


SHALLOW PROCEDURE

-2 0 2 4 6 8 10 12 14 16 18 20 22 24 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41
0ft
800
I T
L IM
Hd
0
-2
5900
5700
6300
6100
6500
69 0
6700
75 0
71 0
73 0
00
81 0
00
79 0
83 0
530
550
0
0
0
0
0
0
77
-1
0
10
OAT - [°C]
______
ISA+40°C GW - [kg]
------- ______
-1 0 1 2 3 4 5 6 7 8 400 500 600 700 800 900 1000 1100 1200 1300
189G1580A02 rev.B ICN-89-A-155204-G-A0126-00016-A-02-1
Figure 4E-7 Ground Heliport Balked Landing Distance,


SHALLOW PROCEDURE
LANDING DISTANCE

-2 0 2 4 6 8 10 12 14 16 18 20 22 24 7 8 9 10 11 12 13 14
f t
00
80
IT
M
LI
Hd
0
530
IT
IM
TL
0
0
0
0
0
0
75 0
71 0
73 0
00
81 0
00
79 0
00
0 0
570
550
610
670
630
0
0
590
650
0
0
OA -2 -1
83
77
69
X
MA 0
10
20
50 OAT - [°C]
40 ______
55 30 ISA+40°C GW - [kg]
______
-------
-1 0 1 2 3 4 5 6 7 8 250 300 350 400 450

189G1580A02 rev.B ICN-89-A-155204-G-A0126-00017-A-02-1
Figure 4E-8 Ground Heliport OEI Landing Distance,


SHALLOW PROCEDURE
LANDING DISTANCE

-2 0 2 4 6 8 10 12 14 16 18 20 22 24 7 8 9 10 11 12 13 14 15 16
ft
00
80
M IT
LI
Hd
550 5300
0
-2
5900
5700
6300
6100
6500
69 0 0
6700
75 0
71 0
73 0
00
81 0
77 0
79 0
8300
0
0
0
0
0
0
-1
0
10
OAT - [°C]
______
ISA+40°C GW - [kg]
______
-------
-1 0 1 2 3 4 5 6 7 8 250 300 350 400 450 500

189G1580A02 rev.B ICN-89-A-155204-G-A0126-00018-A-02-1
Figure 4E-9 Ground Heliport OEI Landing Distance,


189G0290X0002 Clear Area Landing Procedures
PART F
CLEAR AREA LANDING PROCEDURES
TABLE OF CONTENTS
Page
SECTION 1F - LIMITATIONS
IFR OPERATION ......................................................................................................... S4-F1
MINIMUM RUNWAY LENGTH .................................................................................... S4-F1
WEIGHT LIMITATIONS ............................................................................................... S4-F1
ALTITUDE LIMITATIONS ............................................................................................ S4-F1
WIND LIMITATIONS.................................................................................................... S4-F1
SECTION 2F - NORMAL PROCEDURES

AIRSPEED DEFINITIONS ........................................................................................... S4-F2
LANDING DECISION POINT (LDP) ............................................................................ S4-F2
CLEAR AREA APPROACH AND LANDING PROCEDURE............................................. S4-F6
SECTION 3F - EMERGENCY AND MALFUNCTION PROCEDURES

GENERAL.................................................................................................................... S4-F6
EMERGENCY PROCEDURES FOR ENGINE FAILURES DURING
LANDING APPROACH................................................................................................ S4-F7
(BALKED LANDING) ................................................................................................... S4-F7
SINGLE ENGINE FAILURE RECOGNIZED AT OR AFTER LDP
(OEI LANDING)) .......................................................................................................... S4-F8
SECTION 4F - PERFORMANCE DATA

WIND EFFECT .......................................................................................................... S4-F10
W.A.T. CHARTS ........................................................................................................ S4-F10
BALKED LANDING DISTANCE................................................................................. S4-F10
LANDING DISTANCE OEI......................................................................................... S4-F10
TAKE-OFF FLIGHT PATH 1...................................................................................... S4-F10
LEVEL FLIGHT ACCELERATION ............................................................................. S4-F10
TAKE-OFF FLIGHT PATH 2...................................................................................... S4-F11
INFLUENCE OF TURNS DURING PATH 2 CLIMB .................................................. S4-F11
CLIMB PERFORMANCE ........................................................................................... S4-F11
FOR TRAINING ONLY Issue 1 Page S4-Fi

LIST OF FIGURES
Figure Page
Figure 2F-1 VBLSS Calculation Chart ........................................................................ S4-F3
Figure 2F-2 Clear Area Landing Profile ...................................................................... S4-F4
Figure 3F-1 Clear Area Engine Failure Prior to LDP .................................................. S4-F7
Figure 3F-2 Clear Area Engine Failure at/after LDP................................................... S4-F8
FOR TRAINING ONLY Issue 1 Page S4-Fii

Part F
Clear Area Landing Procedures
SECTION 1F - LIMITATIONS
IFR OPERATION
MINIMUM RUNWAY LENGTH

Minimum demonstrated runway length .................................... 700 m (2300 ft)
WEIGHT LIMITATIONS
Weight Limitation, Anti Ice ON ................................... Figure 4B-1, Figure 4B-2
Weight Limitation, Anti Ice OFF ................................. Figure 4B-3, Figure 4B-4
WIND LIMITATIONS
EASA Approved FOR TRAINING ONLY Issue 1 Page S4-F1

Clear Area Landing Procedures 189G0290X002
SECTION 2F - NORMAL PROCEDURES

Balked Landing Safety Speed (VBLSS) ........................................... Figure 2F-1

Height .....................................................................................50 ft (15 m) AGL
Airspeed ............................................................................................... 50 KIAS
Rate of Descent.................................................................Less than 400 ft/min
Note
Page S4-F2 Issue 1 FOR TRAINING ONLY EASA Approved

80
78
76
74
72
70
Vtoss/Vblss [kIAS]
68
66
64
62
e
lin
e
60
nc
re
fe
Re
58
56
54
52
50
0 4 8 12 16 20 24 28 32 36 40 44 48 52 56 60
189G1580A002 Rev.C ICN-89-A-155304-G-A0126-00052-A-02-1
Figure 2F-1 VBLSS Calculation Chart

CLEAR AREA APPROACH AND LANDING PROCEDURE
Note
All height are ALS
200 ft ALS
ROD less
than 500 fpm
LDP 50 ft ALS
50 KIAS
ROD less than 400 fpm
Figure 2F-2 Clear Area Landing Profile
CAUTION
1. Balked Landing Safety Speed — Select VBLSS based on reported

headwind component.
2. Pre-landing checks — Complete
3. AWG (ECDU MISC — NORM/REGR as required

4. )
Note

5. PARK BRAKE — Confirm released.

through 200 ft (60 m) AGL at a rate
of descent of no more than 500 fpm.
Decelerate to achieve LDP, (50 ft
(15 m) AGL) at 50 KIAS and rate of
descent less than 400 ft/min.
7. Landing — Continue to cushion down for a roll-

ing touchdown. At touchdown maxi-
mum attitude 15° nose up and 40
KIAS airspeed.


SECTION 3F - EMERGENCY AND

GENERAL

to the LDP permits either a continu-
ation of the approach and an OEI
Landing or a Balked Landing to be
carried out

ing be continued.


EMERGENCY PROCEDURES FOR ENGINE FAILURES DURING LAND-

ING APPROACH

(BALKED LANDING)
Note
200 ft AGL
All heights are AGL
ROD less
than 500 fpm VY
LDP 50 ft AGL
50 KIAS
ROD less
than 400 fpm
VBLSS Level accel to Vy
200 ft 1000 ft
50 ft Min 35 ft
15 ft
Balked Landing Distance Path 1 Path 2

Figure 3F-1 Clear Area Engine Failure Prior to LDP
1. Engine failure prior to LDP — Attain nose down attitude change of

-2° and obtain airspeed of VBLSS.
Use collective to droop NR to a min-
imum of 90%.
2. Climb — At VBLSS adjust pitch attitude to

climb to 200 ft (60 m) AGL with
2.5min power, while using collective
3. At 200 ft (60 m) ALS — Landing gear - UP and level off to

accelerate to Vy (80 KIAS), using
2.5min power range, maintaining
NR at 101% .

5. Climb — Continue climb at VY to 1000 ft

(300 m) maintaining NR at 101%.
6. At 1000 ft (300 m) ALS — Continue climb to final altitude at VY.
7. LH LDG LT & RH LDG LT — OFF/STOW, if used.

SINGLE ENGINE FAILURE RECOGNIZED AT OR AFTER LDP

(OEI LANDING))
Note
200 ft AGL
All height are AGL
ROD less
than 500 fpm
LDP 50 ft AGL
50 KIAS
ROD less
than 400 fpm
50 ft
Landing Distance
Figure 3F-2 Clear Area Engine Failure at/after LDP
1. Collective/Cyclic — Obtain nose up attiude change of

+5°. Use collective to control rotor
droop to a minimum of 90%.

2. At 10 ft ALS — Use collective to cushion down for a

rolling landing. At touchdown maxi-
mum attitude 15° nose up and 60
KIAS airspeed.

apply wheel brakes.

ENGINE SHUTDOWN IN
RFM Page 3-27

page 3-29.

SECTION 4F - PERFORMANCE DATA

WIND EFFECT
For Crosswind and Headwind components computation refer to Wind Compo-
nent Chart (Figure 4B-6)
W.A.T. CHARTS
Clear Area WAT charts/tables are shown in Figure 4B-2 to Figure 4B-5.

The horizontal distance from the LDP to the point at which a minimum of 35 ft
(10 m) is attained at VBLSS and a positive OEI rate of climb is shown is 200 m
(660 ft).
LANDING DISTANCE OEI

The maximum landing distance OEI from 50 ft AGL to touch down is 450 m
(1480 ft) and 250 m (820 ft) braking distance for a maximum total landing dis-
tance of 700 m (2300 ft).

an OEI climb at VBLSS (50 KIAS) and 2.5min power is shown in Figure 4B-6 to
Figure 4B-21 for various altitudes, temperatures, weights, and headwind com-
ponent and Intake Anti Ice OFF and ON.
The charts apply from the end of the Balked Landing distance to a height of
200 ft (60 m) AGL.

The distance for the level flight acceleration from VTOSS, at the end of the
PATH 1 climb, to VY, the start of the PATH 2 climb, is shown in Figure 4B-23.


an OEI climb at VY and MCP OEI is shown in Figure 4B-24 to Figure 4B-39 for
various altitudes, temperatures, weights, headwind component and Intake
Anti Ice OFF and ON.
The charts apply from 200 ft (60 m) to 1000 ft (300 m) AGL.
INFLUENCE OF TURNS DURING PATH 2 CLIMB

The performance data Figure 4B-24 to Figure 4B-39 apply to climbs at YY
without any significant bank angle. The table Figure 4B-1 shows the distance
travelled for a 10 degree of heading change and reduction in height gain over
a distance of 100 ft (30 m) in the Take-Off flight PATH 2 gradient. (valid for all
combinations of gross weight, altitude, OAT).
CLIMB PERFORMANCE
Single Engine Rate Off Climb at VY

The ROC at VY and MCP OEI, is unchanged from the basic Rotorcraft Flight
Manual.


189G0290X002 Offshore Helideck Landing
PART G
OFFSHORE HELIDECK LANDING
PROCEDURES
TO BE ISSUED
EASA Approved FOR TRAINING ONLY Issue 1 Page S4-G1

Offshore Helideck Landing 189G0290X002
Page S4-G2 Issue 1 FOR TRAINING ONLY EASA Approved

Document N° External Hoist
189G0290X002 Operations (Goodrich)

information of the Basic Flight Manual.
SUPPLEMENT 5
EXTERNAL HOIST OPERATIONS

(GOODRICH)
P/N 8G2591F00111
ISSUE 1 : 22 DECEMBER 2014


External Hoist Document N°
Operations (Goodrich) 189G0290X002

RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
N° 10051751
N° 10053254
dated 7 May 2015

Operations (Goodricn) 189G0290X002


Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S5-i thru S5-iv 0

S5-1 thru S5-16 0
S5-17 1
S5-18 thru S5-36 0

S5-37 and S5-38 0


SUPPLEMENT 5
EXTERNAL HOIST OPERATIONS
(GOODRICH)
TABLE OF CONTENTS
Page
PART I - EASA APPROVAL

DEFINITIONS AND ABBREVIATIONS .................................................................S5-1
GENERAL INFORMATION....................................................................................S5-1
RADIO ICS SYSTEM..................................................................................................... S5-9
GENERAL.................................................................................................................... S5-11
TYPE OF OPERATION ............................................................................................... S5-11
MINIMUM FLIGHT CREW ........................................................................................... S5-12
NUMBER OF OCCUPANTS........................................................................................ S5-12
HEC FOR COMPENSATION OPERATING LIMITATIONS......................................... S5-12
WEIGHT AND CG LIMITATIONS ................................................................................ S5-12
AIRSPEED LIMITATIONS ........................................................................................... S5-14
ALTITUDE LIMITATIONS ............................................................................................ S5-15
HOIST LIMITATIONS .................................................................................................. S5-15
MISCELLANEOUS LIMITATIONS............................................................................... S5-15
PLACARDS.................................................................................................................. S5-21

HEIGHT-VELOCITY ENVELOPE ................................................................................ S5-23
EXTERNAL PRE-FLIGHT CHECK .............................................................................. S5-23
COCKPIT PRE START CHECKS ............................................................................. S5-24
SYSTEM CHECKS ...................................................................................................... S5-26
IN FLIGHT PROCEDURES ......................................................................................... S5-29
ADVISORY CAPTION DEFINITION ............................................................................ S5-31

ENGINE FAILURE IN HOVER WITH LOAD ON HOIST ............................................. S5-32
HOIST LOAD JETTISON............................................................................................. S5-33
HOIST CUT ARM......................................................................................................... S5-34

Page
HOIST CABLE FOUL................................................................................................... S5-35

HOIST OVER-TEMPERATURE................................................................................... S5-35
DOUBLE AC GENERATOR FAILURE ........................................................................ S5-36
SECTION 4 - PERFORMANCE DATA................................................................S5-36
SECTION 6 - WEIGHT AND BALANCE .............................................................S5-37

LIST OF FIGURES
Figure Page
Figure S5-1 Hoist Installation Side View ....................................................................... S5-3
Figure S5-2 Hoist Installation Front View (Stowed position) ......................................... S5-4
Figure S5-3 Pilot Control Panel .................................................................................... S5-4
Figure S5-4 Hoist Operator Control Panel .................................................................... S5-5
Figure S5-5 HO-ICS Control Panel............................................................................... S5-5
Figure S5-6 Pilot and Copilot Collective Hoist Controls................................................ S5-6
Figure S5-7 HO Pendant .............................................................................................. S5-7
Figure S5-8 HO Auxiliary Equipment (Example)........................................................... S5-8
Figure S5-9 Polycon Control Panel and HEC Portable Transceiver ........................... S5-10
Figure S5-10 Lateral C of G Limitation for Hoist Operation .......................................... S5-16
Figure S5-11 Lateral C of G Limitation for Hoist Operation
(Imperial Units)........................................................................................ S5-17
Figure S5-12 WAT for Hoist Operations with AEO, Anti Ice OFF/ON,
Heater OFF/ON....................................................................................... S5-18
Figure S5-13 Table for Hoist Operations with AEO, Anti Ice OFF/ON,
Heater OFF/ON....................................................................................... S5-19
Figure S5-14 Wind/Ground/Air speed Azimuth Envelopes AEO .................................. S5-20
Figure S5-15 View of Cabin with Placard Positions (Example)..................................... S5-21
Figure S5-16 Longitudinal and Lateral Positions for Loads Attached to Hoist Hook .... S5-38
FOR TRAINING ONLY Issue 1 Page S5-iii

Page S5-iv Issue 1 FOR TRAINING ONLY

DEFINITIONS AND ABBREVIATIONS

Abbreviations and acronyms used throughout this Supplement are defined as
follows:
— BQRS : Backup Quick Release System
— HEC : Human External Cargo
— HO : Hoist Operator
— NHEC : Non Human External Cargo
— PCDS : Personnel Carrying Device System
— PQRS : Primary Quick Release System
GENERAL INFORMATION
The Goodrich External Hoist P/N 8G2591F00111 consists of a hoist unit
installed onto a mounting frame on the right side of the cabin (Figure S5-1 and
Figure S5-2). The hoist unit has a dedicated operating pendant.
The installation consists of:
— electric hoist motor and winch assembly
— an electronic control system that allows the pilot to operate the hoist from
the collective grip (See Figure S5-6)
— a pilot control panel (See Figure S5-3)
— a HO control panel (See Figure S5-4)
— remote pendant (See Figure S5-7), that allows the HO to operate the hoist
and display the cable payout
— a HO-ICS control panel (See Figure S5-5) to allow communication among

crew-members
— a HO safety harness
— an electrical cable cutter (PQRS) and a manual cable cutter (BQRS) for
emergency use
— a HO SEARCHLIGHT mounted under the aircraft and driven by a 5 way

switch on the HO control panel

— 3 roof mounted attachment points (2 forward and one aft) for HO harness
and rope handrail.
— a step bar protection on the lower right side of the fuselage.

The hoist unit contains 290 ft (88.4 m) of usable cable and may lower/lift a
maximum load of 600 lb (272 kg).
The cable payout is shown on the 3 digit display on the pendant. A display for-
mat xxx means the cable payout is in feet while yy.y means the cable payout is
in meters. The cable payout indication is for information only and may not
reflect the exact position of the cable. The display is also used to indicate fault
codes within the hoist unit.
The Pilot Control panel PWR ON/OFF switch is used to turn the hoist ON,
then the cargo hoisting and lowering can be controlled by the HO through the
remote pendant thumb wheel (Figure S5-7) which provides variable cable
speeds. The cable speed for hoisting raising and lowering is vairiable from 0 to
250 fpm (76 m/min) with maximum load. The pilot can also control the opera-
tion at a fixed cable speed of 50% of nominal through the hoist control switch
on the collective grip (Figure S5-6). Both controls automatically slow down and
stop the electric motor at the cable extremes. The Pilot hoist control overrides
the HO control.
The hoist is provided with a cable foul protection system which automatically
stops the motor if the cable is not correctly wound onto the drum and displays
the HOIST CBL FOUL caution message on the MFD.
An electrical cable cutter system (PQRS) is available to the Pilot and Copilot,
via a guarded switch on the collective grips (Figure S5-6) and to the HO, via a
guarded switch CUT on the HO control panel mounted in the cabin (Figure S5-
4).
The hoist kit also comprises a manual cable cutter (BQRS) and a right side
cabin door step protection pad to prevent damage to the hoist cable if it con-
tacts the step.
In the event of a failure of the electrical cable cutter system, the cable may be
cut with the manual cutter installed under the HO seat or in a position easily
accessible to the HO.
The hoist SEARCHLIGHT is controlled by the pilot control panel LT switch and
the LAMP ON/OFF switch and the 5 way switch on the HO control panel.
When the pilot control panel LT switch is selected to ON the HO controller
SEARCHLIGHT circuit is powered. Selecting the HO controller LAMP switch
ON the lamp system is supplied with power but the lamp remains off. Pressing
the central fifth position on the 5 way switch the lamp illuminates but remains
stowed. Moving the 5 way switch to FWD un-stows the lamp, which can then

be directed using the switch FWD/R/AFT/L positions. Switching the LAMP

switch to OFF turns the lamp off but leaves it extended. Pushing the center
position switches the light off (if not already switched off) and stows the light.
The HO audio panel, Figure S5-5, is used to control the HO communication
with other crew members. The HO plugs his headset into the HOIST CON-
TROL panel HEADSET socket. Then the HO can use either VOX or the PTT
trigger, first detent, on the back of the Pendant to speak on the aircraft inter-
com. The HO can also transmit on COM3 or COM4 using the Pendant HO
PTT trigger, second detent.
The pendant also includes a Winchman Trim Mode caption and a five position
switch to give the HO limited lateral and longitudinal groundspeed control
when in HOV Mode and selected by the pilot. See Supplement 24 SAR Oper-
ations for details.
ICN-89-A-155000-G-00001-04199-A-001-01
Figure S5-1 Hoist Installation Side View

ICN-89-A-155000-G-00001-04200-A-001-01
Figure S5-2 Hoist Installation Front View (Stowed position)
ICN-89-A-155000-G-00001-07116-A-001-01
Figure S5-3 Pilot Control Panel

NORM HEADSE T
NVG
SEARCHLIGH T
DIM SQ1 LAM P
SQUIB ON R
FWD AF T CU T
TES T
OFF B RT SQ2 OFF L
ICN-89-A-155000-G-00001-07117-A-001-01
Figure S5-4 Hoist Operator Control Panel
NOT OPERATIVE
ICN-89-A-155000-G-00001-04162-A-001-01
Figure S5-5 HO-ICS Control Panel

HOIST CABLE CUT
HOIST
RAISE/LOWER
CONTROL
ICN-89-A-155000-G-00001-04163-A-001-01
Figure S5-6 Pilot and Copilot Collective Hoist Controls

ICN-89-A-155000-G-00001-07115-A-001-01
Figure S5-7 HO Pendant

HOIST OPERATOR CONTROL PANEL
HOIST SEARCH LIGHT
STEP PROTECTION
HOIST MANUAL CABLE CUTTER

HOIST OPERATOR PENDANT
HO-ICS CONTROL PANEL
POLYCON CONTROL PANEL
ICN-89-A-155000-G-00001-04172-A-001-01
Figure S5-8 HO Auxiliary Equipment (Example)

RADIO ICS SYSTEM
Polycon Communication System (HEC) P/N 8G2350F00511

This or an equivalent approved Radio-ICS system is required for HEC opera-
tions.
The system is linked to the aircraft ICS and provides a wireless communica-
tion link between the HEC portable transceiver and the crew.
The HO ICS audio panel, Figure S5-5, is used to connect the wireless system
to the ICS. Any crew member that has an audio panel can listen and talk to the
HEC by selecting HOIST.
The Polycon control panel, mounted in the cabin roof, controls the system
transmission and channel selection for crew to HEC communication.

ICN-89-A-155000-G-00001-04164-A-001-01
Figure S5-9 Polycon Control Panel and HEC Portable Transceiver

GENERAL
— With HOIST fitted, but not used, the Limitations stated in the Basic RFM
for CAT B operations and in Supplement 4 for CAT A operations are appli-
cable.
— The external hoist equipment certification approval does NOT constitute

operational approval. Operational approval for external load operation
must be granted by the Local Aviation Authority.
— The external hoist system meets the certification requirements for HEC.
— For compliance with operating rules, the AW189 is certified to

CAT A engineering standards.
— The HO Pendant and bracket must be removed when Hoist operations

are not envisaged and when 16 or more passenger seats are installed.
— During External Hoist operations the number of hoist lifts must be

recorded in the helicopter log-book. An External Hoist lift is defined as an
unreeling and recovery of the cable with a load attached to the hook. Any
operations where a load is applied for half of the operation (i.e. unreeling
or recovery) must be considered as one lift.
TYPE OF OPERATION
— The hoist installation is approved for:

Lifting external loads which are jettisonable and which are lifted free of land or
water
Lowering/raising NHEC or HEC in areas where landing cannot be carried out,
under the following conditions:
• Day/Night with ground visual contact.
• Right cabin door locked open.
— Operation of the external hoist equipment with HEC requires the use of a
Personnel Carrying Device System (PCDS), which must be approved and
the appropriate size selected for the mission. TSO-C167 provides one
acceptable means of approval for such systems.
PCDS part number AMTC-H1037-BL is TSO-C167 approved.

— If the operating rules require one engine inoperative hover performance

capability procedures, the maximum weight is defined using the Hover
OGE 2.5 min OEI charts.
— For HEC operations an approved Radio-ICS system must be installed and

operated in accordance with the applicable Local Operating Regulations.
MINIMUM FLIGHT CREW

One or two pilots (see Basic RFM) and one Hoist Operator (HO).
NUMBER OF OCCUPANTS
For hoist operation the cabin configuration P/N 8G2520F01111 (or similar with
cabin seats in the 1st and 4th rows only) must be used and a maximum num-
ber of occupants in the cabin is 8.
Hoist Operator Limitations
— The HO shall be familiar with hoist operating procedures.
— The HO must be restrained by a safety harness during all phases of hoist

operation and shall wear protective gloves for guiding cable during opera-
tion.
— The HO must guide the cable during hoist operation.
— The HO must always have a manual cable cutter (BQRS) available during
all phases of hoist operation.
HEC FOR COMPENSATION OPERATING LIMITATIONS
— HEC can be lowered/raised within the limitations defined in the

AIRSPEED LIMITATIONS, Load Lowering or Raising paragraph.
— Transportation of HEC for compensation must be carried out with HEC
inside the cabin.
WEIGHT AND CG LIMITATIONS

After installation of the Goodrich Hoist System the new empty weight and
center of gravity position must be determined.
Maximum weight with Single Hoist installed .................................. 8300 kg

Hover Weight Limitations
— Maximum weight for NHEC/HEC with manoeuvre envelope as detailed in

Figure S5-14, is OGE AEO WAT chart:
Anti Ice ON/OFF/Heater OFF/ON .................. Figure S5-12, Figure S5-13
Note
Weights defined in the above charts guarantee adequate con-
trollability margins for operation within the Wind/Ground/Air
speed Azimuth Envelopes Figure S5-14.
— Maximum weight for NHEC/HEC with headwind is OGE 30 min AEO WAT
chart, limited to a maximum of 4000 ft Hp or Hd:
HOGE Ceiling, AEO 30 min, Anti Ice OFF/Heater OFF
See Basic RFM ....................................................................... Figure 4-39
HOGE Ceiling, AEO 30 min, Anti Ice ON/Heater OFF
HOGE Ceiling, AEO 30 min, Anti Ice OFF/Heater ON
HOGE Ceiling, AEO 30 min, Anti Ice ON/Heater ON
— Maximum weight for HEC, requiring OEI hover performance capability, is

Hover Ceiling OGE, 2.5 min OEI chart, limited to a maximum altitude of
3000 ft Hd:
HOGE Ceiling, 2.5 min OEI, Anti Ice OFF/Heater OFF
See Basic RFM ........................................................................ Figure 4-42
HOGE Ceiling, 2.5 min OEI, Anti Ice ON/Heater OFF
HOGE Ceiling, 2.5 min OEI, Anti Ice OFF/Heater ON
HOGE Ceiling, 2.5 min OEI, Anti Ice ON/Heater ON
Note
Weights defined in the above charts guarantee no rotor droop/
height loss in case of an engine failure, therefore do not lower
collective.

CAT B and CAT A Weight Limitations

The correction to the Basic RFM CAT B WAT charts, when the Goodrich Sin-
gle External Hoist is installed, can be determined by application of the
values found in Section 5 Performance Correction After Kit Installation,
Table 5-1 Correction Table After Kit Installation.
The correction to Category A WAT charts (Supplement 4 or Weight Extension
8600 kg Supplement 21) when the single hoist is installed can be determined
by application of the values found in Supplement 4 Category A Operations,
Introduction pages section Performance Correction for Kit Installation, Table 1
Correction Table After Kit Installation.
Longitudinal CG Limitations
No change.
Lateral CG Limitation
Lateral C of G limitations .................................... Figure S5-10 & Figure S5-11
Load Lowering or Raising

Hoist operation (load raising or lowering) is permitted with helicopter in station-
ary hover and up to 50 KIAS in forward flight.
CAUTION
For raising (or lowering) in forward flight ensure hoist hook load
is sufficient and/or provide another suitable means to maintain
the cable and load clear of aircraft structure, undercarriage (if
extended) and enable the HO to keep the cable entering/exiting
the hoist mechanism close to vertical.

Load Deployed
Maximum airspeed for flight within

±10 degrees azimuth quadrant ........................................... See Figure S5-14
Maximum groundspeed for sideways and rearward flight

beyond forward ±10 degrees azimuth quadrant.................... See Figure S5-14
Maximum windspeed beyond forward ±10 degrees

azimuth quadrant .................................................................. See Figure S5-14
Maximum altitude for hoist operation .....................................3000 ft HdFigure
HOIST LIMITATIONS
Maximum hoist load ...................................................................272 kg (600 lb)
Maximum permissible bank angle with extended cable ............................... 20°

Take Off and Landing with a suspended load on hoist is prohibited.
The Hoist must not be used in lightning conditions.
Autopilot Limitations
During hoist operations the Pilot must either:
— fly manually
or
— fly attentive when:
• HOV and RHT (or ALT) modes are engaged

8600
-0.09 m +0.106 m
8400
8300 kg 8300 kg
+0.115 m
8200 8300 kg
8000
7800
7600
7400 HOIST
OPERATIONS
7200 ONLY
Weight [kg]
7000
+0.122 m
6800 6843 kg
6600 -0.097 m
6529 kg
6400 +0.135 m
6654 kg
6200
6000
5800
5600
5400
-0.026 m MAST +0.048 m
5400 kg 5400 kg
5200
-0.12 -0.08 -0.04 0 0.04 0.08 0.12
BL [m]
189G0290T020-2 Iss A ICN-89-A-155005-G-A0126-00001-A-01-1

- 3.50 i n +4.20 i n
18500 18 30 0 lb 18 30 0 lb
+4. 53 in
18 30 0 lb
18000
17500
17000
16500
HOIST
16000 OPERATIONS
ONLY
15500
W eight [lb]
+4. 80 in
15000 15 08 9 lb
14500 - 3.80 in
13 35 6 l b
+5. 31 in
14 67 0 lb
14000
13500
13000
12500
12000
- 1.01 in +1. 89 in
11 90 0 lb MAST 11 90 0 lb
11500
-5 -4 -3 -2 -1 0 1 2 3 4 5 6
BL [inches]
189G 0290 T020 - 2 Is s A ICN - 89 - A - 155005 - G - A012 6 - 0 0001 - B - 02 - 1

(Imperial Units)

Rev. 1
for
HOIST OPERATIONS
ROTOR SPEED 102%
GROSS WEIGHT [lb x 100]

150 155 160 165 170 175 180 185
8 -4 0 24
22
7 -3 0
20
HD LI MIT 3000 ft
6 -2 0 18

16
5
-1
0 14
4 12
0
10
3
10
8
2 20 6
4
1 30
2
0 40 0
OAT - [°C]
50 -2
-1
68 70 72 74 76 78 80 82 84
TOTAL WEIG HT [kg x 100]
189G1580A001 Rev.B ICN-89-A-155105-G-A0126-00007-A-02-1
Heater OFF/ON

WAT for HOIST Operations
ROTOR SPEED 102%
OAT [˚C]
EASA Approved
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8300 8300 8300 8300 8300 8300 8300 8300 8300 8127
-500 8300 8300 8300 8300 8300 8300 8300 8300 8237
0 8300 8300 8300 8300 8300 8300 8300 8300 8090
500 8300 8300 8300 8300 8300 8300 8300 8206
1000 8300 8300 8300 8300 8300 8300 8300 8059
1500 8300 8300 8300 8300 8300 8300 8183
2000 8300 8300 8300 8300 8300 8300
2500 8300 8300 8300 8300 8300 8167
3000 8300 8300 8300 8300 8300
3500 8300 8300 8300 8300 8160
Document N°
AW189 - RFM
189G0290X002
4000 8300 8300 8300 8300
Heater OFF/ON
FOR TRAINING ONLY

4500 8300 8300 8300 8161
5000 8300 8300 8300
5500 8300 8300 8172
6000 8300 8300
6500 8300 8193
7000 8300
Issue 1
7500 8226
8000 8071
189G1580A001 Rev.B ICN-89-A-155105-G-A0126-00014-A-01-1
Figure S5-13 Table for Hoist Operations with AEO, Anti Ice OFF/ON,
Operations (Goodrich)
External Hoist
Supplement 5
Page S5-19
-10° +10°
DIRECTION DIRECTION
OF WIND OF WIND
20 30 35 50 kts
DIRECTION DIRECTION
OF WIND OF WIND
ICN-89-A-155000-G-00001-04165-A-001-01
Figure S5-14 Wind/Ground/Air speed Azimuth Envelopes AEO

PLACARDS
C (if installed in this position)
ICN-89-A-155000-G-00001-04166-A-001-01
Figure S5-15 View of Cabin with Placard Positions (Example)

MAX LOAD 130 kg (286 lb)
USE CEILING ROPE AS HANDRAIL

WHEN DOORS ARE CLOSED
USE LIMITED TO ONE PERSON AT A TIME
Next to roof mounted attachment points for HO harness and rope handrail

HEIGHT-VELOCITY ENVELOPE
The use of aircraft gross weights and hover heights that do not respect the
requirements of the Flyaway or Vertical Reject WAT charts (presented in the
Basic RFM Section 4) may make a safe flyaway or vertical reject not possible
following and engine failure in the hover.
EXTERNAL PRE-FLIGHT CHECK
AREA N°2 (Fuselage – Right Hand Side)
1. Hoist, hoist cowlings and — Condition, security, oil leaks.

mounting/boom
2. Hoist unit electrical cables and — Condition and secure.

connectors
3. Hoist boom — Condition.
4. Right step protection pad cover — Condition and secure.
5. Hoist search light — Condition.
CAUTION
Step shall be inspected to ensure the protection is not
damaged. Damaged protection may lead to cable failure.

AREA N°7 Cabin and Cockpit Interior
1. Pilot Hoist Control panel — Condition.
2. HO control panel and ICS control — Condition

panel
3. Hoist control pendant wiring and — Present, condition, connector

connectors
4. HO harness, gloves and manual — Present and condition.

cable cutter
5. Radio-ICS control panel — Condition.

(HEC operations)
6. Radio-ICS portable transceiver — Present and condition.

unit (HEC operations)
COCKPIT PRE START CHECKS
1. HOIST CUT pushbutton on pilot — Guard closed.

and copilot collective grip
2. CUT pushbuttons on HO control — Guard closed.

panel
The following ‘before the first flight of the day’ checks should be carried out
after connection of external electrical power or with APU electrical power:
WARNING
Illumination of the HOIST CUT ARM caution at any time when
the HOIST is selected OFF or ON and all HOIST/CUT guards
are down indicates a malfunction of the hoist cable cut system.
The hoist is unserviceable and must not be selected ON or the
guards raised as the hoist cable may be cut.

Note
The AIR COND system, if fitted, should be selected OFF during
hoist operations.
3. PWR switch on Pilot HOIST control — Select ON, HOIST ON advisory

panel illuminates on CAS.
Confirm HOIST CUT ARM caution
not illuminated on CAS.
4. HO pendant — Confirm zero on cable payout

indicator and SLOW message
illuminated.
5. HO-ICS — Confirm correct operation.
WARNING
Protective gloves must always be worn whenever handling the
hoist cable to prevent injury from possible broken cable strands.
CAUTION
Care should be taken to prevent cable damage caused by kink-
ing when handling cable on the ground. The cable should lie
onto a clean surface whenever possible
6. HO pendant cable reel out — Thumbwheel DN, confirm correct

operation by reeling out
approximately 6 ft (2 m) of cable.
Confirm correct cable payout
couting.
7. HOIST hook — Condition, security, freedom of

rotation.
Note
When reeling in the cable with no load, apply tension to cable to
ensure smooth and even wrapping.

8. HO pendant cable reel in — Thumbwheel UP, confirm hoist

automatically stops when cable
fully reeled in. Confirm zero on
cable payout indicator.
9. Hoist operation from — DN, confirm correct operation. UP,

Pilot collective grip switch confirm hoist automatically stops
when cable fully reeled in.
CAUTION
Stow hoist cable by reeling in fully to compress hook bumper.
Failure to follow this procedure will damage the cable.
10. PWR switch on Pilot HOIST — DC electrical supply ON advisory

control panel not illuminated on CAS.
11. DC electrical supply — As required.
SYSTEM CHECKS
After engine and rotor start, carry out the following:
WARNING
Illumination of the HOIST CUT ARM caution at any time when
the HOIST is selected OFF or ON and all HOIST/CUT guards
are down indicates a malfunction of the hoist cable cut system.
The hoist is unserviceable and must not be selected ON or the
guards raised as the hoist cable may be cut.
Note
hoist operations.

1. PWR switch on Pilot HOIST — Select ON, HOIST ON advisory

control panel illuminates on CAS. Confirm
HOIST CUT ARM caution not
illuminated on CAS.
2. LT switch on Pilot HOIST control — Select ON if night operations are

panel envisaged.
3. SQUIB TEST pushbutton — Push.

on HO control panel Confirm the 2 lights illuminate
and CAS HOIST CUT ARM
caution illuminates.
Release pushbutton and
confirm lights and caution
extinguish.
4. HOIST CUT guard on pilot — Raise guard, confirm HOIST CUT

collective grip ARM caution illuminates on CAS.
Close guard confirm HOIST CUT
ARM caution extinguished.
5. HOIST CUT guard on copilot — Raise guard, confirm HOIST CUT

collective grip ARM caution illuminates on CAS.
6. CUT guard on HO control panel — Raise guard, confirm HOIST CUT

ARM caution illuminates on CAS.
7. Right cabin door — Open and locked.
WARNING

CAUTION
onto a clean surface whenever possible
Note
ensure smooth and even wrapping
8. HO pendant thumbwheel — Rotate to DN and UP and confirm

cable lowering or raising according
to thumbwheel selection
9. Hoist operation from cabin — DN and UP and confirm operation

training panel, if fitted over-rides HO thumb wheel
selection.
Press RESET to return control to
HO pendant.
10. Hoist operation from Pilot — DN and UP and confirm pilot

collective grip switch, HO operation over-rides
HO thumbwheel selection.
CAUTION
11. Radio-ICS portable transceiver — Verify transceiver and control box

(HEC operations) are set on the same frequency and
confirm communication between
transceiver and crew is satisfactory
12. Right cabin door — Close or as required.
13. PWR switch on Pilot HOIST — Select OFF. Confirm HOIST ON

control panel advisory not illuminated on CAS.

IN FLIGHT PROCEDURES
Hoist Operating Procedure
Note
hoist operations.
1. PWR switch on Pilot HOIST — Select ON, HOIST ON advisory

control panel illuminates on CAS. Confirm
HOIST CUT ARM not illuminated
on CAS.
WARNING
HO must be secured to helicopter by an approved safety har-
ness during hoist operation.
2. Position — Establish hover over hoist operation

area.
3. Right cabin door — Open and lock.
WARNING
Exceeding 15° of lateral pendulum angle/helicopter vertical axis
may lead to clutch slippage.
CAUTION
During hoist operation the HO must maintain his hand on the
cable and verify correct cable unwinding and rewinding.
4. HOIST control switch (pilot) or — DN as required.

HO thumb wheel

5. Cable speed (HO only) — As required.
Note
As hook nears the down or up limits hoist speed slows automat-
ically and amber SLOW light illuminates on HO pendant.
WARNING
Static electricity must be discharged by suitable means before
ground personnel touch the hook or cable.
CAUTION
Do not allow cable to drag on ground or any other surface which
may contaminate or damage the cable or hook.
6. HOIST control switch (pilot) or HO — UP as required.

thumb wheel
8. Load Recovery — Recover load into cabin whilst

hovering or in forward flight
below 50 KIAS.
CAUTION

CAUTION
If load is moved, whilst extended, to a suitable location for
recovery, ensure adequate clearance is maintained between
hoist load and obstacles.
9. Hoist — Confirm cable and hook stowed.
CAUTION
10. Right cabin door — Close.
11. PWR switch on Pilot HOIST — OFF, HOIST ON advisory

control panel extinguished on CAS.
Note
During hoist operation the HO shall record the number of lifts
completed, any shock loading of the cable or any fault codes
that may appear on the pendant cable payout display.
HOIST ON Hoist power on


MALFUNCTION
PROCEDURES
ENGINE FAILURE IN HOVER WITH LOAD ON HOIST

See Basic RFM Section 3 for aircraft procedures.
Procedures when OEI hover performance capability is not required.
1. Collective pitch — Commence manoeuvre to recover

aircraft control.
(Vertical Reject or Flyaway see
Basic RFM page 3-21 or 3-22)
2. Hoist Load — Raise load and recover into cabin

or Emergency Jettison, depending
on operational conditions and type
of load, or transition forward
(maximum 50 KIAS).
Procedures when OEI hover performance capability is required
Note
Weights defined in weight limitation charts guarantee no rotor
droop/height loss in case of an engine failure.
1. Collective pitch — Maintain collective pitch setting.

Hover OEI is assured with 2.5 min
rating.
2. Hoist Load — Raise load and recover into cabin.
Note
Time required to raise the maximum load from fully extended
approximately 2 minutes.

HOIST LOAD JETTISON

The hoist is provided with an electrical cable cut system (PQRS) operated by
either pilot or copilot or HO. If an emergency condition should require the
release of a hoisted load carry out the following:
1. PWR switch on Pilot HOIST — Confirm ON, HOIST ON advisory

control panel illuminated on CAS.
2. HOIST CUT pushbutton on pilot or — Lift guard, HOIST CUT ARM caution
copilot collective grip or HO control illuminates on CAS. Press pushbutt
panel on.
If the electrical HOIST CUT system fails, cut cable with the manual cable cut-
ters accessible to HO. Cut cable as close to the hoist as possible.

HOIST CUT ARM
HOIST CUT ARM
Hoist cut system armed due to one

of the HOIST CUT guards lifted
OR
Malfunction in hoist cut system
If due to cable cut If due to malfunction

system armed
intentionally
- Do not lift HOIST CUT guard
- HOIST must not be used
- Continue operation
as required

HOIST CABLE FOUL
HOIST CBL FOUL
Hoist cable fouled

and hoist inoperative
- Proceed in forward flight with load

suspended allowing adequate load
clearance over obstacles
At suitable site
- Establish hover and slowly descend
to lay load on ground.
- Recover cable on board manually
HOIST OVER-TEMPERATURE
A hoist over temperature is indicated by an amber TEMP light on the HO con-
trol pendant. In the event of a hoist over temperature, complete the hoist
cycle. Wait for system to cool down (indication on HO control pendant extin-
guishes) before resuming operation.
CAUTION
Prolonged operation of hoist with amber TEMP indication on
hoist pendant display will result in hoist failure.
Note
When the hoist TEMP light is on, the hoist is automatically
slowed in operation.


See Section 3 Basic RFM for aircraft procedures.
In the case of a double AC generator failure the hoist will be supplied by the
APU generator. If the APU requires starting a period of approximately 45 sec-
onds will be required for the start, after which hoisting operations can be com-
pleted.

When the Goodrich External Hoist is installed aircraft performance is affected
by the installation.
The correction to the aircraft basic performance can be determined by applica-
tion of the values found in Section 5 Performance Correction After Kit Installa-
tion, Table 5-1 Correction Table After Kit Installation.
The Correction to Category A Performance can be determined by application
of the values found in Supplement 4 Category A Operations, Introduction
pages section Performance Correction for Kit Installation, Table 1 Correction
Table After Kit Installation.

SECTION 6 - WEIGHT AND BALANCE

The following Longitudinal and Lateral positions for loads attached to HOIST
hook must be used in the Weight and Balance Calculations.
FOR TRAINING ONLY Issue 1 Page S5-37

STN
4200 mm
BL
1658 mm RH
ICN-89-A-155000-G-00001-04167-A-001-01
Page S5-38 Issue 1 FOR TRAINING ONLY

Document N° Ditching
189G0290X002 Configurations

SUPPLEMENT 6
DITCHING CONFIGURATIONS
P/N 8G9560F00111
P/N 8G9560F00211
P/N 8G2560F00511


Ditching Document N°
Configurations 189G0290X002

RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
31 January 2014.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1, S6-1, S6-8. EASA Approval
N° 10051720 dated
18 December 2014
EASA Approval
N° 10051742 dated
18 December 2014
2 Title, pages A-1, B-1, S6-i, S6-15. EASA Approval
N° 10052433
3 Title, pages A-1, B-1, S6-6. EASA Approval
N° 10053254
dated 7 May 2015



Page Revision N°
Title 3
A-1 3
A-2 0
B-1 3
B-2 0
S6-i 2
S6-ii 0

S6-1 1
S6-2 thru S6-5 0
S6-6 3
S6-7 0
S6-8 1
S6-9 thru S6-14 0
S6-15 2
S6-16 thru S6-20 0


SUPPLEMENT 6
DITCHING CONFIGURATION
TABLE OF CONTENTS
Page
BASIS OF CERTIFICATION.......................................................................................... S6-6
TYPE OF OPERATIONS ............................................................................................... S6-6
WEIGHT AND CENTER OF GRAVITY LIMITATION .................................................... S6-6
TAKE OFF LIMITATIONS.............................................................................................. S6-7
MISCELLANEOUS LIMITATIONS................................................................................. S6-7

COCKPIT PRE-START CHECKS................................................................................ S6-11
EMER FLOATS PANEL............................................................................................... S6-11
PRE-TAKE OFF CHECKS........................................................................................... S6-12
PRE-LANDING CHECKS ............................................................................................ S6-13
SHUTDOWN PROCEDURES ..................................................................................... S6-13
PRE-SHUTDOWN CHECKS ....................................................................................... S6-13

EMERGENCY PROCEDURES ................................................................................... S6-14
DITCHING.................................................................................................................... S6-14
DITCHING PROCEDURE............................................................................................ S6-15
MALFUNCTION PROCEDURES................................................................................. S6-18
FLOTATION ARM CAUTION....................................................................................... S6-18
SECTION 4 - PERFORMANCE DATA ................................................................S6-19

Rev. 2
LIST OF FIGURES
Figure Page
Figure S6-1 Flotation Installation Diagram.................................................................... S6-3
Figure S6-2 Emergency Flotation Control Panel and Pilot and Copilot Collective FLOAT
Override Switch ......................................................................................... S6-4
Figure S6-3 Flotation Pressure Inspection Window and Life Raft Installation Diagram with
Manual Deployment Handle Position ........................................................ S6-5
Figure S6-4 Flotation Gas Bottle Pressure Limits ......................................................... S6-8
Figure S6-5 Life Raft Gas Bottle Pressure Limits ......................................................... S6-9

189G0290X002 Configuration
GENERAL INFORMATION
Ditching Regulations
Demonstration of emergency over water landing capability and bouyancy up
to Sea State 4 is required by ditching regulations. However, for this installation
Sea State 6 has been demonstrated and approved for weights up to 8600 kg.
Emergency Flotation System (P/N 8G9560F00111, P/N 8G9560F00211)

This system comprises of 4 flotation bags, 2 mounted on the lower nose sec-
tion (left and right hand sides) and two mounted on the lower aft central sec-
tion (left and right hand side). The system incorporates 2 inflation bottles,
mounted inboard on the aft flotation bags container, piping and electrical con-
nections for inflation of the 4 flotation bags simultaneously. The inflation bottle
pressure can be inspected prior to flight by viewing a pressure gauge through
an inspection window behind the two aft flotation bag installations.
The flotation bags are automatically deployed on ditching by water sensors (2
of the four sensors must be activated for flotation inflation) or by manual oper-
ation of the guarded FLOAT override pushbutton on either the Pilot or Copilot
collective grip. (See Figure S6-2 )
For operation of both automatic or manual flotation inflation the OFF/ARMED
switch on the FLOATS EMER control panel, mounted in the interseat console,
must be set to ARMED. When selected to ARMED a FLOAT ARM caution illu-
minates on the CAS.
The control panel also incorporates indicator lights (LH BTL and RH BTL) that
indicate the state of the system:
— On the ground the 4 indicator lights should illuminate when the TEST but-
ton is pushed to indicate that all the electrical circuits are functioning cor-
rectly. If any of the lights fail to illuminate there is a malfunction in the
electrical system circuitry.
— In flight if any of the 4 indicator light illuminates there is a malfunction in

the electrical system.

Rev. 1
Configuration 189G0290X002
Emergency Life Raft System (P/N 8G2560F00511)

The life raft system consists of 2 x 14 man (21 man overload) life rafts
mounted outside the helicopter on the upper part of the left and right sponson.
The life raft inflation is activated manually, and independantly, for left or right
life raft installation. Two modes of manual deployment are available, one via a
remote handle mounted on the Pilot/Copilot forward door frame and the other
by a handle mounted externally to the aircraft and directly on the life raft con-
tainer, under a flap, which is clearly marked. (See Figure S6-3 ). The inflation
bottle pressure can be inspected prior to flight by viewing a pressure gauge
through an inspection window in each sponson lift raft installation.

STBD
AFT STBD INFLATION
FLOAT ASSEMBLY
ASSEMBLY
GAS
DISTRIBUTION
ASSEMBLY
PORT
INFLATION
FWD STBD ASSEMBLY
FLOAT
ASSEMBLY
AFT PORT
FLOAT
ASSEMBLY
FLOAT
SWITCHES
FLOAT FWD PORT

SWITCHES FLOAT
ASSEMBLY
ICN-89-A-155000-A-A0126-04140-A-001-01
Figure S6-1 Flotation Installation Diagram

EMERGENCY FLOTATION CONTROL PANEL
PILOT/COPILOT FLOTATION
OVERRIDE GUARDED
PUSHBUTTON
PILOT/COPILOT COLLECTIVE "FLOAT" OVERRIDE SWITCH
ICN-89-A-155000-A-A0126-04141-A-001-01
Figure S6-2 Emergency Flotation Control Panel and Pilot and Copilot
Collective FLOAT Override Switch

B A
C
PRESSURE LIMITATIONS
CHART
PRESSURE INSPECTION WINDOW
C PRESSURE INSPECTION WINDOW

B AND PRESSURE LIMITATIONS CHART
DEPLOYMENT
HANDLE
ICN-89-A-155000-A-A0126-04142-A-001-01
Figure S6-3 Flotation Pressure Inspection Window and Life Raft
Installation Diagram with Manual Deployment Handle Position

BASIS OF CERTIFICATION
The Emergency Flotation System is approved for ditching, up to Sea State 6,
in accordance with CS/FAR 29 provided the following approved equipments,
in accordance with the National/Local Operation rules, are fitted:
— Life raft(s)
(Life rafts P/N 8G2560F00511 have been approved for use by AW. The
use of other life raft installations must be in accordance with CS/FAR 29
and must be approved)
— Survival type Emergency Locator Transmitter
— Life preservers
The following life preservers installations have been approved by AW:
• 8G2560F00611 Kit Life Jacket
• 8G2560F00711 Kit Life Jacket Fourth Row
• 8G2560F00811 Kit Pilots Life Jacket
Different life preserver installations must be in accordance with CS/FAR
29 and must be approved.
— Helicopter Emergency Exit Lighting System (HEELS) P/N 4F3350F00111
or other approved variant.
TYPE OF OPERATIONS
For flight over water the helicopter must be operated in accordance with the
National/Local Operating rules.
When not required by the National/Local Operating rules the life rafts may be
removed.
Note
Removal of the life rafts does not affect the operation of the
Emergency Flotation System
WEIGHT AND CENTER OF GRAVITY LIMITATION

After installation of the Emergency Flotation System and Life Rafts the new
empty weight and center of gravity position must be determined.

Rev. 3
TAKE OFF LIMITATIONS

Take-Off after ditching is prohibited.
Cabin Doors
The cabin doors must be closed for operations over water with Sea State
greater than Sea State 4.
Flotation System
The Emergency Flotation system shall only be used for ditching.
Flotation bags must not be inflated in flight.
Flotation Gas Bottle Pressure

The flotation gas bottle pressure limitation is related to ambient temperature.
See Figure S6-4 for pressure limits (pressure limits placard mounted beside
pressure monitoring window at rear of aft flotation bag installation).

Figure S6-4 Flotation Gas Bottle Pressure Limits

Rev. 1
Life Raft Gas Bottle Pressure

The Life Raft gas bottle pressure limitation is related to ambient temperature.
See Figure S6-5 for pressure limits. (pressure limits placard mounted beside
pressure monitoring window on each sponson.
Figure S6-5 Life Raft Gas Bottle Pressure Limits

1. Left and right nose flotation covers — Condition of external covers and
attachment bolts present.
1. Right hand sponson — Verify gas bottle pressure is within

liferaft installation (if fitted) limits for ambient conditions. (Infla-
tion diagram can be found beside
pressure gauge window).
2. Right hand sponson life raft — Condition and secure.Confirm clos-

(if fitted) ing belts present and integrity.
3. Right hand flotation — Verify gas bottle pressure is within

limits for ambient conditions. (Infla-
pressure gauge window).
4. Right hand flotation covers — Condition of external covers and

5. Right hand flotation covers — Condition of external covers and


AREA N°6 (Fuselage – Left Hand Side)
1. Left hand flotation — Verify gas bottle pressure is within

limits for ambient conditions. (Infla-
pressue gauge window).
2. Left hand flotation covers — Condition of external coversand

attachment bolts present
3. Left hand sponson — Verify gas bottle pressure is within

life raft installation (if fitted) limits for ambient conditions. (Infla-
tion diagram can be beside pres-
sure gauge window).
4. Left hand sponson life raft — Condition and secure. Confirm clos-
(if fitted) ing belts present and integrity
COCKPIT PRE-START CHECKS
CAUTION
The FLOAT override pushbutton guard on the collective grips
must not be raised during the following checks.
After electrical power has been supplied to the aircraft:
EMER FLOATS PANEL
1. FLOATS EMER TEST pushbutton — Press, confirm the two LH SYS and
two RH SYS lights illuminate.
Release and confirm lights extuin-
guish

CAUTION
If FLOAT ARM caution is illuminated, prior to the following pro-
cedure, do not continue as the flotation system has malfunc-
tioned.
WARNING
During the following test personel must NOT be close to flota-
tion bags as an internal malfunction of the FLOAT system may
cause the flotation to inflate.
2. OFF/ARMED switch — ARMED, confirm FLOAT ARM cau-

(FLOATS EMER panel) tion displayed on CAS, the LH SYS
and RH SYS lights do not illuminate
and flotation system does not
inflate. Select switch to OFF.
CAUTION
If the LH SYS and RH SYS lights illuminate when the flotation
system is in ARMED the flotation system has malfunctioned,
maintenance action required.
PRE-TAKE OFF CHECKS

1. OFF/ARMED switch (FLOATS EMER panel)
Over land operation — OFF
Over water operation — ARMED, FLOAT ARM caution dis-

played on CAS.

Over land operation — Confirm OFF.
Over water operation — Confirm ARMED, FLOAT ARM cau-

tion displayed on CAS and LH SYS
& RH SYS lights are not illuminated.
PRE-LANDING CHECKS
Over land operation — Confirm OFF
Over water operation — Confirm ARMED, FLOAT ARM cau-

tion displayed on CAS.
SHUTDOWN PROCEDURES
PRE-SHUTDOWN CHECKS
1. OFF/ARMED switch — OFF, FLOAT ARM caution not dis-

(FLOATS EMER panel) played on CAS.


DITCHING
Consideration should be given to the environmental factors, such as wind
direction and speed, sea state and engine power available.
Approach and landing should be into wind.
When landing into waves, land head-on to oncoming waves avoiding, if possi-
ble, ditching into the face of the wave.
CAUTION
As considerable error can result from estimation of height over
water, the radar altimeter should be used for height cues during
descent.
CAUTION
Do not deploy flotation bags in flight. Bags will automatically
deploy on water touchdown.
CAUTION
At high touchdown speeds, the rotorcraft may roll and turn to
the left after touchdown due to gyroscopic effects. This will
require pilot corrective action.
Note
With the undercarriage retracted the Rotor Brake does not func-
tion.

DITCHING PROCEDURE
Preliminary
1. Descent — Plan
2. Crew/passengers — Notify and Brief
3. ATC — Notify
4. Transponder — Set 7700
5. Cabin sign — Check ON

(ECDU-LT-CAB LTS)
6. Loose equipment — Secure
WARNING
Cockpit and Cabin Doors must be kept closed to avoid poten-
tially large quantities of water from entering the helicopter.
7. Cabin doors — Ensure closed
8. HTAWS (if fitted) — MUTE
9. AWG — DEGR
10. Life Vest, Harness & Belts — ON & tighten
11. Shoulder harness reel control — Up & locked
Approach
1. RAD ALT — Set
2. Wipers (ECDU-MENU — FAST

-WIPERS page)
3. PITOT — OFF
(ECDU-MENU-PITOT page)

Rev. 2
4. Flotation — Confirm Armed
5. Sea conditions/wind direction — Determine
6. Ditching heading — Establish
7. Descent rate & speed — Establish to ensure maximum 30

kts groundspeed at water contact.
8. EMERG LTS — ON
9. LDG GEAR — UP
10. Crew/passengers — ALERT for imminent impact
11. Radio — Transmit final position
12. Brace for impact — Order using PA
13. Hover — Establish at safety height if power

available
Upon water contact
1. ENG 1 & 2 FIRE ARM guard — Lift and press
2. APU FIRE ARM guard — Lift and press
3. FLOTATION — Activate
Time and conditions permitting
1. ENG 1 & 2 MODE switches — OFF
2. APU MODE switch — OFF
WARNING
Do not open cockpit and cabin doors to avoid potential large
quantities of water entering helicopter and impairing aircraft sta-
bility, when Sea State is greater than Sea State 4.

3. Survival equipment — ON
4. EMERG EXITS — OPEN/RELEASE
5. Life rafts — Release
6. ELT — DEPLOY/ON
7. Evacuation — Initiate using PA
8. BATT MASTER — OFF

FLOTATION ARM CAUTION
FLOAT ARM
Flotation system ARMED
- Confirm FLOATS EMER panel

OFF/ARMED switch selected
to ARMED
If switch selected to ARMED If switch selected to OFF
Flotation system malfunction

- Check, periodically, LH SYS - Do not select switch to
and RH SYS lights are ARMED (flotation system
not illuminated may inflate erroneously)
If lights not illuminated If lights illuminate

- Select OFF/ARMED
switch to OFF
Flotation system
ready for emergency Continue flight according to
operation, if required operational requirements
- Select OFF/ARMED switch on

FLOATS EMER panel to
ARMED if ditching required/
flotation system ready for
emergency operation


No change in aircraft performance when emergency flotation equipment and
life rafts are installed.


Document N° Forward and
189G0290X002 Auxiliary Fuel Tanks

SUPPLEMENT 7
FORWARD AND AUXILIARY FUEL

TANKS
P/N 4F2810F00212
P/N 8G2810F00111


Forward and Document N°
Auxiliary Fuel Tanks 189G0290X002

RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
31 January 2014.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1, S7-6 thru S7-18 EASA Approved
N° 10051720



Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S7-i and S7-ii 0

S7-1 thru S7-5 0
S7-6 thru S7-9 1

S7-10 thru S7-18 1


SUPPLEMENT 7
FORWARD AND AUXILIARY
FUEL TANKS
TABLE OF CONTENTS
Page
WEIGHT AND CENTER OF GRAVITY LIMITATION .................................................... S7-3
FUEL CAPACITIES ....................................................................................................... S7-3
FORWARD TANK LIMITATIONS .................................................................................. S7-4
SECTION 2 - NORMAL PROCEDURES ...............................................................S7-4

GENERAL...................................................................................................................... S7-5
FUEL PRESSURE 1 LOW............................................................................................ S7-6
FUEL PRESSURE 2 LOW............................................................................................ S7-7
DOUBLE FUEL PUMP FAILURE .................................................................................. S7-8
SECTION 4 - PERFORMANCE .............................................................................S7-9

WEIGHT - ARMS AND MOMENTS ............................................................................. S7-10

LIST OF FIGURES
Figure Page
Figure S7-1 Forward Fuel Tank Positions ..................................................................... S7-2

GENERAL INFORMATION
Forward Fuel Tanks

The forward fuel tank kit P/N 4F2810F00212 consists of two additional tanks
installed under the cabin floor between STN 3.800 and
STN 4.800 m. One on the left and the other on the right of the aircraft center-
line. (See Figure S7-1)
The tanks are connected directly to the main fuel tanks via flexible hoses. The
fuel is transferred from the forward tanks to the main tanks by two ejectors
(one for each tank) whose motive flow is supplied by the main fuel pumps
when operating. Each forward tank has a fuel gauge probe which is connected
to the fuel contents measuring system
Refuelling of the forward tanks occurs automatically when the main tanks are
refuel. This occurs due to the physical layout of the tanks and no operator con-
trol is required.
Auxiliary Fuel Tank
The Auxiliary Fuel Tank P/N 8G2810F00111 is a role fit removable single addi-
tional fuel tank. The tank consists of a fuel cell installed in the bay between the
right and left standard fuel tanks. The tank is installed behind the cabin and
isolated by bulkheads from the cabin and baggage compartments.
The tank is connected to and forms an extension to the main fuel tank through
two connectors. It is filled via the main tank and feeds the main tank by gravity.
A fuel vent line from the tank is connected to the main tank vent line system
and an electrical connection provides Fuel Gauging Control Unit information.
The Fuel Gauging System automatically compensates for the additional fuel
quantity.

FORWARD FUEL TANKS
MAIN FUEL TANKS
ICN-89-A-155000-A-A0126-04143-A-001-01
Figure S7-1 Forward Fuel Tank Positions


After installation of the Forward Tank kit or the role fit Auxiliary Fuel Tank, the
new empty weight and center of gravity position must be determined.
No change to weight or CG limitations.
FUEL CAPACITIES
Forward Tanks
Two Forward Tank Total Usable .......................................................... 238 litres
Total Usable (Main plus 2 Forward Tanks) ........................................ 1541 litres
Unusable (Main plus Forward Tanks).......................................... 22 kg/28 litres
(24 litres + 4 litres)
Auxiliary Tank
Auxiliary Tank Usable.......................................................................... 522 litres
Total Usable (Main plus Auxiliary Tanks)........................................... 1825 litres
Unusable (Main plus Auxiliary Tanks) ........................................ 24 kg/30 litres
(24 litres + 6 litres)
Forward Plus Auxiliary Tank

Forward plus Auxiliary Tanks Usable .................................................. 760 litres
Total Usable ...................................................................................... 2063 litres
Unusable (Main plus Forward plus Auxiliary Tanks) .................. 27 kg/34 litres
(24 + 4 + 6 litres)

FORWARD TANK LIMITATIONS
CAUTION
When the total fuel contents is between 850 kg and 640 kg a
discrepancy between the N°1 and N°2 fuel indications of up to
70 kg may be seen. When the total fuel contents is below
640 kg this discrepancy is no longer present.
— With a Boost Pump failure the forward tank fuel quantity, for the tank with
the failed boost pump, will be unusable. This will be up to a maximum of
105 kg.

No Change.


GENERAL
When only the Auxiliary Fuel Tank P/N 8G2810F00111 is fitted refer to Basic
RFM Section 3.
When the Forward Fuel Tank kit P/N 4F2810F00212 is fitted the following mal-
functions procedures must be used.

FUEL PRESSURE 1 LOW
1 FUEL PUMP
1 Fuel pressure


Possible fuel leak,
- Close FUEL XFEED
- Select PUMP 1 OFF
- Select APU MODE - Select PUMP 1 OFF
- Continue flight
to OFF - Select APU MODE
to OFF
- Continue flight
- Be attentive for signs of - Continue flight

fuel leak or engine See CAUTION on
loss of power. page S7-7
Note
Note
In suction mode the maximum unusable fuel is 95 kg. Engine
operation, in suction mode, is assured and FUEL pressure, is
invalid displaying 0 or amber dashed. Avoid abrupt aircraft
manoeuvres.

Rev. 1
FUEL PRESSURE 2 LOW
2 FUEL PUMP
2 Fuel pressure

- Select PUMP 2 OFF

not recovered.
- Continue flight
Possible fuel leak,
- Close FUEL XFEED
- Continue flight

fuel leak or engine
loss of power.
CAUTION
When cross feeding, the tank with pump off NOT supplying the
engines, will have a maximum quantity of unusable fuel of up to
378 kg.
(fuel level value returns to green). In suction mode the maxi-
mum unusable fuel is 95 kg. Engine operation, in suction mode,
is assured and FUEL pressure, is invalid displaying 0 or amber
dashed. Avoid abrupt aircraft manoeuvres.

Rev. 1
DOUBLE FUEL PUMP FAILURE
1-2 FUEL PUMP

in both fuel systems

If 2 FUEL PUMP If caution remains

caution illuminates
(Fuel pump 1 supplied
by DC EMER bus) - Select XFEED CLSD
- Select PUMP 1 & 2 OFF
- Select APU MODE OFF
- Confirm XFEED opens
automatically
(XFEED advisory illuminated)
- Land as soon as
- Select PUMP 2 OFF practicable
- Continue flight
CAUTION
The APU is not available after a double FUEL PUMP failure.
CAUTION
sure, is invalid displaying amber ‘0’ or dashed. The maximum
quantity of unusable fuel in suction mode is 190 kg (95 kg Tank
1 / 95 kg Tank 2). Avoid abrupt aircraft manoeuvres.

Rev. 1
No Change.

Rev. 1

When the Forward and Auxiliary Fuel Tanks installed the following Longitudi-
nal Moments for the Fuel must be used in the Weight and Balance Calcula-
tions.
WEIGHT - ARMS AND MOMENTS

LONGITUDINAL MOMENTS
TOTAL FUEL MAIN + FORWARD TANKS

Weight L Arm Moment
(kg) (0,8 kg/L) (mm) (kgmm)
20 25.0 6188.3 123766
40 50.0 6203.8 248151
60 75.0 6210.5 372629
80 100.0 6213.8 497100
100 125.0 6215.6 621568
120 150.0 6216.9 746023
140 175.0 6217.8 870493
160 200.0 6218.4 994951
180 225.0 6219.0 1119418
200 250.0 6219.4 1243882
220 275.0 6219.7 1368341
240 300.0 6220.0 1492802
260 325.0 6220.3 1617268
280 350.0 6220.5 1741744
300 375.0 6220.7 1866206
320 400.0 6220.5 1990559
340 425.0 6219.7 2114703
360 450.0 6218.0 2238471
380 475.0 6217.3 2362578
400 500.0 6216.7 2486687

Rev. 1

Weight L Arm Moment
420 525.0 6216.2 2610808
440 550.0 6215.8 2734956
460 575.0 6215.7 2859208
480 600.0 6215.7 2983512
500 625.0 6215.7 3107868
520 650.0 6218.0 3233383
540 675.0 6225.9 3361984
560 700.0 6233.2 3490612
580 725.0 6240.1 3619253
600 750.0 6246.5 3747899
620 775.0 6252.5 3876539
640 800.0 6258.1 4005166
660 825.0 6263.3 4133770
680 850.0 6205.7 4219844
700 875.0 6151.3 4305921
720 900.0 6100.0 4392007
740 925.0 6051.4 4478062
760 950.0 6005.4 4564090
780 975.0 5961.7 4650118
800 1000.0 5920.2 4736147
820 1025.0 5880.7 4822176
840 1050.0 5843.1 4908205
860 1075.0 5830.1 5013880
880 1100.0 5869.8 5165382
900 1125.0 5882.2 5294003
920 1150.0 5894.2 5422652
940 1175.0 5905.8 5551464
960 1200.0 5917.4 5680702
980 1225.0 5927.7 5809144

Rev. 1

Weight L Arm Moment
1000 1250.0 5938.0 5937979
1020 1275.0 5948.0 6066986
1040 1300.0 5957.8 6196140
1060 1325.0 5967.4 6325449
1080 1350.0 5979.1 6457398
1100 1375.0 5987.9 6586732
1120 1400.0 5996.5 6716111
1140 1425.0 6004.9 6845536
1160 1450.0 6012.9 6975006
1180 1475.0 6020.8 7104517
1200 1500.0 6028.4 7234072
12330 1541.0 60321.1 7422812

Rev. 1
LONGITUDINAL MOMENTS (CONT)
TOTAL FUEL MAIN + AUX TANK

Weight L Arm Moment
20 25.0 6188.3 123766
40 50.0 6203.8 248151
60 75.0 6210.5 372629
80 100.0 6213.8 497100
100 125.0 6215.6 621562
120 150.0 6216.9 746023
140 175.0 6217.8 870487
160 200.0 6218.4 994951
180 225.0 6219.0 1119418
200 250.0 6219.4 1243882
220 275.0 6219.7 1368341
240 300.0 6220.0 1492802
260 325.0 6220.3 1617268
280 350.0 6220.5 1741738
300 375.0 6220.7 1866206
320 400.0 6220.5 1990553
340 425.0 6219.7 2114697
360 450.0 6218.0 2238471
380 475.0 6217.3 2362578
400 500.0 6216.7 2486687
420 525.0 6216.2 2610801
440 550.0 6215.8 2734950
460 575.0 6215.7 2859201
480 600.0 6215.7 2983506
500 625.0 6215.7 3107862
520 650.0 6218.0 3233383
540 675.0 6225.9 3361984

Rev. 1

Weight L Arm Moment
560 700.0 6233.2 3490612
580 725.0 6240.1 3619253
600 750.0 6246.5 3747899
620 775.0 6252.5 3876527
640 800.0 6258.1 4005166
660 825.0 6263.3 4133770
680 850.0 6268.2 4262352
700 875.0 6272.8 4390947
720 900.0 6277.2 4519568
740 925.0 6281.4 4648217
760 950.0 6285.6 4777029
780 975.0 6290.1 4906267
800 1000.0 6293.3 5034709
820 1025.0 6297.0 5163544
840 1050.0 6300.7 5292551
860 1075.0 6304.3 5421705
880 1100.0 6308.0 5551014
900 1125.0 6311.6 5680484
920 1150.0 6315.4 5810122
940 1175.0 6319.1 5939931
960 1200.0 6322.8 6069902
980 1225.0 6326.5 6200018
1000 1250.0 6330.3 6330279
1020 1275.0 6334.0 6460687
1040 1300.0 6337.8 6591262
1060 1325.0 6341.5 6721983
1080 1350.0 6345.2 6852861
1100 1375.0 6349.0 6983890
1120 1400.0 6352.7 7115072

Rev. 1

Weight L Arm Moment
1140 1425.0 6356.5 7246405
1160 1450.0 6360.3 7377892
1180 1475.0 6364.0 7509544
1200 1500.0 6367.8 7641342
1220 1525.0 6371.6 7773307
1240 1550.0 6375.3 7905418
1260 1575.0 6379.1 8037642
1280 1600.0 6382.7 8169888
1300 1625.0 6386.3 8302155
1320 1650.0 6389.7 8434438
1340 1675.0 6393.1 8566755
1360 1700.0 6396.4 8699097
1380 1725.0 6399.6 8831466
1400 1750.0 6402.8 8963861
1420 1775.0 6405.8 9096267
1440 1800.0 6408.8 9228701
1460 1825.0 6411.8 9361166
1465 1831.0 6414.3 9395648

Rev. 1
TOTAL FUEL MAIN + FORWARD + AUX TANKS

Weight L Arm Moment
20 25.0 6188.3 123766
40 50.0 6203.8 248151
60 75.0 6210.5 372629
80 100.0 6213.8 497100
100 125.0 6215.6 621562
120 150.0 6216.9 746023
140 175.0 6217.8 870487
160 200.0 6218.4 994951
180 225.0 6219.0 1119418
200 250.0 6219.4 1243882
220 275.0 6219.7 1368341
240 300.0 6220.0 1492802
260 325.0 6220.3 1617268
280 350.0 6220.5 1741738
300 375.0 6220.7 1866206
320 400.0 6220.5 1990553
340 425.0 6219.7 2114697
360 450.0 6218.0 2238471
380 475.0 6217.3 2362578
400 500.0 6216.7 2486687
420 525.0 6216.2 2610801
440 550.0 6215.8 2734950
460 575.0 6215.7 2859201
480 600.0 6215.7 2983506
500 625.0 6215.7 3107862
520 650.0 6218.0 3233383
540 675.0 6225.9 3361984

Rev. 1

Weight L Arm Moment
560 700.0 6233.2 3490612
580 725.0 6240.1 3619253
600 750.0 6246.5 3747899
620 775.0 6252.5 3876527
640 800.0 6258.1 4005166
660 825.0 6263.3 4133770
680 850.0 6205.7 4219844
700 875.0 6151.3 4305921
720 900.0 6100.0 4392007
740 925.0 6051.4 4478062
760 950.0 6005.4 4564090
780 975.0 5961.7 4650118
800 1000.0 5920.2 4736147
820 1025.0 5880.7 4822176
840 1050.0 5843.1 4908205
860 1075.0 5830.1 5013880
880 1100.0 5869.8 5165382
900 1125.0 5882.2 5294003
920 1150.0 5894.2 5422652
940 1175.0 5905.8 5551464
960 1200.0 5917.4 5680702
980 1225.0 5927.7 5809144
1000 1250.0 5938.0 5937979
1020 1275.0 5948.0 6066986
1040 1300.0 5957.8 6196140
1060 1325.0 5967.4 6325449
1080 1350.0 5976.8 6454919
1100 1375.0 5986.0 6584557
1120 1400.0 5995.0 6714367

Rev. 1

Weight L Arm Moment
1140 1425.0 6003.8 6844338
1160 1450.0 6012.5 6974453
1180 1475.0 6020.9 7104714
1200 1500.0 6029.3 7235122
1220 1525.0 6037.5 7365697
1240 1550.0 6045.5 7496418
1260 1575.0 6053.4 7627297
1280 1600.0 6061.2 7758325
1300 1625.0 6068.9 7889507
1320 1650.0 6076.4 8020841
1340 1675.0 6083.8 8152328
1360 1700.0 6091.2 8283979
1380 1725.0 6098.4 8415777
1400 1750.0 6105.5 8547742
1420 1775.0 6112.6 8679853
1440 1800.0 6119.5 8812077
1460 1825.0 6126.2 8944323
1480 1850.0 6132.8 9076590
1500 1875.0 6139.2 9208874
1520 1900.0 6145.5 9341191
1540 1925.0 6151.6 9473532
1560 1950.0 6157.6 9605901
1580 1975.0 6163.5 9738296
1600 2000.0 6169.2 9870702
1620 2025.0 6174.8 10003136
1640 2050.0 6180.2 10135601
1655 2069.0 6171.3 10214870

Rev. 1
Document N° Traffic Advisory
189G0290X002 System II (TCAS II)

SUPPLEMENT 8
TRAFFIC ADVISORY SYSTEM II
(TCAS II)
TTR-4000

REVISION 2 : 26 FEBRUARY 2015

Traffic Advisory Document N°
System II (TCAS II) 189G0290X002

RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
31 January 2014.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1 S8-3, S8-4 and EASA Approval
S8-11 N° 10051718
N° 10052433



Page Revision N°
Title 2
A-1 2
A-2 0
B-1 2
B-2 0
S8-i and S8-ii 0

S8-1 and S8-2 0
S8-3 2
S8-4 1
S8-5 thru S8-10 0
S8-11 1
S8-12 thru S8-15 0

S8-16 0


SUPPLEMENT 8
TRAFFIC ADVISORY SYSTEM II
(TCAS II)
TABLE OF CONTENTS
Page

RESOLUTION ADVISORY MANOUVRES.................................................................... S8-1
TYPE OF OPERATION ................................................................................................. S8-3
WEIGHT AND CG LIMITATIONS .................................................................................. S8-3
TCAS II SYSTEM LIMITATIONS ................................................................................... S8-3

GENERAL...................................................................................................................... S8-5
EXTERNAL PRE-FLIGHT CHECK ................................................................................ S8-7
SYSTEM CHECKS ........................................................................................................ S8-7
IN FLIGHT PROCEDURES ........................................................................................... S8-8
TCAS II TA ONLY MODE .............................................................................................. S8-8
POST LANDING AND SHUTDOWN PROCEDURES ................................................... S8-9
TCAS II RA MESSAGES ON PFD............................................................................... S8-10
TCAS II TA MESSAGE ON PFD ................................................................................. S8-12
TCAS II OFF MESSAGES ON PFD AND MFD ........................................................... S8-13

PFD AND MFD DISPLAY MESSAGES ....................................................................... S8-14
TCAS II SYSTEM FAILURE ........................................................................................ S8-14


Page
SECTION 7 - SYSTEM DESCRIPTION...............................................................S8-16

GENERAL INFORMATION
The Rockwell Collins onboard Traffic Alert and Collision Avoidance System
(TCAS II) monitors a radius of nominal 14 NM around the helicopter by interro-
gating any intruding aircraft transponder and determining if a potential conflict
with other aircraft exists.
The system comprises of a TCAS II processor installed in the aft avionic bay
and two directional antennas one mounted on the top surface within the nose
radome and the second rear antenna is mounted under the rear part of the air-
craft belly.
The TCAS II system interrogates ICAO compliant transponders of aircraft in
the vicinity and based on replies received computes the relative range, altitude
(if included in the reply message), bearing and closure rate of other transpon-
der equipped aircraft with respect to the helicopter. The TCAS II calculates the
time to reach the Closest Point of Approach (CPA) with the intruder, this time
value is the main parameter for issuing alerts. If the transponder replies from
nearby aircraft includes their altitude, the TCAS II computes the time to reach
co-altitude.
TCAS II issues two types of alerts:
— TAs (Traffic Advisory) to assist the visual search for the intruder aircraft
and prepare the pilot for a potential RA,
— RAs (Resolution Advisory) to recommend manoeuvres that will either

increase or maintain the existing vertical separation from the intruder air-
craft. When the intruder aircraft is also fitted with TCAS II, both TCAS II
systems coordinate their RAs through the Mode S data link to ensure that
complementary resolution senses are selected.
RESOLUTION ADVISORY MANOUVRES

The recommended pilot action on activation of a Resolution Advisory is to ini-
tiate immediately a climb or descent as dictated by the TCAS II Resolution
Advisory. The technique to achieve the requested climb or descend rate will
be dependant on the initial flight conditions such as airspeed, altitude, weight,
AFCS modes engaged etc.
On activation of a RA the pilot should not initiate banking manoeuvres but
attempt to fly the aircraft in accordance with the indication displayed on the
VSI.

Note
To manoeuvre the aircraft for compliance with a RA the cyclic
and collective FTR buttons should be pressed and, if AFCS
upper modes are engaged, held pressed throughout the entire
manoeuvring phase to maintain the IAS and Vertical mode bugs
synchronized with the actual airspeed and altitude.
When a ‘CLIMB’ Resolution Advisory is generated initiate immediately a climb
to achieve the rate of climb as dictated by the TCAS II.
The following airspeed and power considerations should be taken into
account:
— If airspeed is above 90 KIAS initiate climb using cyclic to reduce airspeed

towards but not below 90 KIAS, whilst simultaneously applying MCP
100% PI, using collective.
— If airspeed is 90 KIAS or below initiate climb using collective to apply 30

min Torque/5 min Engine 116% whilst allowing IAS to increase towards
but not above 90 KIAS.
— If the required climb rate cannot be achieved, maintain the maximum

achievable within the aircraft limits.
— Following the ‘CLEAR OF CONFLICT’ advisory, the aircraft should be

returned promptly to the applicable clearance unless otherwise directed
by ATC.
When a ‘DESCENT’ Resolution Advisory is generated then:
— initiate immediately a descent to achieve the rate of descent as dictated

by the TCAS II using collective to decrease the torque setting as
required, but not entering into autorotation (minimum 10% PI).
— If the required descent rate cannot be achieved, maintain the maximum

descent rate respecting the aircraft limits.
— Following the ‘CLEAR OF CONFLICT’ advisory, the aircraft should be

returned promptly to the applicable clearance unless otherwise directed
by ATC.
The TCAS II continues to monitor the flight paths of conflicting aircraft follow-
ing an RA. If the aircraft flight paths are different from those required, the
TCAS II can issue a new RA to maximize separation. If this occurs follow the
revised RA.

TYPE OF OPERATION
The TCAS II system is approved for VFR and IFR operation as an aid to visu-
ally acquiring traffic and indicates the vertical manoeuvre necessary to avoid
conflicting traffic.

After TCAS II system installation, the new empty weight and CG location must
be determined.
TCAS II SYSTEM LIMITATIONS
— The pilot must not manoeuvre the helicopter based only on Traffic Advi-
sory (TA) or on information displayed on the traffic display.
— The pilot is authorized to deviate from the current ATC clearance to com-
ply with a TCAS II Resolution Advisory (RA)
— Compliance with a Resolution Advisory (RA) is mandatory unless the

pilot has information about the cause of the RA and can maintain safe
separation visually.
— The pilot is not authorized to exceed aircraft flight envelope limits based
on Resolution Advisory (RA) alarms.
— TCAS II must be selected to TA ONLY mode during underslung load

operations.
— The following inhibits are active:
INHIBIT PARAMETERS
Increase Inhibited below 1650 ft AGL while climbing and
Descent RA inhibited below 1450 ft AGL while descending
Descend RA Inhibited below 1200 ft AGL while climbing and
inhibited below 1000 ft AGL while descending
TA Voice Inhibited below 400 ft AGL while descending and
Messages inhibited below 600 ft AGL while climbing
RAs Inhibited below 1100 ft AGL while climbing, and
inhibited below 900 ft AGL while descending. (TCAS II
automatically reverts to TA only)

Rev. 2
Advisory Priority Automatically reverts to TA Only when higher priority

messages (such as HTAWS and CAS WARNINGS)
are present
Climb RA Inhibited above 10000 ft
Increase Climb Always Inhibited

Rev. 1

GENERAL
The following aural messages (and manoeuvres required) are heard with the
TCAS II system:
Phrase
1 ‘Traffic, Traffic’
(Threat aircraft is approaching and the pilot should try to acquire
visually and prepare for possible manoeuvre)
2 ‘Climb, Climb’
(Climb at the rate depicted by the green (fly to) arc on VSI nomi-
nally between 1500 and 2000 fpm)
3 ‘Descend, Descend ‘
(Descend at the rate depicted by the green (fly to) arc on the VSI
nominally between 1500 and 2000 fpm)
4 ‘Monitor Vertical Speed’
(Ensure that vertical speed is out of the red arc on VSI ,until RA is
completed)
5 ‘Climb, Crossing Climb, Climb, Crossing Climb’
nally between 1500 and 2000 fpm. Safe separation will be best
achieved by climbing through the threats flight path)
6 ‘Descend, Crossing Descend, Descend, Crossing Descend’
nominally between 1500 and 2000 fpm. Safe separation will be
best achieved by descending through the threats flight path)
7 ‘Maintain Vertical Speed, Maintain’
(Continue the existing climb or descent rate, or other vertical
speed, as depicted by the green (fly to) arc on VSI)
8 ‘Maintain Vertical Speed, Crossing Maintain’
(Continue the existing climb or descent rate, or other vertical
speed, as depicted by the green (fly to) arc on VSI. Safe separa-
tion will be best achieved by not altering the existing vertical speed
and climbing or descending through the threats flight path)

Phrase
9 ‘Level Off, Level Off’
(Reduce rate of climb or descent to achieve level flight)
10 ‘Clear Of Conflict’
(Range is increasing, and separation is adequate. Return to the
applicable ATC clearance, unless otherwise directed by ATC)
11 ‘Climb – Climb Now, Climb – Climb Now’
nally between 1500 and 2000 fpm. Received after ‘DESCEND’
resolution advisory and indicates a reversal in direction is required
to achieve safe vertical separation from a manoeuvering threat
aircraft)
12 ‘Descend – Descend Now, Descend – Descend Now’
nominally between 1500 and 2000 fpm. Received after a ‘CLIMB’
resolution advisory and indicates a reversal in direction is required
to achieve safe vertical separation from a manouvering threat air-
craft)
13 ‘Increase Descent, Increase Descent’
(Descend at the rate depicted by the green (fly to) arc on the VSI,
nominally between 2500 and 3000 fpm. Received after
‘DESCEND’ resolution advisory and indicates additional descent
rate is required to achieve safe separation from manoeuuvring air-
craft)
Note
For full information on the use of the TCAS II refer to AW189
TCAS II Pilots Manual (189G3450X001) latest issue.

1. TCAS II Antenna (Upper) — Condition.
AREA N°3 (Helicopter Fuselage - Right Hand Side)
1. TCAS II Antenna (Lower) — Condition.
SYSTEM CHECKS
1. MCDU — Select TUNE page. Check TCAS/

XPDR set to TA/RA as required.
2. PFD — Select OVERLAY and TCAS to dis-

play TCAS.
3. MFD — Select OVERLAY and TCAS to dis-

play TCAS.
4. MFD page — Select FPLN page. Select range to

2.5 NM.
5. MCDU — On TCAS/XPDR page press TCAS

TEST key .
6. MFD (MAP) page — Verify TCAS TEST amber annunci-

ation inside TCAS status box.
Traffic test page presented.
At the end of test sequence confirm
aural message “TCAS SYSTEM
TEST OK” is heard.
Ve r i f y T C A S s t a t u s b o x i s a s
selected.

Note
The RA test indication is not displayed during the TCAS II func-
tional test.
7. MFD page — Select as required.
CAUTION
Do not attempt manoeuvres based only on Traffic Advisory (TA)
information shown by TCAS II. Information on the display is pro-
vided as an aid in visually acquiring traffic, it is not a replace-
ment for ATC instructions and See & Avoid techniques.
CAUTION
Resolution Advisory (RA) indications should be complied with
promptly even if it deviates from the current ATC clearance.
Reporting of the RA and actions should also be communicated
to the ATC as soon as operational conditions permit.
TCAS II TA ONLY MODE

Switch the TCAS II in TA ONLY mode when flying the following operating con-
ditions:
— To preclude un-necessary RA’s when intentionally operating near other

aircraft such as closely spaced parallel runways etc.
— With One Engine Inoperative (OEI)
Note
When the conditions for selecting TA ONLY have been removed
the TCAS II should be selected to TA/RA mode again.

AFTER TAKE-OFF
1. MCDU — TCAS/XPDR, TA/RA selection as

required.
Note
If MFD is not set in FPLN page (eg. PWR PLANT) and TCAS II
is ON, as soon as a TA or RA is generated from the system, the
cursor is prompted on FPLN bezel key. Pressing the ENTER
key on CCD control panel, the FPLN page is displayed on MFD
with traffic information. Moreover a TRAFFIC message is dis-
played on the PFD on the left side of the ADI (amber for TA and
red for RA) and an aural warning is generated.
Note
On MFD FPLN page if north up (PLAN) presentation is selected
the TCAS display is not shown. The audio alarms and PFD
TCAS II display function correctly.
POST LANDING AND SHUTDOWN PROCEDURES
PRE-SHUTDOWN CHECKS
1. MCDU — Check TCAS/XPDR set to STBY.

TCAS II RA MESSAGES ON PFD
--
ICN-89-A-155000-A-A0126-04156-A-001-01
Aural warning and climb/descent action

annotated on VSI (depending on
aircraft manoeuvre required)
+
Flashing then steady red
TRAFFIC
on PFD attitude indicator
Resolution Advisory alarm
The crew should attempt to manoeuvre the

aircraft to fly within the GREEN areas
indicated on the VS indicator, whilst
respecting aircraft limits.
CAUTION
The TCAS II may request climb or descent actions which would
exceed aircraft limitations or put the aircraft in undesirable con-
ditions (i.e. autorotation). The pilot should achieve a maximum
climb or descent rate applicable for the aircraft condition and
maintain this until the conflict is clear or an alternative manoeu-
vre is requested.

CAUTION
The Pilot must maintain situational awareness of conflicting and
proximity traffic and use good airmanship to maximize separa-
tions. Maintain frequent visual scan and continue to communi-
cate as necessary and as appropriate with ATC.
Note
The RA voice messages are inhibited and TCAS II switches
automatically into TA ONLY mode for HTAWS or CAS WARN-
ING voice messages. In this mode, RAs are not issued and cur-
rent RAs become TAs. The TCAS II remains in TA ONLY mode
for 10 seconds after the HTAWS or CAS WARNING voice mes-
sage is removed.The RA and other voice messages may play
together if appropriate conditions are met. Differing voice tones
make the aural messages distinguishable.

Rev. 1
TCAS II TA MESSAGE ON PFD
--
ICN-89-A-155000-A-A0126-04144-A-001-01
Aural Warning ‘TRAFFIC - TRAFFIC’

+
Flashing then steady amber
TRAFFIC
on PFD attitude indicator
TRAFFIC ALARM
The crew should attempt to gain visual contact

with the intruder and be prepared to manoeuvre
upon visual acquisition or if a RA is issued.
Note
The TA and CAS Warning/HTAWS voice messages may play
together if appropriate conditions are met. Differing voice tones
make the aural messages distinguishable.

TCAS II OFF MESSAGES ON PFD AND MFD
TCAS STBY On MFD MAP page TCAS window
+
TCAS STBY On PFD attitude indicator
TCAS II system in STBY
1
2.5
--
ICN-89-A-155000-A-A0126-04157-A-001-01
TCAS TEST On PFD area (TCAS status window)
+
TCAS TEST On MFD FPLN page (TCAS status window)
TCAS II system functional test


PFD AND MFD DISPLAY MESSAGES
TCAS II SYSTEM FAILURE
1
2.5
--
ICN-89-A-155000-A-A0126-04145-A-001-01
TCAS FAIL On PFD area (TCAS status window)
+
TCAS FAIL On MFD FPLN page (TCAS status window)
TCAS system failure
Traffic information,
TA and RA not available


No Change.


No Change.
SECTION 7 - SYSTEM DESCRIPTION

See Basic RFM Section 7 for TCAS II system details.

Document N° HTAWS
189G0290X002 System

SUPPLEMENT 9
HELICOPTER TERRAIN AWARENESS

AND WARNING SYSTEM (HTAWS)
P/N 8G3440F00211


HTAWS Document N°
System 189G0290X002

Document N° HTAWS
189G0290X002 System
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
31 January 2014.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1, S9-3 and S9-9 EASA Approvals
N° 10051718,
N° 10051720
2 Title, pages A-1, B-1, S9-3 thru S9-7 EASA Approval
N° 10052433

HTAWS Document N°
System 189G0290X002

Document N° HTAWS
189G0290X002 System

Page Revision N°
Title 2
A-1 2
A-2 0
B-1 2
B-2 0
S9-i and S9-ii 0

S9-1 and S9-2 0
S9-3 1
S9-4 thru S9-7 2
S9-8 0
S9-9 1
S9-10 thru S9-15 0

S9-16 0

HTAWS Document N°
System 189G0290X002

Document N° HTAWS
SUPPLEMENT 9
HELICOPTER TERRAIN AWARENESS
AND WARNING SYSTEM (HTAWS)
TABLE OF CONTENTS
Page

ABBREVIATIONS AND DEFINITIONS.......................................................................... S9-1
WEIGHT AND CG LIMITATIONS .................................................................................. S9-4
HTAWS LIMITATIONS .................................................................................................. S9-4
HTAWS DATABASE LIMITATIONS .............................................................................. S9-4

SYSTEM CHECKS ........................................................................................................ S9-5
HTAWS IN FLIGHT PROCEDURE................................................................................ S9-5
AFTER TAKE-OFF ....................................................................................................... S9-5
APPROACH AND LANDING CHECKS ......................................................................... S9-6
HTAWS VOICE MESSAGES AND ASSOCIATED CAPTIONS .................................... S9-6
HTAWS DESCRIPTION OF INDICATIONS .................................................................. S9-8
HTAWS PFD MESSAGES........................................................................................... S9-11

HTAWS FAILURE MESSAGES ON PFD .................................................................... S9-14

HTAWS Document N°
System 189G0290X002

Document N° HTAWS
189G0290X002 System
ABBREVIATIONS AND DEFINITIONS

Abbreviations and definitions used throughout this Supplement are defined as
follows:
— AMSL: ............. Above Mean Sea Level
— CDS: ............... Cockpit Display System
— FLTA: ............. Forward Looking Terrain (and Obstacle) Alerting
— GPWS: ............. Ground Proximity Warning System
— HTAWS: ........... Helicopter Terrain Awareness and Warning System
— TA: .................... Terrain Awareness
— TAD: ................ Terrain/Obstacle Awareness Display
— TAWS: ............. Terrain Awareness and Warning System
— Low Altitude:..... Operations below 300 ft AGL
— Obstacle: ......... A human made structure, higher than 50 ft AGL
GENERAL INFORMATION
The HTAWS embedded in the Collins MFD-2810 provides the pilot with the
following:
— Terrain and obstacle awareness display;
— Voice alerts/warnings/callouts;
— Visual Caution and Warning messages.

This information is provided through two independent functions:
1. Forward Looking Terrain (and Obstacle) Alerting (FLTA)
This function is based on look-ahead algorithms through which alerts are gen-
erated if terrain or obstacles conflict with the path of the aircraft. It uses aircraft
position and altitude (derived from GPS) combined with vertical speed to com-
pute a projected aircraft flight path. During enroute operations, a caution alert
is generated approximately 20 seconds ahead of the terrain or obstacle con-
flicts. The caution alert will be upgraded to a warning alert approximately 10
seconds ahead of the conflict.

HTAWS Document N°
System 189G0290X002
2. Ground Proximity Warning System (GPWS)

This function is separate from the FLTA alerting system and is a downward
looking alert capability based on the radar altimeter as an alerting source to
compute helicopter separation with respect to terrain. The GPWS can be con-
sidered as a backup system if FLTA is not available due to no GPS position
data or due to the helicopter in a hover condition. There are five operating
modes:
Mode 1: Excessive Rate of Descent
Mode 2 Not applicable to AW189
Mode 3: Descent after Take-Off or Missed Approach
Mode 4: Flight into Terrain when not in Landing configuration
Mode 5: Excessive downward deviation from an ILS glideslope
Mode 6: Altitude Callout
The display of the TAWS information is selectable on the PFD and MFD MAP
area. The Terrain image is selectable from the OVERLAY menu when the
MAP format has been selected on the PFD and/or the FPLN format has been
selected on the MFD.
The TAWS will display Terrain and Obstacle data in the Latitude interval rang-
ing from 70° North to 70° South.
Terrain consists of the earth’s natural surface surrounding the aircraft based
on a calculated Geometric Altitude and NOT a corrected barometric altitude. It
represents the true height above mean sea level (MSL) and it is used as a ref-
erence altitude for color coding of the terrain display.
The TAWS presentation range is automatically adjusted in conjunction with
the MAP range selection up to a maximum range of 40 NM.
The control of the various functions available on HTAWS is via the CTRL MFD
MENU TAWS tab.
When no MAP format is selected on both pilot and co-pilot PFD and no FPLN
ARC or ROSE presentation is selected on both pilot and co-pilot MFD and a
TAWS alert occurs, the MFD FPLN and the PFD MAP Menu bar legend are
overlapped by a TAWS alert (black text over amber background) to enable
TAWS overlay selection with a single keypress.
When MAP format or FPLN ARC or ROSE format is selected on at least one
PFD or MFD but no TAWS overlay is active and a TAWS alert occurs, the
TAWS overlay is automatically enabled and the MAP range scale adjusted to
5NM or to 2NM if the TAWS LOW ALT setting is active.

Document N° HTAWS
189G0290X002 System
The audio alerts, visual cautions and warnings may be inhibited on the TAWS
tab of the MFD CTRL menu as follows:
— Selecting INHIBIT, a white INHIBIT message illuminates in the upper left

corner on PFD/MFD MAP page. This mode inhibits the terrain and obsta-
cle aural alerts, visual cautions and warnings and terrain/obstacles dis-
play.
— Selecting AUDIO INHIB, a white MUTE message illuminates in the upper

left corner on PFD/MFD MAP page. This mode inhibits the terrain and
obstacle audio alerts while the visual cautions, warnings remain active.
The terrain and obstacle audio alerts are restored immediately by dese-
lecting AUDIO INHIB.
For full information on the use of the HTAWS see Section 7 of the Basic RFM.

Rev. 1
HTAWS Document N°
System 189G0290X002

No Change
HTAWS LIMITATIONS
— HTAWS must not be used for navigation.
CAUTION
The Terrain and Obstacle display is intended to serve as a ter-
rain and obstacle awareness tool only. The display and data-
base may not provide the accuracy and fidelity on which to base
routine navigation decisions and plan routes to avoid terrain or
obstacles.
— Low Altitude Mode shall not be selected when operating under IFR condi-
tions except as required when performing offshore platform IFR
Approach Procedure.
HTAWS DATABASE LIMITATIONS
— The Terrain and Obstacle Data Base installed shall be the last update for
the region being flown.
— The data base provides information on terrain and obstacles (higher than
50ft AGL) in the Latitude interval ranging from 70° North to 70° South.
Outside this latitude interval the TAWS FAIL message is displayed.

Rev. 2
Document N° HTAWS
189G0290X002 System
SYSTEM CHECKS
1. MCDU DB IDENT page — Select TAWS display on MFD

FPLN page and PFD MAP.
— Confirm TAWS FAIL, TERR,

GPWS INOP and OBST INOP not
displayed.
2. On MFD TAWS CTRL menu — Select TAWS TEST.

Confirm the following:
- TAWS TEST message
displayed on PFD and MFD.
- WARNING TERRAIN and
CAUTION TERRAIN audio
messages are heard.
— When TEST complete confirm no

TAWS failure indications remain.
HTAWS IN FLIGHT PROCEDURE
Note
If a simultaneous TAWS and POWER PLANT alert occur, the
TAWS alert always has the highest priority and the MAP soft
key is armed.
AFTER TAKE-OFF
1. TAWS PFD and MFD display — Set as required.
2. TAWS map range — Set as required.
3. TAWS functions — Set as required on MFD CTRL

MENU/TAWS tab.
4. Terrain or Obstacle Awareness — Verify aircraft flight path and correct

Caution alert occurs in flight as necessary.

Rev. 2
HTAWS Document N°
System 189G0290X002
5. Terrain or Obstacle Awareness — Immediately initiate manoeuvre to

Warning alert occurs in flight provide maximum terrain or obsta-
cle clearance, until alerts cease.
Note
For operations in day VFR where terrain clearance may be
assured visually and the Terrain or Obstacle audio alerts may
hamper aircrew performance, the audio alerts, visual cautions
and warnings may be inhibited on the TAWS tab of the MFD
CTRL.
APPROACH AND LANDING CHECKS
Note
Whenever the ILS approach is not in the aircraft database the
TAWS G/S CANCEL function should be enabled before
approaches.
Note
When in an approach to an airport that is not in the HTAWS
Data Base the automatic declutter of the FLTA (TERRAIN and
OBSTACLES) will not activate. If required the audio and visual
alert envelope can be reduced by selecting the OFF APT option
which will reduce nuisance alerts but does not inhibit the sys-
tem.
HTAWS VOICE MESSAGES AND ASSOCIATED CAPTIONS
Note
Cautionary aural alerts are annunciated once. Warning aural
alerts are repeated until the triggering condition no longer
exists.
The following audio and visual messages are displayed on the PFD:

Rev. 2
Document N° HTAWS
189G0290X002 System
Priority Aural Message Red Caption Amber Caption
1 PULL UP PULL UP —
2 WARNING TERRAIN TERRAIN —
2 WARNING OBSTACLE OBSTACLE —
3 CAUTION TERRAIN — TERRAIN
3 CAUTION OBSTACLE — OBSTACLE
4 THREE HUNDRED — —
4 Active callouts — —
(see table)
5 TOO LOW GEAR — TOO LOW

GEAR
6 SINKRATE — SINKRATE
7 DON’T SINK — DON’T SINK
8 GLIDESLOPE — GLIDESLOPE
Active Callouts
The following aural call outs may be enabled:
Altitude
Aural Message Red Caption Amber Caption
(ft)
200 TWO HUNDRED — —
100 ONE HUNDRED — —
80 FIFTY — —
60 FORTY — —
40 THIRTY — —
20 TWENTY — —
10 TEN — —

Rev. 2
HTAWS Document N°
System 189G0290X002
HTAWS DESCRIPTION OF INDICATIONS
PULL UP Audio alert and red PULL UP message on attitude

indicator. Aircraft has entered the predetermined
‘red’ threshold for Excessive Descent Rate
compared with height above terrain and either the
FLTA function is not available or the Helicopter
ground speed is less than 40kts.
WARNING TERRAIN Audio alert and red TERRAIN message on attiude

indicator. Terrain has entered in the ‘red’ area of
the FLTA search envelope.
WARNING OBSTACLE Audio alert and red OBSTACLE message on

attitude indicator. Obstacle has entered in the ‘red’
area of the FLTA search envelope.
CAUTION TERRAIN Audio alert and amber TERRAIN message on

attitude indicator. Terrain has entered in the
‘amber’ area of the FLTA search envelope.
CAUTION OBSTACLE Audio alert and amber OBSTACLE message on

attitude indicator. Obstacle has entered in the
‘amber area of the FLTA search envelope.
CAUTION OBSTACLE Audio alert and amber OBSTACLE message on

attitude indicator. Obstacle has entered in the
‘amber area of the FLTA search envelope.
TOO LOW GEAR Audio alert and amber TOO LOW GEAR message
on attitude indicator. Aircraft has entered the
threshold for insufficient terrain clearance with
LANDING GEAR up.
SINKRATE Audio alert and amber SINK RATE messageon

attitude indicator. Aircraft has entered the
predetermined ‘amber’ threshold for Excessive
Descent Rate compared with height above terrain
and either the FLTA function is not available or the
helicopter ground speed is less than 40 kts.

Document N° HTAWS
189G0290X002 System
DON’T SINK Audio alert and amber DON’T SINK message on

attitude indicator. Aircraft has entered the
predetermined threshold for Altitude Loss after
Take-Off or during a missed approach.
GLIDESLOPE Audio alert and amber GLIDESLOPE

message on attitude indicator. Aircraft has
developed an excessive downward deviation from
the ILS glideslope.
OUT OF RANGE White message inside PFD/MFD MAP area. Map

selected range scale higher than 80 NM
MUTE White message on upper left corner of

PFD/MFD MAP status window. Audio inhibit
function engaged via MFD TAWS CTRL menu.
The AUDIO INHIB message starts flashing 5
minutes after activation.
G/S CANCEL Amber message on upper left corner of PFD/MFD

MAP status window. TAWS GLIDESLOPE
CANCEL mode selected via MFD TAWS CTRL
menu. ILS glideslope excessive downward
deviation alert suppressed.
INHIBIT White message on upper left corner of PFD/MFD

MAP status window. TAWS INHIBIT function
engaged via MFD TAWS CTRL menu. Terrain and
obstacle displays and alerts inhibited.
LOW ALT Green message on upper left corner of PFD/MFD

MAP status window. LOW ALT function engaged
via MFD TAWS CTRL menu. Height/Altitude
thresholds reduction for flight at low altitude.
OFF APT Amber message on upper left corner of PFD/MFD

MAP status window. TAWS OFF AIRPORT mode
selected via MFD TAWS CTRL menu. TAWS alerts
suppression for landing at non-airport location.

Rev. 1
HTAWS Document N°
System 189G0290X002
TAWS TEST Amber message on upper left corner of PFD/MFD

MAP status window. TAWS functional self test
engaged from MAP TAWS CTRL menu.
TERRAIN Green message on upper left corner of PFD/MFD

MAP status window. Indicates terrain display is
selected for MAP overlay and FLTA/GPWS
functions operating normally

Document N° HTAWS
189G0290X002 System
HTAWS PFD MESSAGES

The following TAWS Alert Messages may be seen on the PFD:
190
180
170
160
140
130
120
210 DH 200
450
300
RH T 0
T/D 0
ICN-89-A-155000-A-A0126-04146-A-001-01
Red Messages Amber Messages

PULL UP TERRAIN
TERRAIN OBSTACLE
OBSTACLE TOO LOW GEAR
— SINKE RATE
— DON’T SINK
— GLIDESLOPE
The following Terrain Status Messages may be seen on the PFD:

HTAWS Document N°
System 189G0290X002
190
180
170
160
140
130
120
210 DH 200
450
300
RH T 0
T/D 0
ICN-89-A-155000-A-A0126-04147-A-001-01
G/S CANCEL Amber OUT OF RANGE White

TAWS TEST Amber
OFF APT Green
TERRAIN Green
LOW ALT Green
INHIBIT White

Document N° HTAWS
189G0290X002 System

Note
When no MAP format is selected on both pilot and co-pilot PFD
and no FPLN ARC or ROSE presentation is selected on both
pilot and co-pilot MFD, and a TAWS alert occurs, the MFD
FPLN and the PFD MAP Menu bar legend are overlapped by a
TAWS alert (black text over amber background) to enable
TAWS overlay selection with a single keypress.
When MAP format or FPLN ARC or ROSE format is selected on
at least one PFD or MFD, but no TAWS overlay is active and a
TAWS alert occurs, the TAWS overlay is automatically enabled
and the MAP range scale adjusted to 5NM or to 2NM if the
TAWS LOW ALT setting is active.
Note
If a simultaneous TAWS and POWER PLANT alert occur, the
TAWS alert always has the highest priority and the MAP soft
key is armed.

HTAWS Document N°
System 189G0290X002
HTAWS FAILURE MESSAGES ON PFD
190
180
170
160
140
130
120
210 DH 200
450
300
RH T 0
T/D 0
ICN-89-A-155000-A-A0126-04148-A-001-01
TAWS FAIL Amber

TERR Amber
GPWS INOP Amber
OBST INOP Amber
HTAWS failure conditions:
TAWS FAIL Amber message. Loss of valid HTAWS information.

FLTA not available. GPWS may also not be available.
TERR Amber message. Terrain data not available.
GPWS INOP Amber message. GPWS function inoperative. One or

several GPWS modes not available.
OBST INOP Amber message. Obstacle database not installed or not

available.
CAUTION
During failure conditions of the TAWS, Terrain and Obstacle
Avoidance Indications and alerts are not available or not relia-
ble.

Document N° HTAWS
189G0290X002 System

No change.

HTAWS Document N°
System 189G0290X002

No change

See Basic RFM Section 7 for HTAWS system details.

Document N° Synthetic Vision
189G0290X002 System (SVS)

SUPPLEMENT 10
SYNTHETIC VISION SYSTEM

P/N 8G9300F00111


Synthetic Vision Document N°
System (SVS) 189G0290X002

RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
31 January 2014.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1, S10-1 and S10-6. EASA Approvals
N° 10051718, 10051720
2 Title, pages A-1, B-1, S10-3 and S10-5. EASA Approval
N° 10052433,



Page Revision N°
Title 2
A-1 2
A-2 0
B-1 2
B-2 0
S10-i and S10-ii 0

S10-1 1
S10-2 0
S10-3 2
S10-4 0
S10-5 2
S10-6 1
S10-7 and S10-8 0

S10-9 and S10-10 0


SUPPLEMENT 10
SYNTHETIC VISION SYSTEM
TABLE OF CONTENTS
Page
ABBREVIATIONS AND DEFINITIONS........................................................................ S10-1

GENERAL INFORMATION.......................................................................................... S10-1
SVS LIMITATIONS ...................................................................................................... S10-3
SVS DATABASE LIMITATIONS .................................................................................. S10-3

SYSTEM CHECKS ...................................................................................................... S10-5
AFTER TAKE-OFF ...................................................................................................... S10-5
APPROACH AND LANDING CHECKS ....................................................................... S10-5

SVS FAILURE MESSAGES ON PFD ......................................................................... S10-6
FMS/GPS MISCOMPARE ........................................................................................... S10-7

LIST OF FIGURES
Figure Page
Figure S10-1 PFD Menu Bar......................................................................................... S10-1

ABBREVIATIONS AND DEFINITIONS

Abbreviations and definitions used throughout this Supplement are defined as
follows:
— AMSL: Above Mean Sea Level
— CDS: Cockpit Display System
— FPV: Flight Path Vector
— Obstacle: A human made structure, higher than 50 ft AGL
GENERAL INFORMATION
The SVS embedded in the Collins MFD-2810 provides the pilot with a tridi-
mensional synthetic view of the external aircraft environment.
This function is provided through the use of precise navigation sensor inputs
and an high resolution terrain, obstacle and runway/heliport database.
The SVS also provides display of airport runways and helipads as well as of
towered and non-towered obstacles higher than 50ft.
A Flight Path Vector (FPV) which provides a direct perception of the aircraft
trajectory is also provided.
The display of the SVS information is selectable on the attitude and navigation
area of the PFD by means of the PFD MENU or by the on side DCP panel.
The FPV and obstacles display can also be disabled through the PFD MENU.
For full information on the use of the SVS see Basic RFM Section 7.
SVS OBSTACLE FPV
ICN-89-A-155000-A-A0126-04149-A-001-01
Figure S10-1 PFD Menu Bar

Rev. 1


No change to weight and CG limitations
SVS LIMITATIONS
— SVS must not be selected ON during take-off, approach and

landing.
CAUTION
The SVS display is intended to enhance terrain and obstacle
awareness. The display and database may not provide the
accuracy and fidelity on which to base routine navigation deci-
sions and plan routes to avoid terrain or obstacles.
SVS DATABASE LIMITATIONS
— The Terrain and Obstacle Database installed shall be the last update for
the region being flown.
— The Database provides information on terrain and obstacles (higher than

50 ft AGL) in the Latitude interval ranging from 70° North to 70° South.
Outside this latitude interval the SVS FAIL message is displayed.

Rev. 2

SYSTEM CHECKS
1. MCDU DB IDENT page — Confirm Data Base valid for the

intent of the flight
2. SVS pushbutton on DCP — Press to select SVS display.
— Confirm SVS FAIL or SVS

DEGRADED message is not dis-
played.
Note
SVS must be selected OFF during take-off.
AFTER TAKE-OFF
1. SVS display on PFD — Set as required.
2. Obstacle display — Set as required on PFD SVS

Menu.
3. FPV display — Set as required on PFD SVS

Menu.
APPROACH AND LANDING CHECKS
Note
SVS must be selected OFF during, approach and landing.
1. SVS display on PFD — Select OFF.

Rev. 2

SVS FAILURE MESSAGES ON PFD
ICN-89-A-155000-A-A0126-04150-A-001-01
SVS FAIL Loss of SVS function
SVS DEGRADED Loss of obstacle and/or NAV data

(runway/airport/helipad)

Rev. 1
FMS/GPS MISCOMPARE
FMS/GPS MSCP + GPS POS

(on PFD)
Miscompare between FMS position
using priority GPS 1(2)
and the standby 2(1) GPS position data
and subsequent loss of RNAV operations
capability
BRNAV/RNAV5 All other


Primary NAV source
Note


No change.


No change

See Basic RFM Section 7 for SVS system details.


Document N° Weather Radar
189G0290X002 RDR 1600

SUPPLEMENT 11
WEATHER RADAR RDR 1600

P/N 8G3441F00111


Weather Radar Document N°
RDR 1600 189G0290X002

189G0290X002 RDR 1600
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
31 January 2014.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1, S11-5 and S11-7. EASA Approvals
N° 10051718, 10051720

RDR 1600 189G0290X002

189G0290X002 RDR 1600

Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S11-i and S11-ii 0

S11-1 thru S11-4 0
S11-5 1
S11-6 0
S11-7 1
PART II - EASA APPROVED

S11-8 0

RDR 1600 189G0290X002

189G0290X0002 RDR-1600
SUPPLEMENT 11
WEATHER RADAR RDR 1600
TABLE OF CONTENTS
Page
RADAR RDR-1600 LIMITATIONS............................................................................... S11-5
SECTION 2 – NORMAL PROCEDURES

PRE-START CHECKS................................................................................................. S11-5
PRE-TAKE-OFF CHECKS........................................................................................... S11-5

MALFUNCTION PROCEDURES................................................................................. S11-7
WEATHER RADAR TRANSMITTING ON GROUND .................................................. S11-7
LIST OF FIGURES
Figure Page
Figure S11-1 Radar RDR 1600 Control Drop Down Menu ............................................S11-2

RDR-1600 189G0290X002

189G0290X002 RDR 1600
GENERAL INFORMATION
This Supplement gives details of the Surveillance and Weather Radar RDR-
1600 which is a multi-mode radar capability for maritime missions. The radar
provides three primary modes of operation:
• Air to surface search and detection
• Weather avoidance
• Beacon detection and navigation mode.
The information may be displayed on the PFD and MFD.

The weather radar system comprises of a 12 inch flat plate antenna and drive
unit, a receiver/transmitter unit, an interface unit and is controlled from the
MFD drop down menu and the CCD.
The radar drop down menu allows the selection of all radar modes, radar con-
trols and beacon modes. See Figure S11-1 and selection description below.
For full information on the use of the radar RDR-1600 refer to RDR-1600
Pilots Guide Latest Issue.

RDR 1600 189G0290X002
ICN-89-A-155000-A-A0126-04151-A-001-01
Figure S11-1 Radar RDR 1600 Control Drop Down Menu

189G0290X002 RDR 1600
Drop down menu functions:
— OFF Used to select radar OFF, (WX OFF message on PFD/

MFD).
— STBY Used to set radar in standby mode.

(WX STBY message on PFD/MFD).
— TEST Used to select self-test pattern.

(WX TEST oramber R/T message on PFD/MFD).
— WX Used to select weather mode. (WX message on PFD)
— WXA Used to select weather Alert mode (WXA message on

PFD).
— BCN Used to select beacon only mode.
— SR1 Used to set Sea Clutter rejection (active only for 10

mile range and below, WX SR1 message on PFD/
MFD)
— SR2 Used to select Short Range precision mapping. (active

only for 10 mile range and below, WX SR2 on PFD)
— SR3 Used to select Normal surface mapping

(WX SR3 on PFD).
— Scan 120 Used to set sector scan of 120° around aircraft center
line
— Scan 60 Used to select sector scan of 60° around aircraft

center line.
— BCN pushbutton Used to select beacon dual mode by pressing the

CCD PUSH SELECT knob.
— Beacon code Used to select beacon mode and code through

readout selection of CCD outer and inner knob.
(A type = 181, B type = DO172)

RDR 1600 189G0290X002
— Beacon Gain Used to adjust gain of the beacon search receiver

through selection of CCD outer and inner knobs.
— Search Gain Used to adjust gain of the search receiver through

selection of CCD outer and inner knobs.
— TILT Used to adjust antenna tilt using CCD knob.

(Tilt angle displayed on PFD/PFD).
— STAB OFF Used to de-select antenna stabilization

(STAB OFF message on PFD/PFD).

189G0290X002 RDR 1600
RADAR RDR-1600 LIMITATIONS
— The radar must not be used for navigation or terrain avoidance.

Note
For complete weather radar functionality, refer to the RDR
1600 Weather Radar Pilot’s Manual latest issue.
PRE-START CHECKS
1. Weather Radar — OFF
Note
The weather radar does not transmit when the helicopter is on
the ground due to WOW safety interlock.
PRE-TAKE-OFF CHECKS
WARNING
Do not turn the radar on within 25 ft (8 m) of personnel or con-
tainers holding flammable or explosive material.
1. Weather Radar — OFF or STBY

Rev. 1
RDR 1600 189G0290X002
1. Radar — As required.
Note
WX RANGE annunciations transiently display when the display
range is changed in dual PRF operation.
PRE-LANDING CHECKS
1. Radar — OFF or STBY.

189G0290X002 RDR 1600

MALFUNCTION
PROCEDURES
WEATHER RADAR TRANSMITTING ON GROUND
1-2 WOW FAIL
On ground, if radar switched ON

and WOW micro switches fail
radar will transmit
- Confirm radar switched OFF
No Change.

Rev. 1
RDR 1600 189G0290X002

No change.

Document N° Digital Map
189G0290X002 System

SUPPLEMENT 12
DIGITAL MAP SYSTEM

P/N 8G3460F00111

Digital Map Document N°
System 189G0290X002

189G0290X002 System
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
31 January 2014.
EASA.R.510 Issue 1

System 189G0290X002

189G0290X002 System

Page Revision N°
Title 0
A-1 and A-2 0
B-1 and B-2 0
S12-i and S12-ii 0

S12-1 and S12-2 0

S12-3 and S12-4 0

System 189G0290X002

SUPPLEMENT 12
DIGITAL MAP SYSTEM
TABLE OF CONTENTS
Page
SECTION 1 LIMITATIONS
DIGITAL MAP LIMITATIONS....................................................................................... S12-1
SECTION 2 - NORMAL PROCEDURES .............................................................S12-1

DIGITAL MAP FAILURE .............................................................................................. S12-2
LIST OF FIGURES
Figure Page
Figure S12-1 DMAP Failure Message ......................................................................... S12-2

System 189G0290X002

189G0290X002 System
GENERAL INFORMATION
The Digital Map system provides a moving map display which can be selected
to underlay the FPLN on the MFD, by selecting the ‘DMAP’ item on the MFD
Menu. The display system can receive two DMAP videos (DMAP1/DMAP2)
and either option can be selected of the DMAP menu.
For full information on the use of the Digital Map refer to Pilot’s Guide and
Operating Manual, latest issue.
SECTION 1 LIMITATIONS

No change to weight or C of G limitations.
DIGITAL MAP LIMITATIONS
— The Digital Map must not be used for navigation.
CAUTION
The Digital Map display is intended to serve as an awareness
tool only. The display and database may not provide the accu-
racy and fidelity on which to base routine navigation decisions
and plan routes.

Note
For complete Digital Map functionality, refer to Digital Map
Pilot’s Guide and Operating Manual, latest issue.

System 189G0290X002

DIGITAL MAP FAILURE

For any digital map failure or mismatch between the flight plan information and
the digital map settings the digital map data is removed and a DMAP FAIL
amber message is displayed on the MFD display.
ICN-89-A-155000-A-A0126-04152-A-001-01
Figure S12-1 DMAP Failure Message

No Change.

189G0290X002 System

No change.

System 189G0290X002

Document N° ‘Green’ Configuration
189G0290X002 for Ferry Flight

SUPPLEMENT 13
‘GREEN’ CONFIGURATION
FOR FERRY FLIGHT

‘Green’ Configuration Document N°
for Ferry Flight 189G0290X002

RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
31 January 2014.
EASA.R.510 Issue 1


Document N° ‘Green’Configuration

Page Revision N°
Title 0
A-1 and A-2 0
B-1 and B-2 0
S13-i and S13-ii 0

S13-1 thru S13-4 0

S13-5 and S13-6 0

‘Green’Configuration Document N°

SUPPLEMENT 13
‘GREEN’ CONFIGURATION
FOR FERRY FLIGHT
TABLE OF CONTENTS
Page
NUMBER OF OCCUPANTS........................................................................................ S13-3
CABIN OCCUPANT PRE FLIGHT BRIEFING............................................................. S13-3
WEIGHT AND CENTER OF GRAVITY LIMITATION .................................................. S13-3
BAGGAGE LIMITATIONS ........................................................................................... S13-3
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES..................S13-4


GENERAL INFORMATION
The ‘Green’ Configuration for Ferry Flight is defined as an interim before air-
craft completion and is the AW189 Basic Helicopter P/N 8G00X00231 with the
addition of an occupant seat installation as identified in P/N 8G2520F00311
and Internal and External Markings as required by P/N 8G1100X00131 “A GA
of the Internal and External Markings”.
The following items are not or are partially installed:
a) The helicopter may not be painted externally
b) Passenger seats not installed, one occupant seat installed behind the
pilots seats.
c) Interior cabin arrangement (soundproofing, upholstery, etc.), not

installed
d) No cabin internal emergency lights
e) No cabin public address system
f) Interior cabin Fire Extinguisher not installed.

The equipment listed in items c) to f) may be partially installed.


MINIMUM FLIGHT CREW

See Basic RFM.
NUMBER OF OCCUPANTS
A maximum of one occupant is permitted in the cabin.
CABIN OCCUPANT PRE FLIGHT BRIEFING

The cabin occupant must be brief as follows:
• Four (4) emergency exits are available on each side of the cabin.
• In order to open each emergency exit it is necessary to identify the

location of the red strap positioned at the lower part of the wndow,
close to the photoluminescent marking which indicates the applicable
instructions.
• The strap must be pulled to remove the cord.
• The window may then be pushed outwards, by pushing where the

PUSH HERE markings are.
• For overwater operations: Life vest is located below the seat in the
dedicated pouch.

In the ‘Green’ configuration, the empty weight and center of gravity position
must be determined.
BAGGAGE LIMITATIONS
— No baggage/cargo is permitted in the cabin.
— Baggage in the baggage compartment must be suitably restrained with

the approved cargo net. (see Basic RFM)

No Change.

No Change.
No Change.

No change.


Document N° Night Vision Goggle
189G0290X002 Operations

SUPPLEMENT 14
NIGHT VISION GOGGLE OPERATIONS

Night Vision Goggle Document N°
Operations 189G0290X002

RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
31 January 2014.
EASA.R.510 Issue 1



Page Revision N°
Title 0
A-1 and A-2 0
B-1 and B-2 0
S14-i and S14-ii 0

S14-1 thru S14-10 0

S14-11 and S14-12 0


SUPPLEMENT 14
TABLE OF CONTENTS
Page
DEFINITIONS AND ABBREVIATIONS........................................................................ S14-1

GENERAL.................................................................................................................... S14-5
NVG OPERATION LIMITATIONS ............................................................................... S14-5
PLACARDS.................................................................................................................. S14-6

PRE FLIGHT CHECKS................................................................................................ S14-7
SYSTEM CHECKS ..................................................................................................... S14-7
IN FLIGHT.................................................................................................................... S14-7
POST SHUT DOWN CHECKS .................................................................................... S14-8

GENERAL.................................................................................................................... S14-9
NVG MALFUNCTIONS................................................................................................ S14-9
NVG BATTERY LOW INDICATION........................................................................... S14-10
NVIS LIGHTING MALFUNCTION.............................................................................. S14-10
SECTION 4 - PERFORMANCE .........................................................................S14-10
SECTION 6 - WEIGHT AND BALANCE ...........................................................S14-11

LIST OF FIGURES
Figure Page
Figure S14-1 ECDU Cockpit Lights Page and Display Dimmer Panel.......................... S14-3
Figure S14-2 MISC PNL (Miscellaneous panel) and ECDU External Lights page...... S14-4


follows:
— IR : Infra Red
— NVG : Night Vision Goggles
— NVIS : Night Vision Imaging System.
GENERAL INFORMATION
This supplement covers the cockpit NVIS compatible lighting configuration
which make the aircraft compatible for the use with NVG systems.
The aircraft configuration involving internal/external emitting/reflecting equip-
ment approved for use with NVG is described in the Report 189G3360A001
AW189 NVG COMPATIBILITY REFERENCE HANDBOOK. Any internal/
external emitting/reflecting equipment and NVG types not defined in the above
AW report does not permit NVG Operations.
The cockpit is separated from the cabin by an approved physical barrier
included in the reference handbook.
All cockpit internal and external lights installed are either NVG compatible or
friendly, apart from the cockpit STORM lights and the external strobe lights.
Internal Lighting
The NVIS compatible cockpit consists of compatible displays, controller pan-
els, lighting. See Document 189G3360A001 AW189 NVG COMPATIBILITY
REFERENCE HANDBOOK.
The cockpit lights are controlled by the ECDU LIGHTS/CKPT LTS page and
display DIM panel (Figure S14-1 ). The MISC PNL panel mounted in the
interseat console includes the MODE NVG/NIGHT/DAY switch which is used
to select the brightness of the displays, instruments and internal lighting.
When selected to DAY, full brightness is available to the displays but this can
be varied by DIM panel dimmers. The MCDU and ECDU display brightness
can be controlled by dedicated knobs on each panel bezel.
The backlighting of the control panels is switched OFF and all indicator light-
ing is set to maximum brightness.
When selected to NIGHT all displays are reduced to a prefixed brightness but
with further adjustment available using the DIM panel dimmers or, for the
MCDU and ECDU display by dedicated knobs on each panel bezel.

All control panel and bezel back lighting is selected to a prefixed level which
can be further adjusted by the ECDU CKPT LTS selections.
Indicator lighting is reduced to a prefixed level with no further adjustment pos-
sible.
When selected to NVG all cockpit displays and control panel bezel lighting
and indicating systems function as for the NIGHT setting although amber and
green indicators brightness will reduce further. The STORM lights, if lit, and
the external STROBE lights will automatically be switched OFF.
Note
In NVG mode the Fasten Seat Belt signs, if lit, will automatically
switch OFF.
Additionally a cockpit cabin device is installed to prevent inadvertent entry of
non NVG compatible light from the cabin, (See 189G3360A001 AW189 NVG
COMPATIBILITY REFERENCE HANDBOOK).
External Lighting
The NVIS friendly external lighting consists of:
— Two normal light NVIS friendly anti-collision lights (one on the top of the
tail and one underside).
— Three normal light NVIS friendly position lights
— Two steerable landing lights with selectable normal light (white) and IR
light options. Selection of WHITE IR is via the ECDU LIGHTS page, see
Figure S14-2 .

ICN-89-A-155000-A-A0126-04153-A-001-01
Figure S14-1 ECDU Cockpit Lights Page and Display Dimmer Panel

ICN-89-A-155000-A-A0126-04154-A-001-01
Figure S14-2 MISC PNL (Miscellaneous panel) and ECDU External
Lights page

GENERAL
Any change to the aircraft configuration involving light emitting or reflective
equipment or NVG model types not included in document 189G3360A001
AW189 NVG COMPATIBILITY REFERENCE HANDBOOK makes the aircraft
NOT NVIS COMPATIBLE and NVIS operations are not permitted.
TYPE OF OPERATION
— The Operator must receive NVG operations approval by the Competent
Authority in accordance with the applicable National/Local Operating
Regulations.
MINIMUM FLIGHT CREW

For two pilot operations both pilots must be equipped with NVG’s.
For Single pilot operations:
— an additional, trained, crew member wearing NVG’s must be in the left

hand seat during Take Off and Landing, on unimproved sites, to assist in
obstacle identification and clearance
— an additional crew member using NVG’s is not required during Take Off
and Landing on improved sites and when the aircraft is above 300 ft AGL
and in cruise.
All crew members must be familiar with NVG operating procedures.
NVG OPERATION LIMITATIONS

The following required equipment must be in proper working order for NVG
operations:
— Aviator’s Night Vision Goggles as specified in 189G3360A001 AW189

NVG COMPATIBILITY REFERENCE HANDBOOK
— Helmet with NVG mount suitable for NVG Model being used
— Cockpit/Cabin physical separation device as defined in 189G3360A001

AW189 NVG COMPATIBILITY REFERENCE HANDBOOK.

PLACARDS
NVIS APPROVED
Installed on the instrument panel when the aircraft configuration

complies with document 189G3360A001
NVIS NOT APPROVED
Installed on the instrument panel when the configuration of NVG compatible

aircraft has been modified with components not defined in
document 189G3360A001

PRE FLIGHT CHECKS
1. Cockpit/Cabin dividing device — Condition, correctly installed.
Note
The use of the chart holder light is not recommended
SYSTEM CHECKS
1. NVIS internal lighting — Select MODE to NVG on MISC

PNL.
Adjust dimmers as required.
2. NVIS external lighting — Select as required.
Note
Any equipments that may be moved, to allow its operation from
the cockpit or by crew member in the cabin, should not disturb
the dividing device functionality creating light leakage from the
cabin to the cockpit.
3. NVIS lighting — Select MODE switch DAY/NIGHT/

NVG as required.
IN FLIGHT
Note
Prior to selecting MODE switch to NVG advise cabin occupants
that NVG operations are being selected.
1. Cockpit/Cabin dividing device — Check in place.
2. MODE switch on MISC PNL — Select NVG as required.

3. NVIS lighting internal — Adjust as required.
4. NVIS external lighting — Select as required.
Note
Transition from NVG operations to non NVG operations (and
vice versa) should be carried out during a non critical phase of
flight and by one crew member at a time.
Note
Prior to selecting MODE switch to NIGHT advise cabin occu-
pants that non NVG operations are being selected.
PRE-LANDING CHECKS
1. MODE switch on MISC PNL — As required.
2. NVIS lighting internal — As required.
3. NVIS external lighting — As required.
POST SHUT DOWN CHECKS

Record NVG battery operational times in NVG Battery Record.


MALFUNCTION
PROCEDURES
GENERAL
If aircraft emergencies or malfunctions occur during NVG operations the pilot
must first maintain control of the aircraft and then initiate the RFM procedure
for the emergency or malfunction. The pilots decision to continue NVG opera-
tions should be based on the emergency or malfunction situation.
NVG MALFUNCTIONS
Two Pilot Operations
Partial/complete failure of right

(left) pilot NVGs and right (left)
pilot flying
- Left (right) pilot take

control of aircraft
- Continue operations
or transition to unaided
flight as required

Single Pilot Operation

Partial or complete
failure of NVGs
- Transition to unaided
flight
NVG BATTERY LOW INDICATION

NVG battery LOW indication
- Second battery ON
Continue operations
NVIS LIGHTING MALFUNCTION

Discontinue NVG use if the malfunction degrades the NVIS compatibility.
No Change.

No Change.


Document N° Crash Position Indicator
189G0290X002 with Deployable ELT

SUPPLEMENT 15
CRASH POSITION INDICATOR WITH

DEPLOYABLE ELT
P/N 8G2560F00311


Crash Position Indicator Document N°
with Deployable ELT 189G0290X002

Document N° Crah Position Indicator
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
31 January 2014.
EASA.R.510 Issue 1
1 Title, pages A-1, B1, S15-4 EASA Approval
N° 10052433

Crah Position Indicator Document N°


Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S15-i and S15-ii 0

S15-1 thru S15-3 0
S15-4 1
S15-5 and S15-6 0

S15-7 and S15-8 0


SUPPLEMENT 15
CRASH POSITION INDICATOR WITH
DEPLOYABLE ELT
TABLE OF CONTENTS
Page
ELT TEST .................................................................................................................... S15-3
ELT LIMITATIONS....................................................................................................... S15-3
PLACARDS.................................................................................................................. S15-3

GENERAL.................................................................................................................... S15-4

EMERGENCY SITUATIONS ....................................................................................... S15-5

LIST OF FIGURES
Figure Page
Figure S15-1 CPI Control Panel.................................................................................... S15-1

GENERAL INFORMATION
The Crash Position Indicator (CPI) system is a primary radio location aid to
alert Search and Rescue and assist location in the event of an aircraft distress
condition.
The Emergency Locator Transmitter (ELT), mounted on the left hand side of
the tail cone, consists of a locator beacon containing the transmitter and
antenna. The beacon, which can be manually or automatically activated, is
deployed from the aircraft in the event of a crash situation, providing full emer-
gency frequency operation at 121.5 MHz and 406.025 MHz.
The CPI system also comprises of a Beacon Release Unit, System Interface
Unit, Cockpit Control Panel (mounted in the interseat console, Figure S15-1 ),
water activated switch and an Aircraft Identification Device.
The ELT automatically activates during a crash or aircraft ditching and trans-
mits the standard swept tone on 121.5 MHz until the battery power is
exhausted, which will typically be 48hrs.
The 406.025 MHz transmitter sends an encoded digital message of aircraft
position, as received from the GPS/FMS aircraft system via ARINC, and will
operate for 24hrs.
TRANSMIT
D E P L OY
ICN-89-A-155000-A-A0126-04155-A-001-01
Figure S15-1 CPI Control Panel


ELT TEST
The Self Test function of the ELT should not be carried out more frequently
than a monthly check.
Operation of the Self Test function should only be carried out after the nearest
Air Traffic Control establishment has been notified

After installation of the CPI the new empty weight and center of gravity posi-
tion must be determined.
No change to weight and center of gravity limitations.
ELT LIMITATIONS
When flying over water:
— Do not use the Beacon Transmit Switch for manual activation of CPI,
— Use only the Delpoy Beacon Switch to activate the CPI in emegency.
PLACARDS
DO NOT USE TRANSMIT OVER WATER
Placed next to CPI control panel

GENERAL
CAUTION
ELT Self Test function carried out more frequently than monthly
will shortened battery life.
Note
Prior to self test activation the nearest Air Traffic Control estab-
lishment should be notified as the distress signals transmitted
will be considered as valid.
ELT Self Test — On CPI CONTROLLER press the

TEST/RESET button. Confirm both
TX/TEST and BEACON GONE
lights illuminate and the TX/TEST
light flashes in synchronisation with
the audio tone on VHF radio, 121.5
MHz and 406 MHz. The lights
should then extinguish.

Rev. 1

MALFUNCTION
PROCEDURES
EMERGENCY SITUATIONS
The activation and release of the beacon is automatic for crash conditions or
ditching, however, manual operation can be carried out at the Pilot’s discre-
tion.
CAUTION
If the CPI Beacon is activated manually the system no longer
has the capability of being deployed either manually or auto-
matically. To permit deployment, after manual activation, the
TRANSMIT switch must be set to OFF and the guard lowered
then the RESET button must be pushed.
Manual Activation of — Over land only, on CPI CONTROL-

beacon transmission LER, liftguard and operate TRANS-
MIT switch. Confirm TX/TEST light
illuminates and audio tone heard.
Note
Transmission may be stopped by moving the TRANSMIT switch
to the off position and pressing TEST/RESET button.
Manual Activation of — On cockpit control panel, lift guard

beacon transmission and operate DEPLOY switch. Con-
and beacon release firm TX/TEST and BEACON GONE
lights illuminate.

No Change.

No change.


Document N° Double External Hoist

SUPPLEMENT 16
DOUBLE EXTERNAL HOIST

OPERATIONS (GOODRICH)
P/N 8G2591F00311


Double External Hoist Document N°

RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
N°10051750
1 Title, pages A-1, B-1, S16-3, S16-20, EASA Approval
S16-43 N° 10053254
dated 7 May 2015



Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S16-i thru S16-iv 0

S16-1 and S16-2 0
S16-3 1
S16-4 thru S16-19 0
S16-20 1
S16-21 thru S16-42 0
S16-43 1
S16-44 0
S16-45 and S16-46 0


SUPPLEMENT 16
DOUBLE EXTERNAL HOIST OPERATIONS
(GOODRICH)
TABLE OF CONTENTS
Page
DEFINITIONS AND ABBREVIATIONS ...............................................................S16-1
GENERAL INFORMATION..................................................................................S16-1
RADIO ICS SYSTEM................................................................................................. S16-11
GENERAL.................................................................................................................. S16-13
TYPE OF OPERATION ............................................................................................. S16-13
MINIMUM FLIGHT CREW ......................................................................................... S16-14
NUMBER OF OCCUPANTS...................................................................................... S16-14
HEC FOR COMPENSATION OPERATING LIMITATIONS....................................... S16-14
WEIGHT AND CG LIMITATIONS .............................................................................. S16-15
AIRSPEED LIMITATIONS ......................................................................................... S16-16
ALTITUDE LIMITATIONS .......................................................................................... S16-17
HOIST LIMITATIONS ................................................................................................ S16-17
MISCELLANEOUS LIMITATIONS............................................................................. S16-17
PLACARDS................................................................................................................ S16-24

EXTERNAL PRE-FLIGHT CHECK ............................................................................ S16-26
COCKPIT PRE START CHECKS.............................................................................. S16-27
SYSTEM CHECKS .................................................................................................... S16-27
IN FLIGHT PROCEDURES ....................................................................................... S16-34
ADVISORY CAPTION DEFINITION .......................................................................... S16-37

ENGINE FAILURE IN HOVER WITH LOAD ON HOIST ........................................... S16-38
HOIST LOAD JETTISON........................................................................................... S16-38
CHANGE OF HOIST PROCEDURE.......................................................................... S16-39
HOIST CUT ARM....................................................................................................... S16-41
HOIST CABLE FOUL................................................................................................. S16-42

Page
HOIST OVER-TEMPERATURE................................................................................. S16-42
AC GENERATOR FAILURES.................................................................................... S16-43

HEIGHT-VELOCITY ENVELOPE .............................................................................. S16-44
PERFORMANCE WITH DOUBLE HOIST INSTALLED............................................. S16-44
SECTION 6 - WEIGHT AND BALANCE ...........................................................S16-45

LIST OF FIGURES
Figure Page
Figure S16-1 Double Hoist Installation Side View......................................................... S16-4
Figure S16-2 Double Hoist Installation Front View ....................................................... S16-5
Figure S16-3 Hoist Operator Control Panel ................................................................. S16-6
Figure S16-4 HO-ICS Control Panel............................................................................. S16-6
Figure S16-5 Pilot and Copilot Collective Hoist Controls.............................................. S16-7
Figure S16-6 HO Pendant ............................................................................................ S16-8
Figure S16-7 HOIST Light Control Panels................................................................... S16-9
Figure S16-8 Goodrich Double Hoist Equipment Installation...................................... S16-10
Figure S16-9 Polycon Control Panel and HEC Portable Transceiver ......................... S16-12
Figure S16-10 Lateral C of G Limitation for Hoist Operation ........................................ S16-19
(Imperial Units)...................................................................................... S16-20
Heater OFF/ON, Weights between 8300 kg and 8600 kg.................... S16-21
Figure S16-13 WAT Table for Hoist Operations with AEO, Anti Ice OFF/ON,
Heater OFF/ON, Weights between 8300 kg and 8600 kg..................... S16-22
Figure S16-14 Wind/Ground/Air Speed Azimuth Envelope AEO.................................. S16-23
Figure S16-15 View of Cabin with Placard Positions (Example)................................... S16-24
Figure S16-16 Longitudinal and Lateral Moments for Loads Attached to Hoist Hook .. S16-46



follows:
— BQRS : Backup Quick Release System
— HEC : Human External Cargo
— HO : Hoist Operator
— NHEC : Non Human External Cargo
— PCDS : Personnel Carrying Device System
— PBIT : Power-up Built In Test
— PQRS : Primary Quick Release System
GENERAL INFORMATION
The Goodrich Double External Hoist P/N 8G2591F00311 consists of two iden-
tical hoist units installed side-by-side on a common boom on the right side of
the cabin (Figure S16-1 and Figure S16-2). The hoist units are assigned
HOIST 1 for the inboard hoist and HOIST 2 for the outboard hoist. Each hoist
unit has its own dedicated operating pendant but only one hoist can be oper-
ated at a time.
The installation consists of:
— two AC electric hoist motor and winch assemblies mounted side-by-side
— an electronic control system that allows the pilot to operate the hoists from
the collective grip (See Figure S16-5)
— a HO control panel used to select power with the ‘PULL TO SEL’ rotary
switch to the hoist unit, by the HO, and a guarded cable cut switch.
— 2 electronic remote pendants NVG compatible (See Figure S16-6), one

for each hoist unit, that allows the HO to operate the hoist, as selected on
the HO control panel, and display the cable payout. If only one pendant is
installed, to use the alternative hoist the pendant can be unplugged and
connected to the alternative hoist plug.
— a HO-ICS control panel (See Figure S16-4) to allow communication

among crew-members
— a HO safety harness

— an electrical cable cutter (PQRS), on each hoist unit, and a manual cable
cutter (BQRS) for emergency use
— Two HO SEARCHLIGHTS installations mounted under the aircraft. Each

searchlight has its own dedicated control panel mounted in the cabin with
a 5 way switch to operate the searchlight.
— 3 roof mounted attachment points (2 forward and one aft) for HO harness
and rope handrail.
— a step bar protection on the lower right side of the fuselage.

Each hoist unit contains 290 ft (88.4 m) of usable cable and may lower/lift a
The cable payout is shown on the 3 digit display on the pendant. A display for-
mat xxx means the cable payout is in feet while yy.y means the cable payout is
in meters. The cable payout indication is for information only and may not
reflect the exact position of the cable. The display is also used to indicate fault
codes within the hoist unit.
Cargo hoisting and lowering can be controlled by the HO through the remote
pendant thumb wheel (Figure S16-6) which provides variable cable speeds.
The cable speed for hoisting is 320 fpm (97.5 m/min) with maximum load,
which increases to 345 fpm (105.2 m/min) with a load of 300 lb (136 kg). The
pilot can also control the operation through the hoist control switch on the col-
lective grip (Figure S16-5). The operation using the collective grip control
gives a fixed cable speed of 100 fpm (32.8 m/min) during the high speed part
of the cable travel and approximately 50% of the speed for the slow speed
travel at the extremes of the cable. An alternative fixed cable speed of
200 fpm (65.6 m/min) is available using the winchman hover trim control panel
mounted on the forward right hand door frame.
The collective grip switches override the hoist pendant or winchman hover trim
control panel and the winchman trim control panel overides the hoist pendant
control.
At the cable extremes the cable speed automatically slows down and when
reaching the end of the cable the electric motor is stopped.
The Pilot and Copilot hoist control overrides the HO pendant controls.
Each hoist is provided with a cable foul protection system which automatically
stops the motor if the cable is not correctly wound onto the drum and displays
the HOIST CBL FOUL caution message on the MFD.
An electrical cable cutter system (PQRS) is available to the Pilot and Copilot,
via a guarded switch on the collective grips (Figure S16-5) and to the HO, via

a dedicated guarded switch (CUT) on the HO control panel mounted in the

cabin (Figure S16-3).
The APU generator supplies power to the hoists when the APU is running.
When the APU generator is not on-line then HOIST 1 (inboard) is supplied by
AC GEN 1 and HOIST 2 (outboard) by AC GEN 2.
The hoist kit also comprises a manual cable cutter (BQRS) and a right side
cabin door step protection pad to prevent damage to the hoist cable if it con-
tacts the step.
cut with the manual cutter installed either under the HO seat, on the cockpit/
cabin bulkhead or in a position easily accessible to the HO.
Two hoist lights are installed under the helicopter, one on the right side
(HOIST LT PNL) and one on the left (SEC HOIST LT PNL). Each light is inde-
pendant of the other and two control panels are mounted in the cabin, one for
each lamp, see Figure S16-7. Each panel had as three position OFF/ON/
STOW switch, a 4 way directional control switch Retract/Extend/Left/Right and
an ON indication light. When selected to ON the lamp system is illuminated,
the ON indicator illuminates, but remains stowed. The 4 way directional switch
can then be used to extend and direct the light as required. Switching the lamp
to OFF turns the lamp off but leaves it in its last selected position. At any time
the STOW position is selected the lamp is switched OFF and stows. Each light
is dual mode (white/IR) which is controlled by the ECDU light selection in the
cockpit.
The HO audio panel, Figure S16-4, is used to control the HO communication
with other crew members. The HO plugs his headset into the HEADSET
socket. Then the HO can use either VOX or the PTT trigger, first detent, on the
back of the Pendant to speak on the aircraft intercom. The HO can also trans-
mit on COM3 or COM4 using the Pendant HO PTT trigger, second detent.
The pendant also includes a Winchman Trim Mode (WTR) caption and a five
position switch to give the HO limited lateral and longitudinal groundspeed
control when in HOV Mode and selected by the pilot. See Supplement 24 Auto
Search Modes for details.

Rev. 1
ICN-89-A-155000-G-00001-04168-A-001-01
Figure S16-1 Double Hoist Installation Side View

ICN-89-A-155000-G-00001-04169-A-001-01
Figure S16-2 Double Hoist Installation Front View

ICN-89-A-155000-G-00001-04170-A-001-01
Figure S16-3 Hoist Operator Control Panel
NOT OPERATIVE
ICN-89-A-155000-G-00001-04162-A-001-01
Figure S16-4 HO-ICS Control Panel

HOIST CABLE CUT
HOIST
RAISE/LOWER
CONTROL
ICN-89-A-155000-G-00001-04163-A-001-01
Figure S16-5 Pilot and Copilot Collective Hoist Controls

ICN-89-A-155000-G-00001-07115-A-001-01
Figure S16-6 HO Pendant

LIGHT ON
ON
O
F
F
STOW
HOIST LT PNL
HOIST RIGHT HAND LIGHT CONTROL PANEL
LIGHT ON
ON
O
F
F
STOW
SEC HOIST LT PNL

HOIST LEFT HAND LIGHT CONTROL PANEL
ICN-89-A-155000-G-00001-04171-A-001-01
Figure S16-7 HOIST Light Control Panels

HOIST OPERATOR CONTROL PANEL
HOIST SEARCH LIGHT
STEP PROTECTION
HOIST MANUAL CABLE CUTTER

HOIST OPERATOR PENDANT
HO-ICS CONTROL PANEL
POLYCON CONTROL PANEL
ICN-89-A-155000-G-00001-04172-A-001-01
Figure S16-8 Goodrich Double Hoist Equipment Installation

RADIO ICS SYSTEM
Polycon Communication System (HEC) P/N 8G2350F01311

This or an equivalent approved Radio-ICS system is required for HEC opera-
tions.
The system is linked to the aircraft ICS and provides a wireless communica-
tion link between the HEC portable transceiver and the crew.
The ECDU MISC page is used to select the Polycon to ON and the HO ICS
audio panel, Figure S16-4, to control the communication between crew mem-
ber and the HEC.
The Polycon control panel, mounted in the cabin, controls the system trans-
mission and channel selection for crew to HEC communication.

ICN-89-A-155000-G-00001-04164-A-001-01
Figure S16-9 Polycon Control Panel and HEC Portable Transceiver

GENERAL
— With HOISTs fitted, but not used, the Limitations stated in the Basic RFM
for CAT B operations and in Supplement 12 for CAT A operations are
applicable.
— The external hoist equipment certification approval does NOT constitute

operational approval. Operational approval for external load operation
must be granted by the Local Aviation Authority.
— The external hoist system meets the certification requirements for HEC.
— For compliance with operating rules, the AW189 is certified to CAT A

engineering standards.
— The HO Pendants must be removed when Hoist operations are not envis-
aged and when 16 or more passenger seats are installed.
— During External Hoist operations the number of hoist lifts for each hoist
unit must be recorded in the helicopter log-book. An External Hoist lift is
defined as an unreeling and recovery of the cable with a load attached to
the hook, independant of the length of cable that is deployed/recovered.
Any operations where a load is applied for half of the operation (i.e.
unreeling or recovery) must be considered as one lift.
TYPE OF OPERATION
— The hoist installation is approved for:

Lifting external loads which are jettisonable and which are lifted free of
land or water
Lowering/raising NHEC or HEC in areas where landing cannot be carried
out, under the following conditions:
• Day/Night with ground visual contact.
• Right cabin door locked open.

— Operation of the external hoist equipment with HEC requires the use of a
Personnel Carrying Device System (PCDS), which must be approved and
the appropriate size selected for the mission and personnel wearing it.
TSO-C167 provides one acceptable means of approval for such systems.
PCDS part number AMTC-H1037-BL is TSO-C167 approved and
approved for operations under this Supplement.
— If the operating rules require one engine inoperative hover performance

capability procedures, the maximum weight is defined using the Hover
OGE 2.5 min OEI charts.
— For HEC operations an approved Radio-ICS system must be installed and

operated in accordance with the applicable Local Operating Regulations.
MINIMUM FLIGHT CREW

One or two pilots (see Basic RFM or applicable Supplement) and one Hoist
Operator (HO).
NUMBER OF OCCUPANTS
For hoist operation the cabin configuration P/N 8G2520F01111 (or similar with
cabin seats in the 1st and 4th rows only) must be used and a maximum num-
ber of occupants in the cabin is 8.
Hoist Operator Limitations
— The HO shall be familiar with hoist operating procedures.
— The HO must be restrained by a safety harness during all phases of hoist

operation and shall wear protective gloves for guiding cable during opera-
tion.
— The HO must guide the cable during hoist operation.
— The HO must always have a manual cable cutter (BQRS) available during
all phases of hoist operation.
HEC FOR COMPENSATION OPERATING LIMITATIONS
— HEC can be lowered/raised within the limitations defined in the

AIRSPEED LIMITATIONS, Load Lowering or Raising paragraph.
— Transportation of HEC for compensation must be carried out with HEC

inside the cabin.


After installation of the Double External Hoist System the new empty weight
and center of gravity position must be determined.
Weight Limitations
— Maximum weight for NHEC/HEC with manoeuvre envelope as detailed in

Figure S16-14, is OGE AEO WAT chart,
Anti Ice ON/OFF, Heater OFF/ON............... Figure S16-12, Figure S16-13
Note
Weights defined in the above charts guarantee adequate con-
trollability margins for operation within the Wind/Ground/Air
speed Azimuth Envelopes Figure S16-14.
— Maximum weight for NHEC/HEC with headwind is OGE 30 min AEO WAT
chart, limited to a maximum of 4000 ft Hp or Hd:
HOGE Ceiling, AEO 30 min, Anti Ice ON/Heater OFF
HOGE Ceiling, AEO 30 min, Anti Ice OFF/Heater ON
HOGE Ceiling, AEO 30 min, Anti Ice ON/Heater ON
8600 kg Weight Extension........................ Figure S21-46 to Figure S21-49
— Maximum weight for HEC, requiring OEI hover performance capability, is

Hover Ceiling OGE, 2.5 min OEI charts, limited to a maximum altitude of
4000 ft Hp or Hd:
HOGE Ceiling, 2.5 min OEI, Anti Ice OFF/Heater OFF
HOGE Ceiling, 2.5 min OEI, Anti Ice ON/Heater OFF
HOGE Ceiling, 2.5 min OEI, Anti Ice OFF/Heater ON
HOGE Ceiling, 2.5 min OEI, Anti Ice ON/Heater ON

Note
Weights defined in the above charts guarantee no rotor droop/
height loss in case of an engine failure, therefore do not lower
collective.
CAT B and CAT A Weight Limitations

The correction to the Basic RFM CAT B WAT charts, when the Goodrich Dou-
ble External Hoist is installed, can be determined by application of the values
found in Section 5 Performance Correction After Kit Installation, Table 5-1 Cor-
rection Table After Kit Installation.
The correction to Category A WAT charts (Supplement 4 or Weight Extension
8600 kg Supplement 21) when the double hoist is installed can be determined
by application of the values found in Supplement 4 Category A Operations,
Introduction pages section Performance Correction for Kit Installation, Table 1
Correction Table After Kit Installation.
Longitudinal CG Limitations
No Change.
Lateral CG Limitation
Lateral C of G limitations ................................ Figure S16-10 & Figure S16-11
Load Lowering or Raising

Hoist operation (load raising or lowering) is permitted with helicopter in station-
ary hover and up to 50 KIAS in forward flight.
CAUTION

Load Deployed
Maximum airspeed for flight within ±10 degrees azimuth
quadrant .................................................................................... Figure S16-14
Maximum groundspeed for sideways and rearward flight
beyond forward ±10 degrees azimuth quadrant..........................Figure S16-14
Maximum windspeed beyond forward ±10 degrees
azimuth quadrant ........................................................................Figure S16-14
Maximum altitude for hoist operation: .................................... 4000 ft Hp or Hd
HOIST LIMITATIONS
Maximum hoist load ...................................................................272 kg (600 lb)
Maximum load on boom.............................................................272 kg (600 lb)
Only one hoist may be loaded at a time.
Maximum permissible bank angle with extended cable and load on hook .. 20°
Take Off and Landing with a suspended load on hoist is prohibited.
Use of the rescue hoist is prohibited with OAT below -10°C and visible mois-
ture present.
The Hoist must not be used in lightning conditions.
The Goodrich Double Hoist installation is only compatible with fuselage S/N
89### or S/N 92###.
Cabin Ceiling Rings

Maximum load of each ring .....................................................................130 kg

Autopilot Limitations
During hoist operations the Pilot must either:
— fly manually
or
— fly attentive when:
• HOV and RHT (or ALT) modes are engaged

8800
- 0.089 m + 0.1 03 m
8600 kg 8600 kg
8600 + 0.1 11 m
8600 kg
8400
8200
8000
7800
7600
7400 Ho ist
Oper ati on s
7200 Onl y
W eight [kg]
7000
+ 0.1 22 m
6800 6843 kg
6600 - 0.097 m
6529 kg
0.1 30 m
6400 6654 kg
6200
6000
5800
5600
5400
- 0.026 m + 0.0 48 m
5400 kg M AS T 5400 kg
5200
- 0.12 - 0.08 - 0.04 0 0.04 0.08 0.12
BL [m]
1 8 9 G 0 8 4 0 W 0 0 4 Re v D ICN - 89 - A - 155005 - G - A01 2 6 - 0 0 0 0 1 - A - 01

19500
- 3.50 in +4. 06 i n
18 96 0 lb 18 96 0 lb
19000 +4. 37 in
18 96 0 l b
18500
18000
17500
17000
HOIST
16500
OPERATIONS
ONLY
16000
W eight [lb]
15500
+4. 80 i n
15000 15 08 9 lb
14500
+5. 31 in
- 3.80 in 14 67 0 lb
14000 13 35 6 lb
13500
13000
12500
12000
- 1.01 in +1.89 in
11 90 0 lb MAST 11 90 0 lb
11500
-5 -4 -3 -2 -1 0 1 2 3 4 5 6
BL [inches]
189G 0290 T020 - 2 Is s A ICN - 89 - A - 155016 - G - A012 6 - 0 0001 - B - 01 - 1

(Imperial Units)

Rev. 1
for HOIST OPERATIONS
with CROSS/TAIL WIND

150 155 160 165 170 175 180 185 190
4
-20
-1
0
0
1
3 10

Hd limit 4000 ft
20
0.5
30
1
40
0 0
50
55
68 70 72 74 76 78 80 82 84 86
189G1580A003 Rev.A ICN-89-A-155021-G-A0126-00024-A-01-1
Heater OFF/ON, Weights between 8300 kg and 8600 kg

Page S16-22
WAT for HOIST Operations
Supplement 16
NR 102%
OAT [°C]
Issue 1
Double External Hoist
Operations (Goodrich)
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55

-1000 8600 8600 8600 8600 8600 8600 8600 8600 8386 8127 8003
-500 8600 8600 8600 8600 8600 8600 8600 8508 8237 7982 7860
0 8600 8600 8600 8600 8600 8600 8600 8356 8090 7839
500 8600 8600 8600 8600 8600 8600 8486 8206 7944
1000 8600 8600 8600 8600 8600 8600 8334 8059 7801
1500 8600 8600 8600 8600 8600 8472 8183 7913
2000 8600 8600 8600 8600 8600 8319 8035
2500 8600 8600 8600 8600 8466 8167 7889
Document N°
AW189 - RFM
189G0290X002
3000 8600 8600 8600 8600 8312 8018

3500 8600 8600 8600 8470 8160 7872
4000 8600 8600 8600 8314 8010
4500
FOR TRAINING ONLY

5000
5500
6000
189G1580A003 Rev.A ICN-89-A-155021-G-A0126-00025-A-01-1
ON, Heater OFF/ON, Weights between 8300 kg and 8600 kg

Figure S16-13 WAT Table for Hoist Operations with AEO, Anti Ice OFF/
EASA Approved
-10° +10°
DIRECTION DIRECTION
OF WIND OF WIND
20 30 35 50 kts
DIRECTION DIRECTION
OF WIND OF WIND
ICN-89-A-155000-G-00001-04165-A-001-01
Figure S16-14 Wind/Ground/Air Speed Azimuth Envelope AEO

PLACARDS
ICN-89-A-155000-G-00001-07103-A-001-01
Figure S16-15 View of Cabin with Placard Positions (Example)

MAX LOAD 130 kg (286 lb)
USE CEILING ROPE AS HANDRAIL

WHEN DOORS ARE CLOSED
USE LIMITED TO ONE PERSON AT A TIME
Next to roof mounted attachment points for HO harness and rope handrail

1. Hoists, hoist cowlings and — Condition, security, oil leaks.

mounting/boom
2. Hoist units electrical cables and — Condition and secure.

connectors
3. Right step protection pad cover — Condition and secure.
4. Hoist search lights — Condition.
CAUTION
Step shall be inspected to ensure the protection is not dam-
aged. Damaged protection may lead to cable failure.

AREA N°7 Cabin and Cockpit Interior
1. HO HOIST control panel and — Condition.

ICS control panel
2. Hoist control pendant(s), wiring — HOIST 1 and HOIST 2

(as required) present, and
connecor condition, connector
secure.
3. HO harness, gloves an manual — Present and condition.

cable cutter
4. Radio-ICS control panel — Condition.

(HEC operations)
5. Radio-ICS portable transceiver — Present and condition.

unit (HEC operations)
COCKPIT PRE START CHECKS
1. HOIST CUT pushbutton on pilot — Guards closed.

and copilot collective grip
2. HOIST CUT pushbutton on HO — Guard closed.

HOIST control panel
SYSTEM CHECKS
After APU start (or engine and rotor start, if required), carry out the following,
system checks. The checks required before the ‘first flight of the day’ are high-
lighted with a .
WARNING
If 1-2 HOIST CUT ARM caution and HOIST 1 and HOIST 2
ARM indicators on HO panel are illuminated with HOIST switch
selected to OFF the hoist cable cut systems have malfunc-
tioned. The HOIST 1 and HOIST 2 systems are unservicable
and must not be selected on as the hoist cable may be cut.

Note
hoist operations.
Note
At every selection of HOIST 1 or 2 the associated pendant cap-
tions flash and the CAS HOIST CBL FOUL caution illuminates
temporarily during the PBIT.
1. HO HOIST control pane — Select TEST pushbutton and

confirm:
• HOIST 1 CUT, ARM, SQ 1 and

SQ 2 indicators illuminate,
• HOIST 2 CUT, ARM, SQ 1 and

SQ 2 indicators illuminate,
• On CAS 1-2 HOIST CUT ARM

cautions illuminate.
Release pushbutton and confirm

lights and cautions extinguish.
2. HO HOIST control panel — Select HOIST 1, 1 HOIST ON

advisory illuminates.
Confirm 1 HOIST CUT ARM and
HOIST 1 ARM indicator on HOIST
panel are not illuminated.
WARNING
If 1 HOIST CUT ARM caution and HOIST 1 ARM indicator on
HOIST panel are illuminated the HOIST 1 cable cut system has
malfunctioned. The HOIST 1 is unserviceable and must not be
used. Do not raise the HOIST CUT guards as the hoist cable
may be cut.

3. HOIST 1 pendant Confirm zero (approx) cable payout

indicator and SLOW message
illuminated.
4. HOIST CUT guard on pilot — Raise guard, confirm 1 HOIST CUT

collective grip ARM caution and HOIST 1 ARM
indicator, on HOIST panel,
illuminate.
Close guard confirm 1
HOIST CUT ARM caution and
HOIST 1 ARM indicators are
extinguished.
5. HOIST CUT guard on copilot — Raise guard, confirm 1 HOIST CUT

collective grip ARM caution and HOIST 1 ARM
indicator on HOIST panel
illuminate.
Close guard confirm 1 HOIST CUT
ARM caution and HOIST 1 ARM
indicator extinguish.
6. CUT guard on HOIST control — Raise guard, confirm 1 HOIST CUT

panel ARM caution and HOIST 1 ARM in
dicator, on HOIST panel,
illuminate.
7. Right cabin door — Open and locked.
8. HO-ICS — On ECDU MISC page select ICS

HOIST ON and confirm correct
operation.
WARNING

CAUTION
onto a clean surface whenever possible.
Note
ensure smooth and even wrapping.
9. HOIST 1 pendant thumbwheel — Rotate to DN and UP and confirm

cable lowering or raising according
to thumbwheel selection. DN,
confirm correct operation by
reeling out approximately 6ft (2 m)
of cable.
Confirm correct cable payout
counting.
10. HOIST 1 hook — Condition, security, freedom of

rotation.
11. HOIST 1 pendant cable reel in — Thumbwheel UP, confirm hoist

fully reeled in.
Confirm zero on cable payout
indicator.
12. HOIST 1 operation from — DN, confirm correct operation.

Pilot and Copilot collective grip UP, confirm hoist automatically
switch stops when cable fully reeled in.
13. HOIST 1 operation from — DN and UP and confirm

Pilot/Copilot collective grip switch pilot/copilot operation
and HOIST 1 pendant over-rides HO thumb wheel
selection.

CAUTION
14. HOIST control panel — Select OFF. Confirm 1 HOIST ON

advisory not illuminated on
CAS and associated pendant is
not illuminated
Note
The following ‘first flight of the day’ checks should also be
carried out if the HOIST 2 has been used on the previous flight.
15. HOIST control panel — Select HOIST 2, 2 HOIST ON

advisory illuminates on CAS.
Confirm 2 HOIST CUT ARM
caution and HOIST 2 ARM on
HOIST panel not illuminated
WARNING
If 2 HOIST CUT ARM caution and HOIST 2 ARM indicator on
HOIST panel illuminated the HOIST 2 cable cut system has
malfunctioned. The HOIST 2 is unservicable and must not be
used. Do not raise the HOIST CUT guards as the hoist cable
may be cut.
16. HOIST 2 pendant — Confirm zero (approx) cable payout

indication and SLOW message
illuminated.

17. HOIST CUT guard on pilot — Raise guard, confirm 2 HOIST

collective grip CUT ARM caution and HOIST 2
ARM indicator, on HOIST panel,
illuminate.
indicators are extinguished.
18. HOIST CUT guard on copilot — Raise guard, confirm 2 HOIST CUT
collective grip. ARM caution and HOIST 2 ARM
illuminate.
19. CUT guard on HOIST control panel— Raise guard, confirm 2 HOIST CUT
indicator, on HOIST panel,
illuminate.
Note
ensure smooth and even wrapping. .
20. HOIST 2 pendant thumbwheel — Rotate to DN and UP and confirm

cable lowering or raising
according to thumbwheel
selection.
DN, confirm correct operation
by reeling out approximately 6 ft
(2 m) of cable. Confirm correct
cable payout counting.
21. HOIST 2 hook — Condition, security, freedom of

rotation.

22. HOIST 2 pendant cable reel in — Thumbwheel UP, confirm hoist

fully reeled in.
Confirm zero on cable payout
indicator.
23. HOIST 2 operation from Pilot and — DN, confirm correct operation. UP,
Copilot collective grip switch confirm reeling in and hoist
fully reeled in
24. HOIST 2 operation from — DN or UP and confirm

Pilot/Copilot collective grip and pilot/copilot operation
HOIST 2 pendant over-rides HO thumb wheel
selection.
CAUTION
25. Radio-ICS portable transceiver — Verify transceiver and control box

(HEC operations) are set on the same frequency
and confirm communication
between transceiver and crew is
satisfactory.
26. HOIST light panels — If night operations are envisaged

confirm both left and right
lights functioning then switch OFF.
27. Right cabin door — Close or as required.
28. HOIST control panel — Select OFF, 2 HOIST ON advisory

extinguished on CAS and
associated pendant is not
illuminated.

CAUTION
The Hoist may be inoperative if struck by lightning.
Hoist Operating Procedure
Note
hoist operations.
1. HOIST control panel — Select HOIST as required, HOIST

ON advisory illuminates on CAS.
Confirm HOIST CUT ARM
caution and HOIST ARM
indicator on HOIST panel not
illuminated.
WARNING
HO must be secured to helicopter by an approved safety har-
ness during hoist operation.
2. HOIST left and right lights — As required by HO.
3. Position — Establish hover over hoist

operation area.
4. Right cabin door — Open and lock.
WARNING
Exceeding 15° of lateral pendulum angle/helicopter vertical axis
may lead to clutch slippage.

CAUTION
During hoist operation the HO must maintain his hand on the
cable and verify correct cable unwinding and rewinding.
5. HOIST control switch (pilot) or HO — DN as required.

pendant thumb wheel
Note
As hook nears the down or up limits hoist speed slows automat-
ically and amber SLOW light illuminates on HO pendant.
WARNING
Static electricity must be discharged by suitable means before
ground personnel touch the hook or cable.
CAUTION
Do not allow cable to drag on ground or any other surface which
may contaminate or damage the cable or hook.
7. HOIST control switch (pilot) or HO — UP as required.

pendant thumb wheel
9. Load Recovery — Recover load into cabin whilst

hovering or in forward flight below
50 KIAS.

CAUTION
CAUTION
If load is moved, whilst extended, to a suitable location for
recovery, ensure adequate clearance is maintained between
hoist load and obstacles.
10. Hoist — Confirm cable and hook stowed
CAUTION
11. HOIST lights (if used) — Switch to OFF or STOW as

required.
12. Right cabin door — Close.
13. HOIST control panel — Select OFF, HOIST ON advisory

extinguished on CAS and
associated pendant not
illuminated.
Note
The HO shall record the number of lifts completed, any shock
loading of the cable or any fault codes that may appear on the
pendant cable payout display.


1 HOIST ON Hoist 1 power on
2 HOIST ON Hoist 2 power on


ENGINE FAILURE IN HOVER WITH LOAD ON HOIST

See Basic RFM Section 3 for aircraft procedures.
Procedures when OEI hover performance capability is not required

1. If conditions permit carry out Vertical Reject or Flyaway (see Basic RFM
page 3-21 or 3-22).
2. Raise load and recover into cabin or Emergency Jettison, depending on
operational conditions and type of load.
Procedures when OEI hover performance capability is required
Note
Weights defined in weight limitation charts guarantee no rotor
droop/height loss in case of an engine failure.
1. Collective pitch — Maintain collective pitch setting.

Hover OEI is assured with
2.5 min rating.
2. Hoist Load — Raise load and recover into cabin.
Note
Time required to raise the maximum load from fully extended
approximately 2 minutes.
HOIST LOAD JETTISON

Both hoists are provided with an electrical cable cut system (PQRS) operated
by either pilot or copilot or HO. The hoist which is selected by the HO control
panel, is the system active when the pilot or copilot or HO HOIST CUT switch
is activated.
If an emergency condition should require the release of a hoisted load carry
out the following:

WARNING
The correct hoist selection on the HOIST CONTROL switch
must be confirmed before hoist cable cut activation.
1. HOIST control panel — Confirm correct hoist is selected
2. HOIST CUT pushbutton on pilot or — Lift guard, HOIST CUT ARM

copilot collective grip or HOIST caution and HOIST ARM on
control panel HOIST panel illuminate.
Press pushbutton, HOIST CUT
illuminates.
If the electrical HOIST CUT pushbutton fails attempt cutting cable using:
— the collective HOIST CUT pushbutton if the HOIST control panel pushbut-
ton fails, or
— the HOIST control panel pushbutton if either collective pushbutfon fails, or
— cut cable with the manual cable cutters accessible to HO. Cut cable as
close to the hoist as possible.
CHANGE OF HOIST PROCEDURE
CAUTION
Ensure maximum hoist/boom load does not exceed 272 kg (600
lb)
1. HOIST control panel — Select OFF. Confirm HOIST ON

advisory not illuminated on CAS
and associated pendant not
illuminated.
2. Pendant — Take alternative pendant and stow

redundant pendant or as required.

3. HOIST control panel — Select alternative HOIST. HOIST

ON advisory illuminates on CAS.
Confirm HOIST CUT ARM
caution and HOIST ARM
indicator on HOIST panel not
illuminated.
4. HOIST pendant — Confirm zero cable payout

indication and SLOW message
illuminated.
5. Redundant hoist/cable — If change due to hoist fault

recover cable into cabin
manually or as required.
6. Hoist operations — Continue hoist operations using

alternative hoist as required.

HOIST CUT ARM
1(2) HOIST CUT ARM
Hoist cut system armed due

to one of the HOIST CUT
guards lifted
OR
Malfunction in hoist cut system
If due to cable cut If due to malfunction

system armed
intentionally
- Do not lift HOIST CUT guards
- Confirm hoist selected
to ARM (HOIST 1 or HOIST 2) - Faulty HOIST must not be used
on HOIST control panel - Select HOIST which does not
have malfunction
- Confirm HOIST CUT ARM and
- Continue operation HOIST ARM indicator on alternative
as required HOIST not lluminated
- Continue hoist operations
as required

HOIST CABLE FOUL
HOIST CBL FOUL + CABLE illuminated

on pendant
Hoist cable fouled

and hoist stopped
- Depending on operational situation

attempt to clear cable foul by carefully
lowering cable and load.
If caution clears If caution does not clear

continue hoist
operations
- Depending on operational
situation recover or cut
cable then select functoning
hoist and continue
or
- Proceed in forward flight
with load suspended
allowing adequate load
clearance over obstacles
At suitable site
- Establish hover and slowly
descend to lay load on
ground.
- Recover cable on board
manually or as required
HOIST OVER-TEMPERATURE
A hoist over temperature is indicated by an amber TEMP light on the HO con-
trol pendant. In the event of a hoist over temperature, complete the hoist
cycle. Select other hoist and resume the hoist operation as required.

CAUTION
Prolonged operation of hoist with amber TEMP indication on
hoist pendant display will result in hoist failure.
Note
When the hoist TEMP light is on, the hoist is automatically
slowed in operation
If the hoist over temperature indicator is flashing amber TEMP then an AC or
DC power supply fault is indicated and the hoist will not function.
AC GENERATOR FAILURES
See Section 3 Basic RFM for aircraft procedures.
Hoist 1 is supplied by the AC BUS 1 and HOIST 2 by AC BUS 2 when the
APU is OFF. When the APU is running HOIST 1 or HOIST 2 are supplied by
the APU generator.
In the case of an AC generator/engine failure of the supply side for the hoist in
use the hoist will stop functioning (CABLE message illuminates on pendant).
To return operation to the HOIST the APU must be started and after approxi-
mately 60 seconds from APU start request the selected HOIST will return
functioning.
There is no time delay for continuation of hoist operations if the APU is started
prior to hoist operations.
If the APU Generator/APU fails during hoist operations approximately 5 sec-
onds are required to continue hoist operations utilizing an engine generator.
The operation of the hoist will not be affected if the AC generator/engine fails
for the hoist not in use.

Rev. 1
HEIGHT-VELOCITY ENVELOPE
The use of aircraft gross weights and hover heights that do not respect the
requirements of the Flyaway or Vertical Reject WAT charts (presented in the
Basic RFM Section 4) may make a safe flyaway or vertical reject not possible
following an engine failure in the hover.
PERFORMANCE WITH DOUBLE HOIST INSTALLED

When the Goodrich Double External Hoist is installed aircraft performance is
affected by the installation.


When the HOIST is being operated the following Longitudinal and Lateral
Moments for loads attached to HOIST hook must be used in the Weight and
Balance Calculations

OUTBOARD INBOARD
STN STN
4182 mm 4182mm
BL BL
1796 mm RH 1639 mm RH
ICN-89-A-155000-G-00001-04173-A-001-01
Figure S16-16 Longitudinal and Lateral Moments for Loads Attached to

Hoist Hook

Document N° Radar Telephonics
189G0290X002 RDR-1500B+

information of the Basic Flight Manual. For limitations, proce-
dures and performance data not contained in this Supplement,
consult the basic Rotorcraft Flight Manual
SUPPLEMENT 17
RADAR TELEPHONICS RDR-1500B+

P/N 8G9370F00111
ISSUE 1: 18 DECEMBER 2014

Radar Telephonics Document N°
RDR-1500B+ 189G0290X002

189G0290X002 RDR-1500B+
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 EASA Approvals
N° 10051719

RDR-1500B+ 189G0290X002

189G0290X002 RDR-1500B+

Page Revision N°
Title 0
A-1 and A-2 0
B-1 and B-2 0
S17-i and S17-ii 0

S17-1 thru S17-6 0
S17-7 thru S17-8 0

RDR-1500B+ 189G0290X002

189G0290X0002 RDR-1500B+
SUPPLEMENT 17
TABLE OF CONTENTS
Page

GENERAL INFORMATION ..............................................................................S17-1
WEIGHT AND CENTER OF GRAVITY LIMITATIONS................................................ S17-4
RADAR RDR-1500B+ LIMITATIONS .......................................................................... S17-4

PRE-START CHECKS ............................................................................................. S17-5
PRE TAKE OFF CHECKS ........................................................................................... S17-5
AFTER TAKE-OFF...............................................................................................S17-5
PRE-LANDING CHECKS ........................................................................................ S17-5

WEATHER RADAR TRANSMITTING ON GROUND .................................................. S17-6

RDR-1500B+ 189G0290X002
LIST OF FIGURES
Figure Page
Figure S17-1 Nose External Configuration ................................................................... S17-2
Figure S17-2 Nose Internal Configuration..................................................................... S17-2
Figure S17-3 Radar Telephonics RDR 1500B+ Control Panel...................................... S17-3

189G0290X002 RDR-1500B+
GENERAL INFORMATION
The Telephonics RDR-1500B+ Surveillance and Weather radar P/N
8G9370F00111 provides a multi-mode radar capability for maritime missions.
The RDR-1500B+ provides three primary modes of operation:
• Sea search and terrain mapping (SRCH)
• Weather avoidance
• Beacon detection mode (BCN)
• NAV mode (not currently available).

The information may be displayed on the MFD display.
The weather radar system comprises of a flat plate antenna and drive unit, a
receiver/transmitter unit, an interface unit and a radar controller mounted in
the interseat console.
The radar controller panel (See Figure S17-3) allows the selection of all radar
modes, radar controls and non-radar modes such as navigation overlays
modes and target marker mode. The control panel also contains a joystick for
controlling the cursor for target marker and tracker functions.
Beacon mode can interrogate X band two pulse reply (SST-181E and similar).
The radar has the capability to track 20 targets and display the selected target
information on the MFD display. The selected track can also be sent to the
FLIR system when slaved to the radar.
For full information on the use of the radar Telephonic RDR-1500B+ refer to
Telephonic RDR-1500B+ Pilots Guide Latest Issue.

RDR-1500B+ 189G0290X002
TCAS Antenna within

nose cowling
Radar antenna unit

within nose cowling
ICN-89-A-155000-G-00001-07114-A-001-01
Figure S17-1 Nose External Configuration
TCAS Antenna
Radar Antenna Unit
ICN-89-A-155000-G-00001-07112-A-001-01
Figure S17-2 Nose Internal Configuration

189G0290X002 RDR-1500B+
ICN-89-A-155000-G-00001-07113-A-001-01
Figure S17-3 Radar Telephonics RDR 1500B+ Control Panel

RDR-1500B+ 189G0290X002

After installation of the Telephonic RDR-1500B+ radar kit the new empty
weight and center of gravity position must be determined.
RADAR RDR-1500B+ LIMITATIONS

The radar must not be used for navigation or terrain avoidance.
Navigation overlay and Navigation Log mode must not be used.
Extended Range Limitations (Supplement 22)

With the Extended Range configuration the radar must not be operated when
performing and ILS.

189G0290X002 RDR-1500B+
PRE-START CHECKS
1. Weather Radar — OFF or SBY.
Note
The weather radar does not transmit when the helicopter is on
the ground due to WOW safety interlock.
PRE TAKE OFF CHECKS
WARNING
Do not turn the radar on within 25 ft (m) of personnel or contain-
ers holding flammable or explosive material.
1. Weather Radar — OFF or SBY.
AFTER TAKE-OFF
Note
For complete radar functionality, refer to the Telephonics RDR-
1500B+ Weather Radar Pilot’s Guide latest issue.
1. Radar — As required.
PRE-LANDING CHECKS
1. Radar — OFF or SBY.

RDR-1500B+ 189G0290X002

MALFUNCTION
PROCEDURES
WEATHER RADAR TRANSMITTING ON GROUND
1-2 WOW FAIL
On ground, if radar switched ON

and WOW micro switches fail
radar will transmit
- Confirm radar switched OFF
No Change.

189G0290X002 RDR-1500B+

No Change.

RDR-1500B+ 189G0290X002

Document N° Star Safire
189G0290X002 380 HD FLIR

SUPPLEMENT 18
STAR SAFIRE 380 HD FLIR

P/N 8G9350F00211
The replacement of the equipment detailed in this Supplement

is not allowed without the successful completion of the addi-
tional verifications reported in the Maintenance Manual.
Changes to the helicopter configuration (ie. installation of
approved equipments) are not allowed without the successful
completion of the verifications reported in the Maintenance
Manual.


Star Safire Document N°
380 HD FLIR 189G0290X002

189G0290X002 380 HD FLIR
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
N° 10051723
1 Title, pages A-1, B-1, S18-8 EASA Approvals
N° 10053250 and
10053254
dated 7 May 2015

380 HD FLIR 189G0290X002

189G0290X002 380 HD FLIR

Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S18-i and S18-ii 0

S18-1 thru S18-7 0
S18-8 1
S18-9 and S18-10 0
S18-11 and S18-12 0

380 HD FLIR 189G0290X002

189G0290X0002 380 HD FLIR
SUPPLEMENT 18
TABLE OF CONTENTS
Page

GENERAL INFORMATION .................................................................................S18-1
STAR SAFIRE SERIES FLIR LIMITATIONS............................................................... S18-6
DISPLAY LIMITATION................................................................................................. S18-6

EXTERNAL PRE FLIGHT CHECKS............................................................................ S18-7
ENGINE PRE-START CHECKS.................................................................................. S18-7
SYSTEM CHECKS ...................................................................................................... S18-7
IN FLIGHT.................................................................................................................... S18-8
PRE LANDING CHECKS............................................................................................. S18-9
PRE SHUTDOWN CHECKS ....................................................................................... S18-9

DOUBLE AC GENERATOR FAILURE ........................................................................ S18-9
SECTION 4 - PERFORMANCE DATA ..............................................................S18-10

STAR SAFIRE 380 HD LONGITUDINAL AND LATERAL MOMENT ARMS............. S18-11

380 HD FLIR 189G0290X002
LIST OF FIGURES
Figure Page
Figure S18-1 Star Safire FLIR Turret (Example)........................................................... S18-2
Figure S18-2 Star Safire Series FLIR Installation ......................................................... S18-3
Figure S18-3 Universal Hand Control Unit.................................................................... S18-4
Figure S18-4 System Control Unit ................................................................................ S18-5
Figure S18-5 Laser Safety Interlock Unit (LIU) ............................................................. S18-5

189G0290X002 380 HD FLIR
GENERAL INFORMATION
The Star Safire 380 HD FLIR systems P/N 8G9350F00211 is a remote con-
trolled day/night high resolution, infrared (IR) imaging system with colour
video.
The system consists of a stabilized Turret-FLIR Unit (TFU), mounted under
the nose of the helicopter (Figure S18-1 & Figure S18-2), a System Control
Unit which consists of a mobile Universal Hand Control Unit (UHCU) with all
the controls necessary to operate the FLIR turret and systems, and a System
Control Unit (SCU) mounted in the interseat console. (See Figure S18-3 &
Figure S18-4). A dedicated GPS antenna is mounted on the top of the tail
cone. The UHCU handgrip has a stowage at the rear of the interseat console
and is connect via a cable that allows operation of the unit from the cabin.
The TFU is gyro stabilized and its azimuth and elevation, and therefore the
FLIR Line Of Sight (LOS), corresponding to the center of the image, can be
directed to any position within the Field Of Regard (FOR) which is 30° to -120°
in elevation and 360° in azimuth from the forward position.
The FLIR Imager incorporates all the necessary optics, detectors and required
electronics to convert the infrared radiation from the medium wave infrared
thermal imaging sensor into digital system and incorporates a Short Wave
Infra Red camera (SWIR) system, Infra Red camera (SWIR) system, a High
Definition Elecrto-Optical Camera (HDEO), a Hight Definition Infrared (HDIR)
and a Day/Low Light/Near IR Colour Camera (HDLL). Another optional equip-
ment installed within the FLIR is the Class 1 Eye Safe Laser Range Finder
(ESLRF).
When laser operations are authorised a Laser Safety Interlock Unit (LIU) (See
Figure S18-5) is fitted in the interseat console incorporating an ARM switch
requiring a key to ARM the laser before firing. A WOW interlock ensures the
laser is not use when the aircraft is on the ground.
The IR camera has five optical Field of Views (FOV) and produces images in
total darkness or in low visibility or low contrast ambient condition. The colour
camera, provides images in visible and low light ambient conditions.
The FLIR cameras provide video outputs that can be monitored on either pilot
or copilot MFD. Either IR or Camera images can be selected independently on
pilot and copilot MFD or both images in miniature.
The FLIR can also be interfaced with a searchlight for slaving commandsand
with a radar system to receive a position-point slaving command.
Overlaid on the FLIR image are graphic symbology and status information in 3
status lines, two above the image and the third below.

380 HD FLIR 189G0290X002
For full information on the use of the Star Safire 380-HD FLIR refer to the Star
Safire 380-HD FLIR Operator’s Manual Document, latest revision.
ICN-89-A-155000-G-00001-04174-A-001-01
Figure S18-1 Star Safire FLIR Turret (Example)

189G0290X002 380 HD FLIR
FLIR TFU
ICN-89-A-155000-G-00001-04175-A-001-01
Figure S18-2 Star Safire Series FLIR Installation

380 HD FLIR 189G0290X002
ICN-89-A-155000-G-00001-04176-A-001-01
Figure S18-3 Universal Hand Control Unit

189G0290X002 380 HD FLIR
ICN-89-A-155000-G-00001-04177-A-001-01
Figure S18-4 System Control Unit
ICN-89-A-155000-G-00001-04178-A-001-01
Figure S18-5 Laser Safety Interlock Unit (LIU)

380 HD FLIR 189G0290X002

After installation of the Star Safire Series FLIR kit, the new empty weight and
STAR SAFIRE SERIES FLIR LIMITATIONS

The FLIR must not be used for navigation.
The FLIR UHCU handgrip must be operated from the left hand seat or by
cabin crew.
The FLIR ESLRF must not be operated when close to personnel.
DISPLAY LIMITATION
When the FLIR is displayed on MFD as Picture in Picture (PIP) do not use the
RESIZE or MOVE functions.

189G0290X002 380 HD FLIR

Note
For full information on the use of the Star Safire 380-HD FLIR
refer to appropriate Star Safire 380-HD Operator’s Manual Doc-
ument, latest revision.
EXTERNAL PRE FLIGHT CHECKS
1. Star Safire FLIR TFU — Secure. Check IR and CCD camera

lens condition and cleanliness.
AREA N°7 (Cockpit/Cabin Interior)
1. Star Safire FLIR UHCU — Check present, connected and

secure.
2. LIU Laser Interlock — Confirm DISABLE and guarded.
ENGINE PRE-START CHECKS
1. Star Safire FLIR UHCU — Confirm system switched OFF.
SYSTEM CHECKS
1. Star Safire FLIR UHCU — Switch system ON.
2. Star Safire FLIR image — Select image display as required

(pilot, copilot MFD). Select IR or
camera as required.
3. Star Safire FLIR UHCU — Stow FLIR and switch OFF, or as

required.
Stow UHCU or as required.

380 HD FLIR 189G0290X002
IN FLIGHT
1. Star Safire FLIR UHCU — Switch system ON.
2. Star Safire FLIR image — Select image display as required

(pilot/copilot MFD by selecting
FLIR on MFD system video menu.
Select IR or Camera as required.
3. Star Safire FLIR UHCU — Control FLIR direction and settings

as required.
CAUTION
The ESLRF must not be operated when close to personnel.
4. LIU ARM switch — Select ARM.
5. ESLRF — Activate as required.
6. LIU Laser Interlock — Select DISABLE.
7. SLAVE button on searchlight — Select as required.

pendant (if installed)
Note
When FLIR is not being used, it should be stowed to protect the
FLIR cameras.
Note
With the External Range configuration (Supplement 22) interfer-
ence on the UHF band of the DF 935-11 system may be
observed when the FLIR is operating.

Rev. 1
189G0290X002 380 HD FLIR
PRE LANDING CHECKS
1. Star Safire FLIR UHCU — Stow FLIR cameras and switch

system OFF. Stow UHCU.
2. LIU Laser Interlock — Confirm DISABLE and

guarded.
PRE SHUTDOWN CHECKS
1. Star Safire FLIR UHCU — Confirm FLIR switched OFF and

UHCU stowed.
SECTION 3 - EMERGENCY AND MALFUNCTION

PROCEDURES

The following assumes the Double AC generator Failure procedures, pre-
sented in Section 3 of the Basic Manual, have been followed and a double AC
generator failure is confirmed.
CAUTION
Ensure that the Star Safire FLIR system is switched OFF.

380 HD FLIR 189G0290X002

When the Star Safire FLIR is installed aircraft performance is affected by the
installation.

189G0290X002 380 HD FLIR
STAR SAFIRE 380 HD LONGITUDINAL AND LATERAL MOMENT ARMS

When the Star Safire 380 HD FLIR is installed/removed the following Longitu-
dinal and Lateral Moment arms are applicable for the Weight and Balance
Calculations.
Star Safire 380 HD kit complete ................................................................60 kg
STN .......................................................................................................849 mm
BL.......................................................................................................... -16 mm
Turret FLIR Unit (TFU) ..............................................................................45 kg
STN .......................................................................................................485 mm
BL............................................................................................................33 mm

380 HD FLIR 189G0290X002

Document N° Trakkabeam A800
189G0290X002 Seachlight

SUPPLEMENT 19
TRAKKABEAM A800 SEARCHLIGHT

P/N 8G3340F00811


Trakkabeam A800 Document N°
Searchlight 189G0290X002

189G0290X002 Searchlight
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
N° 10051724
1 Title, pages A-1, B-1, S19-7, S19-11 EASA Approval
N° 10053254
dated 7 May 2015



Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S19-i and S19-ii 0

S19-1 thru S19-6 0
S19-7 1
S19-8 thru S19-10 0
S19-11 1
S19-12 0
S19-13 and S19-14 0


Document N° Trakkebeam A800
SUPPLEMENT 19
TABLE OF CONTENTS
Page
TRAKKABEAM A800 OPERATION....................................................................S19-2
AIRSPEED LIMITATIONS (KIAS)................................................................................ S19-7
TRAKKABEAM A800 LIMITATIONS ........................................................................... S19-7
PLACARDS.................................................................................................................. S19-7

EXTERNAL PRE-FLIGHT CHECKS............................................................................ S19-8
SYSTEM CHECK......................................................................................................... S19-9
IN FLIGHT.................................................................................................................. S19-10
APPROACH AND LANDING ..................................................................................... S19-11
POST SHUTDOWN CHECKS ................................................................................... S19-12

ELECTRICAL SYSTEM ............................................................................................. S19-12
DOUBLE AC GENERATOR FAILURE ...................................................................... S19-12

TRAKKA BEAM A800 LONGITUDINAL AND LATERAL MOMENT ARMS .............. S19-13

LIST OF FIGURES
Figure Page
Figure S19-1 Trakkabeam A800 Searchlight and Gimbal............................................. S19-3
Figure S19-2 A800 Cockpit Controller (for reference only) ........................................... S19-4
Figure S19-3 A800 Pendant Controller ......................................................................... S19-5
Figure S19-4 Collective Grip (Pilot and Copilot)............................................................ S19-6

GENERAL INFORMATION
The Trakkabeam A800 searchlight is a high intensity external light source
installed on a gimbal support on the left hand side of the helicopter. It is used
to provide high intensity external lighting for reconnaissance operations during
night time operations.
This Supplement gives instruction on the Trakkabeam A800 searchlight instal-
lation P/N 8G3340F00811, both of which include the capability to slave the
searchlight operation to a FLIR.
The installation consists of the A800 searchlight with a 800W lamp, gimbal
support (Figure S19-1), a Power Conditioning Interface Unit (PCIU), a Cockpit
Controller (Figure S19-2), Pendant Grip Controller (Figure S19-3) and all nec-
essary hardware and cabling.
The searchlight unit has an integrated optical filter system which provides the
option for different light beam filter colours including infra-red depending on
customer requirements. The filters are easily selectable during flight via the
cockpit and pendant controllers.
The PCIU is the central power and control hub for the entire system, aircraft
power supply (28VDC) is converted and distributed to each item in the sys-
tem. The PCIU performs all gimbal position control, filter selection, light zoom
and lamp on/off control and provides an interface to the cockpit control unit,
hand controller and interfacing for FLIR slaving capability.
The Cockpit Controller unit includes all switches for searchlight power ON/
OFF, function selection and provides displays to indicate filter number and cur-
rent system status. The controller does not have a joystick for light direction,
however, inputs are available for light azimuth and elevation control by collec-
tive landing light 5 way switch inputs.
The Pendant Grip Controller also provides switches for searchlight power ON/
OFF, function selection and provides displays to indicate filter number and cur-
rent system status. The Pendant Controller also includes a joystick to control
the light azimuth and elevation. Selection of the Pendant Grip Controller to
operate the system is via the Cockpit controller.

TRAKKABEAM A800 OPERATION

On the cockpit controller selecting the A800 SYS PWR switch to ON the sys-
tem performs Power-On-Self-Test (POST). This should take around 12 sec-
onds, however, if the gimbal has not been stowed previously before power
down or the searchlight hit the mechanical stops during the previous flight, it
will take 60 seconds. Upon completion of the POST, the searchlight will travel
to the STOW position and the STOW light will flash while the searchlight is
moving then steady when it is in the STOW position. The A800 will only
respond to the DEPLOY command when in the STOW position, no other but-
tons will function. Depressing the DEPLOY switch will move and point the
searchlight in a preset direction ready for turning the lamp ON. When in
DEPLOY, all of the control functions become active. To start the lamp the ARM
switch, on the cockpit controller, must be selected ON then by depressing the
Lamp ON/OFF button the lamp illuminates and extinguished by depressing
the Lamp ON/OFF switch again.
The searchlight filter may be selected prior to starting the lamp or any time
after the lamp has been ignited. The filter is changed by depress the FILTER
SEL switch until the display shows the desired position number and then
select the FILTER ENT switch to activate.
During the POST process, the filter wheel will rotate to the preset HOME posi-
tion (normally white light position).
Moving the ZOOM switch a wider beam or a narrow beam can be selected.
The searchlight is directed by either the pilot or copilot collective joystick as
selected by the PILOT/COPILOT/CREW switch on the controller. Moving the
joystick to the left or right for azimuth control and up or down for elevation con-
trol. The azimuth and elevation speed increases as the joystick is moved fur-
ther to it maximum deflection. When CREW is selected the control is handed
over to the Pendant Controller which has similar functioning buttons and a joy-
stick to control searchlight direction.
Selecting the SLAVE mode the searchlight will track the movement of the host
equipment e.g. FLIR (if installed). When operating in the SLAVE mode, the
system will still respond to all the manual controls while the joystick control is
used to adjust for parallax error and align the searchlight beam to the FLIR tar-
get if required.

ICN-89-A-155000-G-00001-04179-A-001-01
Figure S19-1 Trakkabeam A800 Searchlight and Gimbal

ICN-89-A-155000-G-00001-04180-A-001-01
Figure S19-2 A800 Cockpit Controller (for reference only)

1 7 8
Pilot/Observer
2
C/Slave LED Dim
9
Master
Power
Filter
Lamp ON
10
3 Unit Status
11
4 Deploy Stow
5 12
13
14 1 Pilot / Observer (port 1 only) 15

2 Camera / Slave
3 Lamp ON (LED indicator)
4 Deploy
5 System Power ON / OFF
6 Lamp ON / OFF
7 CAM LED
8 Seven Segment Display
9 LED Dim
10 Unit Status
11 Stow
12 Filter Select / Engage
13 Joystick
14 Zoom Toggle Switch
15 Input Connector
ICN-89-A-155000-G-00001-04181-A-001-01
Figure S19-3 A800 Pendant Controller

ICN-89-A-155000-G-00001-07104-A-001-01
Figure S19-4 Collective Grip (Pilot and Copilot)

TYPE OF OPERATION
Operation of the Trakkabeam A800 searchlight is prohibited in IFR.

After Trakkabeam A800 searchlight installation, the new empty weight and CG
location must be determined.
AIRSPEED LIMITATIONS (KIAS)

Maximum airspeed with A800 stowed ...........................................VnePower ON
Maximum airspeed to move A800 searchlight .................................. 140 KIAS
TRAKKABEAM A800 LIMITATIONS
— The A800 light must be OFF:
• in cloud or fog conditions (unless suitable filters are available and

selected)
— A800 must be in the STOW position for Take Off and Landing.
CAUTION
Adequate consideration must be given to the dangers of blind-
ing personel (with either white light or IR) and the risk to inflam-
mable material.
PLACARDS
DO NOT USE HIGH INTENSITY LIGHTS

IN FOG/CLOUD CONDITIONS
In View of Pilot

Rev. 1

Note
For full information on the Trakkabeam A800 searchlight opera-
tion refer to INSTALLATION AND OPERATION MANUAL, ATA
Ref 33-45-00 latest issue.
AREA N°6 (Fuselage Left Hand Side)
1. A800 searchlight — Secure and wiring properly

connected.
— Check lens for cleanliness and
security.
1. SYS PWR switch (on pendant — Confirm OFF.

controller (if fitted) and cockpit
controller)

SYSTEM CHECK
Trakkabeam A800 checks
1. EDCU C/B LIGHTS page — Confirm SEARCH LT CB ON
2. SYS PWR switch (on cockpit — Set to ON, check POST process
controller) completes successfully and STOW
light illuminates steady.
Note
Normal POST process should take 12 seconds, however, if the
searchlight was powered down before STOW selected, or the
mechanical limit stops were impacted by the searchlight
(e.g.due to turbulent flight), during the previous operation this
check will take longer.
3. DEPLOY switch — Select and confirm DEPLOY light

steady.
4. UP/LEFT/DOWN/RT on joystick — Move control and verify correct

(collective or pendant controller movement of searchlight.
as selected)
5. STOW switch (on cockpit controller — Select to stow searchlight,

or pendant controller) confirm STOW light steady.
6. Pendant Controller (if used) — As required or stow in stowage

box on rear of interseat console.
Note
Prior to Take-Off the searchlight SYS PWR should be ON and
the STOW position selected.

IN FLIGHT
Trakkabeam A800 procedure
CAUTION
Do not direct the beam towards other aircraft or vehicles to pre-
vent temporary blinding effect.
Note
When operating A800 searchlight, magnetic compass indication
is not reliable.
Note
SYS PWR select to ON, if carried out in flight, must be done at
an airspeed below 40 KIAS to allow the POST process to com-
plete satisfactorily.
1. A800 SYS PWR switch — Confirm ON.
2. DEPLOY switch — Select and confirm DEPLOY light

steady
3. ARM switch — Select ON
4. LAMP switch — Select ON
5. Cockpit controller — Select Pilot/Copilot/Crew as

required.
6. UP/LEFT/DOWN/RT — As required to direct light.

switch (selected joystick)
7. FILTER and ZOOM buttons — As required to filter and zoom light

beam as desired.

SLAVING to FLIR
8. SLAVE button — Press to slave A800 to FLIR.
When A800 operations completed:
9. LAMP switch — Select to switch lamp OFF.
10. STOW switch — Select to STOW searchlight.
11. ARM switch — Select off
Note
If the STOW switch is selected with the lamp illuminated the
lamp will extinguish automatically before moving to the STOW
position.
Note
If the searchlight is not expected to be used for an extended
length of time, the system should be selected to STOW.
CAUTION
Adequate consideration must be given to the dangers of blind-
ing personel (with either white light or IR) and the risk to inflam-
mable material.
1. A800 searchlight — Confirm STOW selected, STOW

light steady.
2. Pendant Control (if used) — Stow in stowage provided.
Note
Prior to landing or when the searchlight is not expected to be
used for an extended length of time, the system should be
selected to STOW.

Rev. 1
POST SHUTDOWN CHECKS
1. A800 searchlight — Confirm STOW selected
2. SYS PWR switch — Select OFF.
Note
Prior to selecting SYS PWR to OFF the lamp should be
selected OFF or STOW selected for a minimum of 2 minutes.

ELECTRICAL SYSTEM
1. A800 searchlight — Select STOW and confirm stow

light steady
— Set to SYS PWR to OFF.

When the Trakkabeam A800 Searchlight is installed, aircraft performance is
affected by the installation.

TRAKKA BEAM A800 LONGITUDINAL AND LATERAL MOMENT ARMS

When the A800 searchlight is installed/removed the following Longitudinal and
Lateral Moment arms are applicable for the Weight and Balance Calculations.
Trakka Searchlight kit complete .............................................................36.7 kg
STN .....................................................................................................3359 mm
BL...................................................................................................... -1377 mm
Trakka Searchlight white with filters .......................................................17.8 kg
STN .....................................................................................................3494 mm
BL...................................................................................................... -1779 mm
Trakka Searchlight boom installation .......................................................3.8 kg
STN .....................................................................................................3177 mm
BL...................................................................................................... -1310 mm


Document N° Heated Windshield
189G0290X002 System

SUPPLEMENT 20
HEATED WINDSHIELD SYSTEM

P/N 8G5610F00211
ISSUE 1 : 26 FEBRUARY 2015

Heated Windshield Document N°
System 189G0290X002

Document N° Heated windshield
189G0290X002 System
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
N° 10052434

System 189G0290X002

189G0290X002 System

Page Revision N°
Title 0
A-1 and A-2 0
B-1 and B-2 0
S20-i and S20-ii 0

S20-1 thru S20-3 0
S20-4 0

System 189G0290X002

189G0290X002 System
SUPPLEMENT 20
HEATED WINDSHIELD SYSTEM
TABLE OF CONTENTS
Page

SYSTEM CHECKS ...................................................................................................... S20-2
PRE-SHUTDOWN CHECK.......................................................................................... S20-2
ADVISORY CAPTIONS ............................................................................................... S20-2

WINDSHIELD HEATER DEGRADED ......................................................................... S20-3
WINDSHIELD HEATER FAIL- ..................................................................................... S20-3
SECTION 4 - PERFORMANCE DATA.................................................................S20-3

PART II - MANUFACTURER’S DATA .................................................................S20-4
SECTION 6 - WEIGHT AND BALANCE..............................................................S20-4
FOR TRAINING ONLY Page S20-i

System 189G0290X002
LIST OF FIGURES
Figure Page
Figure S20-1 ECDU Ice Protectional page with Windshield Heating Control................ S20-1
Page S20-ii FOR TRAINING ONLY

189G0290X002 System
GENERAL INFORMATION
The heated windshield system (P/N 8G5610F00211) allows heating of the
windshield to clear mist/frost conditions which could impede visibility for the
flight crew. The kit consists of two independent systems, one for the pilot and
one for the copilot.
Each system comprises of a control box with in-built inverter (to convert the
aircraft 28VDC to 115VAC), a heated windshield unit with 3 temperature sen-
sors (only the center part of the screen is heated) and, incorporated in the
ECDU the ON/OFF selection. See Figure S20-1.
When selected ON the associated control box controls the heating of the
windshield and temperature sensors within the windshield for any failure con-
ditions. The windscreen heating is automatically switched OFF if any tempera-
ture sensor reaches 82° C. The state of the system is indicated to the pilot on
the CAS window from signals sent by the controller to the AMMC.
ICE PROTECTION
WSHLD HTR
>OFF | ON
ICE DET
>OFF
>ON
>TEST
<MENU
BRT MENU STAT ALRT MNT PRV
DIM NXT
ELEC FUEL HYD LT
ICN-89-A-155020-G-A0126-01001-A-001-01
Figure S20-1 ECDU Ice Protectionl page with Windshield Heating Control

System 189G0290X002

After installation of the Heated Windshield System, the new empty weight and
SYSTEM CHECKS
1. ECDU ICE protection page — Select WSHLD HTR ON and

confirm green CAS advisory
message 1-2 WSHLD HTR ON
illuminates.
Switch OFF or as required.
1. ECDU ICE protection page — Select WSHLD HTR ON and

illuminates.
PRE-SHUTDOWN CHECK
1. ECDU ICE protection page — Select WSHLD HTR OFF and

extinguishes.
ADVISORY CAPTIONS

1(2) WSHLD HTR ON CoPilot (Pilot) windshield heater switched to
ON

189G0290X002 System

PROCEDURES
WINDSHIELD HEATER DEGRADED
1(2) WSHLD HTR DEGR
Copilot (Pilot) windshield heater

degraded operation
- Continue flight
- Select WSHLD HTR OFF then ON
If caution remains be aware that the
windshield heater system may fail.
WINDSHIELD HEATER FAIL
1(2) WSHLD HTR FAIL
Copilot (Pilot) windshield heater

system not functioning
- Select WSHLD HTR OFF then ON
If caution remains:
- Depending on severity of windshield
mist/frost consider exiting the weather
conditions as soon as possible, turning
VENT fans ON and HEATER ON.

No Change.

System 189G0290X002

No Change.

Document N° Weight Extension
189G0290X002 8600 kg

SUPPLEMENT 21
WEIGHT EXTENSION 8600 KG


Weight Extension Document N°
8600 kg 189G0290X002

189G0290X002 8600 kg
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
N° 10051761
N° 10053254
dated 7 May 2015

8600 kg 189G0290X002

189G0290X002 8600 kg

Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S21-i thru S21-vi 0

S21-1 thru S21-7 0
S21-8 1
S21-9 thru S21-98 0

8600 kg 189G0290X002

189G0290X0002 8600 kg
SUPPLEMENT 21
WEIGHT EXTENSION 8600 KG
TABLE OF CONTENTS
Page
PART I EASA APPROVED

GENERAL INFORMATION .............................................................................S21-1
SECTION 1 - LIMITATIONS ................................................................................S21-1

GENERAL.................................................................................................................... S21-1
WEIGHT AND CENTER OF GRAVITY LIMITATIONS........................................S21-1

CENTRE OF GRAVITY ............................................................................................... S21-2
AIRSPEED LIMITATIONS ........................................................................................... S21-2
CATEGORY A AIRSPEED LIMITATIONS................................................................... S21-2
GROUND SPEED LIMITATIONS ................................................................................ S21-2
ALTITUDE LIMITATIONS ............................................................................................ S21-3
AMBIENT AIR TEMPERATURE LIMITATIONS (OAT) ............................................... S21-3
CATEGORY B OPERATION LIMITATIONS................................................................ S21-3
HEIGHT-VELOCITY LIMITATIONS............................................................................. S21-3
CATEGORY A OPERATION LIMITATIONS................................................................ S21-4
SLOPE LIMITATIONS ................................................................................................. S21-4
WHEEL BRAKE LIMITATIONS ................................................................................... S21-4
HOIST OPERATION LIMITATIONS ............................................................................ S21-4
DITCHING CONFIGURATIONS LIMITATIONS .......................................................... S21-4
SECTION 2 - PROCEDURES............................................................................S21-28
CATEGORY A CLEAR AREA PROCEDURES.................................................S21-28
AIRSPEED DEFINITIONS VTOSS/VBLSS ............................................................... S21-28
TAKE OFF DECISION POINT (TDP) ........................................................................ S21-28
LANDING DECISION POINT (LDP) .......................................................................... S21-28

PROCEDURES ..................................................................................................S21-30

LOW SPEED MANOEUVRES IN QUARTERING FLIGHT........................................ S21-30

8600 kg 189G0290X002
Page
HEIGHT VELOCITY ENVELOPE ......................................................................S21-39
SINGLE ENGINE FAILURE IN HOVER OGE SAFE VERTICAL REJECT................ S21-39
SINGLE ENGINE FAILURE IN HOVER OGE FLYWAY............................................ S21-39
HOVER CEILING...............................................................................................S21-45
TAKE OFF AND LANDING CATEGORY B ......................................................S21-62
CAT A CLEAR AREA TAKE OFF AND LANDING DISTANCES,
PATH 1 & 2 CLIMB GRADIENTS......................................................................S21-62
W.A.T. CHARTS ........................................................................................................ S21-62
REJECTED TAKE OFF DISTANCE OEI ................................................................... S21-62
CONTINUED TAKE OFF DISTANCE OEI................................................................. S21-62
BALKED LANDING DISTANCE................................................................................. S21-62
LANDING DISTANCES.............................................................................................. S21-62
TAKE OFF FLIGHT PATH 1 ...................................................................................... S21-63
LEVEL FLIGHT ACCELERATION ............................................................................. S21-63
TAKE OFF FLIGHT PATH 2 ...................................................................................... S21-63
RATE OF CLIMB ...............................................................................................S21-81

NOISE CHARACTERISTICS.............................................................................S21-98

189G0290X0002 8600 kg
LIST OF FIGURES
Figure Page
Figure S21-1 Weight and Longitudinal CG Limitations ................................................. S21-5
Figure S21-2 Weight and Lateral CG Limitations.......................................................... S21-6
Figure S21-3 Weight and Longitudinal CG Limitations (Imperial Units)........................ S21-7
Figure S21-4 Weight and Lateral CG Limitations (Imperial Units) ................................ S21-8
Figure S21-5 Airspeed Envelope (Vne-Power On, OEI/Power Off) .............................. S21-9
Figure S21-6 Altitude and OAT Limitations for Weight Extension to 8600 kg ............. S21-10
Figure S21-7 CAT B WAT Limitations, HIGE Take Off and Landing
Anti Ice OFF, Heater OFF/ON, Weight Extension to 8600 kg ................S21-11
Figure S21-8 CAT B WAT Limitations Table, HIGE Take Off and Landing
Anti Ice OFF, Heater OFF/ON, Weight Extension to 8600 kg ............... S21-12
Figure S21-9 CAT B WAT Limitations, HIGE Take Off and Landing Anti Ice ON,
Heater OFF/ON, Weight Extension to 8600 kg ..................................... S21-13
Anti Ice ON, Heater OFF/ON, Weight Extension to 8600 kg................. S21-14
Figure S21-11 CAT B WAT Limitations, Rolling Take Off Anti Ice OFF,
Figure S21-12 CAT B WAT Limitations Table, Rolling Take Off Anti Ice OFF,
Figure S21-13 CAT B WAT Limitations, Rolling Take Off Anti Ice ON,
Figure S21-14 CAT B WAT Limitations Table, Rolling Take Off Anti Ice OFF,
Figure S21-15 WAT for HIGE Controllability AEO 5 min, Anti Ice OFF,
Heater OFF, Weight Extension to 8600 kg ............................................ S21-19
Figure S21-16 WAT Table for HIGE Controllability AEO 5 min, Anti Ice OFF,
Figure S21-17 WAT for HIGE Controllability AEO 5 min, Anti Ice ON,
Heater OFF, Weight Extension to 8600 kg kg ....................................... S21-21
Figure S21-18 WAT Table for HIGE Controllability AEO 5 min, Anti Ice ON,
Heater ON, Weight Extension to 8600 kg ............................................. S21-23
Heater ON, Weight Extension to 8600 kg ............................................. S21-25
Heater ON, Weights Extension to 8600 kg............................................ S21-26
Figure S21-23 Wind/Ground/Air Speed Azimuth Envelopes for
Hover IGE and OGE Controllability....................................................... S21-27
Figure S21-24 VTOSS/VBLSS Calculation Chart Weights above 8300 kg .................. S21-29

8600 kg 189G0290X002
Figure Page
Figure S21-25 WAT for HOGE Controlability AEO 5 min, Anti Ice OFF,
Figure S21-26 WAT for HOGE Controlability AEO 5 min, Anti Ice ON
Heater ON, Weight Extension to 8600 kg.............................................. S21-33
Figure S21-28 WAT for HOGE Controlability AEO 5 min, Anti Ice ON,
Heater ON Weight Extension to 8600 kg............................................... S21-38
Figure S21-33 Chart A Flyaway Transfer Value for Weight
Extension to 8600 kg............................................................................. S21-40
Figure S21-34 Chart B Height Loss During Flyaway Anti Ice OFF,
Figure S21-35 Chart B Height Loss During Flyaway Anti Ice ON,
Figure S21-36 Height Loss During Flyaway Table 8300 kg and 8600 kg ,
Anti Ice OFF, Heater OFF/ON ............................................................... S21-43
Figure S21-37 Height Loss During Flyaway Table 8300 kg and 8600 kg,
Anti Ice ON, Heater OFF/ON................................................................. S21-44
Figure S21-38 Hover Ceiling IGE at AEO 5 min, Anti Ice OFF, Heater OFF,
Weight Extension to 8600 kg................................................................. S21-46
Figure S21-39 Hover Ceiling IGE at AEO 5 min, Anti Ice ON,
Figure S21-40 Hover Ceiling IGE at AEO 5 min, Anti Ice OFF,
Figure S21-41 Hover Ceiling IGE at AEO 5 min, Anti Ice ON,
Figure S21-42 Hover Ceiling OGE at AEO 5 min, Anti Ice OFF, Heater OFF,
Wind Effect Unfactored, Weight Extension to 8600 kg.......................... S21-50
Figure S21-43 Hover Ceiling OGE at AEO 5 min, Anti Ice ON, Heater OFF,
Figure S21-44 Hover Ceiling OGE at AEO 5 min, Anti Ice OFF, Heater ON,
Figure S21-45 Hover Ceiling OGE at AEO 5 min, Anti Ice ON, Heater ON,
Wind Effect Unfactored, Weight Extension to to 8600 kg...................... S21-53

189G0290X0002 8600 kg
Figure Page
Figure S21-50 Hover Ceiling OGE at AEO MCP, Anti Ice OFF, Heater OFF,
Figure S21-51 Hover Ceiling OGE at AEO MCP, Anti Ice ON, Heater OFF,
Figure S21-54 CAT B Take Off Distance Anti Ice OFF, Heater OFF,
Figure S21-55 CAT B Take Off Distance Anti Ice OFF, Heater ON,
Figure S21-56 CAT B Take Off Distance Anti Ice ON, Heater OFF,
Figure S21-57 CAT B Take Off Distance Anti Ice ON, Heater ON,
Figure S21-58 CAT B Landing Distance Anti Ice OFF, Heater OFF,
Figure S21-59 CAT B Braking Distance Anti Ice OFF, Heater OFF,
Figure S21-60 CAT B Landing Distance Anti Ice ON, Heater OFF,
Figure S21-61 CAT B Braking Distance Anti Ice ON, Heater OFF,
Figure S21-62 CAT A Clear Area Temperature and Altitude Limitations for
Figure S21-63 CAT A Clear Area Procedure Weight Limitations, Anti Ice OFF,
Heater OFF/ON for Weight Extension to 8600 kg ................................. S21-73
Figure S21-64 CAT A Clear Area Procedure Weight Limitations Table,
Anti Ice OFF, Heater OFF/ON for Weight Extension to 8600 kg ........... S21-74
Figure S21-65 CAT A Clear Area Procedure Weight Limitations, Anti Ice ON,
Heater OFF/ON for Weight Extension to 8600 kg ................................. S21-75
Anti Ice ON, Heater OFF/ON for Weight Extension to 8600 kg............. S21-76
Figure S21-67 CAT A Clear Area PATH 1 Gradient Gross Weight 8600 kg
Anti Ice OFF, Heater OFF ..................................................................... S21-77
Anti Ice ON, Heater OFF....................................................................... S21-78
FOR TRAINING ONLY Issue 1 Page S21-v

8600 kg 189G0290X002
Figure Page
Anti Ice OFF, Heater OFF...................................................................... S21-79
Anti Ice ON, Heater OFF ....................................................................... S21-80
Figure S21-71 ROC at AEO 5 min, Gross Weight 8600 kg,
Figure S21-73 ROC at 2.5 min OEI, Gross Weight 8600 kg,
Figure S21-74 ROC at OEI MCP, Gross Weight 8600 kg,
Anti Ice OFF, Heater ON ....................................................................... S21-86
Anti Ice ON, Heater ON......................................................................... S21-95
Page S21-vi Issue 1 FOR TRAINING ONLY

189G0290X002 8600 kg
GENERAL INFORMATION
This Supplement details the changes to the Basic RFM, to operate the aircraft
with a Weight Extension up to 8600 kg. This information is valid for all weights
in excess of the Basic RFM weight limit of 8300 kg.
GENERAL
For Limitations not included in this Supplement see Basic RFM and refer to
Supplement 4 Category A Operations Clear Area Procedures.
If the aircraft weight, at any time, exceeds 8300 kg the entire flight duration
and all Take Offs and Landings must be recorded as flight operations above
8300 kg in the helicopter log-book.
WEIGHT
Maximum gross weight for towing.........................................................8600 kg
Maximum gross weight for taxiing.........................................................8650 kg
Maximum gross weight for
CAT B HIGE Take Off and Landing .......................................................8600 kg
Refer CAT B W.A.T. Limits chart for
HIGE Take Off and Landing ............................. Figure S21-7 to Figure S21-10
Refer CAT B W.A.T.
Limits chart for Rolling Take Off
and Landing ................................................... Figure S21-11 to Figure S21-14
Maximum gross weight for
CAT A Take Off and Landing (Clear Area) ............................................8600 kg
Refer weight Limitations CAT A Take Off
and Landing Clear Area Procedure ................ Figure S21-63 to Figure S21-66

8600 kg 189G0290X002
CENTRE OF GRAVITY
Longitudinal limitations ........................................ Figure S21-1 & Figure S21-3
Lateral limitations (inc. Hoist Operations) ........... Figure S21-2 & Figure S21-4
CAUTION
Refer to Basic RFM Section 6 for loading instructions to not
exceed maximum allowable.
Vne(Power ON, OEI/Power OFF)................................................. Figure S21-5
Maximum airspeed in sideward or rearward flight ..................... Figure S21-23
Maximum allowable tailwind and crosswind ............................... Figure S21-23
CATEGORY A AIRSPEED LIMITATIONS

Maximum crosswind for Take Off and Landing CAT A
Clear Area Procedure ............................................................... 20 kts (10 m/s)
Take Off with tail wind component is prohibited.
On Paved Surfaces
Maximum taxi speed.............................................................................40 knots
Maximum for emergency landing speed
(nose wheel locked in fore and aft position) .........................................60 knots
On Prepared Grass Surfaces

Maximum taxi speed
(above 10 knots (18 km/hr) nose wheel locked in fore and
aft position) ...........................................................................................20 knots
Maximum for emergency landing speed...............................................20 knots

189G0290X002 8600 kg
Maximum operating altitude .....................................6000 ft (2000 m) Hp or Hd
Minimum operating altitude ...........................................................Figure S21-6
Maximum Take Off and landing altitude ........................................Figure S21-6
Maximum Altitude for CAT A Clear Area Take Off and
Landing .......................................................................................Figure S21-62
AMBIENT AIR TEMPERATURE LIMITATIONS (OAT)

Minimum temperature for ground starting ............................................... -40° C
Maximum ambient air temperature ............................................. Figure S21-6
Minimum ambient air temperature .............................................. Figure S21-6
CATEGORY B OPERATION LIMITATIONS

The CAT B W.A.T. charts and tables, Figure S21-7 to Figure S21-10, are used
to define the maximum weight extension for HIGE Take Off and Landing
weight for the given ambient conditions and zero wind.
The CAT B W.A.T. charts and tables, Figure S21-11 to Figure S21-14, are
used to define the maximum weight extension for Rolling Take Off and
Landing weight for the given ambient conditions and zero wind.
For CAT B Take Off and Landing with crosswind conditions up to 45 kts, the
lowest weight defined by either the appropriate CAT B WAT or the appropriate
WAT for HIGE controlability charts and tables Figure S21-15 to Figure S21-22
must be used.
CAT B Take Off and Landing with tail wind must be avoided.
HEIGHT-VELOCITY LIMITATIONS
The Height-Velocity envelope has been split between the high hover
conditions and the Take Off Corridor. The procedures and associated weights
defined in Section 4 guarantee that a Safe Vertical Reject or Flyaway can
always be carried out in a safe manner from a hover out of ground effect
following a single engine failure.

8600 kg 189G0290X002
A safe vertical reject can always be carried out from a HIGE condition up to
15 ft at Max Weight.
Cat B Take Off and Landing procedures and associated WAT charts, included
in this section, ensures the aircraft is within the take off corridore of the H-V
envelope.
CATEGORY A OPERATION LIMITATIONS
Weight
The CAT A W.A.T. charts for Clear Area (Figure S21-62 to Figure S21-66),
T-O and Landing procedure, are used to define the maximum take off and
landing weight for the given ambient condition.
SLOPE LIMITATIONS
Sloped Take Off and Landing are limited to the following:
Nose up ........................................................................................................10°
Nose down....................................................................................................10°
Left wing low.................................................................................................10°
Right wing low ..............................................................................................10°
WHEEL BRAKE LIMITATIONS

Maximum running speed
for brake application ......................................................... 60 knots (110 km/hr)
Parking on slopes up to 10° is permitted for a maximum of 1 hour.
HOIST OPERATION LIMITATIONS

Hoist operations with weights between 8300 and 8600 kg refer Supplement 16
as appropriate.
DITCHING CONFIGURATIONS LIMITATIONS

Ditching Configurations (see Supplement 6) are approved for weights up to
8600 kg.

8800
8600
5.1 66 m 5.4 87 m
EASA Approved
8600 kg 8600 kg
8400
8200 5.1 38 m 5.5 03 m

8300 kg 8300 kg
8000
7800
7600
7400
7200 5.5 70 m
5.0 29 m
7000 7154 kg 7100 kg
6800
W e ig ht [K g ]
6600
Document N°
AW189 - RFM
6400
189G0290X002
5.0 53 m
FOR TRAINING ONLY

6200 6425 kg
6000
5800
5600
5400
5.2 92 m 5.4 77 m
5200
MAST 5400 kg 5400 kg
Issue 1
5000
4,95 5,05 5,15 5,25 5,35 5,45 5,55
Figure S21-1 Weight and Longitudinal CG Limitations

1 8 9 G 0 8 4 0 W 0 0 4 Re v D STA [m ] ICN - 89 - A - 1 5 5 0 2 1 - G - A 0 1 2 6 - 0 0 0 0 1 - A - 01-1
8600 kg
Weight Extension
Supplement 21
Page S21-5
8600 kg 189G0290X002
8800
- 0.089 m + 0.1 03 m
8600 kg 8600 kg
8600
8400
8200
- 0,09 m + 0,1 06 m
8300 kg 8300 kg
8000
7800
7600
7400
7200
W eig ht [kg ]
7000
+ 0.1 22 m
6800 6843 kg
6600 - 0.097 m
6529 kg
6400
6200
6000
5800
5600
5400
- 0.026 m + 0.0 48 m
5400 kg MAS T 5400 kg
5200
- 0,12 - 0,08 - 0,04 0 0,04 0,08 0,12
BL [m]
1 8 9 G 0 8 4 0 W 0 0 4 Re v D ICN - 89 - A - 1 5 5 0 2 1 - G - A 0 1 2 6 - 0 0 0 0 2 - A - 01 -1
Figure S21-2 Weight and Lateral CG Limitations

19500
20 3.4 i n 21 6.0 i n
19000 18 96 0 l b
18 96 0 l b
EASA Approved
18500
18000
20 2.3 i n 2 1 9 .6 in
17500 18 30 0 l b 1 8 3 0 0 lb
17000
16500
16000
19 8.0 i n 21 9.3 i n
15500 15 77 5 l b 15 65 6 l b
15000
W e ig h t [L b ]
14500
Document N°
AW189 - RFM
189G0290X002
14000 19 8.9 i n
FOR TRAINING ONLY

14 16 7 l b
13500
13000
12500
12000
20 8.3 i n 21 5.6 i n
11500
M ast 11 90 0 l b 11 90 0 l b
Issue 1
11000
195 200 205 210 215 220
1 8 9 G0 8 4 0 W0 0 4 Rev D STA [in che s] ICN - 89 - A - 155021 - G - A012 6 - 0 0003 - A - 01 - 1
Figure S21-3 Weight and Longitudinal CG Limitations (Imperial Units)

8600 kg
Weight Extension
Supplement 21
Page S21-7
8600 kg 189G0290X002
19500
- 3.50 in +4. 06 in
18 96 0 lb 18 96 0 l b
19000
18500
- 3.54 i n +4. 2 in
18000
18 30 0 l b 18 30 0 l b
17500
17000
16500
16000
W eight [lb]
15500
+4. 8 in
15000 15 08 9 l b
- 3.8 i n
14500
13 35 6 l b
14000
13500
13000
12500
12000
- 1.01 in 1.89 in
11 90 0 l b MAST 11 90 0 lb
11500
-5 -4 -3 -2 -1 0 1 2 3 4 5
BL [inches]
189G 0840 W004 Rev D ICN - 89 - A - 155021 - G - A0126 - 00004 - A - 02 - 1
Figure S21-4 Weight and Lateral CG Limitations (Imperial Units)

Rev. 1
AIRSPEED LIMITATION
PRESSURE ALTITUDE [m X 100]

-3 0 3 6 9 12 15 18
0 °C
+4
OA
EASA Approved
ISA T=
IT
-3
T LIM
OA OA
0° C
T=
-3
55 50
5° C
OA
40
T =-
30
40°
C
20
10
-10
-20
Document N°
AW189 - RFM
189G0290X002
FOR TRAINING ONLY

OEI
-30
POWER OFF
NE
POWER ON
NE
V
V
NE
V
-40
Issue 1
Figure S21-5 Airspeed Envelope (Vne-Power On, OEI/Power Off)
-1 0 1 2 3 4 5 6 110 120 130 140 150 160 170
PRESSURE ALTITUDE [ft X 1000] V [kIAS]
189G1580A003 Rev.A NE ICN-89-A-155021-G-A0126-00005-A-01-1
8600 kg
Weight Extension
Supplement 21
Page S21-9
8600 kg 189G0290X002
AW189
FLIGHT ENVELOPE
OAT - [°F]
-50-40-30-20-10 0 10 20 30 40 50 60 70 80 90 110 130
10000
3000
Minimum GW
permitted 2800
9000
for area A
6000 kg 2600
8000 2400
2200
7000
2000
6000 1800

1600
5000
1400
Hd
MINIMUM OAT LIMIT
LI
4000
MI
1200
T
60
00
1000
ft
3000
800
Hd
LI
M
OAT LIM
2000 600
IT
35
00
TAKE OFF and 400

Hd
1000
t
LANDING
IT
L IM
ENVELOPE 200
ISA+40°
IT
-50
Hd
Ar 400
0 0
00
ea
-7
C
ft
A
-200
ft
-50 -40 -30 -20 -10 0 10 20 30 40 50 60

OAT - [°C]
189G1580A003 Rev.A ICN-89-A-155021-G-A0126-00006-A-01-1
Figure S21-6 Altitude and OAT Limitations for Weight Extension to

8600 kg

189G0290X002 8600 kg
Cat.B HIGE Take OFF/Landing
Heater: OFF/ON

180 185 190
6
5 1.5
P res s ure A ltitude - [m x 1000]

4
P res s ure A ltitude - [ft x 1000]
-1 0
-20
Hd 0 1
10
3 lim
it 3
50
0f
t
2
OAT/HP range:
0.5
see TO/Landing Envelope
on SECTION 1
1
0 0
81 82 83 84 85 86 87
189G1580A003 Rev.B ICN-89-A-155021-G-A0126-00007-A-02-1
Figure S21-7 CAT B WAT Limitations, HIGE Take Off and Landing
Anti Ice OFF, Heater OFF/ON, Weight Extension to 8600 kg

8600 kg
Page S21-12
Supplement 21

Weight Extension
OAT [°C]
Issue 1
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8600 8600 8600 8600 8600 8600 8600 8600 8600 8276
-500 8600 8600 8600 8600 8600 8600 8600 8600 8600 8106
0 8600 8600 8600 8600 8600 8600 8600 8600 8600
500 8600 8600 8600 8600 8600 8600 8600 8600 8600
1000 8600 8600 8600 8600 8600 8600 8600 8600
1500 8600 8600 8600 8600 8600 8600 8600 8600
2000 8600 8600 8600 8600 8600 8600 8600
2500 8600 8600 8600 8600 8600 8600
Document N°
AW189 - RFM
189G0290X002
3000 8600 8600 8600 8600 8600 8556

3500 8600 8600 8600 8570 8495
4000
4500
FOR TRAINING ONLY

5000
5500
6000
189G1580A003 Rev.B ICN-89-A-155021-G-A0126-00009-A-02-1
Anti Ice OFF, Heater OFF/ON, Weight Extension to 8600 kg

NOTE: SHADED CELLS ARE OUTSIDE THE PERMITTED ENVELOPE
AND ARE INCLUDED FOR INTERPOLATION PUPOSES ONLY
EASA Approved
189G0290X002 8600 kg
Cat.B HIGE Take OFF/Landing
Heater: OFF/ON

180 185 190
6
5 1.5

4
-1 0 -2 0 1
3
0
10
2
0.5
0 0
81 82 83 84 85 86 87
189G1580A003 Rev.B ICN-89-A-155021-G-A0126-00008-A-02-1
Figure S21-9 CAT B WAT Limitations, HIGE Take Off and Landing Anti Ice
ON, Heater OFF/ON, Weight Extension to 8600 kg

8600 kg
Page S21-14
Supplement 21

Weight Extension
OAT [°C]
Issue 1
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8600 8600 8600 8600 8600 8600
-500 8600 8600 8600 8600 8600 8600
0 8600 8600 8600 8600 8600 8600
500 8600 8600 8600 8600 8600 8600
1000 8600 8600 8600 8600 8600 8600
1500 8600 8600 8600 8600 8600 8600
2000 8600 8600 8600 8600 8600 8513
2500 8600 8600 8600 8600 8600 8347
Document N°
AW189 - RFM
3000
189G0290X002
8600 8600 8591 8533 8477 8181

3500 8600 8600 8439 8383 8331 8014
4000
4500
FOR TRAINING ONLY

5000
5500
6000
189G1580A003 Rev.B ICN-89-A-155021-G-A0126-00010-A-02-1
Anti Ice ON, Heater OFF/ON, Weight Extension to 8600 kg

EASA Approved
189G0290X002 8600 kg
Heater: OFF/ON

180 185 190
6 -
5 1.5

4
1
3 OAT/HP range:
see TO/Landing Envelope
on SECTION 1
2
0.5
0 0
81 82 83 84 85 86 87
Figure S21-11 CAT B WAT Limitations, Rolling Take Off Anti Ice OFF,
Heater OFF/ON, Weight Extension to 8600 kg

8600 kg
Page S21-16
Supplement 21

Weight Extension
OAT [°C]
Issue 1
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8600 8600 8600 8600 8600 8600 8600 8600 8600 8276
-500 8600 8600 8600 8600 8600 8600 8600 8600 8600 8106
0 8600 8600 8600 8600 8600 8600 8600 8600 8600
500 8600 8600 8600 8600 8600 8600 8600 8600 8600
1000 8600 8600 8600 8600 8600 8600 8600 8600
1500 8600 8600 8600 8600 8600 8600 8600 8600
2000 8600 8600 8600 8600 8600 8600 8600
2500 8600 8600 8600 8600 8600 8600
Document N°
AW189 - RFM
189G0290X002
3000 8600 8600 8600 8600 8600 8600

3500 8600 8600 8600 8600 8600
4000
4500
FOR TRAINING ONLY

5000
5500
6000
OFF, Heater OFF/ON, Weight Extension to 8600 kg

189G1580A003 Rev.B ICN-89-A-155021-G-A0126-00013-A-02-1

Figure S21-12 CAT B WAT Limitations Table, Rolling Take Off Anti Ice
EASA Approved
189G0290X002 8600 kg
Heater: OFF/ON

180 185 190
6
5 1.5
0 ft

4
imi t 350
Hd l
0 1
3 -10 and below
10
2
0.5
0 0
81 82 83 84 85 86 87
Figure S21-13 CAT B WAT Limitations, Rolling Take Off Anti Ice ON,

8600 kg
Page S21-18
Supplement 21

Weight Extension
OAT [°C]
Issue 1
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8600 8600 8600 8600 8600 8600
-500 8600 8600 8600 8600 8600 8600
0 8600 8600 8600 8600 8600 8600
500 8600 8600 8600 8600 8600 8600
1000 8600 8600 8600 8600 8600 8600
1500 8600 8600 8600 8600 8600 8600
2000 8600 8600 8600 8600 8600 8513
2500 8600 8600 8600 8600 8600 8347
Document N°
AW189 - RFM
3000
189G0290X002
8600 8600 8600 8600 8600 8181

3500 8600 8600 8600 8600 8570
4000
4500
FOR TRAINING ONLY

5000
5500
6000
OFF, Heater OFF/ON, Weight Extension to 8600 kg

189G1580A003 Rev.B ICN-89-A-155021-G-A0126-00014-A-02-1
Figure S21-14 CAT B WAT Limitations Table, Rolling Take Off Anti Ice
EASA Approved
189G0290X002 8600 kg
for
5 min AEO HIGE CONTROLLABILITY Eng. AI: OFF
Heater: OFF

185 190
6 -10
5 0
1.5
4 10

1
3 20
30
2
0.5
40
1
MAX 50
OAT
LIM IT
0 55 0
83 83.5 84 84.5 85 85.5 86 86.5 87

189G1580A003 Rev.A ICN-89-A-155021-G-A0126-00015-A-01-1
Heater OFF, Weight Extension to 8600 kg

8600 kg
Page S21-20
Supplement 21

Weight Extension
OAT [°C]
Issue 1
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8600 8600 8600 8600 8600 8600 8600 8600 8600 8600 8600
-500 8600 8600 8600 8600 8600 8600 8600 8600 8600 8600 8600
0 8600 8600 8600 8600 8600 8600 8600 8600 8600 8600 8496
500 8600 8600 8600 8600 8600 8600 8600 8600 8600 8473
1000 8600 8600 8600 8600 8600 8600 8600 8600 8586 8320
1500 8600 8600 8600 8600 8600 8600 8600 8600 8431 8170
2000 8600 8600 8600 8600 8600 8600 8600 8551 8278 8022
2500 8600 8600 8600 8600 8600 8600 8600 8396 8128 7876
Document N°
AW189 - RFM
189G0290X002
3000 8600 8600 8600 8600 8600 8600 8524 8243 7979
3500 8600 8600 8600 8600 8600 8600 8368 8092 7833
4000 8600 8600 8600 8600 8600 8504 8214 7943 7689
4500 8600 8600 8600 8600 8600 8347 8063 7797
FOR TRAINING ONLY

5000 8600 8600 8600 8600 8493 8193 7913 7652
5500 8600 8600 8600 8600 8335 8041 7766
6000 8600 8600 8600 8491 8180 7891 7622
OFF, Heater OFF, Weight Extension to 8600 kg

189G1580A003 Rev.A ICN-89-A-155021-G-A0126-00019-A-01-1
Figure S21-16 WAT Table for HIGE Controllability AEO 5 min, Anti Ice
EASA Approved
189G0290X002 8600 kg
for
5 min AEO HIGE CONTROLLABILITY Eng. AI: ON
Heater: OFF

185 190
6 -10
5 0 1.5

4 10
1
3
2
0.5
0 0
83 83.5 84 84.5 85 85.5 86 86.5 87

189G1580A003 Rev.A ICN-89-A-155021-G-A0126-00016-A-01-1
Heater OFF, Weight Extension to 8600 kg kg

8600 kg
Page S21-22
Supplement 21

Weight Extension
OAT [°C]
Issue 1
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8600 8600 8600 8600 8600 8600
-500 8600 8600 8600 8600 8600 8600
0 8600 8600 8600 8600 8600 8600
500 8600 8600 8600 8600 8600 8600
1000 8600 8600 8600 8600 8600 8600
1500 8600 8600 8600 8600 8600 8600
2000 8600 8600 8600 8600 8600 8600
2500 8600 8600 8600 8600 8600 8600
Document N°
AW189 - RFM
189G0290X002
3000 8600 8600 8600 8600 8600 8600

3500 8600 8600 8600 8600 8600 8600
4000 8600 8600 8600 8600 8600 8504
4500 8600 8600 8600 8600 8600 8347
FOR TRAINING ONLY

5000 8600 8600 8600 8600 8493 8193
5500 8600 8600 8600 8600 8335 8041

6000 8600 8600 8600 8491 8180 7891
189G1580A003 Rev.A ICN-89-A-155021-G-A0126-00020-A-01-1
EASA Approved
189G0290X002 8600 kg
for
5 min AEO HIGE CONTROLLABILITY Eng. AI: OFF
Heater: ON

185 190
6 -10
5 0 1.5
10

4
1
3 20
2
0.5
0 0
83 83.5 84 84.5 85 85.5 86 86.5 87

189G1580A003 Rev.A ICN-89-A-155021-G-A0126-00017-A-01-1
Heater ON, Weight Extension to 8600 kg

8600 kg
Page S21-24
Supplement 21
Heater ON, Engine A.I. OFF

Weight Extension
OAT [°C]
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
Issue 1
-1000 8600 8600 8600 8600 8600 8600 8600
-500 8600 8600 8600 8600 8600 8600 8600
0 8600 8600 8600 8600 8600 8600 8600
500 8600 8600 8600 8600 8600 8600 8600
1000 8600 8600 8600 8600 8600 8600 8600
1500 8600 8600 8600 8600 8600 8600 8600
2000 8600 8600 8600 8600 8600 8600 8600
2500 8600 8600 8600 8600 8600 8600 8600
Document N°
AW189 - RFM
3000
189G0290X002
8600 8600 8600 8600 8600 8600 8524

3500 8600 8600 8600 8600 8600 8600 8368
4000 8600 8600 8600 8600 8600 8504 8214
4500 8600 8600 8600 8600 8600 8347 8063
FOR TRAINING ONLY

5000 8600 8600 8600 8600 8493 8193 7913
5500 8600 8600 8600 8600 8335 8041 7766

6000 8600 8600 8600 8491 8180 7891 7622
189G1580A003 Rev.A ICN-89-A-155021-G-A0126-00021-A-01-1
EASA Approved
189G0290X002 8600 kg
for
5 min AEO HIGE CONTROLLABILITY Eng. AI: ON
Heater: ON

185 190
6 -10
5 0 1.5

10
1
3
2
0.5
0 0
83 83.5 84 84.5 85 85.5 86 86.5 87

189G1580A003 Rev.A ICN-89-A-155021-G-A0126-00018-A-01-1

8600 kg
Page S21-26
Heater ON, Engine A.I. ON
Supplement 21
Weight Extension
OAT [°C]
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
Issue 1
-1000 8600 8600 8600 8600 8600 8600
-500 8600 8600 8600 8600 8600 8600
0 8600 8600 8600 8600 8600 8600
500 8600 8600 8600 8600 8600 8600
1000 8600 8600 8600 8600 8600 8600
1500 8600 8600 8600 8600 8600 8600
2000 8600 8600 8600 8600 8600 8600
2500 8600 8600 8600 8600 8600 8600
Document N°
AW189 - RFM
3000 8600 8600 8600 8600 8600 8600

189G0290X002
3500 8600 8600 8600 8600 8600 8557

4000 8600 8600 8600 8600 8600 8356
4500 8600 8600 8600 8600 8600 8155
FOR TRAINING ONLY

5000 8600 8600 8600 8600 8493 7956
5500 8600 8600 8600 8600 8335 7762
Heater ON, Weights Extension to 8600 kg

6000 8600 8600 8600 8491 8180 7573
189G1580A003 Rev.A ICN-89-A-155021-G-A0126-00022-A-01-1
EASA Approved
189G0290X002 8600 kg

OF WIND OF WIND
20 30 40 45 kts
-90° 90°
WIND
VELOCITY
-135° 135°
DIRECTION DIRECTION
OF WIND OF WIND
ICN-89-A-151000-A-A0126-04109-A-002-01
Figure S21-23 Wind/Ground/Air Speed Azimuth Envelopes for Hover IGE

and OGE Controllability

8600 kg 189G0290X002
SECTION 2 - PROCEDURES
CATEGORY A CLEAR AREA PROCEDURES

For CAT A Clear Area Take Off and Landing procedures for weights above
8300 kg the following are to be observed:
AIRSPEED DEFINITIONS VTOSS/VBLSS

Take Off Safety Speed (VTOSS/VBLSS)...................................... Figure S21-24
Best Rate of Climb Speed (VY) ............................................................80 KIAS
TAKE OFF DECISION POINT (TDP)

TDP ....................................................................... 30 ft (9 m) AGL and VTOSS

Height ......................................................................................50 ft (15 m) AGL
Airspeed ............................................................................................... 50 KIAS
Rate of Descent.................................................................Less than 400 ft/min

189G0290X002 8600 kg
80
78
76
74
72
e
lin
Vtoss/Vblss [kIAS]
ce
70
en
er
ef
R
68
66
64
62
60
58
56
0 4 8 12 16 20 24 28 32 36 40 44 48 50
Reported Headwind Component [kn]
189G1580A003 rev.A ICN-89-A-155321-G-A0126-00021-A-01-1
Figure S21-24 VTOSS/VBLSS Calculation Chart Weights above 8300 kg

8600 kg 189G0290X002

MALFUNCTION
PROCEDURES
No Change
LOW SPEED MANOEUVRES IN QUARTERING FLIGHT

For the weight extension to 8600 kg satisfactory stability and control has been
demonstrated for all azimuths shown in Figure S21-23 for wind speed in
accordance with the WAT curves for HIGE in Figure S21-15 to Figure S21-22
and HOGE in Figure S21-25 to Figure S21-32.

189G0290X002 8600 kg
for
5 min AEO HOGE CONTROLLABILITY
Eng. AI: OFF
183 184 185 186 187 188 189 190 191
6
-4
0
5 1.5
-3
0

4
-2
0
1
3
-1
0
2
0 0.5
10
1
20
30
0 0
40
50
83 83.5 84 84.5 85 85.5 86 86.5 87

189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00001-A-01-1

8600 kg 189G0290X002
for
Eng. AI: ON
183 184 185 186 187 188 189 190 191
6
-4
0
5 1.5
-3
0

4
-2
0 1
3
-1
0
2
0 0.5
10
1
0 0
83 83.5 84 84.5 85 85.5 86 86.5 87

189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00002-A-01-1
Figure S21-26 WAT for HOGE Controlability AEO 5 min, Anti Ice ON

189G0290X002 8600 kg
for
Eng. AI: OFF
183 184 185 186 187 188 189 190 191
6
-4
0
5 1.5
-3
0

4
-2
0 1
3
-1
0
2
0 0.5
10
1
20
0 0
83 83.5 84 84.5 85 85.5 86 86.5 87

189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00003-A-01-1

8600 kg 189G0290X002
for
Eng. AI: ON
183 184 185 186 187 188 189 190 191
6
-4
0
5 -3
0 1.5

4
-2
0 1
3
-1
0
2
0.5
0
1
10
0 0
83 83.5 84 84.5 85 85.5 86 86.5 87

189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00004-A-01-1

189G0290X002 8600 kg
for
Eng. AI: OFF
183 184 185 186 187 188 189 190 191
6
-4
0
5 1.5
-3
0

4
-2
0 1
3
-1
0
2
0 0.5
10
1
20
30
0 0
40
83 83.5 84 84.5 85 85.5 86 86.5 87

189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00005-A-01-1

8600 kg 189G0290X002
for
Eng. AI: ON
183 184 185 186 187 188 189 190 191
6
-4 0
5 1.5
-3
0

4
-2
0 1
3
-1
0
2
0 0.5
1 10
0 0
83 83.5 84 84.5 85 85.5 86 86.5 87

189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00006-A-01-1

189G0290X002 8600 kg
for
Eng. AI: OFF
183 184 185 186 187 188 189 190 191
6
-4
0
5 1.5
-3
0

4
-2
0 1
3
-1
0
2
0 0.5
10
1
20
0 0
83 83.5 84 84.5 85 85.5 86 86.5 87

189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00007-A-01-1

8600 kg 189G0290X002
for
Eng. AI: ON
183 184 185 186 187 188 189 190 191
6
-4
0
5 1.5
-3
0

4
-2
0
1
3
-1
0
2
0.5
0
1
0 0
10
83 83.5 84 84.5 85 85.5 86 86.5 87

189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00008-A-01-1
Heater ON Weight Extension to 8600 kg

189G0290X002 8600 kg
HEIGHT VELOCITY ENVELOPE

See Basic RFM Section 4 for maximum gross weight which permits a safe
vertical landing.
SINGLE ENGINE FAILURE IN HOVER OGE FLYWAY

The height loss during a single engine flyaway for combinations of weight,
altitude, temperature and airspeed indication for weights from 8300 kg to
8600 kg are shown in the Charts and Tables Figure S21-33 to Figure S21-37.
These charts are valid when the Flyaway procedure as detailed in the Basic
RFM Section 3 is used.

WEIGHT FACTOR CHART
for FLYAWAY computation
ROTOR 102%
8600 kg
Heater: OFF/ON
Pressure altitude - [m x 100]
Eng.AI: OFF
-2 0 2 4 6 8 10 12 14 16 18
Page S21-40
T
Supplement 21
IMI
TL
OA
Weight Extension
X
MA
55 50
Issue 1
40
30
20
10
-10
-20
00
00
83
86
Document N°
AW189 - RFM
189G0290X002
-30
Extension to 8600 kg
-40
FOR TRAINING ONLY

OAT - [°C]
________
ISA+40°C GW (kg)
------- ________

-1 0 1 2 3 4 5 6 6.5 7 7.5 8 8.5 9 9.5 10
Pressure altitude - [ft x 1000] TRANSFER VALUE
189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00009-A-01-1
EASA Approved
FLY AWAY HEIGHT LOSS
in Hover and from 20 KIAS to reach VFASS
ROTOR 102%
Heater: OFF/ON
Eng.AI: OFF
Pressure Altitude - [m x 100] KIAS - [m/s] Height loss - [m]
18 16 14 12 10 8 6 4 2 0 -2 0 5 10 15 20 25 70 60 50 40 30 20 10 0
EASA Approved
Airspeed
10
System
OAT - [°C] Unreliable
9.8
________
ISA+40°C
9.6
-------
9 .4
9.2
9
MAX OAT
t
LIMIT 8.8
0f 4 0 50 55
00 30 8.6
it 6
lim 20
Hd 8.4
Document N°
10
AW189 - RFM
189G0290X002
8.2
FOR TRAINING ONLY

0
8
-10
7.8
-20 7.6
-30 7.4
7.2
-40
Issue 1
7
6.8 TRANSFER
6.6 VALUE
6. 4 ________
6 5 4 3 2 1 0 -1 10 20 30 40 250 200 150 100 50 0
Pressure Altitude - [ft x 1000] KIAS - [kt] Height loss - [ft]
189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00010-A-01-1
8600 kg
Weight Extension
Supplement 21
Page S21-41
in Hover and from 20 KIAS to reach VFAS
ROTOR 102%
8600 kg
Heater: OFF/ON
Eng.AI: ON
Page S21-42
18 16 14 12 10 8 6 4 2 0 -2 0Airspeed
5 10 15 20 25 70 60 50 40 30 20 10 0
Supplement 21
System 10
Weight Extension
Unreliable
9.8
Issue 1
9.6
OAT - [°C]
________ 9 .4
9.2
9
8.8
8.6
8.4
ft
000 10 8.2
it 6
lim
Hd
8
Document N°
AW189 - RFM
0
189G0290X002
7.8
-10
7.6
-20
7.4
FOR TRAINING ONLY

-30 7.2
7
-40
6.8

6.6
6.4 TRANSFER
6 6.2 VALUE
________
6 5 4 3 2 1 0 -1 10 20 30 40 250 200 150 100 50 0
189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00011-A-01-1
EASA Approved
189G0290X002 8600 kg

Speed
OAT [°C] correction
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55 IAS DH
-1000 7 77 110 107 119 129 137 150 168 187 206 [kt] [ft]
-500 51 95 98 113 125 133 141 160 178 205 227 20 -77
0 83 112 107 119 129 137 152 170 189 227 255 30 -114
500 106 102 116 126 133 142 162 181 208 253 40 -151
1000 127 112 124 132 139 154 172 192 230 299 50 -185
1500 114 124 131 139 155 170 187 211 258
2000 127 135 144 158 171 187 204 234 304
8300 kg
2500 139 162 174 184 193 204 225 263

3000 197 194 200 208 218 231 253 313
3500 238 225 224 231 244 262 293
4000 267 253 252 257 272 299 347
4500 290 278 279 289 309 345
5000 312 303 308 324 355
5500 332 329 339
6000
Speed
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55 IAS DH
-1000 116 141 124 135 154 176 194 211 232 258 284 [kt] [ft]
-500 133 116 129 140 166 185 203 222 245 285 318 20 -108
0 147 125 135 153 176 194 213 234 262 320 30 -146
500 121 133 147 169 185 204 224 249 290 40 -184
1000 132 142 169 186 200 215 236 266 328 50 -219
1500 166 180 188 201 215 232 256 296
2000 213 209 213 219 231 251 281 337
8600 kg
2500 241 233 235 242 255 274 313

3000 266 254 256 266 283 310
3500 290 278 279 292 316
4000 312 303 307 323
4500 332 328 338
5000
5500
6000
189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00012-A-01-1

8600 kg 189G0290X002

Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55 IAS DH
-1000 31 87 114 107 119 129 [kt] [ft]
-500 74 108 103 116 125 133 20 -81
0 110 127 113 124 132 138 30 -121
500 137 114 123 131 138 152 40 -160
1000 158 127 134 140 152 169 50 -195
1500 131 139 157 169 177 187
2000 205 186 189 194 200 211
8300 kg
2500 267 226 217 218 224 237

3000 295 256 245 243 248 265
3500 314 281 271 270 279 298
4000 330 303 296 299 313 344
4500 346 324 322 331
5000 346 349
5500
6000
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55 IAS DH
-1000 131 148 125 135 154 176 [kt] [ft]
-500 148 122 133 146 167 185 20 -109
0 167 132 143 168 184 198 30 -150
500 136 160 175 186 199 213 40 -188
1000 233 205 204 207 214 229 50 -223
1500 269 234 228 230 236 249
2000 296 257 249 251 259 276
8600 kg
2500 316 281 271 273 285 308

3000 332 303 296 299 314 347
3500 347 325 322 330
4000 347 349
4500
5000
5500
6000
189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00013-A-01-1

189G0290X002 8600 kg
HOVER CEILING
The Hover Ceiling charts define the maximum weights at which an IGE hover
(at 7 ft(2.1 m) wheel height) or an OGE hover is possible for varying
combinations of Pressure Altitude and OAT. The charts presented are for the
weight extension up to 8600kg are:
a) IGE with zero wind conditions
b) IGE with wind controllability can be found in Section 1 of this

Supplement.
c) OGE with Unfactored Headwind Benefit

The Unfactored Headwind Benefit charts display the full performance
increase resulting from the actual headwind component.
d) OGE with wind controllability can be found in the Low Speed

Manoeuvres part of this Section.
Note
Unless otherwise authorised by operating regulations, the pilot
is not authorised to credit more than 50 percent of the
perfomance increase resulting from the actual headwind
component.
Information is presented for All Engines Operating (AEO) at 5 minutes power,
30 minutes power rating and MCP.
OEI information is not presented as these conditions are not possible for oper-
ation above 8300 kg.
See Figure S21-38 to Figure S21-53.

8600 kg 189G0290X002
HOVER CEILING IN GROUND EFFECT

5 min AEO
ROTOR SPEED: 102 % ENGINE ANTI-ICE OFF

ZERO WIND HEATER OFF
ELECTRICAL LOAD: 100% EACH WHEEL HEIGHT: 7 FT

120 130 140 150 160 170 180 190
6 18
OAT/HP RANGE: 16
5
see FLIGHT ENVELOPE
14
SECTION 1
4 12
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
ISA+40°
-2
-1
56 60 64 68 72 76 80 84 88
GROSS WEIGHT [kg x 100]
189G1580A003 ISSUE A ICN-89-A-155121-G-A0126-00014-A-01-1
Figure S21-38 Hover Ceiling IGE at AEO 5 min, Anti Ice OFF, Heater OFF,
Weight Extension to 8600 kg

189G0290X002 8600 kg

5 min AEO
ROTOR SPEED: 102 % ENGINE ANTI-ICE ON

ZERO WIND HEATER OFF

120 130 140 150 160 170 180 190
6 18
16
5 OAT/HP RANGE:
see FLIGHT ENVELOPE 14 PRESSURE ALTITUDE [m x 100]

SECTION 1
4 12
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
56 60 64 68 72 76 80 84 88
Figure S21-39 Hover Ceiling IGE at AEO 5 min, Anti Ice ON, Heater OFF,

8600 kg 189G0290X002

5 min AEO

ZERO WIND HEATER ON

120 130 140 150 160 170 180 190
6 18
16
5
14
4 OAT/HP RANGE: 12
see FLIGHT ENVELOPE
SECTION 1 10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
56 60 64 68 72 76 80 84 88
Figure S21-40 Hover Ceiling IGE at AEO 5 min, Anti Ice OFF, Heater ON,

189G0290X002 8600 kg

5 min AEO

ZERO WIND HEATER ON

120 130 140 150 160 170 180 190
6 18
16
5
10
14 PRESSURE ALTITUDE [m x 100]
4
OAT/HP RANGE: 12
see FLIGHT ENVELOPE
10
3 SECTION 1
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
56 60 64 68 72 76 80 84 88
Figure S21-41 Hover Ceiling IGE at AEO 5 min, Anti Ice ON, Heater ON,

8600 kg 189G0290X002
HOVER CEILING OUT OF GROUND EFFECT

5 min AEO
WIND UNFACTORED
ELECTRICAL LOAD: 100% EACH HEATER OFF

150 155 160 165 170 175 180 185 190
6 18
-10
0
16
5
10

14
12
20
10
30
3
8
40
2 6
50
M
AX 4
1 O
AT 2
LI
M
0 OAT - [°C] IT 0
ISA+40°
-2
0
HEADWIND [kt]
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
Wind Effect Unfactored, Weight Extension to 8600 kg

189G0290X002 8600 kg

5 min AEO
WIND UNFACTORED

150 155 160 165 170 175 180 185 190
6 18
-10
0
16
5
10

14
4 12
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
0
HEADWIND [kt]
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88

8600 kg 189G0290X002

5 min AEO
WIND UNFACTORED
ELECTRICAL LOAD: 100% EACH HEATER ON

150 155 160 165 170 175 180 185 190
6 18
-10
0
ft 16
5 00
10

0
it6 14
m
Li 20
4 H
d 12
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
0
HEADWIND [kt]
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88

189G0290X002 8600 kg

5 min AEO
WIND UNFACTORED

150 155 160 165 170 175 180 185 190
6 18
-20
-10
0
16
5
10

14
4 12
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
0
HEADWIND [kt]
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
Wind Effect Unfactored, Weight Extension to to 8600 kg

8600 kg 189G0290X002

30 min AEO
WIND UNFACTORED

150 155 160 165 170 175 180 185 190
6 18
-10
0
16
5
10

14
20
4 12
30 10
3 ft
6000
Limit 40 8
Hd
2 6
50
4
M
1
AX
2
O
AT
LI
0 OAT - [°C] 0
M
IT
55
ISA+40°
-2
0
HEADWIND [kt]
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
Figure S21-46 Hover Ceiling OGE at AEO 30 min, Anti Ice OFF, Heater
OFF, Wind Effect Unfactored, Weight Extension to 8600 kg

189G0290X002 8600 kg

30 min AEO
WIND UNFACTORED

150 155 160 165 170 175 180 185 190
6 18
-10
0
16
5
10

14
4 12
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
0
HEADWIND [kt]
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
Figure S21-47 Hover Ceiling OGE at AEO 30 min, Anti Ice ON, Heater
OFF, Wind Effect Unfactored, Weight Extension to 8600 kg

8600 kg 189G0290X002

30 min AEO
WIND UNFACTORED

150 155 160 165 170 175 180 185 190
6 18
-10
0
0f
t 16
5
00 10

t6
mi 14
Li
Hd 20
4 12
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
0
HEADWIND [kt]
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
ON, Wind Effect Unfactored, Weight Extension to 8600 kg

189G0290X002 8600 kg

30 min AEO
WIND UNFACTORED

150 155 160 165 170 175 180 185 190
6 18
-20
-30
0 -10
16
5

10 14
4 12
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
0
HEADWIND [kt]
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88

8600 kg 189G0290X002

MCP AEO
WIND UNFACTORED

150 155 160 165 170 175 180 185 190
6 18
16
5

14
Hd Limit 6000 ft
4 12
10
-20
-30
-10
-40
3
0
8
10 0
M
AX
2 30
2 O
AT 6
LI
M
IT 4
1
40
2
50
0 OAT - [°C] 0
ISA+40°
-2
55
-1
0
HEADWIND [kt]
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
Figure S21-50 Hover Ceiling OGE at AEO MCP, Anti Ice OFF, Heater OFF,

189G0290X002 8600 kg

MCP AEO
WIND UNFACTORED

150 155 160 165 170 175 180 185 190
6 18
16
5

14
4 12
10
-40
-30
3
-20 10
8
-
2 6
0
10
4
1
2
0 OAT - [°C] 0
-2
-1
0
HEADWIND [kt]
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
Figure S21-51 Hover Ceiling OGE at AEO MCP, Anti Ice ON, Heater OFF,

8600 kg 189G0290X002

MCP AEO
WIND UNFACTORED

150 155 160 165 170 175 180 185 190
6 18
Hd Limit 6000 ft
16
5

14
4 12
10
3
-40 0
8
-3 0
-2 0
2 6
-1
4
0
1
2
10
0 OAT - [°C] 0
20
-2
-1
0
HEADWIND [kt]
GROSS WEIGHT
20
MAXIMUM
40
68 70 72 74 76 78 80 82 84 86 88
ON, Wind Effect Unfactored, Weight Extension to 8600 kg

189G0290X002 8600 kg

MCP AEO
WIND UNFACTORED

150 155 160 165 170 175 180 185 190
6 18
0
16
5

10 14
-30 20
4 12
-
10
-10
-40
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
0
HEADWIND [kt]
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88

8600 kg 189G0290X002
TAKE OFF AND LANDING CATEGORY B

The Weight Limitation charts for CAT B operations for weights up to 8600 kg
are shown in Figure S21-7 to Figure S21-14.
Category B Take Off Distance and Landing Distance charts, Figure S21-54 to
Figure S21-61.
CAT A CLEAR AREA TAKE OFF AND LANDING DIS-

TANCES, PATH 1 & 2 CLIMB GRADIENTS
W.A.T. CHARTS
Clear Area Procedure Weight Limitations....... Figure S21-63 to Figure S21-66
REJECTED TAKE OFF DISTANCE OEI

Rejected Take Off Distance OEI Clear Area - maximum 900 m (2950 ft).
CONTINUED TAKE OFF DISTANCE OEI

Continued Take Off Distance OEI Clear Area - maximum 600 m (1970 ft).

The horizontal distance from the LDP to the point at which a minimum of
35 ft (10 m) is attained at VBLSS and a positive OEI rate of climb is shown as
200 m (660 ft).
LANDING DISTANCES
The maximum landing distance OEI from 50 ft AGL to touchdown is 450 m
(1480 ft) and 250 m (820 ft) braking distance for a maximum total landing
distance of 700 m (2300 ft).

189G0290X002 8600 kg
TAKE OFF FLIGHT PATH 1
Mean height Gained in 100 ft (30 m) Horizontal Distance

an OEI climb at VBLSS (50 KIAS) and 2.5min power is shown in Figure S21-67
and Figure S21-68 for various altitudes, temperatures, and headwind
component and Intake Anti Ice OFF and ON.
The charts apply from the end of the Balked Landing distance to a height of
200 ft (60 m) AGL.

The distance for the level flight acceleration from VTOSS, at the end of the
PATH 1 climb, to VY, the start of the PATH 2 climb, is shown in Supplement 4
CAT A Operations Figure 4B-23.
TAKE OFF FLIGHT PATH 2
Mean height Gained in 100 ft (30 m) Horizontal Distance

an OEI climb at VY and MCP OEI is shown in Figure S21-69 and Figure S21-70
for various altitudes, temperatures, headwind component for 6800 kg and
Intake Anti Ice OFF and ON.
The charts apply from 200 ft (60 m) to 1000 ft (300 m) AGL.

Cat.B PROCEDURE
TAKE OFF DISTANCE
8600 kg
V 40 KIAS
50FT A.I. OFF
Page S21-64
Supplement 21

Weight Extension
-2 0 2 4 6 8 10 12 14 16 18 5 7 9 11 13 15 17 19 21
IT
Issue 1
M
LI
AT
O
AX
M
OAT - [°C]
______
ISA+40°C
55
-------
Hd
L
IM I
50
T6
Document N°
AW189 - RFM
0 00
189G0290X002
ft

00
FOR TRAINING ONLY

00
83
GW - [kg]
86
______
30
40
20
Figure S21-54 CAT B Take Off Distance Anti Ice OFF, Heater OFF,
-1 0 1 2 3 4 5 6 200 300 400 500 600 700
189G1580A003 Issue A ICN-89-A-155221-G-A0126-00001-A-01-1
EASA Approved
Cat.B PROCEDURE
TAKE OFF DISTANCE
Clear Air Intake Heater ON
V 40 KIAS
50FT A.I. OFF
EASA Approved
-2 0 2 4 6 8 10 12 14 16 18 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35
IT
LIM
AT
XO
MA
OAT - [°C]
______
55
ISA+40°C
50 -------
Hd
LI
M
IT
60
00
ft
Document N°
AW189 - RFM
40
189G0290X002
FOR TRAINING ONLY

30
00
00
86
83
GW - [kg]
Issue 1
______
10
20 0
Figure S21-55 CAT B Take Off Distance Anti Ice OFF, Heater ON,
-1 0 1 2 3 4 5 6 200 300 400 500 600 700 800 900 1000 1100
8600 kg
Weight Extension
Supplement 21
Page S21-65
Cat.B PROCEDURE
TAKE OFF DISTANCE
8600 kg
V 40 KIAS
50FT A.I. ON
Page S21-66
Supplement 21

Weight Extension
-2 0 2 4 6 8 10 12 14 16 18 5 7 9 11 13 15 17 19 21
Issue 1
Hd L
IMIT
6
000f
t
OAT - [°C]
______
Document N°
AW189 - RFM
189G0290X002
FOR TRAINING ONLY

00
GW - [kg]
83
10 ______
00
86
0
-10
Figure S21-56 CAT B Take Off Distance Anti Ice ON, Heater OFF,
-1 0 1 2 3 4 5 6 200 300 400 500 600 700
EASA Approved
Cat.B PROCEDURE
TAKE OFF DISTANCE
Clear Air Intake Heater ON
V 40 KIAS
50FT A.I. ON
EASA Approved
-2 0 2 4 6 8 10 12 14 16 18 5 7 9 11 13 15 17 19 21 23 25 27 29 31
H
dL
IM
IT
600
OAT - [°C]
0f t
______
10
Document N°
AW189 - RFM
189G0290X002
FOR TRAINING ONLY

00
0 83
00
86
-1 0 GW - [kg]
Issue 1
______
0
-2
-30
-40
Figure S21-57 CAT B Take Off Distance Anti Ice ON, Heater ON,
-1 0 1 2 3 4 5 6 200 300 400 500 600 700 800 900 1000
8600 kg
Weight Extension
Supplement 21
Page S21-67
CAT.B OEI/AEO LANDING DISTANCE
Rotor Speed: 102%
from 50 ft (15 m) AGL to TOUCHDOWN
Rate of Descent: 500 fpm
2 min OEI/TOP AEO Maximum Heater OFF
8600 kg
V 40 KIAS
app Eng. A.I. OFF
Page S21-68
Supplement 21
Pressure Altitude - [m x 100] Distance to Touchdown - [ft x 100]

Weight Extension
-2 0 2 4 6 8 10 12 14 16 18 7.64 7.68 7.72 7.76 7.8 7.84 7.88 7.92 7.96 8
Issue 1
OAT - [°C]
______
ISA+40°C
-------
ft
00
60
IT
M
0 LI
-4 d
H
0
IT -3 -20 10 10
0
Document N°
-
AW189 - RFM
LIM
189G0290X002
00
AT 00
83
XO 86
MA
50

55
FOR TRAINING ONLY

40
20
30
GW - [kg]
______
Figure S21-58 CAT B Landing Distance Anti Ice OFF, Heater OFF,
-1 0 1 2 3 4 5 6 234 236 238 240 242 244
Pressure Altitude - [ft x 1000] Distance to Touchdown - [m]
EASA Approved
CAT.B OEI/AEO
Rotor Speed: 102%
BRAKING DISTANCE from TOUCHDOWN to STOP
V 40 KIAS
app Eng. A.I. OFF
Pressure Altitude - [m x 100] Braking Distance - [ft x 100]
EASA Approved
-2 0 2 4 6 8 10 12 14 16 18 5.4 5.8 6.2 6.6 7 7.4 7.8 8.2
OAT - [°C]
______
ISA+40°C GW - [kg]
ft
______
00
-------
60
0
IT
M
-4 0
LI
-3 0
Document N°
Hd
IT
AW189 - RFM
-2 10 0 10
-
189G0290X002
LIM
00
AT
FOR TRAINING ONLY

00
83
XO
86
MA
20
50

55
40
30
Issue 1
Figure S21-59 CAT B Braking Distance Anti Ice OFF, Heater OFF,
0 1 2 3 4 5 6 180 200 220 240 260
Pressure Altitude - [ft x 1000] Braking Distance - [m]
8600 kg
Weight Extension
Supplement 21
Page S21-69
CAT.B OEI/AEO LANDING DISTANCE
Rotor Speed: 102%
from 50 ft (15 m) AGL to TOUCHDOWN
8600 kg
V 40 KIAS
app Eng. A.I. ON
Page S21-70
Supplement 21
Pressure Altitude - [m x 100] Distance to Touchdown - [ft x 100]

Weight Extension
-2 0 2 4 6 8 10 12 14 16 18 7.64 7.68 7.72 7.76 7.8 7.84 7.88 7.92 7.96 8 8.04
Issue 1
OAT - [°C]
______ ft
00
ISA+40°C 60
IT
------- 0 M
Document N°
LI
AW189 - RFM
-4
189G0290X002
0 Hd
-3 00
0
-2
00
83
86
0
-1
0
FOR TRAINING ONLY

10
GW - [kg]
______
Figure S21-60 CAT B Landing Distance Anti Ice ON, Heater OFF,
-1 0 1 2 3 4 5 6 234 236 238 240 242 244 246
Pressure Altitude - [ft x 1000] Distance to Touchdown - [m]
EASA Approved
CAT.B OEI/AEO
Rotor Speed: 102%
BRAKING DISTANCE from TOUCHDOWN to STOP
V 40 KIAS
app Eng. A.I. ON
Pressure Altitude - [m x 100] Braking Distance - [ft x 100]
EASA Approved
-2 0 2 4 6 8 10 12 14 16 18 6.2 6.6 7 7.4 7.8 8.2 8.6 9
ft
00
60
IT
OAT - [°C] 0 L IM
-4
______ Hd
0
Document N°
AW189 - RFM
ISA+40°C -3 GW - [kg]
189G0290X002
------- 0 ______
-2
FOR TRAINING ONLY

00
00
83
86
0
-1
0

10
Issue 1
Figure S21-61 CAT B Braking Distance Anti Ice ON, Heater OFF,
0 1 2 3 4 5 6 200 220 240 260 280
Pressure Altitude - [ft x 1000] Braking Distance - [m]
8600 kg
Weight Extension
Supplement 21
Page S21-71
8600 kg 189G0290X002
AW189
CAT. A ENVELOPE
OAT [°F]
50 40 30 20 10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
10000
3000
Minimum GW
permitted 2800
9000
for area A
6000 kg
2600
8000
2400
2200
7000
2000
6000 1800
]
Pressure Altitude [ft]
Pressure Altitude [m
1600
5000
1400
Hd
LI
M
4000
MINIMUM OAT LIMIT
1200
IT
60
00
ft
1000
Hd
3000
LI
M
800
IT
35
00
ft
2000 600
OAT L
OAT LIM
Cat.A 400
Hd
IMIT IS
TAKE OFF and

1000
LI
LANDING
MI
IT ISA+
ENVELOPE 200
Ar
A+40°C
ea
50
A
00
20°C
0 0
ft
Hd
74
00
200
ft
50 40 30 20 10 0 10 20 30 40 50 60
OAT [°C]
189G1580A003 Rev.A ICN-89-A-155021-G-A0126-00023-A-01-1
Figure S21-62 CAT A Clear Area Temperature and Altitude Limitations

for Weight Extension to 8600 kg

189G0290X002 8600 kg
WEIGHTALTITUDETEMPERATURE
Eng. AI: OFF

Heater: OFF/ON
Gross Weight [lb x 100]

179 180 181 182 183 184 185 186 187 188 189 190 191
4
3. 5
-10 0 1
-20
3
2. 5 0.75
Pressure Altitude [ft x 1000]
Pressure Altitude [m x 1000]

OAT/HP range:
2 see TO/Landing Envelope
on SECTION 1
0. 5
1. 5
1
0.25
0. 5
0 0
81 82 83 84 85 86 87
Gross Weight [kg x 100]
Figure S21-63 CAT A Clear Area Procedure Weight Limitations, Anti Ice
OFF, Heater OFF/ON for Weight Extension to 8600 kg

8600 kg 189G0290X002

Hp [ft] -20 -10 0 10 20 30 40 50 55

-1000 8600 8600 8600 8600 8600 8600 8600
-500 8600 8600 8600 8600 8600 8600 8600
0 8600 8600 8600 8600 8600 8600 8600
500 8600 8600 8600 8600 8600 8600 8600
1000 8600 8600 8600 8600 8600 8600
1500 8600 8600 8600 8600 8600
2000 8600 8600 8600 8600 8600
2500 8600 8600 8600 8600
3000 8546 8566 8600 8600
3500 8421 8444 8487
4000
4500
5000
5500
6000


Anti Ice OFF, Heater OFF/ON for Weight Extension to 8600 kg

189G0290X002 8600 kg
WEIGHTALTITUDETEMPERATURE
Eng. AI: ON
Heater: OFF/ON
Gross Weight [lb x 100]

179 180 181 182 183 184 185 186 187 188 189 190 191
4
3. 5
-20
10 1
2. 5 -10 0 0.75
Pressure Altitude [m x 1000]

Pressure Altitude [ft x 1000]
0. 5
1. 5
1
0.25
0. 5
0 0
81 82 83 84 85 86 87
Gross Weight [kg x 100]
Figure S21-65 CAT A Clear Area Procedure Weight Limitations, Anti Ice
ON, Heater OFF/ON for Weight Extension to 8600 kg

8600 kg 189G0290X002

Hp [ft] -20 -10 0 10 20 30 40 50 55

-1000 8600 8600 8600 8600
-500 8600 8600 8600 8600
0 8600 8600 8600 8600
500 8600 8600 8600 8600
1000 8600 8600 8600 8600
1500 8600 8600 8600 8600
2000 8564 8572 8598 8513
2500 8438 8450 8481 8347
3000 8313 8332 8363 8181
3500 8193 8216 8247
4000
4500
5000
5500
6000


Anti Ice ON, Heater OFF/ON for Weight Extension to 8600 kg

189G0290X002 8600 kg
PATH 1 GRADIENT
2.5 min OEI

Vtoss/Vblss
6 18
GROSS WEIGHT
8600 kg 16
5 (18959 lb)

14
4 12
10
3
8
2 6
MAX OAT LIMIT
4
1
2
-10
10
0
20
-20
0 OAT - [°C] 0
ISA+20°
30
35
-2
-1
50
Vtoss/Vblss [kIAS]
60
Min. Gradient
70
80
0 1 2 3 4 5 6 7 8 9

8600 kg 189G0290X002
PATH 1 GRADIENT
2.5 min OEI

Vtoss/Vblss ENGINE A.I.: ON
6 18
GROSS WEIGHT
8600 kg 16
5 (18959 lb)

14
4 12
10
3
8
2 6
4
1
2
10
-10
0
0 OAT - [°C] 0
-20
-2
-1
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 1 2 3 4 5 6 7 8 9

189G0290X002 8600 kg
PATH 2 GRADIENT
MCP OEI

Vy: 80 kIAS
6 18
GROSS WEIGHT
8600 kg 16
5 (18959 lb)

14
4 12
10
10
-10
3
8
-20
20
6
MA
2
XO
4
AT
1
30
LIM
2
IT2
0
0 OAT - [°C] 0
ISA+20°
-2
35
-1
0
10
Min. Gradient
20
30
40
50
0 1 2 3 4 5 6 7 8 9

8600 kg 189G0290X002
PATH 2 GRADIENT
MCP OEI

Vy: 80 kIAS ENGINE A.I.: ON
6 18
GROSS WEIGHT
8600 kg 16
5 (18959 lb)

14
4 12
10
3
-10
8
-20
2 6
4
0
1
2
0 OAT - [°C] 0
10
-2
-1
0
10
Min. Gradient
20
30
40
50
0 1 2 3 4 5 6 7 8 9

189G0290X002 8600 kg
RATE OF CLIMB
The climb performance shown is based on flight test results and covers the
weight extension to 8600 kg. Rate of Climb performance is given for All
Engines Operating (AEO) conditions and for One Engine Inoperative (OEI)
conditions with the datum speed for all rate of climb graphs at 80 KIAS.
The AEO conditions consider rate of climb available with the engines
operating at the 5 minute Power Rating limit and at the 30 minute Power
Rating limit with Anti Icing OFF and ON and Heater ON and OFF.
The OEI conditions consider rate of climb available with the engines operating
at the 2.5 min rating limit and Maximum Continuous Power (MCP) Rating
limits with the Anti Ice OFF and ON and Heater ON and OFF.
Note

8600 kg 189G0290X002
RATE OF CLIMB
5 min AEO

80 KIAS HEATER OFF
ELECTRICAL LOAD: 100% EACH
RATE OF CLIMB [m/s]

8 9 10 11
6 18
0 and below
10
16
5
14
20
4 12
30
10
3
ft 8
40
00
T 60
LI MI
2 6
Hd
M
50
4
AX
OA
1
T
2
LI
M
IT
0 OAT - [°C] 55 GROSS WEIGHT 0

8600 kg
ISA+40°
(18959 lb) -2
-1
14 15 16 17 18 19 20 21 22
RATE OF CLIMB [ft/min x 100]
Figure S21-71 ROC at AEO 5 min, Gross Weight 8600 kg, Anti Ice OFF,
Heater OFF

189G0290X002 8600 kg
RATE OF CLIMB
30 min AEO

80 KIAS HEATER OFF
RATE OF CLIMB [m/s]

6 7 8 9
6 18
GROSS WEIGHT
0 and below
10
8600 kg 16
5 (18959 lb)
14
20
OAT - [°C]
4 12
ISA+40°
10
ft
3 000 30
T6
LIMI 8
Hd
2 6
4
M
AX
1 40
OA
2
T
LI
M
50 0
IT
0
55
-2
-1
11 12 13 14 15 16 17 18 19
Heater OFF

8600 kg 189G0290X002
RATE OF CLIMB
2.5 min OEI

80 KIAS HEATER OFF
ELECTRICAL LOAD: 100%
RATE OF CLIMB [m/s]

1 2 3 4
6 18
GROSS WEIGHT
8600 kg 16
5 (18959 lb)
14
4 12
-4
0
-3
10
0
-2
10 0
0
3
-1
0
20
8
ft
000
40 30
2 6
IT 6
LIM
4
M
AX
Hd
1
OA
50
2
T
LI
M
0 0
IT
OAT - [°C]
55
ISA+40°
-2
-1
1 2 3 4 5 6 7 8 9
Figure S21-73 ROC at 2.5 min OEI, Gross Weight 8600 kg, Anti Ice OFF,
Heater OFF

189G0290X002 8600 kg
RATE OF CLIMB
MCP OEI

80 KIAS HEATER OFF
RATE OF CLIMB [m/s]

-2 -1 0 1 2
6 18
0
GROSS WEIGHT
an
8600 kg 16
d
be
5 (18959 lb)
lo
w
14
10

4 12
20
ft
10
3 00
60
M
IT 8
LI
Hd
2 6
30
MA
4
XO
1
40
2
AT
LIM
0 0
IT
50
OAT - [°C]
55
ISA+40°
-2
-1
-4 -3 -2 -1 0 1 2 3 4
Figure S21-74 ROC at OEI MCP, Gross Weight 8600 kg, Anti Ice OFF,
Heater OFF

8600 kg 189G0290X002
RATE OF CLIMB
5 min AEO

80 KIAS HEATER ON
RATE OF CLIMB [m/s]

8 9 10 11
6 18
0 and below
GROSS WEIGHT
10
ft
8600 kg 16
5 00 (18959 lb)
60
IT 14
LIM 20
Hd
4 12
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
14 15 16 17 18 19 20 21 22
Heater ON

189G0290X002 8600 kg
RATE OF CLIMB
30 min AEO

80 KIAS HEATER ON
RATE OF CLIMB [m/s]

7 8 9 10
6 18
-10 and below
f t 0
00
IT
60 16
5 LIM
Hd
14

4 10 12
10
3
8
20
2 6
GROSS WEIGHT 4
1 8600 kg
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
12 13 14 15 16 17 18 19 20
Heater ON

8600 kg 189G0290X002
RATE OF CLIMB
2.5 min OEI

80 KIAS HEATER ON
RATE OF CLIMB [m/s]

0 1 2 3
6 18
16
5
14
4 12
10
3
8
10
2 6
20
0 -1
GROSS WEIGHT 4
0 -2
1 8600 kg
0 -3
(18959 lb) 2
0 -4
0 0
0
OAT - [°C]
-2
-1
-1 0 1 2 3 4 5 6 7
Figure S21-77 ROC at 2.5 min OEI, Gross Weight 8600 kg, Anti Ice OFF,
Heater ON

189G0290X002 8600 kg
RATE OF CLIMB
MCP OEI

80 KIAS HEATER ON
RATE OF CLIMB [m/s]

-2 -1 0 1 2
6 18
ft
16
00
60
5
T
MI
14

LI
Hd
4 12
-2
-10
0
10
0
-30
3
8
10
-40
2 6
20
GROSS WEIGHT 4
1 8600 kg
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
-4 -3 -2 -1 0 1 2 3 4
Figure S21-78 ROC at OEI MCP, Gross Weight 8600 kg, Anti Ice OFF,
Heater ON

8600 kg 189G0290X002
RATE OF CLIMB
5 min AEO

80 KIAS HEATER OFF
RATE OF CLIMB [m/s]

8 9 10 11
6 18
ft
0 00
0 and below
I T6 16
5 LIM 10
Hd
14
4 12
10
3
8
2 6
GROSS WEIGHT 4
1 8600 kg
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
14 15 16 17 18 19 20 21 22
Figure S21-79 ROC at AEO 5 min, Gross Weight 8600 kg, Anti Ice ON,
Heater OFF

189G0290X002 8600 kg
RATE OF CLIMB
30 min AEO

80 KIAS HEATER OFF
RATE OF CLIMB [m/s]

7 8 9 10
6 18
0 ft
600
-10 and below
MIT
H d LI 0 16
5
14

4 12
10
3 10
8
2 6
GROSS WEIGHT 4
1 8600 kg
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
12 13 14 15 16 17 18 19 20
Heater OFF

8600 kg 189G0290X002
RATE OF CLIMB
2.5 min OEI

80 KIAS HEATER OFF
RATE OF CLIMB [m/s]

0 1 2 3
6 18
16
5
14
4 12
10
3
8
-4
0
0
10
-3
0
-2
2 6
0
-1
0
GROSS WEIGHT 4
1 8600 kg
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
-1 0 1 2 3 4 5 6 7
Figure S21-81 ROC at 2.5 min OEI, Gross Weight 8600 kg, Anti Ice ON,
Heater OFF

189G0290X002 8600 kg
RATE OF CLIMB
MCP OEI

80 KIAS HEATER OFF
RATE OF CLIMB [m/s]

-2 -1 0 1 2
6 18
ft
00
60 16
5 IT
M
LI
-2
14
Hd
0

-30
4 12
-10
0
10
-40
3
10
2 6
GROSS WEIGHT 4
1 8600 kg
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
-4 -3 -2 -1 0 1 2 3 4
Figure S21-82 ROC at OEI MCP, Gross Weight 8600 kg, Anti Ice ON,
Heater OFF

8600 kg 189G0290X002
RATE OF CLIMB
5 min AEO

80 KIAS HEATER ON
RATE OF CLIMB [m/s]

6 7 8 9
6 18
-20 and below
-1 16
5 0
14
4 12
0
10
3 10
8
2 6
GROSS WEIGHT 4
1 8600 kg
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
11 12 13 14 15 16 17 18 19
Heater OFF

189G0290X002 8600 kg
RATE OF CLIMB
30 min AEO

80 KIAS HEATER ON
RATE OF CLIMB [m/s]

3 4 5 6 7 8 9 10
6 18
-30 -40
t
00f
60 16
-20
IT
5 LIM
Hd
14

4 12
-1
0
10
0
3
10
2 6
GROSS WEIGHT 4
1 8600 kg
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
4 6 8 10 12 14 16 18 20
Heater ON

8600 kg 189G0290X002
RATE OF CLIMB
2.5 min OEI

80 KIAS HEATER ON
RATE OF CLIMB [m/s]

0 1 2 3
6 18
16
5
14
4 12
10
-2
3
0
-4
8
0
-1
0
0
2 6
10
GROSS WEIGHT 4
1 8600 kg
-3
0
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
-1 0 1 2 3 4 5 6 7
Figure S21-85 ROC at 2.5 min OEI, Gross Weight 8600 kg, Anti Ice ON,
Heater ON

189G0290X002 8600 kg
RATE OF CLIMB
MCP OEI

80 KIAS HEATER ON
RATE OF CLIMB [m/s]

-2 -1 0 1 2
6 18
16
5
14 PRESSURE ALTITUDE [m x 100]
4 12
10
3
-1
10
8
-2
0
2 6
-3
0
GROSS WEIGHT 4
-4
1 8600 kg
0
(18959 lb) 2
0 OAT - [°C] 0
-2
-1
-5 -4 -3 -2 -1 0 1 2 3 4
Heater ON

8600 kg 189G0290X002
NOISE CHARACTERISTICS
The following noise levels comply with ICAO Annex 16 Vol 1, Chapter 8
Amdt 10, “Aircraft Noise”.
Model: AW189 General -electric GE CT7-2E1

Gross Weight 8600 kg
Configuration Level Flyover Take Off Approach

(Overflight) EPNL (EPNdB) EPNL (EPNdB)
EPNL (EPNdB)
Clean aircraft 102% NR 102%NR 102%NR

No external
kits installed 95.2 91.3 99.1

Document N° Extended
189G0290X002 Range

SUPPLEMENT 22
EXTENDED RANGE


Extended Document N°
Range 189G0290X002

189G0290X002 Range
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
N° 10051759
N° 10053250, 10053253
and 10053254
dated 7 May 2015

Range 189G0290X002

189G0290X002 Range

Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S22-i and S22-ii 0

S22-1 thru S22-3 0
S22-4 1
S22-5 thru S22-10 0

S22-11 thru S22-14 0

Range 189G0290X002

189G0290X0002 Range
SUPPLEMENT 22
EXTENDED RANGE
TABLE OF CONTENTS
Page

WEIGHT....................................................................................................................... S22-3
FUEL CAPACITIES ..................................................................................................... S22-3
UNUSABLE FUEL ....................................................................................................... S22-3

APPROACH AND LANDING...............................................................................S22-5

FUEL PRESSURE 1 LOW.......................................................................................... S22-6
FUEL PRESSURE 2 LOW.......................................................................................... S22-7
FUEL PUMPS FAILURE ............................................................................................. S22-8
WEIGHT - ARMS AND MOMENTS .................................................................................. S22-11

Range 189G0290X002
LIST OF FIGURES
Figure Page
Figure S22-1 Forward Fuel Tank Positions ................................................................... S22-1
Figure S22-2 Forward Fuel Tank Positions ................................................................... S22-2

189G0290X002 Range
GENERAL INFORMATION
The Extended Range configuration consist of a modified lower fuselage sec-
tion with a modified fuel system, see Figure S22-2. The modified lower section
incorporates three under floor fuel cells which are in addition to the to 2 main
fuel tanks (left hand and right hand). The three additional tanks are connected
together by a connecting tube allowing fuel to flow between the three tanks
and connected to the main tanks so refueling is carried out for all the tanks
from one gravity or pressure refueling point.
Fuel from the three underfloor tanks is transferred into the 2 main tanks by six
ejector pumps (three for each side). These ejector pumps are powered by the
main cells boost pumps assembly which contains two pumps per assembly.
Three ejectors for the right hand main cell and three for the left hand main cell.
The Fuel Gauging System automatically compensates for the additional fuel
quantity using additional dedicated fuel probes in the lower fuselage cells.
Power Plant Synoptic page fuel indication messages that may illuminate for
the Extended Range configuration are shown in Figure S22-1.
The aircraft installed with this configuration are identified by S/N 89### or
S/N 92###.
FUEL FILTER OIL LEVEL

FIRE OIL FILTER OIL P LOW FIRE
OFF IDLE
CRANK
1 BAR 2 APU
1.3 1.0 1.0
LH LAT REAR PROBE RH LAT REAR PROBE
LH LAT FORE PROBE RH LAT FORE PROBE
CENTRAL 1 REAR PROBE CENTRAL 2 REAR PROBE
CENTRAL 1 FORE PROBE CENTRAL 2 FORE PROBE
TQ 100 % TQ 100 %
ITT 600 ° C ITT 990 ° C
NG 90.0 % NG 90.0 %
HECK IAS 120 KT IAS 120 KT PWR

ALT 1740 ft AUX LH MAIN LH TOT KG MAIN RH AUX RH ALT 1740 ft
+100 ° C ABORTE
OAT +30 ° C 250 250 1000 250 250 OAT +30 ° C
ICN-89-A-155000-G-00001-07123-A-001-01

Range 189G0290X002
RIGHT MAIN CELL
LOWER FUSELAGE CELL
LEFT MAIN CELL
LOWER FUSELAGE CELLS
ICN-89-A-155000-G-00001-07101-A-001-01

189G0290X002 Range
WEIGHT
— For weights up to 8300 kg see basic RFM
— For weights between 8300 kg and 8600 kg see Supplement 21.
CENTRE OF GRAVITY
See Basic RFM or appropriate Supplement.
FUEL CAPACITIES
Underfloor Forward Tank Total Usable.............................................. 1230 litres
Total Usable (Main plus Forward Tanks) ........................................... 2569 litres
Unusable (Main Tanks) ............................7 kg/9 litres (4.5 litres per MainTank)
UNUSABLE FUEL
In coordinated
(ball centered) flight .......................... 0 kg indicated/ (7 kg/9 litres total actual)
Hovering in crosswinds or sideways flight with sustained roll angles greater
than ±15° is prohibited when fuel indication, in either tank, is less than 50 kg.
Cross feeding
(tank with pump off, not supplying engines) ........................... maximum 283 kg
Note
During XFEED the unusable fuel level indication will change to
grey to indicate the tank can no longer supply fuel.

Range 189G0290X002
Radar Telephonics RDR-1500B+ (Supplement 17)

Do not use radar is transmit mode during ILS Approach (Glideslope indication
is not reliable).
Trakkabeam A800 Searchlight (Supplement 19)

The Standby Compass may not be reliable when the searchlight is operating.
Landing and Flood Lights

Do not select ON the landing or external flood lights when using the ADF (ADF
indication is not reliable).
This limitation is not applicable if the DF 935-11 is fitted (P/N 8G3450F00511).

Rev. 1
189G0290X002 Range

Note
When the aircraft is in hovering flight a difference between the
No 1 and No 2 fuel contents can be expected. This is related to
roll angle. At approximately 3° of bank a diffference of up
to 100 kg and at 10° of bank a difference of up to 300 kg may be
observed. The total fuel level is always correct and the unbal-
ance will correct as soon as the aircraft returns to level flight.
CAUTION
Following a landing on any unprepared surface, at temper-
atures less than -15°C, it is possible that damage may occur to
the helicopter lower fairing. A thorough inspection for damage
to the lower part of the aircraft must be carried out before the
next flight. In case of damage refer to the Maintenance Manual.
Note
Taxiing on unprepared surfaces are allowed only on sur-
faces without significant undulation that could decrease ground
clearance.

Range 189G0290X002

FUEL PRESSURE 1 LOW
1 FUEL PUMP
1 Fuel pressure


Possible fuel leak,
- Close FUEL XFEED
- Select PUMP 1 OFF
- Select APU MODE - Select PUMP 1 OFF
- Continue flight
to OFF - Select APU MODE
to OFF
- Continue flight
- Be attentive for signs of - Continue flight

fuel leak or engine See CAUTION on
loss of power. page S22-
Note
Note
sure, is invalid displaying 0 or amber dashed. Avoid abrupt air-
craft manoeuvres.

189G0290X002 Range
FUEL PRESSURE 2 LOW
2 FUEL PUMP
2 Fuel pressure

- Select PUMP 2 OFF

not recovered.
- Continue flight
Possible fuel leak,
- Close FUEL XFEED
- Continue flight

fuel leak or engine
loss of power.
CAUTION
When cross feeding, the tank with pump off NOT supplying the
engines, will have a maximum quantity of unusable fuel of up to
283 kg.
(fuel level value returns to green). Engine operation, in suction
mode, is assured and FUEL pressure, is invalid displaying 0 or
amber dashed. Avoid abrupt aircraft manoeuvres.

Range 189G0290X002
FUEL PUMPS FAILURE
1-2 FUEL PUMP

in both fuel systems due to
failure of the four booster pimps
CAUTION
sure is invalid displaying amber ‘0’ or dashed. Avoid abrupt air-
craft manoeuvres.

189G0290X002 Range
No Change.

Range 189G0290X002

189G0290X002 Range

When the Underfloor Fuel Tank installed the following Longitudinal Moments
for the Fuel must be used in the Weight and Balance Calculations.
WEIGHT - ARMS AND MOMENTS

TOTAL FUEL MAIN + UNDERFLOOR TANKS

Weight (kg) L (0,8 kg/L) Arm (mm) Moment (kgmm)
20 25.0 6188.3 123766
40 50.0 6203.8 248152
60 75.0 6210.5 372630
80 100.0 6213.8 497104
100 125.0 6215.6 621560
120 150.0 6216.9 746028
140 175.0 6217.8 870492
160 200.0 6218.4 994944
180 225.0 6219.0 1119420
200 250.0 6219.4 1243880
220 275.0 6219.7 1368334
240 300.0 6220.0 1492800
260 325.0 6220.3 1617278
280 350.0 6220.5 1741740
300 375.0 6220.7 1866210
320 400.0 6220.5 1990560
340 425.0 6219.7 2114698
360 450.0 6218.0 2238480
380 475.0 6217.3 2362574
400 500.0 6216.7 2486680

Range 189G0290X002

420 525.0 6216.2 2610804
440 550.0 6215.8 2734952
460 575.0 6215.7 2859222
480 600.0 6215.7 2983536
500 625.0 6215.7 3107850
520 650.0 6218.0 3233360
540 675.0 6225.9 3361986
560 700.0 6233.2 3490592
580 725.0 6240.1 3619258
600 750.0 6246.5 3747900
620 775.0 6252.5 3876550
640 800.0 6258.1 4005184
660 825.0 6263.3 4133778
740 925.00 6084.8 4502752
820 1025.00 5913.3 4848906
900 1125.00 5757.3 5181570
980 1225.00 5624.6 5512108
1060 1325.00 5511.8 5842508
1140 1425.00 5414.9 6172986
1220 1525.00 5330.8 6503576
1300 1625.00 5258.7 6836310
1380 1725.00 5196.7 7171446
1460 1825.00 5141.6 7506736
1540 1925.00 5092.2 7841988
1620 2025.00 5047.8 8177436
1680 2100.00 5017.2 8428896
1700 2125.00 5035.2 8559840
1720 2150.00 5051.4 8688408
1740 2175.00 5067.3 8817102

189G0290X002 Range

1760 2200.00 5082.8 8945728
1780 2225.00 5098.2 9074796
1800 2250.00 5113.2 9203760
1820 2275.00 5127.8 9332596
1840 2300.00 5142.1 9461464
1860 2325.00 5156.2 9590532
1880 2350.00 5170.0 9719600
1900 2375.00 5183.6 9848840
1920 2400.00 5196.9 9978048
1940 2425.00 5210.0 10107400
1960 2450.00 5222.9 10236884
1980 2475.00 5235.5 10366290
2000 2500.00 5247.9 10495800
2020 2525.00 5260.0 10625200
2040 2550.00 5272.0 10754880
2062 2550.0 5284.7 10897051

Range 189G0290X002

Document N° Cabin Bubble
189G0290X002 Windows

SUPPLEMENT 23
CABIN BUBBLE WINDOWS

P/N 8G5620F00111

Cabin Bubble Document N°
Windows 189G0290X002

RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
N° 10051741



Page Revision N°
Title 0
A-1 and A-2 0
B-1 and B-2 0
S23-i and S23-ii 0

S23-1 thru S23-8 0
PART II -MANUFACTURER’S DATA
S23-9 thru S23-10 0


SUPPLEMENT 23
CABIN UBBLE WINDOWS
TABLE OF CONTENTS
Page


EMERGENCY EXITS .................................................................................................. S23-5

LIST OF FIGURES
Figure Page
Figure S23-1 Left and Right Bubble Windows ............................................................. S23-2
Figure S23-2 Bubble Window Internal Release Handle View ...................................... S23-3
Figure S23-3 Bubble Window External Release Handle and Grip View ...................... S23-4
Figure S23-4 External Markings and Placards.............................................................. S23-6
Figure S23-5 Internal Markings and Placards............................................................... S23-7

GENERAL INFORMATION
The Cabin Bubble Window kit modification P/N 8G5620F00111 installs a bub-
ble window on the left hand and right hand side replacing the cabin forward
windows.
The bubble window allows increased field of view for crew members.
See Figure S23-1.
The two bubble windows have an emergency handle that allows the window to
be removed either from internally or externally in an emergency situation. The
external lever also has a grip mounted on the window to assist in pulling the
window away from the structure. See Figure S23-2 and Figure S23-3.

LEFT HAND BUBBLE WINDOW
RIGHT HAND BUBBLE WINDOW
ICN-89-A-155000-G-00001-04183-A-001-01
Figure S23-1 Left and Right Bubble Windows

ICN-89-A-155000-G-00001-04184-A-001-01
Figure S23-2 Bubble Window Internal Release Handle View

ICN-89-A-155000-G-00001-04185-A-001-01
Figure S23-3 Bubble Window External Release Handle and Grip on

Lower Aft Corner


After installation of the Bubble Windows, the new empty weight and center of
gravity position must be determined.
No change

EMERGENCY EXITS
Figure S23-4 and Figure S23-5 show the position of the cabin emergency
exits and placards with the Bubble Windows installation.

1 PUSH THE BUTTON TO UNLOCK THE HANDLE

2 ROTATE THE HANDLE TO RELEASE THE WINDOW
3 PULL OUT THE WINDOW
EMERGENCY EXIT
PULL 1 PULL RED STRAP TO REMOVE CORD
2 PUSH IN WINDOW
ICN-89-A-155000-G-00001-04186-A-001-01
Figure S23-4 External Markings and Placards

EXIT

2 PUSH OUT WINDOW
1 PUSH THE BUTTON TO UNLOCK THE HANDLE

2 ROTATE THE HANDLE TO RELEASE THE WINDOW
3 PUSH OUT WINDOW
ICN-89-A-155000-G-00001-07102-A-001-01
Figure S23-5 Internal Markings and Placards

When the Cabin Bubble Windows are installed aircraft performance is affected
by the installation.

No Change.


Document N° Automatic Search
189G0290X002 Modes

information of the Basic Flight Manual. For limitations, proce-
SUPPLEMENT 24
AUTOMATIC SEARCH MODES

P/N 8G2210F00111


Automatic Serach Document N°
Modes 189G0290X002

189G0290X002 Modes
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
N° 10051718
1 Title, pages A-1 and B-1. EASA Approvals
N° 10052433 and
10052437

Automatic Search Document N°
Modes 189G0290X002

189G0290X002 Modes

Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S24-i thru S24-iv 0

S24-1 thru S24-66 0

Modes 189G0290X002

189G0290X0002 Modes
SUPPLEMENT 24
AUTOMATIC SEARCH MODES
TABLE OF CONTENTS
Page

ABBREVIATIONS................................................................................................S24-1
AFCS SEARCH MODE........................................................................................S24-1
SEARCH PATTERNS..........................................................................................S24-3
WIND INDICATION SYMBOLOGY .....................................................................S24-4
MARK ON TARGET (MOT) .................................................................................S24-5
SEARCH MODE LIMITATIONS................................................................................... S24-8
FLIGHT DIRECTOR MODES ENGAGEMENT LIMITS AND MINIMUM
USE HEIGHT (MUH) ................................................................................................... S24-9
SEARCH LIMITATIONS .............................................................................................. S24-9
HOIST OPERATION LIMITATIONS .......................................................................... S24-10
SECTION 2 NORMAL PROCEDURES

SEARCH OPERATIONS ........................................................................................... S24-11
MODE DESCRIPTIONS ............................................................................................ S24-11
FMS SEARCH PATTERNS ....................................................................................... S24-16

SINGLE ENGINE FAILURE IN HOVER OGE FLYAWAY PROCEDURE ................. S24-28
SINGLE GPS FAILURE WITH SEARCH MODES ENGAGED.................................. S24-29
DOUBLE GPS FAILURE WITH HOV, TDH, TU OR WTR ENGAGED...................... S24-29
DOUBLE GPS FAILURE WITH MOT ENGAGED .................................................... S24-30
SINGLE RAD ALT FAILURE WITH RHT OR SEARCH MODES ENGAGED ........... S24-31

Modes 189G0290X002
Page
DOUBLE RAD ALT FAILURE WITH RHT OR SEARCH MODES ENGAGED.......... S24-31
AMMC FAILURE WITH MOT ENGAGED ................................................................. S24-32
ADS FAILURE WITH SAR MODES ENGAGED....................................................... S24-33
FMS/GPS MISCOMPARE ........................................................................................ S24-33
SECTION 4 PERFORMANCE DATA

PERFORMANCE WITH SEARCH MODES ENGAGED............................................ S24-34
SINGLE ENGINE FAILURE IN HOVER OGE FLYAWAY ......................................... S24-44

189G0290X0002 Modes
LIST OF FIGURES
Figure Page
Figure S24-1 MCDU Patterns Page.............................................................................. S24-3
Figure S24-2 Mark On Target (MOT) ............................................................................ S24-5
Figure S24-3 MCDU Expanding Square Search Page ............................................... S24-20
Figure S24-4 MCDU Multi Sector Search Page.......................................................... S24-22
Figure S24-5 MCDU Creeping Line Search Page ...................................................... S24-25
Figure S24-6 MCDU Parallel Pattern Search Page .................................................... S24-27
Figure S24-7 WAT Limitations for TD, TD/H, MOT & TU Mode Operation,
Eng Anti Ice OFF, Heater OFF .............................................................. S24-35
Eng Anti Ice ON, Heater OFF ............................................................... S24-36
Eng Anti Ice OFF, Heater ON................................................................ S24-37
Eng Anti Ice ON, Heater ON ................................................................. S24-38
Figure S24-11 Wind/Ground/Air Speed Azimuth Envelope AEO.................................. S24-39
Eng Anti Ice OFF, Heater OFF. Headwinds Only................................... S24-40
Eng Anti Ice ON, Heater OFF. Headwinds Only. ................................... S24-41
Eng Anti Ice OFF, Heater ON. Headwinds Only. ................................... S24-42
Eng Anti Ice ON, Heater ON. Headwinds Only. .................................... S24-43
Figure S24-16 Chart A Flyaway Transfer Value............................................................ S24-45
Heater OFF/ON..................................................................................... S24-47
Figure S24-18 Chart B Height Loss During Flyaway, Anti Ice On,
Heater OFF/ON..................................................................................... S24-49
Anti Ice ON, Heater OFF/ON ................................................................ S24-55

Modes 189G0290X002
Figure Page
Extension to 8600 kg............................................................................. S24-59
Heater OFF/ON, Weight Extension to 8600 kg .................................... S24-61

189G0290X002 Modes
ABBREVIATIONS
Abbreviations and acronyms used int this Supplement are defined as follows:
— APPR : APPRoach
— NRHT : Autonomous Radar Height Navigaton Mode
— NIAS : Autonomous Airspeed Navigation Mode
— NPATH : Autonomous Path Approach Mode
— NDCL : Autonomous Deceleration Mode
— FHAF : Final Hover Approach Fix
— TRANS : TRANSition
— XTE : Cross Track Error.
GENERAL INFORMATION
This Supplement provides information for Search Mode operations when
using the AFCS modes and the FMS search patterns available in the FMS.
Satisfactory operation of the Search Modes has been demonstrated up to 40
kts windspeed (25 kts tail wind) and Sea State 5 (wave heights up to 3.0m).
AFCS SEARCH MODE

The following functions are available on the AFCS when the option file is acti-
vated:
Mode Function Control PFD Caption

Axis
Arm Capture
(white) (green)
TD Transition Down Pitch/ N/A TD

Collective
TDH Transition to Hover Pitch/Roll N/A TDH

Collective
TU Transition Up Pitch/Roll/ N/A TU

Collective

Modes 189G0290X002
MOT* Mark On Target Pitch/Roll/ N/A MOT

Collective
WTR Winchman Trim Pitch/Roll N/A WTR
* The MOT caption is displayed in a dedicated PFD field during the entire
MOT sequence. Differing captions are displayed on the relevant axis (collec-
tive, pitch, roll) in addition to the dedicated MOT captions (NRHT, NIAS,
NPATH, NDCL) in accordance with the phase of the MOT approach active.
Note
TU is activated using the GA/TU button on the collective grip.
Note
The WTR mode is also available, as a stand alone mode, if the
hoist (option file and hoist installation) are present.

189G0290X002 Modes
SEARCH PATTERNS
Search Patterns are available in the FMS, in accordance with APT-10D stan-
dards, which when selected into the active flight plan using the MCDU, are
displayed on the MFD MAP presentation as an icon before the Search entry
manoeuvre then the complete pattern at entry (refer FMS pilots guide for
entry manoeuvre details). The following Search Patterns are available (in
brackets are the legends on the MCDU):
• Expanding Square (EXP SQUARE)
• Multi Sector Search (SECTOR)
• Creeping Line (CRP LINE)
• Parallel (PAR TRACK)
PATTERNS
< FLY OVER
< RTA EXP SQUARE >
< HOLDING CRP LINE >
SECTOR >
PAR TRACK >
< RTN
ICN-89-A-155000-G-00001-04189-A-001-01
Figure S24-1 MCDU Patterns Page

Modes 189G0290X002
WIND INDICATION SYMBOLOGY

The wind symbology on both PFDs changes in accordance with the FMS state
of calculation and/or frozen condition when the aircraft is out of Straight &
Level condition for more than 2 minutes.
The aircraft remains in Straight & Level condition if the Roll Angle < 6° and
Pitch Angle < 30° and Yaw Rate < 1.5°/sec otherwise the aircraft exits from
Straight & Level condition; if the aircraft remains in this condition for more than
2 minutes the wind state changes to ‘frozen’ state.
Wind symbols representation is shown in the following table:
Wind data not received due to AMMC in ‘OFF’ state
WIND AUTO
Wind data invalid due to TAS or GS invalid or, since
AMMC power-on, TAS is always below 40 KIAS.
WIND AUTO
Wind data valid (TAS valid > 40 KIAS, a/c in
Straight&Level, computed wind magnitude > 5 kts)
WIND AUTO
Wind data frozen for more than 2 minutes due to out
of Straight&Level condition or TAS < 40 KIAS
WIND AUTO
Wind magnitude computed by FMS is below 5 kts
WIND MANUAL
Wind is set in MANUAL (not accepted below 5 kts).
Note
The wind indicator on both PFDs is in MAG or TRUE heading in
accordance with the MAG/TRUE selection switch in MCDU –
FMS SETTINGS page.

189G0290X002 Modes
Note
If the wind is set to MANUAL the WIND AUTO condition cannot
be restored if the wind data is frozen for more than 2 minutes in
the out ot Straight&Level or the TAS is less than 40 kts
MARK ON TARGET (MOT)

The Mark On Target (MOT) manoeuver consists of a waypoint marking of sur-
face position in Latitude and Longitude after the overfly of the interested posi-
tion then returning back to that position with aircraft in hover above the surface
150 feet downwind and 150 feet to the left of marked position at an altitude of
50 feet AGL (Rad Alt). The MOT maneuver is used, for example, during a
search and rescue flight when the crew notes a target and wants to fly back to
the hover with the target in view.
ICN-89-A-155000-G-00001-04190-A-001-01
Figure S24-2 Mark On Target (MOT)
The MOT manoeuver consists of one of two turns necessary to fly a downwind
leg, then an into wind turn into the direction for final approach into wind which
terminates at zero groundspeed downwind of the target. In order to perform
the correct descent and deceleration to hover 45.72m (150 feet) downwind
and 45.72m (150 feet) to the left of the marked position at 50 feet Rad Alt
height the FMS adds a key waypoint known as Final Hover Approach Fix
(FHAF); the FMS locates the FHAF waypoint approximateky 0.63 NM (3820
feet) downwind of the target in the into wind direction.

Modes 189G0290X002
The FMS builds the MOT manoeuver through two basic phases of the MOT
flight plan:
— the approach to FHAF (Final Hover Approach Fix) waypoint
— the approach to HOVER (HOV wpt).

Approach to FHAF : the FMS guides the helicopter for a turn around,
preferably to the right (pilot side for improved viewing of the target by the
pilot), manoeuvering so that the aircraft is heading downwind with respect
to the target to the FHAF to prepare for the upwind descent/deceleration
flight down to hovering.
Approach to Hover : the FMS provides the AFCS the information neces-
sary for guidance to the hover waypoint (HOV): lateral XTE (GPS based)
and Distance to HOV (GPS based).
Note
The FMS inhibits the MOT activation during the departure (SID)
procedure, arrival (STAR) procedure, approach (APPR or
TRANS green on CDS), holding, offset and missed approach
procedure.
Note
If the MOT is activated and the navigation source is not FMS
the CDS automatically switches to FMS as navigation source,
arms and engages the NPATH mode.
Note
The MOT will engaged if the RAD ALT is valid, the a/c height is
below 2000 ft and the IAS is valid and greater or equal to 50
KIAS.
During the FMS descent to FHAF the VS commands are limited to a maximum
of -1500 fpm with no command for a climb maneuver. As a function of current
height above the target the FMS selects two types of descent profile 3 degree
or 4 degree; if the MOT is initiated below the 3 degree descent path the a/c will
maintain the current altitude (NRHT mode) until intercepting the 3 degree path
down to HOV waypoint.

189G0290X002 Modes
Only one active MOT flight plan is permitted. An active MOT flight plan is can-
celed by performing one of the following:
• Performing a direct-to to a non-MOT flight plan waypoint.
• Pushing EXIT on the active flight plan page.
• The TU mode is engaged by pushing the TU/GA button on the

AFCS guidance control panel.
MOT is only permitted on en-route waypoints.
The MOTxxx (001 - 999) waypoint is stored in the custom database and is
available for review and download on the USER waypoint list page until
deleted by the pilot.

Modes 189G0290X002
MINIMUM FLIGHT CREW
— For Search Operations - Two Pilots
— For other operations refer to Basic RFM or relevant Supplements
WEIGHT
— For weights up to 8300 kg see basic RFM

— For weights between 8300 kg and 8600 kg see Supplement 21
— For weight limitations with Cabin Configuration with Nine or Less Pas-
senger Seats see Supplement 27
CENTRE OF GRAVITY
See Basic RFM or appropriate Supplement
SEARCH MODE LIMITATIONS
• AFCS Search Modes must be disengaged after loss of one AP chan-

nel.
• The RHT, TD, TDH, TU, MOT can only be engaged over flat surfaces
which are clear of obstructions.

189G0290X002 Modes
FLIGHT DIRECTOR MODES ENGAGEMENT

LIMITS AND MINIMUM USE HEIGHT (MUH)
Hold Mode Engagement Range MUH
TD 85 KIAS to Vne 150 ft AGL
150 ft to 2000 ft AGL
40 KIAS to 85 KIAS
210 ft to 2000 ft
TDH 0 KIAS to 85 KIAS 50 ft AGL
30 ft to 210 ft AGL
TU 0 KIAS to 80 KIAS or 150 ft AGL (airspeed
40 KIAS to Vne in HOV/ greater than 55 KIAS)
TDH/NPATH 30 ft AGL in HOV/TDH/NPATH
10 ft to 2000 ft AGL or airspeed less than 55 KIAS
MOT 40 KIAS to Vne NRHT - 150 ft AGL

150 ft to 2000 ft AGL NPATH - 150 ft AGL (airspeed
NPATH - 50 ft AGL (airspeed
NDCL - 50 ft AGL
WTR HOV Mode engaged 30 ft AGL
For operations on the sea the MUH must be increased by one half the maxi-
mum reported/observed wave height.
Note
Recommended minimum IAS reference for TD, TDH, TU and
MOT Mode engagement is 50 KIAS
Note
Above 140 KIAS Fly Manually
SEARCH LIMITATIONS
Flight below 50 KIAS (Vmini) in IMC is only permitted when coupled to a
Search mode.

Modes 189G0290X002
HOIST OPERATION LIMITATIONS

For Hoist operations see limitations and procedures in Supplements 5 or 16 as
appropriate.

189G0290X002 Modes
SECTION 2 NORMAL PROCEDURES
SEARCH OPERATIONS
— Satisfactory operation of the Search modes has been demonstrated up

to 40 kts wind speed (25 kts tail wind) and Sea State 5 (wave heights
up to 3 m (10 ft)).
MODE DESCRIPTIONS
GA/TU
1. Go Around Mode. The mode may be selected from either collective GA
pushbutton and will give a Go Around automatic ascent when the
conditions for a GA are met i.e.
• airspeed from 40 KIAS to Vne and altitude above 2000 ft
• airspeed between 40 KIAS and 80 KIAS with GS greater than 30 kts

and height between 0 and 2000ft and non of the following modes
engaged: TD, TDH, NPATH or
• airspeed between 80 KIAS and VNE and height between 0 and 2000ft
and non of the following modes engaged: TD, TDH, NPATH.
When engaged the A/C will be controlled to about 1000 feet/min climb at
minimum power airspeed (Vy). Vertical speed and airspeed references
cannot be modified. When GA is requested during an approach and a
missed approach flight plan is provided by an independent Flight
Management System, NAV mode is engaged simultaneously on the roll
axis. Otherwise HDG mode is engaged simultaneously. GA mode
operates on Collective Axis to control Vertical Speed and on Pitch axis to
control airspeed. If a missed approach flight plan is provided, Roll axis is
under control of NAV mode and Yaw axis provides turn coordination.
Otherwise Roll and Yaw axes are under control of HDG mode. GA
disengages automatically when both 200 feet radar-height and 700 feet/
min are achieved, then VS and IAS modes engage
2. Transition Up Mode. The mode may be selected from either collective GA
pushbutton and will give Transition Up, when the conditions for a TU are
met i.e.
• airspeed less than 40 KIAS or
• airspeed between 40 KIAS and 80 KIAS with GS less than 30 kts or

Modes 189G0290X002
• airspeed between 40 KIAS and 80 KIAS with GS greater than 30 kts

with one of the following modes engaged TD, TDH NPATH or
• airspeed from 80 KIAS to Vne

The TU initiates a climb up to the set bug reference height of 200 ft AGL
on the Rad Alt and the set bug airspeed of 80 KIAS. Engaging the TU the
FD will zero lateral or negative groundspeed and initiate an acceleration
to 80 KIAS the HDG will engage and a climb maintained until reaching the
reference value 200 ft when the RHT is automatically engaged. The
aircraft continues to accelerates to the airspeed reference of 80 KIAS and
the IAS mode is engaged. The reference height can be modified by the
collective beep switch and the airspeed by the cyclic beep switch. The TU
Mode can be exited by selecting another upper mode or selecting the
collective/cyclic FTR buttons.
Note
Under 20 kts groundspeed to disengage TU mode the collecitve
and cyclic FTR buttons must be pressed simultaneously.
TD/H
1. Transition Down Mode. This mode, when selected and the conditions for
TD are met (height between 150 ft and 2000 ft, airspeed greater than
40 KIAS), transitions the aircraft from the current flight condition down to
200 ft AGL and 80 KIAS level flight. Pressing the TD/H button the FD will
initiate a descent and deceleration to achieve airspeed reference of
80 KIAS and a height reference of 200 ft AGL. When reaching the
reference speed and height the IAS and RHT modes automatically
engage. Pressing the collective FTR button prior to 200 ft will engage
RHT mode at the actual height the button is pushed. Pressing the cyclic
FTR button prior to 80 KIAS will engage IAS at the actual airspeed the
button is pushed. The TD Mode can be exited by pressing the TD/H
pushbutton or by selecting another upper mode mode.
2. Transition Down to Hover Mode. This mode, when selected and the
conditions for TDH are met (height between 30 ft and 210 ft, airspeed
below 85 KIAS), transitions the aircraft from the current flight condition
down to 50 ft AGL (or retains the current height if lower), and hover with
0 kts groundspeed. Pressing the TD/H button will initiate a descent and
deceleration to achieve the final hover conditions. When reaching the
reference height and groundspeed the RHT and HOV modes
automatically engage. Pressing the collective FTR button prior to 50 ft will
engage RHT mode at the actual height the button is pushed. Pressing the
cyclic FTR button in cruise conditions will engage IAS at the actual

189G0290X002 Modes
airspeed the button is pushed. Pressing the cyclic FTR button in hover
conditions will engage HOV at the actual groundspeed the button is
pushed.
The TD/H Mode can only be exited by pressing the TD/H pushbutton or
selecting another FD mode.
MOT
Mark On Target Mode. This mode, when selected, marks the current
position as a waypoint then manoeuvres the aircraft with a downwind leg,
then an up wind turn to establish hover at 0 kts groundspeed, 50 ft (15 m)
AGL in a position 150 ft (46 m) to the left and 150 ft (46 m) downwind of
the marked waypoint.
The MOT sequence is divided in three basic phases:
— MOT TD-Phase - During this initial phase immediately following MOT

engagement, the mode follows FMS commands for the turn around
manoeuvre so that the aircraft will be headed into the wind at the FHAF
(Final Hover Approach Fix). The FHAF is located approximately 0.63
nautical miles downwind from the target at a height of 250ft AGL. If at
MOT engagement the A/C is at or above the straight vertical virtual
path produced by the FMS, AFCS controls the A/C acquiring and hold-
ing this path (NPATH displayed on the collective field). If, at MOT
engagement, the A/C is below the vertical path, NRHT engages on col-
lective axis (NRHT displayed on the collective field) and the AFCS con-
trols height for level flight until approaching vertical path, then NPATH
engages. During this phase AFCS controls A/C along a lateral virtual
path produced by the FMS (NPATH displayed on lateral field) and air-
speed target requested by FMS (NIAS displayed on longitudinal field).
The roll steering command is limited to a maximum bank angle of 25
degrees and the vertical speed command is limited to -1500 FPM (no
climb commands are provided). The maximum descent path angle pro-
vided by the FMS is 4.0 degrees.
— MOT TDH-Phase – During this phase, the mode follows FMS guidance
to generate commands for an automatic descent to the hover waypoint
(HOV) at a preset radar height (default is 50 ft AGL), The hover way-
point is located approximately 150 feet downwind and 150 feet to the
left of the MOT waypoint to facilitate a visual approach to the target
location. If entering in this phase the A/C is on the straight vertical vir-
tual path produced by the FMS, AFCS controls A/C along this path
(NPATH displayed on the collective field). If entering in this phase the
A/C is below the vertical path, NRHT engages on collective axis

Modes 189G0290X002
(NRHT displayed on the collective field) and AFCS control height for
level flight until approaching vertical path, then NPATH engages. Dur-
ing this phase AFCS control A/C along a lateral virtual path produced
by the FMS (NPATH displayed on lateral field) and uses the FMS dis-
tance to the HOV waypoint to compute the ground speed profile to the
HOV waypoint (NDCL displayed on longitudinal field) up to a maximum
deceleration of 0.7 knots/sec.
— Final Target Approach - During this phase, the pilot flies the aircraft
(e.g.: HOV beep switch inputs) from the HOV waypoint to the target
location at or near the MOT waypoint. During this phase the annuncia-
tion displayed on PFD are RHT on collective field and HOV on longitu-
dinal and lateral fields
At any time while MOT mode is engaged and prior to reaching the final
hover height, it is possible to modify the final height reference by pressing
the collective beep switch forward to decrease the final height reference
or aftward to increase the final height reference. The final height reference
is limited to the range from 50 feet to 150 feet AGL.
During the MOT TD-Phase, pressing the collective FTR switch while in
MOT mode causes the RHT mode to engage at the current radar altitude.
During the MOT TD-Phase, pressing the cyclic FTR switch while in MOT
mode causes the RHT and IAS modes to engage synchronizing the
references at the current radar altitude and airspeed respectively.
During the MOT TDH-Phase, pressing the collective FTR switch while in
MOT mode causes the RHT mode to engage at the current radar altitude.
During the MOT TDH-Phase, pressing the cyclic FTR switch while in MOT
mode causes the HOV modes to engage synchronizing the HOV ground
speed references to the current ground velocities.
When reaching the reference height and groundspeed the RHT and HOV
modes automatically engage. The MOT Mode can only be exited by
pushing the MOT pushbutton or selecting another Search AFCS mode.
WTR
Winchman Trim Mode. This mode, (available in HOV Mode only) when
selected by the pilot, displays a WTR message on the PFD and permits
the Hoist Operator (HO) to control the aircraft hover lateral and
longitudinal groundspeed using the cabin controller (mounted under the
HO window) or hoist pendant five position switch. Groundspeeds up to a
maximum of 10 kts, from the value established by the pilot in HOV mode,
can be controlled by the HO. The five position switch allows the HO to
control the aircraft fore - aft and lateral groundspeed. When the switch is

189G0290X002 Modes
moved towards the FWD label the aircraft moves forward, when moved
towards L the aircraft translates laterally to the left and conversely R for
translation right and AFT for rearward motion. Pushing the centre position
of the five position switch the HO can reset his groundspeed corrections.
Pilot input will over-ride HO input at any time. The WTR Mode can be
exited by pressing the WTR pushbutton, or disengaging HOV mode.
Note
When WTR mode is engaged and the pilot wants to temporarily
modify the ground speed by cyclic inputs against the force feel
this should be carried out using a series of small inputs and
after each input the cyclic should return into the detent position
within 3 seconds to avoid a MISTRIM condition.

Modes 189G0290X002
FMS SEARCH PATTERNS

The following search patterns are available:
— Expanding Square
— Sector
— Creeping Line
— Parallel.
For a full description of Search mode search pattern operation refer to opera-
tors Manual.
Search Patterns General
— When the Search pattern defined by the pilots is activated and coupled
with the AFCS the NAV system steers the desired search pattern
allowing the pilot to carry out surveillance activities.
— Search Pattern selection and activation are performed on the MCDU

starting from the PATTERN page, that can be accessed from FMS
page. When the search pattern is selected, the FMS requires the
search pattern to be inserted on a valid waypoint of the active flight
plan as point defined on the MFD/PFD MAP page as SPST (Search
Pattern STart).
The search pattern is calculated from the default parameters which can
be modified and/or from input parameters through the MCDU SAR
page.
Once activated the search pattern waypoints are also entered in the
Active Flight Plan displayed on the MCDU as “SPxx” where xx=02, 03,
…,99 are the SAR pattern numbers (on the PFD/MFD the points are
identified by a number only).
— When flying a Search Pattern, the Search Pattern parameters can be

modified on the appropriate search pattern page. Any parameter modi-
fied will take effect from the end of the current leg.
— A search pattern can be suspended at anytime by pressing SUSPEND

command on the active FPL page. The Search Pattern may be
resumed by pressing RESUME or STEER SPxx commands, on the
active FL page, which will continue the Search Pattern after the aircraft
has returned to the previously suspended point or the aircraft has
steered to the next SPxx waypoint. At SUSPEND the AFCS changes to
from NAV to HDG, at RESUME, NAV mode must be re-selected on the
AFCS control panel.

189G0290X002 Modes
During the SAR pattern the SUSPEND function is allowed only if the
XTE (Cross-Track Error) is below 0.1 NM.
When flying a Search Pattern, if MOT is pressed the Search Pattern is

suspended with a <<DISCONTINUITY>> after the MOT waypoint. At
the end of MOT manoeuvre it may be resumed by coupling the NAV on
the TO-FROM SAR leg.
Note
CHECK SAR SPEED will appear on MCDU alert page, with
MSG annunciation on both PFDs, any time current IAS is more
than 10 KIAS with respect to the SAR IAS selected within the
SAR Pattern Page.
Note
CHECK WIND SPEED will appear on MCDU alert page, with
MSG annunciation on both PFDs, at any time from the comple-
tion of SAR entry maneuver when the current wind magnitude
calculated by FMS is more than 10 KIAS with respect to the
SAR WIND selected within the SAR Pattern Page.
Note
BANK > 20 amber message will appear on MCDU SAR Pattern
Page if the maximum roll steering, as computed by FMS, nec-
essary to correctly fly the SAR pattern “on-path” is above the
safety threshold of 20 degree for: night/poor visibility or sever
meteorological SAR condition.
Note
“X LEGS NOT FEASIBLE” where X=2, …, 10 or “NOT FEASI-
BLE” message will appear on MCDU SAR Pattern Page if the
first X legs of SAR pattern are not feasible or the whole SAR
pattern is not feasible. These messages advise the pilots that
the first legs or the whole SAR pattern will be flown with poor
accuracy.

Modes 189G0290X002
Expanding Square Search

The expanding square patterns are used to search a small area when some
doubt exists about the distress position. They provide more uniform coverage
than a sector search and may be expanded. Square searches are referred to
as expanding square searches beginning at the datum and expanding out-
ward. If the datum is a line instead of a point, the pattern may be changed to
an expanding rectangle.
Initial Length
08
04 05
Max Radius
01
Initial Track
SPST
03 02 Leg Space
07 06
ICN-89-A-155000-G-00001-04191-A-001-01
The parameters required to construct the search plan are:
• 1L - TURN: Right/Left (Right default)
• 2L - SPACING: 0.2 - 20NM (0.5 NM default)
• 3L - IAS/GS: Toggle switch to select between

ground speed input and IAS input.
• 4L - MAX RADIUS: 2 - 50 (default 5 NM)
• 6L - RTN: Return to previous page
• 1R - INIT TRK: 001 - 360 deg (as default the DTK of

the leg that includes the search pat-
tern)

189G0290X002 Modes
• 2R - LENGTH: 0.2 - 20 NM (0.5 NM default)
• 3R - IAS/GS: Indicates the IAS speed or the GS

speed required for the pattern.
• 4R - WIND SPD: Indicates the Wind Speed used in the

computation as TAIL wind component.
• 5R - MAX BANK: Enter/display the angle of bank com-

puted by FMS or forced by the Pilot.
• 6R - CONFIRM Button to activate the Search pattern.

For “run-time” changes of the creeping geometry the following parameters can
be changed and will take effect on the next leg: SPACING, LENGTH and MAX
RADIUS.
Note
Using the expanding square definition parameters the FMS
computes the feasibility of search pattern with the IAS/GSPD,
wind, leg space/length and Max Bank defined by the pilot. In
case X legs are NOT feasible the FMS displays the "X LEG
NOT FEASABLE" message on MCDU where X is the first legs
of expanding square search pattern up to 10 legs not feasible.
This message is an advisory message only. If the pilot confirms
the pattern through the CONFIRM button the pattern is
accepted and executed but without any accuracy guarantee for
the first X legs.

Modes 189G0290X002
EXPANDING SQUARE
TURN INIT TRK

LEFT / RIGHT
SPACING LEG LENTGH
SPEED
IAS / GS
MAX RADIUS WIND SPD
MAX BANK
< RTN BANK >20 CONFIRM
ICN-89-A-155000-G-00001-04192-A-001-01
Figure S24-3 MCDU Expanding Square Search Page

189G0290X002 Modes
Multi Sector Search

Sector Patterns are used when the position of distress is reliably known or the
area searched is not extensive, and a concentration of effort is desired on the
datum. The pattern resembles the spokes of a wheel and it is used to cover a
circular search area. Generally, aircraft sector search areas do not have a
radius greater than 20 to 30 miles, while marine craft use a maximum radius of
5 miles.
Each leg is separated by an angle, based on the maximum track spacing and
search radius, and connected by a cross leg equal to the maximum track
spacing.
04 07
03 08
01
10 Initial Track
SPST
Radial Space
09 02 Sector Angle
06 05
Radius
ICN-89-A-155000-G-00001-04193-A-001-01


• 4L - RADIUS: 2 - 50 (default 10 NM)
• 1R - INIT TRK: 001 - 360 deg (as default the DTK of

tern)
• 2R - ANGLE: 30 - 90° (default 60 degree)

Modes 189G0290X002



• 6R - CONFIRM: Button to activate the Search pattern.

For “run-time” changes of sector geometry all parameters can be changed
because the aircraft overflys the start of pattern on every pass and when the
geometry is changed the sector is re-designed in accordance with the new
parameters.
Note
Using the Multi-Sector definition parameters the FMS computes
the feasibility of search pattern with the IAS/GS, wind, leg
space/length and Max Bank defined by the pilot. In case the
legs of sectors are NOT feasible in terms of performance of
coverage the FMS displays the "NOT FEASABLE" message on
MCDU. This message is an advisory message only. If the pilot
confirm the pattern through the CONFIRM button the pattern is
accepted and executed but without any accuracy guarantee.
SECTOR
TURN INIT TRK

LEFT / RIGHT
ANGLE
SPEED
IAS / GS
RADIUS WIND SPD
MAX BANK
< RTN CONFIRM
ICN-89-A-155000-G-00001-04194-A-001-01
Figure S24-4 MCDU Multi Sector Search Page

189G0290X002 Modes
Creeping Line Search

The creeping line patterns are specialized type of parallel patterns where the
direction of creep is along the major axis of search area, unlike the usual par-
allel pattern.
The creeping line single unit co-ordinate pattern is used when either vessel or
boats are available. The aircraft track is planned so that the advance of suc-
cessive legs of the search pattern equals that of the marine craft, and the air-
craft pass over the vessel on each leg. This results in a more accurate search
pattern, and enables the quick rescue by the marine craft once survivors are
located.
01 02 05 06 09 10 13 14
SPST Vessel
Track
Pattern
Width
03 04 07 08 11 12
Spacing
Pattern Length
ICN-89-A-155000-G-00001-04195-A-001-01
• 3L - IAS/GS: toggle switch to select between ground

speed input and IAS input.
• 4L - MAX LENGTH: 2 - 50 (default 10 NM)
• 6L - RTN: return to previous page

Modes 189G0290X002
• 1R - VESSEL TRK: 001 - 360 deg (as default the DTK of

tern)
• 2R - WIDTH: 0.5 - 20 NM (4 NM default)



• 6R - CONFIRM Button to activate the Search pattern

For “run-time” changes of creeping geometry the following parameters can be
changed and will take effect on the next leg: SPACING, WIDTH, VESSEL
TRACK and MAX LENGTH.
Note
Using the Creeping Line definition parameters the FMS com-
putes the feasibility of search pattern with the IAS/GS, wind, leg
legs of the Creeping Ladder are NOT feasible in terms of perfor-
mance of coverage the FMS displays the "NOT FEASABLE"
message on MCDU. This message is an advisory message
only. If the pilot confirms the pattern through the CONFIRM but-
ton the pattern is accepted and executed but without any accu-
racy guarantee.

189G0290X002 Modes
CREEPING LINE
TURN VESSEL TRK

LEFT / RIGHT
SPACING WIDTH
SPEED
IAS / GS
MAX LENGTH WIND SPD
MAX BANK
< RTN CONFIRM
ICN-89-A-155000-G-00001-04196-A-001-01
Figure S24-5 MCDU Creeping Line Search Page

Modes 189G0290X002
Parallel Pattern Search

The parallel line patterns are specialized type of parallel patterns where the
direction of creep is along the minor axis of search area, unlike the usual
creeping pattern because the major axis is aligned with the search track. The
Parallel patterns for rectangular or square areas have a straight search legs
that are aligned parallel to the major axis. Parallel patterns are used for large
area where only approximate initial position is known and when uniform cover-
age is desired.
Pattern
Width
02
SPST
04 03
05 06
Search Track
08 07
Spacing
09 10
11
Pattern Length
ICN-89-A-155000-G-00001-04197-A-001-01
The parameters required to construct search plan are:


• 4L - MAX LENGTH: 2 - 50 (default 10 NM)
• 1R - SEARCH TRK: 001 - 360 deg (as default the DTK of

the leg that includes the search pattern)

189G0290X002 Modes
• 2R - LENGTH: 0.5 - 20 NM (4 NM default)



• 6R - CONFIRM: Button to activate the Search pattern.
Note
Using the Parallel Search definition parameters the FMS com-
putes the feasibility of search pattern with the IAS/GS, wind, leg
legs of the Parralel Pattern are NOT feasible in terms of perfor-
mance of coverage the FMS displays the "NOT FEASABLE"
message on MCDU. This message is an advisory message
only. If the pilot confirms the pattern through the CONFIRM but-
ton the pattern is accepted and executed but without any accu-
racy guarantee.
PARALLEL
TURN SEARCH TRK

LEFT / RIGHT
SPACING LEG LENGTH
SPEED
IAS / GS
MAX WIDTH WIND SPD
MAX BANK
< RTN CONFIRM
ICN-89-A-155000-G-00001-04198-A-001-01
Figure S24-6 MCDU Parallel Pattern Search Page

Modes 189G0290X002

SINGLE ENGINE FAILURE IN HOVER OGE FLYAWAY PROCEDURE
Note
The flyaway procedures and performance charts are copied
from the Basic RFM and Supplement 21.
The hover flyaway height loss defined in Figures and Tables, Figure S24-16 to
Figure S24-31 in Section 4 of this Supplement assume the following flyaway
procedure is followed:
1. Collective/Cyclic control — Rotate nose down to an attitude

of -12°. Adjust collective to droop
the NR to a minimum of 90% NR
to accelerate to 20 kts ground-
speed.
2. Acceleration — On achieving 20 kts raise nose

to an attitude of 5° nose up and
accelerate to V FASS (50 KIAS).
Recover NR to 102% using up
to 2.5 min power range as
required.
3. At VFASS — When the aircraft has achieved

VFASS (50 KIAS) continue climb
accelerating to Vy.
Note
The height loss indicated on chart Figure S24-16 to Figure S24-
31, for ambient condition and aircraft weight, guarantees that
VFASS (50 KIAS) will be achieved and a subsequent minimum
Rate Of Climb of 150 fpm at Vy is assured.

189G0290X002 Modes
SINGLE GPS FAILURE WITH SEARCH MODES ENGAGED
1(2) GPS FAIL
1(2) GPS system failure
Loss of GPS redundancy
Continue flight
Note
During MOT operation MOT caption on PFD is displayed amber
to indicate loss of redundancy.
DOUBLE GPS FAILURE WITH HOV, TDH, TU OR WTR ENGAGED
1-2 GPS FAIL
Double GPS system failure
Modes automatically disengage

and cannot be re-engaged

Modes 189G0290X002
DOUBLE GPS FAILURE WITH MOT ENGAGED
1-2 GPS FAIL
Double GPS system failure
After FHAF If before FHAF
Mode automatically Helicopter continuers

disengage to FHAF in degraded
mode. At FHAF the
helicopter levels off
and continues straight.
the mode does not
disengage.
Note
During MOT operation MOT caption on PFD is displayed amber
with RNP and FMS DGR messages in amber on the PFD.
Note
The MOT pattern remains displayed whenever any of the
modes handled by MOT remain engaged.

189G0290X002 Modes
SINGLE RAD ALT FAILURE WITH RHT OR SEARCH MODES ENGAGED
RA1(2) Message on PFD
Rad Alt 2 (1) failed. Automatic reconfiguration

message illuminates besides Rad Alt display,
on both PFD’s, to highlight both Rad Alt
indicators are using the same source
- Continue flight
CAUTION
When either RAD ALT fails, the LANDING GEAR CAS caution
and associated audio message activate erroneously when the
aircraft is above 200 ft AGL and the landing gear is retracted.
DOUBLE RAD ALT FAILURE WITH RHT OR SEARCH MODES ENGAGED

Message replaces RAD ALT height
RAD information on both PFD’s
RHT and Search modes disengage
with audio chime
Failure of both RAD ALT systems
- Continue flight
• RAD ALT functioning is lost
• RHT, TDH, TD, TU, MOT modes not available
• Low Height protection not available ( HT LOSS
message on attitude indicator)
• DH message is inactive
Note
AFCS collective modes automatically revert to ALT

Modes 189G0290X002
AMMC FAILURE WITH MOT ENGAGED
1(2) AMMC FAIL + ENG ANALOG FAIL
FDR FAIL
1-2 EECU MAINT
Associated AMMC failed. See NOTE 1

If AMMC ‘in command’ fails
MOT disengages automatically
If 1(2) AMMC DBU If 1(2) AMMC

READY advisory not DBU READY
displayed after 2 mins advisory displayed
Continue Flight - Activate DBU on

Be aware AMMC MCDU AMMS page
redundancy lost. - Confirm caution
See NOTE 2 clears
Continue Flight
Note 1
The 1(2) AMMC FAIL caution may generate DU MON message
on PFD if the selected NAV source is FMS.
Note 2
In case of 1 AMMC FAIL: loss of MGB & TGB OIL TEMP indica-
tion, loss of HYD 1 pressure and temperature indications, loss
of FUEL 1 pressure and FUEL quantity indications, Loss of
FMS 1, loss of DMAP 1 (if fitted),
In case of 2 AMMC FAIL: loss of MGB OIL PRESS, IGB OIL
TEMP indication, loss of HYD 2 pressure and temperature indi-
cations, loss of FUEL 2 pressure and FUEL quantity indications,
Loss of FMS 2, loss of DMAP 2 (if fitted).

189G0290X002 Modes
ADS FAILURE WITH SAR MODES ENGAGED..
1(2) ADS FAIL

+
and loss of:
Airspeed
Altitude
PI indicator
data on Left (Right)
PFD indicators
If on side ADS fails and MOT engaged
aircraft stops descent and levels
Associated ADS system failure
Disengage Search modes
On RCP move ADS switch to non failed ADS
ADS illuminates on attitude

Continue flight
Search modes may be re-engaged
Compare frequently PFD data

FMS/GPS MISCOMPARE
FMS/GPS MSCP
Disengage and do not engage Search modes

Modes 189G0290X002
PERFORMANCE WITH SEARCH MODES ENGAGED

The WAT charts presented below guarantee that the Search Modes selected
can be performed with suffucuent power AEO to complete the manoeuvre:
Gross weight for use of AFCS SAR TD,
TD/H, MOT, TU plus HOV and WTR
Modes with cross and tail wind as defined
in Figure S24-11 ............................................Figure S24-7 to Figure S24-10
Gross weight for use of AFCS SAR TD,
TD/H, MOT, TU plus HOV and WTR
Modes with Headwinds only ..........................Figure S24-12 to Figure S24-15
Note
The weight defined in the charts above also provide adequate
control margins for Hoist operations within the applicable oper-
ating envelopes.

189G0290X002 Modes
WAT for SAR MODE OPERATIONS

CROSS/TAIL WIND
ROTOR: 102% Eng. AI: OFF

ELECTRICAL LOAD: 100% EACH Heater: OFF

145 150 155 160 165 170 175 180 185 190
6
5 1.5

4
MA
1
X
OA
3
T
-10
-20
-30
-40
LI
30
20
10
40
0
MI
T
2
0.5
1 OAT - [°C]
50
______
ISA+40°C
-------
0 0
55
65 67 69 71 73 75 77 79 81 83 85 87
189G1580A001 Rev.C ICN-89-A-155024-G-A0126-00001-A-01-1
Eng Anti Ice OFF, Heater OFF

Modes 189G0290X002

CROSS/TAIL WIND
ROTOR: 102% Eng. AI: ON

ELECTRICAL LOAD: 100% EACH Heater: OFF

145 150 155 160 165 170 175 180 185 190
6
5 1.5

4
1
3
-10
-20
-30
-40
10
0
2
0.5
1 OAT - [°C]
______
0 0
65 67 69 71 73 75 77 79 81 83 85 87
Gross W eight - [kg x 100]
189G1580A001 Rev.C ICN-89-A-155024-G-A0126-00002-A-01-1
Eng Anti Ice ON, Heater OFF

189G0290X002 Modes

CROSS/TAIL WIND
ROTOR: 102% Eng. AI: OFF

ELECTRICAL LOAD: 100% EACH Heater: ON

145 150 155 160 165 170 175 180 185 190
6
5 1.5

4
1
3
-10
-20
-30
-40
20
10
0
2
0.5
1
OAT - [°C]
______
0 0
65 67 69 71 73 75 77 79 81 83 85 87
189G1580A001 Rev.C ICN-89-A-155024-G-A0126-00003-A-01-1
Eng Anti Ice OFF, Heater ON

Modes 189G0290X002

CROSS/TAIL WIND
ROTOR: 102% Eng. AI: ON

ELECTRICAL LOAD: 100% EACH Heater: ON

145 150 155 160 165 170 175 180 185 190
6
5 1.5

4
1
3
-10
-20
-30
-40
10
0
2
0.5
1
OAT - [°C]
______
0 0
65 67 69 71 73 75 77 79 81 83 85 87
189G1580A001 Rev.C ICN-89-A-155024-G-A0126-00004-A-01-1
Eng Anti Ice ON, Heater ON

189G0290X002 Modes
-10° +10°
DIRECTION DIRECTION
OF WIND OF WIND
20 30 35 50 kts
WIND
VELOCITY
DIRECTION DIRECTION
OF WIND OF WIND
ICN-89-A-155000-G-00001-07130-A-001-01
Figure S24-11 Wind/Ground/Air Speed Azimuth Envelope AEO

Modes 189G0290X002

HEADWIND ONLY
ROTOR SPEED: 102 % Eng. AI OFF

ELECTRICAL LOAD: 100% EACH Heater OFF

155 160 165 170 175 180 185 190
6 18
16
5

14
-20
-3 0
-40
-1 0
10
20
0
30
4 12
10
40
3
8
MAX
2 6
OAT
4
50
1
LIMI
2
T
0 OAT - [°C] 0
ISA+40°
55
-2
-1
0
UNFACTORED HEADWIND [kn]
MAXIMUM GROSS WEIGHT
10
20
30
40
50
70 72 74 76 78 80 82 84 86
189G1580A001 Rev.C ICN-89-A-155024-G-A0126-00005-A-01-1
Eng Anti Ice OFF, Heater OFF. Headwinds Only.

189G0290X002 Modes

HEADWIND ONLY
ROTOR SPEED: 102 % Eng. AI ON

ELECTRICAL LOAD: 100% EACH Heater OFF

155 160 165 170 175 180 185 190
6 18
16
5

14
-20
-3 0
-40
-10
10
0
4 12
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
0
10
20
30
40
50
70 72 74 76 78 80 82 84 86
189G1580A001 Rev.C ICN-89-A-155024-G-A0126-00006-A-01-1
Eng Anti Ice ON, Heater OFF. Headwinds Only.

Modes 189G0290X002

HEADWIND ONLY
ROTOR SPEED: 102 % Eng. AI OFF

ELECTRICAL LOAD: 100% EACH Heater ON

155 160 165 170 175 180 185 190
6 18
16
5

14
-20
-3 0
-40
-10
10
20
4 12
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
0
10
20
30
40
50
70 72 74 76 78 80 82 84 86
189G1580A001 Rev.C ICN-89-A-155024-G-A0126-00007-A-01-1
Eng Anti Ice OFF, Heater ON. Headwinds Only.

189G0290X002 Modes

HEADWIND ONLY
ROTOR SPEED: 102 % Eng. AI ON

ELECTRICAL LOAD: 100% EACH Heater ON

155 160 165 170 175 180 185 190
6 18
16
5

10 14
-20
-3 0
-40
-10
0
4 12
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
0
UNFACTOREDHEADWIND [kn]
MAXIMUM G ROSS WEIG HT
10
20
30
40
50
70 72 74 76 78 80 82 84 86
189G1580A001 Rev.C ICN-89-A-155024-G-A0126-00008-A-01-1
Eng Anti Ice ON, Heater ON. Headwinds Only.

Modes 189G0290X002
SINGLE ENGINE FAILURE IN HOVER OGE FLYAWAY

The height loss during a single engine failure flyaway for combinations of
weight, altitude, temperature and airspeed indication is shown in the Charts
and Tables Figure S24-16 to Figure S24-26 for weights up to 8300 kg and
Figure S24-27 to Figure S24-31 for weight between 8300 kg and 8600 kg.
Note
For IAS indication below 20 KIAS a value of 0 KIAS must be
used in the charts/tables.
The charts/tables do not include any clearance height. If the hover height is
greater than the height loss indicated by the chart then a flyaway capability
exists and the Flyaway Procedure should be followed. It is the Pilots responsi-
bility to add any appropriate clearance height.
The Flyaway procedure can be found in Section 3. See “Single Engine Failure
in Hover OGE Flyaway Procedure” on page S24-28.
CAUTION
If the helicopter weight, at the time of engine failure, is less or
equal to the Hover OGE 2.5min OEI weight an engine failure in
the hover will result in no height loss provided that the pilot does
not intervene on the flight controls. VY must be achieved within
2.5 minutes.
In this case a vertical landing may also be accomplished within
2.5 minutes.
Note
The height loss indicated on charts, for ambient condition and
aircraft weight, guarantees that VFASS (50 KIAS) will be
achieved and a subsequent minimum Rate Of Climb of 150 fpm
at Vy is assured.

Document Automatic_Search
N° 189G0290X002 Modes
Figure S24-16 Chart A Flyaway Transfer Value

Automatic_Search Document N°
Modes 189G0290X002

N° 189G0290X002 Modes
Heater OFF/ON

Modes 189G0290X002

N° 189G0290X002 Modes
Figure S24-18 Chart B Height Loss During Flyaway, Anti Ice On,
Heater OFF/ON

Modes 189G0290X002

189G0290X002 Modes

Modes 189G0290X002

189G0290X002 Modes

Modes 189G0290X002

189G0290X002 Modes

Modes 189G0290X002

189G0290X002 Modes

Modes 189G0290X002

WEIGHT FACTOR CHART
for FLYAWAY computation
ROTOR 102%
Heater: OFF/ON
Eng.AI: OFF
-2 0 2 4 6 8 10 12 14 16 18
IT
LIM
EASA Approved
T
X OA
MA
55 50 40
30
20
10
-10
-20
00
00
83
86
Document N°
AW189 - RFM
189G0290X002
-30
FOR TRAINING ONLY

Extension to 8600 kg
-40
OAT - [°C]
________
ISA+40°C GW (kg)
------- ________
Issue 1
-1 0 1 2 3 4 5 6 6.5 7 7.5 8 8.5 9 9.5 10
189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00009-A-01-1
Automatic Search
Modes
Supplement 24
Page S24-59
Modes 189G0290X002

ROTOR 102%
Heater: OFF/ON
Eng.AI: OFF
18 16 14 12 10 8 6 4 2 0 -2 0 5 10 15 20 25 70 60 50 40 30 20 10 0
EASA Approved
Airspeed
10
System
OAT - [°C] Unreliable
9.8
________
ISA+40°C
9.6
-------
9 .4
9.2
9
MAX OAT
LIMIT 8.8
ft 4 0 50
00 55 8.6
it 60 30
lim 20
Hd 8.4
Document N°
10
AW189 - RFM
189G0290X002
8.2
FOR TRAINING ONLY

0
8
-10
7.8
-20 7.6
-30 7.4
7.2
-40
Issue 1
7
6.8 TRANSFER
6.6 VALUE
6. 4 ________
6 5 4 3 2 1 0 -1 10 20 30 40 250 200 150 100 50 0
189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00010-A-01-1
Automatic Search
Modes
Supplement 24
Page S24-61
Modes 189G0290X002

ROTOR 102%
Heater: OFF/ON
Eng.AI: ON
18 16 14 12 10 8 6 4 2 0 -2 0Airspeed
5 10 15 20 25 70 60 50 40 30 20 10 0
EASA Approved
System 10
Unreliable
9.8
9.6
OAT - [°C]
________ 9 .4
9.2
9
8.8
8.6
8.4
ft
000 10 8.2
it 6
lim
Hd
8
Document N°
AW189 - RFM
0
189G0290X002
FOR TRAINING ONLY

7.8
-10
7.6
-20
7.4
-30 7.2
7
-40
6.8
Issue 1
6.6
6.4 TRANSFER
6 6.2 VALUE
________
6 5 4 3 2 1 0 -1 10 20 30 40 250 200 150 100 50 0
189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00011-A-01-1
Automatic Search
Modes
Supplement 24
Page S24-63
Modes 189G0290X002

189G0290X002 Modes

Speed
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55 IAS DH
-1000 7 77 110 107 119 129 137 150 168 187 206 [kt] [ft]
-500 51 95 98 113 125 133 141 160 178 205 227 20 -77
0 83 112 107 119 129 137 152 170 189 227 255 30 -114
500 106 102 116 126 133 142 162 181 208 253 40 -151
1000 127 112 124 132 139 154 172 192 230 299 50 -185
1500 114 124 131 139 155 170 187 211 258
2000 127 135 144 158 171 187 204 234 304
8300 kg
2500 139 162 174 184 193 204 225 263

3000 197 194 200 208 218 231 253 313
3500 238 225 224 231 244 262 293
4000 267 253 252 257 272 299 347
4500 290 278 279 289 309 345
5000 312 303 308 324 355
5500 332 329 339
6000
Speed
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55 IAS DH
-1000 116 141 124 135 154 176 194 211 232 258 284 [kt] [ft]
-500 133 116 129 140 166 185 203 222 245 285 318 20 -108
0 147 125 135 153 176 194 213 234 262 320 30 -146
500 121 133 147 169 185 204 224 249 290 40 -184
1000 132 142 169 186 200 215 236 266 328 50 -219
1500 166 180 188 201 215 232 256 296
2000 213 209 213 219 231 251 281 337
8600 kg
2500 241 233 235 242 255 274 313

3000 266 254 256 266 283 310
3500 290 278 279 292 316
4000 312 303 307 323
4500 332 328 338
5000
5500
6000
189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00012-A-01-1

Modes 189G0290X002

Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55 IAS DH
-1000 31 87 114 107 119 129 [kt] [ft]
-500 74 108 103 116 125 133 20 -81
0 110 127 113 124 132 138 30 -121
500 137 114 123 131 138 152 40 -160
1000 158 127 134 140 152 169 50 -195
1500 131 139 157 169 177 187
2000 205 186 189 194 200 211
8300 kg
2500 267 226 217 218 224 237

3000 295 256 245 243 248 265
3500 314 281 271 270 279 298
4000 330 303 296 299 313 344
4500 346 324 322 331
5000 346 349
5500
6000
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55 IAS DH
-1000 131 148 125 135 154 176 [kt] [ft]
-500 148 122 133 146 167 185 20 -109
0 167 132 143 168 184 198 30 -150
500 136 160 175 186 199 213 40 -188
1000 233 205 204 207 214 229 50 -223
1500 269 234 228 230 236 249
2000 296 257 249 251 259 276
8600 kg
2500 316 281 271 273 285 308

3000 332 303 296 299 314 347
3500 347 325 322 330
4000 347 349
4500
5000
5500
6000
189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00013-A-01-1

Document N° Radio Equipment
189G0290X002 Rockwell Collins HF-9000

SUPPLEMENT 25
RADIO EQUIPMENT ROCKWELL

COLLINS HF-9000
P/N 8G2310F00311
P/N 8G2310F00611


Radio Equipment Document N°
Rockwell Collins HF-9000 189G0290X002

RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
N° 10051714
N° 10053253 and
10053254
dated 7 May 2015



Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S25-i and S25-ii 0

S25-1 thru S25-4 0
S25-5 1
S25-6 and S25-7 0

S25-8 0


SUPPLEMENT 25
RADIO EQUIPMENT ROCKWELL
COLLINS HF-9000
TABLE OF CONTENTS
Page

HF-9000 LIMITATION.................................................................................................. S25-5

SYSTEM CHECKS ................................................................................................... S25-6
IN FLIGHT PROCEDURES ...................................................................................... S25-6
SECTION 4 - PERFORMANCE DATA ...............................................................S25-7

LIST OF FIGURES
Figure Page
Figure S25-1 MCDU HF Tune page (reference only)................................................... S25-1
Figure S25-2 MCDU HF Main page (reference only)................................................... S25-2
Figure S25-3 MCDU HF Settings page (reference only).............................................. S25-2
Figure S25-4 MCDU HF Power page (reference only)................................................. S25-3
Figure S25-5 Hoist Installation Side View .................................................................... S25-3
Figure S25-5 MCDU HF Emission Mode page (reference only) .................................. S25-3
Figure S25-6 MCDU HF Preset page (reference only) ................................................ S25-4

GENERAL INFORMATION
The HF Radio System P/N 8G2310F00311 or P/N 8G2310F00611 is the
Rockwell Collins HF-9000 and it is a versatile, solid-state, HF radio communi-
cations systems. The HF-9000 provides Radio communication features in the
HF (High Frequency) band, which covers the 2.0 MHz to 29.9999 MHz fre-
quency range with LSB-AM and USB modulation.
The HF Radio System consists of four units:
• Antenna Coupler (HF-9040)
• Receiver-transmitter (HF-9031A)
• Antenna Array (mounted on the tail cone).
The system is supplied by 28VDC and its operation is performed by means of
the MCDU displays mounted in the interseat console. See Figure S25-1 to
Figure S25-6 for examples of the MCDU pages.
The HF audio level is controlled though the appropriate ICS Audio panel.
When the Cabin PC is installed, the HF radio can also used through a dedi-
cated Virtual control Panel interface. Modifications performed on the Cabin PC
are automatically updated to the MCDU and viceversa.
TUNE 2/3
ADF1 ANT ADF2

[ 192.5 ] [ 195.0]
< [2185.0] [ 200.0]>
HF TX
[R22.2222/T25.0000]
2210/MAR
<[R22.2222/T25.0000]
0011/MPXL
<RTN DESEL NAVAID>
[ ]
ICN-89-A-155000-G-00001-07124-A-001-01
Figure S25-1 MCDU HF Tune page (reference only)

HF
FREQ TX
[R02.0000/T02.0000]
EMISSION
[0020/FFGH] LS>
[R05.0000/T05.0000]
[2210/MAR ] TEST
SQUELCH EMERGENCY
<3 OFF/ ON
<PRESET SETTINGS>
[ ]
ICN-89-A-155000-G-00001-07125-A-001-01
Figure S25-2 MCDU HF Main page (reference only)
HF SETTING
POWER MODE
<LOW OPER/ STBY
STATUS
ON
EMER SETUP
4.1250/2>
<RTN
[ ]
ICN-89-A-155000-G-00001-07126-A-001-01
Figure S25-3 MCDU HF Settings page (reference only)

HF POWER
INHB
LOW *
MEDIUM
HIGH
[ ]
ICN-89-A-155000-G-00001-07127-A-001-01
Figure S25-4 MCDU HF Power page (reference only)
HF EMISSION MODE
LS
US
AM
[ ]
ICN-89-A-155000-G-00001-07128-A-001-01
Figure S25-5 MCDU HF Emission Mode page (reference only)

HF PRESENTS 1/4
1 ----/US
<[R 2.0000/T 2.0000] ACT>
2 ----/US
<[R 2.0000/T 2.0000] ACT>
3 ----/US
<[R 2.0000/T 2.0000] ACT>
4 ----/US
<[R 2.0000/T 2.0000] ACT>
5 ---- / --
<[R --. ---- /T --. ---- ] ACT>
<RTN
[ ]
ICN-89-A-155000-G-00001-07129-A-001-01
Figure S25-6 MCDU HF Preset page (reference only)


After installation of the Rockwell Collins HF-9000 kit the new empty weight
and center of gravity position must be determined.
HF-9000 LIMITATION
The HF radio system transmissions are inhibited when the aircraft is on the
ground (WOW).
With cabin door open, HF-9000 radio transmissions are prohibited.
HF Power Level must not be selected to INHIBIT to avoid spurious HF trans-
missions.

Rev. 1
AREA N°5 (Tail Boom- Left Hand Side)
1. HF Antenna — Condition and security
SYSTEM CHECKS
1. HF radio system — Select TEST, confirm test

completes satisfactorily.
1. HF radio system — Select FREQuency, EMISSION

MODE and POWER level as
required (INHIBIT must not be
selected).
Note
The Maritime Channel 2253, when entered on MCDU, the sys-
tem selects the frequencies R22822.0 KHz - T22126.0 KHz,
instead of R22852.0 KHz - T22156.0 KHz.
To operate on this channel the operator shall enter manually the
correct frequencies and select the emission mode to US.
Note
For complete HF radio functionality refer to the Rockwell Collins
HF-9000 Communications System Operators Guide, latest
issue.
Note
If the Cabin PC controller is fitted the operator should coordi-
nate HF settings with the cockpit crew before transmitting.


PROCEDURES
No Change.

No Change.


No Change.

Document N° Cabin
189G0290X002 Extension

SUPPLEMENT 26
CABIN EXTENSION
P/N 8G2550F00411
P/N 8G2520F01511


Cabin Document N°
Extension 189G0290X002

Document N° Cabin
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
N° 10051744
1 Title, pages A-1, B-1, S26-i, S26-ii, EASA Approval
S26-1 thru S26-10 N° 10053233
dated 6 May 2015 and
EASA Approvals
N° 10053252 and
10053254
dated 7 May 2015

Cabin Document N°

Document N° Cabin

Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S26-i and S26-ii 1

S26-1 thru S26-8 1
S26-9 and S26-10 1

Cabin Document N°

Document N° Cabin
SUPPLEMENT 26
CABIN EXTENSION
TABLE OF CONTENTS
Page

GENERAL.................................................................................................................... S26-5
CABIN LIMITATIONS .................................................................................................. S26-5
FOLDABLE SEAT LIMITATIONS P/N 8G2520F01511 ............................................... S26-5

CABIN EXTENSION FIRE (FLIGHT)........................................................................... S26-7
4TH ROW FOLDABLE SEAT IN MALFUNCTION/EMERGENCY .............................. S26-8
SECTION 4 PERFORMANCE DATA ..................................................................S26-8

Rev. 1
Cabin Document N°
LIST OF FIGURES
Figure Page
Figure S26-1 4th Row Foldable Seats ......................................................................... S26-2
Figure S26-2 Seat back locking device........................................................................ S26-3
Figure S26-3 Folding seats view looking forward ........................................................ S26-4

Rev. 1
Document N° Cabin
GENERAL INFORMATION
The Cabin Extension modifications allow access to the baggage bay from the
cabin. Two configurations are available:
P/N 8G2550F00411
This modification removes the cabin to baggage bay barrier and the 4th Row 2
central passenger seats.
The crew can pass through the space between the fuel tanks to access equip-
ment in the baggage bay.
P/N 8G2520F01511
This kit consists of an installation of 4th row foldable seats P/N
8G2520F01511 and the removal of the cabin to baggage bay barrier. The 4th
row, 2 central, passenger seat installation pemits the back rests to be un-
latched and folded forwards. This allows access to the baggage bay via the
corridor between the fuel tanks. The back rest, once folded forward, may be
used as a step to access the corridor. See Figure S26-1
The complete installation consists of a back rest support beam, mounted in
the space between the fuel tanks. This beam contains the inertia reel seat belt
fittings and seat locking latch. The back rests of the two central seats are nor-
mally locked against this beam with the seat belts fed through the gap below
the head rest. The is the normal position for the seats.
If access to the baggage bay is required the two middle seats can be un-
latched from the beam by rotating the locking knobs mounted on each seat
back, see Figure S26-2, and the back rest folded forward by removing the
headrests allowing the seat belt shoulder harnesses to return to the fully
reeled in position in the inertia reel unit. The seat backs can be folded fully for-
ward to rest on the seat cushion. The support beam can then be un-locked on
the right hand side, using the quick-pin, and the beam folded rearwards
against the fuel tank to open the space between the fuel tanks. Using the
folded back rest as a step the crew can pass through the space between the
tanks to access equipment in the baggage bay. No equipment may be put in
the space between the fuel tanks.
To close the seat back the support beam must be re-positioned and locked in
place using the quick-pin. The seat back can then be moved to the upright
position, feeding the seat belts into the top recess of the seat and replacing
the headrest, and then the seat backs locked in position using the latches on
the support beam and seat back.

Rev. 1
Cabin Document N°
SEAT BACK NORMAL POSITION
SEAT BACK FOLDED FORWARD

TO ACCESS BAGGAGE BAY
ICN-89-A-155000-G-00001-07105-A-001-01
Figure S26-1 4th Row Foldable Seats

Rev. 1
Document N° Cabin
BACk REST SUPPORT BEAM
SEAT BELT
SEAT BACK LOCKING DEVICE
SEAT BELTS
Quick Pin
ICN-89-A-155000-G-00001-04187-A-001-01
Figure S26-2 Seat back locking device

Rev. 1
Cabin Document N°
INERTIA REEL UNITS
BEAM RELEASE
QUICK-PIN
FUEL BACK REST FUEL

TANK SUPPORT BEAM TANK
ICN-89-A-155000-G-00001-04188-A-001-01
Figure S26-3 Folding seats view looking forward

Rev. 1
Document N° Cabin
GENERAL
The Cabin Extension configurations do not permit the use of the Cargo Net
P/N 8G2550V00131.
P/N 8G2550F00411
This configuration is compatible with cabin configuration P/N 8G2520F01111,
provided the 4th row 2 central seats are removed, or a seat configuration that
contains unobstructed space through the cabin of not be less than 508 mm
(1 ft 8 in) wide to access the rear area.
P/N 8G2520F01511
This configuration is compatible with cabin configuration P/N 8G2520F01111
or a seat configuration that contains unobstructed space through the cabin of
not be less than 508 mm (1 ft 8 in) wide to access the rear area.

After removal of the 4th Row 2 central seats or installation of the foldable
seats for the Cabin Extension modification the new empty weight and center
of gravity position must be determined.
CABIN LIMITATIONS
— A suitably trained cabin attendant must be present, seated in a position
for easy access to the cabin extension area.
— An additional Hand Held Fire Extinguisher must be installed in reach of

the Cabin Attendant.
— Only the carriage of personal items and mission specific equipment are
permitted.
— No items may be stowed in the corridor between the fuel tanks.
— When the baggage bay barrier is removed there is no change to Baggage
bay loading limitations, see Basic RFM.
FOLDABLE SEAT LIMITATIONS P/N 8G2520F01511

The 2 foldable seat backs must be locked in the upright position for take-off
and landing and when access to the baggage bay is not required, whether the
seats are occupied or not.

Rev. 1
Cabin Document N°
P/N 8G2550F00411
No change
P/N 8G2520F01511
1. Cabin 4th row foldable seats — Back rest support beam installed
correctly and back rests locked in
the upright position. Seat belts
installed correctly.
Pre Take Off Checks
1. Cabin 4th row foldable seats — Seats locked in upright position, if
occupied or not.
In Flight
1. Baggage bay access, if required — Cabin 4th row foldable seats,
remove head rests (and stow) then
unlock and fold back rest forward,
remove the quick pin and fold
support beam rearwards to access
baggage bay.
2. Baggage bay access — When access to baggage bay is
complete close and lock back rest
beam, seat back, install shoulder
harnesses and replace head rests.
Pre Landing Checks
1. Cabin 4th row foldable seats — Back rest support beam installed,
back rests locked in the upright
position and shoulder harnesses
installed correctly, if seats
occupied or not.

Rev. 1
Document N° Cabin

CABIN EXTENSION FIRE (FLIGHT)
An in-flight fire has no single set of detailed procedures that can address all
the fire scenarios that are possible in flight. The most urgent action is to get
the aircraft on the ground as soon as possible with a reasonable degree of
safety.
FIRE in cabin and/or BAG FIRE + Voice Warning

2. HEATER PNL ENG 1 & 2 SOV — Confirm NORMAL
3. VENT CREW FAN — OFF
4. VENT PAX FAN — OFF
FIRE SOURCE DETERMINED?
YES
Use on board hand held
extinguisher to fight fire
Fire is Fire persists

NO
extinguished
LAND IMMEDIATELY
Increase LANDIMMEDIATELY
ventilation
When on ground:
Carry out EMERGENCY When on ground:
Land as soon Carry out EMERGENCY
GROUND EGRESS as possible
procedure Basic RFM GROUND EGRESS
page 3-29 procedure page Basic
RFM page 3-29
CAUTION
If the fire is not completely extinguished, increased ventilation
may aggravate the problem.

Rev. 1
Cabin Document N°
4TH ROW FOLDABLE SEAT IN MALFUNCTION/EMERGENCY

For any aircraft emergency situation the cabin 4th row foldable seats must be
put in the upright and locked postion, even if not occupied by passengers, as
soon as possible.
No change.

Rev. 1
Document N° Cabin
No Change.

Rev. 1
Cabin Document N°

Rev. 1
Document N° Public Address
189G0290X002 System

information of the Basic Flight Manual.For limitations, proce-
SUPPLEMENT 28
EXTERNAL PUBLIC ADDRESS SYSTEM

P/N 8G2350F0111

Public Address Document N°
System 189G0290X002

189G0290X002 System
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
N° 10051722

System 189G0290X002

189G0290X002 System

Page Revision N°
Title 0
A-1 and A-2 0
B-1 and B-2 0
S28-i and S28-ii 0

S28-1 thru S28-5 0
S28-6 0

System 189G0290X002

SUPPLEMENT 28
EXTERNAL PUBLIC ADDRESS SYSTEM
TABLE OF CONTENTS
Page


EXTERNAL PRE-FLIGHT CHECKS............................................................................ S28-3
IN FLIGHT.................................................................................................................... S28-3
SECTION 4 - PERFORMANCE DATA ...............................................................S28-5

Public Adress Document N°
System 189G0290X002
LIST OF FIGURES
Figure Page
Figure S28-1 NAT AA21-407 PA Control Panel ........................................................... S28-1
Figure S28-2 ICS Audio Panel .................................................................................... S28-2

189G0290X002 System
GENERAL INFORMATION
The External and Internal Public Address System (PA) installation consists of
an external loud speaker unit (mounted under the tail cone) and internally
mounted speakers. The loud speakers are controlled by the NAT AA21-407
PA control panel mounted in the interseat console (See Figure S28-1 ). The
panel allows selection of internal (INT) or external (EXT) speakers, siren tone
(WAIL/YELP), volume control and selection of PA or RADIO re-broadcast
(provision only). The PA control panel is powered continuously when the cir-
cuit breaker is in.
The control panel is interfaced with the aircraft ICS Audio panel (See Figure
S28-2 ). Selecting the ICS rotary switch the PA position the Pilot/Copilot
microphone messages may be broadcast internally or externally.
The PA panel is NVIS green compliant.
VO L PA W AI L EX T ON
OFF nat
RADIO YEL P IN T
ICN-89-A-155000-G-00001-07111-A-001-01
Figure S28-1 NAT AA21-407 PA Control Panel

System 189G0290X002
ICN-89-A-155000-G-00001-07109-A-001-01
Figure S28-2 ICS Audio Panel

189G0290X002 System

After PA system installation, the new empty weight and CG location must be
determined.
PA system, when not in use, must be switched to INT.
AREA N°3 and 5 (Fuselage Left and Right Hand Side
1. External loud speaker — Secure.
1. PA control panel EXT/INT switch — Confirm INT selected.
2. PA button on pilot/copilot — Confirm off or as required.

ICS panel
IN FLIGHT
PA System Operation (Internal)
1. Control panel VOL rotary knob — Select as required.
2. Control panel PA/RADIO switch — Confirm PA selected.
For communication to cabin
3. Control panel EXT/INT switch — Select INT.

System 189G0290X002
4. ICS rotary on pilot/copilot — Select PA. Adjust PA sidetone

ICS panel volume as required.
Note
The ICS panel selected to PA will broadcast all communication
spoken on that microphone.
When PA system operation is no longer required.
1. ICS rotary on pilot/copilot — De-select PA.

ICS panel
2. Control panel EXT/INT switch — Confirm INT.
PA System Operation (External)
3. Control panel VOL rotary knob — Select maximum volume when

using external speaker.
4. Control panel PA/RADIO switch — Confirm PA selected.
CAUTION
If external loudspeaker operation is required on ground, all
ground personnel in the vicinity of helicopter must wear protec-
tive hearing equipment.
5. Control panel EXT/INT switch — EXT.
6. ICS rotary on pilot/copilot — Select PA. Adjust sidetone volume

ICS panel as required.
Note
The ICS panel selected to PA will broadcast all communication
spoken on that microphone.

189G0290X002 System
Siren Operation (External)
1. Control panel WAIL/YELP switch — Select as required.

(Siren sounds continually until
switch is seleted OFF)
2. Control panel WAIL/YELP switch — Select OFF
When PA system operation is no longer required.
3. ICS rotary on pilot/copilot — De-select PA

ICS panel
4. Control panel EXT/INT switch — Select INT.

PROCEDURES
No Change.

No Change.

System 189G0290X002

No Change.

AW189 - RFM
Document N°
189G0290X002
FOR TRAINING ONLY

FOR TRAINING ONLY
189G0290X002
SECTION 6
WEIGHT AND BALANCE
TABLE OF CONTENTS
Page
SECTION 6
GENERAL ...............................................................................................................................6-1
DEFINITIONS ..........................................................................................................................6-2
REFERENCE LINES ...............................................................................................................6-3
WEIGHTS, ARMS AND MOMENTS .....................................................................................6-10
PILOT/COPILOT.............................................................................................................6-10
16-SEAT CONFIGURATION (ALL SEATS FORWARD) ................................................6-12
16-SEAT CONFIGURATION (FIRST ROW AFT, 12 SEATS FORWARD) ....................6-16
18-SEAT CONFIGURATION ..........................................................................................6-20
19-SEAT CONFIGURATION ..........................................................................................6-24
8-SEAT CONFIGURATION ...........................................................................................6-28
4-SEAT FOLDABLE SEAT CONFIGURATION .............................................................6-31
WEIGHTS, ARMS AND MOMENTS .....................................................................................6-33
LATERAL MOMENTS.....................................................................................................6-33
ALLOWABLE BAGGAGE LOAD ........................................................................................6-34
WEIGHTS, ARMS AND MOMENTS .................................................................................6-35
WEIGHT AND BALANCE DETERMINATION ......................................................................6-40
WEIGHT AND BALANCE RESPONSIBILITY ......................................................................6-40
HELICOPTER WEIGHING ....................................................................................................6-40
USE OF CHARTS AND FORMS...........................................................................................6-41
USE OF CHART A..........................................................................................................6-41
WEIGHING INSTRUCTIONS .........................................................................................6-41
USE OF CHART B..........................................................................................................6-41
USE OF CHART C..........................................................................................................6-42
USE OF CHART D..........................................................................................................6-42
USE OF CHART E..........................................................................................................6-42

Rev. 2
189G0290X002
LIST OF FIGURES
Figure Page
Figure 6-1 Reference lines (16-seat configuration) (Sheet 1 of 2)................................ 6-4

Figure 6-1 Reference lines (16-seat configuration) (Sheet 2 of 2)................................ 6-5
Figure 6-2 Reference lines (18-seat configuration) ...................................................... 6-6
Figure 6-3 Reference lines (19-seat configuration) ...................................................... 6-7
Figure 6-4 Reference lines (8-seat configuration) ........................................................ 6-8
Figure 6-5 Reference lines (4 foldable seat configuration) ........................................... 6-9

Rev. 2
Document N° Weight and Balance
189G0290X002
SECTION 6
WEIGHT AND BALANCE
Note
In accordance with EASA procedures, the detail weight and bal-
ance data of this section are not subject to EASA approval.
The loading instructions of this section, however, have been
accepted by EASA as satisfying all requirements for instructions
on loading of the rotorcraft within approved limits of weight and
center of gravity, and on maintaining the loading within such lim-
its.
GENERAL
This section provides information for the weight and balance computation of
the AW189 helicopter.
It is the pilot’s responsibility to ensure that the helicopter is properly loaded to
maintain for the duration of the entire flight the Center of Gravity (CG) within
the limitations defined in Section 1 - Limitations.
Figure, charts and examples are provided to assist the pilot in computing the
proper loading conditions.

Weight and Balance Document N°
189G0290X002
DEFINITIONS
Datum Lines All measurements required to calculate weight and
balance are made with respect to datum lines estab-
lished by the manufacturer. Two datum lines are uti-
lized, a longitudinal datum line and a lateral datum
line.
Longitudinal Datum Line The longitudinal datum line (Station 0) is located
2830 mm forward of the front jackpoint. On the
extended Range Configuration (Supplement 22) the
longitudinal datum line (Station 0) is located 3009,2
mm forward of the front jackpoint.
Lateral Datum Line The lateral datum line (butt line 0) is the line extend-
ing down the centerline of the helicopter (helicopter
viewed from the top) measurements made to the
starboard side of the helicopter are positive num-
bers.
Measurements made to the port side of the helicop-
ter are negative.
Arm Arm is the term used for the measured value, in mm,
from a datum line to a particular item of interest.
Moment Moment is the product of the weight of an item multi-
plied by its arm. Moments are expressed in units of
kg mm.
Longitudinal Center The longitudinal position of the mass balance point
of Gravity of the helicopter, expressed as an arm measured
from the longitudinal datum line.
Lateral Center of The lateral position of the mass balance point of the
Gravity helicopter, expressed as an arm measured from the
lateral datum line.
Optional Equipment Optional equipment is that equipment which is
installed to configure the helicopter for a particular
configuration.
Basic Weight The Basic Weight is the aircraft weight with its nor-
mal airborne equipments, including engine oil,
trapped oil and fluids and unusable fuel, without mis-
sion equipments.
Empty Weight (equipped) Weight of aircraft complete with all systems as con-
figured in accordance with the model detail specifi-
cation. The helicopter is prepared for service.

Rev. 2
189G0290X002
Operating Weight The Operating Weight consists of the equipped

empty weight plus crew weight.
Dry Weight The Dry Weight consists of the Operating Weight
plus Payload (passengers, baggage/cargo).
Gross Weight The Gross Weight consists of the Dry Weight plus
take-off or landing fuel.
Maximum Gross Weight The Maximum Gross Weight is determined by per-
or Maximum Take Off formance considerations and must be calculated
Weight considering expected mission variables (see Chart
E - Weight & Balance Computation Form).
REFERENCE LINES
The Figure 6-1 thru Figure 6-5 show the primary reference lines for the aircraft
to aid in weight and balance computations.

Rev. 2
189G0290X002
LOW DENSITY CONFIGURATION P/N 8G2520F00111/211

All seats forward
STA STA STA STA STA

0.0 3412.5 4200.0 5043.0 5828.5
BL BL BL BL
BL
914.4 BL 889.0 889.0 BL 690.0
BL
431.8 431.8 431.8 230.0
E E E
E
D D D
D
0.0
B
B B B
A
A A A
BL BL
-431.8 BL BL -230.0
BL -431.8 BL BL
-431.8 BL
-914.4 -889.0 -889.0 -690.0
ICN-89-A-156000-A-00001-02315-A-001-01
Figure 6-1 Reference lines (16-seat configuration) (Sheet 1 of 2)

189G0290X002
LOW DENSITY CONFIGURATION P/N 8G2520F00111/211

First row aft, 12 seats forward
STA STA STA STA STA

0.0 3374.5 4200.0 5043.0 5828.5
BL BL BL BL
BL
762.0 BL 889.0 889.0 BL 690.0
BL
254.0 431.8 431.8 230.0
E E E
E
D D D
D
0.0
B
B B B
A
A A A
BL BL
-254.0 BL BL -230.0
BL -431.8 BL BL
-431.8 BL
-762.0 -889.0 -889.0 -690.0
ICN-89-A-156000-A-00001-02382-A-001-01
Figure 6-1 Reference lines (16-seat configuration) (Sheet 2 of 2)

189G0290X002
HIGH DENSITY CONFIGURATION P/N 8G2520F00411
STA STA STA STA

0.0 3374.5 4200.0 STA 5828.5
5010.0
BL BL BL BL
BL
863.6 BL 686.0 863.6 BL 690.0
BL
BL 431.8 229.0 BL 431.8 230.0
0.0 0.0
E E
E E
D D
D D
0.0 C C
B B
B B
A A
A A
BL BL
-431.8 BL BL -230.0
BL -229.0 -431.8 BL
BL BL
-863.6 -686.0 -863.6 -690.0
ICN-89-A-156000-A-00001-02377-A-001-01
Figure 6-2 Reference lines (18-seat configuration)

189G0290X002
HIGH DENSITY CONFIGURATION P/N 8G2520F00511
STA STA STA STA

0.0 3374.5 4200.0 STA 5828.5
5010.0
BL BL BL BL
BL
863.6 BL 863.6 863.6 BL 690.0
BL
BL 431.8 431.8 BL 431.8 230.0
0.0 0.0
E E E
E
D D D
D
0.0 C C C
B
B B B
A
A A A
BL
BL BL 0.0 BL
-431.8 BL -230.0
BL -431.8 -431.8 BL
BL BL
-863.6 -863.6 -863.6 -690.0
ICN-89-A-156000-A-00001-02378-A-001-01

189G0290X002
LOW DENSITY CONFIGURATION P/N 8G2520F01111

First row aft, 4th row forward
STA STA STA

0.0 3374.5 5828.5
BL BL
863.6 690.0
BL BL
431.8 230.0
E
E
D
D
0.0
B
B
A
A
BL BL
-431.8 -230.0
BL BL
-863.6 -690.0
ICN-89-A-156000-A-00001-05296-A-001-01

Rev. 2
189G0290X002
4 X FOLDABLE SEAT INST P/N 8G2520A16711
STA STA
0.0 3374.5
BL
812.8
BL
279.4
D
0.0
B
BL
-279.4
BL
-812.8
ICN-89-A-156000-A-00001-05298-A-002-01
Figure 6-5 Reference lines (4 foldable seat configuration)

Rev. 4
189G0290X002
WEIGHTS, ARMS AND MOMENTS
PILOT/COPILOT
Table 6-1 Longitudinal moments
Pilot Copilot
Weight (kg) (Arm 2415 mm) (Arm 2415 mm)
Moment (kgmm) Moment (kgmm)
60 144900 144900
65 156975 156975
70 169050 169050
75 181125 181125
80 193200 193200
85 205275 205275
90 217350 217350
95 229425 229425
100 241500 241500
105 253575 253575
110 265650 265650
115 277725 277725
120 289800 289800

Rev. 4
189G0290X002
Table 6-2 Lateral moments
Pilot Copilot
Weight (kg) (Arm 550 mm) (Arm -550 mm)
60 33000 -33000
65 35750 -35750
70 38500 -38500
75 41250 -41250
80 44000 -44000
85 46750 -46750
90 49500 -49500
95 52250 -52250
100 55000 -55000
105 57750 -57750
110 60500 -60500
115 63250 -63250
120 66000 -66000

Rev. 2
189G0290X002
16-SEAT CONFIGURATION (ALL SEATS FORWARD)
Table 6-3 Passengers loading (80 kg)
Longitudinal Lateral
Weight Station BL
Row Seat moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 80 3412,5 273000,0 914,4 73152,0
1 D 80 3412,5 273000,0 431,8 34544,0
1 B 80 3412,5 273000,0 -431,8 -34544,0
1 A 80 3412,5 273000,0 -914,4 -73152,0
2 E 80 4200,0 336000,0 889,0 71120,0
2 D 80 4200,0 336000,0 431,8 34544,0
2 B 80 4200,0 336000,0 -431,8 -34544,0
2 A 80 4200,0 336000,0 -889,0 -71120,0
3 E 80 5043,0 403440,0 889,0 71120,0
3 D 80 5043,0 403440,0 431,8 34544,0
3 B 80 5043,0 403440,0 -431,8 -34544,0
3 A 80 5043,0 403440,0 -889,0 -71120,0
4 E 80 5828,5 466280,0 690,0 55200,0
4 D 80 5828,5 466280,0 230,0 18400,0
4 B 80 5828,5 466280,0 -230,0 -18400,0
4 A 80 5828,5 466280,0 -690,0 -55200,0

Rev. 2
189G0290X002
Weight Station BL
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 90 3412,5 307125,0 914,4 82296,0
1 D 90 3412,5 307125,0 431,8 38862,0
1 B 90 3412,5 307125,0 -431,8 -38862,0
1 A 90 3412,5 307125,0 -914,4 -82296,0
2 E 90 4200,0 378000,0 889,0 80010,0
2 D 90 4200,0 378000,0 431,8 38862,0
2 B 90 4200,0 378000,0 -431,8 -38862,0
2 A 90 4200,0 378000,0 -889,0 -80010,0
3 E 90 5043,0 453870,0 889,0 80010,0
3 D 90 5043,0 453870,0 431,8 38862,0
3 B 90 5043,0 453870,0 -431,8 -38862,0
3 A 90 5043,0 453870,0 -889,0 -80010,0
4 E 90 5828,5 524565,0 690,0 62100,0
4 D 90 5828,5 524565,0 230,0 20700,0
4 B 90 5828,5 524565,0 -230,0 -20700,0
4 A 90 5828,5 524565,0 -690,0 -62100,0

Rev. 2
189G0290X002
Weight Station BL
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 100 3412,5 341250,0 914,4 91440,0
1 D 100 3412,5 341250,0 431,8 43180,0
1 B 100 3412,5 341250,0 -431,8 -43180,0
1 A 100 3412,5 341250,0 -914,4 -91440,0
2 E 100 4200,0 420000,0 889,0 88900,0
2 D 100 4200,0 420000,0 431,8 43180,0
2 B 100 4200,0 420000,0 -431,8 -43180,0
2 A 100 4200,0 420000,0 -889,0 -88900,0
3 E 100 5043,0 504300,0 889,0 88900,0
3 D 100 5043,0 504300,0 431,8 43180,0
3 B 100 5043,0 504300,0 -431,8 -43180,0
3 A 100 5043,0 504300,0 -889,0 -88900,0
4 E 100 5828,5 582850,0 690,0 69000,0
4 D 100 5828,5 582850,0 230,0 23000,0
4 B 100 5828,5 582850,0 -230,0 -23000,0
4 A 100 5828,5 582850,0 -690,0 -69000,0
First row Second row Third row Fourth row

ARM (3412,5 ARM (4200 ARM (5043 ARM (5828,5
Weight
mm mm) mm) mm)
(kg)
Moment Moment Moment Moment
(kgmm) (kgmm) (kgmm) (kgmm)
60 204750 252000 302580 349710
80 273000 336000 403440 466280
100 341250 420000 504300 582850
120 409500 504000 605160 699420
140 477750 588000 706020 815990
160 546000 672000 806880 932560

Rev. 2
189G0290X002

ARM (3412,5 ARM (4200 ARM (5043 ARM (5828,5
Weight
mm mm) mm) mm)
(kg)
180 614250 756000 907740 1049130
200 682500 840000 1008600 1165700
220 750750 924000 1109460 1282270
240 819000 1008000 1210320 1398840
260 887250 1092000 1311180 1515410
280 955500 1176000 1412040 1631980
300 1023750 1260000 1512900 1748550
320 1092000 1344000 1613760 1865120
340 1160250 1428000 1714620 1981690
360 1228500 1512000 1815480 2098260
380 1296750 1596000 1916340 2214830
400 1365000 1680000 2017200 2331400
420 1433250 1764000 2118060 2447970
440 1501500 1848000 2218920 2564540
460 1569750 1932000 2319780 2681110
480 1638000 2016000 2420640 2797680
500 1706250 2100000 2521500 2914250
520 1774500 2184000 2622360 3030820
540 1842750 2268000 2723220 3147390
560 1911000 2352000 2824080 3263960
580 1979250 2436000 2924940 3380530
600 2047500 2520000 3025800 3497100

Rev. 2
189G0290X002
16-SEAT CONFIGURATION (FIRST ROW AFT, 12 SEATS FORWARD)
Weight Station BL
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 80 3374,5 269960,0 762 60960,0
1 D 80 3374,5 269960,0 254 20320,0
1 B 80 3374,5 269960,0 -254 -20320,0
1 A 80 3374,5 269960,0 -762 -60960,0
2 E 80 4200,0 336000,0 889,0 71120,0
2 D 80 4200,0 336000,0 431,8 34544,0
2 B 80 4200,0 336000,0 -431,8 -34544,0
2 A 80 4200,0 336000,0 -889,0 -71120,0
3 E 80 5043,0 403440,0 889,0 71120,0
3 D 80 5043,0 403440,0 431,8 34544,0
3 B 80 5043,0 403440,0 -431,8 -34544,0
3 A 80 5043,0 403440,0 -889,0 -71120,0
4 E 80 5828,5 466280,0 690,0 55200,0
4 D 80 5828,5 466280,0 230,0 18400,0
4 B 80 5828,5 466280,0 -230,0 -18400,0
4 A 80 5828,5 466280,0 -690,0 -55200,0

Rev. 2
189G0290X002
Weight Station BL
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 90 3374,5 303705,0 762 68580,0
1 D 90 3374,5 303705,0 254 22860,0
1 B 90 3374,5 303705,0 -254 -22860,0
1 A 90 3374,5 303705,0 -762 -68580,0
2 E 90 4200,0 378000,0 889,0 80010,0
2 D 90 4200,0 378000,0 431,8 38862,0
2 B 90 4200,0 378000,0 -431,8 -38862,0
2 A 90 4200,0 378000,0 -889,0 -80010,0
3 E 90 5043,0 453870,0 889,0 80010,0
3 D 90 5043,0 453870,0 431,8 38862,0
3 B 90 5043,0 453870,0 -431,8 -38862,0
3 A 90 5043,0 453870,0 -889,0 -80010,0
4 E 90 5828,5 524565,0 690,0 62100,0
4 D 90 5828,5 524565,0 230,0 20700,0
4 B 90 5828,5 524565,0 -230,0 -20700,0
4 A 90 5828,5 524565,0 -690,0 -62100,0

Rev. 2
189G0290X002
Longitudi
Lateral
Weight Station nal BL
Row Seat moment
(kg) (mm) moment (mm)
(kgmm)
(kgmm)
1 E 100 3374,5 337450,0 762 76200,0
1 D 100 3374,5 337450,0 254 25400,0
1 B 100 3374,5 337450,0 -254 -25400,0
1 A 100 3374,5 337450,0 -762 -76200,0
2 E 100 4200,0 420000,0 889,0 88900,0
2 D 100 4200,0 420000,0 431,8 43180,0
2 B 100 4200,0 420000,0 -431,8 -43180,0
2 A 100 4200,0 420000,0 -889,0 -88900,0
3 E 100 5043,0 504300,0 889,0 88900,0
3 D 100 5043,0 504300,0 431,8 43180,0
3 B 100 5043,0 504300,0 -431,8 -43180,0
3 A 100 5043,0 504300,0 -889,0 -88900,0
4 E 100 5828,5 582850,0 690,0 69000,0
4 D 100 5828,5 582850,0 230,0 23000,0
4 B 100 5828,5 582850,0 -230,0 -23000,0
4 A 100 5828,5 582850,0 -690,0 -69000,0

ARM (3374,5 ARM (4200 ARM (5043 ARM (5828,5
Weight
mm mm) mm) mm)
(kg)
60 202470 252000 302580 349710
80 269960 336000 403440 466280
100 337450 420000 504300 582850
120 404940 504000 605160 699420
140 472430 588000 706020 815990
160 539920 672000 806880 932560

Rev. 2
189G0290X002

ARM (3374,5 ARM (4200 ARM (5043 ARM (5828,5
Weight
mm mm) mm) mm)
(kg)
180 607410 756000 907740 1049130
200 674900 840000 1008600 1165700
220 742390 924000 1109460 1282270
240 809880 1008000 1210320 1398840
260 877370 1092000 1311180 1515410
280 944860 1176000 1412040 1631980
300 1012350 1260000 1512900 1748550
320 1079840 1344000 1613760 1865120
340 1147330 1428000 1714620 1981690
360 1214820 1512000 1815480 2098260
380 1282310 1596000 1916340 2214830
400 1349800 1680000 2017200 2331400
420 1417290 1764000 2118060 2447970
440 1484780 1848000 2218920 2564540
460 1552270 1932000 2319780 2681110
480 1619760 2016000 2420640 2797680
500 1687250 2100000 2521500 2914250
520 1754740 2184000 2622360 3030820
540 1822230 2268000 2723220 3147390
560 1889720 2352000 2824080 3263960
580 1957210 2436000 2924940 3380530
600 2024700 2520000 3025800 3497100

Rev. 2
189G0290X002
18-SEAT CONFIGURATION
Weight Station BL
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 80 3374,5 269960,0 863,6 69088,0
1 D 80 3374,5 269960,0 431,8 34544,0
1 C 80 3374,5 269960,0 0 0,0
1 B 80 3374,5 269960,0 -431,8 -34544,0
1 A 80 3374,5 269960,0 -863,6 -69088,0
2 E 80 4200 336000,0 686 54880,0
2 D 80 4200 336000,0 229 18320,0
2 B 80 4200 336000,0 -229 -18320,0
2 A 80 4200 336000,0 -686 -54880,0
3 E 80 5010 400800,0 863,6 69088,0
3 D 80 5010 400800,0 431,8 34544,0
3 C 80 5010 400800,0 0 0,0
3 B 80 5010 400800,0 -431,8 -34544,0
3 A 80 5010 400800,0 -863,6 -69088,0
4 E 80 5828,5 466280,0 690 55200,0
4 D 80 5828,5 466280,0 230 18400,0
4 B 80 5828,5 466280,0 -230 -18400,0
4 A 80 5828,5 466280,0 -690 -55200,0

Rev. 2
189G0290X002
Weight Station BL
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 90 3374,5 303705,0 863,6 77724,0
1 D 90 3374,5 303705,0 431,8 38862,0
1 C 90 3374,5 303705,0 0 0,0
1 B 90 3374,5 303705,0 -431,8 -38862,0
1 A 90 3374,5 303705,0 -863,6 -77724,0
2 E 90 4200 378000,0 686 61740,0
2 D 90 4200 378000,0 229 20610,0
2 B 90 4200 378000,0 -229 -20610,0
2 A 90 4200 378000,0 -686 -61740,0
3 E 90 5010 450900,0 863,6 77724,0
3 D 90 5010 450900,0 431,8 38862,0
3 C 90 5010 450900,0 0 0,0
3 B 90 5010 450900,0 -431,8 -38862,0
3 A 90 5010 450900,0 -863,6 -77724,0
4 E 90 5828,5 524565,0 690 62100,0
4 D 90 5828,5 524565,0 230 20700,0
4 B 90 5828,5 524565,0 -230 -20700,0
4 A 90 5828,5 524565,0 -690 -62100,0

Rev. 2
189G0290X002
Longitudi
Lateral
Weight Station nal BL
Row Seat moment
(kg) (mm) moment (mm)
(kgmm)
(kgmm)
1 E 100 3374,5 337450,0 863,6 86360,0
1 D 100 3374,5 337450,0 431,8 43180,0
1 C 100 3374,5 337450,0 0 0,0
1 B 100 3374,5 337450,0 -431,8 -43180,0
1 A 100 3374,5 337450,0 -863,6 -86360,0
2 E 100 4200 420000,0 686 68600,0
2 D 100 4200 420000,0 229 22900,0
2 B 100 4200 420000,0 -229 -22900,0
2 A 100 4200 420000,0 -686 -68600,0
3 E 100 5010 501000,0 863,6 86360,0
3 D 100 5010 501000,0 431,8 43180,0
3 C 100 5010 501000,0 0 0,0
3 B 100 5010 501000,0 -431,8 -43180,0
3 A 100 5010 501000,0 -863,6 -86360,0
4 E 100 5828,5 582850,0 690 69000,0
4 D 100 5828,5 582850,0 230 23000,0
4 B 100 5828,5 582850,0 -230 -23000,0
4 A 100 5828,5 582850,0 -690 -69000,0

ARM (3374,5 ARM (4200 ARM (5010 ARM (5828,5
Weight
mm mm) mm) mm)
(kg)
60 202470 252000 300600 349710
80 269960 336000 400800 466280
100 337450 420000 501000 582850
120 404940 504000 601200 699420

Rev. 2
189G0290X002

ARM (3374,5 ARM (4200 ARM (5010 ARM (5828,5
Weight
mm mm) mm) mm)
(kg)
140 472430 588000 701400 815990
160 539920 672000 801600 932560
180 607410 756000 901800 1049130
200 674900 840000 1002000 1165700
220 742390 924000 1102200 1282270
240 809880 1008000 1202400 1398840
260 877370 1092000 1302600 1515410
280 944860 1176000 1402800 1631980
300 1012350 1260000 1503000 1748550
320 1079840 1344000 1603200 1865120
340 1147330 1428000 1703400 1981690
360 1214820 1512000 1803600 2098260
380 1282310 1596000 1903800 2214830
400 1349800 1680000 2004000 2331400
420 1417290 1764000 2104200 2447970
440 1484780 1848000 2204400 2564540
460 1552270 1932000 2304600 2681110
480 1619760 2016000 2404800 2797680
500 1687250 2100000 2505000 2914250
520 1754740 2184000 2605200 3030820
540 1822230 2268000 2705400 3147390
560 1889720 2352000 2805600 3263960
580 1957210 2436000 2905800 3380530
600 2024700 2520000 3006000 3497100

Rev. 2
189G0290X002
Weight Station BL
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 80 3374,5 269960,0 863,6 69088,0
1 D 80 3374,5 269960,0 431,8 34544,0
1 C 80 3374,5 269960,0 0 0,0
1 B 80 3374,5 269960,0 -431,8 -34544,0
1 A 80 3374,5 269960,0 -863,6 -69088,0
2 E 80 4200 336000,0 863,6 69088,0
2 D 80 4200 336000,0 431,8 34544,0
2 C 80 4200 336000,0 0 0,0
2 B 80 4200 336000,0 -431,8 -34544,0
2 A 80 4200 336000,0 -863,6 -69088,0
3 E 80 5010 400800,0 863,6 69088,0
3 D 80 5010 400800,0 431,8 34544,0
3 C 80 5010 400800,0 0 0,0
3 B 80 5010 400800,0 -431,8 -34544,0
3 A 80 5010 400800,0 -863,6 -69088,0
4 E 80 5828,5 466280,0 690 55200,0
4 D 80 5828,5 466280,0 230 18400,0
4 B 80 5828,5 466280,0 -230 -18400,0
4 A 80 5828,5 466280,0 -690 -55200,0

Rev. 2
189G0290X002
Weight Station BL
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 90 3374,5 303705,0 863,6 77724,0
1 D 90 3374,5 303705,0 431,8 38862,0
1 C 90 3374,5 303705,0 0 0,0
1 B 90 3374,5 303705,0 -431,8 -38862,0
1 A 90 3374,5 303705,0 -863,6 -77724,0
2 E 90 4200 378000,0 863,6 77724,0
2 D 90 4200 378000,0 431,8 38862,0
2 C 90 4200 378000,0 0 0,0
2 B 90 4200 378000,0 -431,8 -38862,0
2 A 90 4200 378000,0 -863,6 -77724,0
3 E 90 5010 450900,0 863,6 77724,0
3 D 90 5010 450900,0 431,8 38862,0
3 C 90 5010 450900,0 0 0,0
3 B 90 5010 450900,0 -431,8 -38862,0
3 A 90 5010 450900,0 -863,6 -77724,0
4 E 90 5828,5 524565,0 690 62100,0
4 D 90 5828,5 524565,0 230 20700,0
4 B 90 5828,5 524565,0 -230 -20700,0
4 A 90 5828,5 524565,0 -690 -62100,0

Rev. 2
189G0290X002
Longitudin Lateral
Weight Station BL
Row Seat al moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 100 3374,5 337450,0 863,6 86360,0
1 D 100 3374,5 337450,0 431,8 43180,0
1 C 100 3374,5 337450,0 0 0,0
1 B 100 3374,5 337450,0 -431,8 -43180,0
1 A 100 3374,5 337450,0 -863,6 -86360,0
2 E 100 4200 420000,0 863,6 86360,0
2 D 100 4200 420000,0 431,8 43180,0
2 C 100 4200 420000,0 0 0,0
2 B 100 4200 420000,0 -431,8 -43180,0
2 A 100 4200 420000,0 -863,6 -86360,0
3 E 100 5010 501000,0 863,6 86360,0
3 D 100 5010 501000,0 431,8 43180,0
3 C 100 5010 501000,0 0 0,0
3 B 100 5010 501000,0 -431,8 -43180,0
3 A 100 5010 501000,0 -863,6 -86360,0
4 E 100 5828,5 582850,0 690 69000,0
4 D 100 5828,5 582850,0 230 23000,0
4 B 100 5828,5 582850,0 -230 -23000,0
4 A 100 5828,5 582850,0 -690 -69000,0

ARM (3374,5 ARM (4200 ARM (5010 ARM (5828,5
Weight
mm mm) mm) mm)
(kg)
60 202470 252000 300600 349710
80 269960 336000 400800 466280
100 337450 420000 501000 582850

Rev. 2
189G0290X002

ARM (3374,5 ARM (4200 ARM (5010 ARM (5828,5
Weight
mm mm) mm) mm)
(kg)
120 404940 504000 601200 699420
140 472430 588000 701400 815990
160 539920 672000 801600 932560
180 607410 756000 901800 1049130
200 674900 840000 1002000 1165700
220 742390 924000 1102200 1282270
240 809880 1008000 1202400 1398840
260 877370 1092000 1302600 1515410
280 944860 1176000 1402800 1631980
300 1012350 1260000 1503000 1748550
320 1079840 1344000 1603200 1865120
340 1147330 1428000 1703400 1981690
360 1214820 1512000 1803600 2098260
380 1282310 1596000 1903800 2214830
400 1349800 1680000 2004000 2331400
420 1417290 1764000 2104200 2447970
440 1484780 1848000 2204400 2564540
460 1552270 1932000 2304600 2681110
480 1619760 2016000 2404800 2797680
500 1687250 2100000 2505000 2914250
520 1754740 2184000 2605200 3030820
540 1822230 2268000 2705400 3147390
560 1889720 2352000 2805600 3263960
580 1957210 2436000 2905800 3380530
600 2024700 2520000 3006000 3497100

Rev. 2
189G0290X002
Weight Station BL
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 80 3374,5 269960,0 863,6 69088,0
1 D 80 3374,5 269960,0 431,8 34544,0
1 B 80 3374,5 269960,0 -431,8 -34544,0
1 A 80 3374,5 269960,0 -863,6 -69088,0
4 E 80 5828,5 466280,0 690 55200,0
4 D 80 5828,5 466280,0 230 18400,0
4 B 80 5828,5 466280,0 -230 -18400,0
4 A 80 5828,5 466280,0 -690 -55200,0
Weight Station BL
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 90 3374,5 303705,0 863,6 77724,0
1 D 90 3374,5 303705,0 431,8 38862,0
1 B 90 3374,5 303705,0 -431,8 -38862,0
1 A 90 3374,5 303705,0 -863,6 -77724,0
4 E 90 5828,5 524565,0 690 62100,0
4 D 90 5828,5 524565,0 230 20700,0
4 B 90 5828,5 524565,0 -230 -20700,0
4 A 90 5828,5 524565,0 -690 -62100,0

Rev. 2
189G0290X002
Longitudin Lateral
Weight Station BL
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 100 3374,5 337450,0 863,6 86360,0
1 D 100 3374,5 337450,0 431,8 43180,0
1 B 100 3374,5 337450,0 -431,8 -43180,0
1 A 100 3374,5 337450,0 -863,6 -86360,0
4 E 100 5828,5 582850,0 690 69000,0
4 D 100 5828,5 582850,0 230 23000,0
4 B 100 5828,5 582850,0 -230 -23000,0
4 A 100 5828,5 582850,0 -690 -69000,0
First row Fourth row

Weight
ARM (3374,5 mm ARM (5828,5 mm)
(kg)
60 202470 349710
80 269960 466280
100 337450 582850
120 404940 699420
140 472430 815990
160 539920 932560
180 607410 1049130
200 674900 1165700
220 742390 1282270
240 809880 1398840
260 877370 1515410
280 944860 1631980
300 1012350 1748550

Rev. 2
189G0290X002
First row Fourth row

Weight
ARM (3374,5 mm ARM (5828,5 mm)
(kg)
320 1079840 1865120
340 1147330 1981690
360 1214820 2098260
380 1282310 2214830
400 1349800 2331400
420 1417290 2447970
440 1484780 2564540
460 1552270 2681110
480 1619760 2797680
500 1687250 2914250
520 1754740 3030820
540 1822230 3147390
560 1889720 3263960
580 1957210 3380530
600 2024700 3497100

Rev. 2
189G0290X002
4-SEAT FOLDABLE SEAT CONFIGURATION
Weight Station BL
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 80 3374,5 269960,0 812,8 65024,0
1 D 80 3374,5 269960,0 279,4 22352,0
1 B 80 3374,5 269960,0 -279,4 -22352,0
1 A 80 3374,5 269960,0 -812,8 -65024,0
Weight Station BL
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 90 3374,5 303705,0 812,8 73152,0
1 D 90 3374,5 303705,0 279,4 25146,0
1 B 90 3374,5 303705,0 -279,4 -25146,0
1 A 90 3374,5 303705,0 -812,8 -73152,0
Longitudin Lateral
Weight Station BL
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 100 3374,5 337450,0 812,8 81280,0
1 D 100 3374,5 337450,0 279,4 27940,0
1 B 100 3374,5 337450,0 -279,4 -27940,0
1 A 100 3374,5 337450,0 -812,8 -81280,0

Rev. 2
189G0290X002
First row
Weight (kg) ARM (3374,5 mm
Moment (kgmm)
60 202470
80 269960
100 337450
120 404940
140 472430
160 539920
180 607410
200 674900
220 742390
240 809880
260 877370
280 944860
300 1012350
320 1079840
340 1147330
360 1214820
380 1282310
400 1349800
420 1417290
440 1484780
460 1552270
480 1619760
500 1687250
520 1754740
540 1822230
560 1889720
580 1957210
600 2024700

Rev. 2
189G0290X002
LATERAL MOMENTS
ENGINE OIL (STA 6176 mm)
Weight Capacity Moment

(kg) (l) (kg mm)
13.3 15.2 82422.4
MAIN TRANSMISSION OIL (STA 5113 mm)

(kg) (l) (kg mm)
23.00 23.59 117599
INTERMEDIATE GEAR BOX OIL (STA 12755 mm; BL 2 mm)

(kg) (l) (kg mm)
1.22 1.25 15561.1 2.4
TAIL GEAR BOX OIL (STA 13836 mm; BL 107 mm)

(kg) (l) (kg mm)
1.87 1.92 25873.32 200.1

Rev. 2
189G0290X002
ALLOWABLE BAGGAGE LOAD

Table 6-27 Baggage
Weight Moment (kgmm)

(kg) Arm 7200 Arm 7700 Arm 8200
25 180000 192500 205000
50 360000 385000 410000
75 540000 577500 615000
100 720000 770000 820000
125 900000 962500 1025000
150 1080000 1155000 1230000
175 1260000 1347500 1435000
200 1440000 1540000 1640000
225 1620000 1732500 1845000
250 1800000 1925000 2050000
275 1980000 2117500 2255000
300 2160000 2310000 2460000

Rev. 2
189G0290X002

Table 6-28 Longitudinal moments - USABLE FUEL (MAIN FUEL TANKS)
Weight Capacity STA Moment

(kg) (l) (0.8 kg/l) (mm) (kg mm)
20 25,0 6188,28 123766
40 50,0 6203,78 248151
60 75,0 6210,48 372629
80 100,0 6213,75 497100
100 125,0 6215,62 621562
120 150,0 6216,86 746023
140 175,0 6217,76 870487
160 200,0 6218,45 994951
180 225,0 6218,99 1119418
200 250,0 6219,41 1243882
220 275,0 6219,73 1368341
240 300,0 6220,01 1492802
260 325,0 6220,26 1617268
280 350,0 6220,49 1741738
300 375,0 6220,69 1866206
320 400,0 6220,48 1990553
340 425,0 6219,72 2114703
360 450,0 6218,92 2238811
380 475,0 6218,21 2362918
400 500,0 6217,57 2487029
420 525,0 6217,03 2611153
440 550,0 6216,69 2735344
460 575,0 6216,58 2859625
480 600,0 6216,57 2983952
500 625,0 6216,68 3108338
520 650,0 6222,45 3235672
540 675,0 6230,16 3364287
560 700,0 6237,36 3492921

Rev. 2
189G0290X002

(kg) (l) (0.8 kg/l) (mm) (kg mm)
580 725,0 6244,08 3621566
600 750,0 6250,35 3750211
620 775,0 6256,20 3878846
640 800,0 6261,66 4007464
660 825,0 6266,75 4136056
680 850,0 6271,53 4264639
700 875,0 6276,07 4393246
720 900,0 6280,39 4521879
740 925,0 6284,52 4650542
760 950,0 6289,02 4779657
780 975,0 6293,15 4908655
800 1000,0 6296,79 5037428
820 1025,0 6300,37 5166306
840 1050,0 6303,94 5295306
860 1075,0 6307,50 5424452
880 1100,0 6311,00 5553682
900 1125,0 6314,40 5682963
920 1150,0 6317,71 5812297
940 1175,0 6320,93 5941676
960 1200,0 6324,06 6071100
980 1225,0 6327,11 6200571
1000 1250,0 6330,08 6330082
1020 1275,0 6332,98 6459637
1042,4 1303,0 6335,79 6604423
Table 6-29 Longitudinal moments - UNUSABLE FUEL

(kg) (l) (0.8 kg/l) (mm) (kg mm)
19.20 24.0 6188.28 118815

Rev. 4
189G0290X002

EXTENDED RANGE CONFIGURATION (SUPPLEMENT 22)

(kg) (l) (0.8 kg/l) (mm) (kg mm)
20 25,0 6188,28 123766
40 50,0 6203,78 248151
60 75,0 6210,48 372629
80 100,0 6213,75 497100
100 125,0 6215,62 621562
120 150,0 6216,86 746023
140 175,0 6217,76 870487
160 200,0 6218,45 994951
180 225,0 6218,99 1119418
200 250,0 6219,41 1243882
220 275,0 6219,73 1368341
240 300,0 6220,01 1492802
260 325,0 6220,26 1617268
280 350,0 6220,49 1741738
300 375,0 6220,69 1866206
320 400,0 6220,48 1990553
340 425,0 6219,72 2114703
360 450,0 6217,97 2238471
380 475,0 6217,31 2362578
400 500,0 6216,72 2486687
420 525,0 6216,19 2610808
440 550,0 6215,81 2734956
460 575,0 6215,66 2859208
480 600,0 6215,65 2983512
500 625,0 6215,72 3107868
520 650,0 6218,04 3233383
540 675,0 6225,90 3361984
560 700,0 6233,24 3490612

Rev. 2
189G0290X002


(kg) (l) (0.8 kg/l) (mm) (kg mm)
580 725,0 6240,09 3619253
600 750,0 6246,50 3747899
620 775,0 6252,48 3876539
640 800,0 6258,07 4005166
660 825,0 6263,29 4133770
740 925,0 6084,8 4502784
820 1025,0 5913,3 4848946
900 1125,0 5757,3 5181602
980 1225,0 5624,6 5512089
1060 1325,0 5511,8 5842557
1140 1425,0 5414,9 6173024
1220 1525,0 5330,8 6503549
1300 1625,0 5258,7 6836265
1380 1725,0 5196,7 7171478
1460 1825,0 5141,6 7506724
1540 1925,0 5092,2 7842020
1620 2025,0 5047,8 8177377
1680 2100,0 5017,2 8428925
1700,0 2125 5035,2 8559794
1720,0 2150 5051,4 8688400
1740,0 2175 5067,3 8817033
1760,0 2200 5082,8 8945697
1780,0 2225 5098,2 9074811
1800,0 2250 5113,2 9203810
1820,0 2275 5127,8 9332583
1840,0 2300 5142,1 9461461
1860,0 2325 5156,2 9590461
1880,0 2350 5170,0 9719606

Rev. 2
189G0290X002


(kg) (l) (0.8 kg/l) (mm) (kg mm)
1900,0 2375 5183,6 9848836
1920,0 2400 5196,9 9978117
1940,0 2425 5210,0 10107452
1960,0 2450 5222,9 10236831
1980,0 2475 5235,5 10366255
2000,0 2500 5247,9 10495725
2020,0 2525 5260,0 10625237
2040,0 2550 5272,0 10754791
2055,2 2569 5284,7 10861108
Table 6-31 Longitudinal moments - UNUSABLE FUEL EXTENDED

RANGE CONFIGURATION (SUPPLEMENT 22)

(kg) (l) (0.8 kg/l) (mm) (kg mm)
7.20 9.0 6188.2 44555.04

Rev. 4
189G0290X002
WEIGHT AND BALANCE DETERMINATION

Instructions for weight and balance determination are herewith enclosed with
instructions for use of charts to enable the operator to obtain all necessary
data as to basic helicopter configuration, empty weight and center of gravity.
These charts will also provide for continuous control of weight and balance of
the helicopter.
This system of weight and balance computation requires the use of charts and
forms. They are identified as follows:
Chart A - Equipment List.
Chart B - Helicopter Weighing Record.
Chart C - Basic Weight and Balance Record.
Chart D - Data for Helicopter Weight and Balance Computations.
Chart E - Weight and Balance Computation.
WEIGHT AND BALANCE RESPONSIBILITY

The aircraft manufacturer inserts all helicopter identifying data on the various
charts. This record constitutes the basic weight and balance data of the heli-
copter, to which the Rotorcraft Flight Manual was assigned, for the condition
shown on chart A. The operator shall keep this data up-to-date by recording all
changes made to the configuration of the helicopter.
HELICOPTER WEIGHING
The helicopter must be weighed:
1. When major modifications or repairs are made, or kits are installed/
removed.
2. When the basic weight data is suspected to be an error.
3. At time of mayor overhaul.
4. In accordance with E.A.S.A. instructions.

Rev. 2
189G0290X002
USE OF CHARTS AND FORMS
USE OF CHART A
The Chart A gives the weight, arm and moment of all the standard and
optional equipment. The Manufacturer places check marks in the “Delivery
Configuration” column to identify the items of equipment in the helicopter for
the weighing condition. A check (V) in the columns headed “In Helicopter” indi-
cates the presence of the item in the helicopter, and a zero (0) indicates its
absence. The next columns of chart A will permit inspection of the helicopter
for equipment actually installed. When making an inventory, note whether any
items of equipment have been installed or removed and if so enter corre-
sponding weight and moment change on Chart C.
Subsequent check list inventories shall be carried out in the following cases:
1. When the helicopter undergoes modification, major repair or overhaul.
2. When changes in equipment are made for a different type of operation.
3. When the helicopter is reweighed.
WEIGHING INSTRUCTIONS
Refer to Chapter 08 of the helicopter maintenance publication.
USE OF CHART B
1. Enter the actual scale readings in the first column of Sheet 1. Subtract
tare, if any, from the scale readings to obtain the net weight.
2. Multiply the net weights by their respective arms.
3. Add the net weight and moments.
4. Divide the total moment by the net weight to obtain “as weighed” CG
position. Transfer the “TOTAL” (as weighed) weight arm and moment to
the Sheet 2.
5. Subtract the total weight and moment of equipment weighed but not part
of the empty weight (list these items in column one).
6. Add the weight and moment of unusable fuel.
7. Add the total weight and moment of the basic items not in helicopter when
weighed (list these in column two). Added items shall be marked on Chart
A.
8. Enter the new empty weight and moment on Chart C.

Rev. 4
189G0290X002
USE OF CHART C
Chart C is a continuous history of the empty weight and moment resulting from
modifications and equipment is considered the current weight and balance
status of the helicopter. Make additions or subtractions to the empty weight
and moment in Chart C as follows:
1. When the helicopter undergoes modification, major repair or overhaul.
2. When changes in equipment are made for a different type of operation.
3. When the helicopter is reweighed.
Note
If any equipment is not listed on Chart A, determine its weight
and arm, and list corresponding data on Charts A and C.
USE OF CHART D
The Chart D provides information necessary for weight and balance computa-
tion.
USE OF CHART E
The Chart E serves as a work sheet and records the calculations and any cor-
rections that must be made to ensure that helicopter will be within weight and
CG limits.
Note
A Chart E shall be filled prior to any flight.
1. Enter the helicopter empty weight and moment. Obtain these figures from
the last entry on Chart E.
2. Enter the weight of all applicable items in the marked “Weight”. Obtain the
corresponding arms from Chart D and calculate the moments.
3. Add weight and moments. Divide total moment by total weight to obtain
CG arm.
4. Ascertain that CG is within allowable limits.
5. Should corrections be required, readjust ballast to return CG within
allowable limits.

Rev. 2
189G0290X002
WEIGHT AND BALANCE
ICN-89-A-156000-A-00001-02316-A-001-01
HELICOPTER AW189
SERIAL NUMBER .....................................................................
REGISTRATION MARKS ..........................................................

Rev. 2
189G0290X002

Rev. 2
AW189 RFM Section 6
Document Weight and Balance
N° 189G0290X002
RECORD OF CHECKING
For All pages of “Chart A”

V = Means installed on the helicopter
AW189 - CHART A EQUIPMENT LIST
O = Means NOT installed on the helicopter
MODEL: AW189 REGISTRATION MARKS S/N
Chart C entry
Chart C entry
Chart C entry
Configuration
In helicopter
In helicopter
In helicopter
Delivery
WEIGHT LONGITUDINAL LONGITUDINAL LATERAL
LATERAL ARM
P/N INSTL P/N REMOVABLE PART DESCRIPTION ARM MOMENT MOMENT NOTE
(Kg) (mm)
(mm)
(Kgmm) (Kgmm)

Rev. 4
Section 6 AW189 RFM
189G0290X002

Rev. 2
Section 6
Page 6-47
Rev. 4
Weight and Balance
CHART B - HELICOPTER WEIGHING RECORD Sheet 1 of 2
MODEL: S/N: REGISTRATION MARKS:
Issue 1
DATE: PLACE: SIGNATURE:
Reason for weighing (3):
Scale type:
TOOL STA LONGITUDINAL BL LATERAL

JACKPOINTS SCALE READING NET WEIGHT
WEIGHT MOMENT MOMENT
(1) (2)
( kg ) ( kg) ( kg ) ( mm ) ( kg mm ) (mm) ( kg mm )
FORWARD 2830 (4)
LH AFTERWARD 6700 -905
RH AFTERWARD 6700 905
TOTAL ( as weighed ) ( to Sheet 2 of 2 )

N°189G0290X002
AW189 RFM
Document
DATUM
DATUM
F
ICN-89-A-156000-A-00001-02379-A-002-01
Note 1
The forward lower central cabin is provided by two forward jack points, only one forward jack point is assured by using a
proper tool which collect both jacking points.
The Station Reference Datum (STA 0) is located 2830 mm forward the forward jack points, which is inside the nose
fairing. Therefore the STA are positive from the nose tip (as shown on the picture, see dashed lines).
E = Distance from the reference datum (STA 0) to the forward jack point Station of 2830 mm.
F = Distance from the reference datum (STA 0) to the left and right aft jackpoints Station of 6700 mm.
Note 2
The Butt Line Reference Datum ( BL 0 ) is located on the fuselage center line.
Therefore the BL are negative on the left side and positive on the right side.
Note 3
All gearboxes and engine oil must be at nominal level.
Note 4
Forward jack points are at BL +/- 275 mm. The operator shall indicate the right or the left position or zero, if it has been
utilized the bar tool.
FOR TRAINING ONLY

Section 6 AW189 RFM
Weight and Balance Document
N°189G0290X002
FOR TRAINING ONLY

Issue 1 Page 6-48
Rev. 2
Section 6
Page 6-49
Rev. 2
Weight and Balance
NET WEIGHT STA LONG. MOMENT BL LAT. MOMENT

DESCRIPTION
Issue 1
( kg ) ( mm ) ( kg mm ) ( mm ) ( kg mm )
TOTAL ( as weighed ) ( from Sheet 1 of 2 )
SUBTRACT ( from Table 1 )
ADD ( from Table 2 )
EMPTY WEIGHT, see Note (to Chart C)
TABLE 1 ITEMS WEIGHED BUT NOT PART OF EMPTY WEIGHT
WEIGHT STA LONG. MOMENT BL LAT. MOMENT

DENOMINATION
( kg ) ( mm ) ( kg mm) ( mm ) ( kg mm)
N°189G0290X002
AW189 RFM
Document
TOTAL
TABLE 2 BASIC ITEMS NOT INSTALLED WHEN WEIGHED
DENOMINATION WEIGHT STA LONG. MOMENT BL LAT. MOMENT

( kg ) ( mm ) ( kg mm ) ( mm ) ( kg mm )
TOTAL
Reasons of the weighing: Type Scales:
NOTE:
Empty weight includes all oils (engines, MGB, TGB, IGB, APU, hydraulics, etc) and the unusable fuel.
FOR TRAINING ONLY

Section 6 AW189 RFM
N°189G0290X002
FOR TRAINING ONLY

Issue 1 Page 6-50
Rev. 2
Section 6
Rev. 4
Weight and Balance
Page 6-51
MODEL: S/N: REGISTRATION MARKS:
Issue 1
DATE: PLACE: SIGNATURE:
Reason for weighing (3):
Scale type:
TOOL STA LONGITUDINAL BL LATERAL

JACKPOINTS SCALE READING NET WEIGHT
WEIGHT MOMENT MOMENT
(1) (2)
( kg ) ( kg) ( kg ) ( mm ) ( kg mm ) (mm) ( kg mm )
FORWARD 3009.2 (4)
LH AFTERWARD 6700 -905
RH AFTERWARD 6700 905
TOTAL ( as weighed ) ( to Sheet 2 of 2 )

N°189G0290X002
AW189 RFM
Document
DATUM
DATUM
F
ICN-89-A-156000-A-00001-02379-A-002-01
Note 1
The forward lower central cabin is provided by two forward jack points, only one forward jack point is assured by using
a proper tool which collect both jacking points.
The Station Reference Datum (STA 0) is located 3009.2 mm forward the forward jack points, which is inside
the nose fairing. Therefore the STA are positive from the nose tip (as shown on the picture, see dashed lines).
E = Distance from the reference datum (STA 0) to the forward jack point Station of 3009.2 mm.
F = Distance from the reference datum (STA 0) to the left and right aft jackpoints Station of 6700 mm.
Note 2
The Butt Line Reference Datum ( BL 0 ) is located on the fuselage center line.
Therefore the BL are negative on the left side and positive on the right side.
Note 3
All gearboxes and engine oil must be at nominal level.
Note 4
Forward jack points are at BL +/- 301.25 mm. The operator shall indicate the right or the left position, if it has been
utilized the bar tool.
FOR TRAINING ONLY

Section 6 AW189 RFM
N°189G0290X002
FOR TRAINING ONLY

Issue 1 Page 6-52
Rev. 2
Section 6
Rev. 2
Weight and Balance
Page 6-53
NET WEIGHT STA LONG. MOMENT BL LAT. MOMENT

DESCRIPTION
Issue 1
( kg ) ( mm ) ( kg mm ) ( mm ) ( kg mm )
TOTAL ( as weighed ) ( from Sheet 1 of 2 )
SUBTRACT ( from Table 1 )
ADD ( from Table 2 )
EMPTY WEIGHT, see Note (to Chart C)
TABLE 1 ITEMS WEIGHED BUT NOT PART OF EMPTY WEIGHT
WEIGHT STA LONG. MOMENT BL LAT. MOMENT

DENOMINATION
( kg ) ( mm ) ( kg mm) ( mm ) ( kg mm)

N°189G0290X002
AW189 RFM
Document
TOTAL
TABLE 2 BASIC ITEMS NOT INSTALLED WHEN WEIGHED
DENOMINATION WEIGHT STA LONG. MOMENT BL LAT. MOMENT

( kg ) ( mm ) ( kg mm ) ( mm ) ( kg mm )
TOTAL
Reasons of the weighing: Type Scales:
NOTE:
Empty weight includes all oils (engines, MGB, TGB, IGB, APU, hydraulics, etc) and the unusable fuel.
FOR TRAINING ONLY

Section 6 AW189 RFM
N°189G0290X002
FOR TRAINING ONLY

Issue 1 Page 6-54
Rev. 2
AW189 RFM Section 6
Document Weight and Balance
N° 189G0290X002
CHART C EMPTY WEIGHT AND BALANCE RECORD Page N°
MODEL AW189 S/N REGISTRATION MARKS

Item n° LOADING CHANGE EMPTY WEIGHT, MOMENT & CG
see
DATE Chart A DENOMINATION WGT STA LONG BL LATERAL LONG STA LATERAL BL
WGT
IN OUT (3) CG MOMENT CG MOMENT MOMENT CG MOMENT CG SIGNAT.
( kg )
( kg ) ( mm ) ( kg mm ) ( mm ) ( kg mm ) ( kg mm ) ( mm ) ( kg mm ) ( mm )
(1) (2)
Note 1 IN = installed component Note 2 OUT = removed component

Note 3 Weight of an installed component is positive (+) Weight of a removed component is negative (-)

Rev. 2
Section 6 AW189 RFM
189G0290X002

Rev. 2
Section 6
Page 6-57
Rev. 2
Weight and Balance
CHART D - DATA FOR HELICOPTER WEIGHT & BALANCE COMPUTATION
MODEL AW189
Issue 1
JACKPOINTS LOCATION
RIGHT AFT
FORWARD
BL 905 mm
HELICOPTER CENTER LINE
BL -905 mm
LEFT AFT
N°189G0290X002
STA STA
AW189 RFM
Document
2830 mm 6700 mm
ICN-89-A-156000-A-00001-02383-A-001-01
Longitudinal STA 0 (datum) is 2830 mm forward of the front jackpoint.
FOR TRAINING ONLY

Section 6 AW189 RFM
N°189G0290X002
FOR TRAINING ONLY

Issue 1 Page 6-58
Rev. 2
Section 6
Rev. 2
Weight and Balance
Page 6-59
CHART D - DATA FOR HELICOPTER WEIGHT & BALANCE COMPUTATION
MODEL AW189
Issue 1
JACKPOINTS LOCATION
RIGHT AFT
FORWARD
BL 905 mm
HELICOPTER CENTER LINE

BL -905 mm
N°189G0290X002
LEFT AFT
AW189 RFM
Document
STA STA
3009.2 mm 6700 mm
ICN-89-A-156000-A-00001-05297-A-001-01
Longitudinal STA 0 (datum) is 3009.2 mm forward of the front jackpoint.
FOR TRAINING ONLY

Section 6 AW189 RFM
N°189G0290X002
FOR TRAINING ONLY

Issue 1 Page 6-60
Rev. 2
Section 6
Page 6-61
Rev. 2
Weight and Balance
CHART E - WEIGHT & BALANCE COMPUTATION FORM
MODEL S/N REGISTRATION MARKS DATE PLACE COMPUTED BY
Issue 1
WEIGHT STA LONG. MOMENT BL LATL. MOMENT
REF. ITEM
( kg ) ( mm ) ( kg mm ) ( mm ) ( kg mm )
1 HELICOPTER BASIC (Ref. To Chart C)
2 PILOT
3 COPILOT
4 PASSENGER
5 PASSENGER
6 PASSENGER
7 PASSENGER
8 PASSENGER
9 PASSENGER
10 LOOSE EQUIPMENT
11 CABIN LOAD
N°189G0290X002
12 BAGGAGE COMPARTMENT LOAD

AW189 RFM
Document
14
15
16
17
18
19
20
21 DRY WEIGHT
22 FUEL (at take-off)
23 GROSS WEIGHT (at take-off)
24 FUEL (at landing)
25 GROSS WEIGHT (at landing)
26 BALLAST (if required)
LIMITATIONS REMARKS
Refer to Section 1 of this RFM
FOR TRAINING ONLY

Section 6 AW189 RFM
N°189G0290X002
FOR TRAINING ONLY

Issue 1 Page 6-62
Rev. 2
Document N°
189G0290X002
SECTION 7
SYSTEM DESCRIPTION
Page
HELICOPTER GENERAL
(CHAPTER 00)
THE AW189 HELICOPTER.....................................................................................................7-1
HELICOPTER DIMENSIONS..................................................................................................7-2
GENERAL ARRANGEMENT ..................................................................................................7-2
COCKPIT ARRANGEMENT ...................................................................................................7-2
INSTRUMENT PANEL......................................................................................................7-2
INTERSEAT CONSOLE ...................................................................................................7-2
CIRCUIT BREAKERS PANEL ..........................................................................................7-2
COLLECTIVE GRIP..........................................................................................................7-8
CYCLIC GRIP ...................................................................................................................7-8
ANTENNA LOCATION............................................................................................................7-8
ENVIRONMENTAL CONTROL
(CHAPTER 21)
GENERAL .............................................................................................................................7-15
ECS CONTROLS AND DISPLAYS.......................................................................................7-15
HEATING SYSTEM...............................................................................................................7-20
FORCED VENTILATION SYSTEM .......................................................................................7-23
DISTRIBUTION SYSTEM......................................................................................................7-26
AUTO FLIGHT
(CHAPTER 22)
GENERAL .............................................................................................................................7-27
AUTO FLIGHT CONTROLS AND DISPLAYS......................................................................7-27
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)............................................................7-42

Document N°
189G0290X002
Page
PRIMARY AFCS FUNCTIONS ...................................................................................... 7-46

AFCS UPPER MODES .................................................................................................. 7-48
AFCS TEST FUNCTIONS ............................................................................................. 7-50
AFCS NON-CONTROL FUNCTIONS............................................................................ 7-50
COMMUNICATIONS
(CHAPTER 23)
GENERAL............................................................................................................................. 7-53
INTERCOMMUNICATION SYSTEM .................................................................................... 7-54
ICS CONTROLS AND DISPLAYS ................................................................................. 7-58
VERY HIGH FREQUENCY (VHF) SYSTEM......................................................................... 7-62
VHF SYSTEM CONTROLS AND DISPLAYS ................................................................ 7-62
CABIN AUDIO SYSTEM KIT .........................................................................................7-68A
CABIN AUDIO SYSTEM KIT CONTROLS AND DISPLAYS ....................................... 7-68A
CABIN IN-FLIGHT ENTERTAINMENT SYSTEM (IES) KIT ..............................................7-68C
RADIO TECHNISONIC TFM-550 VHF/UHF ....................................................................7-68H
ELECTRICAL POWER
(CHAPTER 24)
GENERAL ............................................................................................................................ 7-69
ELECTRICAL POWER CONTROLS AND DISPLAYS ........................................................ 7-70
ECDU - ELECTRICAL PAGE ....................................................................................... 7-70
ELECTRICAL CONTROL PANEL.................................................................................. 7-70
SYNOPTIC PAGE.......................................................................................................... 7-70
AC GENERATION SYSTEM ................................................................................................ 7-73
DC GENERATION SYSTEM ................................................................................................ 7-76
AC ELECTRICAL LOAD DISTRIBUTION SYSTEM............................................................ 7-80
DC ELECTRICAL LOAD DISTRIBUTION SYSTEM............................................................ 7-80
SOLID STATE ELECTRICAL PLANT MANAGEMENT SYSTEM (SSEPMS) ............... 7-80
EMERGENCY POWER SUPPLY SYSTEM ......................................................................7-86A

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Page
EQUIPMENTS/FURNISHINGS
(CHAPTER 25)
GENERAL .............................................................................................................................7-87
FLIGHT COMPARTMENT FURNISHING .............................................................................7-87
PASSENGER COMPARTMENT FURNISHING....................................................................7-87
EMERGENCY LOCATOR TRANSMITTER (ELT) ................................................................7-91
EMERGENCY LOCATOR TRANSMITTER CONTROLS AND DISPLAYS....................7-91
PORTABLE FIRE EXTINGUISHER INSTALLATION...........................................................7-95
FIRE PROTECTION
(CHAPTER 26)
GENERAL .............................................................................................................................7-99
FIRE PROTECTION SYSTEM CONTROLS AND DISPLAYS .............................................7-99
FIRE DETECTION SYSTEM ...............................................................................................7-106
FIRE EXTINGUISHER SYSTEMS.......................................................................................7-106
FUEL SYSTEM
(CHAPTER 28)
GENERAL ...........................................................................................................................7-113
FUEL SYSTEM CONTROLS AND DISPLAYS...................................................................7-113
FUEL STORAGE SYSTEM .................................................................................................7-116
FUEL DISTRIBUTION SYSTEM .........................................................................................7-116
FUEL INDICATING SYSTEM..............................................................................................7-118
PRESSURE REFUELING AND DEFUELING SYSTEM .................................................. 7-122A
PRESSURE REFUELING AND DEFUELING SYSTEM CONTROLS AND
DISPLAYS ................................................................................................................. 7-122B

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Page
HYDRAULIC SYSTEM
(CHAPTER 29)
GENERAL........................................................................................................................... 7-123
HYDRAULIC SYSTEM CONTROLS AND DISPLAYS ...................................................... 7-125
MAIN HYDRAULIC SYSTEM ............................................................................................. 7-126
AUXILIARY HYDRAULIC SYSTEM................................................................................... 7-130
UTILITY CIRCUIT ............................................................................................................... 7-130
ICE AND RAIN PROTECTION

(CHAPTER 30)
GENERAL .......................................................................................................................... 7-133
PITOT HEATING SYSTEM................................................................................................. 7-133
PITOT HEATING CONTROLS AND DISPLAYS ......................................................... 7-133
WINDSHIELD WIPING SYSTEM ....................................................................................... 7-136
WINDSHIELD WIPING SYSTEM CONTROLS AND DISPLAYS ............................... 7-136
ICE DETECTOR SYSTEM ...............................................................................................7-140A
ICE DETECTOR SYSTEM CONTROLS AND DISPLAYS ........................................ 7-140B
INDICATING/RECORDING SYSTEM
(CHAPTER 31)
GENERAL........................................................................................................................... 7-141
INSTRUMENT AND CONTROL PANELS ......................................................................... 7-141
CENTRAL WARNING AND CAUTION SYSTEM .............................................................. 7-141
INDEPENDENT INSTRUMENTS ....................................................................................... 7-141
RECORDERS SYSTEM ..................................................................................................... 7-142
COCKPIT VOICE FLIGHT DATA RECORDER (CVFDR) ........................................... 7-142
HEALTH AND USAGE MONITORING SYSTEM (HUMS)........................................... 7-148

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Page
LANDING GEAR
(CHAPTER 32)
GENERAL ...........................................................................................................................7-155
LANDING GEAR SYSTEM CONTROLS AND DISPLAYS ................................................7-155
NOSE LANDING GEAR SYSTEM ......................................................................................7-159
MAIN LANDING GEAR SYSTEM .......................................................................................7-160
EXTENSION AND RETRACTION SYSTEM .......................................................................7-162
WHEELS AND BRAKE SYSTEM .......................................................................................7-166
BRAKE SYSTEM ..........................................................................................................7-166
WHEELS.......................................................................................................................7-167
LIGHTS
(CHAPTER 33)
GENERAL ...........................................................................................................................7-171
INTERNAL LIGHTS.............................................................................................................7-171
CONTROLS AND DISPLAYS.......................................................................................7-175
EXTERNAL LIGHTS ...........................................................................................................7-179
CONTROLS AND DISPLAYS.......................................................................................7-179
STEERABLE LANDING LIGHTS..................................................................................7-179
EMERGENCY LIGHTS.................................................................................................7-184
NAVIGATION
(CHAPTER 34)
GENERAL ...........................................................................................................................7-189
FLIGHT ENVIRONMENT DATA .........................................................................................7-189
PITOT STATIC SYSTEM..............................................................................................7-191
AIR DATA SYSTEM......................................................................................................7-191
FLIGHT ENVIRONMENT DATA CONTROLS AND DISPLAYS...................................7-191
ATTITUDE AND DIRECTION..............................................................................................7-200
ATTITUDE AND DIRECTION CONTROLS AND DISPLAYS.......................................7-200
LANDING AID SYSTEM......................................................................................................7-208
LANDING AID SYSTEM CONTROLS AND DISPLAYS ...............................................7-211

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RADIO ALTIMETER SYSTEM ........................................................................................... 7-218

RADIO ALTIMETER SYSTEM CONTROLS AND DISPLAYS..................................... 7-218
POSITION DETERMINING SYSTEM ................................................................................. 7-223
POSITION DETERMINING SYSTEM CONTROLS AND DISPLAYS.......................... 7-227
FLIGHT MANAGEMENT SYSTEM (FMS) ......................................................................... 7-235
FMS CONTROLS AND DISPLAYS ............................................................................. 7-235
DIRECTION FINDER (DF) SYSTEM ................................................................................7-248A
GENERAL .................................................................................................................. 7-248A
DIRECTION FINDER (DF) SYSTEM CONTROLS AND DISPLAYS........................ 7-248A
SYSTEMS INTEGRATION AND DISPLAY

(CHAPTER 46)
GENERAL........................................................................................................................... 7-249
AIRCRAFT MISSION MANAGEMENT SYSTEM (AMMS) ................................................ 7-249
AIRCRAFT AND MISSION MANAGEMENT COMPUTERS (AMMC) ......................... 7-252
MULTI-FUNCTION CONTROL DISPLAY UNIT (MCDU) ............................................ 7-253
DATA TRANSFER UNIT.............................................................................................. 7-262
COCKPIT DISPLAY SYSTEM............................................................................................ 7-263
COCKPIT DISPLAY SYSTEM CONTROLS AND DISPLAYS ..................................... 7-266
AFT MISSION CONSOLE SYSTEM KIT .....................................................................7-292A
AFT MISSION CONSOLE SYSTEM KIT CONTROLS AND DISPLAYS ...................7-292D
AIRBORNE AUXILIARY POWER

(CHAPTER 49)
GENERAL........................................................................................................................... 7-293
APU CONTROLS AND DISPLAYS.................................................................................... 7-293
ENGINE (APU) ................................................................................................................... 7-298
ENGINE FUEL SYSTEM (APU) ......................................................................................... 7-300
LUBRICATING SYSTEM (APU)......................................................................................... 7-302
IGNITION/STARTING SYSTEM ......................................................................................... 7-304

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Page
DOORS
(CHAPTER 52)
GENERAL ...........................................................................................................................7-307
DOORS CONTROLS AND DISPLAYS...............................................................................7-307
COCKPIT DOORS...............................................................................................................7-310
PASSENGER CABIN DOORS............................................................................................7-310
BAGGAGE COMPARTMENT DOORS...............................................................................7-313
SERVICE AND MISCELLANEOUS DOORS ......................................................................7-313
MAIN ROTOR
(CHAPTER 62)
GENERAL ...........................................................................................................................7-315
MAIN ROTOR BLADES......................................................................................................7-315
MAIN ROTOR HEAD...........................................................................................................7-317
ROTATING CONTROLS.....................................................................................................7-319
MAIN ROTOR DRIVE

(CHAPTER 63)
GENERAL ...........................................................................................................................7-323
MAIN ROTOR DRIVE CONTROLS AND DISPLAYS.........................................................7-323
MAIN GEARBOX.................................................................................................................7-323
ENGINE/GEARBOX COUPLINGS......................................................................................7-327
LUBRICATING SYSTEM ....................................................................................................7-329
ROTOR BRAKE SYSTEM ..................................................................................................7-332
FOR TRAINING ONLY Issue 1 Page 7-vii

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Page
TAIL ROTOR
(CHAPTER 64)
GENERAL........................................................................................................................... 7-335
ROTOR BLADES ............................................................................................................... 7-335
ROTOR HEAD .................................................................................................................... 7-337
ROTATING CONTROLS .................................................................................................... 7-337
TAIL ROTOR DRIVE

(CHAPTER 65)
GENERAL........................................................................................................................... 7-341
TAIL ROTOR CONTROLS AND DISPLAYS ..................................................................... 7-341
TAIL ROTOR DRIVE SHAFT INSTALLATION .................................................................. 7-342
INTERMEDIATE GEARBOX .............................................................................................. 7-346
TAIL GEARBOX ................................................................................................................. 7-346
ROTORS FLIGHT CONTROL

(CHAPTER 67)
GENERAL........................................................................................................................... 7-349
ROTORS FLIGHT CONTROL CONTROLS AND DISPLAYS ........................................... 7-349
MAIN ROTOR CONTROL SYSTEM .................................................................................. 7-352
COLLECTIVE CONTROL SYSTEM ............................................................................ 7-352
CYCLIC CONTROL SYSTEM...................................................................................... 7-353
MIXING CONTROL SYSTEM ...................................................................................... 7-357
TAIL ROTOR CONTROL SYSTEM.................................................................................... 7-357
SERVO CONTROL SYSTEM ............................................................................................. 7-359
MAIN ROTOR SERVO-ACTUATORS ......................................................................... 7-359
TAIL ROTOR SERVO-ACTUATOR ............................................................................. 7-359
Page 7-viii Issue 1 FOR TRAINING ONLY

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Page
POWER PLANT
(CHAPTER 71)
GENERAL ...........................................................................................................................7-363
ENGINE INSTALLATION....................................................................................................7-363
ENGINE COWLING INSTALLATION .................................................................................7-364
ENGINE FIREWALL INSTALLATION ................................................................................7-364
ENGINE MOUNT INSTALLATION......................................................................................7-364
ENGINE AIR INTAKES INSTALLATION ............................................................................7-364
ENGINE DRAIN INSTALLATION .......................................................................................7-368
ENGINE CONTROLS
(CHAPTER 76)
GENERAL ...........................................................................................................................7-371
ENGINE POWER CONTROL SYSTEM ..............................................................................7-371
ELECTRONIC ENGINE CONTROL UNIT (EECU).......................................................7-371
FUEL MANAGEMENT UNIT (FMU) .............................................................................7-373
ENGINE POWER CONTROLS SYSTEM CONTROLS AND DISPLAYS.....................7-373
ENGINE INDICATING
(CHAPTER 77)
GENERAL ...........................................................................................................................7-377
ENGINE INDICATING SYSTEM .........................................................................................7-377
IMAGE RECORDING
(CHAPTER 97)
GENERAL ....................................................................................................................... 7-382A
HOIST CAMERA SYSTEM .............................................................................................. 7-382A
HOIST CAMERA CONTROLS AND DISPLAYS ....................................................... 7-382B
FOR TRAINING ONLY Issue 1 Page 7-ix

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Document N°
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Page

(OES)
ENVIRONMENTAL CONTROL .......................................................................................... 7-383
GENERAL .................................................................................................................... 7-383
ECS CONTROLS AND DISPLAYS.............................................................................. 7-383
HEATING SYSTEM ............................................................................................................ 7-388
HEATING DISTRIBUTION SYSTEM ........................................................................... 7-391
ECS DISTRIBUTION SYSTEM.................................................................................... 7-393
FORCED VENTILATION SYSTEM.............................................................................. 7-394
INTEGRATED ENVIRONMENTAL CONTROL SYSTEM............................................ 7-394
ROTOR BRAKE SYSTEM.................................................................................................. 7-397
EXTERNAL HOIST...........................................................................................................7-397A
GENERAL .................................................................................................................. 7-397A
EXTERNAL HOIST CONTROLS AND DISPLAYS ....................................................7-397D
DITCHING CONFIGURATIONS ......................................................................................... 7-398
GENERAL .................................................................................................................... 7-398
EMERGENCY LIFE RAFT SYSTEM ........................................................................... 7-406
INFLATION SYSTEM................................................................................................... 7-407
FORWARD AND AUXILIARY FUEL TANKS ..................................................................... 7-410
GENERAL .................................................................................................................... 7-410
TRAFFIC ADVISORY SYSTEM II (TCAS II) ...................................................................... 7-413
GENERAL .................................................................................................................... 7-413
TCAS RECEIVER/TRANSMITTER.............................................................................. 7-413
TCAS TOP AND BOTTOM ANTENNA ........................................................................ 7-414
HELICOPTER TERRAIN AWARENESS AND WARNING SYSTEM (HTAWS)................. 7-425
SYNTHETIC VISION SYSTEM (SVS) ................................................................................ 7-434
GENERAL .................................................................................................................... 7-434
RADIO EQUIPMENT V/UHF FLEXCOMM II...................................................................... 7-438
GENERAL .................................................................................................................... 7-438
CRASH POSITION INDICATOR WITH DEPLOYABLE ELT.............................................. 7-448
GENERAL .................................................................................................................... 7-448
CRASH POSITION INDICATOR WITH DEPLOYABLE ELT CONTROLS AND DISPLAYS.
7-449
SATELLITE COMMUNICATION SYSTEMS....................................................................... 7-455
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Page
GENERAL.....................................................................................................................7-455
SATCOM SKYTRAC.....................................................................................................7-455
SATCOM SKYCONNECT ...................................................................................................7-461
GENERAL.....................................................................................................................7-461
DIGITAL MAP SYSTEM......................................................................................................7-466
GENERAL.....................................................................................................................7-466
DIGITAL MAP SYSTEM CONTROLS AND DISPLAYS ...............................................7-466
NIGHT VISION GOGGLE OPERATIONS ...........................................................................7-471
GENERAL.....................................................................................................................7-471
NIGHT VISION GOGGLE OPERATIONS CONTROLS AND DISPLAYS ....................7-471
WEATHER RADAR RDR-1600 ...........................................................................................7-475
GENERAL.....................................................................................................................7-475
OPERATION.................................................................................................................7-477
WEATHER RADAR CONTROLS AND DISPLAYS ......................................................7-477
DOUBLE EXTERNAL HOIST OPERATIONS (GOODRICH) .............................................7-483
GENERAL.....................................................................................................................7-483
DOUBLE EXTERNAL HOIST CONTROLS AND DISPLAYS .......................................7-484
RADAR TELEPHONICS RDR-1500B+ ...............................................................................7-493
GENERAL.....................................................................................................................7-493
OPERATION.................................................................................................................7-494
RADAR TELEPHONICS RDR-1500B+ CONTROLS AND DISPLAYS ........................7-495
STAR SAFIRE 380 HD FLIR ...............................................................................................7-516
GENERAL.....................................................................................................................7-516
FLIR STAR SAFIRE 380 HD CONTROLS AND DISPLAYS ........................................7-521
TRAKKABEAM A800 SEARCHLIGHT...............................................................................7-530
GENERAL.....................................................................................................................7-530
SEARCHLIGHT TRAKKABEAM A800 CONTROLS AND DISPLAYS .........................7-532
RADIO EQUIPMENT ROCKWELL COLLINS HF-9000 .....................................................7-540
GENERAL.....................................................................................................................7-540
OPERATION.................................................................................................................7-540
RADIO EQUIPMENT ROCKWELL COLLINS HF-9000 CONTROLS AND
DISPLAYS ....................................................................................................................7-541
FOR TRAINING ONLY Issue 1 Page 7-xi

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Page 7-xii Issue 1 FOR TRAINING ONLY

Rev. 4
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LIST OF FIGURES
Figure Page
Figure 7-1 Helicopter Dimensions.....................................................................................7-3
Figure 7-2 General Arrangement ......................................................................................7-4
Figure 7-3 Instrument Panel..............................................................................................7-5
Figure 7-4 Interseat Console.............................................................................................7-6
Figure 7-5 Circuit Breakers Panel (typical) .......................................................................7-9
Figure 7-6 Collective Grip ...............................................................................................7-10
Figure 7-7 Cyclic Grip .....................................................................................................7-11
Figure 7-8 Antenna Location...........................................................................................7-14
Figure 7-9 ECS System - Controls and Displays (Sheet 1 of 2) .....................................7-16
Figure 7-9 ECS System - Controls and Displays (Sheet 2 of 2) .....................................7-17
Figure 7-10 Heating System - Components Location (Sheet 1 of 2) ................................7-21
Figure 7-10 Heating System - Components Location (Sheet 2 of 2) ................................7-22
Figure 7-11 Heating System - Schematic Diagram...........................................................7-24
Figure 7-12 Forced ventilation system - Components Location........................................7-25
Figure 7-13 AFCS - Controls and Displays (Sheet 1 of 6) ................................................7-29
Figure 7-14 AFCS - Components Location Diagram (Sheet 1 of 2)..................................7-43
Figure 7-14 AFCS - Components Location Diagram (Sheet 2 of 2)..................................7-44
Figure 7-15 AFCS - Schematic Diagram...........................................................................7-45
Figure 7-16 AFCS PFT page on MFD...............................................................................7-51
Figure 7-17 Communications - Schematic Diagram .........................................................7-55
Figure 7-18 ICS - Components Location (Sheet 1 of 2)....................................................7-56
Figure 7-18 ICS - Components Location (Sheet 2 of 2)....................................................7-57
Figure 7-19 ICS - Controls and Displays...........................................................................7-59
Figure 7-20 VHF System - Components Location ............................................................7-64
Figure 7-21 VHF System - Controls and Displays (Sheet 1 of 2)......................................7-65
Figure 7-21 VHF System - Controls and Displays (Sheet 2 of 2)......................................7-66
Figure 7-21A Cabin audio system kit - Components Location ......................................... 7-68B
Figure 7-21B Cabin in-flight entertainment system (IES) kit - Schematic Diagram .......... 7-68E
Figure 7-21C Cabin in-flight entertainment system (IES) kit - Components Location ...... 7-68F
Figure 7-21D Radio Technisonic TFM-550VHF/UHF - Components Location ..................7-68J
Figure 7-22 Electrical System - Controls and Displays .....................................................7-71
Figure 7-23 Electrical System - Controls and Displays .....................................................7-72
FOR TRAINING ONLY Issue 1 Page 7-xiii

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Figure Page
Figure 7-24 AC Generation System - Components Location ........................................... 7-74

Figure 7-25 AC Generation System - Components Location ........................................... 7-75
Figure 7-26 AC Generation System - Schematic Diagram............................................... 7-77
Figure 7-27 DC Generation System - Components Location........................................... 7-78
Figure 7-28 DC Generation System - Schematic Diagram .............................................. 7-79
Figure 7-29 AC Electrical load Distribution System - Components Location ................... 7-82
Figure 7-30 DC Electrical load Distribution System - Components Location ................... 7-83
Figure 7-31 DC Electrical load Distribution System - SSEPMS
(Sheet 1 of 2) ................................................................................................ 7-84
(Sheet 2 of 2) ................................................................................................ 7-85
Figure 7-31A Emergency power supply system - Components Location ......................... 7-86B
Figure 7-32 Flight Compartment Furnishing - Schematic Diagram .................................. 7-88
Figure 7-33 Passenger Compartment Furnishing - Components Location ...................... 7-90
Figure 7-34 ELT System - Components Location ............................................................ 7-92
Figure 7-35 ELT System - Controls and Displays ............................................................ 7-93
Figure 7-36 Portable Fire Extinguisher Installation - Components Location
(Sheet 1 of 2) ................................................................................................ 7-96
Figure 7-36 Portable Fire Extinguisher Installation - Components Location
(Sheet 2 of 2) ................................................................................................ 7-97
Figure 7-37 Fire Protection System (Engine) - Controls and Displays (Sheet 1 of 2) .... 7-100
Figure 7-37 Fire Protection System (Engine) - Controls and Displays (Sheet 2 of 2) .... 7-101
Figure 7-38 Fire Protection System (APU) - Controls and Displays (Sheet 1 of 2)........ 7-102
Figure 7-38 Fire Protection System (APU) - Controls and Displays (Sheet 2 of 2)........ 7-103
Figure 7-39 Detection System - Components Location.................................................. 7-107
Figure 7-40 Baggage Smoke Detection System - Components Location ...................... 7-108
Figure 7-41 Fire Extinguisher System - Components Location
(Sheet 1 of 2) .............................................................................................. 7-109
(Sheet 2 of 2) ...............................................................................................7-110
Figure 7-42 Engine Fire Extinguisher System - Schematic Diagram .............................. 7-111
Figure 7-43 APU Fire Extinguisher System - Schematic Diagram ..................................7-112
Figure 7-44 Fuel System - Controls and Displays (Sheet 1 of 2) ....................................7-114
Figure 7-44 Fuel System - Controls and Displays (Sheet 2 of 2) ....................................7-115
Figure 7-45 Storage System - Components Location .....................................................7-117
Figure 7-46 Fuel Distribution System - Components Location........................................7-119
Figure 7-47 Fuel Distribution System - Schematic Diagram .......................................... 7-120
Figure 7-48 Fuel Indicating System - Components Location ......................................... 7-121
Page 7-xiv Issue 1 FOR TRAINING ONLY

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Figure Page
Figure 7-49 Fuel Indicating System - Schematic Diagram..............................................7-122

Figure 7-49A Pressure refueling and defueling system - Components Location
(Sheet 1 of 2)............................................................................................ 7-122C
Figure 7-49A Pressure refueling and defueling system - Components Location
(Sheet 2 of 2)............................................................................................ 7-122D
Figure 7-49B Pressure refueling and defueling system - Controls and Displays ........... 7-122E
Figure 7-50 Hydraulic System - Schematic Diagram ......................................................7-124
Figure 7-51 Hydraulic System - Controls and Displays (Sheet 1 of 2)............................7-127
Figure 7-51 Hydraulic System - Controls and Displays (Sheet 2 of 2)............................7-128
Figure 7-52 Main Hydraulic System - Components Location..........................................7-129
Figure 7-53 Auxiliary Hydraulic System - Components Location ....................................7-131
Figure 7-54 Pitot Heating System - Components Location ............................................7-134
Figure 7-55 Pitot Heating System - Controls and Displays .............................................7-135
Figure 7-56 Windshield Wiping System - Components Location ....................................7-137
Figure 7-57 Windshield Wiping System - Controls and Displays ....................................7-138
Figure 7-57A Ice detector system - Components Location ............................................ 7-140A
Figure 7-57B Ice detector system - Controls and Displays ............................................ 7-140B
Figure 7-58 Independent Instruments - Components Location.......................................7-143
Figure 7-59 CVFDR - Components Location ..................................................................7-145
Figure 7-60 CVFDR - Controls and Displays ..................................................................7-146
Figure 7-61 HUMS - Components Location (Sheet 1 of 2) .............................................7-149
Figure 7-61 HUMS - Components Location (Sheet 2 of 2) .............................................7-150
Figure 7-62 HUMS - Controls and Displays (Sheet 1 of 2) .............................................7-152
Figure 7-62 HUMS - Controls and Displays (Sheet 2 of 2) .............................................7-153
Figure 7-63 Landing Gear System - Controls and Displays (Sheet 1 of 2) .....................7-156
Figure 7-63 Landing Gear System - Controls and Displays (Sheet 2 of 2) .....................7-157
Figure 7-64 Nose Landing Gear System - Components Location ..................................7-161
Figure 7-65 Main Landing Gear System - Components Location...................................7-163
Figure 7-66 Extension and Retraction System - Components Location (Sheet 1 of 2)...7-164
Figure 7-66 Extension and Retraction System - Components Location (Sheet 2 of 2)...7-165
Figure 7-67 Brake System - Components Location ........................................................7-168
Figure 7-68 Wheels - Components Location...................................................................7-169
Figure 7-69 Cockpit Lights - Components Location........................................................7-172
Figure 7-70 Cabin Lights - Components Location (Sheet 1 of 2)....................................7-173
Figure 7-70 Cabin Lights - Components Location (Sheet 2 of 2)....................................7-174
Figure 7-71 Internal Lights - Controls and Displays (Sheet 1 of 2) .................................7-176
Figure 7-71 Internal Lights - Controls and Displays (Sheet 2 of 2) .................................7-177
Figure 7-72 External Lights - Components Location.......................................................7-180
FOR TRAINING ONLY Issue 1 Page 7-xv

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Figure Page
Figure 7-73 External Lights - Controls and Displays (Sheet 1 of 2) ............................... 7-181
Figure 7-73 External Lights - Controls and Displays (Sheet 2 of 2) ............................... 7-182
Figure 7-74 Emergency Lights - Components Location ................................................. 7-185
Figure 7-75 Emergency Lights - Controls and Displays ................................................. 7-186
Figure 7-76 Navigation System - Schematic Diagram ................................................... 7-190
Figure 7-77 Flight Environment Data System - Schematic Diagram.............................. 7-192
Figure 7-78 Flight Environment Data - Components Location ....................................... 7-193
Figure 7-79 Flight Environment Data - Controls and Displays
(Sheet 1 of 2) .............................................................................................. 7-195
Figure 7-79 Flight Environment Data - Controls And Displays
(Sheet 2 of 2) .............................................................................................. 7-196
Figure 7-80 Attitude and Direction - Components Location ........................................... 7-201
Figure 7-81 Attitude and Direction - Controls and Displays (Sheet 1 of 2...................... 7-202
Figure 7-81 Attitude and Direction - Controls and Displays (Sheet 2 of 2)..................... 7-203
Figure 7-82 Landing Aid System - Schematic Diagram ................................................. 7-209
Figure 7-83 Landing Aid System - Components Location.............................................. 7-210
Figure 7-84 Landing Aid System - Controls and Displays (Sheet 1 of 4) ....................... 7-213
Figure 7-85 Radio Altimeter System - Components Location ........................................ 7-219
Figure 7-86 Radio Altimeter System - Controls and Displays (Sheet 1 of 2) ................. 7-220
Figure 7-86 Radio Altimeter System - Controls and Displays
(Sheet 2 of 2)7-221
Figure 7-87 Position Determining System - Components Location (Sheet 1 of 2)......... 7-225
Figure 7-87 Position Determining System - Components Location (Sheet 2 of 2)......... 7-226
Figure 7-88 Dependent Position Determining (ADF) - Controls and Displays ............... 7-228
Figure 7-89 Dependent Position Determining (DME) - Controls and Displays............... 7-231
Figure 7-90 Dependent Position Determining (GPS) - Controls and Displays ............... 7-232
Figure 7-91 Dependent Position Determining (XPDR) - Controls and Displays............. 7-233
Figure 7-92 FMS - Controls and Displays (Sheet 1 of 7) ............................................... 7-236
Figure 7-93 FMS (FPLN format) - Controls and Displays .............................................. 7-240
Figure 7-94 FMS (PFD MAP/HSI) - Controls and Displays............................................ 7-242
Figure 7-95 FMS (NAV source) - Controls and Displays................................................ 7-243
Figure 7-96 FMS (PFD indications) - Controls and Displays.......................................... 7-244
Figure 7-97 FMS (MFD indications) - Controls and Displays ......................................... 7-247
Figure 7-98 FMS (MFD flight plan format) - Controls and Displays ............................... 7-248
Figure 7-98A Direction finder (DF) system - Components Location ............................... 7-248B
Page 7-xvi Issue 1 FOR TRAINING ONLY

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Figure Page
Figure 7-98B Direction finder (DF) system - Controls and Displays (Sheet 1 of 6) ....... 7-248C
Figure 7-98B Direction finder (DF) system - Controls and Displays (Sheet 2 of 6) ....... 7-248D
Figure 7-98B Direction finder (DF) system - Controls and Displays (Sheet 3 of 6) ....... 7-248E
Figure 7-98B Direction finder (DF) system - Controls and Displays (Sheet 4 of 6) ....... 7-248F
Figure 7-98B Direction finder (DF) system - Controls and Displays (Sheet 5 of 6) .......7-248G
Figure 7-98B Direction finder (DF) system - Controls and Displays (Sheet 6 of 6) ....... 7-248H
Figure 7-99 AMMS - Components Location....................................................................7-250
Figure 7-100 AMMS - Schematic Diagram .......................................................................7-251
Figure 7-101 MCDU - Controls and Displays (Sheet 1 of 5) .............................................7-254
Figure 7-102 CDS - Components Location.......................................................................7-265
Figure 7-103 CDS - Schematic Diagram...........................................................................7-267
Figure 7-104 CDS - Controls and Displays .......................................................................7-268
Figure 7-105 CDS (top level menu) - Controls and Displays ............................................7-273
Figure 7-105 CDS (colors definitions) - Controls and Displays.........................................7-277
Figure 7-106 CDS (PFD format) - Controls and Displays (Sheet 1 of 5) ..........................7-279
Figure 7-107 CDS (MFD format) - Controls and Displays (Sheet 1 of 6)..........................7-285
Figure 7-107A Aft mission console system kit - Components Location............................ 7-292C
Figure 7-107B Aft mission console system kit - Controls and Displays............................ 7-292E
Figure 7-107C Cabin PC - Controls and Displays (Sheet 1 of 3) ......................................7-292I
Figure 7-107C Cabin PC - Controls and Displays (Sheet 2 of 3) ......................................7-292J
Figure 7-107C Cabin PC - Controls and Displays (Sheet 3 of 3) ..................................... 7-292K
Figure 7-108 APU - Components Location .......................................................................7-294
Figure 7-109 APU - Controls and Displays (Sheet 1 of 2) ................................................7-295
Figure 7-110 APU - Controls and Displays (Sheet 2 of 2) ................................................7-296
Figure 7-111 Engine (APU) - Components Location.........................................................7-299
FOR TRAINING ONLY Issue 1 Page 7-xvii

Rev. 4
189G0290X002
Figure Page
Figure 7-112 Engine Fuel System (APU) - Component Location..................................... 7-301

Figure 7-113 Lubricating System (APU) - Components Location .................................... 7-303
Figure 7-114 Ignition/Exciter System - Components Location ......................................... 7-305
Figure 7-115 Doors Location............................................................................................ 7-308
Figure 7-116 Doors - Controls and Displays .................................................................... 7-309
Figure 7-117 Cockpit Doors ..............................................................................................7-311
Figure 7-118 Cabin Doors ................................................................................................ 7-312
Figure 7-119 Service and Miscellaneous Doors - Component Location .......................... 7-314
Figure 7-120 Main Rotor Blades - Components Location ................................................ 7-316
Figure 7-121 Main Rotor Head - Components location.................................................... 7-318
Figure 7-122 Rotating Controls - Components Location (Sheet 1 of 2) ........................... 7-320
Figure 7-122 Rotating Controls - Components Location (Sheet 2 of 2) ........................... 7-321
Figure 7-123 Main Rotor Drive System - Controls and Displays...................................... 7-324
Figure 7-124 Main Rotor Drive System - Components location ....................................... 7-326
Figure 7-125 Engine/Gear box coupling - Components Location .................................... 7-328
Figure 7-126 Lubricating System - Components Location ............................................... 7-330
Figure 7-127 Lubricating System - Schematic Diagram................................................... 7-331
Figure 7-128 Rotor Brake System - Components Location.............................................. 7-333
Figure 7-129 Rotor Blades - Components Location ......................................................... 7-336
Figure 7-130 Rotor Head - Components Location ........................................................... 7-338
Figure 7-131 Rotating Controls - Components Location .................................................. 7-339
Figure 7-132 Tail Rotor System - Controls and Displays (Sheet 1 of 2)........................... 7-343
Figure 7-132 Tail Rotor System - Controls and Displays (Sheet 2 of 2)........................... 7-344
Figure 7-133 Tail Rotor Drive Shaft Installation - Components location........................... 7-345
Figure 7-134 Intermediate Gearbox - Component Location............................................. 7-347
Figure 7-135 Tail Gearbox - Components location........................................................... 7-348
Figure 7-136 Rotors Flight Control - Controls and Displays............................................. 7-350
Figure 7-137 Main Rotor Control System - Components Location (Sheet 1 of 3)............ 7-354
Figure 7-138 Tail Rotor Control System - Components Location ..................................... 7-358
Figure 7-139 Main Rotor Servo-actuator - Schematic Diagram ....................................... 7-360
Figure 7-140 Tail Rotor Servo-actuator - Components Location ...................................... 7-361
Figure 7-141 Engine Cowling Installation - Components Location................................... 7-365
Figure 7-142 Engine Firewall Installation - Components Location ................................... 7-366
Figure 7-143 Engine Mount Installation - Components Location ..................................... 7-367
Figure 7-144 Engine Air Intake Installation - Component Location .................................. 7-369
Figure 7-145 Engine Drain Installation - Component Location......................................... 7-370
Page 7-xviii Issue 1 FOR TRAINING ONLY

Rev. 4
189G0290X002
Figure Page
Figure 7-145 Engine Controls System - Schematic Diagram............................................7-372

Figure 7-146 Engine Controls System - Controls and Displays ........................................7-374
Figure 7-147 Engine Indicating- Controls and Displays (Sheet 1 of 3) .............................7-379
Figure 7-147A Hoist Camera System - Components Location......................................... 7-382C
Figure 7-148 ECS System - Controls and Displays (Sheet 1 of 2) ...................................7-384
Figure 7-148 ECS System - Controls and Displays (Sheet 2 of 2) ...................................7-385
Figure 7-149 Heating System - Components Location (Sheet 1 of 2) ..............................7-389
Figure 7-149 Heating System - Components Location (Sheet 2 of 2) ..............................7-390
Figure 7-150 Heating System - Schematic Diagram.........................................................7-392
Figure 7-151 Forced ventilation system - Components Location......................................7-395
Figure 7-152 ECS - Components Location .......................................................................7-396
Figure 7-152A External hoist - Components Location (Sheet 1 of 2) ............................... 7-397B
Figure 7-152A External hoist - Components Location (Sheet 2 of 2) ............................... 7-397C
Figure 7-152B External hoist - Controls and Displays (Sheet 1 of 2) ............................... 7-397E
Figure 7-152B External hoist - Controls and Displays (Sheet 2 of 2) ............................... 7-397F
Figure 7-153 Emergency flotation system - Components Location (Sheet 1 of 2)............7-402
Figure 7-153 Emergency flotation system - Components Location (Sheet 2 of 2)............7-403
Figure 7-154 Emergency flotation system - Controls and Displays ..................................7-404
Figure 7-155 Emergency life raft system - Components Location (Sheet 1 of 2) .............7-408
Figure 7-155 Emergency life raft system - Components Location (Sheet 2 of 2) .............7-409
Figure 7-156 Forward and auxiliary fuel tanks - Components Location............................7-412
Figure 7-157 TCAS - Components location ......................................................................7-416
Figure 7-158 TCAS II - Schematic diagram ......................................................................7-417
Figure 7-159 TCAS II - MCDU - Controls and Displays ....................................................7-420
Figure 7-160 TCAS II - MFD - Controls and Displays .......................................................7-422
Figure 7-161 TCAS II - MFD and PFD indications ............................................................7-424
Figure 7-162 HTAWS - Schematic diagram ......................................................................7-429
Figure 7-163 HTAWS - Controls and Displays (Sheet 1 of 2) ...........................................7-430
Figure 7-163 HTAWS - Controls And Displays (Sheet 2 of 2)...........................................7-431
Figure 7-164 SVS - Controls and Displays (Sheet 1 of 2).................................................7-436
Figure 7-164 SVS - Controls And Displays (Sheet 2 of 2) ................................................7-437
Figure 7-165 V/UHF Flexcomm II - Components location ................................................7-440
Figure 7-166 V/UHF Flexcomm II - Controls and Displays (Sheet 1 of 2) ........................7-443
Figure 7-166 V/UHF Flexcomm II - Controls and Displays (Sheet 2 of 2) ........................7-444
Figure 7-167 Crash position indicator with deployable ELT - Components location .........7-451
Figure 7-167 Crash position indicator with deployable ELT - Components location .........7-452
FOR TRAINING ONLY Issue 1 Page 7-xix

Rev. 4
189G0290X002
Figure 7-168 Crash position indicator with deployable ELT - Controls and Displays ....... 7-453
Figure 7-169 SATCOM SkyTrac - Components location.................................................. 7-457
Figure 7-170 SATCOM SkyTrac - Controls and Displays................................................. 7-458
Figure 7-171 SATCOM SkyConnect - Components location ........................................... 7-463
Figure 7-172 SATCOM SkyConnect - Controls and Displays .......................................... 7-464
Figure 7-173 Digital Map System - Controls and Displays (Sheet 1 of 3) ........................ 7-467
Figure 7-173 Digital Map System - Controls and Displays (Sheet 2 of 3) ........................ 7-469
Figure 7-173 Digital Map - Controls and Displays (Sheet 3 of 3) ..................................... 7-470
Figure 7-174 Night vision goggle operations - Controls and Displays (Sheet 1 of 2)....... 7-472
Figure 7-174 Night vision goggle operations - Controls and Displays (Sheet 2 of 2)....... 7-473
Figure 7-175 Weather radar RDR-1600 - Schematic diagram ......................................... 7-478
Figure 7-176 Weather radar RDR-1600 - Components installation ................................. 7-479
Figure 7-177 Weather radar RDR-1600T- Controls and Displays.................................... 7-480
Figure 7-178 Double external hoist - Components Location (Sheet 1 of 2) ..................... 7-486
Figure 7-178 Double external hoist - Components Location (Sheet 2 of 2) ..................... 7-487
Figure 7-179 Double external hoist - Controls and Displays (Sheet 1 of 2) ..................... 7-488
Figure 7-179 Double external hoist - Controls and Displays (Sheet 2 of 2) ..................... 7-489
Figure 7-180 Radar Telephonics RDR-1500B+ - Components Location (Sheet 1 of 2)... 7-496
Figure 7-180 Radar Telephonics RDR-1500B+ - Components Location (Sheet 2 of 2)... 7-497
Figure 7-181 Radar Telephonics RDR-1500B+ - Controls and Displays (Sheet 1 of 5)... 7-498
Figure 7-182 FLIR Star Safire 380 HD - Components Location (Sheet 1 of 2) ................ 7-518
Figure 7-182 FLIR Star Safire 380 HD - Components Location (Sheet 2 of 2) ................ 7-519
Figure 7-183 FLIR Star Safire 380 HD - Schematic diagram ........................................... 7-520
Figure 7-184 FLIR Star Safire 380 HD - Controls and Displays (Sheet 1 of 2) ................ 7-522
Figure 7-184 FLIR Star Safire 380 HD - Controls and Displays (Sheet 2 of 2) ................ 7-523
Figure 7-185 Searchlight Trakkabeam A800 - Components Location (Sheet 1 of 2)....... 7-533
Figure 7-185 Searchlight Trakkabeam A800 - Components Location (Sheet 2 of 2)....... 7-534
Figure 7-186 Searchlight Trakkabeam A800 - Controls and Displays.............................. 7-535
Figure 7-187 Radio Equipment Rockwell Collins HF-9000 - Components Location
(Sheet 1 of 2) .............................................................................................. 7-542
Figure 7-187 Radio Equipment Rockwell Collins HF-9000 - Components Location
(Sheet 2 of 2) .............................................................................................. 7-543
Figure 7-188 Radio Equipment Rockwell Collins HF-9000 - Controls and Displays
(Sheet 1 of 4) .............................................................................................. 7-544
(Sheet 2 of 4) .............................................................................................. 7-545
Page 7-xx Issue 1 FOR TRAINING ONLY

Rev. 4
189G0290X002
Figure Page
(Sheet 3 of 4)...............................................................................................7-546
(Sheet 4 of 4)...............................................................................................7-547
FOR TRAINING ONLY Issue 1 Page 7-xxi

Rev. 4
189G0290X002
Page 7-xxii Issue 1 FOR TRAINING ONLY

Rev. 4
Document N° System Description
189G0290X002 Helicopter general (Chap 00)
HELICOPTER GENERAL
(Chapter 00)
THE AW189 HELICOPTER

The AW189 is a medium twin-engine aircraft designed for land and sea opera-
tions including offshore services, Tactical Troop Transport (TTT), Search and
Rescue (SAR), Medical/Casualty Evacuation (MEDEVAC/CASEVAC), fire
fighting and utility (logistical resupply/external lift) roles.
The AW189 operating capabilities are detailed in Section 1 Limitations.
The cockpit has pilot and co-pilot crashworthy seats and double commands
(cyclic/collective bar and pedal).
The structure consists of the following:
— Main cabin
The main cabin refers to the structure forward of the STA6700 joint with
the rear fuselage, it is constructed of aluminium alloy (including machined
main frames) and carbon fiber/Nomex cored composite side panels.
The main cabin is manufactured in modules and then assembled together
in a join jig.
— Rear fuselage
The rear fuselage interfaces with the main cabin module at STA6700
where it attaches with a back-to-back machining and an internal butt
strap.
This offers a modular construction in order to ease final assembly. The
rear fuselage terminates at the STA8700 frame, which is carbon fiber
composite, together with four machined aluminium alloy fittings. The joint
to the tail unit section is made with four bolts.
The primary structure is assembled with two carbon fiber composite side-
walls, attached to the carbon fiber composite bulkheads (at STA7200 and
STA8150) and roof beams
— Tail unit.
The tail unit primary structural parts are mainly built up by the carbon fiber
composite upper and lower longerons, which provide a continuous load
path from the STA8700 joint to the fin.

System descrIption Document N°
Helicopter general (Chap 00) 189G0290X002
The instrument panel and interseat console contain all the control panels and
displays governing the systems installed in the aircraft and utilized by the flight
crew.
The overhead console is installed above the heads of the flight crew and
includes the circuit breaker panel, the power lever quadrant, the rotor brake
control lever and the electrical control panel.
The power system is composed of two General Electric CT7-2E1 turboshaft
engines and one Auxiliary Power Unit (APU) microturbo eAPU60H equipped
with a fire detection system.They are installed in the upper deck and covered
by cowlings.
HELICOPTER DIMENSIONS
Refer to Figure 7-1.
GENERAL ARRANGEMENT
COCKPIT ARRANGEMENT
INSTRUMENT PANEL
Refer to Figure 7-3
INTERSEAT CONSOLE
CIRCUIT BREAKERS PANEL


8853
105.0 Ø2900
5160
4006
3972
3024
515
4790
13900
14600
2550
Ø 14
600
3000
DIMENSIONS IN MILLIMETERS 4000
ICN-89-A-157000-A-00001-02249-A-001-01
Figure 7-1 Helicopter Dimensions

TAIL ROTOR
Page 7-4
Section 7
VERTICAL FIN
Issue 1
System descrIption
LEFT ELEVATOR
LEFT ENGINE DOOR
TRASMISSION REAR FAIRING
Helicopter general (Chap 00)
MAIN ROTOR
EJECTOR FAIRING
SERVICE STEP
Document N°
AW189 - RFM
LEFT OIL COOLER FAIRING

189G0290X002
BAGGAGE COMPARTMENT DOOR
TRASMISSION FRONT FAIRING LEFT SPONSON
FOR TRAINING ONLY

Figure 7-2 General Arrangement
NOSE DOOR LEFT MAIN LANDING GEAR
LEFT CABIN DOOR
LEFT COCKPIT DOOR
NOSE LANDING GEAR
ICN-89-A-157000-A-00001-02250-A-001-01
MAGNETIC
COMPASS
STANDBY ATTITUDE
DIRECTOR INDICATOR
COPILOT MASTER COPILOT PILOT PILOT MASTER

CAUTION/MASTER CLOCK CLOCK CAUTION/MASTER
WARNING LIGHT WARNING LIGHT
COPILOT PRIMARY PILOT PRIMARY

FLIGHT DISPLAY (PFD) FLIGHT DISPLAY (PFD)
COPILOT MULTIFUNCTION PILOT MULTIFUNCTION

DISPLAY (MFD) DISPLAY (MFD)
ICN-89-A-157000-A-00001-02002-A-001-01
Figure 7-3 Instrument Panel

5
1 2 3 4
19
18 6
17 8
9
16 10
11
15
12
14
13
ICN-89-A-157000-A-00001-02003-A-002-01
Figure 7-4 Interseat Console

Key to Figure 7-4

Ref. Description
1 Copilot display control panel (DCP)
2 Electrical power generation distribution system (EPGDS) panel
3 Engine control panel
4 Pilot display control panel (DCP)
5 Landing gear control panel
6 Pilot multifunction control display unit (MCDU)
7 Autopilot control panel
8 Pilot audio control panel
9 Display dimming panel (DDP)
10 Pilot cursor control device (CCD)
11 APU control panel
12 Pilot electrical display control unit (ECDU)
13 Data transfer device (DTD) (not illustrated)
14 Miscellaneous control panel
15 Copilot electrical display control unit (ECDU)
16 Copilot cursor control device (CCD)
17 Copilot audio control panel
18 Reversion control panel (RCP)
19 Copilot multifunction control display unit (MCDU)

COLLECTIVE GRIP
CYCLIC GRIP
ANTENNA LOCATION
For the location of the antennae of the helicopter basic configuration, refer to
Figure 7-8.

ICN-89-A-157000-A-00001-02004-A-001-01
Figure 7-5 Circuit Breakers Panel (typical)

1 2
11 3
10 4
9
8 5
7 A
12
ICN-89-A-157000-A-00001-02006-A-001-01
Figure 7-6 Collective Grip

3
2
4
1
ICN-89-A-157000-A-00001-02007-A-001-01
Figure 7-7 Cyclic Grip

Key to Figure 7-6

Ref. Description
1 AEO LIM SEL momentary push-button to select AEO limits selection
2 FIRE BUCKET momentary push-button switch with guard (provision)
3 HOIST CUT momentary push-button switch with guard to cut hoist
cable
4 HOIST momentary toggle switch to move up/down the hoist
5 COLL/YAW BEEP momentary 5 ways collective / yaw beep trim
switch
6 GA/TU momentary push-button with collar type guard, to engage
AFCS GO AROUND/TRANSITION UP mode
7 OEI SEL momentary push-button to select OEI limits selection
8 LDG LTS SEL Three stable position switch to select landing light to
be controlled
9 LDG LT momentary 5 ways switch to move landing light selected
10 LDG LTS SEL momentary toggle switch (central stable position) to
pull out/stow landing light selected
11 FLOAT momentary push-button switch with guard to activate
floatation (Not available)
12 FTR momentary push-button for collective grip force trim release

Key to Figure 7-7

Ref. Description
1 WIPER momentary push-button to activate the wiper
2 TRIM momentary 5 ways pitch / roll beep trim switch
3 CARGO REL momentary push-button for cargo release and red flip-
up type guard switch
4 CCJ five ways momentary switch to control cursor control position on
side of the MFD
5 FTR momentary push-button for cyclic grip force trim release
6 ATT momentary push-button with collar type guard, to engage AFCS
ATTITUDE mode
7 AP OFF momentary push-button with collar type guard, to disengage
both AFCS pilot and copilot channels

VOR
GPS2
GPS1
VHF2
XPDR
(TOP)
ADF
DME
VHF1
MARKER
BEACON
(BOTTOM)
SLOPE
XPDR
GLIDE
ICN-89-A-157000-A-00001-02251-A-001-01
Figure 7-8 Antenna Location

189G0290X002 Environmental control (Chap 21)
(Chapter 21)
GENERAL
The Environmental Control System (ECS) gives a means of heating, cooling
and treating the air used for the ventilation and the conditioning of the cockpit,
the cabin and the avionic equipment.
The ECS includes:
— The heating and forced ventilation system
— The distribution system.
ECS CONTROLS AND DISPLAYS

The pilot can control the ECS system by means of the related control panel
located in the interseat console.
The status of the ECS components (Refer to Figure 7-9) is shown in the PWR
PLANT format, in the HELO display and in the Crew Alerting System (CAS)
window. The CAS window can list four cautions and four advisories.

System Description Document N°
Environmental control (Chap 21) 189G0290X002
ICN-89-A-157000-A-00001-02366-A-001-01
Figure 7-9 ECS System - Controls and Displays (Sheet 1 of 2)

ICN-89-A-157000-A-00001-02134-A-001-01

Key to Figure 7-9

Ref. Control/Display Function
1 AIR COND selector ECS operative, according to the temperature
selector in AUTO.
OFF - air conditioning system not operative.
System works in ventilation mode only,
according to the VENT switch.
APU - air conditioning not operative. The
heating is operative with APU as bleed-air
source.
ENG - air conditioning not operative. The
heating is operative with engines as bleed-air
source.
2 Temperature selector AUTO - for heating and air conditioning
modes, automatically controls air supply
temperature as required by selector position
between cold and warm.
MAN - used for heating only, gives crew direct
control of Temperature Control Valve (TCV).
Holding to ‘+’ opens TCV and increases
heating air temperature, holding to ‘-’ closes
TCV and decreases heating air temperature.
Holding in either ‘+’ or ‘-’ positions for 3 - 5 s.
fully opens or closes the TCV.
The selector returns to centre position when
released.
3 VENT switches CREW FAN and PAX FAN

Key to Figure 7-9 (Continued)

4 ENG1 SOV switch NORMAL - The associated SOV is enabled
when the HEATER switch is selected to ENG.
The associated valve will open on demand
from the heating system. Both SOV will be
closed when the HEATER switch is not
selected to ENG or in OEI condition.
OVERRIDE - If an OEI condition arises the
engine control panel closes both engine SOV.
If the flight crew have established the
situation, it is deemed acceptable to take
bleed from the remaining operative engine,
the pilot may open the appropriate SOV by
selecting the corresponding switch to its
OVERRIDE position. Note that an ENG OUT
signal will prohibit the corresponding SOV
from opening if OVERRIDE is selected for the
inoperative engine SOV.
5 ENG2 SOV switch See ref. 4.
6 APU SOV switch NORMAL - The APU SOV is enabled when
the HEATER switch is selected to APU. The
APU valve will open on demand from the
heating system when the APU is running and
it is ready to load, and a signal from the
Weight On Wheels (WOW) input from the
landing gear system is achieved.
CLOSE - The APU SOV can be closed by
switching the APU SOV toggle switch to
CLOSE. Note this will latch back to normal
when power is removed from the panel.

HEATING SYSTEM
The system consists of a heating system mixing bleed-air from the engines or
Auxiliary Power Unit (APU) with external ambient air and a ventilation system
which takes ambient air from outside the aircraft.
The heating system includes (Figure 7-10):
— Engines shut-off
The engine shut-off valve (attached to the firewall in the engine bay) shuts
off the supply of engine bleed-air to the heating system when it is not
required, in case of overheat or a One Engine Inoperative (OEI) condition.
— APU shut-off
The APU shut-off valve (attached to the bleed duct in the APU bay) shuts
off the supply of APU bleed-air to the heating system when it is not
required, in case of overheat or when the APU is failed.
— Jet Pump
The jet pump assembly is comprised of a composite venturi mixing sec-
tion and a stainless steel bleed-air injector.
The jet pump assembly is installed on the ceiling of the rear fuselage and
interfaces with the Temperature Control Valve (TCV), the Low Pressure
(LP) ambient air intake duct, the temperature sensor, the overheat ther-
mal switch and the LP heating distribution pipe work.
The purposes of the jet pump are:
— To provide fresh airflow into the helicopter, using engine or APU bleed-
air to induce ambient airflow into fresh air intake
— to provide a flow of controlled temperature air for heating and demist-
ing purposes. The engine bleed-air expands to LP in the mixing section
of the assembly.
— Check Valve
There are three check valves installed at the connection between the
engines and APU bleed-air ducts to prevent reverse flow to APU or
engine bleed ports.
— Heating Control Box.

The Heating Control Box (HCB) is installed in the rear fuselage, left-hand
side of the baggage area and provides control of the heating system in
AUTO mode.

HIGH
PRESSURE
DISTRIBUTION
B DUCTS
A
LOW
PRESSURE
DUCTS
HEATING
CONTROL
BOX
ICN-89-A-157000-A-00001-02132-A-001-01
Figure 7-10 Heating System - Components Location (Sheet 1 of 2)

APU
SHUT-OFF
VALVE
C
CHECK
VALVE
TEMPERATURE
CONTROL
VALVE
ENGINE
SHUT-OFF
VALVE
CHECK
VALVE
C ENGINE
SHUT-OFF
VALVE
JET PUMP
OVERHEAT
THERMAL
SWITCH TEMPERATURE
SENSOR
ICN-89-A-157000-A-00001-02381-A-001-01

The heating control box, together with the control panel, controls the nor-
mal operation of the heating system in AUTO mode. The HCB also per-
forms system monitoring and provides the pilot with warnings of overheat
conditions. These functions are achieved using air temperature data mon-
itored by a Duct Temperature Sensor (DTS) and an Overheat Tempera-
ture Switch (OTS). The data from the DTS and the selection on the control
panel is used by the HCB to regulate the TCV accordingly to obtain the
desired supply temperature.
In manual mode (MAN HTR selection) the HCB is by-passed and the TCV
and heating air temperature are directly controlled by the control panel via
use of the '+' and '-' positions on the MAN HTR switch.
Refer to Figure 7-11 for schematic diagram.
The mixed air exiting the jet pump is delivered to the cockpit and cabin
through flexible and rigid ducts.
The heating system can also utilize the cockpit ventilation system fans to
assist in driving the air to the transparency diffusers and upper gaspers, for
demisting purposes. Refer to para “Forced ventilation system”.
The control panel and heater control box control the normal operation of the
heating system.

Forced ventilation is comprised of two separate sub-systems: one for the
cockpit and one for the cabin. Refer to Figure 7-12.
External ambient air is drawn in by the ventilation fans through air intakes.
The role of the forced ventilation system is to provide an operationally viable
level of comfort within the cockpit and cabin using external ambient air to cool
the general cockpit and cabin environment and assist with cockpit windscreen
demist.

SHUT OFF
VALVES
ENGINE FIRE
PANEL
DOTS
APU PANEL
COCKPIT
CONTROL
PANEL
TCV
HCB
ADTS
AMMCs
EATS
ICN-89-A-157000-A-00001-02388-A-001-01
Figure 7-11 Heating System - Schematic Diagram

VENTILATION
FAN
VENTILATION
AMBIENT
AIR INLETS
NOTE 1
VENTILATION VENTILATION
FAN FAN NOTE 1
NOTE 1 Connected to the integrated ECS
system (if installed)
ICN-89-A-157000-A-00001-02142-A-001-01
Figure 7-12 Forced ventilation system - Components Location

DISTRIBUTION SYSTEM
The distribution system components are shown in the Figure 7-10.
— High Pressure Distribution Ducts

The function of the high pressure ducting is to route air from the compres-
sor bleed ports of the two engines and APU to the jet pump. The ducting
interfaces with the shut-off valve, the check valves and the temperature
control valve.
The bleed flow is limited by the size of the engine and APU bleed ducts
and integral components. Flexible sections in each pipe accommodate
thermal and mechanical movement. The bleed line sections between the
engines/APU and the shut-off are installed in the engine and APU bay
and are therefore subject to fire zone conditions.
— Temperature Control Valve

The temperature control valve is an electrically actuated valve which con-
trols the flow of engines or APU bleed-air from the high pressure ducting
to the injector of the jet pump. The valve is fitted directly to the top of the
jet pump assembly mounted on the rear fuselage ceiling and electrically
interfaces with the heater control box and cockpit control panel.
— Duct Temperature Sensor

The duct temperature sensor monitors the mixed air temperature down-
stream of the jet pump mixing unit.
— Low Pressure Distribution Ducts.
through flexible and rigid ducts of similar construction to the ventilation
ducts. The heating air is routed down the rear fuselage cabin bulkhead
and forwards under the fuel tanks to the cabin where it divides into two
ducts running in parallel along the centre of the aircraft under the cabin
floor, one for the cockpit and one for the cabin.
The left (port) duct provides the cabin heating air, feeding fixed outlet dif-
fusers in the aft and forward corners of the cabin. The right (starboard)
duct provides the cockpit supply with the air being ducted forward along
the aircraft under the cabin floor before integrating with the cockpit ventila-
tion system in the cockpit centre console.

189G0290X002 Auto flight (Chap 22)
AUTO FLIGHT
(Chapter 22)
GENERAL
The four-axis, dual-duplex, Automatic Flight Control System (AFCS) provides
stabilization and control augmentation functions, Primary Upper modes, and
Flight Director modes. The AFCS Control functions are divided into two main
classes, Primary AFCS functions and AFCS Upper Modes.
AFCS actuation is provided by two sets of two linear actuators (one Pitch and
one Roll Linear Actuator for each FCC Channel), one Tail Rotor Linear Actua-
tor independently controlled by each FCC Channel and one set of four Trim
actuators.
The Flight Control Computer (FCC) controls the linear actuators. The FCC
implements two independent channels (referred to as Channel 1 and Channel
2), each made out of two sections (referred to as Section A and Section B).
Each channel is powered by an independent Power Supply Unit.
AUTO FLIGHT CONTROLS AND DISPLAYS

The AFCS consists of the following controls (Figure 7-13):
— Autopilot Control Panel (APCP)
— Pilot and co-pilot’s cyclic grip
— Pilot and co-pilot’s collective grip
— Pilot and co-pilot’s pedals
— Pilot and co-pilot’s Display Control Panel (DCP).

AFCS indications are shown on the Cockpit Display System (CDS).
Mode status and fault status are indicated on the APCP and the CDS. Addi-
tionally, there are aural annunciations.
AFCS visual and aural indications to the pilot include (Figure 7-13):
— Mode arm/engagement status
— AFCS channel 1/2 engagement status
— Force trim status

Auto flight (Chap 22) 189G0290X002
— Mode datum references
— Fault and failure indications.

The aural indications are:
— “Altitude Altitude”: indicates that altitude cannot be held within specified

limits
— “Autopilot Autopilot”: indicates any AFCS-Channel disengagement
— Double Aural Tone: indicates datum reference modification
— Single Aural Tone: indicates a mode engagement/disengagement, a

mode degradation or a Collective Safety Function low-height protection-
mechanism activation.

A
A
C
C
B
AUTOPILOT CONTROL PANEL
1 2 3 4 5 6 7 8 9 10
11
18 12
17 16 15 14 13
C
19
DISPLAY CONTROL PANEL 20
21
ICN-89-A-157000-A-00001-02144-A-001-01
Figure 7-13 AFCS - Controls and Displays (Sheet 1 of 6)

PILOT'S A
PEDALS
E C E C
A
B
F
COPILOT'S
PEDALS
B
29
28
27
F C
22
D
D
23
24
25
26
ICN-89-A-157000-A-00001-02146-A-001-01

30 31 32 33 34 35 36 37 38
4900
190
180
170
160
140
130
120
4900
40
39 41 42
IAS BARO ALT VS
ICN-89-A-157000-A-00001-02161-A-001-01

43
45
44 46 47
48
ICN-89-A-157000-A-00001-02162-A-001-01

49 50 51
ICN-89-A-157000-A-00001-02145-A-001-01

52
53
MCDU - AFCS PAGE
52
53
MCDU - AFCS PAGE
ICN-89-A-157000-A-00001-00137-A-001-01

Key to Figure 7-13

1 ALTA push-button Altitude acquire mode: Once engaged, under
control of the AFCS the aircraft will acquire a
pre-selected barometric height reference.
Rotating the knob sets the cyan reference bug
and the related readout.
Pressing the knob engages the mode. A
magenta bug is then displayed on the VS
scale.
Mode status is annunciated visually and
aurally.
2 RHT push-button Radar height mode: Once engaged, under
control of the AFCS the aircraft will acquire
and hold the selected RHT reference.
The reference can be adjusted by the collec-
tive beep trim switch.
The magenta RHT reference bug is displayed
on the Radalt scale. The readout is located
above the scale.
Mode status is annunciated visually (on the
PFD and APCP) and aurally.
3 HOV push-button Hover mode: Once engaged, under control of
the AFCS the aircraft will acquire and hold lat-
eral and longitudinal ground speed references
(velocity-hover) or will hold a position refer-
ence (position-hover). RHT (or ALT) and HDG
modes are engaged simultaneously to control
height and heading.
The reference can be adjusted by the cyclic
beep trim switch.
The reference bug is displayed on the PFD.
Mode status is annunciated visually.


4 VS push-button Vertical speed mode: Once engaged, under
and hold an inertial vertical speed reference.
The magenta reference bug is displayed on
the VS scale. The readout is located above
the scale.
5 DCL push-button Deceleration mode. Not available.
6 ALT push button Altitude hold mode: Once engaged, under
and hold a barometric height reference.
the altitude scale. The readout is located
above the scale.
7 APP push-button Approach mode: pressing the APP
(Approach) mode push button will cause one
or more of the following modes to be armed/
engaged, according to the condition:
VAPP - VOR Approach mode
LOC - Localizer mode
BC - Back Course approach
GS - Glide Slope.


8 IAS push-button Once engaged, under control of the AFCS the
aircraft will acquire and hold an IAS reference.
The reference can be adjusted by the cyclic
beep trim switch.
the airspeed scale. The readout is located
above the scale.
9 VNAV push-button Vertical navigation mode. Not Available
10 HDG rotary knob Heading mode: Once engaged, under control
of the AFCS the aircraft will acquire and hold
a magnetic heading reference.
Rotating the knob sets the cyan reference bug
and the related readout.
The reference bug can be set by the cyclic
beep trim switch too.
When the mode is engaged, the magenta ref-
erence bug is displayed on the heading scale.
Mode status is annunciated visually and
aurally.
11 NAV push-button Navigation mode: Once engaged, under con-
trol of the AFCS the aircraft will acquire and
hold a VOR, Localize or GS reference.
The reference bug can be set by using either
the CRS knob on the DCP or the course keys
on the MFD.
When NAV mode is armed, the NAV button
and mode annunciation on the PFD are white.
The course deviation indicator and reference
bug are cyan.
When the mode is engaged, the button and
mode annunciation change to green. The
course deviation indicator and reference bug
changes to magenta.
12 AP2 push-button Autopilot 2: AFCS channel 2 engagement.


13 AP1 push-button Autopilot 1: AFCS channel 1 engagement.
14 TEST push-button Pressing the TEST button initiates a PFT. The
push button is illuminated during the process
and extinguishes upon test completion. Test
results are indicated on a dedicated page of
the multi-function display.
15 TD/H push-button Transition down/ hover. Not available.
16 WTR push-button Winchtrim. Not available.
17 MOT push button Mark On Target (SAR configuration). Not
available.
18 GSPD push-button Ground speed mode. Not available.
19 CRS knob Selection of the VOR/LOC1 or VOR/LOC2
course value.
20 BARO knob Barometric altitude setting.
21 DH knob Decision height setting.
22 PITCH/ROLL BEEP Moved forward, aft, left or right for adjusting
TRIM switch AFCS mode reference datum beeping.
23 Cyclic FTR push- Force trim temporary release.
button
24 ATT push-button Engagement of attitude hold.
25 AP OFF push-button Autopilot (both) channels quick disconnect.
26 WLVL push-button Engagement of wing level mode.
27 GA/TU push-button GA/TU mode: Pressing this button will engage
Go Around (GA) mode. The Transition Up
(TU) function is not configured.
28 COLL/YAW BEEP Moved forward, aft, left or right for adjusting
TRIM switch AFCS mode reference datum beeping.
Pushed for upper mode disengagement
request or other specific function depending
on current aircraft parameters.
29 Collective FTR push- Force trim temporary release.
button


30 GA (white indicator) Example of collective armed modes indicator.
31 Collective capture box Normally the green box flashes to indicate the
transition mode. The degraded mode (transi-
tion phase) is announced by a flashing amber
box.
32 GA (green indication) Example of collective capture mode.
33 GS (white indicator) Example of pitch armed mode.
34 Pitch capture box. Normally the green box flashes to indicate the
box.
35 GS (green indicator) Example of pitch capture mode.
36 Yaw/Roll capture box Normally the green box flashes to indicate the
box.
37 NAV (green indicator) Example of Yaw/Roll capture mode.
38 NAV (white indicator) Example of Yaw/Roll armed mode.
39 IAS mode reference AFCS IAS selected datum is shown in digital
bug and readout dis- format and on the scale.
play
40 ALTA mode pre-selec- AFCS ALTA pre-selected datum is shown in
tion reference bug and digital format and on the scale.
readout display
41 ALT bug and digital AFCS ALT selected datum is shown in digital
selection readout format and on the scale.
42 VS bug and readout AFCS VS selected datum is shown in digital
display format and on the scale.


43 Cyclic cues A set of four triangles with a circle in the mid-
dle. Depending on the color of the shapes,
cyclic cue symbology indicates whether the
cyclic flight control is centered (green circle),
or, if not, in which direction the cyclic should
be moved (amber triangles). Cyclic cues help
the pilot centering the cyclic flight control
when lowering the collective control after
landing. The function is active only on ground.
44 WLVL bugs On engagement, pitch and roll wing level ref-
erence bugs are displayed on the PFD.
45 HDG mode pre-selec- AFCS pre-selected heading datum provides
tion reference bug reference heading indications associated with
HDG armed mode.
46 HDG mode reference AFCS HDG selected datum is shown in digital
play
47 RHT mode reference AFCS RHT selected datum is shown in digital
play
48 APP/LOC/ILS Shows when the instrument landing system is
indicator available and a particular localizer beacon is
selected the localizer (horizontal) and glide
slope (vertical) indications. See ref. 7.
49 LOW HT Low height. A low height limitation mechanism
overrides AFCS control in the collective axis
to maintain a safe descent speed.
50 PWR LIM Power limit. A power limit mechanism will
overrides AFCS collective axis control to
reduce collective command.
51 FCS LINK FAIL If communication from AFCS is lost.


52 LSK1 The P/R force trim function on the AFCS page
of the ECDU is used to engage the cyclic per-
manent force trim system.
When P/R trim is engaged, the indication data
line shows "CLUTCHED". When it is disen-
gaged, the indication data line shows
"DECLUTCHED".
The advisory alert P/R TRIM OFF and the
caution ATT OFF are generated on the CAS.
53 LSK7 The C/Y force trim function on the AFCS page
of the ECDU, is used to engage the collective
and yaw permanent force trim system.
Thanks to the magnetic clutch anchors the
flight controls to the trim actuators.
When C/Y trim is engaged, the indication data
line shows "CLUTCHED".
When it is disengaged, the indication data line
shows "DECLUTCHED" and advisory alert C/
Y TRIM OFF is generated on the CAS.

AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)

The AFCS consists of the following components (Figure 7-14):
— Flight Control Computer (FCC)

The FCC is located in the right-hand side of the nose compartment. The
FCC comprises four central processing boards, four input/output boards
and one power supply board housing two independent Power Supply
Units (PSU), one for each channel.
— Two pitch and two roll linear actuators

Two sets of identical linear actuators provide control inputs to the pitch
and roll axis flight controls. These inputs are in series with pilot com-
manded input. They have limited authority, which means they are able to
move the flight controls through a limited range of movement only. This is
a safety feature, if the system fails then any failure will have a limited
effect on flight control movement.
— Stability and Control Augmentation System (SCAS) linear actuator for the
integrated Tail Rotor Actuator (TRA) with dual electrical interface.
The integrated TRA is a single unit that combines a hydraulic servo actua-
tor and the AFCS electro-hydraulic (SCAS) actuator. It is mounted at 90°
to the tail rotor gearbox and provides the power boost to transmit flight
control movements to the tail rotor pitch beam.
The AFCS controls the SCAS actuator in response to detected changes
in yaw attitude.
— Four trim actuators (one for each one of the pitch, roll, yaw and collective
axes)
The trim actuators are driven by signals from the FCC. They have full
authority. This means that they are able to move the flight controls
throughout the full range of normal, available movement. The actuators
provide actuation by rotation of a shaft connected to the flight controls.
— Autopilot control panel (APCP).

The APCP is located on the interseat console. It is equipped with a num-
ber of momentary push buttons and rotary knobs, also providing push but-
ton capability. Labels above the push buttons indicate the functions or
modes that can be selected.
— The schematic diagram of the AFCS is shown in Figure 7-15.
The AFCS is a four axes system providing autostabilization and control aug-
mentation function.

A
A
ROLL LINEAR
ACTUATOR
PITCH LINEAR
ACTUATOR
C
SCAS
FCC
TAIL ROTOR
ACTUATOR
ICN-89-A-157000-A-00001-02023-A-001-01
Figure 7-14 AFCS - Components Location Diagram (Sheet 1 of 2)

C
A
B
D
D
YAW
TRIM ASSY
PITCH
TRIM ASSY
B
ROLL
TRIM ASSY
C
COLLECTIVE
TRIM ASSY ICN-89-A-157000-A-00001-02368-A-001-01
Figure 7-14 AFCS - Components Location Diagram (Sheet 2 of 2)

ROLL LA LVDT PITCH LA LVDT
CHANNEL 1
PSU SECTION A SECTION B

RESOLVER PITCH TA
RESOLVER ROLL TA
YAW LA LVDT COMMON DATA BUS APCP
RESOLVER YAW TA
Document N°
AW189 - RFM
189G0290X002
FOR TRAINING ONLY

RESOLVER COLLECTIVE TA
PSU SECTION A SECTION B
Figure 7-15 AFCS - Schematic Diagram

CHANNEL 2
Issue 1
ROLL LA LVDT PITCH LA LVDT
Auto flight (Chap 22)
System Description
Page 7-45
Section 7
ICN-89-A-157000-A-00001-02147-A-001-01
The AFCS has two independent, but connected channels (channel 1 and 2),
each with its own independent power supply. The two channels are indicated
as AP1 and AP2.
AFCS actuation (that is the movement of control surfaces, main and tail rotor
blade pitch) is carried out by the use of linear (series) and trim (parallel) actua-
tors. There are two sets of pitch and roll linear actuators, each driven by one
channel.
The Flight Control Computer drives these actuators with a databus called a
Control Area Network (CAN) bus. The two sets of linear actuators are referred
to as “Bank 1" and “Bank 2", and are driven and monitored by the correspond-
ing FCC channel. Each actuator is equipped with a Linear Variable Differential
Transducer (LVDT) to give independent feedback of shaft position to the FCC.
There is a single tail rotor actuator driven by both channels together. This also
has two LVDT providing independent position feedback to the FCC, a recen-
tering spring and a solenoid operated valve.
Trim actuators provide control of shaft rotation speed. They are equipped with
resolvers to provide flight control position feedback and an enable mechanism
and electromagnetic clutch.
Depending on configuration, the APCP provides controls for mode arming/
engagement and mode status display. It is also used for trim engagement and
pre-flight testing.
AFCS modes of operation include control functions, test functions and “non-
control” functions.
The AFCS Control functions are divided into two main classes, Primary AFCS
functions and AFCS Upper Modes.
PRIMARY AFCS FUNCTIONS

The Primary AFCS functions are grouped into PFCS modes and PFCS control
functions.
The PFCS modes are:
— Attitude Hold (ATT)
— Stability Augmentation System (SAS)
— Wing Level (WLVL).

The attitude hold mode consists of the simultaneous pitch, roll, and yaw atti-
tude hold modes. The attitude hold modes provide the capability to acquire

and hold a pitch, roll or yaw attitude reference. The pitch, roll, and yaw modes
are independent and each modes operate on its axis.
The stability augmentation mode consists of the simultaneous pitch, roll, and
yaw stability augmentation modes. The stability augmentation mode provides
aircraft angular stabilization about the pitch, roll and yaw axes. The pitch, roll,
and yaw modes are independent and each modes operate on its axis. SAS
mode is adopted only in degraded conditions resulting in inadequate ATT
operation.
The Wing-Level mode provides the capability to acquire and hold near zero
pitch and roll attitude. It operates on pitch and roll axes.
The PFCS control functions are:
— Collective Decoupling (C-DCPL)
— Auto-Trim (ATRIM)
— Stability Command Augmentation (SCAS/SAF) in Fly-Through
— Turn-Coordination (TC).
The collective decoupling function provides compensation for the aircraft
dynamics inherent cross-coupling from collective control to other axes. The
function is active when the AFCS is engaged.
The auto-trim function provides automatic positioning of cyclic and pedal con-
trols (about the pitch/roll/yaw axes) to the current trim position, maintaining lin-
ear actuators about their center. The function operates on pitch, roll, and yaw
axes. The function is active when AFCS is engaged and in hands-off condi-
tion.
The stabilization function provides aircraft angular rate stabilization and atti-
tude washout about the pitch, roll, and yaw axes. It is equivalent to SAS mode
control function. The function operates on Pitch, Roll, and Yaw axes (on yaw
axis only if A/C is in hover condition). The function is active when the AFCS is
engaged and when the control function of the engaged mode is not active due
to hands-on/feet-on condition. Command Augmentation function shapes A/C
response to pilot commands, hence preventing the AFCS to counteract A/C
attitude changes induced by pilot manoeuvre on pitch and roll axes. In these
conditions stabilization is the only active control function.
The turn coordination function provides control of the aircraft lateral accelera-
tion to ensure coordinated flight (zero lateral acceleration) both in turn and in
straight flight. The function operates on the Yaw axis and is active only in
cruise condition. Lateral acceleration reference can be fine tuned using collec-
tive lateral beep switches, and is reset to zero when in feet-on condition.

AFCS UPPER MODES

The AFCS upper modes are grouped into Primary Upper Modes and Flight
Director Modes.
The Primary Upper Modes are:
— Altitude Hold (ALT)
— Altitude Acquire (ALTA)
— Heading Hold (HDG)
— Indicated Airspeed Hold (IAS)
— Radar Height Hold (RHT)
— Vertical Speed Hold (VS)
— Go Around (GA)
— Hover Hold (HOV).

The ALT mode provides the capability to capture and hold a corrected baro-
altitude reference. It operates either on collective or on pitch axis. The collec-
tive axis is controlled if any other AFCS mode (e.g. IAS) is controlling the pitch
axis or flight-operating conditions are not adequate for control on pitch axis
(e.g. low speed, datum reference being modified, hands on, not steady state).
The ALTA mode provides the capability to acquire a corrected baro-altitude
target (acquisition reference). It operates on the collective axis. ALTA mode
disengages automatically when target altitude is acquired, then ALT mode
engages. ALTA mode disengages automatically below 200 feet, then RHT
mode engages.
The HDG mode provides the capability to acquire, hold and capture a mag-
netic heading reference. It operates on the roll and yaw axis in cruise and it
operates on the yaw axis in hover or if any other mode is controlling the roll
axis.
The IAS mode provides the capability to capture and hold an indicated air-
speed reference. It operates on the pitch axis.
The RHT mode provides the capability to capture and hold a radar-height ref-
erence. It operates on the collective axis.
The VS mode provides the capability to capture and hold an inertial vertical
speed reference. It operates on the Collective axis. VS mode flares to and dis-
engages automatically below 200 feet, then RHT mode engages.

The GA mode provides A/C control for an automatic ascent away profile,
mainly used in case of missed approach. When engaged the A/C will be con-
trolled to about 1000 feet/min climb at minimum power airspeed (Vy). Vertical
speed and airspeed references cannot be modified. When GA is requested
during an approach and a missed approach flight plan is provided by an inde-
pendent Flight Management System, NAV mode is engaged simultaneously
on the roll axis. Otherwise HDG mode is engaged simultaneously. GA mode
operates on Collective Axis to control Vertical Speed and on Pitch axis to con-
trol airspeed. If a missed approach flight plan is provided, Roll axis is under
control of NAV mode and Yaw axis provides turn coordination. Otherwise Roll
and Yaw axes are under control of HDG mode. GA disengages automatically
when both 200 feet radar-height and 700 feet/min are achieved, then VS and
IAS modes engage.
The HOV mode provides the capability to capture and hold lateral and longitu-
dinal ground speed references (velocity-hover) and to hold a position refer-
ence (position-hover). RHT (or ALT as backup) and HDG modes are engaged
simultaneously to control height and heading respectively. It operates on Pitch
and Roll axes. The collective axis is under control of either RHT or ALT if
engaged. The yaw axis is under control of HDG (forced to operate on Yaw
axis) if engaged.
The Flight Director Modes are:
— Long Range 2D-Navigation (NAV)
— Localizer Lateral Approach (LOC)
— Glideslope Vertical Approach (GS)
— VOR Approach (VAPP)
— VOR Navigation (VOR).

The NAV mode provides AFCS coupling to roll steering produced by an inde-
pendent Flight Management System.
The LOC mode provides the capability to capture and hold a Localizer beam,
hence providing A/C control on the horizontal plane for an automatic
approach. The mode operates on roll axis.
The GS mode provides the capability to acquire and hold a Glideslope beam,
hence providing A/C control on the vertical plane for an automatic approach.
IAS mode is engaged simultaneously to control the airspeed. When decision
height is reached GS-ALVL phase starts in absence of manual control: the
rate of descent is decreased and A/C is levelled-off at a safe height (below
decision height but > 70feet). After reaching the target height the mode auto-

matically disengages and RHT mode engages. The mode operates on collec-
tive axis while pitch axis is under control of IAS, if engaged.
The VAPP mode provides the capability to acquire and hold a VOR radial ref-
erence (desired course), hence providing A/C control on the horizontal plane
for an automatic approach. The mode operates on roll axis. When the A/C flies
across the VOR cone of confusion the mode is switched in standby while HDG
mode controls the roll axis during the crossing (Over-station phase).
The VOR mode provides the capability to acquire and hold a VOR radial refer-
ence (desired course). The mode operates on roll axis. When the A/C flies
across the VOR cone of confusion the mode is switched in standby while HDG
mode controls the roll axis during the crossing (Over-station phase).
AFCS TEST FUNCTIONS

The AFCS test functions are:
— Power-Up BIT (PBIT)
— Continuous BIT (CBIT)
— Pre Flight Test (PFT)
— Maintenance
— Integration ATP (IATP)
— Lamp Test.
The PFT scope is to test functions and components whose failures cannot be
detected at CBIT and to detect failures prior to A/C dispatch. A typical AFCS
PFT page on the MFD is shown in Figure 7-16.
All AFCS control panel annunciations can be illuminated for test purposes by
means of a dedicated control on A/C (Lamp Test).
AFCS NON-CONTROL FUNCTIONS

The AFCS provides other functions (“non-control” functions) such as the Flight
Control Position Cue on Ground (ref. 43, Figure 7-13) or the capability to show
the linear actuator position on the MFD.

FLIGHT CONTROL FLIGHT CONTROL LA POSITION

FLIGHT CONTROL POSITION READING POSITION QUALITATIVE QUALITATIVE
POSITION READOUT NOT-AVAILABLE INDICATION INDICATION
AP1 PRE-FLIGHT TEST
1 AP PF-TEST IN PROGRESS
PRESS AND RELEASE AP OFF
LAT 1 2
L R
UP 1 UP
2
LONG 75 %
C L
LAT 25 % L O
T N
PED 80 % V PED
L R G
1
CLTV
2
DN DN
AP2 PRE-FLIGHT TEST
2 AP PF-TEST ABORTED
LA POSITION READING LA PARALLEL

NOT-AVAILABLE BRAKED ACTUATION
NOT-AVAILABLE
ICN-89-A-157000-A-00001-00140-A-001-01
Figure 7-16 AFCS PFT page on MFD


189G0290X002 Communications (Chap 23)
COMMUNICATIONS
(Chapter 23)
GENERAL
The communication system comprises all the equipment necessary for com-
munications between:
— Internal crew and passengers via the digital Intercommunication System

(ICS)
— The aircraft and ground via the Very High Frequency (VHF) radio system
speech communications
— The aircraft and other aircraft via the VHF radio system speech communi-
cations
— Other external and internal audio sources (navigation systems and crew
alerting) via the ICS (audio integrating and voice command system).
These systems include components which supply voice and audio tone com-
munications.
The communications system integrates with the following systems to provide
a full communication suite:
— Aircraft Mission Management System (AMMS)
— Navigation Aids:
– VHF Omni-directional Range (finder) 1 (VOR 1)
– VOR 2 and Automatic Distance Finder (ADF)
– Distance Measuring Equipment (DME)
— Cockpit Voice and Flight Data Recorder (CVFDR)

The schematic diagram of the communication system is shown in Figure 7-17.
The heart of the system is the Audio Management Unit (AMU).
The AMU manages the communications equipment audio inputs and outputs.
It is connected to the headsets, transceivers, receivers, Audio Control Panels
(ACP) and the passenger intercom. The AMU distributes all audio to the
required destination. It is also responsible for managing all incoming audio
and Press To Talk (PTT) demands.

Communications (Chap 23) 189G0290X002
There are 2 ACP fitted in the cockpit, for pilot and co-pilot. These units provide
the operator with control, management and indication of their respective com-
munication and audio equipment. Any selections or adjustments made are
transferred to the AMU.
The cabin also contains 4 Cabin speakers which provide a cabin passenger
address system using the AMU for the amplification of audio to the cabin
speakers.
External communication is achieved via two VHF Amplitude Modulated (AM)
transceivers.
The 2 VHF transceivers are identified as VHF 1 and VHF 2 and are managed
within the AMMS and Cockpit Display System (CDS) structure, whilst the
other systems are in a stand alone configuration with an input/output with the
AMU.
INTERCOMMUNICATION SYSTEM
The intercommunication system (ICS) comprises (Figure 7-18):
— Audio Management Unit (AMU)

The AMU is located in the left side nose avionic bay on the bottom shelf. It
is mounted on the forward bulkhead towards the rear.
It is the primary component within the ICS. It controls all communication
audio and PTT (radio and intercom) functions. Each audio control panels
interfaces with the AMU via a separate serial databus, which carries the
digitized switch selection and indicator illumination commands.
— Pilot and co-pilot audio control panel (ACP)

The cockpit ACP are located in the forward section of the interseat con-
sole. The co-pilot's ACP is on the left and the pilot's on the right.
— Remote Memory (RM)

The remote memory is located in the left-hand nose avionic bay. It is situ-
ated on the top shelf in an inboard position adjacent to the forward bulk-
head.
The RM is designed to store the ICS software configuration data. Storing
the system configuration files in the RM enables the replacement of the
AMU without the need to download new configuration files.

PLT Lower
Ant
Tuning
BKUP
VHF 2
MCDU 2
Mic and PTT

Audio
CPT Upper
Ant
AMMC 2
Tuning
BKUP
VHF 1
CDS
Mic and PTT

Audio
Emergency Mode
AFDX
ACP
PLT
AMMC 1
AUDIO MANAGEMENT UNIT

MCDU 1
WOW
ACP
CPT
ICN-89-A-157000-A-00001-02148-A-001-01
Figure 7-17 Communications - Schematic Diagram

C
A
B
B
B
COCKPIT AUDIO CONTROL PANEL
AUDIO MANAGEMENT
UNIT
ICN-89-A-157000-A-00001-02149-A-001-01
Figure 7-18 ICS - Components Location (Sheet 1 of 2)

A
REMOTE MEMORY
ICN-89-A-157000-A-00001-02150-A-001-01
Figure 7-18 ICS - Components Location (Sheet 2 of 2)

ICS CONTROLS AND DISPLAYS

The ACP controls and displays are shown in Figure 7-19. The functionality will
depend on switch selections.

A
E
A
D B
D C B
E
C
E
B
1 2
11
3
10 4
9 5
8 6
12
7
D C
12
12
ICN-89-A-157000-A-00001-02151-A-001-01
Figure 7-19 ICS - Controls and Displays

Key to Figure 7-19

1 Transceiver radio There are different transceiver audio rotary
controls controls. Below each rotary control is the
associated system label. Each control has a
push ON/push OFF action to allow individual
selection of the required transceiver. In the
ON position the control knob is extended and
audio control can be achieved. The centre of
each control knob has a triangular level
pointer. With panel lighting enabled, pushing
the control knob on will cause the indicator to
illuminate, and extinguish when OFF.
2 Transmit selector The transmit selector switch is a nine position
switch rotary switch used to select the transceiver for
transmission. Not all nine positions are
assigned to transceivers, selecting a blank
option has no affect on the ACP operation.
When the TX selector switch is turned fully
anticlockwise, it will be aligned with the ICS
position. In this position all transceivers are
disabled at the ACP.
3 TX switch Push To Talk switch. The ICS momentary
position permits the intercommunication. The
TX position activates the radio communica-
tion.
4 ISO CALL button The ISO/CALL button is a momentary push
button switch that can be used to enter ISO
mode (crew only (pilot and co-pilot)), or to call
the crew when isolation (ISO) mode is acti-
vated. Isolation means that the normal inter-
com audio communications path is
suspended, however all other audio is avail-
able.
5 RX-ICS knob The master RX/ICS volume control is a dual
concentric rotary knob. The upper (inner)
knob controls the ICS volume potentiometer,
and the lower (outer) knob controls the master
receive volume for the ACP.


6 CALL indicator The CALL function allows the passengers to
gain the attention of the pilots when ISO mode
is operational.
7 Receiver radio There are eight receiver audio controls on the
controls cockpit ACP. On the cabin ACP these receiver
controls are not fitted. Below each rotary con-
trol is the associated system label. Each con-
trol has a push on/push off action to allow
individual selection of the required receiver. In
the on position the control knob is extended
and audio control can be achieved.
8 ISO indicator ISO CALL function active.
9 Mode control switch The mode control switch is only available on
the pilot and co-pilot ACP. The switch is hard-
wired from each ACP to the AMU.
The facility provides the operator with alter-
nate modes of operation in the event of fail-
ures.
10 VOX knob Transmit Active indicator. The indicator illumi-
nates the message TX in green font when any
transceiver is transmitting from the ACP.
11 TX indicator Transmit Active indicator. The indicator illumi-
nates the message TX in green font when any
transceiver is transmitting from the ACP.
12 PTT Push To Talk:
The cyclic PTT permits the interphone com-
munications (first latch) and the radio trans-
mission (second latch).
The foot PTT and CCD allow only the radio
communication.

VERY HIGH FREQUENCY (VHF) SYSTEM

The VHF system consists of two transceivers located in the nose avionic bay
and two antennae. VHF 1 is located in the left bay on the top shelf above NAV
1. VHF 2 is in the aft section of the right nose bay on the upper shelf adjacent
to the bulkhead. Refer to Figure 7-20.
The system has an extend VHF frequency range from 118.000 MHz to
151.975 MHz. This extended range capability is due to 8.33 kHz and 25 kHz
channel spacing being available. The 8.33 kHz channel spacing is available
from 118 MHz to 136.992 MHz and 25 kHz channel spacing from 137.0 MHz
to 151.975 MHz.
There are two VHF antennas. VHF 1 antenna is located on the cabin roof in a
forward left position. VHF 2 antenna is located on the underside of the aircraft,
left of the centre line and forward of the main landing gear.
VHF SYSTEM CONTROLS AND DISPLAYS

The operation of these transceivers is achieved via primary and secondary
controllers. Refer to Figure 7-21.
The primary control and operation of the transceiver is achieved from the Multi
Control Display Unit (MCDU) via the AMMS. It allows the following controls
and management:
— Frequency entry
— Standby and active frequency management, the facility allows the opera-
tor to switch between active and standby (next frequency)
— Channel preset management
— Mode management
— Squelch control
— Emergency guard mode
— Backup AMMS MCDU tuning via an ARINC 429 link direct to the VHF
transceiver, this facility is used in the event of AMMS control failure.
The secondary method of control and operation is achieved via each pilot's
Cursor Control Device (CCD) unit which interfaces with the CDS and AMMS
to provide some transceiver control.
The transceiver functions provided by the CCD are:
— The left and right triangular shaped push buttons are located on the edges

of the CCD. They are used to access either the Multi-Function Display
(MFD) or Primary Flight Display (PFD) as follows:
— On access to the respective PFD a cyan focus box will be located around
the communications Remote Frequency Indicator (RFI) window
— The SET push button is used to change between the active and standby
frequencies when RFI communications window is enabled
— The dual concentric rotary knob is used for selecting between VHF 1 or 2
and editing frequencies, with the centre push button being used to
acknowledge these changes. The outer rotary knob is also used for
selecting the RFI sub windows and Crew Alerting System (CAS) list
— The ESC (escape) push button is used to cancel modifications and return
to the active mode.
The pilot and co-pilot MCDU frequency and operational data can be observed
also in each pilot's respective PFD Remote Frequency Indicator (RFI) window.

D
B
A
A B
VHF 1 VHF 2
D TYPICAL
VHF 1
ANTENNA
VHF 2
ANTENNA
ICN-89-A-157000-A-00001-02152-A-001-01
Figure 7-20 VHF System - Components Location

ICN-89-A-157000-A-00001-02153-A-001-01
Figure 7-21 VHF System - Controls and Displays (Sheet 1 of 2)

ACTIVE MODE EDIT MODE NON-ACTIVE MODE
ICN-89-A-157000-A-00001-02154-A-001-01
Figure 7-21 VHF System - Controls and Displays (Sheet 2 of 2)

Key to Figure 7-21

1 LSK1 push-button Enter/display VHF1 active frequency/channel
number.
Pressing, it swaps active and stand-by fre-
quency.
2 LSK7 push-button Enter/display active channel name.
3 LSK8 push-button Enter/display stand-by channel name.
4 LSK9 push-button Select between 8.33 and 25 KHz channel
spacing.
5 LSK10 push-button Manage the VHF1 emergency.
6 LSK12 push-button The push-button initiates the test and it dis-
plays the result.
7 LSK6 push-button PRESET sub page access.
8 LSK4 push-button Squelch management.
9 LSK3 push-button VHF1 mode management.
10 LSK2 push-button Enter/display VHF1 stand-by frequency/chan-
nel number.
11 LH push-button Left display unit button. Push LH button to
access the MFD on the pilot's side or PFD on
the co-pilot's side.
12 SET push-button The SET push button is used to change
between the active and standby frequencies
when RFI communications window is
enabled.
13 SEL push-button The dual concentric rotary knob is used for
selecting between VHF 1 or 2 and editing fre-
quencies, with the centre push button being
used to acknowledge these changes. The
outer rotary knob is also used for selecting the
RFI sub windows and CAS list.
14 ESC Escape.
15 RH push-button Push RH button to access the PFD on the
pilot's (right-hand) side or MFD on the co-
pilot's (left-hand) side.


CABIN AUDIO SYSTEM KIT

The cabin audio system kit is a optional installation for SAR Operations and
comprises (Figure 7-21A):
— Audio control panel (ACP)

The ACPs are located on the cabin ceiling in three positions. One ACP is
installed in the forward right area of the cabin and the other two in the aft
left and right area of the cabin.
— Amplifier
The amplifier is located in the forward area of the cabin.
The amplifier provides the ICS volume control, the VOX control, the
microphone inputs and the audio outputs.
— Lighted push-buttons
The two lighted push-buttons are installed on the cabin roof. One lighted
push-button is installed in the forward right area of the cabin and the other
one in the aft left area of the cabin. Each lighted push-button is located
near the related ACP.
Each lighted push-button is equipped with two status indicators used to
inform the cabin crew about the availability of the communication between
the passengers and the other crew members (pilot, copilot and cabin
crew).
The crew members in the cabin has the capability to isolate the passen-
gers using the lighted push-buttons.
The PAX white status indicator informs that the communication among
passengers, cabin crew and the cockpit crew is enabled.
The ISOLATED green status indicator informs that the communication
between the passengers and the other crew members is not available.
The passengers are isolated from the other crew members and can only
communicate between themselves..
CABIN AUDIO SYSTEM KIT CONTROLS AND DISPLAYS

For the ACP controls and displays refer to the controls and displays of the
intercommunication system (ICS) of this chapter.

Rev. 2
A
B
A
C
A
B
AUDIO CONTROL PANEL
LIGHTED PUSH-BUTTON
B
AMPLIFIER
ICN-89-A-157000-G-00001-07107-A-001-01
Figure 7-21A Cabin audio system kit - Components Location

Rev. 2
CABIN IN-FLIGHT ENTERTAINMENT SYSTEM (IES) KIT

The cabin in-flight entertainment system (IES) kit is a optional kit that provide
flight information, map view and audio/video briefing to the passenger. The
system interfaces AMMC1 and Passenger Address (PA). The audio output
from the IES CPU will be integrated into loudspeaker equipment installation
and it is overridden by Passenger Speaker Amplifier (PSA) when pilots trans-
mit on internal PA. All the video and audio played information are previously
loaded in the IES CPU by the provided SD card port in the rear avionic bay.
The IES system can be operated by an IR remote control pointing the IR sen-
sor installed into the cabin ceiling.
The schematic diagram of the IES is shown in the Figure 7-21B
The IES system comprises (Figure 7-21C):
— Control unit (IES CPU)

The IES CPU is located on the left side of the rear avionic bay.
The IES CPU can receives input from the external memory card, the digi-
tal bus ARINC 429HS data or an external device.
— Video splitters
Three video splitters are installed on the rear part of the structure of the
cabin ceiling. Two video splitters are installed one on the left and one on
the right side of the ceiling. The third video splitter is installed in the mid-
dle of the ceiling. Six electrical connectors are attached to each video
splitter. Each video splitter has a LED for indication of Power ON status.
The video splitter splits one VGA input in two VGA outputs. A VGA ampli-
fier allows to avoid quality loss of the signal due to the split. The video
splitter is also capable to split electrical input signals. The video splitter
has the capability to split one VGA input in two VGA outputs, to split one
28 Vdc input in two 28 Vdc outputs (to feed power to cabin displays) or to
split one 12 Vdc input in two 12 Vdc outputs (to feed power for the other
two splitters).
— Cabin displays
Four cabin displays are installed in the passenger cabin. The four displays
are visible from any passenger seat. Two displays are installed in the area
of the forward seat passenger row. Two displays are installed in the aft
seat passenger row.
The cabin display is a 10.4” LCD monitor capable to show to the passen-
gers multimedia contents.
FOR TRAINING ONLY Issue 1 Page 7-68C

Rev. 2
The contents come from different video sources such as VGA, S-video or
video composite. The video source can be selected with command but-
tons or through a dedicated remote control.
— IR sensor
The IR sensor is installed in the passenger cabin ceiling.
The IR sensor receives the signals from the portable IR remote control.
— Portable IR remote control

The remote control is installed in the passenger cabin in small bag near
the cabin crew position.
The crew can use the remote control to command the IES system. The
remote control has menu button, a play/pause button and a cursor. ..
Page 7-68D Issue 1 FOR TRAINING ONLY

Rev. 2
28VDC
FWD LH
VGA
DISPLAY
REPU3 28VDC NUMBER 2
DISPLAY POWER 12VDC VIDEO
VGA SPLITTER
28VDC
28VDC FWD RH
PWR IN VGA
DISPLAY
12VDC 12VDC
PWR OUT PWR IN
NUMBER 1
ARINC 429 IES CPU
VGA VIDEO
AMMC1
SPLITTER
28VDC AFT LH
VGA DISPLAY
AUDIO OUT NUMBER 3
IR RCVR
Diagram
Internal PA 12VDC VIDEO
Document N°
AW189 - RFM
189G0290X002
VGA SPLITTER
FOR TRAINING ONLY

28VDC
AFT RH
VGA
DISPLAY
IR CONTROL
Issue 1
Figure 7-21B Cabin in-flight entertainment system (IES) kit - Schematic
Communications (Chap 23)
System Description
Rev. 2
Section 7
Page 7-68E
ICN-89-A-157000-G-00001-07110-A-001-01
C B
B A PORTABLE IR
REMOTE CONTROL
D
C B C
A
C CONTROL UNIT
(IES CPU)
IR SENSOR
C
VIDEO SPLITTER
CABIN DISPLAY (TYPICAL 3 POSITIONS)
(TYPICAL 4 POSITIONS) ICN-89-A-157000-G-00001-07108-A-001-01
Figure 7-21C Cabin in-flight entertainment system (IES) kit - Components

Location
Page 7-68F Issue 1 FOR TRAINING ONLY
Rev. 2
RADIO TECHNISONIC TFM-550 VHF/UHF

The Technisonic TFM-550 VHF/UHF radio P/N 8G2310F00911 is composed
of a Multi-Band airborne VHF/UHF FM transceiver that utilizes the frequency
synthesis techniques to provide FM communications on every currently avail-
able channel within the General Radio Service VHF/FM Low Band, VHF/FM
High Band and UHF/FM Band.
This VHF/UHF transceiver operates with:
- The VHF Low Band (VLO) at 30 thru 50 MHz in 2.5 KHz steps
- The VHF High Band (VHF) at 138 thru 174 MHz in 2.5 KHz steps
- The UHF at 403 thru 512 MHz in 2.5 KHz steps.
The Technisonic TFM-550 VHF/UHF radio system can operates in “Dual
Mode” to allow simultaneous operation on UHF and either VHF Low or VHF
High Band.
The Technisonic TFM-550 VHF/UHF radio includes (Figure 7-21D):
— The V/UHF transceiver

The V/UHF transceiver is installed in the central part of the interseat con-
sole.It is a Technisonic TFM-550 Multi-Band airborne VHF/UHF FM trans-
ceiver. The V/UHF transceiver is provided with a 96 character, four line
green color LED matrix display, to display all the operating frequencies
and the other related data.
— The V/UHF antenna

The V/UHF antenna is installed on the left bottom side of the fuselage. It
is a vertically polarized, omni-directional antenna, compatible with the 30
thru 512 MHz frequency range of the V/UHF transceiver. The V/UHF
antenna can handle up to 100 Watts of power and requires no external
tuning. It is designed with a top loading disc that optimizes the efficiency
in VHF and provides omni-directional radiation throughout the operating
frequency range. The V/UHF antenna is DC grounded for voltage tran-
sient protection.
— The V/UHF radio triplexer

The V/UHF radio triplexer is installed in the forward left side of the cabin,
under the cabin floor. The V/UHF radio triplexer is designed to split the
output from a wide band antenna into three separate frequency bands. It
is installed between the V/UHF transceiver and the V/UHF antenna.
FOR TRAINING ONLY Issue 1 Page 7-68H

Rev. 3
— The low pass filter

The low pass filter is installed is installed in the forward left side of the
cabin, under the cabin floor. It attenuates the undesired effects of distur-
bances at high frequencies on the VHF low band line. The low pass filter
has an input and an output BNC connector and is installed between the V/
UHF transceiver and the V/UHF radio triplexer.
— The power line filter

The power line filter is installed in the cockpit on a dedicated mounting
bracket below the interseat console. It is designed to attenuate the ripple
on the 28 V dc supply to the V/UHF transceiver. The power line filter has
an input and an output 15 pin connector. All the lines are lightly filtered
while the 28 V dc lines are heavily filtered.
— The power line filter cable

The power line filter cable is a 15 pin extension cable that connects the V/
UHF transceiver to the input of the power line filter.
For further details regarding installation and operating instructions for Tech-
nisonic TFM-550VHF/UHF radio, refer to Vendor documentation included
within AW189 CMP (Component Maintenance Publications). .
Page 7-68I Issue 1 FOR TRAINING ONLY

Rev. 3
V/UHF TRANSCEIVER A
A B
POWER LINE
FILTER CABLE
C
POWER LINE
FILTER
B
LOW PASS FILTER
V/UHF RADIO
TRIPLEXER V/UHF ANTENNA
ICN-89-A-157000-G-00001-08205-A-001-01
Figure 7-21D Radio Technisonic TFM-550VHF/UHF - Components

Location
FOR TRAINING ONLY Issue 1 Page 7-68J

Rev. 3
Page 7-68K Issue 1 FOR TRAINING ONLY

Rev. 3
189G0290X002 Electrical power (Chap 24)
ELECTRICAL POWER
(Chapter 24)
GENERAL
The main purpose of the electrical system is to provide electrical power to the
helicopter systems.
The electrical system is named Electrical Power Generation and Distribution
System (EPGDS).
The EPGDS comprises of all the equipment necessary to generate, convert
and distribute electrical power to the rotorcraft's electrical power utilization.
Associated equipment provides for energy conversion, energy storage, con-
trol, protection, monitoring and indication to the flight crew, and distribution to
required loads.
The EPGDS has the following main functions:
— Generates 115 Vac 400 Hz
— Converts 115 Vac power to 28 Vdc power required by loads
— Provides 270 Vdc power to start each main engine via its starter-genera-
tor
— Provides 28 Vdc starting power to the APU DC Starter
— Distributes 28 Vdc power to utilization equipment via DC power distribu-

tion units to circuit breaker panels or to remote power distribution units.
The Baseline EGPDS is grouped into four subsystems:
— Alternate Current Start-Generation Subsystem (ACSGS)
— Direct Current Generation Subsystem (DCGS)
— Alternate Current/Direct Current Power Distribution and Control Sub-

system (AC/DC PDCS)
— Solid State Electrical Plant Management System (SSEPMS).

As optional kit, the helicopter can install the emergency power supply system.

Rev. 3
Electrical power (Chap 24) 189G0290X002
ELECTRICAL POWER CONTROLS AND DISPLAYS
ECDU - ELECTRICAL PAGE

The display unit (DU) constitutes the Human Machine Interface (HMI) for the
electronic control display unit (ECDU) system and allows the crew to interact
with the system.
The lateral soft keys (LSKs) are used to implement all possible actual
switches and trimmers installed on helicopter panels and to browse pages,
manages a defined set of LSK key types.
The operator can achieve the electrical page on ECDU either ELEC fixed key
(FK) and from MENU page pushing ELEC LSK. On the ELEC page the opera-
tor can command the generator on line or off line as well as the transformer
rectifier units (TRUs) and override the NON ESS busses shed restoring the
power supply to the non essential loads; the NON ESS loads shedding is
automatically performed.
The operator can also reset the bus tie contactor (BTC) and manage the
BTC1 and BTC2. Refer to the Figure 7-22.
ELECTRICAL CONTROL PANEL

The EPGDS control panel provides the crew means to control the operation of
the EPGDS. The control panel is an integrated switch panel assembly with the
following switches:
— BATT MASTER
— MAIN BATT
— AUX BATT
— EMER GEN
— AC/DC EXT POWER

Refer to the Figure 7-22.
SYNOPTIC PAGE
The purpose of the synoptic page is to provide the operator with graphical
information concerning the status of the electrical system. The page is acces-
sible from a drop down menu on the MFD, either in maintenance mode (on
ground) or in flight.

ICN-89-A-157000-A-00001-02044-A-001-01
Figure 7-22 Electrical System - Controls and Displays

ELECTRICAL SYNOPTIC PAGE
PWR PLANT PAGE
ICN-89-A-157000-A-00001-02121-A-001-01
Figure 7-23 Electrical System - Controls and Displays

PWR PLANT Page

The the lower part of PWR PLANT page contains electrical system informa-
tion. Refer to the Figure 7-23.
AC GENERATION SYSTEM
The baseline alternating current start-generation sub-system (ACSGS) com-
prises the following main components (refer to Figure 7-24 and Figure 7-25):
— Two 25kVA 115/200 Vac Starter-Generators (SG 1 and SG 2)

They convert electrical power to mechanical torque during main engine
starting (MES) and provide power for AC loads and for conversion to
28VDC power
— Two Starter Generator Converter Units (SGCU)

The two Start-Generator Control (Converter) Units (SGCUs) are located in
the rear fuselage under the cargo compartment. The SGCU controls the
SG for power generation and main engine start.
— One Generator installed on the APU (APU GEN)

The 25 KVA APU Generator (APU GEN) is mounted on the gearbox drive
pad. The GEN is designed to output a nominal voltage of 115/200 VAC,
400 Hz output frequency.
— One Digital Generator Control Unit (DGCU) for APU

The APU GCU is located in the rear fuselage on the roof. The APU GCU,
called also Digital Generator Control Unit (DGCU) is used to manage the
APU Generator.
— One Start Rectifier Unit (SRU)

The SRU is located in the rear fuselage under the cargo compartment.
The SRU is capable of passively rectifying input AC into output DC and
distributing the power to SGCU for the main engine start, to accommodate
the start of one engine followed by the start of the second engine.
The Figure 7-26 shows the AC generation system schematic diagram.
With ground power unit is possible to start the APU by its DC starter or directly
perform a main engine start, however APU is normally used to start engines.
Engine starter generators (SG 1 and 2) are the normal electrical power
sources during operation. Each starter generator has an on-side starter gener-
ator control (converter) unit (SGCU) in order to control the SGs.

A
C STARTER GENERATOR
CONVERTER UNITS
C
START RECTIFIER UNIT
A
STARTER GENERATOR
B
STARTER GENERATOR
ICN-89-A-157000-A-00001-02037-A-001-01
Figure 7-24 AC Generation System - Components Location

APU GEN
APU GCU
ICN-89-A-157000-A-00001-02038-A-001-01
Figure 7-25 AC Generation System - Components Location

A single SRU is located between SGCU 1 and SGCU2 and it is used to con-
vert AC power into DC power (270 V) for main engine start.
Electrical power from starter/generators is distributed to AC power distribution
unit (PDU) GENs. Electrical power from APU GEN is distributed to AC PDU
APU.
AC PDUs (AC PDU GEN and AC PDU APU) are used to distribute AC electri-
cal power to DC PDUs and utility as ECS (air conditioning). AC PDU GEN
contains AC MAIN BUS 1 and AC MAIN BUS 2.
DC GENERATION SYSTEM
The components of the DCGS are shown in Figure 7-27. They are:
— Three 28VDC Converter Units (VCU1, VCU2, VCU3) called also Trans-
former Rectifier Units (TRU1, TRU2, TRU3).
The TRU (or Voltage Converter Unit) is a transformer plus a rectifier unit
and its main purpose is to convert 115/200 VAC into 28 Vdc. The VCU1
and the VCU2 are located on the lower side of the upper structure of the
main cabin. The VCU3 is located on the roof of the rear fuselage.
— Two 17AHr Nichel Cadmium (NiCd) Battery, the main Battery (MAIN
BATT) and the auxiliary battery (AUX BATT). The auxiliary battery is
optional.
The main and the auxiliary batteries are located in the nose avionic bay. The
battery used on the helicopter is a Nickel-Cadmium (NiCd) battery. When
external power is not available, the battery is used for starting the APU.
The Figure 7-28 show the DC generation system schematic diagram.
The EPGDS can use electrical power sources main battery (and auxiliary bat-
tery when installed), APU generator and engine generators (1 and 2).
On ground, it can be powered by GPUs (AC or DC). Main Battery can be used
to start APU. Main Battery can supply Hot Battery Bus 1 (CBP1) and Main
Battery Bus (DC PDU1). Auxiliary battery can supply Hot Battery Bus 2
(CBP2) and APU Bus (DC PDU2).
VCU1 (TRU1), VCU 2 (TRU2) and VCU3 (TRU APU) are connected between
AC PDUs and DC PDUs.
VCU1 (TRU 1), VCU 2 (TRU 2) and VCU 3 (TRU APU) are connected
between AC PDUs and DC PDUs and the they are used to convert AC power
into DC power (28 V).
A single SRU is connected between SGCU 1 and SGCU 2 and it is used to
convert AC power into DC power (270 V) for Main Engine Start (MES).

ICN-89-A-157000-A-00001-02122-A-001-01
Figure 7-26 AC Generation System - Schematic Diagram

D
E
A B
B C MAIN AUXILIARY
BATTERY BATTERY
TYPICAL
C D E
VCU1 VCU2 VCU3
ICN-89-A-157000-A-00001-02039-A-001-01
Figure 7-27 DC Generation System - Components Location

ICN-89-A-157000-A-00001-02123-A-001-01
Figure 7-28 DC Generation System - Schematic Diagram

REPU 1, REPU 2, REPU3 are connected to DC PDU 1 and DC PDU 2 thus

that is possible distribute electrical power to the final equipments fed by buses
(main buses, essential buses and non-essential buses).
The number 1 Circuit Breaker Panel (CBP1) and number 2 Circuit Breaker
Panel (CBP2) are connected at DC PDU 1 and DC PDU 2 thus that is possible
distribute electrical power to the final equipments fed by buses (emergency
buses, battery buses). The REPUs and CBPs protect wiring from over-current
or other faults.
AC ELECTRICAL LOAD DISTRIBUTION SYSTEM

The AC power distribution unit generators (AC PDU GENs) are located in the
roof of the rear fuselage (refer to Figure 7-29). The AC PDU GEN receives
three phase 115 Vac power from SG1 and SG2, or from SGCU1 and SGCU2
for engines start. The AC PDU GENs provides 115 Vac power distribution,
protection, controls, and monitoring.
The AC PDU APU is located in the roof of the rear fuselage. The AC power
distribution unit APU (AC PDU APU) provides 115 Vac power distribution, pro-
tection, controls and monitoring. This includes power export (to adjacent heli-
copter) or external power import in ground operation.
DC ELECTRICAL LOAD DISTRIBUTION SYSTEM

The DC electrical load and distribution components are shown in Figure 7-30.
The two DC power distribution units (DC PDU1 and DC PDU2) are located in
the roof of the main cabin. The DC PDU 1 and DC PDU 2 primarily feed DC
buses in the circuit breaker panels and the three REPUs. The DC PDU1 and 2
incorporate contactor switching logic, contactor command and status monitor-
ing, main bus input current monitoring, bus voltage monitoring, overcurrent
and over/under voltage protection.
The two circuit breaker panels are installed on the overhead console. The pur-
pose of the CBP is to protect direct power feeders/load feeders from overcur-
rent and short circuit.
SOLID STATE ELECTRICAL PLANT MANAGEMENT SYSTEM (SSEPMS)

The scope of the SSEPMS is to replace the circuit breakers panel and the
most of control panels, switches and relays related to basic airframe systems
with assemblies containing solid state power controllers (SSPCs), two dedi-
cated display unit (E-DUs) and using the remote power distribution concept.

The SSEPMS components are installed in several areas: nose compartment,

overhead panel, interseat console, rear fuselage, etc.
Refer to Figure 7-31 for the location of the SSEPMS components.

B
A
A
APU POWER
DISTRIBUTION UNIT
B
AC GEN POWER
DISTRIBUTION UNIT
ICN-89-A-157000-A-00001-02040-A-001-01
Figure 7-29 AC Electrical load Distribution System - Components

Location
A
B
A
C
DC
PDU 1
C
B
DC
PDU 2
NO.2 CIRCUIT
NO.1 CIRCUIT BREAKER PANEL
BREAKER PANEL
ICN-89-A-157000-A-00001-02041-A-001-01
Figure 7-30 DC Electrical load Distribution System - Components

Location

E A
B
D
C
D E
REPU 1 REPU 2
B C
E-DU 1 E-DU 2
TYPICAL
ICN-89-A-157000-A-00001-02042-A-001-01

(Sheet 1 of 2)
D
C A
B
PM 1
D C
REPU 3
E-IOM 2 E-IOM 1
PM 2
TYPICAL
ICN-89-A-157000-A-00001-02361-A-001-01

(Sheet 2 of 2)


EMERGENCY POWER SUPPLY SYSTEM

The emergency power supply system P/N 8G2430F00311 is composed by
the emergency power supply is installed in the right side of the nose avionics
bay on a dedicated mounting tray (Figure 7-31A). The emergency power sup-
ply consists of two battery packs of six cells each that provide nominal outputs
of 28 V dc or 5 V dc. It can supply a current of 5 A/h maximum.
IDuring normal operation, the aircraft 28 V dc bus supplies the necessary
charging voltage to the battery pack of the emergency power supply and the
accessories connected to the emergency bus. In the event of an aircraft power
failure, the power supply automatically takes over the duties of the supplying
DC power to the emergency bus. An uninterrupted flow of power is supplied to
the emergency equipment for 30 minutes minimum.
The emergency power supply contains a DC/DC converter that uses the nom-
inal output of the power supply through a remotely located switch, to supply 5
V dc for emergency lighting.
The emergency power supply has three operational modes:
— The stand-by mode
— The discharging mode
— The test mode.

In the stand-by mode, the emergency power supply receives 28 V dc from the
Number 1 emergency bus via the Electrical Power Generation and Distribution
System (EPGDS) when the BATTERY MASTER switch on the related control
panel is set to ON. The 28 V dc input maintains the charge of the battery pack.
In case of a total loss of aircraft 28 V dc power, the emergency power supply
enters the discharging operational mode and supplies 28 V dc and 5 V dc out-
put to the Integrated Stand-by Instrument System (ISIS). This is done to main-
tain the flight crew standby flight instruments operative for 30 minutes
minimum.
The emergency power supply enters the test operational mode in case the
test switch push-button on the front panel is pushed. During the test opera-
tional mode it is possible to check the total supply capacity of the battery
packs by means of a green LED light. According to the duration of the light
emitted, the green LED light provides an indication of the success or the fail-
ure of the test. .

Rev. 3
A
EMERGENCY
POWER SUPPLY
ICN-89-A-157000-G-00001-08204-A-001-01
Figure 7-31A Emergency power supply system - Components Location

Rev. 3
189G0290X002 Equipments/furnishings (Chap 25)
EQUIPMENTS/FURNISHINGS
(Chapter 25)
GENERAL
The equipment/furnishing system includes:
— Flight compartment furnishing
— Passenger compartment furnishing
— Emergency Locator Transmitter (ELT)
— Portable fire extinguisher installation.
FLIGHT COMPARTMENT FURNISHING

The flight compartment furnishing consists of (Figure 7-32):
— Cockpit seats
The pilot/co-pilot seats are of aluminum frames for the seat back and seat
pan, covered on the back and on the pan by metal sheets. The seats are
equipped with an energy absorbing system which reduces crash impact
down loads transferring to the aircraft structure, thus increasing chances
of survivability in a crash situation.
Pilot/co-pilot seats are equipped with an adjustable movement mecha-
nism and headrests and if requested an armrest.
— Liners and soundproofing

Roof panels ceiling shall be divided in three parts to access the roof
installed equipment.
The external finish shall be determined with interior design centre.
PASSENGER COMPARTMENT FURNISHING

The passenger area is a large compartment with modern crash worthy strok-
ing seats and is a regular shape with no obstructions, for maximum flexibility.
It has large doors for quick access/egress from the passenger cabin.
The passenger compartment furnishing consists of:

Equipments/furnishings (Chap 25) 189G0290X002
HEADREST
CO-PILOT
SEAT
RESTRAINT
SYSTEM
PAN CUSHION
SET ADJUSTMENT
LEVERS SET FRAME
ICN-89-A-157000-A-00001-02228-A-001-01
Figure 7-32 Flight Compartment Furnishing - Schematic Diagram

— Passenger seats
Each floor mounted passenger seat is connected to its respective seat rail
structure by four double stud fittings, which allow easy removal of the seat
without the need for a special tool.
There are 4 different configurations (Figure 7-33):
– 16 Seats (4x4 forward)
– 16 Seats (4 aft and 3x4 forward)
– 18 Seats
– 19 Seats.
— Liners and soundproofing (cabin)

Hard/soft liners (ceiling panels, sidewalls panels, AFT panel).
— Safety Belts.
Lightweight and easily operated 4-point restraint system (5-point restraint
system also available as option for pilot/co-pilot seat) with safety lap belt,
double strap shoulder harnesses and locking inertia reel.

16 SEATS CONFIGURATION 16 SEATS CONFIGURATION

(4x4 AFT) (4 AFT, 3X4 FWD)
B A B A
B B
A A
B A
TYPICAL TYPICAL
IN FOUR
POSITIONS
ICN-89-A-157000-A-00001-02229-A-001-01
Figure 7-33 Passenger Compartment Furnishing - Components Location

EMERGENCY LOCATOR TRANSMITTER (ELT)

The Emergency Locator Transmitter (ELT) is a single output that incorporates
latitude/longitude information from the aircraft navigation system. The purpose
of the ELT is to help locate the aircraft after a crash or an emergency landing.
The ELT automatically activates following a crash due to an internal "G" switch
and transmits the standard tone on VHF and UHF guard frequencies (121.5
MHz and 243.0 MHz) and coded information to the SARSAT system (406.025
MHz). The 406.025 MHz transmitter sends an encoded digital message con-
taining aircraft identity (ELT serial number) and the last aircraft position as
received from the FMS.
The system includes (Figure 7-34):
— ELT Unit
This is fixed unit inside the aircraft and will transmit on the 121.5 MHz/
243.0 MHz and coded information to the SARSAT system on 406.025
MHz.
— ELT/Nav interface unit

ELT/NAV interface unit provides the ELT with the FMS positional data.
— Buzzer
The Buzzer operates whenever the ELT is activated.
— Antenna.
ELT antenna has two connectors: one for 121.5/243.0 MHz and one for
406.025 MHz.
EMERGENCY LOCATOR TRANSMITTER CONTROLS AND DISPLAYS


ANTENNA
COVER
EMERGENCY
LOCATOR COVER
COVER
BATTERY
PACK
SUPPORT
ICN-89-A-157000-A-00001-02233-A-001-01
Figure 7-34 ELT System - Components Location

ART
ELTEX
Y
ONL
USE
ON
NCY
AR
RGE
M
EME
TES
T
WA PRES/RESE
IT S T
PR 1 SE ON
ESS CO
AR ND
M
ICN-89-A-157000-A-00001-02231-A-001-01
Figure 7-35 ELT System - Controls and Displays

Key to Figure 7-35

1 ELT switch ELT two setting switch:
ARM - The ELT automatically activates on
impact. Moving the switch to "ARM" turns the
transmitter off if activated
ON - the ELT is manually activated.
2 ELT red light Red flashing - Indicates that the ELT is acti-
vated. After switching the transmitter off, the
light only flashes once more but if it flashes
more than once, an internal failure may have
occurred.

PORTABLE FIRE EXTINGUISHER INSTALLATION

Three portable, manually operated, fire extinguishers are installed on the heli-
copter. One is located on right side of the cockpit below the seat of the pilot
and and one or two below the cabin passenger seats. Refer to Figure 7-36.
A quick release clamp allows for rapid removal of the portable fire extinguisher
in the event of a fire.
The extinguishing agent is HALON 1211 and the extinguisher can be used
against small carbonaceous fires, flammable liquid fires and electrical fires.
The extinguisher has a discharge time of 10 seconds. However once the
extinguisher has been used it must be replaced at the first possible opportu-
nity even if there is still some extinguishing agent in the bottle.

COCKPIT
PORTABLE FIRE
EXTINGUISHER
ICN-89-A-157000-A-00001-02372-A-001-01
Figure 7-36 Portable Fire Extinguisher Installation - Components

Location (Sheet 1 of 2)

(4x4 AFT) (4 AFT, 3X4 FWD)
A A
A A A A
A PORTABLE FIRE
EXTINGUISHER
ICN-89-A-157000-A-00001-02373-A-001-01
Figure 7-36 Portable Fire Extinguisher Installation - Components



189G0290X002 Fire protection (Chap 26)
FIRE PROTECTION
(Chapter 26)
GENERAL
The purposes of the fire protection system are to simultaneously protect all
zones of the engines/Auxiliary Power Unit (APU) bays and to provide an ade-
quate quantity of extinguishing agent and rate of discharge for each fire zone.
The system includes:
— Fire detection system
— Fire extinguisher system.
FIRE PROTECTION SYSTEM CONTROLS AND DISPLAYS

In the event of fire inside engine bays, the following alarms are given to the
pilot (refer to Figure 7-37):
— Warning message “ENG 1 (2) FIRE” on the Crew Alerting System (CAS)
window
— Audio tone “ENG1 (2) FIRE” with master warning light flashing
— Red “FIRE” alarm on the fire control panel
— Red warning light on the engine control panel of the affected engine
— On the Multi-Function Display (MFD) PWR PLANT format, the engine sil-
houette becomes red with a red FIRE message inside APU.
In the event of fire inside the APU bay, the following alarms are given to the
pilot (refer to Figure 7-38):
— Warning message “APU FIRE” on the Crew Alerting System (CAS) win-
dow
— Audio tone “APU FIRE” with master warning light flashing
— Red warning light on the APU control panel.

On the MFD PWR PLANT format, the APU silhouette becomes red with red
FIRE message inside.

Fire protection (Chap 26) 189G0290X002
A 1 2 1
ICN-89-A-157000-A-00001-02014-A-001-01
Figure 7-37 Fire Protection System (Engine) - Controls and Displays
(Sheet 1 of 2)
ICN-89-A-157000-A-00001-02363-A-001-01
Figure 7-37 Fire Protection System (Engine) - Controls and Displays
(Sheet 2 of 2)

ICN-89-A-157000-A-00001-02015-A-001-01
Figure 7-38 Fire Protection System (APU) - Controls and Displays (Sheet
1 of 2)
ICN-89-A-157000-A-00001-02364-A-001-01
Figure 7-38 Fire Protection System (APU) - Controls and Displays (Sheet
2 of 2)

Key to Figure 7-37

1 ENG 1(2) push button Pushing the button FIRE/ARM. This
action will automatically shut down the
affected engine by closing its relevant
fuel shut-off valve and automatically
close the heating system bleed shut-off
valve.
2 FIRE EXTING switch 1 - this action causing the discharge of
the bottle 1
2 - this action causing the discharge of
the bottle 2

Key to Figure 7-38

1 FIRE EXT push button This action will automatically shut down
the affected engine by closing its relevant
fuel shut-off valve and automatically
close the heating system bleed shut-off
valve.
2 BTL switch Moving from down to up position, causing
the discharge of the bottle in the APU bay

FIRE DETECTION SYSTEM

The fire detection system consists of a fire wire (Figure 7-39) containing a
fixed quantity of inert gas (helium) with an internal metal core filled with an
active gas and a pressure transducer. The metal core is capable of releasing a
large quantity of the active gas within the fire wire when a small section of its
surface reaches high temperature, this results in an increase of pressure and
therefore a pressure transducer activation.
The APU bay is equipped with an independent engine fire warning system.
The system consists of a wire gas type circuit similar to the engine one.
Baggage smoke detection system

The baggage smoke detection system consists of a smoke detector (Figure 7-
40) installed on the roof of the baggage compartment. Four screws and four
washers attach the smoke detector to the related support socket.
The smoke detector is a photoelectric device that uses the Tyndall effect (light
scattering). When a beam of light goes through air that contains smoke, the
smoke particles cause the reflection of the incident light at an angle with the
axis of the light beam (light scattering). The intensity of the light scattering is
dependent on the concentration of the smoke.
The smoke detector uses an electronic circuitry to transmit pulses of light at
constant intervals and to measure the light scattering.
FIRE EXTINGUISHER SYSTEMS

Two identical and interchangeable stainless steel engine fire extinguisher bot-
tles charged with HALON 1301 and nitrogen gas are installed between the
engine ejectors, under the rear sliding fairing (Figure 7-41, sheet 1). The bot-
tles are cross-connected so that the content of any bottle can be discharged
into either engine bay.
A temperature compensated pressure sensor is present in the bottle to pro-
vide low pressure indication to the pilot when pressure drops below a preset
safety level.
One APU fully dedicated stainless steel engine fire extinguisher bottle is
installed behind the APU forward firewall (Figure 7-41, sheet 2).
The bottle is similar to the engine one, with the difference that there is only
one output and one electrically actuated cartridge.
Refer to Figure 7-42 and Figure 7-43 for the schematic diagram of the engine
and APU fire extinguisher systems.

APU BAY
WIRE FIRE
ENGINE 2 BAY
WIRE FIRE
ENGINE 1 BAY
WIRE FIRE
ICN-89-A-157000-A-00001-02009-A-001-01
Figure 7-39 Detection System - Components Location

SMOKE
IDENTIFICATION LABEL DETECTOR
ICN-89-A-157000-A-00001-02010-A-001-01
Figure 7-40 Baggage Smoke Detection System - Components Location

ENGINES FIRE BOTTLES
RH DISTRIBUTION
PIPE SYSTEM A
RH
CHECK TEE VALVE
LH
A
TEMPERATURE
COMPENSATED
CARTRIGE PRESSURE SWITCH
FIRE UNIT
OUTLET
VALVE
SAFETY RELIEF
FILL FITTING
CARTRIGE
FIRE UNIT
OUTLET
VALVE
MOUNTING LUGS
ICN-89-A-157000-A-00001-02011-A-001-01

(Sheet 1 of 2)

RH
APU FIRE BOTTLE
APU DISTRIBUTION
PIPE SYSTEM
A
MOUNTING LUGS
TEMPERATURE
COMPENSATED SAFETY RELIEF
PRESSURE SWITCH FILL FITTING
OUTLET
VALVE
CARTRIDGE
FIRE UNIT
ICN-89-A-157000-A-00001-02362-A-001-01

(Sheet 2 of 2)
DISCHARGE DISCHARGE
INDICATOR DISC FIRE BOTTLE 1 FIRE BOTTLE 2 INDICATOR DISC
DISCHARGE BAY DISCHARGE BAY DISCHARGE BAY DISCHARGE BAY

ENGINE OUTLET ENGINE No.1 OUTLET ENGINE No.2 OUTLET ENGINE No.1 OUTLET ENGINE No.2 ENGINE
BAY 1 BAY 2
SQUIB SQUIB SQUIB SQUIB
Document N°
AW189 - RFM
189G0290X002
FOR TRAINING ONLY

BTL BTL BTL BTL
No.1 FUEL SHUT-OFF VALVE 1 2 1 2 No.2 FUEL SHUT-OFF VALVE
No.1 BLEED AIR SHUT-OFF No.2 BLEED AIR SHUT-OFF

SOLENOID VALVE (CABIN HEATING) SOLENOID VALVE (CABIN HEATING)
ENG 1 ENG 2
ARM ARM
Issue 1
Figure 7-42 Engine Fire Extinguisher System - Schematic Diagram
FIRE DETECTION/EXTINGUISHING CONTROL PANEL
Fire protection (Chap 26)
System Description
Page 7-111
Section 7
ICN-89-A-157000-A-00001-02012-A-001-01
INDICATOR DISC
DISCHARGE
APU
BAY
FUEL SHUT-OFF VALVE

SQUIB
DISCHARGE BAY
OUTLET TO APU
FIRE BOTTLE
APU
BTL
APU CONTROL PANEL

APU ALARM
ICN-89-A-157000-A-00001-02013-A-001-01
Figure 7-43 APU Fire Extinguisher System - Schematic Diagram

189G0290X002 Fuel system (Chap 28)
FUEL SYSTEM
(Chapter 28)
GENERAL
The fuel system provides fuel storage capability and supplies the two main
engines and the APU, at the pressure and flow rate requested by the engine
for aircraft operations in all ground and flight conditions. The fuel system also
provides the principle requirements which are:
— Fuel storage system
— Fuel distribution system
— Fuel indicating system
— Pressure refueling and defueling system (optional).
FUEL SYSTEM CONTROLS AND DISPLAYS

The Fuel system has both manual and automatic controls. The controls are
available in the Electronic Control Display Unit (ECDU) fuel page. Refer to
Figure 7-44.
The ECDU fuel page allows the manual control. The pilot can switch ON/OFF
the booster pumps, CLOSE/OPEN the Fuel Shut-Off valves (SOV) and
CLOSE/OPEN the cross feed (XFEED) valve.
When the XFEED valve operation is in AUTO mode it operates in automatic
mode. The valve will be in close position unless the pressure switch in one of
the feeding lines indicates a low pressure in which case the valve will automat-
ically open.
In case of malfunction of one of the fuel system components, it is possible to
show the fuel system synoptic page (Figure 7-44) to assist in troubleshooting
and provide detailed information about the component(s) affected by malfunc-
tion.
The fuel quantities, pressure and fuel flow are displayed on the Multi-Function
Display (MFD) PWR PLANT format (in numerical and graphical representa-
tion).
The primary flight display provides information about left, right, total fuel quan-
tities and engines/APU fuel pressure lines.
The Crew Alerting System (CAS) window will show warnings, cautions and
advisories (WCA) indication messages related to the fuel system.

Rev. 4
Fuel system (Chap 28) 189G0290X002
> <
> ----------- <
> ----------- <
> ----------- <
> <
MFD - ENGINE FORMAT
ICN-89-A-157000-A-00001-02021-A-001-01
Figure 7-44 Fuel System - Controls and Displays (Sheet 1 of 2)

ICN-89-A-157000-A-00001-02022-A-001-01
Figure 7-44 Fuel System - Controls and Displays (Sheet 2 of 2)

There are 10 cautions and 2 advisories applicable to the fuel system. No

warning signals are generated by the airframe fuel system components. Refer
to Figure 7-44.
FUEL STORAGE SYSTEM

The two main tanks (Figure 7-45) are "L" shaped bladder type and the primary
structural strength is provided by the frames which, via the honeycomb pan-
els, retain the tank bladders and form a fume proof enclosure. The main fuel
tanks are symmetrical (except for the addition of flanges required for optional
equipment).
The interconnection flange (diameter 100 mm) is situated between the right
and left tanks, on the vertical central airframe panel.
Below the level of the interconnection flange, the fuel volume is totally inde-
pendent and forms a collector, from which the engines are supplied.
The left main fuel tank incorporates the filler cap for gravity refuelling. Unlock-
ing and locking is accomplished by the traditional "lift and turn" action on the
handle.
FUEL DISTRIBUTION SYSTEM

The components of the fuel distribution system are shown in Figure 7-46.
The fuel distribution system consists of two independent and separate
boosted systems which supply the two main engines and Auxiliary Power Unit
(APU). Under normal conditions, each distribution circuit supplies fuel to its
associated engine. However, the systems can be connected by a cross-feed
line, controlled by an electrically operated valve, which enables fuel to be sup-
plied by one system to both engines. The cross-feed operation is automati-
cally activated (by a pressure switch signal) in normal operation and can also
be manually operated by the pilot.
The schematic diagram of the fuel distribution system is shown in Figure 7-47.
An electrically driven boost pump, one in each main tank, provides a positive
pressure fuel supply to the engines. The booster pump control (ON/OFF) is
from the ECDU. The pumps are installed into the main tank sump plate, at the
lowest point of the tanks, which prevents the introduction of air into the fuel cir-
culation.
Any leakage from faulty seals will be drained through the sump plate and over-
board. The drainage point is at the centre of the helicopter underside where
fire risk is minimized.

A A
B
NO.2
MAIN TANK
NO.1
MAIN TANK
INTERCOMMUNICATION FILLER CAP

FLANGE
ICN-89-A-157000-A-00001-02016-A-001-01
Figure 7-45 Storage System - Components Location

The fuel system lines are composed of rigid and flexible pipes. Flexible pipes
are used to meet crash safety requirements where relative movement
between the bladder and rigid pipe, in a survivable crash, would damage the
bladders causing serious fuel spillage.
The shut-off valves and cross-feed valve are incorporated into two manifold
assemblies together with the respective pressure transducers. The No. 1
engine and APU shut off valves (SOV) are incorporated into the left side man-
ifold assembly (no. 1 manifold) and the No. 2 engine and cross-feed valve are
incorporated into the right side manifold assembly (no. 2 manifold).
Ventilation system
The fuel tank ventilation system consists of two independent and separate
systems which vent each of the two main fuel tank cells. The fuel tank ventila-
tion system ensures proper ventilation of all tanks and prevents fuel leakage
due to over pressure, siphoning or helicopter rollover.
FUEL INDICATING SYSTEM

The Fuel Quantity Gauging System (FQGS) measures the fuel level for the
main fuel tanks and internal auxiliary tanks (if fitted) to provide the pilot with a
continuous fuel mass indication.
The components of the fuel indicating system are shown in Figure 7-48. For
the schematic diagram of the fuel indicating system refer to Figure 7-49.
The FQGS comprises two totally independent systems for gauging function
and low-level sensor acquisition, such that any failure of any channel does not
affect the correct and proper operation of the other channel. The FQGS is pre-
calibrated and no on-aircraft calibration is necessary.
In order to improve accuracy of the computation, the system uses the lower
probe as a reference to compensate for fuel density. As long as the upper
probe detects sufficient fuel for the secondary probe to be fully immersed, the
secondary probe signal is used to measure the dielectric constant of the fuel.
Both probes are composed of two light alloy coaxial tubes (electrodes of the
capacitor).The probe output is decoded and processed by the Aircraft Mission
Management Computer (AMMC) for cockpit display.

A A
C
BOOSTER PUMP 2 B
PIPELINES
BOOSTER PUMP 1
CROSS-FEED
VALVE B
NO. 1 ENGINE NO. 1 MANIFOLD
SOV
NO. 2 MANIFOLD
NO. 2 ENGINE
APU SOV SOV
ICN-89-A-157000-A-00001-02017-A-001-01
Figure 7-46 Fuel Distribution System - Components Location

ICN-89-A-157000-A-00001-02020-A-001-01
Figure 7-47 Fuel Distribution System - Schematic Diagram

A
A
UPPER
PROBE
LOWER
PROBE
ICN-89-A-157000-A-00001-02019-A-001-01
Figure 7-48 Fuel Indicating System - Components Location

ICN-89-A-157000-A-00001-02018-A-001-01
Figure 7-49 Fuel Indicating System - Schematic Diagram

PRESSURE REFUELING AND DEFUELING SYSTEM

The pressure refueling and defueling system P/N 8G2810F00611 is an
optional kit that operates to pressure refuel and defuel the helicopter.
The pressure refueling and defueling system includes (Figure 7-49A):
— The adapter
The adapter is located on the right side of the helicopter. To the adapter
are connected the refuel line hose and the pilot-line hose.
The adapter incorporates a cap which fully seals the adapter. The cap is
attached to the adapter with a chain. On the cap there is a push button
that makes possible to release any trapped pressure before the cap is
removed. The adapter is designed to connect a standard diameter refuel-
ing nozzle.
— The valve
The valve is installed on the sump flange of the Number 2 tank. To the
valve is connected the refuel line hose.
The valve allows the refueling only when 28 Vdc is supplied from the
refuel/defuel panel, in combination with the application of fuel pressure
from the refuel line hose. The valve stops the refueling when either the
AMMC or the high level valve provide to the refuel/defuel panel the signal
to stop the refuel.
— The vent valve

The vent valve is installed on the top flange of the Number 2 tank. On the
valve are connected the vent line hose and the pilot-line hose.
The vent valve ensures that the internal tank pressure does not exceed 2
psi during all normal conditions.
— The high level valve

The high level valve is installed on the top flange of the Number 2 tank.
On the valve is connected the pilot-line hose.
The high level valve is primarily intended to act as a backup to initiate
refueling shutoff in the event of an indicating system failure or when no
predetermined fuel load is required. When the fuel reaches the high level
valve, an electrical signal is sent to the refuel/defuel panel to initiate the
refueling shutoff.
The operation of the high level valve can be tested pushing the pre-
checked button on the refuel/defuel panel.

Rev. 4
— The refuel/defuel panel

The refuel/defuel panel is installed in the AC socket compartment on the
right side of the fuselage.
The refuel/defuel panel makes possible to control the refueling operation,
to test the high level valve and to have an indication of the full tanks con-
dition.
In normal condition, the system can be controlled by the AMMC or by the
refuel/defuel panel.
If the system is controlled by the AMMC, the operator must set the required
total fuel quantity on the MCDU before set to ON the ON/OFF switch of the
refuel/defuel panel. When the ON/OFF switch is set to ON, it supplies 28 Vdc
to the valve which opens. When the fuel reaches the pre-set level, a signal
shall be sent from the AMMC to the refuel/defuel panel to remove the 28 Vdc.
Then, the valve stops the fuel flow.
If the system is controlled by the refuel/defuel panel, the operator must set the
the ON/OFF switch to ON to supply 28 Vdc to the valve which opens. When
the fuel reaches the high level valve it provides a signal to the refuel/defuel
panel to remove 28 Vdc from the valve. Then, the valve stops the fuel flow.
PRESSURE REFUELING AND DEFUELING SYSTEM CONTROLS AND

DISPLAYS
The operator can control the pressure refueling and defueling system via the
refuel/defuel panel or via the Multifunction Control Display Unit (MCDU). Refer
to Figure 7-49B.

Rev. 4
A
D
B
C
ADAPTER
HIGH LEVEL VALVE
VENT VALVE
PILOT LINE HOSE
ADAPTER REFUEL LINE HOSE
ICN-89-A-157000-G-00001-08425-A-001-01
Figure 7-49A Pressure refueling and defueling system - Components


Rev. 4
REFUEL LINE
HOSE
VALVE
REFUEL / DEFUEL
PANEL
ICN-89-A-157000-G-00001-08426-A-001-01
Figure 7-49A Pressure refueling and defueling system - Components


Rev. 4
B
A
C
C
C
B
REFUELING
FUEL QTY
7 CURRENT TARGET 4
1000 kg [ 1000 kg ]
MAX TARGET
1050 kg
REFUEL COMPLETED
5
6
< RTN
[ ]
2 1
ICN-89-A-157000-G-00001-08427-A-001-01
Figure 7-49B Pressure refueling and defueling system - Controls and

displays
FOR TRAINING ONLY Issue 1 Page 7-122E

Rev. 4
Key to Figure 7-49B

1 TANK FULL light The TANK FULL light comes on when the fuel
tanks are full.
2 PRE-CHECK button When pushed, it operates the high level valve
and the TANK FULL light comes on.
3 ON/OFF switch ON - When it is set to ON, the refuel/defuel
panel supplies 28 Vdc to the valve which
stays opened
OFF - When it is set to OFF, the refuel/defuel
panel does not supply 28 Vdc to the valve
which stays closed.
4 TARGET When pushed, it set the scratch pad fuel
quantity as the target fuel quantity.
5 MAX TARGET Shows the maximum fuel quantity that can be
stored in the fuel tanks.
6 REFUEL COMPLETED Comes in view when the refueling is
completed.
7 CURRENT Shows the fuel quantity stored in the fuel
tanks.

Rev. 4
189G0290X002 Hydraulic system (Chap 29)
HYDRAULIC SYSTEM
(Chapter 29)
GENERAL
The hydraulic power system supplies the hydraulic power necessary to oper-
ate the flight control servo actuators (main and tail) and the landing gear circuit
for landing gear extension and retraction.
The system includes two independent circuits that supply hydraulic fluid at a
nominal working pressure of 3000 psi (207 Bar): hydraulic system No. 1 and
No. 2.
The main module of the hydraulic system is called power control module
(PCM) (Figure 7-52). This houses most of the hydraulic system components
including the reservoir, shut-off valves (SOV), filters and sensors.
The PCMs are installed on the upper deck in front of the main gearbox. The
functions of the PCMs are to store, filter, provide the hydraulic fluid and moni-
tor the pressure and temperature of the hydraulic system.
The Tail Rotor Shut-Off valve (TRSOV) is the only component not included in
the PCMs. It enables the isolation of hydraulic circuit 2 tail rotor actuator
hydraulic line in the event of a leak.
The No. 1 hydraulic system is composed of one mechanical driven self-regu-
lating pump and one electrical driven for the on ground pre-flight checks. The
No. 2 hydraulic system is composed of two mechanical driven self-regulating
pumps, able to provide pressure flow at 207 bar (3000 psi) to the power con-
trol module.
The mechanical hydraulic pumps are driven continuously by the main gear
box, the electrical hydraulic pump (when operated by the pilot) only for ground
pre-flight checks of the flight controls servo actuators for a limited period of
time (2 minutes).
The schematic diagram of the hydraulic system is shown in Figure 7-50.
The pumps function is to supply their respective PCM with the necessary
hydraulic pressure and flow, then the PCMs supply hydraulic power to the
flight controls.
The No. 1 hydraulic system supplies power for one channel of the main and
tail-rotor actuators (three main rotor actuators and one tail rotor actuator). No.
1 system is also used to operate the landing gear only in emergency situa-
tions.The No. 2 hydraulic system supplies power for one channel of the main
and tail-rotor actuators (three main-rotor actuators and one tail rotor actuator).

Hydraulic system (Chap 29) 189G0290X002
ICN-89-A-157000-A-00001-02047-A-001-01
Figure 7-50 Hydraulic System - Schematic Diagram

The No. 2 hydraulic system also supplies primary power to the landing gear
extension and retraction system; this system is referred to as the utility circuit.
HYDRAULIC SYSTEM CONTROLS AND DISPLAYS
Manual control
The hydraulic page on the Electronic Control Display Unit (ECDU) is shown in
the Figure 7-51.
The three-position horizontal toggle command type with NORM, 1CLSD and
CLSD2 options, allows to close the SOV in the circuit No.1 and No. 2. The
default at power-up is NORM and both SOV open.
The system includes the following features:
— Interlocking of the two circuits (circuit 1 and 2) without the possibility of

excluding both systems
— Automatic re-activation of the excluded circuit in the event of a failure in

the other (low pressure).
— ELEC PUMP is an imposed toggle command type with OFF and ON

options.
Automatic control
The automatic controls for system 1 are provided by fluid level switches in the
PCM reservoirs. The automatic operations for system 1 include:
— PCM 1 low-level switch

If the hydraulic fluid reaches the minimum level (0,7 litres), the PCM 1
low-level switch will give a signal. The signal will close the PCM emer-
gency circuit SOV, thus stopping a further drop in fluid pressure.
— PCM 2 LOW1 level switch

If the level in the PCM 2 reservoir reaches the LOW1 level (1.3 litres), the
PCM 2 LOW1-level switch will give a signal. The signal will close the
PCM utility shut-off valve (UTIL SOV), thus stopping a further drop in fluid
pressure.
— PCM 2 LOW2 level switch

If the level in the PCM 2 reservoir reaches the LOW2 level (0.9 litres), the
PCM 2 LOW2-level switch will give a signal. The signal will open the PCM
Utility SOV and closes the TRSOV. If the shut-off valve of the flight control

circuit (F/C SOV) is closed, its reopens automatically (and its closure it is
inibithed).
— PCM 2 MIN level switch

If the fluid in the PCM2 reaches the minimum level switch (0,7 litres), the
utility shut off valse is closed again.
The values of pressure and temperature in No. 1 and No. 2 systems are repre-
sented in the Primary Flight Display (PFD), PWR PLANT format and
“HYDRAULIC” synoptic page (Figure 7-51).
The synoptic page provides a diagram showing the interface between the
PCMs, pumps, landing gears, servo actuators and tail rotor shut off valve.The
color coding highlights the operational status of the components.
In the PFD, the hydraulic pressure and temperature parameters are repre-
sented by digital readouts beside the labels HYD1 and HYD2 (Figure 7-51).
There are several possible cautions applicable to the hydraulic system. No
warning signals are generated by the hydraulic system components.
The PWR PLANT page displays the values of pressure and temperature in the
HYD area.
MAIN HYDRAULIC SYSTEM

The main hydraulic (Figure 7-52) system includes the HPS1, HPS2, PCM1,
PCM2 and TRSOV.
The normal circuit 2 is routed in the right side of the fuselage, while the emer-
gency circuit 1 is routed on the opposite side for maximum physical segrega-
tion of the two systems.
Each Hydraulic Power Supply (HPS) is connected to own PCM by means of
flexible hoses. Flexible hoses also provide connection between the PCM to
the Main Rotor Actuators (MRA) circuit 1 pipeline, supplying hydraulic power
to the MRA upper body. Circuit 2 pipeline supplies hydraulic power to the MRA
lower body. Rigid pipelines are routed from each PCM to the Tail Rotor Actua-
tor (TRA).
In the tail unit, both circuits are routed inside the tail boom. In order to maintain
the physical segregation between the two circuits, system 1 is routed on the
left side while sistem 2 is routed on the right side. In the vertical fin circuit 2 is
routed in the front, while circuit 1 is located in the back.
Rigid pipelines are routed from each PCM to the landing gear control valve
(utility system) that is situated on the forward right-hand side of the upper
deck.

> <
> <
> <
> <
> <
ICN-89-A-157000-A-00001-02050-A-001-01
Figure 7-51 Hydraulic System - Controls and Displays (Sheet 1 of 2)

ICN-89-A-157000-A-00001-02049-A-001-01
Figure 7-51 Hydraulic System - Controls and Displays (Sheet 2 of 2)

TRA
HPS2
MRA
PCM2
HPS1
LGCV
HYD SYS 2
HYD SYS 1
PCM1
ELECTRICAL
PUMP
ICN-89-A-157000-A-00001-02046-A-001-01
Figure 7-52 Main Hydraulic System - Components Location

AUXILIARY HYDRAULIC SYSTEM

The auxiliary hydraulic system includes the HPS3 (electrical pump) and
HPS4. Electrical pump No. 3 (Refer to Figure 7-52) is a 28 Vdc electric motor
variable delivery axial piston driven pump. It provides hydraulic power to
PCM1, just sufficient for the full and free movement check of the flight controls
prior to running the mechanically driven pumps. It is therefore designed for
ground use only.
The No. 4 hydraulic power supply (HPS4) is positioned on the auxiliary pad of
the main gear box, adjacent to the forward main rotor actuator.
HPS4 is identical to HPS1 and 2.
UTILITY CIRCUIT
See chapter 32.

HPS 4
ELECTRICAL
PUMP
ICN-89-A-157000-A-00001-02140-A-001-01
Figure 7-53 Auxiliary Hydraulic System - Components Location


189G0290X002 Ice and rain protection (Chap 30)
ICE AND RAIN PROTECTION

(Chapter 30)
GENERAL
The ice and rain protection system includes:
— Pitot tube heating system
— Windshield wiping system
— Ice detector system (optional).
PITOT HEATING SYSTEM

The pitot heating system (Figure 7-54) prevents the accretion of ice on the
pitot-static probes. The two pitot-static probes are protected against icing by
means of electrical heating elements.
Each pitot tube has a heating element (internal resistor) installed in the rear
part of the pitot tube.
The heating elements are controlled by the ECDU system menu and powered
by the 28 Vdc EMER busbars.
PITOT HEATING CONTROLS AND DISPLAYS

From system page in the ECDU (Figure 7-55), the Line System Key 4 (LSK4)
allows to enter the pitot page. From here the pilot is able to turn the pitot heat-
ing system for both pitot 1 and 2 on and off.
In the MFD power plant format two icons related to the pitot probes are avail-
able in the upper part of the helicopter silhouette.
The icons are not in view when the pitot heating system is not active, they
appear in green when they are energized and heated.
The icons appear in amber when the pitot heating system has not been ener-
gized even with the OAT below the minimum, or when a failure in the pitot
heating system is detected.

Rev. 3
Ice and rain protection (Chap 30) 189G0290X002
SUPPORT
TYPICAL
PITOT TUBE
HEATING ELEMENT
ICN-89-A-157000-A-00001-02200-A-001-01
Figure 7-54 Pitot Heating System - Components Location

ECDU MENU PAGE ECDU PITOT PAGE
ICN-89-A-157000-A-00001-02201-A-001-01
Figure 7-55 Pitot Heating System - Controls and Displays

WINDSHIELD WIPING SYSTEM

— Wiper motor converter
— Wiper arms
— Wiper blades.
The purpose of the windshield wiping system is to keep the windshield surface
clean from water, dirt, sand, dust or a thin coating of soft snow.
The system consists of two identical installations, one for the pilot windshield
and the other for the co-pilot windshield and allows the operation of the pilot
and co-pilot wiper blades separately or together.
WINDSHIELD WIPING SYSTEM CONTROLS AND DISPLAYS

See Figure 7-57.

WIPER BLADE
TYPICAL
WIPER ARM
WIPER MOTOR
CONVERTER
TYPICAL
ICN-89-A-157000-A-00001-02203-A-001-01
Figure 7-56 Windshield Wiping System - Components Location

ECDU MENU PAGE ECDU PITOT PAGE
A
A
3
ICN-89-A-157000-A-00001-02204-A-001-01
Figure 7-57 Windshield Wiping System - Controls and Displays

Key to Figure 7-57

1 LSK1 MODE is a toggle command type with SIN-
GLE and DUAL mode:
2 LSK7 SPEED is a vertical toggle command type
with OFF, SLOW and FAST options, the
default at power-up is OFF.
When OFF is selected the wiper cannot be
turned on by the push buttons on the cyclic
control sticks.
3 Wiper push-button The wiper push button on the pilot and co-pilot
cyclic sticks is used to start the wiper motor.
The wiper mode is first set on the ECDU
before using the push button on the cyclic
stick to start the wiper motor.


ICE DETECTOR SYSTEM

The Goodrich Ice Detector system P/N 8G3080F00111 comprises an ice
detector sensor installed on a fairing on the left side of the fuselage (Figure
7-57A) and a control page ‘ICE PROTECTION’ on the ECDU (Figure 7-57B).
In the CAS window 2 messages are displayed:
— green ICE DET ON advisory message
— white ICING status message.

to inform the pilot on the status of the system and on icing conditions.
ICE DETECTOR
FAIRING
ICE DETECTOR
ICN-89-A-157000-G-00001-08202-A-001-01
Figure 7-57A Ice detector system - Components Location

Rev. 3
ICE DETECTOR SYSTEM CONTROLS AND DISPLAYS

The ICE PROTECTION page, on the ECDU, has an ICE DET OFF/ON toggle
option and a TEST option (Figure 7-57B). When the ICE DET is selected ON
(green advisory ICE DET ON illuminated) and the TEST option is selected the
white ICING status message is displayed temporarily on the CAS to confirm
the system is functioning correctly.
While selected to ON the ICE DET ON message is displayed and when
ice is detected by the sensor the ICING status message is displayed.
Note
The ice detection capability of the system has not been
assessed. Therefore no credit is to be given to this system as
icing conditions may not be detected.
ICN-89-A-157000-G-00001-08203-A-001-01
Figure 7-57B Ice detector system - Controls and Displays

Rev. 3
189G0290X002 Indicating/recording (Chap 31)
INDICATING/RECORDING SYSTEM
(Chapter 31)
GENERAL
The indicating/recording system includes:
— Instrument and controls panels
— Central warning and caution system
— Independent instruments
— Recorder systems.
INSTRUMENT AND CONTROL PANELS

Refer to Chapter 00.
CENTRAL WARNING AND CAUTION SYSTEM

Refer to Chapter 46.
INDEPENDENT INSTRUMENTS
— Standby magnetic compass

The magnetic compass is installed on a support that is attached at the
centre of the glareshield with four screws.
It detects and shows the helicopter heading with reference to the mag-
netic north. The compass consists of a rotating compass card.
— Chronometer
Two chronometers are installed on the instruments panel and the controls
are on the unit itself. The chronometer provides the following operating
modes:
– Local time of day in a 12 hours format
– Coordinate Universal Time (UTC), formerly known as Greenwich time,
in a 24 hours format

Indicating/recording (Chap 31) 189G0290X002
– Flight time, that accumulates up to 99 hours, 59 minutes and 59 sec-

onds; the flight time continues to run when the chronometer is in other
modes.
– Stop watch, that counts up to 99 hours, 59 minutes and 59 seconds;
the stop watch continues to run when the chronometer is in other
modes.
— Outside Air Temperature (OAT) sensor and indicator.

The outside air temperature sensor provides the aircrew with an indication
of temperature. It uses a stand alone temperature probe and indicates a
temperature from -70 to +50 °C.
The temperature probe is situated outside the top right laminated window
where it is held in position.
RECORDERS SYSTEM
The recorders system includes the following sub-systems:
— Cockpit Voice Flight Data Recorder (CVDFR)
— Health and Usage Monitoring System (HUMS).
COCKPIT VOICE FLIGHT DATA RECORDER (CVFDR)

The CVFDR consists of a combined Cockpit Voice Recorder (CVR) and a
Flight Data Recorder (FDR).
The purpose of the CVFDR is to record flight data parameters with crew voice
recordings. A cockpit area microphone also records sounds within the cockpit
area in support of data analysis which can be carried out at a later stage.
The CVFDR system records selected aircraft parameters and audio signals
into the internal solid state non-volatile memory. The main recording unit
retains, as a minimum, the last 25 hours of aircraft data and the most recent
120 minutes of four audio sources.
The CVFDR includes (Figure 7-59):
— Main recording unit

The main recording unit is located in the tail boom area on the floor struc-
ture mounted direct to the airframe.
It is a crash protected airborne recorder and consists of a solid state crash
survivable memory module and an electronic interface. The unit is capa-

A
A
B
D B
OUTSIDE AIR
TEMPERATURE B
CHRONOMETER
MAGNETIC
COMPASS
ICN-89-A-157000-A-00001-02234-A-001-01
Figure 7-58 Independent Instruments - Components Location

ble of downloading stored data and audio information digitally at high

speed.
— Underwater Locator Beacon (ULB)

The ULB is fitted to the crash survivable memory module as an aid to
location in the event of an accident over water.
The beacon is powered by a water activated lithium battery. It will transmit
for a period of 30 days before battery expiry and can operate down to a
depth 20,000 ft.
— Accelerometer
The accelerometer is a tri-axial type, situated on the roof area of the tail
boom area, is an hermetically sealed instrument. It simultaneously mea-
sures acceleration on three axes: vertical, longitudinal and lateral.
— Recorder Independent Power Supply (RIPS).

The primary function of RIPS is to supply independent backup power to
the CVR/FDR when aircraft power systems are inoperative or malfunc-
tioned.
Backup power to the main recording system is achieved by delivering the
energy stored in a multi-cell battery pack assembly internal to the RIPS.
The RIPS monitors the aircraft 28VDC bus voltage, charges and main-
tains its internal battery pack.
Cockpit voice flight data recorder controls and displays

The control panel is located in the left rear avionics compartment (Figure 7-
60).

C
B
A
A
ULB
MAIN RECORDING
UNIT
C
B
RIPS
ACCELEROMETER
ICN-89-A-157000-A-00001-02235-A-001-01
Figure 7-59 CVFDR - Components Location

1 2
5
6
3
4
ICN-89-A-157000-A-00001-02236-A-001-01
Figure 7-60 CVFDR - Controls and Displays

Key to Figure 7-60

1 TEST push-button When the TEST button is pressed this ini-
tiates a requested built-in-test function. The
two leds (CVR and FDR) illuminate for about
8 sec. after which each is switched to ON only
if its associated test is failed.
2 CVR FAIL indication Steady illumination of the CVR FAIL indicator,
indicates either that a fault in the CVR sub-
system has been detected by the CVFDR BIT
function, or that the CVFDR has been put into
a non recording mode.
3 FDR FAIL indication Steady illumination of the FDR FAIL indicator,
indicates either that a fault in the FDR sub-
system has been detected by the CVFDR BIT
function, or that the CVFDR has been put into
a non recording mode.
4 FDR RCRD switch The switch enables the recording function of
the equipment. It is spring loaded momentary
toggle switch. Operation of the RCRD switch
provides an enable signal to the CVFDR over-
riding aircraft installation interlocks for the pur-
pose of FDR subsystem ground test.
5 HEADSET receptacle This receptacle is used to test the audio com-
ing from cockpit area microphone and flight
crew interphones. This function is used only
on ground with engines OFF.
6 ERASE push-button The ERASE button pushed for more than two
seconds, initiates a voice erase cycle only if
the aircraft is on ground and both the engines
are OFF.

HEALTH AND USAGE MONITORING SYSTEM (HUMS)

The HUMS is a part of Monitoring and Diagnostic System (MDS).
The MDS is a distributed system which is implemented on-board the helicop-
ter to provide the diagnostic capability to detect, record and isolate faults,
using a combination of Line Replaceable Unit Built In Test (LRU BIT), HUMS
or manual fault findings, to meet the reliability, maintainability and testability.
The helicopter sensors in relation to aircraft attitude, speed, heading, height
(barometric and radar height), engine torque, engine speed, flight controls
position, wind speed and direction, air temperature etch are directed to the rel-
evant Aircraft and Mission Management Computer (AMMC).
Data acquired from the helicopter sensor information and the monitoring sen-
sors, combined in the AMMC 1 and 2 provide the following main functions:
— Maintenance Data Base (MDB) Management
— Basic Usage and Operation Monitoring (BUOM)
— Transmission Usage Monitoring (TUM)
— Structural Usage Monitoring (SUM)
— Transmission Vibration Monitoring (TVM)
— Structural Vibration Monitoring (SVM)
— Rotor Track and Balance (RTB).

The Vibration Monitoring (VM) functions are available only with the HUMS kit
installed.
The VM functions evaluate the characteristics (amplitude and form) of the
vibrations generated by the movement of the mechanical components (rotors,
shafts, gears, bearings, fans, etch.) and measured by dedicated sensors
(accelerometers).
Thirteen accelerometers perform transmission, drive train and swashplate
vibration monitoring. These accelerometers have a sensitivity of 10 mV/G. The
TVM accelerometers are hermetically sealed, piezoelectric, annular shear
type accelerometers with integral electronics (Figure 7-61).
Specific algorithms turn the vibration characteristics into Health Indices (HI)
which can be associated to the health status of the monitored component.
This data are stored on a Data Transfer Device (DTD) for subsequent down-
load to the ground station. The ground station provides for additional process-
ing and analysis of the MDS data. No initialization, data upload or
configuration action is required.

B
ACCELEROMETER
B
TYPICAL
A B
B
B B
B
B
B B
ICN-89-A-157000-A-00001-02237-A-001-01
Figure 7-61 HUMS - Components Location (Sheet 1 of 2)

A A
ACCELEROMETER
TYPICAL
ICN-89-A-157000-A-00001-02374-A-001-01
Figure 7-61 HUMS - Components Location (Sheet 2 of 2)

Health and usage monitoring system controls and displays

The Multi-function Control Unit (MCDU) and Primary Flight Display (PFD) pro-
vide controls which allow the specific data to be selected and displayed on the
MFD via the menu system.
The Figure 7-62 shows the MCDU "AMMC OPT TABE" through which it is
possible to check the presence of HUMS kit. The figure shows also navigation
through the MCDU pages.
Helicopter maintenance information is shown on the MFD (Figure 7-62). The
data is displayed for a number of elements of the MDS.
Initial access on the MFD is via the SYSTEM menu selection which provides a
list of system selectable both concerning the helicopter systems as well as a
MAINTENANCE selection.
Using the Cursor Control Device (CCD) and selecting the MAINTENANCE
menu a further menu appears which includes both Helicopter (H/C) MAINT
and Cockpit Display System (CDS) MAINT.
Selection of H/C MAINT by the CCD displays the first H/C maintenance page
relevant the data stored in the AMMC.

AMMC@ OPT TABLE 07 / 07 MENU
TCAS PROG DATE MMMDDYY GMT HHMM

< @@@@@@@@@ @@@@@@@@ > [ OCT-25-10 ] [ 14:55:38 ]
VHF MODE D&T SOURCE
< @@@@@@@@@@ GPS2 SET GPS TM
VNAV
< @@@@@@@@
WINDSHIELD
< @@@@@@@@ < DMAP DTD >
WXR
< @@@@@@@@ < EQUIP TEST DB IDENT >
< RTN COPY FROM PTN > < MAINTENANCE AMMC
MAINTENANCE
< OPTIONS PRESS REFUEL >
< EQUIP STATUS

< VIBR MON
< RTN
VIBRATION MONITORING
VDAM1 ST VDAM2 ST
@@@@@@ @@@@@@
SVM CYC TVM CYC SYN

RTB CYC RESULT
< RTB CYC TVM CYC ASY
TR ACQ ST FL COND
MR ACQ ST @@@@@@@ TVM CYC THS
@@@@@@@@@ @@@@@@@@@
1R VERT 1T RAD < RTB SUMRY
**.**/***@ @**.**/*** TVM CYC ENV
1R LAT 1T AXL < RTN
**.**/*** @**.**/*** [ TVM SINGLE ]
MR TRCK
***
TRCK ST
@@@@@@@@@
< RTN
RTB SUMRY RESULTS/EXCD
MR FPOG TR FPOG
**/** **/**
MR HOVER TR HOVER
**/** **/**
MR SL CRS TR SL CRS
**/** **/**
MR CRS TR CRS
**/** **/**
MR FST CRS TR FST CRS
**/** **/**
SPECL MR/TR
< RTN **/**
ICN-89-A-157000-A-00001-02238-A-001-01
Figure 7-62 HUMS - Controls and Displays (Sheet 1 of 2)

MFD
H/C MAINTENANCE - AMMCi

HOME HISTORY FAULT EXCEED ALARM DSCRP USAGE
Current Date xx/xx/xx Flight Hours xx:xx:xx

Current Time xx:xx:xx Take Offs/Landing cycles counter xxxxx
H/C Type xxxxx Rotor Starts Counter xxxxx
H/C Identfier (S/N) xxxxx Rotor Running Time xxxx:xx
AMMC SW Version xxxxxx Engine 1 Power On Counter xxxxx
MDB Start Date xx/xx/xx Engine 1 Powered On Time xxxx:xx
MDB Start Time xx:xx:xx Engine 2 Power On Counter xxxxx
Engine 2 Powered On Time xxxx:xx
APU Starts Counter xxxxx
Fault xxx
APU Running Time xxxx:xx
Exceedance xxx
Alarm xxx
Discrepancy xxx
H/C MAINTENANCE - AMMCi

HOME HISTORY FAULT EXCEED ALARM DSCRP USAGE
Take Off and Landing Take Off and Landing Cycles xxx xx entries of xx
Total Flight Time xxxx:xx
Rotor
Engine 1
# Take Off Landing
Engine 2
Date Time Fuel Date Time Fuel
APU 1 xxxxxx xx:xx:xx xxxxx xxxxxx xx:xx:xx xxxxx
2 xxxxxx xx:xx:xx xxxxx xxxxxx xx:xx:xx xxxxx
ICN-89-A-157000-A-00001-02239-A-001-01
Figure 7-62 HUMS - Controls and Displays (Sheet 2 of 2)


189G0290X002 Landing gear (Chap 32)
LANDING GEAR
(Chapter 32)
GENERAL
The landing gear system is a nose wheel tricycle design, comprising two main
landing gear subsystems and one nose landing gear subsystem.
Main and nose landing gears are retractable and are held in the retracted
position using the hydraulics only.
The landing gear is equipped with one wheel for the main left-hand and right-
hand landing gear and two wheels for the nose.
The brake system is operated for progressive, differential, dynamic braking
and a parking brake function.
LANDING GEAR SYSTEM CONTROLS AND DISPLAYS

The Landing Gear Control Panel (LGCP) is an electromechanical assembly,
located in the cockpit, manually operated by the pilot in order to control the
landing gear system. See Figure 7-63.
The Crew Alerting System (CAS) list in the PFD format can display 5 (five)
cautions for this system. They relate to the low pressure in the two hydraulic
systems, the emergency system activation and the absence of nose locking.
The HELO part of the PWR PLANT format shows the indication about the sta-
tus of the brake system.

Landing gear (Chap 32) 189G0290X002
1
A 2
5 4
ICN-89-A-157000-A-00001-02055-A-001-01
Figure 7-63 Landing Gear System - Controls and Displays (Sheet 1 of 2)

LANDING GEAR INDICATIONS
PARKING BRAKE INDICATIONS
PFD
PWR PLANT
ICN-89-A-157000-A-00001-02371-A-001-01
Figure 7-63 Landing Gear System - Controls and Displays (Sheet 2 of 2)

Key to Figure 7-63

1 LDG Control Lever UP - Start the retraction phase
DOWN - Start the extension phase
2 LDG Position lights OFF - LDG retracted
ON (Amber) - LDG in transit
ON (Green) - LDG extended
3 Emergency switch/ UNLCK (Amber) - UNLOCKED position
indicator UNLCK (Amber and blinking) - ARMED
position
LOCK (Green) - LOCKED position
4 Parking brake selector Pulled and turned right - PARKING BRAKE
ON
Not pulled - PARKING BRAKE OFF
5 NOSE WHEEL UNLOCK (Amber) - UNLOCKED position
CENTERLOCK UNLOCK (Amber and blinking) - ARMED
position
LOCK (Green) - LOCKED position

NOSE LANDING GEAR SYSTEM

The Nose Landing Gear (NLG) system, attached to the aircraft via the pintle
pins, is free swivelling without an active steering motor. It is self-centering after
take-off.
The NLG includes (Figure 7-64):
— Retraction actuator
The retraction actuator is a hydraulically operated line replaceable unit of
the extension and retraction subsystem. It retracts and extends the nose
landing gear. It also serves as the drag brace comprising an internal
mechanical locking device.
— Torque links
Two identical torque links allow the rotation movement between the
wheels and shock absorber cylinder during towing/taxiing operations.
— Shock absorber
The NLG shock absorber is integrated in the shock strut. It is a double
stage type with a low and a high pressure chamber.
— Centering assembly (not illustrated)

The centring assembly consists of two shaped cams, one lower and one
upper. The upper cam is attached to the top of the shock absorber sliding
tube by a circular ring and two pins inserted at opposite sides of the cam,
therefore preventing any circular movement. The lower cam is attached to
the shock absorber inner tube with six pins inserted circumferential.
— Center lock assembly

The locking assembly system is an electromechanical locking actuator,
locking the nose wheels in 0° position when the aircraft is taxiing on
ground with a high speed or when the aircraft is parked. It is installed on a
collar above the cuff assembly at the lower end of the main fitting and is
attached with two screws.
The system has two operation modes: electrical and manual.
When the system works in the electrical mode, the locking assembly pin is
operated through the electrical impulse from the operation of the locking
assembly push button in the cockpit.
The locking assembly can also be manually locked or unlocked on the
ground through the 90° upward or downward movement of a locking
assembly lever.

— Crash device
In case of the aircraft sinking speed being more than 5.5 m/s, which has
to be classified as failure case and therefore the landing gear can get
damaged, the resulting loads will be additionally absorbed by a cylindrical
crash tube, which is made of composite materials. The crash tube stroke
is 80 mm. In case of a crash landing (sinking speed more than 10 m/s) the
resulting loads will be mainly absorbed by the crash tube. In this case the
crash tube will be destroyed completely.
MAIN LANDING GEAR SYSTEM

The Main Landing Gear (MLG) system is attached to STA5700 frame. It
includes (Figure 7-65):
— Trailing arm
The trailing arm is a steel beam that connects the wheel and the shock
absorber, and allows the pivoting of the landing gear during the landing
and extension/retraction operation.
— Main shock absorber

The shock absorber of the main landing gear is a separate line replace-
able unit, not integrated into the main landing gear strut as on the nose
landing gear design, installed with the sliding tube end on the trailing arm
and with the housing end to the lever. The shock absorber is a double
staged type with a low and a high pressure chamber.
The low pressure chamber is located inside the sliding tube and contains
oil and nitrogen which are only separated by gravity. The high pressure
chamber is the area inside the inner tube. The second chamber is filled
with nitrogen only and contains a floating piston.
— Main landing gear lever

The lever is the component which links the shock absorber to the aircraft
structure. The lever is also attached to the retraction actuator. The exten-
sion/retraction of the main landing gear is obtained by pulling/pushing this
lever.
— Extension/retraction actuator
The retraction actuator is a hydraulically operated line replaceable unit of
the extension and retraction subsystem. It retracts and extends the main
landing gear. The tailstock side of the retraction actuator is attached to the

EXTENSION/RETRACTION
ACTUATOR
CENTER LOCK
ASSEMBLY
LOCKING PIN
ASSEMBLY LEVER
UPPER
TORQUE LINK
CRASH
DEVICE
LOWER
TORQUE LINK
SLIDING
TUBE
ICN-89-A-157000-A-00001-02056-A-001-01
Figure 7-64 Nose Landing Gear System - Components Location

aircraft structure and the eye-end side to a lever that actuates the main
landing gear.
The normal operation is performed through the No. 2 hydraulic system,
whilst the emergency extension is provided by the No. 1 hydraulic system
via a shuttle valve incorporated in the retraction actuator housing.
The retraction actuator comprises an internal locking device which auto-
matically locks the actuator at the end of the extension cycle. Unlocking is
ensured by the hydraulic force.
EXTENSION AND RETRACTION SYSTEM

The extension and retraction system includes these primary components
(refer to Figure 7-63 thru Figure 7-66):
— The landing gear control panel
— The landing gear control valve (LGCV)
— The nose landing gear actuator (see page 7-159)
— The left /right main landing gear actuator (see page 7-160).
The landing gear control panel is an electro-mechanical assembly. The pilots
operate it manually to control the landing gear and the related systems.
The LGCV is an electromechanical valve with two primary assemblies (Figure
7-66):
— The normal operation manifold (normal valve)
— The emergency operation manifold (emergency valve inside the mani-

fold).
The LGCV controls the supply of the hydraulic fluid to the landing gear actua-
tors, extending or retracting the landing gear in normal, and emergency mode.
It operates electrically, with signals coming from the control panel and supplies
hydraulic power for the operation of the landing gears.
The normal manifold is connected to the No. 2 hydraulic system. The emer-
gency manifold is connected to the No. 1 hydraulic system.
Two electrical output signals provided by the pressure switch are:
— One signal directly to AMMC 1 and 2 for L/G EMERGENCY STATUS
— Signal for emergency switch indication to the LGCP.

A B
TYPICAL
MLG LEVER
MLG
ACTUATOR
FRAME
LUGS
TRAILING ARM
ICN-89-A-157000-A-00001-02048-A-001-01
Figure 7-65 Main Landing Gear System - Components Location

LANDING GEAR
CONTROL VALVE
ICN-89-A-157000-A-00001-02157-A-001-01
Figure 7-66 Extension and Retraction System - Components Location

(Sheet 1 of 2)
DOWN
EMER
UP DOWN
PRESSURE
SWITCH
EMERGENCY VALVE
S3
PRESSURE
SUPPLY 1
RETURN
CHECK
VALVE
S1 S2
NORMAL VALVE
CHECK
VALVE
RETURN PRESSURE
SUPPLY 2
ICN-89-A-157000-A-00001-02370-A-001-01
Figure 7-66 Extension and Retraction System - Components Location
(Sheet 2 of 2)

WHEELS AND BRAKE SYSTEM
BRAKE SYSTEM
The wheel brake system provides progressive, differential, dynamic braking of
the main wheels and parking brake function.
The brakes system includes (Figure 7-67):
— Parking brake lever

The Wheel Brake Control Lever (W/BCL) is installed in the interseat con-
sole. It is composed by a manual control handle with cable, straight push-
pull type, used to actuate the Wheel Brake Parking/Emergency Valve W/
BPEV.
It is intended to be utilized by the pilot for parking and emergency opera-
tion of the W/BS.
— Master cylinders and pedals

The master cylinders are located underneath and directly connected to
the yaw pedals. As soon as the pedals are pushed, this action generates
the required pressure to the brake assembly proportional to the force
applied to the pedals.
— Brake assembly
The main landing gear brake assembly consists of an aluminium housing
containing:
– Five pistons which operate through an independent hydraulic circuit,
pressure and reaction plates
– Two rotors
– A double stator assembly disc
– Two wear indicators.
Two hydraulic fittings are located on the housing, one for hydraulic pres-
sure supply, the other for hydraulic bleeding.
The dynamic brake function is achieved through the pedal levers installed
on the yaw pedals. The pilot hydraulic master cylinders are supplied
through the co-pilot ones. Each side is connected in series and provides
hydraulic pressure to brake the associated main wheel. A valve is
installed in each master cylinder. This poppet valve gives the priority to
the stronger pedal operated (pilot or co-pilot).

— Wheel Brake Parking/Emergency Module

The W/BPEM is an integrated module used to provide hydraulic power for
parking and progressive/emergency brake operation of the wheel brake
system. This module is located in the nose landing gear bay at the right-
hand side. The W/BPEM is operated by the pilot by pulling the handle of
the W/BCL installed in the in the interseat console.
WHEELS
The nose landing gear wheel assembly (Figure 7-68) is a dual web design
with a 6-inch bead seat diameter to accept a 14.5 x 5.5 tubeless tyre.
The major components of the assembly are two wheel half-hubs. The two half-
hubs are bolted together with tie bolts, washers and nuts.
The nose wheel is fixed on the wheel axle via a one central nut screwed to the
end of the wheel axle. The fixation nut is secured by a cross bolt through the
fixation nut/wheel axle.
The main landing gear wheel assembly is a dual web wheel design. When fit-
ted together, these two half-hubs make an A-frame wheel which provides opti-
mum strength to weight ratio.

A
D WHEEL BRAKE
CONTROL LEVER
E
C
WHEEL BRAKE
B PARKING/EMERGENCY
MODULE
D E B C
BRAKE CONTROL
BRAKE PEDAL
ASSEMBLY
TYPICAL TYPICAL
BRAKE MASTER
CYLINDER
ICN-89-A-157000-A-00001-02052-A-001-01
Figure 7-67 Brake System - Components Location

C A
NLG WHEEL
A ASSEMBLY
B C
MLG WHEEL
ASSEMBLY
TYPICAL
ICN-89-A-157000-A-00001-02158-A-001-01
Figure 7-68 Wheels - Components Location


189G0290X002 Lights (Chap 33)
LIGHTS
(Chapter 33)
GENERAL
The purpose of the lights system is to illuminate the aircraft both internally
(cockpit and cabin) and externally to allow safe operational flying in all light
conditions. The lights system is therefore divided into the following sections:
— Internal lights
— External lights
— Emergency lights.
INTERNAL LIGHTS
The internal lighting system provides and manages illumination of the aircraft
cockpit and cabin. Both cockpit and cabin subsystems are Night Vision Gog-
gle (NVG) compatible, with the exception of the storm lights and the sky lights.
Light Emitting Diode (LED) technology is used in order to reduce power con-
sumption, maintenance operations and give increased reliability.
The cockpit interior lights system includes (Figure 7-69):
— Storm lights
— Panels Backlight and Dimming
— Utility lights
— Dome light
— Outside Air Temperature (OAT) light.

The baggage and cabin lights system includes (Figure 7-70):
— Baggage lights
— Sky lights
— Passenger individual reading lights (hard liner model only)
— Passenger fasten seat belt indicators.

Lights (Chap 33) 189G0290X002
A
B INSTRUMENT
PANEL
A
INTERSEAT
CONSOLE
OAT LIGHT B
PILOT
STORM LIGHT
PILOT
UTILITY LIGHT
OVERHEAD
PANEL
COPILOT
STORM LIGHT
OAT LIGHT
SWITCH
COPILOT
UTILITY LIGHT DOME LIGHT
ICN-89-A-157000-A-00001-02051-A-002-01
Figure 7-69 Cockpit Lights - Components Location

Rev. 2
A
B
BAGGAGE
LIGHTS
ICN-89-A-157000-A-00001-02141-A-002-01
Figure 7-70 Cabin Lights - Components Location (Sheet 1 of 2)

Rev. 2
A
A
FASTEN SEAT BELT LIGHT

(TYPICAL)
PASSENGERS READING LIGHTS

(TYPICAL FOR ALL SEATS)
ICN-89-A-157000-A-00001-02367-A-001-01
Figure 7-70 Cabin Lights - Components Location (Sheet 2 of 2)

CONTROLS AND DISPLAYS
Cockpit lights
The main control panels for the lights system are the two Electronic Control
Display Units (ECDUs) which are connected to the storm lights, dome light,
cabin lights. The panels, bezels and keyboard backlight management is
mainly based on Pulse Width Modulated (PWM) control technology. This is
accomplished using the DIMMING page on the ECDUs. Refer to Figure 7-71.
The ECDUs allow management and control of the lighting. They work inde-
pendently of each other and, should one fail, the second is able to undertake
all operations required.
The OAT light is controlled manually (Figure 7-71) by the overhead switch.
Only the power supply for the OAT from remote electrical power unit 2
(REPU2) is controlled via the ECDU.
The OAT light illuminates when the OAT switch is held depressed on the over-
head console. On release, the light turns off.
The utility lights have the controls on the light unit itself.
Cabin lights
The cabin lights are controlled via the cabin compartment control panel (refer
to Figure 7-71) situated forward of the left hand cabin door. The control panel
allows control of the cabin lighting to be undertaken by the cabin crew. The
cockpit has the ability to take control at any time via the lighting and miscella-
neous control panel and via the CAB LTS page on the ECDUs. The mode of
lighting and the brightness of illumination required can be designated using
the controls available.
The Fasten Seat Belt (FSB) indicators are installed in the cabin compartment.
They are LED based and controlled by the cockpit ECDUs. When the NVG
mode is selected the FSB indicators are inhibited or switched off.
Passenger reading lights include a personal reading light switch.
The baggage lights are controlled by two micro-switches on the left and right
baggage doors. The baggage lights turn on when a baggage door is open,
and turn off when both baggage doors are closed.

ICN-89-A-157000-A-00001-02057-A-001-01
Figure 7-71 Internal Lights - Controls and Displays (Sheet 1 of 2)

E
A
B
A
1 2 3
D C C
5
4
6
D
TYPICAL
ICN-89-A-157000-A-00001-02058-A-001-01
Figure 7-71 Internal Lights - Controls and Displays (Sheet 2 of 2)

Key to Figure 7-71

1 PNLS rocker switch The ‘+’ and ‘-’ push buttons control the level of
brightness of the backlight panels in the
cabin.
2 LTS rocker switch The ‘+’ and ‘-’ push buttons control the level of
brightness of the sky lights in the cabin.
3 MODE switch A toggle switch that changes the level of
brightness of cabin lights for day or night
operations.
4 OAT light push-button When pushed the OAT light (7) is ON only as
switch long as the push-button is held
5 Utility light push- Push the button for flash function (momentary
button ON) independent from the dimming function
6 Utility light control Rotated clockwise, turns on and adjusts the
knob brightness of the lights
7 OAT light See ref. 4

EXTERNAL LIGHTS
The aircraft external lighting system is designed to meet the requirements for
visible and NVG operations. The visible light sources are NVIS friendly. The
majority of the lighting subsystems can be operated in two modes, NORM
(visible light source) and NVG (Infrared (IR) light sources).
The external lighting system comprises the following subsystems (refer to Fig-
ure 7-72):
— Navigation lights (Anti-collision and position lights)
— Steerable landing lights.
CONTROLS AND DISPLAYS

The external lights are all controlled via the ECDU lights page (Refer to Figure
7-73) that allows the following actions:
— Set on or off the position lights
— Set on or off the anti-collision lights
— Change the landing lights NVIS mode from White to IR.

The steerable landing lights are controlled via the related switches on the pilot
and copilot collective grips (refer to Figure 7-73).
STEERABLE LANDING LIGHTS

The steerable landing lights provides sufficient light to allow the following
operations:
— Taxiing
— Landing
— Hovering.
The helicopter is equipped with two steerable landing lights developed with
high intensity discharge (HID) technology for white light. Each light has its own
motor that provides each of the lamps with sufficient power to allow use of a
single lamp for manoeuvres. Refer to page 7-179 for controls and displays.
The lamps can be controlled through 360° of rotation and 120° of elevation.
The movement speed is greater than 20° per second.
Three switches, on the pilot and copilot collective grip, let the two landing
lights to be controlled jointly or independently.

A C
E
A
UPPER
D ANTI/COLLISION LIGHT
G F
F G B
STEERABLE
LANDING LIGHT
TYPICAL
LOWER
ANTI/COLLISION LIGHT
D E C
SIDE
POSITION LIGHT
REAR
POSITION LIGHT
TYPICAL
ICN-89-A-157000-A-00001-02053-A-001-01
Figure 7-72 External Lights - Components Location

ICN-89-A-157000-A-00001-02059-A-001-01
Figure 7-73 External Lights - Controls and Displays (Sheet 1 of 2)

LDG-LT
SWITCH
AUTO
A EXT/CAGE
STOW
A SWITCH
LH
BOTH
RH
SWITCH
ICN-89-A-157000-A-00001-02127-A-001-01
Figure 7-73 External Lights - Controls and Displays (Sheet 2 of 2)

The LH/BOTH/RH switch allows the pilots to control both lights, or only the left
or the right light.
The AUTO EXT/CAGE STOW momentary switch allows the pilots to extend,
align and stow the selected light(s).
— With the landing light(s) switched off and in the stowed position, selecting
the AUTO EXT/CAGE position initiates the AUTO EXT function: the
selected light(s) illuminates and extends to the predefined landing posi-
tion (75° extension, forward pointing). During the AUTO EXT sequence all
other controls to the light(s) are inhibited.
— With the landing light(s) un-stowed and irrespective of being switched on

or off, selecting the AUTO EXT/CAGE position initiates the CAGE func-
tion: the selected light(s) illuminates and aligns to the predefined landing
position. This function helps the pilots to point the light to a known direc-
tion. During the CAGE sequence all other controls to the light(s) are inhib-
ited.
— With the landing light(s) un-stowed and irrespective of being switched on

or off, selecting the STOW position initiates the STOW function: the
selected light(s) switches off (if on) and retracts to the stowed position.
During the STOW sequence all other controls to the light(s) are inhibited.
The 5-way LDG LT switch allows the pilots to set on or off the selected light(s).
It also controls the position of the selected light(s) as follows:
— FWD: the light extends
— AFT: the light retracts

— RIGHT: the light points right
— LEFT: the light points left.

The pilots can switch off the selected light(s) while leaving the light(s)
extended. In this condition, the directional controls are inhibited.
Advisory and status messages will appear in the crew alerting system window
(CAS) of the PFD.
The lights are installed under the forward fuselage placed symmetrically with
respect to the longitudinal axis of the helicopter.

EMERGENCY LIGHTS
The Emergency Lights System comprises internal and external light sources
to provide adequate light level in the event of an emergency landing with loss
of the aircraft electrical generation and power distribution system.
All components and wiring of the alternate power supplies are physically and
electrically segregated from the normal system. Emergency power is provided
by the battery pack situated in the nose of the aircraft. The battery pack pro-
vides the required level of illumination for at least 10 minutes after an emer-
gency landing or failure.
There are two light systems incorporated within the emergency light system.
Refer to Figure 7-74:
— Internal emergency lights
— External emergency Lights.

Three internal emergency lights are installed in the cabin roof, in a row along
the center line of the aircraft. The lights provide illumination of the passenger
exit aisles within the cabin.
The two external emergency lights, installed in the forward faring of the left
and right sponsons, utilise LED technology to produce white light that illumi-
nates the terrain around the aircraft exits in the event of an emergency land-
ing.
Controls and displays

Control of the internal emergency lighting is via the miscellaneous and lights
control panel in the cockpit or via the cabin compartment control panel. Refer
to Figure 7-75.

A
A
A
C
B
INTERNAL
EMERGENCY
LIGHT
TYPICAL
B C
EXTERNAL
EMERGENCY LIGHT
TYPICAL
ICN-89-A-157000-A-00001-02054-A-001-01
Figure 7-74 Emergency Lights - Components Location

A C A
B
1
C
2
ICN-89-A-157000-A-00001-02060-A-001-01
Figure 7-75 Emergency Lights - Controls and Displays

Key to Figure 7-75

1 EMER switch OFF - All the emergency lights are off. The
battery pack is charging
ARM - All the emergency lights are off. The
battery pack is charging. The system is ready
to operate in case of loss of power.
ON - All the emergency lights are on, powered
by the battery pack (independently of aircraft
power supply). This condition is also used for
testing.
2 EMER LTS switch Depressed - The status of the emergency light
system is accordance with the EMER switch
(see ref. 1).
Pressed - All the emergency lights are on,
powered by the battery pack (independently
of aircraft power supply and position of the
EMER switch).


189G0290X002 Navigation (Chap 34)
NAVIGATION
(Chapter 34)
GENERAL
Navigation function is generally defined as determination of position and direc-
tion of the aircraft on or above the surface of the earth. The navigation system
supplies the aircraft navigation data in order to provide flight planning capabil-
ity, navigation information, and flight performance data to pilot and co-pilot.
The general architecture is shown in the Figure 7-76.
The navigation system includes the following sub-systems:
— Flight environment data
— Attitude and Direction
— Landing aid system
— Radio altimeter system
— Position determining system
— Flight management system
— Direction finder (DF) system (optional).
FLIGHT ENVIRONMENT DATA

The schematic diagram of the flight environment data system is shown in the
Figure 7-77.
The flight environment data system uses sensors to measure the different
environmental conditions, such as the conditions that follow:
— Air pressure
— Airspeed
— Altitude
— Outside air temperature (OAT).

Flight environment data includes: (Figure 7-78):
— Pitot-static system
— Air Data System (ADS).

Rev. 4
Navigation (Chap 34) 189G0290X002
AHRU 1 DATA AHRU 2 DATA

FCC
CCD CCD
ISIS
DU1 DU2 DU3 DU4
DG/MAG SEL DG/MAG SEL
CPLT CPLT PLT PLT
PFD MFD PFD MFD
RCP
AHRU 1 DATA
AHRU 2 DATA
AFDX AFDX
AHRU 1 DATA AHRU 2 DATA
MSU AHRU AMMC AMMC AHRU MSU

1 1 1 2 2 2
GPS GPS
1 2
MCDU MCDU
1 2
ADS & GPS 2 DATA
ADS & GPS 1 DATA
ICN-89-A-157000-A-00001-02168-A-001-01
Figure 7-76 Navigation System - Schematic Diagram

PITOT STATIC SYSTEM

The system is composed of two pitot-static probes (number 1 and number 2
pitot) that are installed respectively on the left and on the right side of the heli-
copter nose.
The purpose of the pitot-static system is to provide, through a set of nylon
tubes, the dynamic and static air pressure to the Air Data Units (ADU) and
standby instrument.
In the event of primary static failure condition, alternate static ports provide an
alternative static pressure source. There are two independent and separated
alternate static sources located in the overhead panel. Each port is integral
with a lever-type selector valve that can be operated by the crew.
AIR DATA SYSTEM

The helicopter has 2 Air Data Units (ADU). The number 1 and the number 2
air data units (also called Air Data Module or Air Data Computer) are installed
respectively on the left and on the right side of the nose.
The ADU measures barometric altitude, airspeed and temperature in the
atmosphere. It has integrated solid-state pressure sensors for static and pitot
pressure.
ADUs change the data received from the pitot and static system into digital
signals and perform the calculation of the related flight data (airspeed, altitude
and rate of climb or descent).
Each ADU has the Total Pressure (PT) and the Static Pressure (PS) input
ports. PT is connected to the total pressure output port P of the on side pitot-
static probe. The ADU1 PS is connected to the static pressure output ports
S2-S1 (left-to-right) of the pitot-static probes and in the ADU2 the PS is con-
nected to the static pressure output ports S1-S2 (left-to-right) of the pitot-static
probes.
FLIGHT ENVIRONMENT DATA CONTROLS AND DISPLAYS

The Primary Flight Display (PFD) format contains air data system flight indica-
tions. They consist of (Figure 7-79):
— Air Speed
— Barometric Altitude
— Vertical Speed (VS) (including TCAS II Resolution Advisories when TCAS

II is installed)

ICN-89-A-157000-A-00001-02166-A-001-01
Figure 7-77 Flight Environment Data System - Schematic Diagram

A ALTERNATE
B
STATIC SOURCE OAT SENSOR
TYPICAL
C A
D
C
D
D C
AIR DATA PITOT STATIC

UNIT PROBE
TYPICAL
TYPICAL
ICN-89-A-157000-A-00001-02159-A-001-01
Figure 7-78 Flight Environment Data - Components Location

— Outside Air Temperature (OAT)

The Crew Alerting System (CAS) list shows also indication about failures in
the flight environment data system.

PFD
2
9
3
10
8 7 IAS INDICATIONS
13 14
11 12
IAS ANNUNCIATIONS
ICN-89-A-157000-A-00001-02160-A-001-01
Figure 7-79 Flight Environment Data - Controls and Displays
(Sheet 1 of 2)

PFD
25 31
24 15
32
23 16
26 33
27
17
18 34
22
19
21
20
28 35
30 29
BARO ALTITUDE VERTICAL SPEED
ICN-89-A-157000-A-00001-02167-A-001-01
Figure 7-79 Flight Environment Data - Controls And Displays
(Sheet 2 of 2)
Key to Figure 7-79

1 Indicated air speed Indicated air speed value.
scale
2 Selected airspeed Airspeed indication that is associated with
current AFCS captured and armed modes.
3 Trend vector Trend vector is a magenta bar rising above or
below from the airspeed mid-scale. It antici-
pates the air speed behavior in order to give
to the pilot the quantity of the future airspeed
variation.
4 Airspeed pointer and The pointer indicates the current airspeed on
readout the tape and contains 3 digits readout with
numeric resolution of 1kt.
5 CAT A selected Not available.
operation
6 Selected airspeed bug The bug displayed on the airspeed scale is
associated with current AFCS engaged
modes.
7 Ground speed source The ground speed data source for the readout
is the Flight Control Computer (FCC) or Flight
Management System (FMS).
8 Ground speed Ground speed indication.
9 Velocity Never Exceed The VNE value is computed from current
(VNE) limit indication standard altitude and outside air temperature
in All Engines from the ADS source defined by ADS.
Operative (AEO)
condition
10 Velocity Never Exceed The VNE value is computed from current
(VNE) limit indication standard altitude and outside air temperature
in One Engine Inoper- from the ADS source defined by ADS.
ative (OEI) condition
11 IAS caution IAS will exceed VNE
12 IAS warning VNE exceeded (AEO)
13 VNE VNE Miscompare. VNE Miscompare occurs
when there is a difference of more than 5 Kts
for more than 1 second between the VNE val-
ues of the two sources.


14 IAS IAS Miscompare. Miscompare occurs when
there is a difference of more than 20Kts for
more than 1 second between the airspeed
values of the two ADS sources.
15 Altitude scale An indication of altitude is provided by a mov-
ing altitude scale range from -2,000 ft to
60,000 ft and fixed pointer.
16 ALTA bug The AFCS pre-selected altitude symbology
provides reference altitude indications associ-
ated with current AFCS armed modes.
17 Altitude pointer The pointer is a black box that contains the
digital readout and indicates the current alti-
tude.
18 ALT bug The AFCS selected altitude symbology pro-
vides reference altitude indications associated
with current AFCS engaged modes.
19 Altitude trend vector The altitude trend vector is a magenta bar ris-
ing above or below from the altitude mid-
scale. It indicates the altitude which will be
reached within five (5) seconds by the aircraft
if current situation is maintained.
20 Decision height tape --
21 Altitude readout The pointer contains the digital readout and
indicates the current altitude.
22 Altitude negative label A "NEG" white label is displayed on the left of
the altitude readout when value is below 0 ft.
23 Barometric reference Altitude miscompare occurs when there is a
miscompare difference of more than 150 ft for more than 1
second between the standard altitude values
of the two sources.
24 ALT readout AFCS selected readout altitude.
ALT readout and indicator are magenta (typi-
cally associated with a Captured mode).
25 ALTA readout AFCS pre-selected readout altitude. The
ALTA readout and indicator are cyan colored
(typically associated with an armed mode).


26 Altitude metric readout This display is generated by converting baro-
metric altitude to meters. The altitude metric is
displayed on all PFDs when the selection is
made through MFD system configuration
menu.
27 M Meters label
28 BARO As soon as the barometric correction setting
is changed, it is annunciated via a BARO label
toggling between black text over white back-
ground and reverses video. This annunciation
is maintained 5 seconds after the last change.
29 Barometric unit The unit used, hPa or InHg, depending of the
selection made through MFD system configu-
ration menu.
30 Barometric reference The Barometric reference consists of a cyan
digital readout followed by a white indication
of the unit used.
31 Selected vertical AFCS selected vertical speed readout associ-
speed readout ated with vertical speed engaged modes.
32 Vertical speed readout - -
33 Vertical speed needle The indication of vertical speed is provided by
the moving pointer (green needle) and fixed
scale.
34 Selected vertical --
speed bug
35 Scale The white scale consists of a full scale range
of -3000 to 3000 ft/min.

ATTITUDE AND DIRECTION

The attitude and direction system supplies attitude, heading and reference
data to the aircraft systems. The schematic diagram is shown in the Figure 7-
76.
The system consists of (Figure 7-80):
— The Attitude and Heading Reference Units (AHRU 1 and AHRU 2).
The two AHRU's are installed respectively in left and right side of the nose
avionic bay.
The AHRU, utilizing fiber optic rate gyros (FOG) and micro mechanical
accelerometers for the measurement of aircraft angular rate movement,
computes and generates attitude, heading and flight dynamics (body
rates and acceleration) data used by:
– Cockpit Display System (CDS)
– Auto Flight System (AFCS)
– Aircraft and Mission Management System (AMMS)
– Flight Management System (FMS)
– Other avionic systems.
— The magnetic sensor units (flux valve)

There are two magnetic sensor units (flux Valve), one for each AHRU.
Number 1 and 2 flux valves are installed, respectively in the aft and for-
ward position on the left side of the tail boom assembly.
— The standby attitude director indicator.
The indicator is located on the cockpit instrument panel in the pilot side.
The purpose of the instrument (or ADI STBY) is to provide backup pitch,
roll, and slip/skid information, and backup air data information (airspeed,
altitude and vertical speed) using internal sensor systems totally indepen-
dent from the AHRS.
ATTITUDE AND DIRECTION CONTROLS AND DISPLAYS
See Figure 7-81.

C A
B A
B
STANDBY ATTITUDE
DIRECTOR INDICATOR
B
AHRU
FLUX VALVE 1
FLUX VALVE 2
TYPICAL
ICN-89-A-157000-A-00001-02165-A-001-01
Figure 7-80 Attitude and Direction - Components Location

4 5
PFD
3
10 11 12 6
13 2
14
9 1
15 7
16
8
17
ICN-89-A-157000-A-00001-02169-A-001-01
Figure 7-81 Attitude and Direction - Controls and Displays (Sheet 1 of 2

18
19
34 VOR2 358 29.94 INHG 20
33 160 21
2300
32 16 500
10 10
140 22
31 134 16300
10 10 4968 M
30 120
16 000 23
29 100
3 34 35 N 1 2 BRT
BRG 006 110.00
28 24
M ALN SET
27 ADI STBY
26 25
42 VOR2 358 29.92 INHG 35

200 2300
10 16 500
10
180
41 174 16300
10 10 4968 M
160 I
16 000 36
40
140 3 34 35 N 1 2 CRS
BRG 006 110.00 37
39 VOR DISPLAY 38
ILS1 007 1013 HPA
160 2300
45 10 10 16 500
140
134 16300
10 10
44 120
16 000
100
3 34 35 N 1 2 BRT
110.00
43 ILS/BC DISPLAY
ICN-89-A-157000-A-00001-02175-A-001-01
Figure 7-81 Attitude and Direction - Controls and Displays (Sheet 2 of 2)

Key to Figure 7-81

1 Horizon line The intersection of sky and ground shading
corresponds to the horizon line.
2 ROLL Roll miscompare occurs when there is a dif-
ference of more than 5° during more than 0.5
second between the Roll values of the two
sources.
3 Roll scale The roll scale is a 120° white arc graduated.
4 Pitch scale The pitch scale provides a quantitative indica-
tion of the aircraft pitch angle, in addition to
the horizon indication. The pitch scale moves
vertically as the aircraft pitches up or down.
5 Roll pointer and slip/ The indication of the slip/skid of the aircraft is
skid indicator represented by a white trapezoid below the
roll pointer rotating with it and translating
regarding the slip/skid of the aircraft.
6 PITCH Pitch miscompare occurs when there is a dif-
ference of more than 5° during more than 0.5
second between the Pitch values of the two
sources.
7 Aircraft reference Aircraft reference.
8 ATT FAIL If the input is failed or the input data is not
received, an attitude fail flag is displayed in
addition to the symbology being removed.
9 Compass rose The full rose (360°) compass is an azimuth
scale providing a graphical indication of air-
craft heading by rotating around the aircraft
symbol.
10 Pre-selected heading AFCS pre-selected heading symbology pro-
bug vides reference heading indications associ-
ated with HDG armed mode.
11 Heading reference The heading reference label provides an indi-
cation of the selected heading reference.
12 Heading pointer and Heading pointer and digital readout.
digital readout


13 Selected heading bug AFCS selected heading symbology provides
reference heading indications associated with
HDG engaged modes.
14 Selected course Shows the selected course.
readout
15 Ground track indicator A filled triangle shaped bug shall be displayed
on the compass arc to indicate ground track
angle (also called drift bug).
16 HDG Heading miscompare occurs when there is a
difference of more than 10° during more than
2 seconds between the Heading values of the
two sources.
17 HDG FAIL When the heading input is invalid, the heading
readout is replaced by three amber dashes
and the heading fail flag is displayed below
the normal location of the heading readout.
18 VNE limit bar A red bar running horizontally across the tape
in conjunction with a vertical tape indicates all
airspeeds that equal and exceed the VNE
(AEO).
19 Barometric correction The barometric correction displays the current
selected barometric correction, as selected by
the pilot, using the rotary knob and push but-
ton.
20 Slip indicator The roll pointer incorporates a slip indicator
for aiding coordinated turns, track angle indi-
cation. The slip indicator is shown displayed
as a trapezoidal element below the roll
pointer. The slip indicator limits at +/-10° of
slip.
21 Digital vertical speed The vertical speed display has a range of
indicator display 0±9950 fpm, with a resolution of 50fpm.
22 Digital barometric The digital barometric altitude display has a
altitude display range of -2,000ft to 40,000ft.
23 Digital metric altitude For those aircraft configurations supporting
display Box the display of digital metric altitude, its display
is selectable via the menu.


24 Knob annunciation Knob annunciation.
25 SET knob/push-button Rotating selector knob for menu navigation.
26 ALN push-button Attitude align push-button
27 M push-button Menu. Pressing the button enables selection
of the following menu options that can be
scrolled with rotating knob:
BRT (Brightness setting)
NAV1/NAV2 (navigation source selection)
CRS (Course selection)
HPA/IN (baro pressure unit selection)
ALT (Altitude Unit setting feet or meters).
28 Magnetic heading The magnetic heading tape presents current
tape aircraft stablished magnetic heading with a
visible range of +/-30°.
29 Airspeed tape The airspeed tape has a visible display range
of 80 knot. Minor markings are represented by
a line every 10 knots, major markings are dis-
played numerically every 20 knots.
30 Aircraft symbol The aircraft symbol consists of a square indi-
cating the centre of the aircraft and two L-
shapes that represent wing position.
31 Digital airspeed When at displayed indicated airspeeds below
display the 20Kts, the digital airspeed display will indi-
cate 0 knots in black text over amber back-
ground. When airspeeds is equal to and
above the VNE threshold, white airspeed dig-
its are displayed on a red background.
32 VNE limit bar (OEI) A dashed red and white bar running horizon-
tally across the tape, is displayed at the VNE
(OEI).
33 Pitch ladder The pitch ladder has a scale of 2.5° markings,
positioned between +/-7.5° from the horizon
line and 5° markings between +/-90°
34 Roll scale and pointer The roll scale consists of an arc marked.


35 Digital course The digital course display shows the selected
course to the VOR station.
36 Course deviation The course deviation indicator displays the
indicator deviation between the selected course and
the magnetic bearing to the VOR station cur-
rently being received from the NAV receiver.
37 Course pointer If the currently set course bearing is within 30°
of the current magnetic heading, a green
course pointer is displayed on the magnetic
heading tape.
38 VOR frequency The VOR frequency (MHz) received from the
NAV radio is displayed in green text.
39 Digital bearing The Digital Bearing Display shows in green
text the magnetic bearing to the VOR station
received from the NAV receiver.
40 Marker beacon Inner, middle and outer marker beacons are
displayed respectively as a black “I”, “M” or
“O” drawn on a different coloured background.
41 VNE exceeded (AEO) VNE exceeded (AEO)
42 Mode flag The mode flag displays VOR1 or VOR2 to
indicate selection of the VOR navigation
mode sourced from NAV Receiver 1 or 2
respectively.
43 ILS frequency The ILS frequency (MHz) received from the
NAV radio is displayed in green text.
44 Localizer If Information is received, the localizer scale is
displayed with standard deviation represented
from the ILS beam centreline.
45 Glideslope When the ILS/BC mode is ILS and valid
glideslope information is received, the glides-
lope scale is displayed with standard devia-
tion.

LANDING AID SYSTEM

The landing aid system is commonly referred to as the Instrument Landing
System (ILS). The ILS supplies approach and landing navigation guidance
data.
The ILS (VOR/LOC/GS/MB) system is part of the radio navigation system
composed by two navigation receivers (NAV1 & NAV2).
Each NAV receiver is controlled (primary radio tuning) via MCDUs. The NAV1
and NAV2 support backup tuning control via dedicated ARINC 429 directly
from the on-side MCDU.
The schematic diagram of the landing aid system is shown in the Figure 7-82
The main components of the system are shown in Figure 7-83:
— NAV-4500 Radio NAV Receiver (NAV1)

Rockwell Collins NAV-4500 navigation receiver provides the same func-
tionality of NAV-4000, without the ADF capability (only present in the NAV-
4000).
— NAV-4000 Radio NAV Receiver (NAV2)

Rockwell Collins NAV-4000 navigation receiver is a fully integrated VOR/
LOC, Glideslope, Marker Beacon receiver with the addition of the ADF
receiver. The VOR/LOC/GS/MB receiver provides 200 (50-kHz spaced)
VOR/LOC channels from 108.00 through 117.95 MHz and 40 GS chan-
nels (329.15 to 335.0 MHz) automatically paired with localizer channels. It
also provides a marker beacon receiver whose carrier signal is at 75 MHz
amplitude modulated (by audio tones).
— VOR/LOC antenna
The VOR/LOC antenna is installed in the left and right side of the tail sec-
tion.
— Glide Slope (GS) antenna

The GS antenna is installed in the bottom part of the nose radome struc-
ture.
— One Marker Beacon (MKRB) antenna

The MKR Beacon antenna is installed on the right side of the bottom fuse-
lage.

NAV 1 DATA NAV 2 DATA

FCC
CCD CCD
DU1 DU2 DU3 DU4

CPLT CPLT ISIS PLT PLT
PFD MFD PFD MFD
NAV 1 DATA
NAV 2 DATA
AFDX AFDX
NAV 1 TUNING NAV 2 TUNING
NAV 1 TUNING NAV 2 TUNING
NAV 1 DATA
NAV 2 DATA
NAV AMMC AMMC NAV

1 1 2 2
BACKUP RADIO TUNING MCDU MCDU BACKUP RADIO TUNING
1 2
VOR 1 AUDIO VOR 2 AUDIO

ICS
MKRB 1 AUDIO MKRB 2 AUDIO
VOR/LOC OS MKRB
ANTENNA ANTENNA ANTENNA
VOR/LOC OS MKRB
COUPLER COUPLER COUPLER
ICN-89-A-157000-A-00001-02176-A-001-01
Figure 7-82 Landing Aid System - Schematic Diagram

A
NAV1
B E
D
A E
C VOR/LOC
B
ANTENNA
NAV2
D C
GS ANTENNA
MKRB ANTENNA
ICN-89-A-157000-A-00001-02170-A-001-01
Figure 7-83 Landing Aid System - Components Location

LANDING AID SYSTEM CONTROLS AND DISPLAYS

The MCDU is the primary control unit for the radio navigation system (Figure
7-84). The MCDU controls all the modes, frequencies, and codes of all the
radio navigation modules of the helicopter.
Note
Refer to Chapter 46 for more information of the MCDU controls.
A set of NAV receivers tuning pages is provided by MCDU, in order to manage
the VOR-LOC/GS/MKRB system. The access is through the TUNE key.
The radio NAV control using the cockpit display system is called "secondary
radio tuning" (Figure 7-84) (the primary is through MCDU).
With the secondary radio tuning the NAV frequencies are selected using the
CCD interacting with the PFD Radio Frequency Indication (RFI) boxes.
When the RFI box has been selected on the PFD the CCD outer rotary knob
shall be used to navigate the RFI windows and set focus cycling as follow:
Rotate clockwise:
VHF
VOR
XPDR
CAS list
VHF
VOR
XPDR
Rotate counter-clockwise:
VHF
CAS List
XPDR
VOR
VHF
CAS List
The box that is put under control (focused) appears boxed in cyan.
The RFI windows have three operative modes:
— ACTIVE Mode

— EDIT Mode
— NON ACTIVE Mode.
VOR/LOC Course selection

In the display control panel (Figure 7-84), the course (CRS) knob is used to
select the VOR/LOC1 or VOR/LOC2 course value. When CRS "DIR TO" is
pushed, the course value is set to the value of the VOR bearing or current
heading when the VOR/ILS receiver is tuned to a LOC frequency.
Using the PFD menu keys (lower bar) it is possible to reach the back-up menu
bar that provides the COURSE ± Keys.
VOR-LOC NAV Source Selection

Using the PFD menu keys (lower bar) (Figure 7-84) it is possible to select the
NAV source and the preset NAV source.

MENU TUNE 1/3
DATE MMMDDYY GMT HHMM VHF1 TX VHF2

[OCT-25-10] [14:55:38] [118.650] [120.700]
D&T SOURCE 25K SQ
< GPS2 SET GPS TM > < [119.000] [120.550] >
NAV1 INH H NAV2
< OPTIONS PRESS REFUEL > [109.75] [108.50]
< EQUIP STATUS DTD > < [110.75] [111.50] >

XPDR1 TCAS
< EQUIP TEST DB IDENT > < TA ONLY
ID
< VIBR MON DBU > < [5645] TX IDENT
NAV1 1/2
13 1
FREQ NEAREST
[109.75] [ SRN ] VORDME >
12
[110.75] [----] ------ >
HOLD
11 OFF
INH TUNE
AUTO / MAN 2
MODE MB SENS
VOR LOW / HIGH
10 DME CH1
055X
3
9
NAV1 2/2
8 4
M BRG NAV1
045 FAIL TEST
ETE
01:20
7 RNG DME CH1
108.4 PASS TEST
6
5
ICN-89-A-157000-A-00001-02177-A-001-01
Figure 7-84 Landing Aid System - Controls and Displays (Sheet 1 of 4)

112.60
114.20
VOR2 VOR2 VOR2 VOR2

112.60 112.60 112.60 112.60
AUTO
114.20 114.20 LIMC
RFI RFI RFI RFI

ACTIVE MODE EDIT MODE NON-ACTIVE MODE NON-ACTIVE MODE
ICN-89-A-157000-A-00001-02178-A-001-01

COURSE DIGITAL READOUT COURSE POINTER
VOR2 123
190 135
180
170
160
140
130
120
123 DH 200
450
300
RHT 0
T/D 0
ICN-89-A-157000-A-00001-02186-A-001-01

190
180
170
160
140
130
120
123 DH 200
450
300
RHT 0
T/D 0
OFF FMS1
FMS2
VOR/ILS1
VOR/ILS1
VOR/ILS2 VOR/ILS2
NAV SOURCE PRESET NAV SOURCE SELECT
VOR2 FMS2 123 FMS2 123

090 135 135
NAV SOURCE AND PRESET SELECTION
ICN-89-A-157000-A-00001-02187-A-001-01

Key to Figure 7-84

1 LSK NEAREST: The push-button allows the opera-
tor to enter/display NAV identifier and access
the nearest.
2 LSK INH TUNE: The push-button allows the opera-
tor to toggle between auto and Manual tuning.
3 LSK MB SENS: The push-button allows the opera-
tor to manage the sensitivity of the marker
beacon.
4 LSK NAV 1: The push-button selects VOR1 TEST
with an indication of the result adjacent.
5 LSK DME CH1: The push-button selects TEST
with an indication of the result adjacent.
6 LSK RNG: Display only area. DME range to the
selected DME beacon
7 LSK ETE: Display only area. Estimated Time en
Route to the DME beacon.
8 LSK M BRG: Display only area. Magnetic bearing
of the VOR course radial.
9 LSK DME CH1: Display only area. Indicates the
DME channel number which is co-located with
the VOR Frequency.
10 LSK MODE: Display only area. Displays the
selected NAV mode (VOR or ILS).
11 LSK HOLD: The push-button allows the operator to
hold the DME channel to continue to obtain
distance data.
12 LSK The push-button allows the operator to enter/
display stand-by frequency.
13 LSK FREQ: The push-button allows the operator to
enter/display active frequency with the oppor-
tunity to swap the active/stand-by frequen-
cies.

RADIO ALTIMETER SYSTEM

The system consists of the radio altimeter system (RAD ALT). The RAD ALT
system measures the aircraft altitude (up to 2500 ft) above the terrain with the
altitude data shown on the PFDs.
It includes (Figure 7-85):
— RAD ALT1 transmitter/receiver unit (ALT-4000) is installed in the left side

of rear avionic compartment bay (baggage compartment bay).
— The two identical radar altimeter 1 antennas (one for transmit and one for
receive) installed on the left side of the bottom surface of the tail section.
The transmit antenna is the forward antenna and the receive antenna is
the aft. The two antenna are installed oriented with the arrowheads facing
each other.
— RAD ALT2 transmitter/receiver unit (ALT-4000) is installed in the right side

of rear avionic compartment bay.
— The two identical radar altimeter 2 antennas (one for transmit and one for
receive) installed on the right side of the bottom surface of the tail section.
The transmit antenna is the forward antenna and the receive antenna is
the aft. The two antenna are installed oriented with the arrowheads facing
each other. .
RADIO ALTIMETER SYSTEM CONTROLS AND DISPLAYS

The radio altitude tape shall be displayed at the left of the triple-tach display
for altitudes less than 500 ft.
Radio altitude tape and RHT bug, if RHT is engaged, shall be removed when
indicated altitude exceeds 530 ft and re-displayed when the indicated altitude
descends below 500 ft. See Figure 7-86.
The DH setting is set by each pilot from the DCP or PFDs Bezel Keys. The DH
setting is independent at each PFD position.

B
C
A B
A
RAD ALT1 RAD ALT2
RADAR
ALTIMETER 1
ANTENNAS
RADAR
ALTIMETER 2
ANTENNAS
ICN-89-A-157000-A-00001-02179-A-001-01
Figure 7-85 Radio Altimeter System - Components Location

1
500 1000 9
8
500 2
7
3
3
4
6
2
5
0 ft 200 ft 500 ft
ICN-89-A-157000-A-00001-02180-A-001-01
Figure 7-86 Radio Altimeter System - Controls and Displays (Sheet 1 of
2)
190
180
170
160
140
130
120
123 DH 200
450
300
RHT 0
T/D 0
ICN-89-A-157000-A-00001-02181-A-001-01
Figure 7-86 Radio Altimeter System - Controls and Displays
(Sheet 2 of 2)

Key to Figure 7-86

1 Decision height Decision height reference.
readout
2 Radio altitude readout Radio altitude reference symbology.
and bar
3 Radio altitude The radio altitude reference digital readout is
reference readout displayed directly below the radio altitude tape
only while requested by FCS. The set point is
determined by the onside FCS. The radio alti-
tude reference bug, is displayed along the
radio altitude tape corresponding to the radio
altitude reference digital readout.
4 Scale Radio altitude scale and markers.
5 TEST When RA Test push button on display control
panels is pressed, the radio altimeter is set to
test, the amber "TEST" annunciation is dis-
played vertically on the left of the RA scale. If
status is valid, radio-altitude readout is 50 ft is
displayed on the rising strip as a single green
Tape.
6 Decision height Pointer related to the decision height refer-
pointer ence.
7 RA Radio altitude label.
8 DH Decision height label.
9 RA Radio altimeter failure indication
-- DH The DH annunciation is displayed on the PFD
when the RA height is below the selected
decision height.

POSITION DETERMINING SYSTEM

The system includes in turn the follow sub-system (Figure 7-87):
— Very high frequency Omnidirectional Radio Range (VOR)

VOR system receives and demodulates signals transmitted from VOR
ground stations. These signals are converted into navigation guidance
information. This information gives VOR bearing, VOR lateral deviation,
TO/FROM flag and station identification audio tones and messages.
— Automatic Direction Finder (ADF)

The ADF receiver supplies the bearing data from a No Directional Beacon
(NDB) ground station for in-flight navigation, terminal navigation, and area
guidance. This data gives the aircraft direction to a ground station with
relation to the heading. The ADF function is integrated in the NAV 2
receiver (NAV-4000).
— Distance Measuring Equipment (DME)
The DME transceiver unit (DME 4000) is installed in the right side of the
nose bay compartment. The purpose of the DME is to measure the line-
of-sight distance between the aircraft and selected DME ground stations.
The DME module is capable of tracking three channels to provide slant
range, ground speed, time to station and station identified.
— Global Position System (GPS)

A single GPS system is the standard installation. A second GPS is
required for precision approaches. The GPS1 Receiver unit (CMA-3024)
is installed in the left side of rear avionic compartment bay (baggage com-
partment bay). The GPS2 Receiver unit (CMA-3024) is installed in the
right side of rear avionic compartment bay (baggage compartment bay).
The GPS receiver operate over 24 channels at 1575.42 MHz and sup-
ports Satellite-based augmentation systems (SBAS) for precision
approach and precise navigation operations.
— Air Traffic Control Transponder (ATC XPDR)

The ATC XPDR (TDR-94D) is located in the right side of the nose bay
compartment.
The ATC XPDR replies to ground-based Secondary Surveillance Radar
(SSR) interrogations to provide air traffic controllers with aircraft position
identification, altitude and enhanced surveillance data.
The system replies with Mode A (squawk ident), Mode C (barometric alti-
tude) or Mode S (selective) in response to the corresponding type of inter-
rogation from the ground station or TCAS II system.

The ATC XPDR is compatible with TCAS II systems and can support
Automatic Dependent Surveillance-Broadcast (ADS-B) systems. The ATC
XPDR receives the time mark signal from the GPS2 for ADS-B out pur-
poses.
The ADS-B OUT system complies with the EASA AMC20-24.

F
E
D
A A
DME
B C TRANSCEIVER
B
E F
GPS1 GPS2
ANTENNA ANTENNA
B
C D
GPS1 GPS2
RECEIVER RECEIVER
DME ANTENNA
ICN-89-A-157000-A-00001-02182-A-001-01
Figure 7-87 Position Determining System - Components Location (Sheet

1 of 2)

D A
ATC XPDR
A TRANSPONDER
D
ADF
ANTENNA
C TOP
XPDR
ANTENNA
BOTTOM
XPDR
ANTENNA
ICN-89-A-157000-A-00001-02225-A-001-01
Figure 7-87 Position Determining System - Components Location (Sheet

2 of 2)
POSITION DETERMINING SYSTEM CONTROLS AND DISPLAYS
ADF
A set of NAV radio tuning pages is provided by MCDU, in order to manage the
ADF system. The access is through the TUNE key.
In the PFDs, there are two bearing source bezel keys which are indicated
using the labelled bearing source annunciations above dedicated bezel key
and a pointer. Refer to Figure 7-88.
DME
DME system. The access is through the TUNE key. Refer to Figure 7-89.
GPS
A set of GPS pages is provided by MCDU, in order to manage the GPS sys-
tem. The access to the GPS pages is obtained by pushing the FMS IDX key
and then pressing the GPS key. Refer to Figure 7-90.
ATC XPDR
XPDR system (associated with TCAS - if installed). The access is through the
TUNE key. Refer to Figure 7-91.
The XPDR control using the CDS is called "Secondary Radio Tuning" (the pri-
mary is through MCDU). With the secondary radio tuning the XPDR codes are
selected using the cursor control device interacting with the PFD radio fre-
quency Indication boxes.
On the CCDs there is a "XPDR" push-button that can be used to transmit the
"IDENT" when the XPDR is in operative mode.
The operative mode can be selected only via MCDUs.

TUNE 2/3 1
MENU
ADF
[ 195.0]
2
DATE MMMDDYY GMT HHMM
[OCT-25-10] [14:55:38] [ 200.0] >
D&T SOURCE
< GPS2 SET GPS TM >
< EQUIP STATUS DTD >
< EQUIP TEST DB IDENT > DESEL NAVAIDS >
< VIBR MON DBU >
9
ADF 3
FREQ
[ 195.0] [ RESS]
NEAREST
NDB > 4
8 [ 200.0] [ GRD ] NDB >
MODE
ADF / ANT
7 REL BRG
010
PASS TEST
6
5
SERVICEABLE FAILURE
INDICATION INDICATION
VOR FMS ADF

Bearing 2
Bearing 1
ICN-89-A-157000-A-00001-02184-A-001-01
Figure 7-88 Dependent Position Determining (ADF) - Controls and
Displays
Key to Figure 7-88

1 LSK (TUNE page) Shows or sets the ADF frequency.
2 LSK (TUNE page) Shows or sets the ADF standby frequency
and give access to ADF page.
3 LSK (ADF page) Shows or sets the active ADF identifier. If the
box is empty give access to the NEAREST
page.
4 LSK (ADF page) Shows or sets the standby active ADF identi-
fier.
5 LSK (ADF page) Controls the ADF test command and shows
the test results.
6 LSK (ADF page) Shows or sets the ADF relative bearing in the
range +/- 180 degree.
7 LSK (ADF page) Select the operative mode between ADF or
ANTENNA.
8 LSK (ADF page) Shows or sets the standby ADF frequency
(white).Entry as for active frequency.
9 LSK (ADF page) Shows or sets the active ADF frequency
(green). If the value is empty causes the swap
between acttive and standby.

Key to Figure 7-89

1 LSK From the TUNE page 3 is possible to access
the DME CH3 page to manage the 3rd chan-
nel of the DME.
2 LSK DME channel 1 test.
3 LSK Display the DME range (RNG).
4 LSK Display the co-located (with VOR) DME
Channel.
5 LSK Manage the DME HOLD Function.

MENU TUNE 1/3

[OCT-25-10] [14:55:38] [118.650] [120.700]
D&T SOURCE 25K SQ
< GPS2 SET GPS TM > < [119.000] [120.550] >
NAV1 INH H NAV2
< EQUIP STATUS DTD > < [110.75] [111.50] >

XPDR1 TCAS
ID
TUNE 3/3
DME CH3
[ 040Y ] 1
[ 066Y ] >
DESEL NAVAIDS
NAV1 1/2
FREQ NEAREST
[109.75] [ SRN ] VORDME >
5 [110.75] [----] ------ >

HOLD INH TUNE
OFF AUTO / MAN
MODE MB SENS
VOR LOW / HIGH
4 DME CH1
055X
NAV1 2/2
M BRG NAV1
045 FAIL TEST
ETE
01:20
RNG DME CH1
108.4 PASS TEST
3 2
ICN-89-A-157000-A-00001-02185-A-001-01
Figure 7-89 Dependent Position Determining (DME) - Controls and
Displays

FMS
MENU
< PROCEDURES FPL >
DATE MMMDDYY GMT HHMM < SETTINGS SCND FPL >
[OCT-25-10] [14:55:38]
D&T SOURCE NAVAID >
< GPS2 SET GPS TM >
< OPTIONS PRESS REFUEL > AIRPORT >
< EQUIP STATUS DTD > < GPS STD WPT >
< EQUIP TEST DB IDENT > USER WPT >
< VIBR MON DBU >
GPS
GPS1 GPS2
GPS1 USE / INHIB USE / INHIB
1/2
MODE SAT TRACKED

NAV 7
HIL VIL
00.20 25
TRACK GS
045 120
LAT LONG
N 45° 06.45 E 008° 54.77 < GPS1 GPS2 >
DATE GMT
OCT-25-10 14:55:38
PRED RAIM
PRAIM FROM GPS1
GPS1 2/2
DEST SEL WPT
LIRF [ANTIG ]
HFCM VFOM ETA ETA
0.40 80 16:45 [12:00]
HDOP VFOM RESULT
0.25 60 < DEST WPT >
MSL ALT VS
5500 +40
REQ MOD
SBAS PA < RTN SAT DESEL >
SBAS PROV
< RTN EGNOS
DESTINATION RAIM SATELLITE DESEL BY PRN
DEST HIL@14:45
LIRF 00.15 [ 03 ]
[--]
HIL@ETA-15 HIL@ETA+15
0.08 0.18 [ 31 ]
HIL@ETA-10 HIL@ETA+10
0.09 0.21 [--]
HIL@ETA-5 HIL@ETA+5
0.12 0.22
RAIM RESULT
< RTN GOOD < RTN
ICN-89-A-157000-A-00001-02188-A-001-01
Figure 7-90 Dependent Position Determining (GPS) - Controls and
Displays
MENU

[OCT-25-10] [14:55:38]
D&T SOURCE
< GPS2 SET GPS TM >
< EQUIP TEST DB IDENT >
< VIBR MON DBU >
TUNE 1/3
VHF1 TX VHF2
[118.650] [120.700]
25K SQ
< [119.000] [120.550] >
NAV1 INH H NAV2
[109.75] [108.50]
< [110.75] [111.50] >

XPDR1 TCAS
2 < TA ONLY 1
ID
< [5645] TX IDENT
ICN-89-A-157000-A-00001-02189-A-001-01
Figure 7-91 Dependent Position Determining (XPDR) - Controls and
Displays

Key to Figure 7-91

1 LSK Command the IDENT (ID) transmission and
display the notification (ident in green).
2 LSK Enter/Display the transponder code and give
access to the detail pages. Display also the
reply indication with label TX (if XPDR is
active).

FLIGHT MANAGEMENT SYSTEM (FMS)

The FMS system consists of software hosted in two AMMC computers for a
dual FMS installation. Primary functions of FMS are position computation and
flight planning. These functions work with the associated guidance in both lat-
eral and vertical axes.
The FMS database is essential to these functions in order to easily retrieve,
navaids, airways, procedures, airports, other navigation data and store and
retrieve waypoints and flight plans.
Secondary function of FMS is performances computation including fuel man-
agement, time estimates for the flight, vertical navigation estimates, stored
flight plans and other functions. The pilots manage the FMS operations via the
two MCDU, CDS control and settings.
The FMS also interacts with Data Transfer Device (DTD) equipment for navi-
gation database loading/saving operations.
FMS CONTROLS AND DISPLAYS

The FMS top page (Figure 7-92) is called up pressing the FMS IDX key on the
MCDU.
The page allows the management of the FMS DataBase (DB) Items, allows
access to navigation sensors control, to the selection of the secondary flight
plan for display on digital map and to NAV performance functions.
The FMS uses the colours available for the MCDU as follows:
— White
– Title line (in small font)
– Static strings on header lines (in small font)
– Data on header lines (in small font)
– Scratch pad (in large font)
– Standby value (values) of horizontal toggle (in small font)
– Standby frequencies/Channels for Communications and Navaids
— Green
– Data on data lines (in large font)
– GOTO legends (with symbols “> or “<” in large font)
– Executive commands
– Active value of horizontal toggle or any value of vertical toggle (large
font)

MENU

[OCT-25-10] [14:55:38]
D&T SOURCE
< GPS2 SET GPS TM >
< EQUIP TEST DB IDENT >
< VIBR MON DBU >
6 5 4 3 2 1
15 FMS
7
14 < PROCEDURES FPL >
8
< SETTINGS SCND FPL >
NAVAID > 9
AIRPORT >
< GPS STD WPT >
10
13 USER WPT > 11
12
ICN-89-A-157000-A-00001-02190-A-001-01
Figure 7-92 FMS - Controls and Displays (Sheet 1 of 7)

Key to Figure 7-92

1 MSN push-button Mission: used to manage mission pages.
2 FIX push-button It is used for creating a fix on present position.
The FMS give a system name “FIXxxx” where
xxx is in the range 1 to 999
3 PROG push-button Progress: used to manage the FPL progress.
PROG pages are used to quickly access data
relevant to the active flight plan in terms of
next waypoints, distance to them, ETA to
them and fuel to them. The PROG pages also
give indication about the current NAV source,
the RNP and the NAV1 and NAV2 tuning.
4 PERF push-button Performance: used to manage the helicopter
and FMS performances. From the PERF page
the operator can access helicopter perfor-
mance functions as HOVER, HV, CLIMB,
CRUISE and CAT A performances; moreover
the flight plan and the required time of arrival
functions. The operator can access the Per-
formance initialization page.
5 LEGS push-button Used to manage the active Flight Plan.
6 DIR push-button Direct To: The DIR function is used to quickly
access a waypoint either if it is in the active
flight plan or not, and fly direct to it. The Direct
To also include a “VERTICAL DIRECT TO”
named VDIR which is accessible from a sec-
ond level page.
7 LSK FPL (Flight plan): Access to the FPL LIST and
the creation of a new FPL.
FPL pages are intended to provide capabili-
ties to create, select, activate and modify a
flight plan. Any change done on a flight plan
from the FPL pages shall be stored perma-
nently in the FMS database.
8 LSK SCND FPL: Access to the secondary flight
plan selection. The operator can select any
flight plan contained in the FMS database as
“Secondary FPL”.


9 LSK NAVAID: Access to the navaids pages. Can
be selected the NAVAIDS from database and
for the selected navaid page shows the info
relevant to the navaid including Identification
code, coordinates, station declination and fre-
quency.
10 LSK AIRPORT: Access to airport and heliport data-
base pages FPL.
11 LSK STD WPT: Access to the standard waypoints
pages (from NAV database).
12 LSK USER WPT: Access to user waypoints pages
(user defined).
13 LSK GPS: Access to the GPS sensors manage-
ment pages.
14 LSK SETTINGS: Access to FMS settings page. Is
possible set/display: Position source (DME/
DME; GPSs; VOR/DME; AUTO....); Magnetic
Variation; True/Mag switch; DACOOS (Datum
and Coordinate System).
15 LSK PROCEDURES: Access to the definition of
terminal procedures. The page PROCEDURE
shall contain 2 separate entries: one for the
DEPARTURE and one for the ARRIVAL.

— Magenta: fly-to waypoint name (in large font)
— Cyan: data inserted manually by the pilot (in large font)
— Yellow: temporary data (in large font) or data which need pilot attention
In the MFD FPLN format the following data will be shown (Figure 7-93):
— Distance
— WPT ID
— XTK
— ETE
— FMS map (range, etch.)
— FMS Annunciation
— Ground speed
— Heading
— MAG/DG indication
— Offset distance
— RNP (with asterisk in case of manual FMS RNP insertion)
— TRUE/MAG indication
— Weather data from WX (when requested)
— Weather radar mode annunciations and alerts (when requested)
— Wind Display.
The FMS system provides an Interactive FMS Interface (Figure 7-93) that
allows to perform basic FMS following functions directly on MFD FPLN using
CCD, for example.
— Direct TO
— Change and display WPT coordinates and info
— Start a FPLN
— Create and delete WPT.

MFD
FMS Interactive Windows

controlled by CCD
Flight Management Windows (FMW) activated

selecting FMS DATA on FPLN menu
ICN-89-A-157000-A-00001-02191-A-001-01
Figure 7-93 FMS (FPLN format) - Controls and Displays

PFD MAP/HSI Selection

The lower center area of the PFD format is the navigation display area. The
data presented in this area varies as function of the selected formats. The dif-
ferent formats are (Figure 7-94):
— Full rose Horizontal Situation Indicator ("360 HSI") mode
— Arc HSI ("ARC HSI") mode: Part of rose (160° portion) is displayed
— Hover ("HOVER") mode
— Arc Map ("ARC MAP") mode: Part of rose (160° portion) is displayed
— Full Map ("360 MAP") mode
— Hover Map ("HOVER") mode.

The selection of the HSI/Hover formats is done pressing sequentially the "HSI"
key on the PFD lower menu bar. The selection of the MAP/Hover formats is
done pressing sequentially the "MAP" key on the PFD lower menu bar.
Navigation Source Selection

The selection of navigation source is done through PFD bezel key "NAV" and
cycle sequentially in the following order (Figure 7-95):
— FMS1
— FMS2
— VOR/ILS1
— VOR/ILS2
— GNAV legend
— FMS.
The PRENAV mode function provides VOR1 or VOR2 indication (course,
deviation, to/from) with same display and functioning as selected navigation
source but displayed in dashed cyan. Their associated readout and label are
located at the left of primary source.
FMS PFD indications

The FMS provides several information (Figure 7-96) using dedicated areas
and fields on both MFD and PFD on pilot and co-pilot side.

190
180
170
160
140
130
120
210 DH 200
HDG
210
450
300
RHT 0
T/D 0
360 HSI 360 MAP

360 HSI (Default)
ARC HSI ARC MAP
HOVER HOVER MAP
TRU 123 HDG

TRU 123
12 HDG
135 12 105 135
E 15 105
15
E
6 S
3 21
N 24
33 W
ARC HSI (160° portion) 30
360 MAP
135 E 12
15
S
TRU 123 HDG
135 12 105
6
15
E
21
3
24
N
33 W
30
HOVER ARC MAP (160°portion)
ICN-89-A-157000-A-00001-02193-A-001-01
Figure 7-94 FMS (PFD MAP/HSI) - Controls and Displays

190
180
170
160
140
130
120
123 DH 200
450
300
RHT 0
T/D 0
OFF FMS1
FMS2
VOR/ILS1
VOR/ILS1
VOR/ILS2 VOR/ILS2
NAV SOURCE PRESET NAV SOURCE SELECT
VOR2 FMS2 123 FMS2 123

090 135 135
NAV SOURCE AND PRESET SELECTION
ICN-89-A-157000-A-00001-02187-A-001-01
Figure 7-95 FMS (NAV source) - Controls and Displays

190
180
170
1
160
5 140
130
120
210 DH 200
HDG
210
450
300
RHT 0
T/D 0
PFD - FMS INDICATIONS

3
2
OFST ANNUNCIATION
MSG ANNUNCIATION
NAVIGATION
SOLUTION
RAIM
ANNUNCIATION
WPT ID AND
DISTANCE
RNP READOUT WIND CIRCLE
RNP LABEL
TIME TO GO WIND SPEED

LABEL
TIME TO GO RNP STAR WIND ARROW WIND STAR

READOUT
RNP CHECK
WIND AMBER CROSS

DR ANNUNCIATION
ICN-89-A-157000-A-00001-02194-A-001-01
Figure 7-96 FMS (PFD indications) - Controls and Displays

Key to Figure 7-96

1 FMS vertical deviation The Vertical Deviation pointer is controlled by
FMS when FMS is selected as navigation
source and a LPV approach is flown. The ver-
tical deviation scale consists of two dots on
either side of a center mark (sized and spaced
like the standard lateral deviation scale, but
oriented vertically).
The vertical deviation scale is white in color.
The pointer provides a "fly to" indication of
vertical deviation.
2 Compass rose HIS or MAPs selection.
3 Navigation info area The area includes:
— FMS flight phase annunciator
— WPT ID
— Distance to WPT (Nm)
— Required Performance Navigation (RPN)
— Wind
— ETE
— Status annunciation
— Message
4 FMS source/desired --
track
5 FMS lateral deviation The lateral deviation scale has a center mark
with two circular dots equally spaced on either
side. The lateral deviation scale is white in
color. When the selected navigation source is
an FMS source, the lateral deviation pointer is
a "star" symbol which moves behind the
scale, with the pointer center indicating the
current lateral deviation.
The FMS lateral deviation pointer is cyan in
color if the AFCS is not coupled to the current
navigation source ("NAV") and magenta if it
is.The lateral scale factor is displayed as a
readout beside the most right dot of lateral
deviation scale.

MFD indications
The Flight Plan page (FPLN key) displays all indications relative to on-side
FMS or cross-side FMS when on-side FMS is not available (Figure 7-97). Indi-
cations and annunciations are identical to the ones displayed on PFD with the
additional possibility of manage the secondary flight plan data. The Flight Plan
on MFD is composed of:
— The active flight plan display
— Flight Management Window (FMW)
— Vertical Situation Dsplay (VSD).
MFD Flight Plan Format

The FMS allows the operator to enable/disable the FMW display on the
FLIGHT PLAN top bar menu on MFD (Figure 7-98).

FLIGHT PLAN DISPLAY

(Rose Format)
MFD
FLIGHT MANAGEMENT
WINDOW (FWM)
VERTICAL SITUATION DISPLAY (VSD)
ICN-89-A-157000-A-00001-02195-A-001-01
Figure 7-97 FMS (MFD indications) - Controls and Displays

FLIGHT PLAN DISPLAY - PLAN FORMAT
FLIGHT PLAN DISPLAY - ARC FORMAT
FLIGHT PLAN DISPLAY - ROSE FORMAT
ICN-89-A-157000-A-00001-02196-A-001-01
Figure 7-98 FMS (MFD flight plan format) - Controls and Displays

DIRECTION FINDER (DF) SYSTEM
GENERAL
The direction finder (DF) system P/N 8G3450F00511 is an optional kit. The
direction finder (DF) system is a stand alone direction finding system that pro-
vides the helicopter with the ability to locate and steer to directional radio
sources in the 30 to 470 MHz range. The system therefore includes the capa-
bility for civil Search And Rescue (SAR) missions where distress signals use
frequencies 121.5 MHz (VHF), 156.525 MHz (GMDSS VHF DSC Channel),
156.8 MHz (MAR), 243 MHz (UHF) and for COSPAS-SARSAT beacon finding
at 406.025/406.028 MHz frequencies.
The only component of the DF system is the DF antenna. The DF antenna is
installed on the bottom fuselage. Refer to Figure 7-98A.
The DF antenna incorporates an integral synthesised receiver covering 30 to
470 MHz and 5 separate guard receivers to monitor predefined distress fre-
quencies. All six receivers can operate simultaneously and may be separately
switched on and off with respect to each other with individual squelch levels
set. The integral guard receivers are pre-programmed with up to eight stored
frequencies. Each VHF, Maritime and UHF guard receivers have a main fre-
quency and an associated auxiliary frequency; for these receivers the main
frequencies are pre-programmed, while the auxiliary frequencies can be cus-
tomer programmed.
DIRECTION FINDER (DF) SYSTEM CONTROLS AND DISPLAYS

The system status information are provided on the MCDU and on the mission
displays (if installed). Refer to Figure 7-98B.
The bearing information are provided via the AMMC on the MDF, on PFD and
on the mission displays (if installed).

Rev. 4
A
Extended Range
configuration
B
Basic configuration DF ANTENNA
DF ANTENNA
ICN-89-A-157000-A-00001-08261-A-001-01
Figure 7-98A Direction finder (DF) system - Components Location

Rev. 4
A B
B
ICN-89-A-157000-G-00001-08275-A-001-01
Figure 7-98B Direction finder (DF) system - Controls and Displays
(Sheet 1 of 6)

Rev. 4
B
12 TUNE/DF 1/2
11 2
MAN RX
<***.***MHz
VHF RX
RX ENABLE>
3
<***.***MHz RX FREQ>
MAR RX
<***.***MHz RX AUD SQL>
4
UHF RX
10 <***.***MHz RX MOD BW>
5
9 <C-S DSC BEARINGS>
<RTN
BEACON
ALERT> 6
8
[ ] 7
TUNE/DF 2/2
14 TEST RESULT 13
TEST PASS
<RTN
[ ]
TUNE/DF C-S DSC

20 C-S FREQ DSC FREQ
15
406.025 MHz 156.525 MHz
19 C-S RX ST DSC RX ST 16
ON/OFF ON/OFF
18 C-S SQUELCH DSC SQUELCH 17

ON/OFF ON/OFF
<RTN
[ ]
ICN-89-A-157000-G-00001-08262-A-001-01
(Sheet 2 of 6)
Rev. 4
TUNE/DF UHF RX
28 RX STATUS
21
MAIN FREQ
ON/OFF 243.0 MHz
27 MOD AUX FREQ 22
AM/FM [***.***MHz]
26 BW
<WIDE
FREQ SEL
MAIN/AUX
23
AUDIO
ON/OFF
25 SQUELCH
ON/OFF
24 <RTN
[ ]
TUNE/DF MAN RX
35 29
RX STATUS MAIN FREQ
ON/OFF [***.***MHz]
34 MOD MAR CH 30
AM/FM [**]
33 BW
<WIDE
AUDIO
ON/OFF
32 SQUELCH
ON/OFF
31 <RTN
[ ]
TUNE/DF VHF RX
42 36
RX STATUS MAIN FREQ
ON/OFF 121.5 MHz
AUX FREQ 37
[***.***MHz]
41 BW
<WIDE
FREQ SEL
MAIN/AUX 38
AUDIO
ON/OFF
40 SQUELCH
ON/OFF
39 <RTN
[ ]
ICN-89-A-157000-G-00001-08263-A-001-01
(Sheet 3 of 6)

Rev. 4
TUNE/DF MAR RX
51 RX STATUS MAIN FREQ
43
ON/OFF 156.8 MHz
50 MOD AUX FREQ 44
AM/FM [***.***MHz]
49 BW
<WIDE
FREQ SEL
MAIN/AUX 45
AUDIO
ON/OFF
48 SQUELCH
ON/OFF
47 <RTN
AUX MAR CH
[**] 46
[ ]
TUNE/DF RX ENABLE
35
MAN RX STATUS
ON/OFF
VUHF RX STATUS
42 ON/OFF
MAR RX STATUS
51 ON/OFF
UHF RX STATUS
ON/OFF
28 C-S RX ST DSC RX ST
ON/OFF ON/OFF
19 <RTN 16
[ ]
TUNE/DF RX FREQ
29 MAN RX FREQ
[***.***MHz]
AUX FREQ VHF FREQ SEL
37 [***.***MHz] MAIN/AUX 38
AUX FREQ MAR FREQ SEL
44 [***.***MHz]
AUX FREQ UHF
MAIN/AUX
FREQ SEL
45
[***.***MHz] MAIN/AUX
22 43
<RTN
[ ]
ICN-89-A-157000-G-00001-08264-A-001-01
(Sheet 4 of 6)
Rev. 4
TUNE/DF RX AUD SQL
32 MAN AUDIO
ON/OFF
MAN SQUELCH
ON/OFF
31
VHF AUDIO VHF SQUELCH
40 ON/OFF ON/OFF 39
MAR AUDIO MAR SQUELCH
48 ON/OFF
UHF AUDIO
ON/OFF
UHF SQUELCH
47
ON/OFF ON/OFF
25 C-S SQUELCH 24
ON/OFF
<RTN
DSC SQUELCH
ON/OFF
18
[ ]
17
TUNE/DF RX MOD BW
34 MAN MOD
AM/FM
MAN BW
WIDE> 33
VHF BW
WIDE> 41
MAR MOD UHF BW
50 AM/FM
UHF MOD
WIDE>
49
AM/FM
27 26
<RTN
[ ]
TUNE/DF BEARINGS 1/2
BEARING MAN STR/AGE SEC

L135 -74/ 12.5
BEARING VHF STR/AGE SEC
R013 -12/ 44.5
52 BEARING
L007
MAR STR/AGE SEC
-13/ 99.5
52
BEARING UHF STR/AGE SEC
---- ---/ ----
TO DISPLAY
<RTN MAN>
[ ]
ICN-89-A-157000-G-00001-08265-A-001-01
(Sheet 5 of 6)
FOR TRAINING ONLY Issue 1 Page 7-248G

Rev. 4
TUNE/DF BEACON 1/2
MAN VHF
ALERT
MAR UHF
53 ALERT 53
C-S DSC
C-S DATA DSC DATA

<** ALERT ALERT **>
57 C-S TEST SAVE 54
ON/OFF DSC MSG>
56 <RTN 55
[ ]
TUNE/DF BEACON 2/2

60 58
MULTI MULTI ST
ALERT OFF>
M BEACON 1
<ABSENT
M BEACON 2
59 <PRESENT
M BEACON 3
<PRESENT
<RTN
[ ]
ICN-89-A-157000-G-00001-08274-A-001-01
(Sheet 6 of 6)
Page 7-248H Issue 1 FOR TRAINING ONLY
Rev. 4
Key to Figure 7-98B

1 DF bearing pointer Shows the bearing pointer.
2 RX ENABLE When pushed, it opens the TUNE/DF RX
ENABLE page.
3 RX FREQ When pushed, it opens the TUNE/DF RX
FREQ page.
4 RX AUD SQL When pushed, it opens the TUNE/DF RX
AUD SQL page.
5 RX MODE BD When pushed, it opens the TUNE/DF RX
MOD BW page.
6 BEARINGS When pushed, it opens the TUNE/DF
BEARINGS page.
7 BEACON When pushed, it opens the TUNE/DF
BEACON page. If a beacon is detected the
ALERT message comes in view.
8 C-S DSC When pushed, it opens the TUNE/DF C-S
DSC page.
9 UHF RX When pushed, it opens the TUNE/DF UHF
RX page.
10 MAR RX When pushed, it opens the TUNE/DF MAR
RX page.
11 VHF RX When pushed, it opens the TUNE/DF VHF RX
page.
12 MAN RX When pushed, it opens the TUNE/DF MAN
RX page.
13 TEST RESULT When the test is finish, shows the test result
(PASS or FAIL).
14 TEST When pushed start the DF TEST. When the
test is finished, the test result (PASS or FAIL)
comes in view in the space preceding the
TEST label.
15 DSC FREQ Shows the fixed frequency value of the Digital
Selective Calling (DSC) system (156.525
MHz).
16 DSC RX ST Set the DSC receiver to ON or OFF.
17 DSC SQUELCH Set the DSC squelch receiver to ON or OFF.
FOR TRAINING ONLY Issue 1 Page 7-248I

Rev. 4
Key to Figure 7-98B (Continued)

18 C-S SQUELCH Set the C-S squelch receiver to ON or OFF.
19 C-S RX ST Set the C-S receiver to ON or OFF.
20 CS FREQ Shows the fixed frequency value of the
Cospas- Sarsat (C-S) system (406.025 MHz).
21 MAIN FREQ Shows the main UHF receiver frequency, set
to 406.025 MHz.
22 AUX FREQ Shows the auxiliary UHF receiver frequency.
When pushed set the scratch pad frequency
as the auxiliary UHF frequency.
23 FREQ SEL When pushed set the main UHF frequency or
the auxiliary UHF frequency.
24 SQUELCH Set the UHF receiver squelch to ON or OFF.
25 AUDIO Set the UHF receiver audio signal to ON or
OFF.
26 BW Shows the bandwidth of the UHF receiver.
When pushed change the bandwidth of the
receiver among:
- WIDE
- NARROW
- VERY NARROW.
27 MOD Set the UHF receiver modulation to AM or
FM.
28 RX STATUS Set the UHF receiver to ON or OFF.
29 MAIN FREQ Shows the MAN receiver frequency. When
pushed set the scratch pad frequency as the
MAN channel.
30 AUX MAR CH Shows the MAN receiver channel. When
pushed set the scratch pad channel as the
MAN channel.
31 SQUELCH Set the MAN receiver squelch to ON or OFF.
32 AUDIO Set the MAN receiver audio signal to ON or
OFF.
Page 7-248J Issue 1 FOR TRAINING ONLY

Rev. 4

33 BW Shows the bandwidth of the MAN receiver.
receiver among:
- WIDE
- NARROW
- VERY NARROW.
34 MOD Set the MAN receiver modulation to AM or
FM.
35 RX STATUS Set the MAN receiver to ON or OFF.
36 MAIN FREQ Shows the main VHF receiver frequency
(121.5 MHz).
37 AUX FREQ Shows the auxiliary VHF receiver frequency.
as the auxiliary VHF frequency.
38 FREQ SEL When pushed set the main VHF frequency or
the auxiliary MAR frequency.
39 SQUELCH Set the VHF receiver squelch to ON or OFF.
40 AUDIO Set the VHF receiver audio signal to ON or
OFF.
41 BW Shows the bandwidth of the VHF receiver.
receiver among:
- WIDE
- NARROW
- VERY NARROW.
42 RX STATUS Set the VHF receiver to ON or OFF.
43 MAIN FREQ Shows the main MAR receiver frequency
(156.8 MHz).
44 AUX FREQ Shows the auxiliary MAR receiver frequency.
as the auxiliary MAR frequency.
45 FREQ SEL When pushed set the main MAR frequency or
the auxiliary MAR frequency.
46 AUX MAR CH Shows the auxiliary MAR receiver channel.
When pushed set the scratch pad channel as
the auxiliary MAR channel.
FOR TRAINING ONLY Issue 1 Page 7-248K

Rev. 4

47 SQUELCH Set the MAR receiver squelch to ON or OFF.
48 AUDIO Set the MAR receiver audio signal to ON or
OFF.
49 BW Shows the bandwidth of the MAR receiver.
receiver among:
- WIDE
- NARROW
- VERY NARROW.
50 MOD Set the MAR receiver modulation to AM or
FM.
51 RX STATUS Set the MAR receiver to ON or OFF.
52 Beacon data indications Shows the bearing, the name of the receiver
detecting in the specified beacon, strength
and age of the received signal.
53 Receivers alarms For each of the receivers that follow, shows
indications the ALERT message if a beacon is detected:
- MAN receiver
- MAR receiver
- C-S receiver
- VHF receiver
- UHF receiver
- DSC receiver.
54 DSC DATA Shows the ALERT message if a beacon is
detected on the DSC receiver. When pushed,
it opens the DF DSC BEACON page. The DF
DSC BEACON page shows the detected DSC
beacons. For each detected C-S beacons
shows the beacon type and the relevant
identifier with the capability to open the DF
DSC BEACON page or to delete it. The DF
DSC BEACON page shows beacon ID, the
country code, the beacon type, the GM time
and the RP name for the waypoint creation.
Page 7-248L Issue 1 FOR TRAINING ONLY

Rev. 4

55 DSC MESSAGE When pushed, it opens the TUNE/DF DSC
MSG page. The TUNE/DF DSC MSG page
enables to receive one or more DSC
messages.
56 C-S TEST SAVE When pushed set the C-S TEST SAVE to
OFF or ON:
ON - The system saves also the data coming
from TEST beacons
OFF - The system does not save the data
coming from TEST beacons.
57 C-S DATA Shows the ALERT message if a beacon is
detected on the C-S receiver. When pushed, it
opens the DF C-S BEACON page. The DF C-
S BEACON page shows the detected C-S
beacons. For each detected C-S beacons
shows the beacon type and the relevant
identifier with the capability to open the DF C-
S BEACON page or to delete it. The DF C-S
BEACON page shows beacon ID, the country
code, the beacon type, the GM time and the
RP name for the waypoint creation.
58 MULTI ST Shows the multi-beacon status. When
pushed, it opens the TUNE/DF MULTI
BEACON ST page. On the TUNE/DF MULTI
BEACON ST page the operator can set the
multi-beacon status as follows:
- OFF
- MAN (M BBEACON 1)
- VHF (M BBEACON 2)
- UHF (M BBEACON 3).
59 M BEACON selection When pushed, it opens the TUNE/DF MULTI
BEACON page of the related receiver. The
TUNE/DF MULTI BEACON page shows the
bearing, the age and the signal strength of the
related beacon.
60 Receiver alarm Shows the ALERT message if a beacon is
indication detected on the multi-beacon receiver.
FOR TRAINING ONLY Issue 1 Page 7-248M

Rev. 4
Page 7-248N Issue 1 FOR TRAINING ONLY

Rev. 4
189G0290X002 Systems integration (Chap 46)
SYSTEMS INTEGRATION AND DISPLAY

(Chapter 46)
GENERAL
The systems integration display includes:
— Aircraft Mission Management System (AMMS)
— Control and Display System (CDS).
AIRCRAFT MISSION MANAGEMENT SYSTEM (AMMS)

The AMMS comprises the components that follow (Figure 7-99):
— Aircraft and Mission Management Computer 1/2 (AMMC1/2)
— Pilot and copilot Multi-function Control and Display Unit 1/2 (MCDU1/2)
— Data Transfer Device (DTD).

These set of equipment are integrated into the air vehicle avionics system and
they contribute to the operation of the aircraft.
The main functional capabilities supported by the AMMS are:
— Helicopter system status monitoring and alarm generation
— Flight management system
— Communication and navigation management/preset
— Digital map capability
— Helicopter system health, usage and diagnostic monitoring
— Helicopter maintenance information management
— Built-in test and redundancy management
— Helicopter data upload/download.

The schematic diagram of the AMMS is shown in the Figure 7-100.

Systems integration (Chap 46) 189G0290X002
C
A B
B AMMC1 AMMC2
F
DTD
TYPICAL
D E
D
MCDU1 MCDU2
E
ICN-89-A-157000-A-00001-02061-A-001-01
Figure 7-99 AMMS - Components Location

Synchronized Line
Aircraft Aircraft
System AMMC1 Crosstalk AMMC2 System
Inputs Inputs
Database Update
DTD
AFDX
MCDU1 MCDU2
AMMS Architecture
AFDX1
TX RX TX RX TX RX TX RX
A B A B A B A B A B A B A B A B
A
DU1
B A B
DU2
A B A B
DU3
A B A B A
DU4
B A B
TX RX TX RX TX RX TX RX
AFDX2
AFDX Architecture
ICN-89-A-157000-A-00001-02375-A-001-01
Figure 7-100 AMMS - Schematic Diagram

AIRCRAFT AND MISSION MANAGEMENT COMPUTERS (AMMC)

AMMC1 is located in the forward nose bay area in the left (port) side compart-
ment and AMMC2 is located in the right (starboard) side compartment.
The AMMS is a dual redundant computer system capable of data collection
and processing for supporting:
— Vehicle monitoring
The vehicle monitoring function processes the inputs to elaborate in real
time all the necessary operational warnings and cautions in case of an
abnormal or emergency situation with either a visual and/or audio alert for
the aircraft and avionics systems:
— Health and Usage Monitoring (HUMS)

The HUMS is an integrated recording and monitoring system which pro-
vides the user with structural and transmission usage information. The
aims of the HUMS is to improve airworthiness, availability and reduce
costs by detecting, diagnosing and reporting both failures and potential
failures.
— Flight management functions

The functions are to provide navigation management, tactical patterns
management, navigation database management and navigation display
data management.
— Digital map management

One of the major functions of the AMMS is to provide a digital map facility
for navigation display on the MFDs. The AMMS includes two Digital Map
Generators (DMG), one for each AMMC. The system is provided with
symbol generator capability with real time flight plan drawing.
— Control and data exchange with other on board systems.

The AMMC also has the ability to output information received to various
other systems.
All these functions are performed by one AMMC, which is the key component
in the system. The second redundant is added to increase the system reliabil-
ity and fault tolerances.
The two AMMCs are identical and are equipped with the same hardware and
software. The redundancy is managed by the MCDU. The AMMCs are syn-
chronized, using the synchronized line, to ensure that the two computers work
at the same time within the same function using the same data.

MULTI-FUNCTION CONTROL DISPLAY UNIT (MCDU)

There are two MCDUs located in the interseat console, for pilot and copilot
(Figure 7-99).
The MCDU provides the means by which the operator may control and input
information to the aircraft avionics and mission systems. It is the Human-
Machine Interface (HMI) of the AMMS. The MCDUs provide a visual display of
tabular alphanumeric data in the form of display pages (Menus) for the AMMS.
Multi-function control display unit controls and display

Each MCDU has a high contrast rectangular Liquid Crystal Display (LCD) and
a set of push buttons (Figure 7-101).
The push buttons are a combination of Line Select Keys (LSK), Fixed Func-
tion Keys (FFK) and Basic Function Keys (BFK).
These buttons are used to navigate through the menu structure for the opera-
tion and control of the various systems and to insert data and call up data on
the display.

1 1
FIXED
2
FUNCTION KEYS
3 4 5 6 7 8 9
11 10
12
17
19
18 13
16
BASIC 14
FUNCTION KEYS
15
COLOUR OPERATION/MEANING
HEADER LINE
TITLE LINE XX/YY
HEADER LINE
White Fixed text, Units of measurements, Standby Values.
DATA LINE
HEADER LINE
ON/OFF
HEADER LINE
Non active item in selections, Special characters,
[VARIABLE] [VARIABLE] Change page function (menu linking) and Data and
HEADER LINE
<DATA LINE [--------------] Message entry into the scratchpad
HEADER LINE
<DATA LINE DATA °C
Green Active values, invalid data and Not initialised data
DATA LINE <
Yellow Temporary data
<RTN DEL
SCRATCHPAD Magenta Fly to point value
MSG
Amber Invalid context data and action
Cyan Selectable actions
ICN-89-A-157000-A-00001-02062-A-001-01
Figure 7-101 MCDU - Controls and Displays (Sheet 1 of 5)

MENU
< AMMS PROG >

< FMS MAP >
< DIR MSN >
< TUNE
< LEGS EQUIP TEST >
ALRT >
MSC
EQUIP TEST 01 / 02
VHF1 VHF2
TEST TEST
NAV1 NAV2
TEST TEST
DME2
TEST
ADF2
TEST
XPDR2
TEST
< INDEX
MSG
EQUIP TEST 02 / 02
DF
TEST
TACAN
TEST
DME1
TEST
ADF1
TEST
XPDR1
< INDEX TEST
MSG
ICN-89-A-157000-A-00001-02211-A-001-01

TUNE 02/02
TACAN M M DME CH3

---- 117Y
< 051X 117X >

ADF1 - - - M ADF2
----.- 347.0
< 190.0 377.0 >
DESEL NAVAIDS >

1
MSG
TUNE 02/02
TACAN M M DME CH3

---- 117Y
< 051X 117X >

ADF1 - - - M ADF2
----.- 347.0
KEYPAD < 190.0 377.0 >
DESEL NAVAIDS >
SCRATCH PAD 195.0

MSG
TUNE 02/02
TACAN M M DME CH3

---- 117Y
< 051X 117X >

ADF1 - - - M ADF2
----.- 347.0
< 190.0 377.0 >
DESEL NAVAIDS >

19
MSG
CLEAR/DELETE
ICN-89-A-157000-A-00001-02212-A-001-01

TUNE 01/02 TUNE/XPDR TCAS MODE
VHF1 VHF2
125.400 125.475 STBY
25K 25K
< 130.000 119.925 > ALT OFF
NAV1 M M NAV2
115.30 115.10 ALT ON
< 117.30 115.10 > TA ONLY

XPDR2 TCAS
< STBY TA/RA
< 0261 IDENT < RTN

1 1
MSG MSG
VERTICAL TOGGLE VERTICAL TOGGLE

SELECTION
HORIZONTAL TOGGLE
MAG VAR MAG VAR
MAG VAR BRG MAG VAR BRG

W002.1 AMMC W002.1 AMMC
MAN MAG VAR MODE MAN MAG VAR MODE
[- - - - . -] AUTO/MAN [- - - - . -] AUTO/MAN
< RTN < RTN

1 1
MSG MSG
ICN-89-A-157000-A-00001-02213-A-001-01

VDAM1 ST VDAM2 ST
NR OOR NR OOR
SVM CYC TVM CYC SYN
SELECTING AN LSK < RTB CYC

FL COND
TVM CYC ASY
WILL ACTION UNKNOWN TVM CYC THS
THAT COMMAND < RTB SUMRY TVM CYC ENV
< RTN TVM SINGLE

1
MSG
VDAM1 ST VDAM2 ST
NR OOR NR OOR
SVM CYC TVM CYC SYN
HIGHLIGHTED ACTION < RTB CYC

FL COND
TVM CYC ASY
UNKNOWN TVM CYC THS
< RTB SUMRY TVM CYC ENV
< RTN TVM SINGLE

ERROR MESSAGE ILLEGAL ACTION
MSG
ICN-89-A-157000-A-00001-02214-A-001-01

Key to Figure 7-101

1 Line select keys There are 12 Line Select Keys (LSK), 6 situ-
ated along either edge of the display screen.
These LSKs are numbered 1L to 6L on the left
hand side and 1R to 6R on the right hand
side.
The functions performed will be fully depen-
dent on the displayed page.
2 Display area This display format uses multi-colours for
labels, displayed data, input data and opera-
tor options.
The MCDU page comprises:
A title line
12 text lines
24 columns
One scratch pad line
One MCDU message line.
3 TUNE push-button Access to the communications and radio Nav-
igation pages.
4 FMS IDX push-button Accesses the FMS index page.
5 DIR push-button Accesses the DIRECT TO page, allowing a
waypoint to be selected.
6 LEGS push-button Accesses the LEGS page for display of all leg
data.
7 PERF push-button Accesses the helicopter performance page
8 PROG push-button Access to the PROGRESS pages for the dis-
play of the current flight and navigation status
information.
9 FIX push-button Provides a single key press action to create a
user defined waypoint.
10 MSN push-button Not applicable.
11 BCKP push-button Access to the VHF and VOR/ILS navigation
backup functions page.
MCDU1 displays VHF1 and VOR/ILS1 and
MCDU2 displays VHF2 and VOR/ILS2.


12 MENU push-button Allows access to the top level AMMS MENU
page. If pressed and held for more than three
seconds it allows access to the MCDU MENU
page.
13 MSG push-button Allows access to the alert messages page.
14 Key pad Alphanumeric keyboard.
15 PREV push-button Selecting the PREV key displays the previous
page in a multi-screen menu. If on the first
page the last page will be displayed.
16 EXEC push-button Used when confirmation is required prior to
the execution of an important function.
17 NEXT push-button Selecting the NEXT key will display the next
page in a multi-screen menu. If on the last
page the first page will be displayed.
18 CLR/DEL push-button Pressing the CLR/DEL key will cause the
deletion of the last character entered into the
scratch pad. Pressing down and holding the
CLR/DEL key for more than one second will
cause all the characters in the scratch pad to
be deleted.
19 BRT/DIM push-button A rocker switch to adjust the display bright-
ness.

Display
The data displayed on the screen will be differentiated by use of font size, spe-
cial characters and colours. The table below displays colour usage.
Pages navigation
Page navigation in a MENU is undertaken by depressing the associated LSK

where access to a sub-page is represented by the symbols < or >.
Page navigation for a multiple screen menu is via two basic function keys, the
NEXT key to go forward and the PREV key to go back (Figure 7-101).
Data entry
Data entry is via an alphanumeric keypad. An executive caption provides an

identification of confirmation required and the Basic Function Key, EXEC, is
used to preform this action.
Data to be inserted in to a data line is first written to the scratch pad using the
MCDU keyboard. As the characters are entered into the scratch pad, the last
character is highlighted in reverse video. Once entered this data can be cop-
ied from the scratch pad area in to the data line (Figure 7-101).
Toggle
The vertical toggle is associated when the crew are required to select from
more than one alternative. The selection of a minimum of three values are
required for the vertical toggle to be operative. The list of options are displayed
on a lower level page accessed by pushing the appropriate LSK.
The Horizontal Toggle is associated with the selection of two preset variables,
i.e. between "AUTO" and "MAN". In this case the two options will be displayed
separated by a backslash, and the current selection highlighted in a large
green font and the other in a small white font. When selecting the alternative
option the small white font will change to yellow for 1 second then the new
selection is displayed in large green font. The previous selection is now in
small white font.
Error messages
Error messages are displayed in response to the input of incorrect information

or an incorrect selection and are context sensitive to aid the cockpit crew. The
error message is displayed in the scratch pad area as a full width white banner
with the text of the error message shown in reverse video in the centre of this.

The messages only appear on the MCDU on which the data entry or selection
caused the error. The messages relate to:
— Invalid or wrong data
— Illegal value
— Insufficient data Database in use
— Ground or flight conditions
— Incorrect mode or setting
— Functions in progress
DATA TRANSFER UNIT

The Data Transfer Device (DTD) is located at the bottom right hand side of the
interseat console.
The DTD provides a means by which the cockpit crew/maintainer can transfer
data between the DTD and the AMMCs. The DTD guarantees the exchange
of basic helicopter maintenance information between the helicopter and the
logistic support stations.
The DTD also has the capability to internally store data on the Mass Storage
(Solid State Disk (SSD)) to accommodate off-line helicopter systems database
data.

COCKPIT DISPLAY SYSTEM

The aircraft uses a glass cockpit concept, where large Liquid Crystal Displays
(LCD) replace the traditionally analogue dials and gauges.
The aircraft cockpit contains the following CDS components (Figure 7-102):
— Display Unit (DU) (2 MFD and 2 PFD)

The DU are mounted on the main instrument panel and are identified 1 to
4 from left to right. The DU are identical and have the ability to display all
formats, dependent on their installed position.
Each DU is identical in construction and software standard. However,
when installed into the instrument panel each can perform and display dif-
ferent data, formats and images.
— Integrated Standby Instrument System (ISIS)
The ISIS is installed in the centre of the instrument panel above the pilot
and copilot MFD.
— Display Control Panel (DCP)

There are two identical DCP identified as DCP 1 and DCP 2. Both DCP
are located in the cockpit on the forward edges of the interseat console.
The DCP provide the pilots with a method of managing some parameters
on a DU displaying the PFD format. These parameters can also be con-
trolled via the DU bezel keys.
The PFD interfaces with the DCP to receive control inputs for the follow-
ing:
– Selected course (CRS)
– Scrolling CAS list (CAS)
– Barometric pressure correction (BARO)
– Displayed range (RANGE)
– RA low alert (DH).
Three push buttons are provided to enhance the primary flight displays:
– Synthetic Vision System (SVS) - enables/disables synthetic vision sys-
tem.
The SVS is a database derived application which integrates informa-
tion from various sources to provide a computer-generated representa-
tion of the external environment. SVS is based on dedicated Software
that runs in each PFD. It uses information from navigation and flight
sensors (e.g. AHRS, Air Data, Rad Alt, GPS) along with dedicated

Data Bases (DB) (Obstacles DB, Complete Terrain DB, NAV DB) to
compute surrounding position and generate a visual representation of
the external environment.
– FD SEL - enables/disables flight director bars on the attitude display
– EVS - enhanced vision system (not used).
— Cursor Control Device (CCD)

There are two CCD located in the cockpit, within the interseat console.
The CCD consist of a contoured control panel section and peripheral con-
trols that allow an alternative method to control some display system
menus and functions.
Each CCD has eight push buttons, one dual concentric rotary knob with
push button, a trackball and two four-way switches. These controls allow
the operator to navigate between DU and DU menus and select various
operating parameters.
— Reversionary Control Panel (RCP)

The RCP is located in the cockpit, towards the centre of the interseat con-
sole. The RCP provides reversion switching for AHRS, ADS and DU. The
RCP interfaces DU through two inputs, one for each reversionary control.
The RCP is used to reconfigure the failed air data or attitude data source
(ADS1 and 2, AHRS1 and 2) and the DU in case of detected misleading
information.
— Display Dimming Panel (DDP)

The DDP is located in the cockpit, towards the centre of the interseat con-
sole. The DDP provides the operator with four central brightness rotary
controls, one for each DU. The brightness control provides a dimming
capability compliant with NVG.
— Master Caution/Master Warning lights (MCL/MWL) panel

There are two MCL/MWL panels. They are located in the cockpit, on the
instrument panel above the pilot and copilot DU.
When a new warning/caution message is raised the master warning/cau-
tion lights on both pilot and copilot sides flash.
The caution acknowledgement of all displayed caution alerts is done
through master caution push button on pilot or copilot side.
The warning acknowledgement of all displayed warning alerts is done
through master warning push button on pilot or copilot side.

MASTER CAUTION/
MASTER WARNING A
CURSOR CONTROL
B C JOYSTICK
F
MASTER CAUTION/
MASTER WARNING
D
A
G
H E
J G
A B C D E
H
DU1 DU2 DU3 DU4
J PFD MFD MFD PFD
REVERSIONARY
CONTROL PANEL
DISPLAY DIMMING PANEL
H
F
CURSOR CONTROL
DEVICE
G
DISPLAY CONTROL
PANEL INTEGRATED STANDBY
INSTRUMENT SYSTEM
ICN-89-A-157000-A-00001-02065-A-001-01
Figure 7-102 CDS - Components Location

— Cursor Control Joystick (CCJ)

The CCJ is a five-way switch located on the cyclic stick. The CCJ is a
backup for the CCD cursor movement and enter button, it allows the
same controls with the limitation that movements are limited to four direc-
tions. The CCJ has no interaction with the PFD.
The cockpit display system provides the aircrew with the information neces-
sary for the operation of the aircraft under Visual Flight Rules (VFR) and
Instrument Flight Rules (IFR) within civil airspace. It also allows the aircrew to
manipulate and display many flight systems and situations, therefore reducing
the aircrew's work load. The data is shown on four Display Units (DU) on the
main instrument panel. Each DU has a colour LCD which is Night Vision Gog-
gles (NVG) compatible.
The schematic diagram of the CDS is shown in the Figure 7-103.
The CDS is connected to the AMMS via an Avionic Full Duplex (AFDX) data-
bus as the primary bi-directional communication bus for:
— CAS messages
— FMS data
— Radio Nav tuning
— Maintenance data
— Power plant parameters
— Synoptic pages.
COCKPIT DISPLAY SYSTEM CONTROLS AND DISPLAYS

The Figure 7-104 shows the cockpit display system controls.

AMMS
DDP
AFDX 1 AFDX 2
MCMW MCMW
DU1 DU2 DU3 DU4

PFD MFD MFD PFD
RCP
DCP DCP
CCD CCD
CYCLIC CYCLIC
ICN-89-A-157000-A-00001-02063-A-001-01
Figure 7-103 CDS - Schematic Diagram

B
B
A
A
CURSOR CONTROL DEVICE
C A 4
3 5
2 2
6
1
7
C
REVERSIONARY CONTROL PANEL
16 17 18 16
B
DISPLAY CONTROL PANEL
8 9 10
19
DISPLAY DIMMING PANEL
15 14 13 12 11
ICN-89-A-157000-A-00001-02215-A-001-01
Figure 7-104 CDS - Controls and Displays

Key to Figure 7-104

1 RNG+/- push-button Increase/decreases the range scale
2 LH/RH push-button moves the cursor between the DU (DU4 - 1 1
- 4)
3 SET push-button Refocus digital map to cursor position. SET
also allows switching between MFD, RFI area
communications current and previous operat-
ing data.
4 SEL knob//button The multi-function dual concentric rotary knob
with a "Select" (SEL) function is used to scroll
waypoint lists, change radio frequency/ chan-
nel and select XPDR/IFF codes on the MFD
when the cursor is in the appropriate area. It
also scrolls the CAS list when the cursor is on
the CAS list menu of the PFD. SEL allows
confirmation of the rotary knobs action.
5 ESC push-button Escape. To quickly exit the selected menus.
6 PTT push-button Press to talk facility to transmit using the
selected radio.
7 XPDR push-button Transmit transponder code when pressed.
8 CRS knob rotary knob to select the desired Course
pointer value.
A PUSH DIR function is provided to automati-
cally direct the Course pointer to the bearing
pointer of the selected NAV source or to the
current aircraft heading when ILS is the
selected NAV source.
9 CAS knob (Crew Alerting System) rotary knob to scroll
the message display queue up or down one
line at a time. The push button on this rotary
knob allows coming back to the top of the
CAS list.
10 BARO knob (Barometric) rotary knob to set the baro-cor-
rection value. A PUSH STD (Push Standard)
function is provided to set the standard (STD)
baro correction.
The BARO control should only affect the on-
side PFD display.


11 DH knob Decision Height rotary knob to set the mini-
mum radio altitude limit. A PUSH RA TEST
function is provided to initiate the testing
Radio Altimeter.
The DH control should only affect the on-side
PFD display.
12 EVS push-button Enhanced Vision System. Not available.
13 FD SEL push-button Flight Director Selection.
14 SVS push-button Synthetic Vision. Enables/disables the SVS
display format over Primary Flight Indicator
(PFI)/Navigation Area (NI) areas on the
onside PFD.
15 RANGE knob (Map/Hover Range) rotary knob for range
selection on PFD MAP or HOVER page.
Pressing MIN pushbutton over RNG rotary
knob, a range of 2.5 or 1 Nm is automatically
set when, respectively, Map or Hover presen-
tation is selected on PFD.
16 PLT/CPLT selector Displays reconfiguration:
- in “NORM” position, both PFD and MFD are
powered on with default format displayed.
- In “PFD” position, MFD is powered-off and
the PFD is reverted to PFD composite
format.
- In “MFD” position, PFD is powered-off and
the MFD is reverted to PFD composite
format.
17 ADS selector ADS source selection:
- in “NORM” position, ADS 1 feeds copilot dis-
plays and AFCS CH1, while ADS 2 feeds pilot
displays and AFCS CH2.
- In “2” position, ADS 2 feeds all the displays
and AFCS channels.
- In “1” position, ADS 1 feeds all the displays
and AFCS channels.


18 AHRS selector AHRS source selection.
- in “NORM” position, AHRS 1 feeds copilot
displays and AFCS CH1, while AHRS 2 feeds
the pilot displays and AFCS CH2.
- In “2” position, AHRS 2 feeds all the displays
and AFCS channels.
- In “1” position, AHRS 1 feeds all the displays
and AFCS channels.
19 DU (1-4) The rotary controls provide DU illumination
control.

PFD top level menu

The PFD provides bezel buttons to support the selection and control of display
features and selections. Refer to Figure 7-105

OFF OFF
1 2 3 4 5 6 7 8
1 AHRS1... AHRS2...
9 10 11 MENU 2/2 12 13 14
2 BRG DIST MENU OFF
DECLUTTER MENU
3 OFF ADF
BEARING MENU
OFF OFF 360 HSI 360 MAP
VOR/ILS1
PREVIEW FMS2 ARC HSI
HORIZONTAL ARC MAP
NAVIGATION NAVIGATION SITUATION MAP
VOR/ILS2 MENU VOR/ILS1
SOURCES HOVER SELECTION HOVER MAP
MENU
4 VOR/ILS2
6 7
5
8 WXR TWAS TCAS
OVERLAY MENU
11 SVS OBSTACLE WXR
SYNTHETIC VISION
12 13 MAG2 DG2 - SYNC2 +
AHRS MENU
14
DCP BACKUP MENU
ICN-89-A-157000-A-00001-02216-A-001-01
Figure 7-105 CDS (top level menu) - Controls and Displays

Key to Figure 7-105

1 MENU 1/2 Menu access. Select different menu options.
2 DCLTR Declutter. Pressing an individual item button
removes or displays the desired symbol as
shown in the table. The decluttering function
is not activated at power-up.
3 BRG Bearing select. Two bearing pointers can be
selected which are displayed on the naviga-
tion area.
Bearing 1 pointer is white and bearing 2
pointer is green in colour.
4 PVR Preview Navigation. The Preview Navigation
(prenav) source selection controls which sen-
sor is used for the display of Prenav course
deviation data and is independently selected
on each PFD. The selection of Prenav mode
source is done through bezel key "PRV" and
cycles sequentially in the following order: OFF
- VOR/ILS1 - VOR/ILS2 - OFF - VOR/ILS1.
5 NAV Navigation source. The selected navigation
source controls which sensor is used for the
display and output (to AFCS) of course devia-
tion data and navigation data. Navigation
source selection is independently selected on
each PFD.
6 HSI Horizontal Situation Indicator. Select compass
rose/arc/hover format.
7 MAP Map mode. Sequentially selects and displays
any of the following formats in the specified
priority:
360 MAP - ARC MAP - HOVER MAP -
Repeat
8 OVRLAY Overlay. Display TCAS, TAWS or WXR view
on the map page.
9 MENU 2/2 Menu management
10 DCLRT Declutter. Access DME indication declutter,
menu declutter.


11 SVS Synthetic Vision System. The SVS is a data-
base derived, software application that runs in
each PFD which integrates information from
various sources to provide a computer gener-
ated representation of the external environ-
ment.
12 AHRS Select Magnetic (MAG), Directional Gyro-
scope (DG) and sync modes.
This menu controls the AHRS. Both AHRS
are controlled by PFD only.
13 SET DCP backup. To control Course, range, baro
correction, DH.
This menu has the same functions as DCP,
except CAS list control. It provides a kind of
DCP back up in case of DCP failure.
14

PFD colors definition

The colours used for indication are shown below with examples of their use:
— Red - warnings and failures
— Yellow - cautions, invalid data, data not received (yellow dashes) and lim-
iting regions
— Green - advisories, digital readouts, tape scale normal/safe operating

regions
— Blue - (sky) blue region on Attitude Indicator (AI), representing sky
— Brown - (ground) brown region on AI representing ground
— Cyan - labels, pointers and associated source, digital readouts
— Magenta - AFCS datums and deviation from the normal
— White - labels, tape scales, No Computed Data (NCD) (white dashes),

digital readouts, aircraft symbol colour
— Grey - areas to avoid, minor tape scale markers, some display readouts.
Pointers entering these regions can be red in colour.
Associated with the colour definition is the Figure 7-105, providing colour
scheme definition for each indication on the typical tape scales.
PFD displays
Each function in the PFD format is displayed in a dedicated area. The PFD
format is organized into eight global areas (Figure 7-106):
— Primary Flight Indicator (PFI)

The PFI is the part of the PFD format which contains flight indications. For
more details see chapter 34 and chapter 22.
— Navigation Indication (NI)

The lower centre area of the PFD format is the navigation display area.
The data presented in this area varies by PFD formats. For more details
see chapter 22.
– Full map (360 MAP) mode
– Arc map (ARC MAP) mode: part of rose (160° portion) displayed
– Full rose HSI (360 HSI) mode
– Arc HSI (ARC HSI) mode: part of rose (160° portion) displayed

SCALE UNIT %
RED MARK
TRANSIENT LIMIT
TIME LIMITING MARK TIME LIMITED REGION
CAUTIONARY REGION
NORMAL OPERATING
REGION
LEGEND NP
BASIC TYPE SCALE
110 LIMITING OPERATION

120 % 102
TRANSIENT OPERATION
NORMAL OPERATION
LIMITING OPERATION
TYPE SCALE POINTER
INVALID/NOT --- NON COMPUTED DATA

RECEIVED DATA (POINTER REMOVED)
(POINTER REMOVED) --- % ---
TYPE SCALE - LOSS OF DATA
ICN-89-A-157000-A-00001-02217-A-001-01
Figure 7-105 CDS (colors definitions) - Controls and Displays

– Hover (HOVER) mode (same indication for HSI and MAP modes).
— Crew Alerting System (CAS)

CAS messages are sent by both AMMC to the CDS or internally com-
puted by CDS for some specific or critical messages.
The CAS messages are sorted by priority (warning, caution, advisory, sta-
tus) and time (most recent at the top) and eventually scrolling inputs.
CAS list is scrolled by the pilot PFD by:
– Scrolling inputs directly received from the pilot DCP or pilot CCD
– Scrolling inputs received from the copilot DCP or copilot CCD sent by
the copilot PFD to the pilot PFD
— Primary Vehicle Indication (PVI)

The PVI consists of two indicators (for more details see relevant chap-
ters):
– PI indicating equivalent torque parameter
– Triple tachometer indicating NF and NR parameters.
— Secondary Vehicle Indication (SVI)

The SVI consists of temperature and pressure of engines, transmissions,
hydraulic and fuel parameters. The secondary power plant is displayed
only in flight conditions. The aim of the SVI is to provide to the pilot with
the following power plant indications. For mare detail see the relevant
chapter.
— Radio Frequency Indication (RFI)

The RFI are located in the left/right (depending if pilot/copilot) bottom part
of the PFD screen. The radio NAV RFI is in the middle, between VHF
communication RFI and ATC XPDR RFI. The RFI is an area dedicated to
the radio tuning system.
— AFCS annunciators PFD menu.

A dedicated display area on the PFD provides AFCS status and mode
information. AFCS annunciations are provided for vertical (collective), lat-
eral (yaw/roll) and longitudinal (pitch) axes, six fields in total.

CAS AFCS PFI
SECONDARY RFI PRIMARY PFD NI PRIMARY

VEHICLE VEHICLE MENU VEHICLE
INDICATION INDICATION INDICATION
1/2 2/2
ICN-89-A-157000-A-00001-02218-A-001-01
Figure 7-106 CDS (PFD format) - Controls and Displays (Sheet 1 of 5)

IAS AIRSPEED GROUND SPEED

INDICATOR INDICATOR
VERTICAL SPEED
INDICATOR
BAROMETRIC
ALTITUDE
INDICATOR
OUTSIDE AIR
TEMPERATURE
INDICATOR
ROLL SCALE
ROLL POINTER AND
SLIP/SKID INDICATOR
PITCH SCALE
HORIZON LINE
ATT IND
AIRCRAFT REFERENCE
HEADING DIGITAL
READOUT
COMPASS ROSE
ICN-89-A-157000-A-00001-02066-A-001-01

NAVIGATION INDICATION AREA
TRU 123
12 HDG
135 15 105 TRU 123 HDG
E 135 12 105
15
E
6 S
3 21
N 24
33 W
30
360 MAP ARC MAP
210 TRU 123 HDG

HDG 135 12 105
210
15
E
360 HSI ARC HSI
135 12
E 15
S
6
21
3
24
N
33 W
30
HOVER
ICN-89-A-157000-A-00001-02068-A-001-01

PRIMARY VEHICLE INDICATIONS
ADDITIONAL VEHICLE INDICATIONS
SECONDARY VEHICLE INDICATIONS
ICN-89-A-157000-A-00001-02067-A-001-01

WARNING
NOT ACKNOWLEDGED CAUTION
ACKNOWLEDGED CAUTION
ADVISORY
MESSAGE
COLLECTIVE YAW/ROLL PITCH

CAPTURED CAPTURED CAPTURED
BOX BOX BOX
CAPTURED CAPTURED CAPTURED
MODE MODE MODE

EXCESSIVE EXCESSIVE EXCESSIVE
DEVIATION DEVIATION DEVIATION
ARMED ARMED ARMED
MODE MODE MODE
ICN-89-A-157000-A-00001-02069-A-001-01

MFD format
The top row of MFD bezel keys is used to cycle through the display formats
associated with the corresponding menu item. Refer to Figure 7-107.
For each press, the MFD displays and cycles through the first enabled group
of associated menu controls. When a corresponding format is not already dis-
played, the first push on bezel key will recall the previous memorized format
before start, enabling the cycling through of all possible selections.

ICN-89-A-157000-A-00001-02072-A-001-01
Figure 7-107 CDS (MFD format) - Controls and Displays (Sheet 1 of 6)

OVERLAY
PICTURE IN PICTURE (PIP)
ICN-89-A-157000-A-00001-02073-A-001-01

VIDEO
DMAP1
DMAP2
DIGITAL MAP
ICN-89-A-157000-A-00001-02074-A-001-01

FLIGHT PLAN
ICN-89-A-157000-A-00001-02075-A-001-01

1 EECU DATA --- --- ENGINE 2 EECU DATA ENGINE

DC ELEC DC ELEC
---
---
HYDRAULICS
AFCS ---
7 HYDRAULICS
AFCS
CONFIG CONFIG
--- ---
--- --- MAINTENANCE FUEL LBS
--- ---
FUEL KG
ITT °C
ITT %
--- --- --- ---
HPA
IN HG
NM
KM
ALT METRICS
SYSTEM - ENGINE SYNOPTIC PAGE SYSTEM - HYDRAULIC SYNOPTIC PAGE
ECL
AP1 PRE-FLIGHT TEST
1 AP PF-TEST IN PROGRESS
PRESS AND RELEASE AP OFF
LAT 1 2
L R
UP 1 UP
2
LONG 75 %
C L
LAT 25 % L O
T N
V PED
PED 80 % L R G
1
CLTV
2
DN DN
AP2 PRE-FLIGHT TEST
2 AP PF-TEST ABORTED
SYSTEM - ELECTRICAL SYNOPTIC PAGE SYSTEM - AFCS SYNOPTIC PAGE
MGB MGB
OIL PRESS MGB OIL TEMP
Bar °C
0.1 20
T
P P
BRG2
BRG1
TEMP
TEMP °C
°C 18
18
IGB
OIL TEMP
°C
20
IGB
TGB
OIL TEMP
°C
20
TGB
SYSTEM - XMSN SYNOPTIC PAGE
ICN-89-A-157000-A-00001-02076-A-002-01

Rev. 4
PRIMARY
ANALOG
PERF
ON GROUND
CLIMB
CRUISE
CRUISE DEI
HOVER
HOVER DEI
PWR PLANT
ICN-89-A-157000-A-00001-02219-A-001-01

Key to Figure 7-107

1 OVERLAY The overlay options allow the crew to display
or remove symbols, video, data and (interac-
tive) controls associated to TCAS, TAWS and
weather radar system. It also allows FMS
navigation data and symbols such as
Navaids, Airports, Idents, NDB, FPLN, Sec-
ondary FPLN, Off route WPT to be displayed
or removed.
2 PIP The Picture-In-Picture mode allows displaying
a second Video or DMAP source over an
already selected VIDEO or DMAP format.
When a PIP source is displayed on a format
which does not already have a PIP window
open, it is fixed in the upper left corner of the
display and with a size of approximately 5
inches width by 4 inches height. Picture-In-
Picture will be removed when the same Video
or DMAP source is selected as the VIDEO or
DMAP format.
3 MISSION Not available.
4 VIDEO The Full video format uses the whole size of
the display for a single video source select
through MFD menu.
Brightness and Contrast for the displayed
video source are controllable through four “vir-
tual” push-buttons located above B1, B2, B4
and B5 bezel keys.
5 DMAP The Digital Map is a full video format with the
possibility to overlay a Picture-In-Picture for-
mat. The route and steering data, annuncia-
tion and symbols are populated via the video
signal received from the AMMC.
6 FPLN Flight plan.


7 SYSTEM The system pages contain the following syn-
optic information which allow systems status
to be continuously monitored:
Engines synoptic page
DC electrical synoptic page
Hydraulic synoptic page
AFCS synoptic page
XMSN synoptic page.
8 P-PLANT The page summarizes all the helicopter
parameters.

Rev. 4
AFT MISSION CONSOLE SYSTEM KIT

The aft mission console is a optional kit for SAR Operations that allows the
cabin crew to control some of the mission systems that equip the helicopter.
The cabin PC of the aft mission console system is interfaced with a keyboard
and two foldable displays that represent the Human Machine Interface with
the crew.
The aft mission console system comprises (Figure 7-107A):
— Display
The two aft mission console display are fixed to the cabin ceiling and
deployed down when in use. When not in use, they are positioned level
with the cabin ceiling in order not to obstruct cabin operations.
Each display has an associated interface unit which interfaces all power,
discrete and video signals from the aircraft.
— Interface unit
The two interface unit are located in the rear avionic bay.
Each interface unit is associated to the related display.
— Cabin PC
The cabin PC is located in the rear avionic bay.
The cabin PC allows the operator in the cabin to access and interact with
the digital map, AIS transponder, HF radio, Direction Finder (DF) system
and SATCOM system functions. The display is the graphic interface of the
cabin PC.
— Keyboard
When not in use the keyboard is stored in behind the aft cabin seat row.
The keyboard located in the cabin is the Human Machine Interface device
to interact with the cabin PC.

Rev. 2
The video sources of the aft mission console can be selected from:
— FLIR
— Digital video-audio recorder system (left display only)
— Radar
— External video cameras
— Cabin PC.
When the cabin PC is ON, the aft mission console allows the operator in the
cabin to access and interact with the specific cabin digital map presentation
and selected mission sensors. Control and display of map information, pre-
sented in the cabin, is enabled through the cabin keyboard and video output is
given from the cabin PC to the displays.
The information that follows can be is overlaid to the digital map presentation:
— AIS transponder data
— FLIR pointing information
— radar search targets
— FMS data (including waypoints and search patterns).

The aft mission console also allow the operator to access and interact the full
range function of:
— AIS transponder
— HF radio
— Direction Finder (DF) system
— SATCOM system functions.

Rev. 2
NUMBER 2 MISSION
INTERFACE UNIT
NUMBER 1 MISSION
INTERFACE UNIT
A KEYBOARD
CABIN PC
NUMBER 2
MISSION DISPLAY
NUMBER 1
MISSION DISPLAY
ICN-89-A-157000-G-00001-07122-A-001-01
Figure 7-107A Aft mission console system kit - Components Location

Rev. 2
AFT MISSION CONSOLE SYSTEM KIT CONTROLS AND DISPLAYS

The display provides bezel buttons to support the selection and control of dis-
play features and selections. The keyboard is used to select cabin PC fea-
tures. Refer to Figure 7-107B.
At the power up the main page shows the four display quadrants and the main
option buttons on the right side of the display. The option buttons on the right
side of the display change in the submenu according the operator selections.
When the cabin PC is ON, the cabin PC information are shown on the display
in four different areas as shown in the Figure 7-107C:
— Map area
— Panels area
— Status bar area
— SATCOM/GSM panel area.

Rev. 2
TYPICAL
4 3 2
ICN-89-A-157000-G-00001-07118-A-001-01
Figure 7-107B Aft mission console system kit - Controls and Displays

Rev. 2
Key to Figure 7-107B

1 Option buttons Push these buttons to select the related
option.
2 Arrow up button Push this button to increase the brightness of
the display.
3 On/off button Push this button to set the display on/off.
4 Arrow down button Push this button to decrease the brightness of
the display.
5 Keyboard Use the keyboard to select cabin PC features.

Rev. 2
Map area
The map area covers the left upper part of the display. The map area can be
increased or reduced with a command located on the status bar.
The map area shows the digital map selected by the operator that can overlay:
— AIS transponder data
— FLIR pointing information
— radar search targets
— FMS data (including waypoints and search patterns).

On the upper side of the map there is the top menu. The top menu has a fixed
buttons pattern. The top menu buttons are used to set the map options:
— overlay options
— map format options
— zoom options
— show/hide digital map
— show/hide compass rose.

On the lower side of the map there is the bottom menu. The bottom menu has
not a fixed buttons pattern because some buttons of the bottom menu open
sub-menu. The bottom menu buttons are used to interact with the map:
— Select the Tactical Situation Display (TSD)
— Declutter the map area (show/hide the mission items)
— Send/receive AIS messages (MSG)
— Select AIS object
— Select the radar object
— Show/hide the information panel.

On the left bottom area of the map there is the cursor coordinates window that
show the cursor coordinates.
Control panels area
In the panels area are present the control panels that make possible to the
operator to operate all the function of the:
FOR TRAINING ONLY Issue 1 Page 7-292G

Rev. 2
— Direction Finder (DF)
— AIS transponder
— HF radio
— Digital Map Generator (DMG).

Each control panel is provided in two different format:
— Reduced format
When in reduced format, the control panel provides a set of basic com-
mands.
— Maximized format
When in maximized format, the control panel provides all the system com-
mands.
Status bar area
The status bar provide the command to increased or reduced the map area
dimension and the indication of the status of these system:
— Direction Finder (DF)
— AIS transponder
— HF radio
— Digital Map Generator (DMG).

SATCOM/GSM panel area
In the SATCOM/GSM panel area there is the control panel that make possible
to the cabin crew to operate all the function of the SATCOM system.
The control panel is provided in two different format:
— Reduced format
When in reduced format, the control panel provides a set of basic com-
mands.
— Maximized format
When in maximized format, the control panel provides all the system com-
mands.
Page 7-292H Issue 1 FOR TRAINING ONLY

Rev. 2
MAP AREA PANELS AREA
SATCOM/GSM PANEL AREA STATUS BAR AREA
ICN-89-A-157000-G-00001-07119-A-001-01
Figure 7-107C Cabin PC - Controls and Displays (Sheet 1 of 3)
FOR TRAINING ONLY Issue 1 Page 7-292I

Rev. 2
PANELS AREA
DIGITAL MAP GENERATOR PANEL
HP RADIO PANEL
DIRECTION
FINDER (DF)
A15 PANEL
PANEL
ICN-89-A-157000-G-00001-07120-A-001-01
Page 7-292J Issue 1 FOR TRAINING ONLY

Rev. 2
MAP AREA
TOP MENU
MAP
CURSOR
COORDINATES
BOTTOM MENU
SATCOM/GSM PANEL AREA
SATCOM CONTROL PANEL
STATUS BAR AREA
STATUS BAR
ICN-89-A-157000-G-00001-07121-A-001-01
FOR TRAINING ONLY Issue 1 Page 7-292K

Rev. 2
Page 7-292L Issue 1 FOR TRAINING ONLY

Rev. 2
189G0290X002 Auxiliary power (Chap 49)
AIRBORNE AUXILIARY POWER

(Chapter 49)
GENERAL
The airborne auxiliary power installed on the helicopter consists of the one
Auxiliary Power Unit (APU) system with the e-AAP 60 unit. The system is pri-
marily intended to deliver electrical power. The APU is based on a gas turbine
engine that drives a generator. A bleed-air source will be made available
through a dedicated single port to feed the aircraft Environmental Control Sys-
tem (ECS).
The APU drives a 25 kVA generator that provides electrical power to the Elec-
trical Power Generation and Distribution System (EPGDS) on the ground and
in flight.
Bleed air is also supplied to the ECS for cockpit and cabin heating on the
ground only.
Bleed-air can only be used in cold day conditions while Outside Air Tempera-
ture (OAT) is below +20 °C on the ground. Bleed-air extraction is not allowed
during main engine start or in flight.
The APU is located in a separated high-level fireproof compartment above the
cabin roof and between the two main engines, aft of the MGB (Figure 7-108).
APU CONTROLS AND DISPLAYS

The APU has a dedicated control panel on the interseat console. The panel
includes also the controls for the APU fire protection system.
The selector mode, allows to select the mode of operation. The APU status
will be displayed in the STATUS display in the panel.
Graphical information concerning the status of the APU is shown in the PWR
PLANT HELO format and in the engine synoptic page. See Figure 7-109.

Auxiliary power (Chap 49) 189G0290X002
APU
ICN-89-A-157000-A-00001-02024-A-001-01
Figure 7-108 APU - Components Location

A
A
B
6 7
5
4
3
2
1
ICN-89-A-157000-A-00001-02026-A-001-01
Figure 7-109 APU - Controls and Displays (Sheet 1 of 2)

ENG FORMAT
PWR PLANT FORMAT
PFD
ICN-89-A-157000-A-00001-02027-A-001-01
Figure 7-110 APU - Controls and Displays (Sheet 2 of 2)

Key to Figure 7-109

1 FAIL In case of detected failure during power up
built in test, READY light is not illuminated
and FAIL light is illuminated.
2 CLDWN Green light illuminated when the APU is in the
cool down state. APU, before stop, remain at
constant RPM without load for 1 minute for
APU thermal stabilization.
3 ON APU Fuel shut-off open and Fuel Pump run-
ning.
4 START Starting phase is run.
5 READY The electronic control unit (ECU) is ready to
start APU.
6 Selector mode The AAP Selector Mode for APU has Four
position:
OFF
ON - fixed position with 45° mechanical angle.
START - is momentary position with 45°
mechanical angle, when released, its will
return automatically in ON.
CRANK - momentary position with OFF to
CRANK¨ 90° mechanical angle when
released, its will return automatically in OFF.
7 FIRE EXT See chapter 26.
8 BTL See chapter 26

ENGINE (APU)
The engine (APU) consists of (Figure 7-111):
— Turboshaft engine
— Gearbox
The accessory gearbox forms part of the APU mounting structure and
transmit mechanical power to the gas generator when driven by the
starter motor.
It provides lubrication and cooling for the bearings and gears.
— Accessory gearbox (not illustrated)

The APU accessory gearbox is mounted on the inlet air side of the APU
gas generator. It consists of a housing including rotating gear shaft to sup-
ply mechanical power.
The accessory gearbox also integrates mounting points of the APU and
interfaces with the following system equipments:
– Starter shaft
– Alternator shaft
– Oil pump shaft
– De-aerator shaft.
The accessory gearbox supports equipments for:
– Electrical generation system
– Lubrication system
– Fuel system.
— Electronic Control Unit (ECU)

The ECU is located in the baggage compartment of the aircraft and con-
sists of a digital technology system. It provides full authority control of the
APU and the main functions are:
– Sequence the accessory commands required for APU operation
– Maintain the APU rotation speed at a set value
– Monitor the system and provide protection according to the APU oper-
ating mode.

GAS GENERATOR
GEARBOX
ECU
ICN-89-A-157000-A-00001-02171-A-001-01
Figure 7-111 Engine (APU) - Components Location

ENGINE FUEL SYSTEM (APU)

The engine fuel system (APU) conveys fuel from the helicopter system to the
gas generator combustion chamber at the flow-rate and pressure required to
ensure correct starting and running of the APU.
The APU fuel system comprises 4 main functions:
— Fuel heating
— Fuel filtering
— Fuel metering pump
— Fuel divider manifold.

The fuel system includes (Figure 7-112):
— Fuel heater
The fuel heater is mounted on the front of the gearbox, above the starter
motor and heats the fuel to prevent ice clogging in the low pressure fuel
filter.
— Thermostatic valve (not illustrated)

The thermostatic valve is located in the fuel heater. In cases of cold fuel
temperatures (temperature -25 °C), the oil valve automatically adjusts the
oil flow into the matrix to heat the fuel to above 0 °C.
— Fuel Metering Pump (FMP)

The FMP is located on the side of the gearbox, under the fuel filter. It
pumps and meters the fuel flow required to maintain a constant APU rpm.
It is controlled by the APU ECU.
— Low pressure fuel filter

The fuel filter is installed between the fuel heater and the FMP and filters
the fuel flow from the aircraft fuel system prior to its entry into the fuel
pump unit.
— Fuel flow divider manifold

The Fuel Flow Divider Manifold (FFDM) is mounted on the combustion
chamber end of the gas generator.
— Fuel Flow Divider Manifold.

The manifolds are mounted on the combustion chamber casing of the gas
generator, before the exhaust duct.

MANIFOLD
FUEL FLOW DIVIDER

HEATER MANIFOLD
LOW PRESSURE
FUEL FILTER
FUEL METERING
PUMP
ICN-89-A-157000-A-00001-02172-A-001-01
Figure 7-112 Engine Fuel System (APU) - Component Location

The starting fuel manifold connects the three standard starting burners to
the flow divider. The main fuel manifold connects the six air blast burners
to the flow divider
LUBRICATING SYSTEM (APU)

The lubricating system (APU) supplies oil at the flow-rate and pressure
required to ensure correct lubrication and cooling of the power section bear-
ings and gears during starting and running of the APU.
The lubricating system includes (Figure 7-113):
— De-oil valve
This valve is located in the scavenge line in the immediate close of the oil
pump inlet.
The de-oiling valve controls priming of the oil pump which in turn enables
or disables oil flow in the lubrication circuit.
— Oil pump
The oil pump is located on the gearbox, on the gas generator interface
side. The oil pump, which is driven by the gear train, supplies oil flow to
the lubrication system.
— Hight pressure relief valve

The High Pressure Relief Valve (HPRV) is located on the front of the gear-
box, under the starter motor. It limits the maximum pressure in the lubrica-
tion system.
— Oil filter
The oil filter is included to protect components in the lubrication system
from contamination.
— By-pass relief valve

The By-pass Relief Valve (BPRV) is located on the front of gearbox, under
the starter motor and under the filter. It allows oil to flow through the sys-
tem if the filter becomes contaminated.
— Oil filter pre-clogging Indicator

The pre-clogging indicator is located on the lower section, on the front of
the gearbox. It detects a pressure difference between the upstream and
downstream sides of the filter.
— Oil pressure switch

It detects the minimum gauge pressure in the engine oil system.

OIL PRESSURE
SWITCH
AIR/OIL HEAT
EXCHARGER
DE-OIL
VALVE
PUMP
RELIEF
VALVE
HIGH PRESSURE
RELIEF VALVE
HP OIL
FILTER
PRE-CLOGGING
INDICATOR
DRAIN AND CHIP
ICN-89-A-157000-A-00001-02173-A-001-01
Figure 7-113 Lubricating System (APU) - Components Location

— Air/oil heat exchanger

The air/oil heat exchanger is integrated into the upper part of the gearbox.
— Oil level and temperature sensor

The oil level and temperature sensor is located in the gearbox oil sump.
— Drain and chip detector

An electrical chip detector plug (with continuity check capability) is
installed in the oil system, on the front lower part of the gearbox. It acti-
vates a warning light on the instrument panel if a particle is detected, by
closing the electrical circuit
IGNITION/STARTING SYSTEM
The ignition/starting system includes (Figure 7-114):
— Exciter
The ignition exciter is a capacitor discharge unit that uses the aircraft 28
Vdc system or a 24 Vdc battery to provide an intermittent high voltage out-
put to the igniter plugs.
The igniter plugs are used to ignite the fuel in the combustion chamber.
Two igniter leads supply two igniter plugs with the high energy voltage
pulses produced by the ignition.
— Starter motor
The electric starter motor is a brush motor mounted on the front of the
gearbox. The starter motor cranks the engine during the starting phase.
The electrical power to the starter motor is provided by the battery bus,
through the starter contactor.

STARTER
MOTOR
A
EXCITER
ICN-89-A-157000-A-00001-02174-A-001-01
Figure 7-114 Ignition/Exciter System - Components Location


189G0290X002 Doors (Chap 52)
DOORS
(Chapter 52)
GENERAL
The purpose of the doors is to provide an aerodynamic and aesthetic design.
The doors also allow the ventilation and control of the atmosphere by enclos-
ing the aircraft. They enable the cooling or heating of the cockpit and the pas-
senger compartment. Their aim is also to reduce the noise and provide a a
good working environment for the aircrew.
The helicopter has the following doors:
— Cockpit doors
— Passenger cabin doors
— Cargo compartment doors
— Service and miscellaneous doors.

Refer to Figure 7-116 for the location of the doors.
DOORS CONTROLS AND DISPLAYS

The Crew Alerting System (CAS) window in the PFD provides information of
normal system status and also alerts the crew in case of abnormal condition
for all doors in the aircraft. (Figure 7-116).
On the Multi-function Display (MFD) at PWR PLANT page, the helicopter door
status is displayed by means of a helicopter silhouette with amber or green
lines around corresponding to the door installation. Whenever a door
microswitch detects a door open status, it provides a signal to the aircraft and
Mission Management Computers (AMMCs) to alert the crew with an amber
line. The door closed status is shown by a green line.

Doors (Chap 52) 189G0290X002
SERVICE/MISCELLANEOUS
DOORS/PANELS
DOORS/PANELS
CARGO COMPARTMENT
DOORS
DOORS
PASSENGER CABIN
DOORS
COCKPIT DOORS
DOORS
ICN-89-A-157000-A-00001-02208-A-001-01
Figure 7-115 Doors Location

189G0290X002 Doors (Chap 52)
PFD
MFD - PWR PLANT
ICN-89-A-157000-A-00001-02206-A-001-01
Figure 7-116 Doors - Controls and Displays

Doors (Chap 52) 189G0290X002
COCKPIT DOORS
The pilot/co-pilot doors are located on either side of cockpit and consist prima-
rily of two carbon fiber skins that are bonded and riveted together.
The crew door incorporates two hinge positions and three locking positions
(refer to Figure 7-117). One locking latch is located on the top edge of the
door, one on the bottom edge of the door and the third toward the lower por-
tion of the door in line with the handle.
The locking mechanism, provides a two step approach to opening the door
internally and externally. Internally, the door can be opened by pressing the
button located on the handle tip and turning in a downward motion. Externally,
the handle must be lifted and rotated in the upward direction
The doors incorporate two window panels, which provide maximum visibility
during take-off and landing. The crew door windows are of acrylic construc-
tion. The upper transparency is sealed in-situ to the supporting structure using
a rubber strip, which can be removed from inside the helicopter to displace the
window during emergency egress.
PASSENGER CABIN DOORS

The passenger cabin doors are located on either side of main cabin and con-
sist primarily of two carbon fiber skins that are bonded and riveted together.
The passenger cabin door includes two handles (an internal and an external
handle) that operate a roller assembly that locks the door to the aircraft struc-
ture with the related rods.
Each passenger door operates using three trolley assemblies which slide on
three door rails connected to the fuselage side skins. Each passenger door is
also restrained in four positions when fully closed with related locking mecha-
nism.
There are four cabin windows in each side of the helicopter. Two windows
installed in the passenger door and two in the fixed wall of the cabin. All win-
dows can be released outboard in an emergency situation and used as emer-
gency exits to egress the helicopter.

189G0290X002 Doors (Chap 52)
DOOR HANDLE
B
TYPICAL
DOOR LOCKING
MECHANISM
DOOR HANDLE
BUTTON
ICN-89-A-157000-A-00001-02205-A-001-01
Figure 7-117 Cockpit Doors

Doors (Chap 52) 189G0290X002
HANDLE
SERVICE
HANDLE
CABIN DOOR
LATCHING MECHANISM
ICN-89-A-157000-A-00001-02207-A-001-01
Figure 7-118 Cabin Doors

189G0290X002 Doors (Chap 52)
BAGGAGE COMPARTMENT DOORS

The baggage compartment doors (Figure 7-115) are located either side of rear
fuselage and consist primarily of a carbon fiber skin structure and (Nomex)
non-metallic honeycomb core.
The door is held closed by two push-button latches and is provided with a key-
operated lock.
SERVICE AND MISCELLANEOUS DOORS

The service and miscellaneous doors are shown in the Figure 7-119.
Service and miscellaneous doors on the helicopter consist of access panels,
cowlings, fairings and maintenance steps. The function of the service doors is
to provide access to equipment for maintenance and inspection.
On both sides of the rear fuselage, two maintenance steps are installed. They
are normally stowed and locked into a fuselage recess by means of latches,
and once opened they become a support for ground personnel to reach the
upper deck.
The nose door and the external power receptacle doors have sensor switches
that send the signal that causes message to the crew. See para “Doors con-
trols and displays”.

Doors (Chap 52) 189G0290X002
A B A
C
D D
NOSE COMPARTMENT
DOOR
AC EXTERNAL
POWER DOOR
MAINTENANCE
DC EXTERNAL STEP
POWER DOOR
ICN-89-A-157000-A-00001-02209-A-001-01
Figure 7-119 Service and Miscellaneous Doors - Component Location

189G0290X002 Main rotor (Chap 62)
MAIN ROTOR
(Chapter 62)
GENERAL
The main rotor system converts the power generated by the engines through
the main rotor gearbox into sufficient lift force to overcome the weight of the
aircraft to achieve flight. It also transmits main rotor flying control inputs to the
five main rotor blades.
The main rotor system is comprised of three different installations:
— Main rotor blades
— Main rotor head
— Rotating controls.
MAIN ROTOR BLADES

The main rotor blades (Figure 7-120) are made predominantly from composite
materials with only parts such as the titanium and nickel erosion shields, bal-
ance weights and housing, blade attachment and bolt bushes.
The five main blades provide the vertical lift components for all altitude/attitude
changes and for the characteristic longitudinal and lateral control.
The blades are of the sealed type and the main sub components are:
— A nickel and titanium erosion shield is attached to the leading edge of the
blade.
— The leading edge and the trailing edge of the blade root end have fairings.
— Mass-balance weights are installed in the blade root and in a pocket near
the blade tip. These weights are used to balance the blade statically.
— A metallic trim tab of metal is attached to the trailing edge. This trim tab
can be bent and adjusted for rotor tracking.
— The spar with a “D” shaped cross section, consisting of uni-directional

(UD) carbon and glass laminate in the side walls and UD carbon and
glass fibres in the nose.
— At the blade body a tip is bonded to complete the blade. The tip is com-
posed of skins made of glass fiber covering an internal honeycomb filler.

Main rotor (Chap 62) 189G0290X002
A
A
B B
B
B
B
BLADE STA 520 BLADE STA 7300
EROSION SHIELD SPAR LEADING EDGE
TRAILING EDGE MAIN ROTOR BLADE TRIM TAB
ICN-89-A-157000-A-00001-02034-A-001-01
Figure 7-120 Main Rotor Blades - Components Location

MAIN ROTOR HEAD

The main rotor head transmits the drive from the main gearbox to the main
rotor blades. It also transmits the aerodynamic loads and centrifugal forces
from the main rotor blades to the main-rotor drive shaft. It makes it possible to
change the blade pitch and the flapping and lead-lag movements of the
blades.
The main rotor head consists of (refer to Figure 7-121):
— Hub
The hub is produced in one piece starting from a forging. At the bottom is
attached a Ti flange with the function to connect the scissor drive links
and at the same location the sliding ring is positioned.
The hub is splined internally to be fitted to the mast and so to receive the
torque to rotate, then the rotation is transmitted to the swashplate by the
scissors drive links.
— Tension links
The tension links are composed of graphite cross ply tape to form the anti
torsional box. The windings provides the blade attachment holes. Some
metallic parts are bonded to the tension link and namely the stop support
which provides also the elastomeric bearing positioning location.
— Elastomeric bearings
The elastomeric bearings are composed of an Al inner member, a Ti outer
member and several intermediate rubber and metallic disks. The bearings
allow the blade motions while reacting the centrifugal force.
— Lag dampers
The dampers are of conventional hydraulic type. They connect the pitch
control lever to the damper attachment lugs of the hub.
— Control levers
The control levers are multiple function components. The main function is
to connect the blade to the swashplate so to transmit the pitch change
input. On the same component the damper attachment (blade side) is pro-
vided.

ELASTOMERIC TENSION
BEARING LINK
PITCH CONTROL
LEVER
HUB
LAG DAMPER
ICN-89-A-157000-A-00001-02035-A-001-01
Figure 7-121 Main Rotor Head - Components location

ROTATING CONTROLS
The rotating controls (Refer to Figure 7-122) are the interface between the
fixed part of the flying control system and the rotating parts of the flying control
system (those parts that are fitted to the head) in order to transfer pilot's con-
trol inputs from the fixed controls to the main rotor head and the blades.
The rotating controls consist of the fixed and rotating swashplate, the scissor
assemblies and the pitch change links.
The rotating control system is composed of the following parts:
— Pitch change links

The pitch change links (one for each blade) are connecting the pitch con-
trol lever to the rotating part of the swashplate. They are located on the
leading edge side of the pitch control lever.
— Swashplate assembly
The swashplate assembly consists of two swashplate, the upper swash-
plate is the rotating swashplate and lower swashplate is the stationary
swashplate. They are both connected together and have a duplex ball
type bearing between them. The bearings are grease lubricated and allow
the rotating swashplate to rotate around the no-rotating swashplate. The
fixed swashplate is mounted on a central spherical bearing which allows
both swashplate to tilt. The spherical bearing is located on the swashplate
guide tube which is part of the main gearbox and located below the mast.
— Spherical pivot
The spherical pivot fits on to the top of the main gearbox casing and per-
mits the tilt angle of the two swashplate given by the cyclic pitch input, and
allowing their vertical translation given by the collective pitch input. The
spherical pivot made from aluminium alloy can translate in the vertical
direction along the surface of contact with the four centering plates bolted
on the centering bushing installed on top of the transmission.
— Rotating scissors.
The rotating swashplate is mounted on the fixed swashplate through a
double ball bearing that allows rotation. The rotation is imparted to the
rotating swashplate by two scissor links. Each scissor link comprises two
lever arms attached together by a pivot bolt. The free end of upper lever
arm of a link then connects to a clevis lug on the rotor hub. The free end of
the lower lever arm then connects to a spherical bearing, which is
attached to the rotating swashplate.

PITCH CHANGE
LINK
SLIDING BEARING
ASSEMBLY
SWASHPLATE
ASSEMBLY
A ROTATING SCISSORS
ASSEMBLY
ICN-89-A-157000-A-00001-02036-A-001-01
Figure 7-122 Rotating Controls - Components Location (Sheet 1 of 2)

SWASHPLATE
BOOT
ROTATING
SWASHPLATE
STATIONARY SPHERICAL PIVOT

SWASHPLATE
ICN-89-A-157000-A-00001-02365-A-001-01
Figure 7-122 Rotating Controls - Components Location (Sheet 2 of 2)


189G0290X002 Main rotor drive (Chap 63)
MAIN ROTOR DRIVE

(Chapter 63)
GENERAL
The purpose of the main rotor drive system is to provide the mechanical power
transfer from the engines to the rotors and accessories driven by the main
gearbox at the required speed.
The main rotor drive system includes:
— The Main Gearbox (MGB)
— The engine/gearbox couplings
— The lubricating system
— Rotor brake system.

The MGB is attached to the airframe through the mounting and support instal-
lation, which includes the anti-torque beam. The function of the mounting
installation is to secure the main gearbox to the airframe, preventing vertical
and rotational movement and absorbing the torque/lift loads.
MAIN ROTOR DRIVE CONTROLS AND DISPLAYS

The transmission systems are monitored with chip detectors, oil level, oil pres-
sure and oil temperature indicators as well as crew alerting system (CAS)
warning and caution messages to inform the pilot of the operating condition of
the system.
The PWR PLANT format includes the oil pressure and temperature for the
main gearbox (Refer to Figure 7-123).
The crew alerting system window, in the primary flight display format, can
show eleven cautions and two warnings for the main rotor drive system.
MAIN GEARBOX
The main gearbox (Figure 7-124) is the main component that converts drive
from the 2 engines (21420 rpm) into drive to the main rotor, tail rotor drive sys-
tem and accessories.

Main rotor drive (Chap 63) 189G0290X002
ICN-89-A-157000-A-00001-02033-A-001-01
Figure 7-123 Main Rotor Drive System - Controls and Displays

The main module is an aluminum case containing a number of gears, shafts

and bearings.
The main components for the main module are:
— No. 1 and No. 2 hydraulic pumps
— AC generators (option)
— No 3 hydraulic pump
— Oil system drain
— Rotor speed sensor
— Low level oil sensor
— Tail rotor drive
— Oil cooler (and fan) assembly
— Oil lubrication pumps (see “Lubricating system” para)
— Magnetic chip detectors.

The upper module of the main gearbox holds the planetary gears and the
main rotor mast. This module is installed on the main case of the gearbox with
washers and nuts which attach it to the studs of the main case.
The input module (Figure 7-124) is driven by the engine output shaft. The unit
changes the axis of rotation and provides the first stage of speed reduction.
The unit also contains a sprag type freewheel unit in both input modules which
allows the MGB to overspeed an engine and still maintain drive to the acces-
sories. The left and the right Input shaft modules are installed on the related
side of the main gearbox, with each module attached to the main casing.
The input modules form part of the distribution network of the MGB oil system
in which the input module retains a small local reservoir that is normally
recharged by the system to provide oil to the gear mesh engagements and
bearings.
First stage reduction is carried out in the input stage via a spiral bevel gear
arrangement. The second stage reduction is also a spiral bevel gear. The third
stage reduction is an epicyclical planetary reduction. The main rotor mast
rotates at 290.45 rpm. The tail rotor take off drives the tail rotor drive shafts
(TRDS) at 4645 rpm.

OUTPUT DRIVES
OIL COOLER
UPPER MODULE
NO 2
HYDRAULIC
PUMP
ROTOR BRAKE
NO 1
HYDRAULIC
INPUT DRIVE PUMP
MAIN MODULE
NO 3
HYDRAULIC
PUMP
INPUT DRIVE
OIL LEVEL
SUPPORT RODS AND SIGHTGLASS
ANTI-TORQUE PLATE
ICN-89-A-157000-A-00001-02028-A-001-01
Figure 7-124 Main Rotor Drive System - Components location

ENGINE/GEARBOX COUPLINGS
Each engine has its own independent but identical coupling arrangement to
the MGB comprising the left input shaft module and the right input shaft mod-
ule (Figure 7-125). Each one of these includes a drive shaft, torque tube, gim-
bal assembly and an input module.
The coupling allows power transfer from the engines to the MGB, allowing an
angular misalignment in the engine to MGB drive train and the disconnect
engine function.
Power is transmitted from the two engines to the main transmission input
gearboxes via engine input shafts. The function of the input shaft is to transmit
power and motion from the engine output spline to the MGB first reduction
stage.
The rotating torque load from the engine to the MGB is driven by the engine
shaft and the engine shaft is placed inside the gimbal and it is provided with a
flexible coupling capable of accommodating both angular and axial misalign-
ment.

GIMBAL ASSY
TORQUE TUBE
TYPICAL
INPUT MODULE
FLEXIBLE COUPLING
INPUT SHAFT ASSY
ICN-89-A-157000-A-00001-02029-A-001-01
Figure 7-125 Engine/Gear box coupling - Components Location

LUBRICATING SYSTEM
The MGB contains an integral forced oil lubrication system with lubrication
pumps, filters and a cooling circuit for temperature / filtration control (refer to
Figure 7-126). The oil ducts, cored in the MGB, supply the oil to a number of
directional oil jets each aimed at gear wheels and bearings and each is fitted
with an internal filter screen.
For the schematic diagram of the main transmission lubricating system refer to
Figure 7-127.
The lubricating system includes:
— Two lubrication pumps

They are mounted on pads slightly lower but on each side of the tail take
off unit.
— Pressure regulating valves

The output from each pump passes through the pressure regulating valve
which maintains a maximum outlet pressure of 5.1 PSI by bypassing
excess oil back to the sump.
— Check valves
— Oil cooler assembly

The MGB oil cooler provides the support for a filtering system (anti-spill
valve, filter cartridge and filter head with differential pressure monitoring)
and monitoring system sensors (temperature/pressure sensors and
switches).

C
B B A
A
A A
A A
A A
C A
THERMOSTATIC
VALVE
OIL FILTER OIL JET
OIL COOLER (TYPICAL)
HOUSING
LUBRICATION
PUMP
(TYPICAL)
OIL COOLING FAN

ICN-89-A-157000-A-00001-02031-A-001-01
Figure 7-126 Lubricating System - Components Location

ICN-89-A-157000-A-00001-02369-A-001-01
Figure 7-127 Lubricating System - Schematic Diagram

ROTOR BRAKE SYSTEM

The rotor brake system (Figure 7-128) provides the means to stop the main
rotors of the aircraft upon engine shutdown and also to hold the rotors stopped
for a period of up to 8 hours when left in a “parked” condition. Rotor brake
operations are only permitted when both engines are “off” and the rotor speed
(NR) is less than 40%.
The system is manually operated by a rotor brake control lever (RBCL)
located in the cockpit. Moving the RBCL to the braking position, actuates a
dual stage pump in the Rotor Brake Control Module (RBCM) to provide
hydraulic power supplies to pistons located in the rotor brake Assembly
(RBA). These pistons then move brake pads into contact with a rotating rotor
brake disc (RBD) to apply a braking force to the rotors through the Main Gear-
box (MGB) via the tail rotor drive shaft.
The RBCM is installed on the upper deck of the aircraft and it is mechanically
linked to the RBCL. Its functions are to provide the RBA with pressurized
hydraulic power supplies from the Rotor Brake Reservoir Assembly (RBRA)
when the RBA is in the braking position, and the RBCL is moved from the OFF
detent.

ROTOR BRAKE
DISC
RESERVOIR
ROTOR BRAKE
ASSEMBLY
HYDRAULIC LINE
A A
HYDRAULIC LINE
CONTROL MODULE
CONTROL LEVER
HYDRAULIC LINE
ICN-89-A-157000-A-00001-02030-A-001-01
Figure 7-128 Rotor Brake System - Components Location


189G0290X002 Tail rotor (Chap 64)
TAIL ROTOR
(Chapter 64)
GENERAL
The purpose of the Tail Rotor (TR) system is to produce an aerodynamic force
(tail rotor thrust) to counteract the torque reaction produced by the main rotor
during flight. The amount of tail rotor thrust produced can be controlled and
varied by collectively changing the pitch of the blades through the flight control
system and the tail rotor controls.
The TR system is a four blade articulated rotor with a diameter of 2.9 metres.
The system is composed of the following sub-systems:
— Rotor Blades
— Rotor Head
— Rotating Controls.
ROTOR BLADES
The blades installation is composed of (refer to Figure 7-129):
— Four blades assemblies
— Four blade pins
— Four elastomeric bearings.
— Four blade damper attachments.

The blades are attached to the head installation via the elastomeric bearings.
The blade lead/lag, flap and pitch change movements are permitted by the
elastomeric bearing, which also has the function of transmitting the loads of
the blade to the hub.
The blade spar is D shaped with a carbon, glass composition. The core of the
spar is made from a Rohacell foam moulding.

Tail rotor (Chap 64) 189G0290X002
BLADE PIN
ELASTOMETRIC
BEARING
DAMPER
ATTACHMENTS
ICN-89-A-157000-A-00001-02128-A-001-01
Figure 7-129 Rotor Blades - Components Location

ROTOR HEAD
The TRH installation includes (refer to Figure 7-130):
— Hub
— Dampers and damper brackets
— Conical rings
— Ring nut and pressure plate
— Locking flange.
ROTATING CONTROLS
The rotating controls (refer to Figure 7-131) consist of a control rod internal to
the mast, connected on one side to the servo and on the other side to the spi-
der. The spider is connected to the blades by four pitch-links fitted with elasto-
meric rod end bearings.
The pitch control arm is bonded directly to the blade.
Two rotating scissors are linked to the hub and to the spider in order to provide
the rotational motion to the controls. A duplex ball bearing allows the relative
motion between the spider and the control rod.

HUB
DAMPER
DAMPER
BRACKET
RING NUT AND
PRESSURE PLATE
CONICAL RING
LOCKING FLANGE
ICN-89-A-157000-A-00001-02117-A-001-01
Figure 7-130 Rotor Head - Components Location

ROTATING
SCISSORS PITCH LINKS
SPIDER/SLIDER
ASSEMBLY
DUPLEX BEARING
ICN-89-A-157000-A-00001-02129-A-001-01
Figure 7-131 Rotating Controls - Components Location


189G0290X002 Tail rotor drive (Chap 65)
TAIL ROTOR DRIVE

(Chapter 65)
GENERAL
The tail rotor drive system consists of all the sub-systems and components
that are required to transmit power from the main gearbox to the tail rotor by
means of the tail rotor drive shafts. The sub-systems and components are:
— Tail Rotor Drive Shaft installation (TRDS):

– No. 1 drive shaft
– No. 4 drive shaft.
— Intermediate Gearbox (IGB)
— Tail Gearbox (TGB).
TAIL ROTOR CONTROLS AND DISPLAYS

The indicating system gives the pilot information about the oil temperature of
the IGB and the TGB. Both gearboxes have a sensor installed at the bottom of
the gear casing that monitors the oil temperature. Refer to Figure 7-134 and
Figure 7-135.
Oil temperature sensor is of an analogue type and its output is displayed on
the Primary Flight Display (PFD) under the labels of either IGB or TGB. In the
normal temperature range the indication is green, amber is out of range and
requires monitoring of all IGB / TGB condition indications and a temperature in
the red requires pilot action.
There are twelve cautions associated with the tail rotor drive system, these
are displayed as either acknowledged or not acknowledged messages.
Both the IGB and TGB static low oil level sensors check the level of oil in the
transmission system.
The sensor only operates when the aircraft is on the ground (Weight on
Wheels (WoW) switch interaction) and the rotor speed NR is below 5%.

Tail rotor drive (Chap 65) 189G0290X002
The system is managed and tested via the Electrical Control and Display Unit
(ECDU), by accessing the MENU page, TEST sub-page then pressing the
command TEST XMSN OIL level test. Refer to Figure 7-132.
The test lasts seven seconds but the cautions are only displayed on the Multi
Function Display (MFD) during the last two seconds.
When the IGB CHIP caution messages are displayed in the CAS window of
the PFD, the pilot can try to burn the ferrous particle(s) pushing the CHIP
BURN switch located on the TRANSMISSION page on the ECDU. Refer to
Figure 7-132.
TAIL ROTOR DRIVE SHAFT INSTALLATION

Refer to Figure 7-133 for the primary components of the tail rotor drive shaft
installation.
The No. 1 drive shaft is a critical shaft constructed of a titanium flowformed
material for fire resistance and is electron beam welded. The forward end of
the No. 1 drive shaft connects through a TRDS flexible coupling assembly to
the MGB tail take-off flange and passes rearwards between the two engine
exhaust ducts.
The rear end of the drive shaft connects to the No. 2 drive shaft through the
forward bearing housing assembly then a flexible coupling assembly. The for-
ward bearing housing assembly brackets are made from stainless steel.
The No. 2 drive shaft and end fittings, which are welded together, are made
from anodized aluminium alloy and have a paint finish inside and out. At the
rear end, this shaft connects through the rear bearing housing assembly and a
flexible coupling to the forward end of the No. 3 drive shaft.
The rear end of the No. 3 drive shaft is connected to the IGB input flanged
coupling through a flexible coupling. The No. 3 and No. 4 drive shafts are of
the same general construction as the No. 2 drive shaft.

ICN-89-A-157000-A-00001-02119-A-001-01
Figure 7-132 Tail Rotor System - Controls and Displays (Sheet 1 of 2)

ICN-89-A-157000-A-00001-02120-A-001-01
Figure 7-132 Tail Rotor System - Controls and Displays (Sheet 2 of 2)

TGB
NO. 1 SHAFT
BEARING HOUSING
ASSEMBLY
FLEXIBLE COUPLING
ASSEMBLY
NO. 4 SHAFT
BEARING HOUSING
ASSEMBLY
NO. 2 SHAFT
IGB
NO. 3 SHAFT
ICN-89-A-157000-A-00001-02124-A-001-01
Figure 7-133 Tail Rotor Drive Shaft Installation - Components location

INTERMEDIATE GEARBOX
The IGB is installed on the lower tail-fin structure between the No. 3 and No. 4
drive shafts and it is secured to the tail boom by four attaching bolts. Refer to
Figure 7-134 and Figure 7-133.
The IGB receives the torque from the No. 3 drive shaft through the input slid-
ing adaptor. The sliding adaptor drive is installed in the input pinion.
The IGB is a bevel gearbox that changes the angle of the horizontal drive
shafts to an upward sloping direction (49°) to the TGB and reduces the input
drive shaft speed from 4354 rpm to an output speed of 3323 rpm.
TAIL GEARBOX
The TGB is a single stage reduction unit supporting and driving the tail rotor.
Refer to Figure 7-135 and Figure 7-133.
The TGB is installed on the top of the fin and is securely attached to the verti-
cal stabilizer by a machined bracket and four bolts.
The TGB reduces the input speed of 3389 rpm to the output speed of 1407.3
rpm which is the nominal speed of the tail rotor. Anti-torque loads are transmit-
ted through the TGB into the tail-boom.
The No. 4 drive shaft is connected via a flexible coupling to the TGB input cou-
pling.

OIL LOW LEVEL

SENSOR
OIL FILLER
OIL LOW LEVEL

INDICATOR
OIL TEMPERATURE
SENSOR
ICN-89-A-157000-A-00001-02126-A-001-01
Figure 7-134 Intermediate Gearbox - Component Location

OIL FILLER
OIL LOW LEVEL

SENSOR
OIL LEVEL
INDICATOR
OIL TEMPERATURE
SENSOR
ICN-89-A-157000-A-00001-02125-A-001-01
Figure 7-135 Tail Gearbox - Components location

189G0290X002 Rotors flight control (Chap 67)
ROTORS FLIGHT CONTROL

(Chapter 67)
GENERAL
The rotor flight controls allow the aircrew to control the flight attitude, altitude
and direction of the helicopter. The control is transmitted through mechanical
linkages such as traditional rods and levers. It produces aerodynamic effects
on the helicopter's rotors.
There is no separate control panel and the system status indication is purely
through feedback in the control mechanisms.
The rotor flight control system includes:
— Main rotor control system
— Tail rotor control system
— Servo control system.
ROTORS FLIGHT CONTROL CONTROLS AND DISPLAYS

The mechanical controls of the flight control are the cyclic stick, collective stick
and the pedals. They are mechanically connected to controls. The trim opera-
tion, its related push-buttons and switches are explained in the Chapter 22.
The indication system of the rotor flight controls is supplied by a pressure
switch installed on each main rotor and tail rotor actuator control-valve. Refer
to Figure 7-136.

Rotors flight control (Chap 67) 189G0290X002
2
3
3
4
ICN-89-A-157000-A-00001-02220-A-001-01
Figure 7-136 Rotors Flight Control - Controls and Displays

Key to Figure 7-136

1 Pilot’s and Co-pilot’s Controls the cyclic pitch of the main rotor for
cyclic control stick longitudinal and lateral control of the
helicopter.
2 Tail rotor pedals Controls the pitch of the tail rotor for
directional control of the helicopter.
3 Tail rotor pedals Permits the adjustment of the tail rotor pedals.
adjustment knob
4 Collective control lever Controls the collective pitch of the main rotor.
5 Friction knob Permits the adjustment of the force necessary
to operate the collective control lever.
- 1(2) SERVO When a main spool valve of the related servo-
actuator locks, the related pressure switch on
the defective flow distributor assembly sends
a signal to the PFD.

MAIN ROTOR CONTROL SYSTEM

The main rotor control system includes (Figure 7-137):
— The collective control system
— The cyclic control system
— The mixing control system.
COLLECTIVE CONTROL SYSTEM

The pilot and co-pilot control sticks are connected to a torsion tube located
behind the cockpit seats. The torsion tube is made of carbon fiber. It is sup-
ported at each end by a mounting bracket.
The collective installation includes (Figure 7-137):
— Collective lever
The collective lever is installed on the left side of the pilot seat and on the
left side of the co-pilot seat.
A grip includes function switches and autopilot commands (See Chapter
22).
— Collective fixed friction

A friction clamp (fixed friction) is installed at the left end of the torsion
tube. The fixed friction device is factory set. It is designed to give a consis-
tent feel between control chains and aircraft.
— Collective adjustable friction

The adjustable friction provides a control knob for the pilot. It is located at
the right end of the collective torque tube. It allows a personnel choice on
the friction levels within the controls.
— Collective spring balance (not illustrated)

The balancing spring reacts against the unbalanced weights that operate
on the control mechanism, i.e., the weight of the vertical connecting rods,
etch. They are set during aircraft manufacturing and are not adjustable by
the flight crew.
— Collective trim actuator

The collective trim actuator is installed in parallel with the collective torque
tube. It is located in the floor structure under the co-pilot seat.
The actuator interfaces with the AFCS (see Chapter 22).

— Linear Variable Differential Transformer (LVDT).

Two LVDT are installed at the left end of the collective torsion tube. They
provide the position of the collective lever to the engines and the AFCS.
CYCLIC CONTROL SYSTEM

The cyclic control system is a mechanical, dual linkage system. The cyclic
control is a conventional metallic rod and bellcrank type. This is actuated by
the cyclic control sticks. The cyclic linkage gives the pitch and roll commands
to the main rotor pitch change mechanism through the mixing unit.
The pilot and co-pilot sticks are identical. They make a common input to the
mixing unit.
The cyclic installation includes (Figure 7-137):
— Cyclic fixed friction

The cyclic control mechanism contains fixed friction devices. They are
mounted on the lower cyclic bellcrank. The Fixed Friction devices are fac-
tory set.
— Cyclic spring balance (not illustrated)

The Balancing Springs react against the unbalanced weights that operate
on the control mechanism, i.e., the weight of the vertical Connecting
Rods, etch. They are set during aircraft manufacture and are not adjust-
able by the flight crew.
— Cyclic linear actuators

The pitch and roll linear actuators are 2 channels actuators. Signal inputs
from the auto-pilot (see chap. 22) cause rapid control response from the
actuator. The pitch and roll Linear Actuators are fitted between the upper
cyclic bellcrank and the mixing unit.
— Cyclic trim actuators

The cyclic trim actuators are installed in parallel with the cyclic stick. They
are located in the floor structure under the co-pilot seat. The actuators
interface with the AFCS.

A
COLLECTIVE
CONTROL SYSTEM
A
TORQUE
TUBE
COLLECTIVE CONTROL
ADJUSTABLE TUBE
FRICTION
TORSION
TUBE
CO-PILOT
COLLECTIVE LEVER
PILOT
COLLECTIVE LEVER
LVDT
COLLECTIVE
TRIM ACTUATOR COLLECTIVE
FIXED FRICTION
ICN-89-A-157000-A-00001-02221-A-001-01
Figure 7-137 Main Rotor Control System - Components Location (Sheet 1

of 3)
A
CYCLIC
CONTROL SYSTEM
A
CONTROL LINEAR ACTUATOR

RODS
PILOT
CYCLIC LEVER
CO-PILOT
CYCLIC LEVER
PITCH TRIM
ACTUATOR
TORQUE
TUBE
ROLL TRIM
ACTUATOR
ICN-89-A-157000-A-00001-02222-A-001-01

of 3)

A
MIXING
CONTROL SYSTEM
RIGHT
MRA
FORWARD
MRA
LEFT
MRA
INPUT
LEVER
INPUT
LEVER
CONTROL
TUBES
CONTROL
MIXING TUBES
UNIT
ICN-89-A-157000-A-00001-02223-A-001-01

of 3)
MIXING CONTROL SYSTEM

The mixing control system is a conventional rigid type and comprises a mixing
unit and control tubes.
The mixing unit is located on the cabin under roof (Figure 7-137).
The mixing unit comprises of a number of levers, bearings and slides which
maintain the stability of the fixed flying controls and the correct position of the
main rotor actuators inputs.
The mixing control system receives the push-pull inputs from the cyclic control
system and rotating inputs from the collective control system.
The movements of the input levers cause the extension or the retraction of the
servo-actuators pistons through the relative control tubes. The pistons, then,
tilt the swashplate in order to change the pitch of the main rotor blades.
TAIL ROTOR CONTROL SYSTEM

The tail rotor control system includes (Figure 7-138):
— Pilot and co-pilot yaw pedal assembly

The pilot and co-pilot each have a yaw pedal assembly. The yaw pedal
set has two functions: the yaw control and the wheel brake control. On the
ground, pushing both pedals forwards together applies the wheel brakes.
The trim switch for yaw control uses a micro switch under each pedal.
This trim is active when there is no input from the pilot. Once the switch is
turned on (i.e. when a force is applied to the pedal), the trim stops to work
giving a full control authority to the pilot.
— Pedal fixed friction

The yaw control mechanism contains only a fixed friction device. This is
mounted on the first yaw bellcrank. The fixed friction device is factory set.
It is designed to give a consistent feel between control chains and aircraft,
compensating any bearing friction variations.
— Pedal spring balance (not illustrated)

The balancing spring reacts against the unbalanced weights that operate
on the control mechanism, i.e., the weight of any vertical connecting rods,
etch. They are set during aircraft manufacture and are not adjustable by
the flight crew.

A
A
PEDAL
FIXED
PEDAL TRIM
YAW PILOT ACTUATOR
PEDALS
YAW CO-PILOT
PEDALS
CONTROL
TUBES
CONTROL
TUBES TAIL ROTOR
SERVO-ACTUATOR
ICN-89-A-157000-A-00001-02224-A-001-01
Figure 7-138 Tail Rotor Control System - Components Location

— Pedal trim actuator.

When the AFCS is engaged and trim selected on, the trim actuators can
also provide the crew with “force feel”, which applies an even force as
required by the crew across the control range.
SERVO CONTROL SYSTEM
MAIN ROTOR SERVO-ACTUATORS

There are three identical main rotor servo-actuators: LEFT, RIGHT and FOR-
WARD (LH, RH and FWD). The upper eye end piston is connected to the fixed
swashplate. The lower eye end of the cylinder is connected through a support
to the main gearbox (Figure 7-137, Sheet 3).
The main rotor servo-actuator is a fixed body actuator and comprises two sep-
arate cylinder assemblies. They are bolted together at the actuator centre, and
tandem pistons.
The flow distributor assembly is controlled through an input lever which
receives the input from pilot's flight controls and through a feedback link which
is connected to the output piston.
The actuator is designed to operate normally with two hydraulic systems
which are completely separated within the actuator (Figure 7-139).
TAIL ROTOR SERVO-ACTUATOR

The tail rotor servo-actuator is mounted on the 90° tail rotor gear box through
a mounting flange. It provides the power boost to transmit flight control move-
ments to the tail rotor pitch beam.
The actuator is designed to operate normally with two hydraulic systems
which are completely separated within the actuator. In case of failure of one
system, the level of performance with only one hydraulic system operating
ensures no degradation of the helicopter handling qualities.
The tail rotor actuator is provided with Stability Control Augmentation System
(SCAS) component installed only in one body of the actuator. The SCAS is
installed in the section fed by hydraulic circuit 2.

SPOOL
VALVE
SPOOL
VALVE
ICN-89-A-157000-A-00001-02226-A-001-01
Figure 7-139 Main Rotor Servo-actuator - Schematic Diagram

SCAS
TAIL ROTOR
SERVOACTUATOR
ICN-89-A-157000-A-00001-02227-A-001-01
Figure 7-140 Tail Rotor Servo-actuator - Components Location


189G0290X002 Power plant (Chap 71)
POWER PLANT
(Chapter 71)
GENERAL
The power plant installation includes:
— The engine installation
— The engine cowling installation
— The engine firewall installation
— The engine mount installation
— The engine air intakes installation
— The engine drain installation.

The two engines are housed in a compartment located aft of the transmission.
A front and rear firewall enclose the engine compartment and a central firewall
divides it in two parts, thus separating the two engines. The engines are pro-
tected by cowlings and are attached to the relevant mount at three points.
The engines are equipped with drain tubes which protrude from the underside
of the helicopter and allow the drainage of the fuel and lubricant.
ENGINE INSTALLATION
The CT7-2E1 engine is a compact, lightweight gas turbine engine with a sea
level power output in the 2,100 horsepower range.
The engine incorporates a five stage axial/one stage centrifugal compressor,
an annular combustor, a two stage, air cooled, gas generator turbine and a
two stage un-cooled power turbine with a drive shaft extending forward coaxi-
ally through the gas generator. The forward end of the drive shaft is con-
nected, via a spline, to the engine output drive assembly.
The compressor has one stage of variable inlet guide vanes and two stages of
variable stator vanes that, together with an engine mounted start bleed valve,
ensure efficient and surge free engine operation through the entire operating
range. An integral inlet particle separator protects the engine from foreign
object damage and the ingestion of sand and dust.

Power plant (Chap 71) 189G0290X002
ENGINE COWLING INSTALLATION

Each engine bay is covered by a cowling (Figure 7-141) which provides main-
tenance access. The cowlings for engines 1 and 2 are hinged at the bottom
and, when open, provide working platforms.
The APU is covered by an upper hinged cowling and a rear fairing which
slides aft to give access.
ENGINE FIREWALL INSTALLATION

Each engine is in a "bay" which consists of a set of titanium firewalls and a
metallic cowling with a titanium inner protective skin (Figure 7-142).
The APU bay firewalls are made of titanium and the complete installation
including joints, fittings and seals are fireproof.
Each engine and APU bay is equipped with an independent engine fire warn-
ing system. The fire warning system provides a cockpit signal when flames or
excessive bay temperatures are detected.
ENGINE MOUNT INSTALLATION

The engine mount installation is designed to allow for the relative movement
between the engines and the MGB during rotor engagement (Figure 7-143).
Each engine is connected to the helicopter airframe by means of a five attach-
ment point iso-static structure, one at the front and four at the rear.
The front mounting of each main engine consists of a torque tube which is
bolted to the output face of the engine. The forward end of the torque tube is,
in turn, attached through a "gimbal" ring called the cross-head to the input
housing of the MGB. The torque tube carries horizontal and torsional loads,
but very little of the engine's weight.
The rear engine mounts provide support through a system of link assemblies
which interface with the engine casing via 4 dedicated lugs. The link arrange-
ment allows for both axial and radial thermal expansion of the engine. All the
links are machined from titanium and are therefore fireproof by design.
ENGINE AIR INTAKES INSTALLATION

The air is provided to each engine by means of a dedicated air inlet (Figure 7-
144).

A
NO. 2 ENGINE
ACCESS DOOR
APU COWLING
NO. 1 ENGINE
ACCESS DOOR
ICN-89-A-157000-A-00001-02240-A-001-01
Figure 7-141 Engine Cowling Installation - Components Location

APU BAY
FIREWALLS
ENGINE 2 BAY
FIREWALLS
ENGINE 1 BAY
FIREWALLS
ICN-89-A-157000-A-00001-02241-A-001-01
Figure 7-142 Engine Firewall Installation - Components Location

B B
B A
A
A B
TORQUE
TUBE
CROSSHEAD
B TYPICAL
REAR
MOUNTING
TYPICAL
ICN-89-A-157000-A-00001-02242-A-001-01
Figure 7-143 Engine Mount Installation - Components Location

The forward Inlet is a 2 piece, vertically split composite structure which installs
around the engine torque tube assembly. The Forward Inlet is installed for-
ward of the front firewalls and outside the engine bay fire zone.
The rear Inlet ring comprises of a vertically split, 2 piece metallic fireproof ring.
It mounts directly to the engine and interfaces with a fireproof seal mounted on
the front firewall.
ENGINE DRAIN INSTALLATION

The engine bay floors are equipped with a number of drains which are config-
ured to prevent the accumulation of fluids. In addition the engine bay floor is
fitted with a number of connection points which attach to the airframe provi-
sioned engine drain pipes.
For the location of the engine drain points refer to Figure 7-145.

A A
A
B
FORWARD
INLET
B
TYPICAL
ENGINE AIR
INTAKE
TYPICAL
ICN-89-A-157000-A-00001-02243-A-001-01
Figure 7-144 Engine Air Intake Installation - Component Location

DIMENSIONS: MILLIMETERS (INCHES)
STA
-100 STA STA STA STA STA
(-3.93) 1125 3800 5550 6980 8700
(44.29) (149.60) (218.50) (274.80) (342.51)
STA
6400
(251.96)
NUMBER 1
NUMBER 2 FUEL TANK
ENGINE FUEL VENT
DRAIN NUMBER 2
ENGINE OIL
DRAIN
NUMBER 1
ENGINE OIL
NUMBER 1 DRAIN
NUMBER 2
ENGINE FUEL
FUEL TANK
DRAIN
VENT
ICN-89-A-157000-A-00001-02244-A-001-01
Figure 7-145 Engine Drain Installation - Component Location

189G0290X002 Engine controls (Chap 76)
ENGINE CONTROLS
(Chapter 76)
GENERAL
The engines are equipped with a dual-channel Full Authority Digital Electrical
Control (FADEC) system. The FADEC system is composed of the Engine
Electronic Control Unit (EECU) and a Fuel Management Unit (FMU). The
EECU contains all computations and control laws and has the full authority to
vary all control inputs to the engine throughout their full range.
ENGINE POWER CONTROL SYSTEM

The engine power control system includes:
— The two Electronic Engine Control Unit (EECU)
— The two Fuel Management Unit (FMU)
— The engine control panel.

Refer to Figure 7-145 for the schematic diagram of the engine power control
system.
The system dictate the operation of the engine, the control panel inputs man-
ual commands engine whilst the EECU carries out the commands and normal
operating automatically without intervention from the operator.
Both the control panel and the EECU integrate with the aircraft systems by
means of the Aircraft and Mission Management System (AMMS) for indicat-
ing, control and monitoring purposes.
Two Linear Variable Differential Transformer (LVDT) are installed at the left
end of the collective torsion tube. They provide the position of the collective
lever to the engines and the AFCS. They are used to provide the power antic-
ipation to the engine.
ELECTRONIC ENGINE CONTROL UNIT (EECU)

There are two EECUs in the helicopter.
Each EECU is a dual-channel digital electronic unit that, together with the
related FMU and a network of sensors, controls the engine gas generator and
power turbine speeds in response to the load demanded by the rotor system.

Engine controls (Chap 76) 189G0290X002
B A
D ELECTRICAL CONN
C MECHANICAL CONN
A B
No 1 FMU No 2 FMU
C
No 1 EECU
ENGINE
CONTROL
PANEL
D
COLLECTIVE
LEVERS
LINEAR VARIABLE No 2 EECU

DIFFERENTIAL TRANSDUCER
(LVDT)
ICN-89-A-157000-A-00001-02376-A-001-01
Figure 7-145 Engine Controls System - Schematic Diagram

The EECU contains all computations and control laws and has the full author-
ity to vary all control inputs to the engine throughout their full range.
The basic system architecture is dual channel with electrical redundancy of all
critical functions. This results in a system that after virtually any single
detected electrical failure which is operational, giving a very high mission reli-
ability and ease of pilot operation.
FUEL MANAGEMENT UNIT (FMU)

The FMUs are installed in the accessory gearbox of each engine. The FMU is
an electro-mechanical unit which governs the fuel flow through the entire oper-
ational envelope of the engine. The input parameters of the FMU are the
related EECU signals and the ambient pressure.
The FMU has a fuel pump, which delivers high pressure fuel to the metering
portion of the unit.
ENGINE POWER CONTROLS SYSTEM CONTROLS AND DISPLAYS

The several warning and caution messages inform the pilots about specific
conditions and malfunctions of the engine power controls system (refer to
Chapter 77 Engine indicating). .

4 2 3 2 1
ICN-89-A-157000-A-00001-02245-A-001-01
Figure 7-146 Engine Controls System - Controls and Displays

Key to Figure 7-145

1 ENG 1 MODE selector Selects the operating condition of the No 1
momentary knob engine in the automatic mode (OFF, IDLE and
FLT position). It also controls the operation of
the engine fuel solenoid fuel valve.
To select the OFF position from IDLE, the
knob must be pushed.
CRANK: selects the engine 1 crank function.
2 FIRE warning light See chapter 26.
3 TNG guard push- Enables the One Engine Inoperative Training
button Mode, provides a green light indication, ON
when selected.
4 ENG 2 MODE selector Selects the operating condition of the No 2
momentary knob engine in the automatic mode (OFF, IDLE and
FLT position). It also controls the operation of
the engine fuel solenoid fuel valve.
To select the OFF position from IDLE, the
knob must be pushed.
CRANK: selects the engine 2 crank function.
5 LD SHARE switch TORQUE - The EECUs modulate the engine
power to keep the engines torqued matched.
TEMP - The EECUs modulate the engine
power to keep the Interturbine Temperature
(ITT) matched.
6 AEO LIM SEL push- Pushed and released - The EECUs activate
button switch the 30 seconds of All Engine Operative (AEO)
limiter function (engine torque limiter func-
tion). With AEO LIM SEL enabled, the AEO
engine total torque will be limited to a com-
bined torque value of 232%TQ.
Note: To de-activate the function, the push-
button must be pushed and released again.
7 OEI LIM SEL push- Pushed and released - the EECUs activates
button switch the 30 seconds of One Engine Operative
(OEI) limiter function (engine torque limiter
function).
Note: To de-activate the function, the push-
button must be pushed and released again.


189G0290X002 Engine indicating (Chap 77)
ENGINE INDICATING
(Chapter 77)
GENERAL
The engine indicating system consists:
— Controls in the cockpit to request engine conditions, i.e.; control panel.
— Controls that govern the operation of the engine, i.e.; Engine Electronic
Control Unit (EECU).
Together the controls system dictate the operation of the engine, the control
panel inputs manual commands engine whilst the EECU carries out the com-
mands and normal operating automatically without intervention from the oper-
ator.
Engine performance is mainly achieved by controlling engine gas generator
speed (Ng), inter-turbine temperature (T4.5), torque (Tq), power turbine speed
(Np), helicopter rotor speed (Nr), with engine fuel flow and scheduling com-
pressor variable geometry/compressor start bleed valve positions.
ENGINE INDICATING SYSTEM

Engine primary and secondary information will be displayed on the cockpit dis-
play system.
The PFD format includes the following information (Figure 7-147):
— Ng - Gas generator speed
— Np/Nf - Free power turbine speed
— Tq - Torque
— ITT - Inlet Turbine Temperature
— Oil Pressure
— Temperature
— PI - Power Indicator
— Nf /Nr Tacho.

Engine indicating (Chap 77) 189G0290X002
The PWR PLANT page gives an overall view of all the engine and aircraft sys-
tem parameters with all scales and limits. During the start cycle the word
“START” will appear around the Ng scale and the word “IGN” will appear
around the ITT scale during the ignition process (Figure 7-147).
The ENGINE page gives a graphical aspect of the power plant and all its asso-
ciated equipment. Apart from the primary and secondary engine information
this page displays:
— The power check result and figures in digital format
— The EECU channel in command status
— The Fuel feed/Xfeed and supply Information.

Both the engines are displayed side by side for ease in comparing information.

PFD
PRESSURE AND POWER INDEX TRIPLE TACHO

TEMPERATURE
ICN-89-A-157000-A-00001-02246-A-001-01
Figure 7-147 Engine Indicating- Controls and Displays (Sheet 1 of 3)

PWR PLANT FORMAT
ICN-89-A-157000-A-00001-02247-A-001-01

PWR PLANT FORMAT
ICN-89-A-157000-A-00001-02248-A-001-01


189G0290X002 Image recording (Chap 97)
IMAGE RECORDING
(Chapter 97)
GENERAL
The image recording system comprises all the equipment necessary for
image recording.
These systems include video cameras, components which supply the video
cameras and fairings.
The image recording system integrates with the following systems:
— Cockpit Display System (CDS)
— Mission Displays.
HOIST CAMERA SYSTEM

The hoist camera system comprises (Figure 7-147A):
— Video camera
The video camera is located in the double rescue hoist mount.
The video camera records the image of the rescue hoist operations area.
The video camera interfaces with the power supply, which receives the
video signal and supply the video camera.
— Power supply
The power supply is located on the right side of the cabin roof.
The power supply receive 28 V dc power from the REPU3 and the video
signal from the video camera. It supply 12 V dc power to the video camera
and video signal to the Cockpit Display System and to the Mission Dis-
plays.
— Fairing
The fairing is located on the double rescue hoist mount. It has a opening
in correspondence of the video camera.

Rev. 2
Image recording (Chap 97) 189G0290X002
HOIST CAMERA CONTROLS AND DISPLAYS

The operation of this system is achieved via the Multifunction Displays and the
Mission Display.
For the hoist camera controls and displays refer to the controls an display of
the Cockpit Display System in the chapter 46.

Rev. 2
189G0290X002 Image recording (Chap 97)
A
C
A
C
POWER SUPPLY
FAIRING
VIDEO CAMERA
ICN-89-A-157000-G-00001-07106-A-001-01
Figure 7-147A Hoist Camera System - Components Location

Rev. 2
Image recording (Chap 97) 189G0290X002

Rev. 2
189G0290X002 OES

(OES)
GENERAL
The Environmental Control System (ECS) gives a means of heating, cooling
and treating the air used for the ventilation and the conditioning of the cockpit,
the cabin and the avionic equipment.
The ECS includes:
— The heating and forced ventilation system
— The distribution system
— The forced ventilation system only or the integrated ventilation and air
conditioning system.
The air conditioning system is designed to maintain cockpit and cabin temper-
atures not higher than 27 °C, with humidity not higher than 65%, when Outside
Air Temperature (OAT) is 40 °C with a relative humidity of 90%.
ECS CONTROLS AND DISPLAYS

The pilot can control the ECS system by means of the related control panel
located in the interseat console. The Figure 7-148 shows the control panel for
the integrated ECS configuration.
The status of the ECS components (Refer to Figure 7-148) is shown in the
PWR PLANT format, in the HELO display and in the Crew Alerting System
(CAS) window. The CAS window can list four cautions and four advisories.

OES 189G0290X002
ICN-89-A-157000-A-00001-02366-A-001-01

189G0290X002 OES
INTEGRATED ECS CONTROL PANEL SHOWN

TYPICAL FOR HEATING CONTROL PANEL
ICN-89-A-157000-A-00001-02134-A-001-01

OES 189G0290X002
Key to Figure 7-148

1 AIR COND selector Air conditioning system operative, according
to the temperature selector in AUTO.
OFF - air conditioning system not operative.
System works in ventilation mode only,
according to the VENT switch.
APU - air conditioning not operative. The
heating is operative with APU as bleed-air
source.
ENG - air conditioning not operative. The
heating is operative with engines as bleed-air
source.
2 Temperature selector AUTO - for heating and air conditioning
modes, automatically controls air supply
temperature as required by selector position
between cold and warm.
MAN - used for heating only, gives crew direct
control of Temperature Control Valve (TCV).
Holding to ‘+’ opens TCV and increases
heating air temperature, holding to ‘-’ closes
TCV and decreases heating air temperature.
Holding in either ‘+’ or ‘-’ positions for 3 - 5 s.
fully opens or closes the TCV.
The selector returns to centre position when
released.
3 VENT switches CREW FAN and PAX FAN
4 APU SOV switch NORMAL - The APU SOV is enabled when
the HEATER switch is selected to APU. The
APU valve will open on demand from the
heating system when the APU is running and
it is ready to load, and a signal from the
Weight On Wheels (WOW) input from the
landing gear system is achieved.
CLOSE - The APU SOV can be closed by
switching the APU SOV toggle switch to
CLOSE. Note this will latch back to normal
when power is removed from the panel.

189G0290X002 OES

5 ENG2 SOV switch NORMAL - The associated SOV is enabled
when the HEATER switch is selected to ENG.
The associated valve will open on demand
from the heating system. Both SOV will be
closed when the HEATER switch is not
selected to ENG or in OEI condition.
OVERRIDE - If an OEI condition arises the
engine control panel closes both engine SOV.
If the flight crew deems acceptable to take
bleed from the remaining operative engine,
the pilot may open the appropriate SOV by
selecting the corresponding switch to its
OVERRIDE position. Note that an ENG OUT
signal will prohibit the corresponding SOV
from opening if OVERRIDE is selected for the
inoperative engine SOV.
OVERRIDE. Note this will latch back to
NORMAL when power is removed from the
panel.
6 ENG1 SOV switch See ref. 5

OES 189G0290X002
HEATING SYSTEM
The heating and forced ventilation system consists of a heating system mixing
bleed-air from the engines or Auxiliary Power Unit (APU) with external ambi-
ent air and a ventilation system which takes ambient air from outside the air-
craft.
The heating system includes (Figure 7-149):
— Engines shut-off
The engine shut-off valve (attached to the firewall in the engine bay) shuts
off the supply of engine bleed-air to the heating system when it is not
required, in case of overheat or a One Engine Inoperative (OEI) condition.
— APU shut-off
The APU shut-off valve (attached to the bleed duct in the APU bay) shuts
off the supply of APU bleed-air to the heating system when it is not
required, in case of overheat or when the APU is failed.
— Jet Pump
The jet pump assembly is comprised of a composite Venture mixing sec-
tion and a stainless steel bleed-air injector.
The jet pump assembly is installed on the ceiling of the rear fuselage and
interfaces with the Temperature Control Valve (TCV), the Low Pressure
(LP) ambient air intake duct, the temperature sensor, the overheat ther-
mal switch and the LP heating distribution pipe work.
The purposes of the jet pump are:
— To provide fresh airflow into the helicopter, using engine or APU bleed-
air to induce ambient airflow into fresh air intake
— to provide a flow of controlled temperature air for heating and demist-
ing purposes. The engine bleed-air expands to LP in the mixing section
of the assembly.
— Check Valve
There are three check valves installed at the connection between the
engines and APU bleed-air ducts to prevent reverse flow to APU or
engine bleed ports.
— Heating Control Box.

The Heating Control Box (HCB) is installed in the rear fuselage, left-hand
side of the baggage area and provides control of the heating system in
AUTO mode.

189G0290X002 OES
HIGH
PRESSURE
DISTRIBUTION
B DUCTS
A
LOW
PRESSURE
DUCTS
HEATING
CONTROL
BOX
ICN-89-A-157000-A-00001-02132-A-001-01

OES 189G0290X002
APU
SHUT-OFF
VALVE
C
CHECK
VALVE
TEMPERATURE
CONTROL
VALVE
ENGINE
SHUT-OFF
VALVE
CHECK
VALVE
C ENGINE
SHUT-OFF
VALVE
JET PUMP
OVERHEAT
THERMAL
SWITCH TEMPERATURE
SENSOR
ICN-89-A-157000-A-00001-02381-A-001-01

189G0290X002 OES
The heating control box, together with the control panel, controls the nor-
mal operation of the heating system in AUTO mode. The HCB also per-
forms system monitoring and provides the pilot with warnings of overheat
conditions. These functions are achieved using air temperature data mon-
itored by a Duct Temperature Sensor (DTS) and an Overheat Tempera-
ture Switch (OTS). The data from the DTS and the selection on the control
panel is used by the HCB to regulate the TCV accordingly to obtain the
desired supply temperature.
In manual mode (MAN HTR selection) the HCB is by-passed and the TCV
and heating air temperature are directly controlled by the control panel via
use of the '+' and '-' positions on the MAN HTR switch.
Refer to Figure 7-150 for schematic diagram.
through flexible and rigid ducts.
The heating system can also utilize the cockpit ventilation system fans to
assist in driving the air to the transparency diffusers and upper jaspers, for
demising purposes. Refer to para “Forced ventilation system”.
The control panel and heater control box control the normal operation of the
heating system.
HEATING DISTRIBUTION SYSTEM

The heating distribution system components are shown in the Figure 7-149.
— High Pressure Distribution Ducts

The function of the high pressure ducking is to route air from the compres-
sor bleed ports of the two engines and APU to the jet pump. The ducking
interfaces with the shut-off valve, the check valves and the temperature
control valve.
The bleed flow is limited by the size of the engine and APU bleed ducts
and integral components. Flexible sections in each pipe accommodate
thermal and mechanical movement. The bleed line sections between the
engines/APU and the shut-off are installed in the engine and APU bay
and are therefore subject to fire zone conditions.
— Temperature Control Valve

The temperature control valve is an electrically actuated valve which con-
trols the flow of engines or APU bleed-air from the high pressure ducking
to the injector of the jet pump. The valve is fitted directly to the top of the

OES 189G0290X002
ICN-89-A-157000-A-00001-02133-A-001-01
Figure 7-150 Heating System - Schematic Diagram

189G0290X002 OES
jet pump assembly mounted on the rear fuselage ceiling and electrically
interfaces with the heater control box and cockpit control panel.
— Duct Temperature Sensor

The duct temperature sensor monitors the mixed air temperature down-
stream of the jet pump mixing unit.
— Low Pressure Distribution Ducts.

through flexible and rigid ducts of similar construction to the ventilation
ducts. The heating air is routed down the rear fuselage cabin bulkhead
and forwards under the fuel tanks to the cabin where it divides into two
ducts running in parallel along the centre of the aircraft under the cabin
floor, one for the cockpit and one for the cabin.
The left (port) duct provides the cabin heating air, feeding fixed outlet dif-
fusers in the aft and forward corners of the cabin. The right (starboard)
duct provides the cockpit supply with the air being ducked forward along
the aircraft under the cabin floor before integrating with the cockpit ventila-
tion system in the cockpit centre console.
ECS DISTRIBUTION SYSTEM

The ECS distribution system components are shown in the Figure 7-152.
— Cockpit Mixer Ducts

There are two cockpit mixer ducts located respectively on the bottom part
of each pilot and co-pilot evaporator pack.
Their purpose is to allow air coming from the external ram air to mix with
the cockpit recirculating air and the heating system and deliver it to the
evaporator fan.
— Cabin Mixer Ducts

There are two cabin mixer ducts located on each side of the upper deck
VCS pack. Their purpose is to allow air coming from the external ram air
to mix with the cabin recirculating air and to deliver it to the evaporator
fan.
— Distribution Ducts
From the cabin evaporator assembly, air is distributed to the cabin by
means of two ducts, one on each side of the upper deck, which interface
with flexible rubber pipes in the cabin roof space providing the air to the

OES 189G0290X002
passenger air outlets in the central cabin roof area and three fixed diffus-
ers along each side of the cabin roof.

Forced ventilation is comprised of two separate sub-systems: one for the
cockpit and one for the cabin. Refer to Figure 7-151.
External ambient air is drawn in by the ventilation fans through air intakes.
The role of the forced ventilation system is to provide an operationally viable
level of comfort within the cockpit and cabin using external ambient air to cool
the general cockpit and cabin environment and assist with cockpit windscreen
dimmest.
INTEGRATED ENVIRONMENTAL CONTROL SYSTEM

The integrated environmental control system utilizes the basic heating and
forced ventilation system but additionally comprises the vapor cycle system,
including all the sub-components and equipment necessary (compressors,
condensers, valves, fans, refrigerant fluid piping) to provide cooled and condi-
tioned air to the cockpit and cabin compartments via the relevant distribution
ducking.
The integrated environmental control system includes (Figure 7-152):
— Evaporator fans (cockpit and cabin)
— Evaporator assembly (cockpit and cabin)
— Thermostatic expansion valve (cockpit and cabin)
— Thermal switch (cockpit and cabin)
— Condenser heat exchanger (cockpit and cabin)
— Condenser fan (cockpit and cabin)
— Temperature sensor (cockpit and cabin)
— Air conditioning control box (ACCB) (ACCB1 and ACCB2 - cockpit and
cabin)
The cooling function is achieved with two vapor cycle systems, one for the
cockpit and the other for the cabin. Air is drawn in via the ambient and recircu-
lated air intakes and fans, as already described, and passes through the evap-
orator assemblies and into the cockpit and cabin low pressure distribution

189G0290X002 OES
VENTILATION
FAN
VENTILATION
AMBIENT
AIR INLETS
NOTE 1
VENTILATION VENTILATION
FAN FAN NOTE 1
NOTE 1 Connected to the integrated ECS
system (if installed)
ICN-89-A-157000-A-00001-02142-A-001-01
Figure 7-151 Forced ventilation system - Components Location

OES 189G0290X002
ACCB1
(TYPICAL FOR ACCB2)
B
A
B CABIN
C COCKPIT
EVAPORATOR/FAN
CONDENSER COMPRESSOR
COCKPIT FAN
CONDENSER
HEAT EXCHANGER
COCKPIT
VAPOR
CYCLE
UNIT
CABIN
MIXER
DUCTS COCKPIT
CONDENSER
CABIN FAN
VAPOR CABIN
CYCLE CONDENSER
COCKPIT UNIT
EVAPORATOR HEAT EXCHANGER
COCKPIT
MIXER
DUCTS
COCKPIT
EVAPORATOR
FANS ICN-89-A-157000-A-00001-02130-A-001-01
Figure 7-152 ECS - Components Location

189G0290X002 OES
systems. The two vapor cycles operate with HFC 134a refrigerant, also known
as Freon.
The cockpit and cabin vapor cycle systems operate independently of one
another (each system having its own ACCB) but are controlled via the single
selection from the cockpit control panel temperature selector (in AUTO).
If PAX fans are selected OFF, the cabin VCS does not operate and similarly if
CREW fans are selected OFF the cockpit system does not operate, regard-
less of the AIR COND position being selected on the AIR COND/HEATER
selector.
ROTOR BRAKE SYSTEM

For the description of the rotor brake system, refer to Chapter 63 of this sec-
tion.

System description Document N°
OES 189G0290X002
EXTERNAL HOIST
GENERAL
The Goodrich external hoist P/N 8G2591F00111 consists of a hoist unit
installed on a mounting frame on the right side of the cabin. Refer to Figure 7-
152A.
The external hoist installation includes:
— Electric hoist motor and winch assembly
— Pilot control panel
— Hoist operator (HO) control panel
— Control pendant
— Hoist operator (HO)-ICS control panel
— Hoist operator (HO) safety harness
— Electrical cable cutter (Primary Quick Release System (PQRS)) for emer-
gency use
— Manual cable cutter for emergency use (Backup Quick Release System
(BQRS))
— Hoist operator (HO) searchlight

— Step bar protection.
The external hoist system is used for rescue operations and to lift and lower
attached loads or Human External Cargo (HEC)/personnel in areas where the
helicopter cannot land.
The hoist unit contains 290 ft (88.4 m) of usable cable and may lower / lift a
The cable speed for hoisting raising and lowering is variable from 0 to 250 fpm
(74.4 m/min) with maximum load.
The external hoist system also comprises roof mounted attachment points to
secure the harness to, a manual cable cutter and on the right side of the cabin
door, the step protection pad to prevent damage to the hoist cable if it comes
in contact with the step.
Page 7-397A FOR TRAINING ONLY

Rev. 4
Document N° System description
189G0290X002 OES
B A
D
A
C
G
F
HOIST OPERATOR
CONTROL PANEL
C
B EXTERNAL
HOIST
RESCUE HOIST
LIGHT
ICN-89-A-157000-A-00001-04002-A-001-01
Figure 7-152A External hoist - Components Location (Sheet 1 of 2)
FOR TRAINING ONLY Page 7-397B

Rev. 4
OES 189G0290X002
D
E
E
PILOT CONTROL PANEL
F CABLE CUTTER
CONTROL
PENDANT
ICN-89-A-157000-A-00001-04003-A-001-01
Figure 7-152A External hoist - Components Location (Sheet 2 of 2)
Page 7-397C FOR TRAINING ONLY

Rev. 4
189G0290X002 OES
The HO searchlight aids the aircrew during SAR operations. The hoist light is
installed on the bottom right side of the fuselage.
The hoist light provides the maximum illumination of the hoist hook at the end
of the hoist cable when it is extended at a nominal distance of 10 ft (3 m).
With a nominal hover height of 70 ft (21 m) the hoist hook is located at the rear
of the projected hoist light beam. In this condition, the shadow of the hook dur-
ing the extension procedure gives a visual reference for the HO.
EXTERNAL HOIST CONTROLS AND DISPLAYS

When the PWR ON/OFF switch, on the pilot control panel, is set to ON, the
external hoist system is energized. The raising and lowering of the hoist load
can be controlled by the HO using the Control Pendant thumbwheel, which
provides control of the variable cable speed. Refer to Figure 7-152B, item 13.
The length of cable deployed is shown on the 3 digit display on the pendant. A
display format xxx means the cable payout is in feet while yy.y means the
cable payout is in meters. The pilot can also control the operation of the res-
cue hoist at a fixed cable speed of 100 fpm (32.8 m/min) using the hoist con-
trol switch on the collective grip. Both controls automatically slow down and
stop the electric motor at the cable extremes.
The pilot hoist control overrides the HO control. The hoist is provided with a
cable foul protection system which automatically stops the motor if the cable is
not correctly wound onto the drum. In this condition, the HOIST CBL FOUL
caution message comes in view on the MFD displays.
The Primary Quick Release System, an electrical cable cutter system, is avail-
able to the pilot and copilot, via a guarded HOIST CUT switch on the collective
grips and to the HO, via a guarded CUT switch on the HO control panel in the
cabin.
The HO audio panel, controls the HO communication with other crew mem-
bers. The HO plugs his headset into the HO control panel HEADSET socket.
The HO operator can use the VOX or the PTT trigger switch on the HO pen-
dant. The PTT is a two-stage trigger-switch. When the HO pushes the PTT to
the first position, he/she connects to the helicopter intercom system. When the
HO pushes the PTT to the second position (Radio) he/she can speak with the
ground personnel through a local-area wireless radio.
switch to give the HO limited lateral and longitudinal ground speed control
when in HOV Mode and selected by the pilot. This function, however, is cur-
rently inoperative.
FOR TRAINING ONLY Page 7-397D

Rev. 4
OES 189G0290X002
1
2
ICN-89-A-157000-A-00001-04004-A-001-01
Figure 7-152B External hoist - Controls and Displays (Sheet 1 of 2)
Page 7-397E FOR TRAINING ONLY

Rev. 4
189G0290X002 OES
18
H LT PWR
3
ON ON
O
I
S
OFF OFF
T
17
HOIST CONTROL HEADSET
4
NORM
16
NVG
SEARCH LIGHT
5
DIM SQ1 LAMP
R
SQUIB ON
FWD AFT CUT
15 OFF BRT
TEST
SQ2 OFF L
14
10 9
13
11
12
ICN-89-A-157000-A-00001-04005-A-001-01
Figure 7-152B External hoist - Controls and Displays (Sheet 2 of 2)
FOR TRAINING ONLY Page 7-397F

Rev. 4
OES 189G0290X002
Key to Figure 7-152B

1 HOIST ON indication Illuminates when the external hoist is
energized.
2 HOIST LT ON indication Illuminates when the HO search light is on.
3 PWR switch ON - The external hoist system is energized.
OFF - The external hoist system is de-
energized.
4 HEADSET receptacle Connects the HO headset plug
5 Hoist cable CUT switch Guard down - The cable cutter is safe.
Guard up - The cable cutter is armed for
operation. When pushed in an emergency, the
cable cutter cuts the load cable.
6 Search light directional Moves the HO search light in the necessary
switch direction when the helicopter is in the rescue
area.
R - Moves the HO search light to the right
L - Moves the HO search light to the left
AFT - Moves the HO search light aft
FWD - Moves the HO search light forward.
7 LAMP ON/OFF switch ON - The HO search light comes on.
OFF - The HO search light goes off.
8 HOIST Cable CUT Guard down - The cable cutter is safe.
Switch
Guard up - The cable cutter is armed and
ready for operation.
Pushed - The cable cutter cuts the load cable.
The switch can be operated also when the
overload sensor disconnects the HOIST
control switch
9 HOIST control switch UP - Controls the up movement of the load
cable at constant speed.
DN - Controls the down movement of the
load cable at constant speed.
10 Caution indication CBL - This caution illuminates when a
potential cable mis-wrap has been detected.
Page 7-397G FOR TRAINING ONLY

Rev. 4
189G0290X002 OES

TEMP - This caution illuminates when an
over-temperature condition is detected.
SLOW - This light illuminates when the hoist
is operating in the slow speed zones.
WTR - This light illuminates when the hover
trim functionality is available to the HO.
11 WTR switch Gives to the Operator a small control function
of the lateral (L and R) and longitudinal (FWD
and AFT) ground speed when the helicopter
is in a hovering condition.
12 PTT trigger switch When pushed to the first detent, it connects
the HO headset to the aircraft ICS. When
pushed to the second detent, it connects the
HO headset to the radio used to communicate
with Human External Cargo (HEC).
13 Reel IN/OUT thumb OFF - The hoist is in the rest position.
wheel
UP - Operates the switch that controls the up
movement of the load cable and sends a
speed command signal to the variable speed
controller.
DOWN - Operates the switch that controls the
down movement of the load cable and sends
a speed command signal to the variable
speed controller.
14 Cable length display Shows the length in meters or feet of the
amount of hoist cable deployed from the
drum.
When the system is first supplied with
electrical power, the display shows 888. Then
it shows the length of the load cable still on
the drum (000 is shown if the cable is full-in).
15 DIM control knob Adjusts the light intensity of the HO control
panel.
16 TEST green light switch When pushed, a test of rescue hoist primary
quick release system is made. If the system is
serviceable, the green light comes on.
FOR TRAINING ONLY Page 7-397H

Rev. 4
OES 189G0290X002

17 NVG/NORM switch Sets the HO control panel to the NVG or
NORM mode.
18 LT switch ON - The HO searchlight system is energized.
OFF - The HO searchlight system is de-

energized.
Page 7-397I FOR TRAINING ONLY

Rev. 4
189G0290X002 OES
FOR TRAINING ONLY Page 7-397J

Rev. 4
OES 189G0290X002
DITCHING CONFIGURATIONS
GENERAL
The ditching configuration includes:
— Emergency flotation system (P/N 8G9560F00111)
— Emergency life raft system (P/N 8G2560F00511)
— Emergency life jacket (P/N 8G2560F00611)
— Emergency life jacket fourth row (P/N 8G2560F00711)
— Emergency pilot life jacket (P/N 8G2560F00811).
EMERGENCY FLOTATION SYSTEM

The emergency flotation system includes: (Refer to Figure 7-153)
— Forward float assembly (left and right)
— Aft float assembly (left and right)
— Left inflation system
— Right inflation system
— Emergency flotation system distribution hoses
— Four emergency float switches
— Flotation control panel
— FLOAT switch on the pilot collective stick grip
— FLOAT switch on the copilot collective stick grip.

The forward float assemblies are installed one in a compartment in the left and
the other in right side of the front fuselage. Each forward float assembly
includes a support structure, a flotation bag, a closure system, the fittings and
the gas distribution assembly.
The deflated bag is folded in the support structure and retained by the closure
system. The closure system is made of a composite material and is fixed to
the float structural support by means of breaking screws.
Each forward float, when deployed, has a cylindrical shape with hemispherical
ends. It is divided into four independent compartments. The float is made of

189G0290X002 OES
nylon fabric bonded to an external layer of polyurethane. Life lines are

installed on the float to let persons hold onto the helicopter in an emergency.
Each compartment of the forward float has the following components:
— Non-return gas-inlet swivel-valve
— Inflate and deflate valve (also operating as overpressure relief valve)

The aft float assembly is installed in a compartment in the left and in the right
side of the rear fuselage. Each aft float assembly includes a support structure,
a flotation bag, a closure system, the fittings, the gas distribution assembly
and the inflation system.
The deflated bag is folded in the support structure and retained by the closure
system. The closure system is made of a composite material and is fixed to
the float structural support by means of breaking screws.
Each aft float, when deployed, has the shape of a truncated cone with hemi-
spherical ends. It is divided into four independent compartments. The float is
made of nylon fabric bonded to an external layer of polyurethane. Life lines
are installed on the float to let the persons hold on the helicopter in an emer-
gency.
Each compartment of the aft float has the components that follow:
— Non-return gas-inlet swivel-valve
— Inflate and deflate valve (also operating as overpressure relief valve).

The inflation system includes a inflation bottle, a manifold, an electrical con-
nector, a discharge valve, a filler valve and a pressure gauge. The discharge
valve is electrically operated and is actuated by means of a Shape Memory
Alloy (SMA) device. The bottle is filled with helium under pressure.
Each inflation system is connected to the helicopter wiring harness through an
electrical connector. Each system is directly connected to the aft float bag
through a hose and is directly connected to the aft float bag through a hose
and is also connected to the forward float assemblies through the distribution
hose lines that extend along the helicopter.
Four emergency float switches (water sensors) are located on the external
lower surfaces of the aircraft structure, in such a position that their lower sur-
face will get in contact with the water in case of ditching. Each sensor is con-
nected through the electrical harness to the flotation control panel and to the
valves of the inflation system. This is considered to be the primary means of
the emergency flotation system activation. It is completely automatic when the
master switch on the floatation control panel is set to the ARMED position.

OES 189G0290X002
The flotation control panel is installed on the left side of the interseat console
in the cockpit.
In the rear side of the flotation control panel there are two electrical connec-
tors. On the front panel there are installed the OFF/ARMED master switch, the
TEST button and the test lights.
In the event of failure of the automatic actuation method, the aircrew can com-
mand floats inflation through guarded push button switches located on both
pilot and copilot collective grips. When the guard is raised, the pilot or copilot
can push a button to inflate the four float assemblies.
Operation
The two forward float assemblies and the two aft float assemblies prevent the
sinking of the helicopter after a ditching.
The float assemblies inflate and deploy at the external side of the helicopter
when the two bottles release the gas (helium) in pressure. The gas is released
when two adjacent emergency float switches get in contact with water, or, in
case of failure, when the pilot or the copilot operates the FLOAT switch on the
collective stick grip. The gas flows from the bottles to the flotation bags
through the pipes and the hoses of the gas distribution system.
The emergency flotation system operates only when it is in the armed condi-
tion. The system must be set in the armed condition when the helicopter is in
flight above the water. To set the system in the armed condition, it is neces-
sary to set the FLOAT switch on the flotation control panel to ARMED.
The signal from the water sensors or from the pilot/copilot FLOAT switch on
the collective grips is sent to the flotation control panel and from this to the
inflation valve with the SMA device that initiate the gas release to inflate the
float bags.
If, during flight, the FLOAT ARM caution message illuminate on the MFDs
(when the FLOAT switch on the control panel is set to OFF), there is a fault in
the emergency flotation system.
The check of the correct operation of the electrical circuits that operate the dis-
charge valve on the inflation systems can be done with the TEST button on
the flotation control panel. When the TEST button is pushed, the LH SYS 1,
LH SYS 2, RH SYS 1 and RH SYS 2 lights shall illuminate.

189G0290X002 OES
Flotation control panel

The master switch on the flotation control panel must be set in ARMED posi-
tion to be able to receive the signal from the flotation switches (water sensors)
and from the FLOAT switches on the pilot/copilot collective grips.
The TEST switch of the control panel is used to verify the continuity of the
electrical circuit from the control panel to the inflation valves.
Float switches
Two adjacent float switches shall get in touch with water to send the electrical
signal to the control panel.
Relay K301 and relay K302

The two relays set the emergency flotation system to the armed condition.
When the relays are armed (master switch on the control panel in ARMED
position), they connect the SMA devices directly to the flotation control panel.
Emergency flotation system controls and displays
The pilot and copilot can control the emergency flotation system with the flota-
tion control panel located in the interseat console and with the pilot and copilot
collective grip. Refer to Figure 7-154.

OES 189G0290X002
C RELAY K302
D
RELAY K301
A C
D
A
B
B
A LEFT SIDE SHOWN
TYPICAL FOR THE RIGHT SIDE
FORWARD FLOATATION BAG
FLOAT SWITCH
ICN-89-A-157000-A-00001-04007-A-001-01
Figure 7-153 Emergency flotation system - Components Location (Sheet

1 of 2)
189G0290X002 OES
LEFT SIDE SHOWN

C TYPICAL FOR THE RIGHT SIDE
INFLATION BOTTLE
AFT FLOATATION BAG
FLOAT SWITCH
ICN-89-A-157000-A-00001-04008-A-001-01
Figure 7-153 Emergency flotation system - Components Location (Sheet

2 of 2)

OES 189G0290X002
B B
2 3 4
A A
PILOT AND COPILOT

COLLECTIVE GRIP
(TYPICAL)
ICN-89-A-157000-A-00001-04009-A-001-01
Figure 7-154 Emergency flotation system - Controls and Displays

189G0290X002 OES
Key to Figure 7-154

1 FLOAT ARM caution Displayed on MFDs when the flotation
message ARMED/OFF control switch is ON.
2 FLOAT switch OFF - The emergency flotation system is de-
(FLOATS EMER energized.
panel)
ARMED - The emergency flotation system is
armed to operate automatically when it
receives a signal from the four submersion
float switches or from the FLOAT switches.
3 LH SYS light 1 Displayed when the TEST switch is pushed
to make sure that the circuit 1 of the left-bottle
operates correctly.
2 Displayed when the TEST switch is pushed
to make sure that the circuit 2 of the left-bottle
operates correctly.
4 RH SYS light 1 Displayed when the TEST switch is pushed
to make sure that the circuit 1 of the right-
bottle operates correctly.
2 Displayed when the TEST switch is pushed
to make sure that the circuit 2 of the right-
bottle operates correctly.
5 FLOAT switch Guard down (off) - The emergency flotation
(collective grips) system is de-energized.
Guard up (armed position) - The emergency
flotation system is armed for operation.
Switch pushed (guard up) - The electrical
power is supplied to the cylinder heads of the
two bottles. The two bottles release the
helium gas into the four float assembly.

OES 189G0290X002
EMERGENCY LIFE RAFT SYSTEM

In the emergency procedures, if the helicopter lands on water, the personnel
can evacuate the airframe into the life raft. The raft is sized in order to provide
sufficient capacity for 2 crew and 19 passengers.
The emergency-life raft system includes: (Refer to Figure 7-155)
— Left and right life rafts
— Left and right control cables.

The left life raft is installed on the left helicopter sponson. The right life raft is
installed on the right helicopter sponson.
Each life raft includes a container, a front fairing, a raft assembly and an acti-
vation system.
The container is made of a rigid construction of composite material.
The raft assembly includes a life raft, an inflation system and a survival pack.
The folded and not inflated life raft is contained in a special bag that has a
shape that is the same as the internal shape of the container.
The life raft has two one-compartment octagonal buoyancy-chambers and an
internal floor, which cannot be inflated. A two-compartment inflatable fender/
arch-tube that supports a canopy is installed around the external side of the
life raft. A yellow canopy is attached to the fender/arch tube to give protection
from bad weather to the persons on board. The fender/arch-tube and the can-
opy are contained in a stowage cover.
Two boarding ramps are attached to the fender/arch-tube on two opposite
sides of the life raft. Each chamber has a valve that can be used to inflate the
chamber with a pump included in the survival pack, if necessary. A beacon
and a battery power unit with a switch are installed on the fender/arch-tube.
They operate manually. The life raft has also the equipment that follows:
— A sea anchor drogue
— A rescue line and rings
— A sea lamp
— Two paddles.
The left control cable is installed on the left side of the helicopter between the
cockpit and the life raft on the left sponson. It connects the activation handle to
the operating mechanism on the cylinder of the inflation system. The activa-
tion handle is installed on the internal lining between the left windshield and
the left cockpit door.

189G0290X002 OES
The installation of the right control cable on the right side of the helicopter is
the same of the left control cable.
INFLATION SYSTEM
The primary component of the inflation system is an inflation cylinder, which
has an inflation valve, an operating mechanism, an inflation hose, a T-piece
and non-return valves. The cylinder contains 2.63 kg of nitrogen at a pressure
of 27579 kPa (4000 psi) at +20 °C. The nitrogen pressure is shown on a pres-
sure gauge installed on the cylinder head. The gauge can be seen through a
window. The cylinder is contained in a pocket attached to the life raft.
Operation
The life raft activation is independent for the right and left life raft through the
manual mode. There are two modes of activation. In the cockpit, the pilot and
copilot can do the activation thought the remote handle installed on the pilot
and copilot forward door frame.
Outside the helicopter, with the handle installed externally on the front plate of
the container. An access cover on the front fairing gives the access to the han-
dle. The activation handle is connected to the inflation system through the
control cables and a quick-disconnect connector.
When a handle is operated, the calibrated pin on the cylinder head (of the
inflation cylinder) breaks and the nitrogen gas starts to inflate the life raft. Then
the three closing belts break and the container cover opens.
LIFE JACKETS
Life jackets are intended for use by all passengers and crew for emergency
flotation in the event of aircraft evacuation over water. In most configurations
the jackets are positioned under the seats, however some seating layouts may
require them to be positioned in an alternative location, but in close proximity
to the seat. Each life jacket is equipped with:
— CO² cylinder and pull tab - the primary inflation method

— Oral inflation tube - for topping up and a backup method of inflation
— Water activated survivor locator light - to assist in locating survivors at
night.

OES 189G0290X002
B
A
A
LH SHOWN
TYPICAL FOR
LEFT RH SIDE
B CONTROL
CABLE
RIGHT
CONTROL
CABLE
HANDLE
C
B RETAINER LIFE RAFT
REMOTE
LH SHOWN HANDLE
TYPICAL FOR
RH SIDE
ICN-89-A-157000-A-00001-04006-A-001-01
Figure 7-155 Emergency life raft system - Components Location (Sheet 1

of 2)
189G0290X002 OES
C FENDER/ARCH TUBE
COVER
BUOYANCY
INFLATION BOARDING
CYLINDER DROGUE RAMP
BEACON
FENDER/ARCH TUBE
CANOPY
ICN-89-A-157000-A-00001-04016-A-001-01
Figure 7-155 Emergency life raft system - Components Location (Sheet 2

of 2)

OES 189G0290X002
FORWARD AND AUXILIARY FUEL TANKS
GENERAL
The forward and auxiliary fuel tanks includes, refer Figure 7-156:
— Forward fuel tank kit P/N 4F2810F00212
— Auxiliary fuel tank kit P/N 8G2810F00111.
Forward fuel tank kit

The forward fuel tank includes the Number 1 and the Number 2 forward tanks.
The Number 1 forward tank is installed on the left side of the bottom fuselage
structure (between the STA X3800 and STA X4800) under the cabin floor.
The Number 1 forward tank is anti-crash, bladder tank and non-self-sealing.
The Number 2 forward tank is installed on the right side of the bottom fuselage
structure (between the STA X3800 and STA X4800) under the cabin floor.
The Number 2 forward tank is anti-crash, bladder tank and non-self-sealing.
Refer to Section 1 Limitations of the Supplement 7 for the fuel capacities of
the forward tanks.
At the bottom of the Number 1 and Number 2 forward fuel tanks there is a
sump flange (Number 1 and Number 2). Each sump flange includes a transfer
line hose, a drain valve, a dump valve and a fuel gauge probe.
The drain valves (Number 1 and Number 2) are used to drain the water (for
daily water sampling checks) from the related forward tank.
The dump valves (Number 1 and Number 2) are used in defueling operation of
the Number 1 and Number 2 forward tanks.
The Number 1 and Number 2 probes are installed on the sump flange on the
bottom of the (Number 1 and Number 2) forward tanks.
The tanks are connected directly to the main fuel tanks via flexible hoses. The
fuel is transferred from the forward tanks to the main tanks by two ejectors
(one for each tank) whose motive flow is supplied by the main fuel pumps
when operating. Each fuel gauge probe is connected to the fuel contents mea-
suring system.
Refuelling of the forward tanks occurs automatically when the main tanks are
refuel. This occurs due to the physical layout of the tanks and no operator con-
trol is required.

189G0290X002 OES
Auxiliary fuel tank

The auxiliary fuel tank is a role fit removable single additional fuel tank. The
tank consists of a fuel cell installed in the bay between the right and left stan-
dard fuel tanks.
The tank is installed behind the cabin and isolated by bulkheads from the
cabin and baggage compartments.
The tank is an extension to the main tanks through a single interface flange on
the right main tank. It is filled via the main tank and feeds the main tank by
gravity.
A fuel vent line from the tank is connected to the main tank vent line system
and an electrical connection provides fuel-gauging control unit information.
The fuel gauging system automatically compensates for the additional fuel
quantity.

OES 189G0290X002
AUXILIARY
NUMBER 2 FUEL TANK
MAIN
FUEL TANK
NUMBER 1
MAIN
FUEL TANK
CHECK
VALVE
DUMP BOOSTER
VALVE PUMP
DRAIN
PROBE VALVE
DUMP
VALVE
PROBE CHECK
VALVE
BOOSTER
SUMP PUMP
FLANGE DRAIN
VALVE
NUMBER 2 NUMBER 1
FORWARD FORWARD
FUEL TANK FUEL TANK
ICN-89-A-157000-A-00001-04010-A-001-01
Figure 7-156 Forward and auxiliary fuel tanks - Components Location

189G0290X002 OES
TRAFFIC ADVISORY SYSTEM II (TCAS II)
GENERAL
The Traffic Collision Avoidance System (TCAS II) P/N 8G3450F00111, aids
the flight crew by detecting the presence of nearby aircraft (Traffic Advisory -
TA) and providing a warning (Resolution Advisory - RA) when the proximity of
the aircraft is determined to be a safety threat. The TCAS II transmits Mode S
transponder interrogations signals and monitors all replies.
The TCAS includes, (Figure 7-157):
— TCAS receiver/transmitter
The TCAS receiver/transmitter is installed on the left side of the nose bay
compartment.
Two locking knobs hold and safety the TCAS receiver/transmitter and its
interface connector to the mounting tray. In front of the module there is a
handle that lets the installation and removal easier.
The TCAS mounting tray is equipped with a cooling fan, supplied by the
same 28 V dc line of the TCAS Unit.
— TCAS top antenna

The TCAS top antenna is installed in the nose avionic bay above the top
plate. Four bolts attach the TCAS top antenna to the nose avionic bay.
— TCAS bottom antenna

The TCAS bottom antenna is installed on the rear side of the bottom fuse-
lage. Four bolts attach the TCAS bottom antenna to the nose avionic bay.
The schematic diagram of the TCAS is shown in the Figure 7-158.
TCAS RECEIVER/TRANSMITTER
The TCAS receiver/transmitter transmits Mode S transponder interrogations
signals and monitors all replies. Internal processing determines the range,
bearing, and altitude of each replying (nearby) aircraft.
This lets the TCAS receiver/transmitter to locate all transponder equipped air-
craft within range. If an aircraft is on a conflicting path, the TCAS receiver/
transmitter generates a traffic advisory (intruder alert), resolution advisory
(recommended vertical escape maneuver), and/or synthesized-voice audio
outputs.

OES 189G0290X002
If the intruder aircraft also has a Mode S transponder, the TCAS receiver/
transmitter uses the own helicopter transponder to transmit collision avoid-
ance data to that aircraft.
This Mode S link allows the two TCAS systems to coordinate conflict resolu-
tion maneuvers between aircraft.
The TCAS receiver/transmitter contains circuits for signal receiving, transmit-
ting, processing (including computing), and interfacing with other components
of the TCAS system.
A frequency source generates 1030 MHz for the transmitter output and
receiver local oscillator.
The RF output is applied to top/bottom antenna through the diplexer.
The receiver has four individual RF and IF sections, one for each of the four
directional segments of the antenna. At the receiver detector, the signals are
combined to allow received-signal bearing information to be determined. This
information is passed to the signal processor.
A signal processor and CPU (central processing unit) provide the control and
data analysis necessary for the TCAS receiver/transmitter operation.
The CPU generates the traffic and resolution advisories for the output to the
cockpit displays. The input/output interface circuits are the ARINC429 discrete
and analog circuits required to communicated with external TCAS equipment.
The TCAS II transceiver is supplied by 28 Vdc MAIN BUS 4 through a dedi-
cated solid state distribution output.
TCAS TOP AND BOTTOM ANTENNA

The TCAS top and bottom directional antennas transmit and receive the RF
interrogation signal of the TCAS II operation. Each antenna lets the system to
compute bearing to a target aircraft. The antennas contain four passive
antenna located at cardinal (90 degree) points on the assembly. Each antenna
is connected to the TCAS receiver/transmitter with a coaxial cable.

189G0290X002 OES
TCAS controls and displays

The MCDU gives a set of NAV radio tuning pages, in order to manage the
TCAS system (associated to XPDR).
To get access to the menu you must push the TUNE key on the MCDU. Then
the TUNE PAGE 1 comes in view.
TUNE PAGE
In this page there are the TCAS (and XPDR) data as follow:
— The XPDR TCAS comes in view on header line. You can set the Tran-
sponder or the TCAS mode with the related soft keys adjacent to the
selection.
— If you push the related soft key, you can set the transponder code and get
access to the detail pages. Then go to the XPDR TCAS page.
The XPDR TCAS page gives the selections that follow:
— Manage the Altitude Limits (give access to “TCAS ALT LIMITS” Page)
— Toggle between REL and ABS (for At Tag)
— Manage the Mode (give access to "XPDR TCAS MODE" page)
— Command the TCAS TEST.
ALT LIMITS PAGE

in this page is possible set the TCAS Altitude Limits as follow:
— ABOVE: The system shows all the traffic above 9000 ft and below 2700 of
the aircraft
— BELOW: The system shows all the traffic above 2700 ft and 9000 ft below
the aircraft
— NORMAL: The system shows all the traffic above 2700 ft and 2700 ft
below the aircraft
— ABV / BLW: The system shows all the traffic above and below the aircraft
with unrestricted altitude (no altitude limits).
An asterisk comes in view adjacent to the selection.

OES 189G0290X002
C A
A
C
TCAS BOTTOM ANTENNA
B TCAS RECEIVER/TRANSMITTER
TCAS TOP ANTENNA
MOUNTING TRAY
ICN-89-A-157000-A-00001-02390-A-001-01
Figure 7-157 TCAS - Components location

189G0290X002 OES
AFDX
PFDCPLT MFDCPLT MFDPLT PFDPLT
CCD CPLT A429HS A429HS CCD PLT
TCAS 4RFCOAX 4RFCOAX TCAS

TOP BOTTOM
ANTENNA ANTENNA
RADALT1 A429LS TCAS A429LS RADALT2

ALT-4000 TTR-4000 ALT-4000
Aural Warning
2nd XPDR A429HS ICS
TDR-94D A429HS
(Optional)
A429HS MAGHDG/ ATTITUDE
A429DATA
A429 HS
A429 HS
AMMC1 XPDR AMMC2

TDR-94D
MCDU MCDU
CPLT PLT
ICN-89-A-157000-A-00001-02395-A-001-01
Figure 7-158 TCAS II - Schematic diagram

OES 189G0290X002
XPDR TCAS MODE page

This page lets the XPDR and TCAS operative modes as follow:
— STBY
— ALT OFF
— ALT ON
— TA ONLY
— TA / RA.
MFD and PFD indications

The TCAS intruder symbols are displayed in 360 MAP and ARC map format
and are displayed over all other symbology. The display unit is able to manage
up to 30 TCAS intruders as sent by TCAS processor.
There are four types of traffic symbols, based on threat level. They are: Reso-
lution Advisory (RA) Traffic Advisory (TA) Proximate Traffic (PT) Other Traffic
(OT) No Bearing Traffic (NBA) The classification of the targets is done by the
TCAS processor and the display representation is:
— The RA symbol is a red solid square
— The TA symbol is a circular shaped and yellow filled color. The TA symbol
shall be positioned to depict a threat aircraft's relative bearing and dis-
tance from own aircraft.
— The PT symbol is a filled cyan diamond. The PT symbol shall be posi-

tioned to depict a proximate aircraft's relative bearing and distance from
own aircraft
— The OT symbol is a cyan unfilled diamond and positioned to depict the

other aircraft's relative bearing and distance from own aircraft. OT symbol
are considered as non-threat aircraft. Refer to Figure 7-160 and Figure 7-
161.
The RA and TA targets which are off scale will be indicated by placing one half
of the symbol at the edge of the active display area. The half symbol will be
labeled normally. For each TCAS intruder, a Vertical Trend Arrow is displayed
beside the intruder symbol to provide vertical sense indication (Level Flight,
Climbing, Descending).
The arrow points down for descending traffic and up for ascending traffic.

189G0290X002 OES
When relative altitude of an intruder aircraft is available, a data tag indicating

relative altitude shall be displayed with the corresponding traffic symbol. When
the ABS selection is active and absolute altitude of an intruder aircraft is avail-
able, a data tag indicating absolute altitude shall be displayed with the corre-
sponding traffic symbol.
The data tag will be centered above the traffic symbol preceded with a "+" if
the intruder aircraft is above own aircraft's altitude and centered below the
traffic symbol preceded with a "-" if the intruder aircraft is below own aircraft's
altitude. If the intruder is at own aircraft's altitude, the data tag is centered
above the symbol without any polarity sign.
In case the intruder bearing is not available (No Bearing Traffic), the TCAS
system will represent the traffic like alphanumeric annunciation. This is appli-
cable only for TA and RA. In detail the TCAS No Bearing Advisory annuncia-
tions (NBA) consist of the following data fields displayed in yellow and medium
font in the bottom right corner of the compass symbol separated by spaces:
— “TA” legend
— Range in NM with a resolution of 0.1 NM
— Relative Altitude in hundreds of feet
— Vertical Trend Arrow

For example: “TA 6.5 -04” represents an intruder with a TA advisory at 6.5
Nautical miles with a relative altitude of -400 feet and climbing.
The NBA annunciation for Resolution Advisory are represented in red. Refer
to Figure 7-161.

OES 189G0290X002
OT
PT
TA
RA
NBA
1
10
TCAS MODE/STATUS &
NBA INDICATION AREA
9 2
3
8
ACTIVATION OF
VIRTUAL CONTROL PANEL 4
5
7
6
TCAS II VIRTUAL CONTROL PANEL
ICN-89-A-157000-A-00001-02392-A-001-01
Figure 7-159 TCAS II - MCDU - Controls and Displays

189G0290X002 OES
Key to Figure 7-159

TCAS altitude selection
1 ABOVE When set, the system shows all the traffic
above 9000 ft and below 2700 of the aircraft
2 BELOW When set, the system shows all the traffic
above 2700 ft and 9000 ft below the aircraft
3 ABV / BLW When set, the system shows all the traffic
above and below the aircraft with unrestricted
altitude (no altitude limits).
4 NORMAL When set, the system shows all the traffic
above 2700 ft and 2700 ft below the aircraft.
TCAS intruder altitude reference selection
5 REL The intruder altitude is set to Relative (with
respect to the helicopter)
6 ABS The Intruder Altitude is set to absolute
(Intruder Relative Altitude + TCAS Own A/C
Altitude + Altitude Correction)
7 TEST When set, starts the TCAS test. The TCAS
TEST indication comes in view on the
compass rose of the display.
8 STBY Set the XPDR/TCAS in warm-up cycle
(default at power-on). The TCAS STBY
indication comes in view on the compass of
the display.
9 TA/RA When set, the system shows the Traffic
Advisories (TA) and the Resolution Advisories
(RA). The “TA/RA” indication comes in view
on the compass rose of the display. When
below of 1000ft the Radio Height, RA
generation is inhibited and TCAS operates in
TA ONLY Mode. Then the "TA ONLY" comes
in view and the "TA/RA" indication goes off.
10 TA ONLY When set, the system displays only the
Traffic Advisories (TA). The TA ONLY
indication comes in view on the compass rose
of the display.

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MENU TUNE 1/3

[OCT-25-10] [14:55:38] [118.650] [120.700]
D&T SOURCE 25K SQ
< GPS2 SET GPS TM > < [119.000] [120.550] >
NAV1 INH H NAV2
< EQUIP STATUS DTD > < [110.75] [111.50] >

XPDR1 TCAS
ID
XPDR TCAS
@@ SELECT
[5645] XPDR1 / XPDR2
FLIGHT ID
[4772] [DAQUTALT]
ID PALT
IDENT 1500
ALT LIMITS MODE
< ABOVE TA ONLY >
XPDR
PASS TEST
ALT TAG TCAS
REL / ABS PASS TEST
TCAS ALT LIMITS1 XPDR TCAS MODE

1
NORMAL STBY
ABOVE * ALT OFF
BELOW ALT ON
ABV / BLW 2 TA ONLY *
TA / RA
3
ICN-89-A-157000-A-00001-02393-A-001-01
Figure 7-160 TCAS II - MFD - Controls and Displays

189G0290X002 OES
Key to Figure 7-160

1 STBY Set the XPDR/TCAS in warm-up cycle. The
XPDR/TCAS shows the “STBY” indication on
PFD Navigation Indicator (NI) area (is the
default after power-up). In this condition the
XPDR does not reply
2 TA ONLY When set, the system filter only the Traffic
Advisories (TA). The TCAS gives an
annunciation “TA ONLY” shown on the PFD
(Navigation Indicator (NI) area)
3 TA / RA When set, the system filter the traffic and
display the Traffic Advisories (TA) and the
Resolution Advisories (RA). The TCAS gives
an annunciation “TA/RA” shown on the PFD
(Navigation Indicator (NI))
* Displayed adjacent to a selection.

OES 189G0290X002
TCAS 2Nm RANGE RING
TCAS
TCAS INTRUDER
MODE/STATUS SYMBOL
ANNUNCIATION
TCAS
INTRUDER
ALTITUDE
READOUT
TCAS ABSOLUTE
TCAS
ALTITUDE TCAS INTRUDER
ALTITUDE
ANNUNCIATION VERTICAL TREND ARROW
SELECTION
TCAS NO BEARING TCAS NO BEARING

ADVISORY 1 ADVISORY 2
ICN-89-A-157000-A-00001-02394-A-001-01
Figure 7-161 TCAS II - MFD and PFD indications

189G0290X002 OES
HELICOPTER TERRAIN AWARENESS AND WARNING SYS-

TEM (HTAWS)
GENERAL
The HTAWS P/N 8G3440F00211gives through the screens of the MFD and
PFD, a visual representation of the terrain clearance relative to the surround-
ing terrain and known obstacles.
The HTAWS uses a partition of software that runs in each PFD / MFD. It uses
information from navigation and flight sensors (e.g. AHRS, Air Data, Rad Alt,
GPS) along with dedicated Data Bases (DB) (Obstacles DB, Complete Terrain
DB, NAV DB) to compute obstacle position, generate obstacles / terrain maps,
visual and aural alerts.
The Complete Terrain data base is stored in the Data Transfer Device (DTD)
Non Volatile Memory (NVM).
Navigation data base (Jeppesen) is stored in each AMMC NVM and in the
DTD Non Volatile Memory. The obstacle DB is stored in each MFD / PFD
NVM. The data path between CDS and the DTD and AMMC is through the
AFDX bus.
The schematic diagram of the HTAWS is shown in the Figure 7-162.
The HTAWS uses the inputs that follow:
— GPS Data
— Radio Altitude and DH
— Roll and Pitch Attitude
— Heading
— Airspeed
— Barometric Altitude and Vertical Speed
— Ground Speed and Track
— ILS Glide slope
— Weight on Wheels
HTAWS gives the outputs that follow:

OES 189G0290X002
— Terrain / Obstacle Display
— Visual cautions / Warnings
— Voice alerts / Warnings / Callouts.

The alarm is hear and the visual cautions seen through two functions:
Forward Looking Terrain (and Obstacle) Alerting (FLTA)

The FLTA is an area mostly in front of and to both sides of the aircraft.
Through lookhead algorithms, alerts are generated if the terrain or an obstacle
are in conflict with the path of the aircraft.
The FLTA uses the aircraft position and the altitude (data from the GPS) com-
bined with vertical speed to compute a projected aircraft flight path.
During the enroute operations, a caution alert is generated approximately 20
seconds ahead of the terrain or obstacle conflicts. The caution alert will be
upgraded to a warning alert approximately 10 seconds ahead of the conflict.
Ground Proximity Warning System (GPWS)

This function operates independently from the FLTA. The GPWS is a down-
ward looking alert capability which generally uses the radar altimeter as an
alerting source. This function gives an alerting source to compute helicopter
separation with respect to the terrain. The GPWS can be considered as a
backup system if FLTA is not available due to no GPS position data or due to
the helicopter in a hover condition. The six modes of operation of the GPWS
are:
Mode 1: Excessive Rate of Descent
Mode 2: Not part of HTAWS systems
Mode 3: Descent after Take-Off or Missed Approach
Mode 4: Flight into Terrain when not in Landing configuration
Mode 5: Excessive downward deviation from an ILS Glideslope
Mode 6: Altitude Callout
GPWS controls and displays

The HTAWS function comes in view on the display with the label "TAWS". The
CTRL Key, at the bottom right side of the MFD, set the TAWS controls to on.

189G0290X002 OES
Then, a pop-up menu comes is view with a number of systems. The TAWS
includes the menu with the selections that follow:
— INHIBIT
— LOW ALT
— AUDIO INHIB
— G/S CANCEL
— OFF AIRPORT
— AUDIO TEST
To make a selection on the menu, you must use the CCD. Refer to Figure 7-
163.
The activated selection is displayed in the left upper side of the map on the
MFD or PFD.
Selecting the INHIBIT selection, a white TAWS INHIB message is displayed in
the top left corner on the PFD HSI area and MFD MAP page. This mode inhib-
its:
— The terrain and obstacle aural alerts (including the GPWS Mode 6 callout)
— The visual cautions and warnings and the terrain and obstacles display.
Setting the AUDIO INHIB selection, a white MUTE message is displayed in
the top left corner on the PFD HSI area or MFD MAP page. This mode inhibits
the terrain and obstacle audio alerts but the visual cautions, warnings display
stay active. The terrain and obstacle audio alerts are restored immediately by
deselecting the AUDIO INHIB.
After 5 minutes from audio inhibition the MUTE message will start to flash to
remind to the pilot that the TAWS audio is still inhibited.
On the display, the terrain map is represented with a color code. The relative
color band represent the clearance between the aircraft and the terrain or
obstacles. Refer to Figure 7-162 for the legend of the HTWAS colors.
The TAWS will display Terrain and Obstacle data in the Latitude interval rang-
ing from 70° North to 70° South.
The terrain consists of the earth’s natural surface surrounding the aircraft
based on the WGS84 GEOID model and not a corrected barometric altitude. It
represents the height above Mean Sea Level (MSL) in the GEOID model and
it is used as a reference altitude for color coding of the terrain display. The
TAWS presentation range is automatically adjusted in conjunction with the
MAP range selection up to a maximum range of 40 NM.

OES 189G0290X002
When no MAP format is selected on both pilot and co-pilot PFD and no FPLN
ARC or ROSE presentation is selected on both pilot and co-pilot MFD and a
TAWS alert occurs, the MFD FPLN and the PFD MAP Menu bar legend are
overlapped by a TAWS alert (black text over amber background) to enable
TAWS overlay selection with a single keypress. (TAWS Pop-up function).
When MAP format or FPLN ARC or ROSE format is selected on at least one
PFD or MFD but no TAWS overlay is active and a TAWS alert occurs, the
TAWS overlay is automatically enabled and the MAP range scale adjusted to
5NM or to 2NM if the TAWS LOW ALT setting is active.
On PFD and MFD area, the following HTAWS mode/status annunciation mes-
sage can be displayed with the following logic depending from the overlay
selection:
— If overlay selection is set to TAWS, the mode/status symbology can be:

TAWS Status annunciation TAWS Failure Flag TAWS mode annunciation
line 1 TAWS mode annunciation line 2. Refer to Figure 7-162.
— If overlay selection is not set to TAWS, the mode/status symbology can

be: TAWS Mode/Status annunciation TAWS Failure Flag. Refer to Figure
7-163.

189G0290X002 OES
HTAWS Architecture
Sensors Alerting System Audio Alarm
GPS
RADALT
ADU+AHRU
Visual Alarm
DTD & AMMS HTAWS

Module
Terrain Database
AFDX Driver
Terrain Display (Map)
FMS Database
Obstacle Database
ICN-89-A-157000-A-00001-02396-A-001-01
Figure 7-162 HTAWS - Schematic diagram

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HTAWS MODE/STATUS INDICATION AREA
HTAWS
CLEARANCE MAP
HTAWS VIRTUAL
CONTROL PANEL
ACTIVATION OF
VIRTUAL CONTROL PANEL
Altitude
DARK RED NORMAL: >1000 ft. above

LOW: >1000 ft. above
LIGHT RED NORMAL: 50' clearance to 1000' above

1 LOW: 25' clearance to 1000' above
YELLOW NORMAL: >50' clearance to 300' above

2 LOW: >25' clearance to 200' above
GREEN NORMAL: >300' clearance to 450' above

LOW: >200' clearance to 270' above
3
BLACK NORMAL: >450' clearance
LOW: >270' clearance
0 feet
HTAWS COLORS LEGEND
ICN-89-A-157000-A-00001-02398-A-001-01
Figure 7-163 HTAWS - Controls and Displays (Sheet 1 of 2)

189G0290X002 OES
PFD MFD
TAWS STATUS
ANNUNCIATIONS
4
6
TAWS STATUS
7
TAWS MODE line1
TAWS MODE line2 8
9
TAWS
MODE/STATUS 10
ANNUNCIATION
11
12
13
TAWS MODES 14
ANNUNCIATIONS
ICN-89-A-157000-A-00001-02399-A-001-01
Figure 7-163 HTAWS - Controls And Displays (Sheet 2 of 2)

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Key to Figure 7-163

1 RED color The clearance map shows this color in the
area where the terrain/obstacle is well above
the aircraft altitude (at least 500 ft higher). The
aircraft may not be able to escape this terrain/
obstacle.
2 YELLOW color The clearance map shows this color in the
area where the terrain/obstacle is very near to
the aircraft altitude. The aircraft may not have
safe terrain clearance.
3 GREEN color The clearance map shows this color in the
area where the terrain/obstacles are below
the aircraft altitude. Safe terrain/obstacle
clearance is indicated.
4 TERRAIN This status indication is displayed when the
HTAWS operates correctly.
5 TERR This status indication is displayed when an
error is detected. The terrain map data are not
received or are corrupted or not valid
6 GPWS INOP This status indication is displayed when the
GPWS function is not operative (only the
FLTA is available). Could be caused to RAD
ALT failed or switched off.
7 OBST INOP This status indication is displayed when the
Obstacle Database is not operative.
8 TAWS FAIL This status indication is displayed when both
FLTA and GPWS functions are not operative.
In this case the TAWS function is not available
9 TAWS TEST Displayed when you set the HTAWS TEST
with the MFD virtual control panel.
10 MUTE Displayed when you set the TAWS Audio Inhi-
bition (for 5 minutes) with the MFD virtual con-
trol panel.
11 TAWS INHB Displayed when you set the TAWS Inhibit with
the MFD virtual control panel.
12 LOW ALT Displayed when you set the LOW ALT with

189G0290X002 OES

13 OFF APT Displayed when you set the Off Airport with
14 G/S CANCEL Displayed when you set the Glide Slope Can-
cel with the MFD virtual control panel.

OES 189G0290X002
SYNTHETIC VISION SYSTEM (SVS)
GENERAL
The SVS P/N 8G9300F00111, use a dedicated partition of Software that runs
in each PFD, and on the MFDs runs for monitoring. This function is provided
through the use of precise navigation sensor inputs and an high resolution ter-
rain, obstacle and runway/heliport database.
The SVS also gives a display of airport runways and helipads as well as of
towered and non-towered obstacles higher than 50ft.
The SVS gives a Flight Path Vector (FPV) a direct perception of the aircraft
trajectory.
The SVS information comes in on the attitude and navigation area of the PFD
through the PFD MENU or with the selection on the Display Control Panel
(DCP).
The FPV and obstacles display can also be disabled through the PFD MENU.
It uses information from navigation and flight sensors (e.g. AHRS, Air Data,
Rad Alt, GPS) along with dedicated Data Bases (DB) (Obstacles DB, Com-
plete Terrain DB, NAV DB) to compute surrounding position and generate a
visual representation of the external environment.
The complete terrain data base is stored in the Data Transfer Device (DTD)
Non Volatile Memory (NVM). The Navigation data base is stored in each
AMMC NVM. The obstacle DB is stored in each display unit. The data path
between CDS and the DTD and AMMC is through the AFDX bus.
When SVS is enabled in CDS Option file, the Synthetic Vision over PFDs is
displayed on the PFDs by default at power on.
SVS controls and displays

When the SVS start-up, a SVS LOADING flag comes in view on the PFI area.
The loading process may take from 20 seconds to 180 seconds depending
upon complexity of the image and availability of sensor information.
The SVS presentation on the PFD PFI and NI areas is controlled with the PFD
menu Bar. This menu lets:
— Activate or deactivate the SVS display on the PFD
— Activate or deactivate the obstacles representation on the of the PFD
— Activate or deactivate the Flight Path Vector (FPV) representation on

189G0290X002 OES
the PFD.
— Activate or Deactivate the representation of the display of Flight Path Vec-

tor (FPV) on the On-Side PFD.
With the "SVS" button on the DCP, the SVS display on the PFD can be acti-
vated or deactivated. Refer to Figure 7-164.
When the PFDs are energized, the Synthetic Vision is displayed as default. In
case of SVS failure, the PFDs revert to normal presentation.
Obstacles are depicted as pyramids or cuboids when defined respectively as
towered or not towered in the obstacle database.
Flight Path Vector (FPV) represents the flight direction of the aircraft.
If the SVS option is not installed, pressing DCP SVS (Synthetic Vision) push-
button, the advisory message SVS NOT INSTALLED is displayed in the CAS
window for 5s.

OES 189G0290X002
DISPLAY CONTROL PANEL (DCP)
ICN-89-A-157000-A-00001-02400-A-001-01
Figure 7-164 SVS - Controls and Displays (Sheet 1 of 2)

189G0290X002 OES
SVS DEGRADED FLAG
SVS FAIL FLAG
ICN-89-A-157000-A-00001-04001-A-001-01
Figure 7-164 SVS - Controls And Displays (Sheet 2 of 2)

OES 189G0290X002
RADIO EQUIPMENT V/UHF FLEXCOMM II
GENERAL
The radio equipment V/UHF Flexcomm II system is an AM/FM analog/digital
radio communication system.
The V/UHF Flexcomm II system, includes (Figure 7-165):
— V/UHF control panel

The V/UHF control panel (Wulfsberg C-5000), is installed in the cockpit.
At front of the V/UHF control panel there is a front panel. The front panel
has:
– The display at the top. The display has two lines of 20 characters each.
– Two multi-function soft-buttons on the left side of the display.
– A keypad that has 12 numerical and function buttons.
– A control that includes two knobs that have the same axis but different
diameter in each bottom corner. The inner knob of the left control (VOL
control) shows the PUSH ON label. The inner knob of the right control
(SEL control) shows the PUSH ENTER label.
– A data transfer port that lets the operator connect a laptop computer.
— V/UHF transceiver
The installation position of the RT-5000 V/UHF transceiver is on the rear
left side of the avionics bay. The transceiver sends the serial input control
data to the logic converter unit. The logic converter unit then changes the
frequency content of this data into the tuning data for the V/UHF antenna.
— V/UHF antenna
The V/UHF antenna is installed on the bottom of the fuselage. The V/
UHF antenna is a frequency tuned antenna, the electrical length of which
is adjusted by the logic converter unit. This operation becomes essential
due to the wide range of frequencies which require wavelength matching
to enable an optimum power transfer. The antenna is connected to the V/
UHF transceiver through two coaxial cables, a type “N” and a type “TNC”.
— V/UHF Logic converter unit

The V/UHF logic converter unit is installed in the rear left side of the fuse-
lage, adjacent to the V/UHF transceiver. The logic converter unit is part of
an electronically tuned antenna system, it is compatible with antennas
designed to cover the 30 to 960 MHz range. The V/UHF logic converter
unit accepts serial input data from the V/UHF transceiver and translates
the frequency content of this data into tuning information for the V/UHF

189G0290X002 OES
antenna. It performs a message validation and sends an acknowledge-

ment message over a separate serial link to the radio indicating reception
of a message and its state of validity. The logic converter unit operates
with the power of the 28 Vdc supplied from the aircraft.
The V/UHF Flexcomm II system covers the frequency range 29.7 to 400 MHz
(AM) and 29.7 to 960 MHz (FM).
The memory of the V/UHF control panel can contain up to 350 preset chan-
nels and a channel for manual selection of the frequency.
The data of each channel can include only the transmit frequency or only the
receive frequency. The data can also includes the subaudible tones (CTCSS,
DCS, Burst), the channel number and, if given, the channel alphanumeric
identifier (maximum of eight characters). This makes it easier for the operator
to know the channels.
The Number 3 Remote Electric Power Unit (REPU3) supplies the power to the
V/UHF Flexcomm II system. The electrical power is supplied to the system
when the inner knob of the VOL control on the V/UHF control panel is pushed.
When the system becomes energized, the system does the self test. When
the self test is correctly completed, the display of the V/UHF control panel
shows the Control Display Page. This is the main page of a menu that gives
access to the options. When pushed the * / CLR button, the display goes back
to the Control Display Page and is possible start a new procedure.

OES 189G0290X002
V/UHF LOGIC
CONVERTER UNIT
V/UHF
TRANSCEIVER
MOUNTING TRAY
V/UHF
CONTROL PANEL
V/UHF ANTENNA
ICN-89-A-157000-A-00001-04012-A-001-01
Figure 7-165 V/UHF Flexcomm II - Components location

189G0290X002 OES
The V/UHF Flexcomm II system is used for AM/FM radio communications in

the frequency bands that follow:
Frequency band Frequency range
VHF FM Lo-Band 29.7 - 88 MHz
VHF AM (Aircraft Navigation) 108 - 118 MHz (Receive only)
Military AM 118 - 156 MHz
VHF FM Hi-Band 138 - 174 MHZ
Military FM 220 - 225 MHz
Military AM 225 - 400 MHz
UHF FM 400 - 512 MHz
Normal mode of operation

The system can operate in the normal mode when the system configuration is
completed and one preset channel is programmed.
This lets use the Display Pages (Refer to Figure 7-166) that the V/UHF control
panel display shows in the sequence that follows:
The Control Display Page. This page lets go to the other Display Pages that
can be used in the normal operation mode. Each Display Page shows a differ-
ent data configuration.
The Control Frequency-Display Page. This page is the same as the Control
Display Page, but the frequency, not with the alphanumeric identifier, identifies
the channel.
The System Display Page. This page shows the configuration status of the
transceiver.
The Active/Standby Display Page. This page shows two channels. One is the
channel in use and the other is the standby channel. This page lets the
change between the two channels quickly.

OES 189G0290X002
The Active/Standby Frequency-Display Page. This page is the same as the

Active/Standby Display Page, but the frequency, not with the alphanumeric
identifier, identifies the two channels.
To show the Display Pages in the sequence, it is necessary to push the 3 /
DISP button many times.
In the normal mode of operation, it is possible to tune a frequency manually.
To do this, it is necessary that the Manual Modes are set during the system
configuration. Then is possible tune a frequency manually when the Control
Display Page is open (or the Control Frequency-Display Page). With the outer
knob of the SEL control you must put the cursor at the channel number. Then
you must turn the inner knob of the SEL control until the display shows the let-
ter M. Then, if you push the # / NUM button, you can do the selection of the
channel number (1 to 350) with the numeric buttons. Push the SEL control
inner-knob to record the channel number and receive and transmit on the
tuned frequency.
V/UHF Flexcomm II controls and displays
See Figure 7-166.

189G0290X002 OES
9
1
8
1 2 3 4
D/R MENU DISP MUTE
VOL
2
5 6 1 8 SEL
RT PLAY TEST SCAN
PUSH PUSH
9 0 #
ON ENTER
CLR PVT SF NUM
7 6 5 4 3
ICN-89-A-157000-A-00001-04011-A-001-01
Figure 7-166 V/UHF Flexcomm II - Controls and Displays (Sheet 1 of 2)

OES 189G0290X002
A CONTROL DISPLAY PAGE
CHANNEL NUMBER
TRANSCEIVER DIRECT
INDICATOR TRANSMIT TRANSMIT MODE
INDICATOR INDICATOR
CHANNEL
MAIN RECEIVER ALPHANUMERIC
AVAILABILITY IDENTIFIER
INDICATOR
GUARD TONE TRANSMIT POWER LEVEL

RECEIVER INDICATOR MODE INDICATOR
AVAILABILITY INDICATOR
INDICATOR
A CONTROL DISPLAY PAGE IN MANUAL MODE
RECEIVE
MANUAL MODE CHANNEL MANUALLY TUNED
INDICATOR INDICATOR RECEIVE FREQUENCY
RECEIVE MANUALLY TUNED

BANDWIDTH TRANSMIT FREQUENCY
MODULATION INDICATOR
TYPE INDICATOR
ICN-89-A-157000-A-00001-04013-A-001-01
Figure 7-166 V/UHF Flexcomm II - Controls and Displays (Sheet 2 of 2)

189G0290X002 OES
Key to Figure 7-166

1 Display Shows the pages related to the system
operation
2 Data transfer port It lets the connection of an external PC for
downloading /uploading channel
programming.
3 SEL control outer- When turned, it changes the position of the
knob cursor to the desired position.
4 SEL control inner- When pushed, enters a selection. When
knob (PUSH/ENTER turned, it changes the value in the cursor field.
label)
5 1 / D/R button When pushed, it changes from the Direct to
the Repeat modes of transmission, and back.
If pushed when the program shows the
configuration and programming menu, it does
the specified function (usually the BACK
function which lets go back to the menu that
was in view before).
2 / MENU button When pushed, it lets open the menu and go
through the next menu pages for configuration
and programming.
If pushed when the program shows the
configuration and programming menu, it does
the specified function (usually the SEL
function).
3 / DISP button When pushed, lets the access to a display
page.
4 / MUTE button When pushed, it stops the audio reception of
all the channels temporarily, but not the audio
reception of the channel in use. Pushing the
button alternates the audio between mute and
normal.

OES 189G0290X002

5 / RT button When pushed, disables or enables all
monitored receivers except the active one.
This key is active on displayed page only.
After this key has been pushed it is important
to push the number of the system to be
enabled or disabled.
6 / PLAY button When pushed, followed by keys 1, 2 or 3,
allows the audio playback of the desired RT
system.
7 / TEST button When pushed, disables the squelch control on
the active system and displays the active
transmit frequency. When released, the
system reverts to normal operation.
8 / SCAN button It does not operates.
* / CLR button When pushed, it cancels the configuration or
programming operation and shows the
Control Display page.
9 / PVT button When pushed, selects or deselects the voice
encryption function
If pushed when the program tells you that it is
necessary to set a number, it records number
9.
0 / SF button The SF function does not operate.
If pushed when the program requires a
numeric data entry, it records number 0.
# / NUM button When pushed, activates the numeric keypad
for channel or frequency selection. When the
numeric keypad is active the relevant number
is displayed and entered when pressed.
6 VOL control inner- When turned, it adjusts the receive audio
knob (with the PUSH volume.
ON label) When pushed, it sets the system ON or OFF.
7 VOL control outer- When turned, it adjusts the volume of the
knob monitored RT system.

189G0290X002 OES

8 Lower soft key When pushed, controls the display pages as
follow:
MAIN system display pages - changes the
active RT system active transmitter
ACT/SBY display page - changes the active
channel to standby and vice versa
Pulse/tone menu page - accesses the tone
option
Dim display menu page - brightens the
fluorescent display.
9 Upper soft key When pushed, controls the display pages as
follow:
System display page - changes the active
GUARD receiver
Pulse/tone menu page - accesses the pulse
option
Dim display menu page - dims the fluorescent
display
Squelch level menu page - decreases the
squelch level.

OES 189G0290X002
CRASH POSITION INDICATOR WITH DEPLOYABLE ELT
GENERAL
The Crash Position Indicator (CPI) system is a primary radio location aid to
alert search and rescue and assist location in the event of an aircraft distress
condition.
The Emergency Locator Transmitter (ELT), mounted on the left hand side of
the tail cone, consists of a locator beacon containing the transmitter and
antenna. The beacon, which can be manually or automatically activated, is
deployed from the aircraft in the event of a crash situation, providing full emer-
gency frequency operation at 121.5 MHz and 406.025 MHz.
The ELT automatically activates during a crash or aircraft ditching and trans-
mits the standard swept tone on 121.5 MHz until the battery power is
exhausted, which will typically be 48 hours.
The 406.025 MHz transmitter sends an encoded digital message of aircraft
position, as received from the GPS/FMS aircraft system via ARINC, and will
operate for 24hrs.
The CPI system also includes, (Refer to Figure 7-167):
— ADELT control panel

The ADELT control panel is installed on the left bottom side of the
interseat console in the cockpit. It allows the operator to test, monitor and
manually activate the CPI system.
— System interface unit

The System Interface Unit (SIU) is installed in the baggage compartment.
The SIU includes an OFF/ARM switch.
— Water activated switch

The water activated switch is installed on the rear side of the left sponson.
It provides an alternative means of automatic deployment should the air-
craft perform a controlled ditch into water. Due to the possibility of a rela-
tively soft landing during a controlled ditch, the SIU "g" switches may not
activate the beacon. Once the sensor is immersed in fresh or salt water,
the deployment of the beacon is automatically initiated.
— Configuration unit
The configuration unit is installed in the baggage compartment adjacent to
the SIU.

189G0290X002 OES
— Beacon release unit

The Beacon Release Unit (BRU) is installed in the baggage compartment
adjacent to the system interface unit and the configuration unit. The bea-
con release unit provides the mechanical and electrical interface between
the helicopter and the beacon.
— Beacon
The beacon is installed in the rear left side of the fuselage. The beacon is
attached to the beacon release unit by a spigot and retained by a single
bolt into a fitting retained by a sear latch system. The sear is withdrawn by
an electro-explosive actuator to allow the latch to release.
The beacon has a transmitter, the battery pack and an antenna system.
The beacon has positive buoyancy and the outer surfaces are normally
colored “international orange” for high visibility.
The beacon can be manually or automatically activated and deployed
from the aircraft in the event of a crash. It provides full emergency fre-
quency operation at 121.5 MHz/243.0 MHz and 406.025 MHz (the same
frequencies as the ELT system). There is also an additional integrated
GPS antenna/receiver to enable updated GPS position data to be trans-
mitted in the 406.025 MHz message.
The beacon casing is designed to withstand impact on land or water and
to provide positive buoyancy.
A reset switch is incorporated by means of which the beacon can be shut
down on recovery after an incident.
Crash position indicator with deployable ELT controls and displays

See Figure 7-168.
Automatic operation
The automatic operation starts when the ARM / OFF switch on the SIU is set
to the ARM position and the system first boots up, two beeps will be heard
from the ADELT control panel, signifying the system is ready for operation. In
the ARM position, the system is ready and can be activated by any single or
multiple combinations of the following commands:
— The "g" switches sensing an excess load
— The operator switching the system to TRANSMIT or DEPLOY positions at

OES 189G0290X002
the ADELT control panel
— The WAS being immersed in water.

In the event of a crash one or more of the multi-axis "g" switch in the SIU will
operate, activating the logic circuitry which, in turn, provides the firing energy
for the BRU actuator from an internal capacitor. In the event of ditching the
water activated switch will operate, activating the logic circuitry which, in turn,
provides the firing energy for the BRU actuator from an internal capacitor. On
activation of the logic circuitry the SIU produces two signals, one of which is
sent to the ADELT in the beacon, and the other to the actuator in the BRU:
— The first signal from the SIU operates a switch in the beacon, connecting
the internal battery pack to the 121.5 MHz/243.0 MHz and 406.025 MHz
transmitter, which begins to transmit simultaneously on all three frequen-
cies.
— The second signal operates the sear latch system in the BRU, which is an
electrically operated chemical fuse. On activation this allows the latch to
release and the beacon is then ejected by the remaining stroke of the
actuator assisted by a compressed coil spring.
The ADELT transmits the standard swept tone on 121.5 MHz/243.0 MHz until
the battery power is exhausted, which will typically be 48 hours. The 406.025
MHz transmitter sends an encoded digital message of aircraft position, as
received from the GPS/Flight Management System (FMS) and will operate for
24 hours.
Manual operation
The manual operation can be performed via the ADELT CCP at the pilot’s dis-
cretion. The manual functions available are:
— Beacon transmission - open the green transmit guard and operate the
TRANSMIT switch. Confirm TX/TEST light illuminates and audio tone is
heard.
— Beacon transmission and release - open the red deploy guard and oper-
ate the DEPLOY switch. Confirm TX/TEST and BEACON GONE lights
illuminate.

189G0290X002 OES
E D
A
A
C
ADELT
B CONTROL PANEL
WATER ACTIVATE SWITCH
ICN-89-A-157000-A-00001-04014-A-001-01
Figure 7-167 Crash position indicator with deployable ELT - Components

location

OES 189G0290X002
BEACON
RELEASE
UNIT
BEACON
CONFIGURATION
UNIT
SYSTEM INTERFACE
UNIT ARM / OFF
SWITCH
ICN-89-A-157000-A-00001-04017-A-001-01
Figure 7-167 Crash position indicator with deployable ELT - Components

location
189G0290X002 OES
1 2
TRANSMIT
D E P L OY
5
3
4
ICN-89-A-157000-A-00001-04018-A-001-01
Figure 7-168 Crash position indicator with deployable ELT - Controls and
Displays

OES 189G0290X002
Key to Figure 7-168

1 TX/TEST indication Illuminates when the beacon is transmitting a
distress signal.
2 BEACON GONE Illuminates when the CPI beacon is deployed
indicatIon (whether intentionally or inadvertently) and is
transmitting a distress signal.
3 DEPLOY guarded The CPI beacon is deployed when the red
switch guard of the switch is open and the switch is
set to up position. Deployment of the CPI
beacon will cause the green TX/TEST and red
BEACON GONE indications to illuminate
together and an audio tone is hear.
4 TEST/RESET switch (TEST) It initiates a self test function to test
the system. An audio-visual indication, on the
panel, confirm the successful completion of
the test.
(RESET) When the TRANSMIT guarded
switch is set to ON, it stops all beacon
transmissions and resets the system. It is not
effective if the beacon has been deployed.
5 TRANSMIT guarded When the green guard is open and the switch
switch is set to up position, starts the beacon
transmission, but not the deployment. In this
condition, the TX/TEST (1) indication is
illuminated together and an audible tone is
hear.
6 ARM/OFF guarded (ARM) The CPI system is powered and will
switch deploy the CPI beacon automatically on
receipt of the relevant inputs from the crash
sensor or other external activation devices or
by manual command from the cockpit control
panel.
(OFF) The crash sensor and the deployment
systems are powered down and the
capacitors are discharged. The stand-by
batteries remain on charge whilst aircraft
power is available.

189G0290X002 OES
SATELLITE COMMUNICATION SYSTEMS
GENERAL
The satellite communication system kit allows the transmitting or receiving of
world wide phone calls and the transfer of data using the IRIDIUM LOW
EARTH ORBIT satellite network. The systems also contain the options of data
transfer, to any point worldwide having internet access, for text messaging and
position monitoring using an inbuilt GPS receiver.
The satellite communication systems include:
— SATCOM SkyTrac P/N 4F4390F00111
— SATCOM SkyConnect P/N 8G4390F00111.
SATCOM SKYTRAC
The Skytrac includes, (Figure 7-169):
— Transceiver
The ISAT-200R transceiver is installed in the rear avionic bay. The trans-
ceiver unit is installed on a mounting tray (ITRAY-200) which also sup-
ports the interface connector. The screwed hook holds the transceiver in
its position on the mounting tray. In front of the transceiver there is a han-
dle to make its installation and removal easier.
The transceiver provides communication with the Iridium® network and
provide controls, indications and audio communication with the crew.
The transceiver works at 1616 MHz–1626.5 MHz with a GPS integrated
module receiving GPS positioning information which is sent to the Irid-
ium® network in order to use the tracking feature.
It offers automatic position reporting, sending and receiving emails,
generic data transfers and full duplex voice communication.
Data and voice communication can be established from any point in the
world via Iridium® Low Earth Orbit (LEO) satellites. The mounting tray
has a configuration module placed at the back of the tray under the con-
nectors. The module stores the aircraft configuration data (tail number,
serial number, reporting interval information).
— Dispatch voice interface

The dispatch voice interface is installed in the interseat console in the
cockpit below the cockpit display panel. The TRS232 serial link interfaces
it with the cockpit display panel. The dispatch voice interface is a part of

OES 189G0290X002
the cockpit display unit. The dispatch voice interface provides a keyboard
to dial numbers, answer phone calls, manage functions and write text.
— Cockpit display panel

The cockpit display panel is installed in the interseat console above the
dispatch voice interface. The TRS232 serial link interfaces it with the dis-
patch voice interface. The cockpit display panel provides display data
functions and allows management of the menu on the display by dedi-
cated arrow keys.
— Cockpit display unit

The cockpit display unit (CDU-300) is composed of:
– Cockpit display panel
– Dispatch voice interface.
The cockpit display unit is interfaced with the transceiver through a RS485
high speed serial link. The purpose of the unit is to:
– Display information
– Send/receive pre-configured, editable field or free form messages
– Send/receive satellite phone calls
– Human Machine Interface (HMI).
— Antenna
The Satcom/GPS antenna is installed on the top tail. It contains two inde-
pendent antennas (combined antenna) one for GPS and one for commu-
nication with Iridium® satellite network. The radome is low profile
moulded for low drag and ice resistant. The GPS section is an active
antenna receive only. The Iridium® section is a passive antenna receive/
transmit.
SATCOM SkyTrac controls and displays

See Figure 7-170.

189G0290X002 OES
A
C A
TRANSCEIVER
COCKPIT DISPLAY
PANEL
ANTENNA
B
DISPATCH
VOICE
INTERFACE
ICN-89-A-157000-A-00001-04119-A-001-01
Figure 7-169 SATCOM SkyTrac - Components location

OES 189G0290X002
1 2 3
6 5
2
7
9 7
10
11
15
14 12
13
ICN-89-A-157000-A-00001-04122-A-001-01
Figure 7-170 SATCOM SkyTrac - Controls and Displays

189G0290X002 OES
Key to Figure 7-170

1 Activity light indicator Illuminates when is pushed the SEND key.
2 Quickly dialed The quickly dialed numbers (1 thru 9) let dial
numbers of the telephone numbers.
3 VOL + (6) key Normal mode - When pushed, it increases the
volume of the system.
4 ISAT EMERG lock ISAT EMERG position - Sets the system to
toggle switch emergency condition. In this condition the
system does not let voice calls or text
messages be sent or received.
In the ISAT EMERGENCY condition is not
possible select the options in the menus and
the keys do not operate.
NORM position - The emergency condition is
stopped.
5 VOL - (#) key Normal mode - When pushed, decreases the
volume.
6 SEND key When pushed, lets you speak and hear. When
you answer the call, the activity light
illuminates and the display does the update of
the call status. At the end of the call, you must
push the SEND button again. The activity light
indicator goes off.
If the ground user stops the call, some time
can be necessary before the Iridium system
senses the call stop. After this time the ISAT
system automatically stops the call.
After the call end, the menu goes back to the
menu in operation before the call.
7 Arrow select key When pushed, lets the selection of the menus
that are in the position the cursor shows. With
this key and the “Enter select key” can be
accessed to:
- The Selection menu
- The Enter e-mail menu
- The Information menu

OES 189G0290X002

8 Enter select keys When pushed, lets the selection of the
menus. If the Enter select key is pushed for 2
seconds, the system goes back to the home
menu. The not saved data will be erased.
9 Display Shows the dialed number, the menu selection
and other data about the selections made with
the buttons.
10 Menu display An eight character window displaying menus
for selection during configuration and
troubleshooting
11 Ambient light sensor Detect automatically the ambient light level.
12 Push button (menu Used to scroll though the menu to get access
selection) to different configuration options and error
messages.
13 USB connection Used to update the firmware directly from a
PC.
14 Status LED Indicates power and alert status that follow:
— Green on solid - power and operation nor-
mal.
— Amber on solid - an alert or error mes-
sage is waiting to be viewed.
— Amber flashing slowly - in programming
mode and is waiting for a program.
— Amber flashing fast - programming is tak-
ing place.
15 SD card slot Used to updated the firmware when a PC is
not available

189G0290X002 OES
SATCOM SKYCONNECT
GENERAL
The SATCOM SkyConnect system is a satellite kit that allows the pilot, co-pilot
and passengers to dial and to receive worldwide phone calls and to transfer
data (i.e. connecting to internet) by the IRIDIUM network.
This system also provides a functionality that permits GPS tracking of the heli-
copter at ground personnel by web.
The SATCOM audio is managed via the ICS interface, which provides input
and outputs of microphone, PTT and headsets.
The SATCOM SKYCONNECT system is provided with DC electrical power
supplied from the DC emergency bus bar.
The Skyconnect includes, (Figure 7-171):
— Transceiver
The Iridium® based transceiver (XCVR) is installed in the rear avionic
bay. A mounting tray holds the transceiver in the correct position installa-
tion. The transceiver works at 1.616-1.625 GHz and is equipped with a
GPS integrated module receiving GPS position to send to IRIDIUM net-
work in order to tracking feature.
The transceiver functions as a “phone” in the satellite phone system and
the modem in the data system, as a connection is used to gain access to
the iridium network. The transceiver allows the two way transfer of voice
and data.
The 28 V dc from essential bus 1 via REPU3 energizes the transceiver.
— Control panel
The Mission Management Unit (MMU-II) control panel is installed in the
interseat console in the cockpit. It is a two-inch high, panel-mounted unit
with a 2-line text display, a single rotary pushbutton knob and a 12-button
keypad. It is used to exchange short text messages with an operator on
the ground via the IRIDIUM satellite system and can also be used to con-
trol an Iridium-based phone call.
— Configuration/SIM module
The configuration/SIM module is installed in the rear avionics bay. The
configuration module stores settings external to the transceiver and also
provides a female connector for easy connection to a PC.

OES 189G0290X002
— Antenna
The combo IRIDIUM/GPS antenna is installed on the tail. It is an L-band
antenna that receives GPS signals and connects the XCVR to the Iridium
satellite system.
SATCOM SkyConnect controls and displays

The Satcom SkyConnect system is managed by the MMU control panel and
by the ICS audio control panel that are installed on the interseat console.
Refer to (Figure 7-172).
To answer to a call or to take a call, the pilot and copilot do the operations that
follow:
— Answer to a call:
Push the SAT button of the ICS audio control panel to enable the tele-
phone audio, then push the button/rotary knob on MMU control panel.
— Take a call:
Push the SAT button of the ICS audio control panel to enable the tele-
phone audio, then push any key to access to the Dial page.
Dial the required country code, area code and number and hold the but-
ton/rotary knob pushed for two seconds.

189G0290X002 OES
A A
C TRANSCEIVER
CONFIGURATION / SIM
MODULE
C
CONTROL
PANEL
ANTENNA
B
ICN-89-A-157000-A-00001-04120-A-001-01
Figure 7-171 SATCOM SkyConnect - Components location

OES 189G0290X002
A
A
B
C B
B 1
TAC1
4 2
C
3
ICN-89-A-157000-A-00001-04121-A-001-01
Figure 7-172 SATCOM SkyConnect - Controls and Displays

189G0290X002 OES
Key to Figure 7-172

1 SAT button When pushed, enables and controls the audio
for transmission and reception of the
skyConnect communications.
2 Display navigation Allows cursor movement within the MMU
buttons control display
3 Keypad Alphanumeric keypad allowing direct
telephone number or text message input. If
enabled, speed dialling and speed texting are
available
4 Button/Rotary knob Allows access to all MMU control panel
functions.

OES 189G0290X002
DIGITAL MAP SYSTEM
GENERAL
Digital map system P/N 8G3460F00111 is located in each AMMC which
includes a Digital Map Generator (DMG) card. The system is based on dedi-
cated software that runs within AMMC/DMG.
The digital map data base is stored in each AMMC non volatile memory. Each
AMMC has the capacity to store 2 separate digital map databases thus provid-
ing the system with 2 digital maps to select
DIGITAL MAP SYSTEM CONTROLS AND DISPLAYS

The operator can manage the digital map through MCDU. The access to
DMAP page is through the main menu page, pushing the MAP key. Refer to
Figure 7-173.
Each MFD has menus that can select either DMAP1 or DMAP 2 as the main
source or as an overlay:
— Overlay
Selecting the OVERLAY key (Figure 7-173) and then the submenu
DMAP provides the operator to overlay the flight plan display with a
selection of DMAP1 or DMAP2.
— Main source
Selecting the DMAP key (Figure 7-173) provides the operator with a
selection of DMAP1 or DMAP2 as main source. When the DMAP is
selected the lower MFD DMAP menu bar appears with a number of selec-
tions.

189G0290X002 OES
MCDU
MENU MAP1
5 1
< AMMS PROG > < SETTINGS FUNCTIONS >
< FMS MAP >

DMG OPERATIVE
< DIR MSN >
< TUNE
ACTIVE
< LEGS EQUIP TEST > < DATABASE MISSION1 >
ALRT > < RTN
MSC 4
2
OVERLAY Selection DMAP Selection

MFD
DMAP
Control Pop-Up Menu
13 12 11 10 9 8 7 6
ICN-89-A-157000-A-00001-02197-A-001-01
Figure 7-173 Digital Map System - Controls and Displays (Sheet 1 of 3)

OES 189G0290X002
Key to Figure 7-173

1 LSK Access MAP FUNCTIONS dedicated pages.
2 LSK Display/Select the active "mission" file from
database (if available).
3 DMG ... Shows the status of the digital map function:
OPERATIVE or NOT OPERATIVE or
DEGRADED
4 LSK Access the data base and non volatile mem-
ory management pages.
5 LSK Access MAP SETTINGS dedicated pages.
6 ORIENT The displayed digital map can be oriented
with aircraft stabilized or ground stabilized and
north or heading up.
7 VECTOR Vector data can be split into groups which are
layed onto either a RASTER or TERRAIN
map.
8 TERRAIN Digital Terrain Elevation data (DTED is used
to generate the TERRAIN presentation and to
support the generation of Terrain Above Ele-
vation (TAE) and elevation banding effects.
9 RASTER This allows the operator to select the RAS-
TER map to be displayed rather than TER-
RAIN or VECTOR.
10 GRID Allows the operator to toggle on or off the
selected grid.
11 ZOOM Using the ± allows the operator to zoom in or
out of the displayed map.
12 SCALE Allows the scale to be changed with an indica-
tion of what scale has been selected shown
on bottom right of the screen and a visual indi-
cation of the scale measurement on the lower
left hand of the screen.
13 MENU ½ The menu key when pressed toggles between
Menu 1 and Menu 2

189G0290X002 OES
ELEVATION BANDING PRESENTATION
TERRAIN PRESENTATION
ICN-89-A-157000-A-00001-02198-A-001-01
Figure 7-173 Digital Map System - Controls and Displays (Sheet 2 of 3)

OES 189G0290X002
INTERVISIBILITY PRESENTATION
SLOPE SHADING PRESENTATION
ICN-89-A-157000-A-00001-02199-A-001-01
Figure 7-173 Digital Map - Controls and Displays (Sheet 3 of 3)

189G0290X002 OES
GENERAL
The Night Vision Imaging System (NVIS) make the aircraft compatible for the
use with the Night Vision Goggle (NVG).
It is possible to select the NVG setting (for cockpit and cabin) with the MODE
switch on the MISC control panel installed in the interseat console or (only for
cabin) with cabin lights control panel installed in the cabin. Refer to Figure 7-
174.
When NVG mode is selected, the brightness scale is automatically reduced.
The FSB indicators, the sky-lights, the STORM lights, and the external
STROBE lights are automatically inhibited or switched OFF. The navigation
light are NVIS friendly.
NIGHT VISION GOGGLE OPERATIONS CONTROLS AND DISPLAYS

See Figure 7-174.
The MODE switch make possible to select NVG/NIGHT/DAY brightness set-
ting. Further adjustment, in accordance with the selected MODE setting, are
available using:
— The LIGHTS page of the ECDU

The LSK of the CKPT LTS page make possible to set the STEER lights to
WHITE (normal mode) or to Infra Red (IR) (NVIS mode).
— The CKPT LTS page of the ECDU

The LSKs of the CKPT LTS page make possible to controls the dimming
and brightening of:
– The instrument panel
– The interseat console
– The overhead console
– The dome lighting.
— The CAB LTS page of the ECDU
The LSKs of the CAB LTS page make possible to controls the dimming
and brightening of the cabin lighting.
— The DIM panel dimmers for the MFDs and PFDs.
— The dedicated button/knob on each panel bezel.

OES 189G0290X002
C
A B
4 3 2 1
B
5
6
C
ICN-89-A-157000-A-00001-04067-A-001-01
Figure 7-174 Night vision goggle operations - Controls and Displays

(Sheet 1 of 2)

189G0290X002 OES
ICN-89-A-157000-A-00001-04068-A-001-01
Figure 7-174 Night vision goggle operations - Controls and Displays

(Sheet 2 of 2)

OES 189G0290X002
Key to Figure 7-174

1 PLT PFD When turned, it adjusts the brightness of the
pilot PFD.
2 PLT MFD When turned, it adjusts the brightness of the
pilot MFD.
3 CPLT PFD When turned, it adjusts the brightness of the
copilot PFD.
4 CPLT MFD When turned, it adjusts the brightness of the
copilot MFD.
brightness of cockpit and cabin light, con-
trol panels and display.
brightness of cabin light and control panels

189G0290X002 OES
WEATHER RADAR RDR-1600
GENERAL
The weather radar RDR-1600 P/N 8G3441F0011, aids the flight crew by giv-
ing weather information, beacon detection and terrain mapping.
The weather radar RDR-1600 includes, (Figure 7-176):
— Weather radar transceiver

The weather radar transceiver is installed on its mounting tray on the right
side of the nose bay compartment.
Two locking knobs hold and safety the weather radar transceiver.
— Weather radar antenna

The weather radar antenna is installed in the nose radome.
— Weather radar antenna drive unit

The Weather radar antenna drive unit is installed on the nose radome.
Four bolts attach the weather radar antenna drive unit to the nose bulk-
head (STA280).
— Weather radar interface unit

The weather radar interface unit is installed on the right side of the nose
bay compartment.
Four screws attach the weather radar interface unit to the structure of the
nose bay compartment.
— Weather radar inverter
The weather radar inverter is installed on the left side of the nose bay
compartment.
Four screws attach the weather radar inverter to the structure of the nose
bay compartment.
— Weather radar waveguide with filter

The weather radar waveguide with filter is installed on the right side of the
nose bay compartment.
The schematic diagram of the weather radar RDR-1600 is shown in the Figure
7-175.

OES 189G0290X002
Weather radar transceiver

The weather radar transceiver provide the pulsed X-band output signal for the
antenna, receive the reflected RF signal from the antenna, amplify and filter
the reflected RF signal. Within the weather radar transceiver there is one
receiver for weather signals and one for beacon signals.
The weather radar transceiver send to the MFDs (and PFDs via AFDX) the
elaborated data.
The weather radar transceiver receive control and setting from the MFDs,
WoW signal from WoW switch and aircraft heading with a attitude information
from AHRS system through RCP panel.
The weather radar transceiver is supplied by 28 Vdc by MAIN BUS 3.
Weather radar antenna and weather radar antenna drive unit

The weather radar antenna is, 12 in diameter, transmit and receive radar X-
band RF signal antenna.
The weather radar antenna drive unit move the weather radar antenna. The
maximum movement is 120° in azimuth and 30° in elevation.
The weather radar antenna drive unit is supplied by 115 Vac by weather radar
inverter.
Weather radar inverter

The weather radar inverter converts the 28 Vdc into 115 Vac 400 Hz to supply
the weather radar antenna drive unit. The 28 Vdc is by MAIN BUS 1.
Weather radar interface unit

The weather radar interface unit provide integration between weather radar
transceiver, weather radar antenna drive unit and MFDs. The weather radar
interface unit convert digital data, of control and setting, into analogue signal.
The weather radar interface unit is supplied by 28 Vdc by MAIN BUS 3.

189G0290X002 OES
OPERATION
The weather radar can operate with five operation mode:
— Search mode 1 (SR1):

The search mode 1 is designed for short-range mapping of targets in a
sea clutter environment. This mode the weather radar detects and show
surface targets with a minimum distance of 500 ft with a maximum range
of 10 nm. This mode use short pulse width and high PRF.

The search mode 2 is designed for short-range precision ground map-
ping. This mode the weather radar detects and show surface targets with
a minimum distance of 500 ft with a maximum range of 10 nm. This mode
use short pulse width and high PRF.

The search mode 3 is designed for long-range ground mapping or search
of topographical features (as bodies of water, islands, high ground,
bridges, etc). This mode the weather radar detects and show surface tar-
gets with a minimum distance of 500 ft with a maximum range of 10 nm.
This mode use wide pulse width and low PRF.
— Weather mode (WX):

The weather mode is designed to detects and shows weather information
relative to rain cloud formation, rainfall rate, thunderstorms with moisture,
and areas of icing conditions.
— Weather alert mode (WXA):
The weather alert mode is designed to detects weather information and
show in green, yellow and red (red is flashing) the weather conditions to
draw your attention to heavier weather conditions.
— Beacon mode (BCN):

The beacon mode is designed to interrogate and receive information from
fixed transponders. The beacon mode can be operated alone or in over-
lay with the other operation mode. The maximum range of the beacon
mode is 160 nm.
WEATHER RADAR CONTROLS AND DISPLAYS

The weather radar controls are on the WXR pop-up menu of the MFDs.
The weather radar information can be show on the MFDs and on the PFDs.

OES 189G0290X002
AFDX AFDX
CPLT PFD CPLT MFD PLT MFD PLT PFD
(DU1) (DU2) (DU3) (DU4)
CCD CCD
ARINC 429
ARINC 453 ARINC 453
(Range, Control)
AHRS #1
Reversonary ARINC 429

Control Panel (Heading, Attitude)
AHRS #2
Phased
Antenna Array On/Off On/Off
+23/-20.5Vdc RT-1601
Static 115Vdc Antenna Receiver / Transmitter
Inverter Drive Unit waveguide
+23/-20.5Vdc Radar
Interface Unit
28Vdc 28Vdc WoW
Tilt Adjust/Control
Roll Trim
Video
Discrete
Data
Power ICN-89-A-157000-A-00001-04083-A-001-01
Figure 7-175 Weather radar RDR-1600 - Schematic diagram

189G0290X002 OES
B WEATHER RADAR
ANTENNA
DRIVE UNIT
WEATHER RADAR
ANTENNA
B
WEATHER RADAR
ANTENNA
DRIVE UNIT
WEATHER RADAR
WAVEGUIDE
WITH FILTER
A
WEATHER RADAR
INVERTER
WEATHER RADAR
INTERFACE UNIT
WEATHER RADAR
TRANSCEIVER
ICN-89-A-157000-A-00001-04084-A-001-01
Figure 7-176 Weather radar RDR-1600 - Components installation

OES 189G0290X002
1 6
2
21 22
19 20
7
3 17 18
16 8
4 15
14 9
13 10
12 11
24 23 5
26 4
2
3
25
ICN-89-A-157000-A-00001-04085-A-001-01
Figure 7-177 Weather radar RDR-1600T- Controls and Displays

189G0290X002 OES
Key to Figure 7-177

1 Mode indication OFF - Comes in view when the weather radar
is off.
SR1 - Comes in view when the weather radar
is in search mode 1.
is in search mode 2.
is search mode 3.
WX - Comes in view when the weather radar
is in weather mode.
WXA - Comes in view when the weather radar
is in weather alert mode.
BCN - Comes in view when the weather radar
is in beacon mode.
STBY - Comes in view when the weather
radar is in standby mode.
TEST - Comes in view when the weather
radar is in test mode.
2 GAIN (G for PFDs) Show the gain of the search receiver.
3 TILT(T for PFDs) Show the tilt range of the weather radar
antenna in elevation.
4 Beacon reply Show the position of a beacon.
indication
5 CTRL The CTRL button open the WXR pop-up
menu.
6 BCN Used to select beacon only mode.
7 BEACON GAIN Used to adjust gain of the beacon search
receiver through selection of CCD outer and
inner knobs.
8 SEARCH GAIN Used to adjust gain of the search receiver
through selection of CCD outer and inner
knobs.
9 TILT Used to adjust antenna tilt using CCD knob.
(Tilt angle displayed on PFD/PFD).

OES 189G0290X002

10 STAB ON - Used to set on antenna stabilization.
OFF - Used to set off antenna stabilization.
11 EXIT Used to exit from the WXR menu.
12 SCAN 60 Used to select sector scan of 60° around
aircraft center line.
13 SCAN 120 Used to select sector scan of 120° around air-
craft center line.
14 SR3 Used to select search mode 3.
17 BCN Used to select beacon mode.
18 WXA Used to select weather alert mode.
19 WX Used to select weather alert mode.
20 TEST Used to select self-test pattern.
21 STBY Used to set standby mode.
22 OFF Used to set off the weather radar.
23 RANGE + Used to increment the map range.
24 RANGE - Used to Used to decrement the map range.
25 STAB Shown in green color when antenna stabiliza-
tion is set to on. Shown in amber color when
antenna stabilization is set to off.
26 WXR Come in view when weather radar is on.

189G0290X002 OES
DOUBLE EXTERNAL HOIST OPERATIONS (GOODRICH)
GENERAL
The Goodrich Double External Hoist P/N 8G2591F00311 consists of two iden-
tical hoist units installed side-by-side on a common boom on the right side of
the cabin. The hoist units are assigned HOIST 1 for the inboard hoist and
HOIST 2 for the outboard hoist. Refer to Figure 7-178.
The double external hoist installation includes:
— Two electric hoist motor and winch assemblies mounted side-by-side
— Hoist operator (HO) control panel
— Two control pendants
— Hoist operator (HO)-ICS control panel
— Hoist operator (HO) safety harness
— Electrical cable cutters, one for each hoist (Primary Quick Release Sys-
tem (PQRS))
— Manual cable cutter for emergency use (Backup Quick Release System
(BQRS))
— Two hoist operator (HO) searchlights
— Step bar protection.

The double external hoist system is used for rescue operations and to lift and
lower attached loads or Human External Cargo (HEC)/personnel in areas
where the helicopter cannot land.
Each hoist unit contains 290 ft (88.4 m) of usable cable and may lower / lift a
The cable speed for hoisting raising and lowering is from 0 to 320 fpm (97.5 m/
min) with maximum load, which increases to 345 fpm (105.2 m/min) with a
load of 300 lb (136 kg).
In the cabin are installed the HO control panel and the two HO control pen-
dants, one for each hoist unit, that allows the HO to operate the hoist.
The double external hoist system also comprises roof mounted attachment
points to secure the harness to a manual cable cutter and, on the right side of
the cabin door, the step protection pad to prevent damage to the hoist cable if
it contacts the step.

Rev. 4
OES 189G0290X002
Two hoist lights are installed under the helicopter, one on the right side and
one on the left side. Each light is independant of the other and two control
panels are mounted in the cabin, one for each lamp.
DOUBLE EXTERNAL HOIST CONTROLS AND DISPLAYS

The hoist operator control panel has a knob that allows the HO to switch the
dual rescue hoist system to OFF or to energize the HOIST 1 or the HOIST 2.
The raising and lowering of the hoist load can be controlled by the HO using
the thumbwheel of the control pendants, which provides control of the variable
cable speed. The selection of the operative control pendant is controlled via
the knob on the HO control panel. Only one control pendant can operate at a
time. When a control pendant is selected, the related display comes on.
The length of cable deployed is shown on the 3 digit display on the pendant. A
display format xxx means the cable payout is in feet while yy.y means the
cable payout is in meters. The pilot can also control the operation of the res-
cue hoist using the hoist control switch on the collective grip at a fixed cable
speed of 100 fpm (32.8 m/min) during the high speed part of the cable travel
and approximately 50% of the speed for the slow speed travel at the extremes
of the cable. Both controls automatically slow down and stop the electric motor
at the cable extremes.
The pilot hoist control overrides the HO control. The hoist is provided with a
cable foul protection system which automatically stops the motor if the cable is
not correctly wound onto the drum. In this condition, the HOIST CBL FOUL
caution message comes in view on the MFD displays.
The Primary Quick Release System, an electrical cable cutter system, is avail-
able to the pilot and copilot, via a guarded HOIST CUT switch on the collective
grips and to the HO, via a guarded CUT switch on the HO control panel in the
cabin.
The HO audio panel, controls the HO communication with other crew mem-
bers. The HO plugs his headset into the HO control panel HEADSET socket.
The HO operator can use the VOX or the PTT trigger switch on the HO pen-
dants. The PTT is a two-stage trigger-switch. When the HO pushes the PTT to
the first position, he/she connects to the helicopter intercom system. When the
HO pushes the PTT to the second position (Radio) he/she can speak with the
ground personnel through a local-area wireless radio.

Rev. 4
189G0290X002 OES
switch to give the HO limited lateral and longitudinal ground speed control
when in HOV Mode and selected by the pilot.

Rev. 4
OES 189G0290X002
F
C
E
HOIST 1
CONTROL
F A
PENDANT
B D
C
HOIST 2
HOIST 1 CONTROL
PENDANT
HOIST 2
HOIST OPERATOR
CONTROL PANEL
ICN-89-A-157000-G-00001-08206-A-001-01
Figure 7-178 Double external hoist - Components Location (Sheet 1 of 2)

Rev. 4
189G0290X002 OES
D CABLE CUTTER
F HOIST LIGHTS
CONTROL PANELS
RESCUE HOIST
LIGHT
ICN-89-A-157000-G-00001-08207-A-001-01
Figure 7-178 Double external hoist - Components Location (Sheet 2 of 2)

Rev. 4
OES 189G0290X002
1
2
ICN-89-A-157000-G-00001-08224-A-001-01
Figure 7-179 Double external hoist - Controls and Displays (Sheet 1 of 2)

Rev. 4
189G0290X002 OES
3
17 9
8 4 5
LIGHT ON
ON
O
F
F
STOW
HOIST LT PNL
19 18 7 6
16
10
12 11
15
13
14
ICN-89-A-157000-G-00001-08208-A-001-01
Figure 7-179 Double external hoist - Controls and Displays (Sheet 2 of 2)

Rev. 4
OES 189G0290X002
Key to Figure 7-179

1 1 HOIST ON indication Illuminates when the HOIST 1 is energized.
2 2 HOIST ON indication Illuminates when the HOIST 2 is energized.
3 Selector knob 1 - The HOIST 1 is energized and it is
possible to activate the cable cutter of the
selected rescue hoist.
OFF - The two rescue hoists are de-energized
and is not possible to activate the cable cutter.
2 - The HOIST 2 is energized and it is
possible to activate the cable cutter of the
selected rescue hoist.
4 CUT amber indication This indication comes on if the electrical cable
cutter is activated on the HOIST 1.
5 ARM amber indication This indication comes on if the guard of one of
the cable cutter switches is lifted and the
HOIST 1 is selected by the selector knob.
6 TEST button Pushed The cable-cut squib circuits are tested on the
rescue hoist selected by the selector knob. If
the circuits are serviceable the related two
green lights SQ1 and SQ2 come on.
7 CUT switch Guard down - The cable cutter is safe.
Pushed - The cable cutter cuts the hoist cable
of the rescue hoist selected by the selector
knob.
8 CUT amber indication This indication comes on if the electrical cable
cutter is activated on the HOIST 2.
9 ARM amber indication This indication comes on if the guard of one of
the cable cutter switches is lifted and the
HOIST 2 is selected by the selector knob.
10 HOIST Cable CUT Guard down - The cable cutter is safe.
Switch

Rev. 4
189G0290X002 OES

Pushed - The cable cutter cuts the load cable.
The switch can be operated also when the
overload sensor disconnects the HOIST
control switch.
11 HOIST control switch UP - Controls the up movement of the load
cable at constant speed.
DN - Controls the down movement of the
load cable at constant speed.
12 Caution indication CBL - This caution illuminates when a
potential cable mis-wrap has been detected.
TEMP - This caution illuminates when an
over-temperature condition is detected.
SLOW - This light illuminates when the hoist
is operating in the slow speed zones.
WTR - This light illuminates when the hover
trim functionality is available to the HO.
13 WTR switch Is not operative.
14 PTT trigger switch When pushed to the first detent, it connects
the HO headset to the aircraft ICS. When
pushed to the second detent, it connects the
HO headset to the radio used to communicate
with Human External Cargo (HEC).
15 Reel IN/OUT thumb OFF - The hoist is in the rest position.
wheel
UP - Operates the switch that controls the up
movement of the load cable and sends a
speed command signal to the variable speed
controller.
DOWN - Operates the switch that controls the
down movement of the load cable and sends
a speed command signal to the variable
speed controller.

Rev. 4
OES 189G0290X002

16 Cable length display Shows the length in meters or feet of the
amount of hoist cable deployed from the
drum.
When the system is first supplied with
electrical power, the display shows 888. Then
it shows the length of the load cable still on
the drum (000 is shown if the cable is full-in).
17 LIGHT ON light The light is on when the rescue hoist light is
on.
18 Four-way switch The switch controls and moves the rescue
hoist light in the necessary position (left/right
and up/down).
19 ON/OFF/STOW switch ON - The rescue hoist light comes on.
OFF - The rescue hoist light goes off.
STOW - The rescue hoist light goes off then
goes to its stowed position.

Rev. 4
189G0290X002 OES
GENERAL
The Telephonics RDR-1500B+ radar P/N 8G9370F00111 (referred as the
radar system) is a digital colour radar system.
The primary function of the radar system are search and rescue radar, surveil-
lance at sea and precision terraing mapping. Weather avoidance, transponder
beacon location and the display of waypoint navigation data are also functions
of the radar system.
The radar system installation includes (Figure 7-180):
— Radar antenna
The radar antenna is a 18 x 12 in flat plate phased-array antenna installed
on the radar antenna drive in the nose of the helicopter. The width of its
beam is 5.5° in azimuth and 8.1° in elevation beam. The antenna trans-
mits and receives the radar signals and its coverage is 180° maximum,
both in elevation and azimuth.
— Radar antenna drive

The radar antenna drive unit is installed on the nose structure. On the
radar antenna drive are connected the radar antenna and the waveguide.
The radar antenna drive unit move the radar antenna. The maximum
movement is ±90° in azimuth and ±15° in elevation.
— Waveguide
The radar waveguide is installed on the right side of the nose bay com-
partment. The waveguide connects the radar antenna drive to the radar
transceiver.
— Radar transceiver
The radar transceiver is installed on the right side of the nose avionic bay.
The waveguide connects the radar transceiver to the antenna drive. The
radar transceiver provide the pulsed X-band output signal for the radar
antenna, receive the reflected RF signal from the antenna, amplify and fil-
ter the reflected RF signal. Within the radar transceiver there is one
receiver for weather signals and one for beacon signals. The radar trans-
ceiver send to the MFDs (and PFDs via AFDX) the elaborated data. The
radar transceiver receive control and setting from the radar control panel,
the MFDs, WOW signal and aircraft heading with a attitude information
from AHRS system.

Rev. 4
OES 189G0290X002
— Radar control panel

The radar control panel is installed on the interseat console in the cockpit.
— Radar interface unit

The radar interface unit is installed in the baggage compartment on its
mounting tray. The radar interface unit receives the video signals and pro-
cesses the data for the integration of range and azimuth. The radar data,
which are received from the radar transceiver in a rho-theta format, are
changed in X-Y coordinates through a scan. They are then recorder in a
digital memory and made available to the radar indicator. The radar inter-
face unit is the primary interface between the radar control panel and the
other components of the radar system. The radar interface processes the
digital video from the radar transceiver and sends digital color data to the
radar control panel. The radar interface also sends drive signals to the
radar-antenna drive-unit and mode-selection signals to the radar trans-
ceiver.
— Video splitter
The video splitter in installed in the cockpit lower fuselage area (left side).
It is connected to the radar interface unit and to the displays.
OPERATION
The weather radar system has the modes of operation that follow:
— Search/terrain mapping mode (SRCH)
— Weather Avoidance Modes (Wx and WxA)
— Beacon Mode (BCN)
— NAV Mode
— Radar Overlays (NO OVLY, HDG, NAV & LOG).
Search/terrain mapping mode (SRCH)
The sea search/terrain mapping mode of the radar system does the search
and rescue at sea and low altitude terrain-mapping. In the sea search mode,
the radar system can find and show targets down to a minimum range of 500
feet. The radar system can find small targets, for example a small boat, also
when the weather is bad. In the terrain mapping mode, the radar system does
the mapping of the land features, for example lakes, islands, cities. It can also
do the mapping of oil slicks at sea.

Rev. 4
189G0290X002 OES
Weather Avoidance Modes (Wx and WxA)
In these modes the radar system gives continuous data about weather. It
shows the areas of rain and its intensity, the position of thunderstorms, hail
and snow areas, etc.
Beacon Mode (BCN)
In the beacon mode, the radar system can send to and receive pulses from
either airborne and ground-based X-band two-pulse reply (SST-181E and sim-
ilar types). The maximum distance of the transponders is 80 NM (maximum
distance range changes as a function of the beacon sensitivity). The coded
replies are received at the beacon frequency. The radar indicator shows the
beacon signals that come back from the transponders and their range and
bearing in relation to the helicopter.
NAV Mode
The radar system processes the waypoint data from the helicopter navigation
system. Then it calculate the positions of the waypoints in that moment to
show on the display.
Radar Overlays (NO OVLY, HDG, NAV & LOG)
When the flight crew does the selection of the RDR mode, the radar data only
are shown. The heading ribbon and the navigation data are erased from the
screen. The RADAR data and the HDG or NAV Overlay data can be shown at
the same time. The HDG mode is almost the same as the RDR mode. The dif-
ference is that the heading data show on top of the radar data and that the
range marks show on each second range ring. In the NAV mode, the naviga-
tion data show on top of the set radar data. The NAV mode can be used inde-
pendently or together with the search, weather or beacon mode. The NAV
LOG mode shows the flight log, which includes the data recorded in the LNAV
system. The latitude and longitude of the waypoints are shown together with
the waypoints to which the helicopter goes and those it comes from. The radar
data (search, weather and beacon) are not shown.
RADAR TELEPHONICS RDR-1500B+ CONTROLS AND DISPLAYS

The radar control panel has 18 softkey that make possible to select the menu
items shown on the display of the control panel. Refer to Figure 7-181.
The radar control panel has a home menu for each mode of operation. It has
also two brightness control buttons that make possible to increase or
decrease the brightness of the displays.

Rev. 4
OES 189G0290X002
A
E
A
C B
D
RADAR CONTROL PANEL
VIDEO SPLITTER
ICN-89-A-157000-G-00001-08214-A-001-01
Figure 7-180 Radar Telephonics RDR-1500B+ - Components Location

(Sheet 1 of 2)
Rev. 4
189G0290X002 OES
F RADAR ANTENNA
RADAR ANTENNA
DRIVE
E
RADAR INTERFACE
UNIT
WAVEGUIDE
RADAR TRANSCEIVER
ICN-89-A-157000-G-00001-08215-A-001-01
Figure 7-180 Radar Telephonics RDR-1500B+ - Components Location

(Sheet 2 of 2)

Rev. 4
OES 189G0290X002
4 3 2 1
MAIN MENU page
15 1 STBY NO OVLY 7 5
2 WX HDG 8 6
14 3 SRCH NAV 9 7
13 4 BCN LOG 10 8
5
SEC SCAN
[120] 60 30 11 9
12 6 TEST
STAB
[ON] OFF 12 10
RANGE
160
13 14 15 16 17 18
11
ICN-89-A-157000-G-00001-08216-A-001-01
Figure 7-181 Radar Telephonics RDR-1500B+ - Controls and Displays

(Sheet 1 of 5)
Rev. 4
189G0290X002 OES
TEST MENU page
22 1 MAIN WOW
ORIDE
7 16
21 2 TTG
ON [OFF]
8
20 3 BIT 9
19 4 TST PAT
ON [OFF]
10
5 11
6 12
ROLL
RANGE TRIM
160 05
13 14 15 16 17 18
18 17
SEARCH Mode page
35 1 MAIN R/B 7 23
2 TILT RESET 8 24
34 -5
3 TILT 9
33 4
HOLD
ON [OFF] TRKR 10 25
32 5
BCN
ON [OFF]
FTC
ON [OFF]
11 26
31 6 GAIN SEL
PW 12 27
AUTO
BCN or SRCH
GAIN RANGE STC
5 160 5
13 14 15 16 17 18
30 29 28
ICN-89-A-157000-G-00001-08217-A-001-01

(Sheet 2 of 5)

Rev. 4
OES 189G0290X002
WEATHER RADAR - Menu page
43 1 MAIN 7
2 TILT RESET 8 36
42 -5
3 TILT 9
HOLD
41 4 ON [OFF] 10
BCN
40 5 ON [OFF] ALERT 11 37
ON [OFF]
6 12
BCN
GAIN RANGE
5 160
13 14 15 16 17 18
39 38
BEACON Menu page
49 1 MAIN CODE 7 44
2 TILT RESET 8 45
48 -5
3 TILT 9
4 10
5 11
6 12
BCN
GAIN RANGE
5 160
13 14 15 16 17 18
47 46
ICN-89-A-157000-G-00001-08218-A-001-01

(Sheet 3 of 5)
Rev. 4
189G0290X002 OES
TARGET MARKER MODE - TRACK INITIALIZE MENU
52 1 SRCH 7
51 2 INIT RESET 8 50
3 9
4 10 TARGET MARKER
5 11
6 12
13 14 15 16 17 18
TRACK INITIALIZE MENU - NO TARGETS SELECTED
54 1 SRCH 7
2 RESET 8
3 9
53 4 TGT MKR 10
5 11
6 12
13 14 15 16 17 18
ICN-89-A-157000-G-00001-08219-A-001-01

(Sheet 4 of 5)

Rev. 4
OES 189G0290X002
TRACK INITIALIZE MENU - NO TARGETS SELECTED
55 1 SRCH 7
2 8
56 3 SEL 9
INITIATE
57 4 TGT MKR 10 TRACK
5 11
6 12
13 14 15 16 17 18
TRACK SELECT MENU -TRACKING TARGETS
62 1 SRCH 7
61 2 INIT 8
3 9
SELECT TRACK
60 4 TGT MKR 10
5 11
6 DROP 12 58
NEXT
13 14 15 16 17 18
59
ICN-89-A-157000-G-00001-08220-A-001-01

(Sheet 5 of 5)
Rev. 4
189G0290X002 OES
Key to Figure 7-181

1 PWR push button When pushed, starts the display menu. If you
hold it pushed, the display shows the display
controls (for example: Backlight, Brightness,
Contrast, Radar Menu) in sequence. After you
do the selection of a display control, you can
change it with the up and down arrows.
2 Brightness pushbutton When pushed increases or decreases the
(up and down arrow) brightness of the display.
3 Enter push button Lets the selection of the target marker, range,
bearing and tracker modes of operation.
4 Joystick When pushed, the cursor moves in the
necessary direction at slow speed. If you hold
the joystick pushed for more than 1 second,
the cursor moves at a faster speed.
The joystick is used to move the cursor on the
display in the Target Marker, Range, Bearing,
and Tracker modes of operation.
AIN MENU page
5 NO OVLY (No Overlay) Does not operate
softkey
6 HDG (Heading Overlay) When pushed, sets the Heading Overlay
softkey mode. The heading data show on top of the
set radar mode.
7 NAV (Navigation When pushed, sets the navigation overlay
Overlay) softkey mode. The waypoint data from the navigation
system show on the top of the set radar
mode.
8 LOG (Nav Log Overlay) When pushed, selects the Nav Log Overlay
softkey mode and the flight log data from the
navigation system are show. The radar data
are not shown in this mode.
The menu in view changes to the Nav Log
Overlay menu. When you go out of the Nav
Log Overlay menu, the Overlay mode sets to
No Overlay.

Rev. 4
OES 189G0290X002

9 SEC SCAN (Sector Changes the three antenna sector scan
Scan) softkey angles (120º, 60º, and 30º) of the radar
antenna again and again.
The possible values show below the label.
The value applicable at the time shows in
brackets [ ]. The antenna scan angle also
shows along the left edge of the display for
approximately 30 seconds.
10 STAB (Antenna When pushed, changes the stabilization
Stabilization) softkey status of the radar between on and off.
The ON and OFF values show below the
label. The value applicable at time shows in
brackets.
11 RANGE (up and down When pushed, increase or decrease the
arrows) softkeys range. The (up arrow) softkey increases the
range, the (down arrow) softkey decreases
the range.
The range applicable at the time shows
between the two labels.
When you change the range, all data are can-
celled from the display, and the range goes to
the subsequent higher or lower value each
time you push the related softkey. The dis-
tance from the helicopter to some range rings
shows along the right rim of the range rings.
12 TEST softkey When pushed, causes the Test menu to
replace the Main menu.
When you do the tests of the radar, operation
of the radar other than test scan is prevented.
13 BCN (Beacon Only) When pushed, sets the Beacon Only mode.
softkey The Beacon menu shows.
In this mode, the transmitter is on.
14 SRCH (Search) softkey When pushed, sets the Search mode. The
Search menu shows.
In this mode, the transmitter is on.

Rev. 4
189G0290X002 OES

15 STBY (Standby) softkey When pushed, sets the Standby mode.
This is the startup or default mode of the
radar. The menu that shows at the time stays
in view. The Standby mode keeps the radar
system preparated for operation when it is not
in use.
No radar transmission occurs in the Standby
mode.
TEST MENU page
16 WOW ORIDE (Weight When pushed, lets the operator override the
On Wheels Override) Weight On Wheels radar-transmission safety-
softkey interlock.
Usually, the weather and search radar system
cannot transmit when the WOW sensor
senses that the helicopter is on the ground.
If the helicopter is on the ground, and a radar
mode is set during which transmission occurs
(for example Search), the “WOW NO TX”
message shows. The message shows at the
center of the screen.
The operator can override the safety interlock.
To do so he/she must push the WOW ORIDE
button three times in 2 seconds.
The weather and search radar system can
then transmit and do all radar operations.
The safety interlock stays in the overridden
condition until the helicopter becomes
airborne or the operator sets the Standby
mode from the Main Menu.

Rev. 4
OES 189G0290X002

17 ROLL TRIM (up and When pushed, increase or decrease roll trim
down arrows) softkeys The (up arrow) softkey increases the roll trim,
and the (down arrow) softkey decreases the
roll trim.
The roll trim value applicable at the time
shows between the two softkeys. The roll trim
value is not erased from the memory at the
power off. Thus, the last set value is available
at the subsequent power on.
arrows) softkeys range.
The (up arrow) softkey increases the range,
the (down arrow) softkey decreases the
range.
between the two labels. When you change the
range, all data are cancelled from the display,
and the range goes to the subsequent higher
or subsequent lower value each time you
push the related softkey.
The distance from the helicopter to some
range rings shows along the right rim of the
rings.
19 TST PAT softkey When pushed, sets the Test Pattern
Generator of the radar on or off. ON and OFF
show below the label. The word applicable at
the time shows in brackets.
The Test Pattern Generator gives a circular
pattern that has three color and five bands.
If the operator goes back to the Main menu
but does not set the Test Pattern to OFF, the
Test Pattern stays in view. It goes out of view
when you make a selection in the Main menu.

Rev. 4
189G0290X002 OES

20 BIT softkey When pushed, immediately sets again the
system and starts the wake-up tests. This test
cannot be stopped after it is started. The test
time is less than 2 minutes.
After you do the selection of this test, all
volatile data (for example track and Global ID
data) are erased.
The transmitter warm-up delay does not
increase when you do this test.
At the end of the power-up test, push the RDR
button on the top row of the display
pushbuttons. The Main Menu comes in view.
21 TTG (Test Target When pushed, sets the Test Target Generator
Generator) softkey of the radar on or off.
ON and OFF show below the label. The word
applicable at the time shows in brackets.
When you sets the Test Target Generator to
ON, the test targets show on the screen
during the subsequent radar scan rotation.
The Normal video is not available.
The test targets set to on are available in all
modes and on all screens. This softkey has
no effect on the radar transmission. If the
radar system is in transmission, it continues to
transmit, if it is in the Standby mode, it stays in
that mode.
22 MAIN (Test Target When pushed, causes the Main menu to
Generator) softkey show.
SEARCH MENU page
23 R/B softkey (Range/ When pushed, causes an X to show on the
Bearing) screen, which is the indication of the target
marker position at that time.When you move
the Target Marker, relative range and bearing
from the X to the Target Marker Position
show.If you put the Target Marker on a target,
the relative range and bearing between the
set reference point and the target shows.

Rev. 4
OES 189G0290X002

24 RESET softkey If pushed when the R/B mode is in operation,
erases the Target Marker. If pushed when the
R/B mode is not in operation, moves the
Target Marker to the center position.
25 TRKR (Tracker menu) When pushed, causes the Tracker menu to
softkey show. The Cursor mode changes to the
“Target Marker” mode and the data on the
display change.
26 FTC (Fast Time When pushed, sets the FTC function of the
Constant) softkey radar on or off. ON and OFF show below the
label. The word applicable at the time shows
in brackets.
If you push the FTC softkey you change the
Fast Time Constant in the video circuits of the
RT unit. This is possible in the Search mode
to have better clutter rejection.
27 PW (Pulse Width) When pushed, lets you do the selection of the
SHORT, MED (medium), LONG, or AUTO
transmitter pulse width.
The value applicable at the time shows below
the softkey.
The short pulse width and the medium pulse
width are used for high-resolution, precision
ground-mapping or for search operation at
sea. The wide pulse width is used for long-
range ground-mapping and search operations
at sea.
28 STC (Sensitivity Time When pushed, increase or decrease the
Control) (up and down Sensitivity Time Control selection.
arrows) softkeys The (up arrow) softkey increases the STC, the
(down arrow) softkey decreases the STC.
You can change the STC to decrease clutter.
The STC value applicable at the time shows

Rev. 4
189G0290X002 OES

29 RANGE (up and down Increase or decrease the range selection.
arrows) softkeys The (up arrow) softkey increases the range,
the (down) softkey decreases the range.
When you change the range, all data are
erased from the display, and the range goes
to the subsequent higher or subsequent lower
value each time you push the related soft key.
range rings shows along right rim of the rings.
30 BCN GAIN (Beacon Come in view when you do the selection of
Gain) (up and down the Beacon Overlay mode and set Beacon
arrows) softkeys Gain with the Gain Select softkey.
31 GAIN SEL (Gain Select) Increase or decrease the Beacon Gain.
softkeys The (up arrow) softkey increases the gain, the
(down arrow) softkey decreases the gain.
The current Beacon Gain value is displayed
32 BCN (Beacon Mode) Sets the Beacon Mode on or off. ON and OFF
softkey show below the label.
The word applicable at the time shows in
brackets.
When Beacon Mode is on, the BCN GAIN (up
arrow and down arrow) controls show.
If you start the beacon mode while the search
mode operates, the radar system goes into
the dual mode (the two modes are on at the
same time.

Rev. 4
OES 189G0290X002

33 HOLD softkey Sets the Hold state of the display on or off. ON
or OFF shown below the label. The word
When you push the Hold softkey you put the
radar image in a freeze in all modes. When
you push the Hold softkey again, you cancel
the freeze and the radar starts to transmit
again.
You also cancel the Hold selection if you
change the range or the mode.
34 TILT (Antenna Tilt) (up Change the tilt of the antenna.
and down arrow keys) The Tilt (up arrow) softkey increases the
softkey Antenna Tilt, the Tilt (down arrow) softkey
decreases the Antenna Tilt.
Each time you push one softkey the Antenna
Tilt changes 1 degree.
The Antenna Tilt applicable at the time shows
between the two softkeys. The maximum
possible adjustment is from +15 degrees to -
15 degrees.
35 MAIN softkey Controls the change to the Main menu from
the Search menu.
WEATHER RADAR MENU page
36 RESET softkey When pushed, moves the Target Marker to
center.
37 ALERT softkey Sets the Weather Alert mode on or off. ON
and OFF show below the label. The word
When the Alert is ON, the red areas of the
radar image will flash.

Rev. 4
189G0290X002 OES

arrows) softkey range. The (up arrow) softkey increases the
the range.
between the two labels. When you change the
range, all data are cancelled from the display,
and the range goes to the subsequent lower
value each time you push the related softkey.
rings.
39 BCN GAIN (up and Come in view when you do the selection of
down arrows) softkey the Beacon Overlay mode.
These softkeys increase or decrease the
Beacon gain. The Beacon gain (up arrow)
softkey increases the gain, the Beacon arrow
(down arrow) softkey decreases the gain.
The Beacon Gain value applicable at the time
shows between the two labels.
40 BCN (Beacon Mode) Sets the Beacon Mode on or off. ON and OFF
softkey show below the label. The word applicable at
the time shows in brackets.
When Beacon Mode is on, the BCN GAIN (up
arrow and down arrow) controls shown.
If you start the beacon mode while the
weather mode operates, the radar system
goes into the dual mode (the two modes are
on at the same time).

Rev. 4
OES 189G0290X002

41 HOLD softkey Sets the Hold state of the display on or off. ON
and OFF show below the label. The word
When you push the Hold softkey you put the
radar imagine in a freeze in all modes. When
you push the Hold softkey again, you cancel
the freeze and the radar starts to transmit
again.
You also cancel the Hold selection if you
change the range or the mode.
42 TILT (up and down Change the tilt of the antenna.
arrows) softkey The Tilt (up arrow) softkey increases the
Antenna Tilt, the Tilt (down arrow) softkey
decreases the Antenna Tilt.
Each time you push one softkey the Antenna
Tilt changes 1 degree.
The Antenna Tilt applicable at the time shows
between the two softkeys.
The maximum possible adjustment is from
+15 degrees to -15 degrees.
the Weather menu.
BEACON MENU page
44 CODE softkey Gives the identification of each SST-181E
type beacon that shows in the BCN mode.
The letter B followed by a number shows
adjacent to the beacon marker.
45 RESET softkey When pushed, moves the Target Marker to
center.
Pushed when the set mode is not R/B mode.

Rev. 4
189G0290X002 OES

arrows) softkeys range. The (up arrow) softkey increases the
the range. The range applicable at the time
shows between the two labels. When you
change the range, all data are cancelled from
the display, and the range goes to the
subsequent higher or subsequent lower value
each time you push the related softkey.
rings.
47 BCN RANGE (up and Increase or decrease the Beacon range.
down arrows) softkeys The beacon Range (up arrow) softkey
increases the Beacon Range, the Beacon
Range (down arrow) softkey decreases the
Beacon Range.
The Beacon Range applicable at time shows
48 TILT (up and down Change the tilt of the antenna. The TILT (up
arrows) softkeys arrow) softkey increases the Antenna Tilt, the
Tilt (down arrow) softkey decreases the
Antenna Tilt. Each time you push one softkey
the Antenna Tilt changes 1 degree. The
Antenna Tilt applicable at the time shows
between the two softkeys. The maximum
possible adjustment is from +15 degrees to -
15 degrees.
the Beacon Only Menu
TRACKER MARKER MODE - TRACK INITIALIZE MENU
50 RESET softkey Is available only when the cursor is in the
Target Marker mode.
When pushed, its puts the Target Marker
mode on the display at the helicopter position.

Rev. 4
OES 189G0290X002

51 INIT softkey Sets the cursor mode to “Track initialize”.
When the mode is Track initialize, the cursor
has the shape of a triangle.
The menu changes to Track initialize. No
Targets Selected (See Detail G).
52 SRCH softkey When pushed, controls the change to the
Search menu from the Tracker Menu.
The cursor mode goes back to Target Marker.
TRACKER INITIALIZE MENU - NO TARGETS SELECTED
53 TGT MKR softkey When pushed, sets the cursor mode to Target
Marker.
The display mode changes.
The cursor mode goes back to Target Marker
TRACKER INITIALIZE MENU - TARGETS SELECTED
Marker. The display mode changes.
56 SEL softkey When pushed, sets the cursor mode to Track
Select The cursor shape becomes a circle.
The menu changes to that shown in detail J.
Search menu from the Tracker Menu. The
cursor mode goes back to Target Marker.
TRACKER SELECT MENU - TRACKING TARGETS
58 DROP softkey Lets you stop automatic tracking of a track.
If there are more tracks on than the one you
cancelled, the menu changes to that shown in
this detail (J). The cursor mode is Track
Select. If there are more tracks, the menu
changes to that shown in detail F. The cursor
mode is Target Marker. If you erase the 20th
track, a full scan can be necessary before you
can start a new track.

Rev. 4
189G0290X002 OES

59 NEXT softkey Shows if more than one target is tracked. The
NEXT goes through all the available Selected
Track from the first track or from the set track.
When the cycle through the tracks is
completed, the tracker goes back to the first
track again.
If the track is in the display range, the symbol
changes from an empty shape with white
contour (it can be a square, a triangle or
lozenge).
Marker. The display mode changes.
61 INIT softkey When pushed controls the change to the
The cursor mode goes back to Target Marker.
62 SRCH softkey When pushed controls the change to the
Search menu from the Tracker Menu. The
cursor mode goes back to Target Marker.

Rev. 4
OES 189G0290X002
GENERAL
The Star Safire 380 HD FLIR P/N 8G9350F00211 is an all-digital, gyro-stabi-
lised imaging system configured to operate simultaneously in multiple spectral
bands including the visible, near-Infrared (IR), short wave IR and mid-wave IR
bands.
The Star Safire 380 HD FLIR installation includes (Figure 7-182):
— Turret unit
The turret unit is installed on the bottom side of the nose. A Quick-Discon-
nect mount (QD) composed of two parts (the upper dovetail bracket and
the lower dovetail bracket) attaches the turret unit to the nose structure.
The turret unit includes the imaging systems that follow:
– The Mid-Wave Infrared Imager (HDIR)
– The Long Range Colour Spotter Camera (HDTV)
– The Day/Low Light/Near-IR Colour Camera (HDLL)
– The Short Wave Infrared Camera (SWIR)
– The Eye-Safe Laser Rangefinder (LRF)
– The Inertial Measurement Unit (IMU).
The turret unit includes the various drive components to steer and stabi-
lize the payload line-of-sight (LoS). The TFU field of regard provides con-
tinuous 360 ° azimuth pointing, elevation travel from +30 to -120 degrees,
and full stabilization performance at all pointing angles.
The turret unit also includes a humidity indicator with a desiccant car-
tridge.
— Hand control unit

The hand control unit is installed in its housing in the cabin.
— Laser interlock unit

The laser interlock unit is intalled on the interseat console extension.
— Panel-mounted control unit

The panel-mounted control unit is intalled on the interseat console exten-
sion.
— Moving target indicator unit

The moving-target indicator-unit is installed in the nose avionics bay.

Rev. 4
189G0290X002 OES
— Video converter
The video converter is installed in the bay under the interseat console.
— Upper dovetail bracket

The upper dovetail bracket is installed in the bay under the nose.
— Lower dovetail bracket

The lower dovetail bracket is installed on the top of the turret unit.
— Light dimmer
The light dimmer is installed in on the in the bay under the nose.
— Stowage bracket
The stowage bracket is installed in the bay under the nose.
The stowage bracket must be installed when the turret unit is removed, to
hold the related electrical connectors. When the turret unit must be
installed, the stowage bracket must be removed.
— Two covers
The left cover and the right cover are installed on the bottom fuselage
around the turret unit.
The Star Safire 380 HD FLIR interfaces with these equipments:
- The GPS antenna
- The searchlight (A800)
- The weather radar
- The Aircraft Mission Management System (AMMS).

Rev. 4
OES 189G0290X002
B
LIGHT
DIMMER
A
C
D B
E
F MOVING
E TARGET
INDICATOR
UNIT
HAND
CONTROL
UNIT
C
LASER
D PANEL MOUNTED
INTERLOCK
UNIT
CONTROL
UNIT
VIDEO CONVERTER
ICN-89-A-157000-G-00001-08209-A-001-01
Figure 7-182 FLIR Star Safire 380 HD - Components Location (Sheet 1 of

2)

Rev. 4
189G0290X002 OES
LEFT
COVER
UPPER
RIGHT COVER
DOVETAIL
BRACKET
LOWER STOWAGE
DOVETAIL BREAKET
BRACKET
TURRET
UNIT
ICN-89-A-157000-G-00001-08210-A-001-01
Figure 7-182 FLIR Star Safire 380 HD - Components Location (Sheet 2 of

2)

Rev. 4
OES 189G0290X002
Moving Target
Digital Video Mission Display Mission Display Indicator Unit
CPLT MFD PLT MFD
Recorder 1 2
28Vdc
HD Video B
Video
Converter 28Vdc HD Video C
HD Video D
5Vdc Lighting
HD Video A Ethernet
Panel - mounted
Control RS422
AMMC#1
Unit
Turret
Unit
Turret On/Off
AFDX
Hand Laser Interlock
RS422 (Serial Type 'A' Interface)
Control RS485
Unit ARINC 429
12 Vdc
AMMC#2
12Vdc Laser Interlock
Laser
28Vdc
Interlock
Unit
Search Light
(A800)
5Vdc Lighting
GPS WoW
Antenna
Weather
Radar
Video
Data
Power
Discrete
ICN-89-A-157000-G-00001-08211-A-001-01
Figure 7-183 FLIR Star Safire 380 HD - Schematic diagram

Rev. 4
189G0290X002 OES
FLIR STAR SAFIRE 380 HD CONTROLS AND DISPLAYS

The main control is the Hand Control Unit (HCU), while a limited replication of
the HCU functionality is provided via the Panel-mounted Control Unit (PCU).
Use of either the HCU or the PCU provides the user with direct control of the
turret unit positioning, sensor selection and adjustment, and power ON/OFF
control. Both the HCU and PCU also provide the user with the ability to access
and navigate the system Main Menu, where the various system functions and
configuration settings can be found. Additionally, the user can access and
navigate the system Command List via either HCU or the PCU, which lists the
most common functions for quick access (Figure 7-184).
Control of the Laser Rangefinder (LRF) is achieved via use of both the HCU
and the Laser Interlock Unit (LIU). The LIU provides the Pilot and Co-Pilot with
overall authority to enable/disable power to the LRF. Once enabled, the LRF
can be fired via the guarded LRF firing switch on the HCU (Figure 7-184).
The selected sensor image and the system symbology are in view on the Mul-
tifunction Displays (MFD) in the cockpit and on the Mission Displays in the
cabin. The primary system status information are:
— Platform data
— Turret unit position information
— Target data
— System/BIT status, faults and warnings
— Sensor selection, status and user settings
— LRF status
— IMU/system alignment status
— GPS signal status
— Moving Target Indicator (MTI) overlay symbology.

Rev. 4
OES 189G0290X002
B 1
A 1
D C
B
2
17 18 3 4
16
5
15
6
14
7
13 10
11 9 8
12
ICN-89-A-157000-G-00001-08212-A-001-01
Figure 7-184 FLIR Star Safire 380 HD - Controls and Displays (Sheet 1 of
2)

Rev. 4
189G0290X002 OES
21 20 19
22
D 28 23
27
24
26
25
ICN-89-A-157000-G-00001-08213-A-001-01
Figure 7-184 FLIR Star Safire 380 HD - Controls and Displays (Sheet 2 of
2)

Rev. 4
OES 189G0290X002
Key to Figure 7-184

1 Multi function displays The multi function displays show the video
(MFDs) images of the IR camera or of the TV. They
show also the graphic data or the system
menu pages on top of the screen. This occurs
when the flight crew does the selection of
these options.
2 Power ON/OFF switch ON - The system is energized.
OFF - The system is de-energized.
3 Laser on (LED) When the Led is on, it shows that the laser
FIRE switch is engaged and the Laser Range
Finder (LRF) can operate at this time.
4 AUX2 button The AUX switch is available for programming
functions. The operator can assign a function
to the AUX switch via the MAIN menu. Thus
the most commonly used functions are
available at a press of a button.
5 LRF-ARM switch When you lift the red guard and push the
LRF-Arm switch, the LRF gets ready. You
must push the trigger to operate the LRF. The
LRF does not operate continuously but only
for the time that you push and hold the trigger.
6 CAGE/STOW switch CAGE - When pushed, the turret moves to the
default CAGE position. The default cage
position is 0 ° Azimuth (AZ) and 0 ° Elevation
(EL).
STOW - When pushed, the turret enters the
STOW mode.
7 Thumb transducer The thumb transducer controls the turret in
Azimuth (AZ) and Elevation (EL). It also
controls the highlight bar when you use the
on-screen menus.
8 IP/HH trigger switch It lets the selection of the Inertial Point (IP)
mode or the Heading Hold (HH) mode.
IP - The IP mode keeps the look angle
regardless of the aircraft movement.

Rev. 4
189G0290X002 OES

HH - The HH mode keeps the look angle in
relation to the platform centerline. This mode
locks the gimbal to the helicopter.
10 Focus control knob Focus + : manually adjusts the focus-in in the
IR and TV modes.
Focus - : manually adjusts the focus-out in the
IR and TV modes.
11 EXE/VTR button The EXE function is used to select an option
within the on-screen menu system or to move
the highlight bar to an option field of a
selectable parameter. The EXE function is not
available outside the on-screen menu system.
12 BRK/AUTOTRACK The Breaklock Mode starts the coast function
trigger switch when the Autotracker is unable to get track on
the target.
13 AUTO G/L switch This 5-ways switch adjusts the Gain (contrast)
and the Level (brightness) of the displayed
images.
G + : increases the gain.
G - : decreases the gain.
L + : increases the level.
L - : decreases the level.
AUTO G/L - When pushed it toggles between
auto and enhanced mode

Rev. 4
OES 189G0290X002

14 MENU switch The MENU function is used to turn the on-
screen menu system ON and OFF. When the
menu system is active, the Thumb
Transducer inputs are directed to the menu
system and the EXE function is active. When
the menu system is inactive, the Force
Transducer is used to point the Turret in AZ
and EL and the EXE function is not available.
15 Autotrack/window size When pushed, it adjusts the size of the track
knob window manually. It also starts the
Autotracker function. Autotracker lets a
hands-free method to track targets which are
in movement.

17 FOV/Autofocus trigger The FOV/Autofocus trigger switch has the
switch three positions that follow:
FOV + : if the video mode is IR, it moves the
field-of-view OUT of an interval. If the video
mode is TV, it moves the field-of-view OUT
continuously.
FOV - : if the video mode is IR, it moves the
field-of-view IN of an interval. If the video
mode is TV, it moves the field-of-view IN
continuously.
AF : if the video mode is TV, it starts the
Autofocus Mode.
18 5-ways switch The 5-ways switch has the five positions that
follow:
IR - When the switch is in this position, the IR
sensor comes on.
TV - When the switch is in this position, it TV
sensor comes on.

Rev. 4
189G0290X002 OES

FRZ - When the switch is in this position, it
freezes the frame that is in view. If you set the
FRZ function again, the view changes
between the frozen frame and real-time
videos and then back again. Make sure that
real-time video is set before you change
between the IR and the TV sensors.
FUSE - When pushed, the display shows the
images that come from two different sensors.
POL - When pushed and the video mode is
IR. It changes the polarity of the FLIR image
between white-hot and black hot and then
back again.
19 MAINT OVRD switch When you lift the red guard and push the
LRF-Arm switch, the LRF gets ready. You
must push the trigger to operate the LRF. The
LRF does not operate continuously but only
for the time that you push and hold the trigger.
20 Laser on (LED) When the Led is on, it shows that the laser
FIRE switch is engaged and the Laser Range
Finder (LRF) can operate at this time.
21 LASER INTERLOCK DISARM - When the key is in this positiono
key the Laser Range Finder (LRF) is not enable.
ARM - When the key is in this positiono the
Laser Rangefinder (LRF) is enable.
follow:
CAGE - The turret moves to the default CAGE
position. The default cage position is 0 °
Azimuth (AZ) and 0 ° Elevation (EL).
IP/HH - It lets the selection of the Inertial Point
(IP) mode or the Heading Hold (HH) mode.
The IP mode keeps the look angle regardless
of the aircraft movement. The HH mode keeps
the look angle in relation to the platform
centerline. This mode locks the gimbal to the
helicopter.

Rev. 4
OES 189G0290X002

STOW - The turret enters the STOW mode.
EXE - The EXE function is used to select an
option within the on-screen menu system or to
move the highlight bar to an option field of a
selectable parameter. The EXE function is not
available outside the on-screen menu system.
MENU - When pushed the MENU function is
used to turn the on-screen menu system ON
and OFF. When the menu system is active,
the Thumb Transducer inputs are directed to
the menu system and the EXE function is
active. When the menu system is inactive, the
Force Transducer is used to point the Turret in
AZ and EL and the EXE function is not
available.
23 Power ON/OFF switch ON - The system is energized.
OFF - The system is de-energized.
24 AUTO G/L switch This 5-ways switch adjusts the Gain (contrast)
and the Level (brightness) of the displayed
images.
GAIN + : increases the gain.
GAIN - : decreases the gain.
L + : increases the level.
L - : decreases the level.
AUTO - G/L - When pushed it toggles
between auto and enhanced mode.
25 Thumb transducer The thumb transducer controls the turret in
Azimuth (AZ) and Elevation (EL). It also
controls the highlight bar when you use the
on-screen menus.
26 IR/CCD switch IR - When the switch is in this position, the IR
sensor comes on.
CCD - When the switch is in this position, it
CCD sensor comes on.

Rev. 4
189G0290X002 OES

follow:
Focus + : manually adjusts the focus-in in the
IR and TV modes.
AUX1: The AUX switch is available for
programming functions. The operator can
assign a function to the AUX switch via the
MAIN menu.
Focus - : manually adjusts the focus-out in the
IR and TV modes.
AF : if the video mode is TV, it starts the
Autofocus Mode.
POL: When pushed it and the video mode is
IR, it changes the polarity of the FLIR image
between white-hot and black hot and then
back again.
28 FOV switch FOV + : if the video mode is IR, it moves the
field-of-view OUT of an interval. If the video
mode is TV, it moves the field-of-view OUT
continuously.
FOV - : if the video mode is IR, it moves the
field-of-view IN of an interval. If the video
mode is TV, it moves the field-of-view IN
continuously.

Rev. 4
OES 189G0290X002
GENERAL
The Trakkabeam A800 searchlight P/N 8G3340F00811 (referred as the
search light) gives a high-intensity external-light source for reconnaissance
operations during the night time. The search light is a high-intensity xenon-
lamp search light installed on a gimbal support on the left side of the aircraft.
The search light uses 800 W of power, with a peak beam intensity of 17000
lumen.
It lets the operators illuminate a target or an area of interest in dark condition
or to increase visibility using one of the given filters. The search light uses
integral motors to provide control of the light beam in azimuth and elevation
and beam-width angle adjustment (zoom function). The search light is slaved
to the Star Safire 380 HD FLIR.
The search light beam contour is constant with no dark holes and hot spots
and the multi-spectral optical system includes the in-flight changeable filters
that follow:
— White light
— IR filter 820 nm
— Red glow filter 680 nm
— Amber 480 to 500 nm.

The search light includes (Figure 7-185):
— Search light
The search light is installed on the gimbal assembly.
Its movement is software controlled in the elevation and azimuth axis to
prevent operation in not safe areas on the aircraft. If the system has a
fault, mechanical hard stops give the safety backup to stop the search
light movement.
The search light has an 800 W lamp and a maximum of six optional filters
(with Infra Red) with the zoom function. The light source is a short arc
xenon type that operates with a 16 thru 22 Vdc regulated power supplied
from the PCIU.
The beam-quartz optical elements focus a high energy light beam with the
energy concentrated to the center. This is to have the best possible
search function. An integrated optical filter system gives a maximum of six
different light beams (coloured), Infra Red included.
The gimbal assembly has a cooling fan very important for a satisfactory

Rev. 4
189G0290X002 OES
and a correct operation of the lamp. A temperature sensor also prevents

the lamp from a too much hot.
— Gimbal assembly
The gimbal assembly is installed on the search light mount. On the gimbal
assembly is installed the search light.
The two axis gimbal lets to control the search light in the azimuth and ele-
vation axis. Gimbal assembly control is via the hand controller or through
the pilot and copilot collective grip. The movement of the gimbal assembly
is software controlled in the elevation and azimuth axis with limits that pre-
vent the light to illuminate part of the fuselage structure. If there is a failure
to the control system, the mechanical hard stops prevent the search light
to go into the not permitted area. If the control system drives the gimbal to
a hard mechanical stop, overcurrent protection isolates the gimbal drives.
The gimbal uses a worm gear and the brush DC motors, with a position
encoder, to control each axis. All the electronic controls are in the PCIU.
When energized, the search light does the diagnostic and alignment
check in the azimuth and elevation to find the limits of the mechanical
hard stops. When completed, the system goes back to the preset position.
— Search light mount

The search light mount is a composite "Boom" with an internal wire mesh
(for the bonding), that installs the PCIU internally near the fuselage inter-
face. It has four hinges on the top and bottom side for the mount connec-
tion to the fuselage structure. On the search light mount is attached the
gimbal assembly to the end of the mount.
A cover on its rear side gives the access to the electrical connectors of the
PCIU for the maintenance operation.
— Power Conditioning Interface Unit (PCIU)

The PCIU is installed in a housing on the search light mount.
Is is a metal box that contains the power and the control hub of the sys-
tem. It contains the relays and the terminal connections for the power and
control voltage supply to the components of the search light system. It
also contains parts for the starter circuit.
The power supply (28 Vdc) from the aircraft is changed and supplied to
each item in the system.
The PCIU does all the gimbal position control, filter selection, light zoom
and lamp on/off control. The PCIU also gives an interface to the crew con-
trollers and a third port for the interface with third-party equipment as
cameras (for the slave function) or moving map outputs.

Rev. 4
OES 189G0290X002
— Control panel
The control panel is installed in the interseat console in the cockpit.
It gives a user interface between the search light and the flight crew
through switches and a display that shows the filter selection and the cur-
rent system status. It lets the control of the search light from the hand con-
troller or the panel (through the pilot/co-pilot handgrip).
The control panel is configured for two collective handgrips and discrete
inputs. It also gives the outputs to show the system status. The panel is
connected to the PCIU and it is used to set the system power on/off and to
select control source (Pilot/Co-Pilot/Hand Controller).
— Hand controller
The hand controller is installed on a support on the forward right side of
the cabin. The hand controller lets the operator control the search light
from the cabin thru the control switches installed on the handgrip.
— The remote-controlled circuit breaker (RCCB)

The RCCB is installed on the left forward side of the cabin ceiling.
SEARCHLIGHT TRAKKABEAM A800 CONTROLS AND DISPLAYS

When set to On, the search light system does the Power-On-Self-Test (POST)
procedure. The self-test includes the turn of the search light in the azimuth
and elevation axis. This is to find the limits of the hard stop positions and other
diagnostic procedures. At the end of the POST, the search light goes to the
stow position. If the system is set to On from the stow position, the system
does a short POST and the hard stop check is not necessary.
The system lets the user set the STOW and the DEPLOY positions from the
cockpit control panel or the hand controller in the cabin. The stow position is a
user defined location usually set to give the best aerodynamic profile when the
search light is on standby.
The search light system is usually set to On before the takeoff and landing.
This is to make sure that it is in the stow position for the best ground clearance
and aerodynamic profile. To prevent unexpected operation of the search light,
it will only respond to the deploy command when in the stow position. All other
commands will not operate until the system is deployed.
Search light manual steering operates at different speeds on how hard the
slew controller is operated. The maximum slew rate is 60°/sec.
The system also has a ZOOM function that lets change between a narrow to a
wide beam width and a PSAVE button that decreases power to the light of
approximately 30%.

Rev. 4
189G0290X002 OES
A C
SEARCH LIGHT
MOUNT
GIMBAL
ASSEMBLY
POWER CONDITIONING
INTERFACE UNIT (PCIU)
SEARCH LIGHT
ICN-89-A-157000-G-00001-08226A-001-01
Figure 7-185 Searchlight Trakkabeam A800 - Components Location

(Sheet 1 of 2)

Rev. 4
OES 189G0290X002
CONTROL HAND
PANEL CONTROLLER
REMOTE CONTROLLED
CIRCUIT BREAKER (RCCB)
ICN-89-A-157000-G-00001-08227A-001-01
Figure 7-185 Searchlight Trakkabeam A800 - Components Location

(Sheet 2 of 2)
Rev. 4
189G0290X002 OES
B
A A
1 2 3
13
4
12
11 10 9 8 7 6 5
B
14
26
15
25
24 16
27
17
23
18
22 19
21
28
20
ICN-89-A-157000-G-00001-08225A-001-01
Figure 7-186 Searchlight Trakkabeam A800 - Controls and Displays

Rev. 4
OES 189G0290X002
Key to Figure 7-186

1 IR MODE LED The IR MODE LED comes on when the lamp
is in a IR Filter position.
2 LP ON LED The LP ON LED comes on when the lamp is
ON.
3 SYS PWR switch The SYS PWR switch turns the system ON/
OFF.
The LCD displays shows ‘INIT’ during
operation.
4 PSAVE button When you push the PSAVE button, the power
save mode is set ON/OFF. When the power
save mode is ON, the PSAVE led comes on.
5 SPEED button Used as an alternative to the joystick. The
SPEED button increases/decreases the
speed and the gimbal will move when the
four-ways switch is operated.
The SPEED DEC button decreases the speed
until the minimum speed is set.
The SPEED INC button increases the speed
until the maximum speed is set.
6 SLAVE button When not in the slave mode, the SLAVE led is
off.
A short (usual) push of the SLAVE button will
set the system into the slave mode and the
SLAVE led will come on.
A long (a minimum of 2 seconds) push of the
SLAVE button will set the system to the
calibrate mode and the SLAVE led will flash.
7 PILOT/CO-PILOT/ When in the PILOT position, it lets the
CREW switch collective controls operate from the pilot. The
co-pilot and the crew grip controller cannot
operate.
When in the CO-PILOT position, it lets the
collective controls operate from the co-pilot.
The pilot and the crew grip controllers cannot
operate.

Rev. 4
189G0290X002 OES

When in the CREW position, the crew grip
controller is ready to operate. The pilot and
co-pilot collectives cannot operate.
8 LAMP button When you push the LAMP button, the LAMP
led will flash. When the lamp starts, the LAMP
led will stay on.
9 ZOOM NAR/WIDE When you push the ZOOM NAR button, the
button lamp will zoom in.
When you push the ZOOM WIDE button, the
lamp will zoom out.
10 DEPLOY button Pushed to deploy the search light.
The DEPLOY led flashes while the system
moves to the DEPLOY position.
The DEPLOY led stays on while the system is
in the DEPLOY position and ready for use.
11 FILTER ENT/SEL When the system is deployed, the FILTER
button SEL button lets the selection of the filters (for
an example, the filter #3).
Pushing of the FILTER ENG button will
engage the filter you set (for an example, the
filter #3).
The display will show F3 (filter #3) until
selection of a different filter.
12 STOW button Pushed - Moves the search light to the
storage position.
The STOW led blinks while the system moves
to the STOW position.
The STOW led stays on while the system is in
the stow position with the minimum functions
available.
13 ARM Switch When the "ARM" switch is set to OFF
position, the lamp cannot operate.
When the "ARM" switch is set to ON position,
the lamp can operate.

Rev. 4
OES 189G0290X002

14 Seven segment display It shows the system status and the error
messages:
1 - Lamp will not start.
2 - Over temperature fault.
3 - Under voltage fault.
C - Camera not found.
15 LED DIM switch Push the switch once to dim the displays.
Push the switch again to revert to full
brightness.
16 Unit status LED Displays the system status.
On - The system is deployed.
Off - The system is not deployed.
Flashing - The system is deploying.
17 STOW switch Pushed - Moves the search light to the
storage position.
Push for a minimum of two seconds. It sets
the new stowage position. All the LEDs and
the seven segment display will flash OFF to
show that the new stowage position is set.
18 Filter select switch Let to do the selection of the necessary filter.
Push up the switch to go through the filter
numbers. The filter number will flash on the
seven segment display.
When the necessary filter number is in view in
the display, push the switch down to engage
the filter.
If no filter is set or a new filter is set, after 5
seconds the system goes to the existing filter.
19 Joystick controller Let to control the search light in the azimuth
and elevation axis.
20 Input connector Let to connect the hand controller to the
interface cable.
21 Lamp ON/OFF switch NOT USED.

Rev. 4
189G0290X002 OES

22 System Power ON/OFF It sets the search light system ON and OFF.
switch
23 Deploy switch Let to deploy the search light system.
24 Lamp ON LED It indicates the lamp status (flashes for lamp
start/error).
25 C/Slave switch Engages/disengages the camera slaving
system.
Push to change between the slave mode and
the non-slave mode. The CAM LED (in the
seven segment display) will be ON to show
the slave mode.
Push for a minimum of two seconds to
operate the slave calibration mode.
Push one time to disconnect the slave mode.
The CAM LED will flash during the calibration
mode.
During the slave or the calibration mode, hold
the switch down for a minimum of two
seconds to keep the current calibration
position.
26 CAM LED It flashes during the slave calibration mode.
27 Pilot/Observer switch NOT USED.
28 Zoom toggle switch Zooms lamp IN and OUT:
Move the switch down to do the zoom OUT of
the lamp.
Move the switch up to do the zoom IN of the
lamp.

Rev. 4
OES 189G0290X002
RADIO EQUIPMENT ROCKWELL COLLINS HF-9000
GENERAL
The Radio Equipment Rockwell Collins HF-9000 P/N 8G2310F00311 and P/
N 8G2310F00611 (referred as the HF radio) provides radio communication
features in the HF (High Frequency) band.
The HF radio includes (Figure 7-187):
— Receiver/transmitter
The receiver/transmitter is installed on its mounting tray in the tail boom.
The receiver/transmitter provides the signal processing to translate sig-
nals between RF and audio.
— Antenna coupler
The antenna coupler is installed on its mounting tray in the tail boom.
The antenna coupler is used to interface the antenna with the transceiver
and tune output frequencies.
— HF antenna
The HF antenna is installed on the left side of the tail boom fuselage. The
HF antenna is composed by the HF antenna tube and four supports.
— HF antenna cable
The HF antenna cable is attached between the rear side of the antenna
coupler and the HF antenna.
OPERATION
The HF radio operates with discrete operation frequencies and includes the
2.0 thru 30 MHz frequency range in 100 Hz increments.
The HF radio provides a set of user programmable 20 preset channels. In
addition, six emergency channels plus all 249 International Telecommunica-
tion Union (ITU) maritime radiotelephone network channels are stored in per-
manent non-volatile memory.
For the transmission operations, the following operational modes can be
selected by the flight crew via the Multifunction Control Display Unit (MCDU):
— Simplex Mode
The HF radio uses the same frequency for both transmitting and receiving
operations.

Rev. 4
189G0290X002 OES
— Half-Duplex Mode
The HF radio is used in duplex mode. Two different frequencies are
tuned, one for the transmission and one for the reception. When selected,
the pilots can transmit and receive simultaneously.
— ITU Mode
When the ITU mode is selected, the HF radio is set to use one of the 249
International Telecommunications Union maritime radio telephone net-
work channel (public correspondence network). Each channel is identified
with 4 digits and corresponds to a couple of frequencies: one for the trans-
mission and one for the reception in half-duplex mode.
— Emergency Mode
When the Emergency mode is selected, the pilot can select one of the 6
memorized emergency channels.
RADIO EQUIPMENT ROCKWELL COLLINS HF-9000 CONTROLS AND

DISPLAYS
The HF radio is integrated with the AW189 AMMS system.
The controls and display of the HF radio is via the Multifunction Control Dis-
play Unit (MCDU). Refer to Figure 7-188.

Rev. 4
OES 189G0290X002
HF ANTENNA
ICN-89-A-157000-G-00001-08229-A-001-01
Figure 7-187 Radio Equipment Rockwell Collins HF-9000 - Components

Rev. 4
189G0290X002 OES
ANTENNA COUPLER
HF ANTENNA CABLE
ANTENNA COUPLER
MOUNTING TRAY
RECEIVER / TRANSMITTER
RECEIVER / TRANSMITTER
MOUNTING TRAY
ICN-89-A-157000-G-00001-08230-A-001-01
Figure 7-187 Radio Equipment Rockwell Collins HF-9000 - Components


Rev. 4
OES 189G0290X002
TUNE 2/3
ADF1 ANT ADF2

[ 192.5 ] [ 195.0]
< [2185.0] [ 200.0]>
HF TX
1 [R22.2222/T25.0000]
2210/MAR
<[R22.2222/T25.0000]
0011/MPXL
<RTN DESEL NAVAID>
[ ]
HF EMISSION MODE
4 LS
US
3
AM
2
[ ]
HF
FREQ TX
[R02.1820/T02.1820]
[0001/EMER] 5
EMER SETUP>
6
TEST
9 SQUELCH EMERGENCY
<3 OFF/ON
7
SETTINGS>
[ ] 8
ICN-89-A-157000-G-00001-08231-A-001-01
Figure 7-188 Radio Equipment Rockwell Collins HF-9000 - Controls and

Displays (Sheet 1 of 4)
Rev. 4
189G0290X002 OES
HF SQUELCH
13
OFF
12 1
11 2
3
10
[ ]
HF PRESENTS 1/4
1 ABC8/LS
<[R02.0000/T04.0000] ACT>
2 LOL7/US
<[R02.5000/T02.5000] ACT>
3 WOW3/US 14
15 <[R12.0000/T12.0000]
4 ABCD/AM
ACT>
<[R 2.0000/T 2.0000] ACT>

5 ----/--
<[R --.----/T --.----] ACT>
1 ABC8/LS
<RTN
[ ]
HF
21
FREQ TX
20 [R02.0000/T02.0000] 16
EMISSION
19 [0020/FFGH] LS>
18 [R05.0000/T05.0000] 6
[2210/MAR ] TEST
9 SQUELCH EMERGENCY 7
<3 OFF/ON
17 <PRESET SETTINGS>
[ ]
8
ICN-89-A-157000-G-00001-08232-A-001-01


Rev. 4
OES 189G0290X002
PRESET SETUP
24 FREQ
[R02.0000/T02.0000]
23 ID
[CVGB]
22 EMISSION
<US
<RTN
[ ]
HF SETTING
28 POWER MODE 25
<LOW OPER/STBY
STATUS
ON
26
EMER SETUP
4.1250/2>
27
<RTN
[ ]
HF POWER
32
INHB
31
LOW *
MEDIUM
30
HIGH
29
[ ]
ICN-89-A-157000-G-00001-08233-A-001-01

Rev. 4
189G0290X002 OES
EMERGENCY CHANNEL
33
2.1820/1 * 45.4200/6
4.1250/2
33 6.2150/3
8.2910/4
12.2900/5
<RTN
[ ]
ICN-89-A-157000-G-00001-08234-A-001-01


Rev. 4
OES 189G0290X002
Key to Figure 7-188

1 HF page line-selection Push this line-selection key to open the HF
key page.
2 AM Push this line-selection key to select the
amplitude modulation emission mode.
3 US Push this line-selection key to select the
upper sideband emission mode.
4 LS Push this line-selection key to select the lower
sideband emission mode.
5 EMER SETUP Push this line-selection key to open the
EMERGENCY CHANNEL page.
6 TEST Push this line-selection key to start the test of
the HF system.
7 EMERGENCY OFF/ON Push this line-selection key to switch the
emergency mode OFF/ON. The information
shown in the HF page change if the
emergency mode is ON or OFF.
8 SETTINGS Push this line-selection key to open the HF
SETTING page.
9 SQUELCH Shows the squelch setting. Push this line-
selection key to open the HF SQUELCH
page.
10 3 Push this line-selection key to select 3
squelch level.
squelch level.
squelch level.
13 OFF Push this line-selection key to select squelch
function to OFF.
14 ACT Push this line-selection key to set as active
frequency the related preset frequency.
15 Preset frequency LSK Push this line-selection key to open the

PRESET SETUP page of the related preset
frequency.

Rev. 4
189G0290X002 OES

16 EMISSION Push this line-selection key to open the HF
EMISSION MODE page.
17 PRESET Push this line-selection key to open the HF
PRESET page.
18 Standby channel Shows the standby ITU-channel number and
number/ID the ID.Push this line-selection key to enter the
standby ITU-channel number.
19 Standby frequency Shows the standby TX and RX frequency.
Push this line-selection key to enter the
standby frequency.
20 Active channel number/ Shows the active ITU-channel number and
ID the ID.Push this line-selection key to enter the
standby ITU-channel number.
21 Active frequency Shows the active TX and RX frequency. Push
this line-selection key to enter the active
frequency or to swap the active/stand-by
frequencies.
22 EMISSION Push this line-selection key to open the HF
EMISSION page to select the emission mode
of the preset frequency.
23 ID This line-selection key lets the operator to
enter the preset frequency ID (four letters).
24 FREQ This line-selection key lets the operator to
enter the TX and the RX preset frequency.
25 MODE OPER/STBY Push this line-selection key to switch the HF
system mode OPER/STBY.
26 SATUS Show the status ON/DEGR/FAIL of the HF
system.
27 EMER SETUP Push this line-selection key to open the
EMERGENCY CHANNEL page.
28 POWER Shows the power setting. Push this line-
selection key to open the HF POWER page.

Rev. 4
OES 189G0290X002

29 HIGH Push this line-selection key to select HIGH
power level.
30 MEDIUM Push this line-selection key to select MEDIUM
power level.
31 LOW Push this line-selection key to select LOW
power level.
32 INHB Push this line-selection key to select INHB
power level.
33 Emergency channels Push this line-selection key to select the
related emergency channel.

Rev. 4
189G0290X002
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
TABLE OF CONTENTS
Page
HANDLING ..............................................................................................................................8-1
TOWING ..................................................................................................................................8-1
PARKING.................................................................................................................................8-3
TIE DOWN MAIN ROTOR ................................................................................................8-5
TIE DOWN TAIL ROTOR .................................................................................................8-5
ENGINE AIR INTAKE COVERS .......................................................................................8-5
MOORING ...............................................................................................................................8-8
SERVICING .............................................................................................................................8-9
FUEL......................................................................................................................................8-11
OILS.......................................................................................................................................8-11
ENGINE OILS .................................................................................................................8-11
TRANSMISSION, INTERMEDIATE AND TAIL ROTOR GEARBOX OILS.....................8-11

189G0290X002
LIST OF FIGURES
Figure Page
Figure 8-1 Towing ......................................................................................................... 8-2
Figure 8-2 Parking in normal conditions ....................................................................... 8-4
Figure 8-3 Tie down main rotor..................................................................................... 8-6
Figure 8-4 Cover engine air intake ............................................................................... 8-7
Figure 8-5 Servicing.................................................................................................... 8-10

Document N° Handling, Servicing
189G0290X002 and Maintenance
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
HANDLING
Ground handling of the helicopter consist of towing, parking, securing and
mooring. Refer to Maintenance Manual for more detailed ground handling
information.
TOWING
The helicopter can be manoeuvred on the ground by a suitable vehicle and it
may be towed at walking speeds using a tow bar. The towing operation must
be done by a locally approved person and one person must be in the cockpit
to operate the wheel brakes.
To tow the helicopter refer to AgustaWestland Aircraft Maintenance Publica-
tion (section 09-10) included in AW189 IETP. Refer to Figure 8-1 for reference
only.

Rev. 2
Handling, Servicing Document N°
and Maintenance 189G0290X002
TOW BAR NOSE-GEAR

CENTER LOCK
SAFETY LEVER
QUICK-RELEASE
PIN
QUICK-RELEASE
PIN LEVER
PIN
TOW BAR
ICN-89-A-158000-A-00001-02310-A-001-01
Figure 8-1 Towing

PARKING
CAUTION
Wait at least 5 minutes after pitot heat has been switched off
before installing pitot-static tube covers. Wait at least 30 minutes
after engine shut-down before installing engine exhaust duct cov-
ers. Refer the Maintenance Manual for additional information.
Taxiing must only be performed by qualified pilots. Assistance of ground per-

sonnel may be necessary when taxiing in obstructed areas to aid the pilot by
means of visual clearance hand signals.
Park the helicopter in desired parking area on a level surface, when possible.
To park the helicopter refer to AgustaWestland Aircraft Maintenance Publica-
tion (section 10-10) included in AW189 IETP. Refer to Figure 8-2 for reference
only.

Rev. 2
BLADES
A
WHEEL CHOCKS
PITOT
COVERS
SAFETY
LEVER
A
L/G CONTROL
HANDLE
L/G HANDLE
LOCKING PIN
L/G CONTROL
PANEL
PARK BRAKE LEVER

SWITCH
ICN-89-A-158000-A-00001-02311-A-001-01
Figure 8-2 Parking in normal conditions

TIE DOWN MAIN ROTOR

Tie down main rotor whenever any of the following condition exist:
1. Thunderstorms are in the local area or forecasted.
2. Winds excess of 20 knots or gusts greater than 15 knots are being
experienced or forecasted.
Helicopter is parked within 150 ft of hovering or taxiing aircraft that are in
excess of 5400 kg (11,900 pounds) gross weight. Helicopter to be parked
overnight.
The main rotor tie downs are socks which fit over the end of each blade with
cords which attach to mooring points on the fuselage (Figure 8-4). The tie
down cords are manufactured to specified lenghts for forward and aft mooring
points, as identified by streamers adjacent to the brass rings to which the snap
hooks attach. When secure, the tie downs should be free of slack or under
slight tension, but not under sufficient tension to flex the main rotor blades
appreciably. The cords should never be shortened from their design lenghts,
as excessive loads could be induced in the main rotor yokes.
TIE DOWN TAIL ROTOR

The tail rotor tie down is red and is stenciled in white letters “REMOVE
BEFORE FLIGHT”. To tie down the tail rotor assembly, rotate main rotor until
tail rotors are aligned with the vertical fin and main rotor blades are approxi-
mately 45 degrees to helicopter centerline. Tie down main rotor first, then
secure tail rotor with tail rotor blades flapping block.
ENGINE AIR INTAKE COVERS

The engine air intake covers are installed on each engine and each cover has
a red streamer stenciled in white letters “REMOVE BEFORE FLIGHT”
attached to it.

MOORING
RING
L/G WHEEL
WHEEL
CHOCKS
TOP VIEW
(x) (x)
CORRECT INSTALLATION OF
TIE-DOWN ON THE MAIN
ROTOR BLADES
ICN-89-A-158000-A-00001-02312-A-001-01
Figure 8-3 Tie down main rotor

RIGHT ENGINE
EXHAUST DUCT
COVER
APU EXHAUST
COVER
LEFT ENGINE
APU AIR INTAKE EXHAUST DUCT
COVER COVER
RIGHT ENGINE
AIR INTAKE
COVER
MAINTENANCE
STEPS
LEFT ENGINE AIR

INTAKE COVER
ICN-89-A-158000-A-00001-02313-A-001-01
Figure 8-4 Cover engine air intake

MOORING
Mooring is securing the helicopter to prevent damage during periods of high
winds or turbulent weather.
CAUTION
Use this procedure for winds up to 45 Kts. If wind is forecasted
above this, the helicopter should be moved to a sheltered area or
into a hangar.
The helicopter should be moored if parked in the open and it should be posi-
tioned on a paved ramp between suitably spaced tie down rings and should
be headed in the direction from which the highest forecast winds are
expected. If suitable paved ramp and tie-down rings are not available, park
helicopter on an appropriate parking area, headed into wind and use appropri-
ate mooring anchors or make “dead man” anchors.
Before starting the Mooring operation check the following steps:
1. Engage rotor brake (if fitted).
2. Lock main landing gear wheels.
3. Center and lock nose wheel.
4. Close all access doors and panels.
5. Remove from parking area all loose equipment that could be blown by the
wind.
To moor the helicopter proceed as follows:
1. Install the L/G handle locking pin.
2. Pull and turn the PARK BRAKE lever.
3. Put the wheel chocks.
4. Turn the safety lever of the nose-gear center lock in to the engaged
position.
5. Place protective covers on the pitot tubes, both engine APU intakes and
exhausts.
6. Install the MR blade tie-downs on each of the five blades.
7. Attach the belts to the mooring rings of the main landing gear to complete
the installation.

SERVICING
This paragraph includes the informations necessary to service and lubricate
the helicopter systems and components. For more detailed servicing informa-
tion refer to Maintenance Manual.
REF. ITEM CAPACITY (l) NOTE
5 Fuel system 1327 Usable:

(main tanks) 1303 liters
11 Main gear box 21.5 thru 24.5
2 Intermediate gear box 1.22
3 Tail gear box 1.87
4 Engine oil system 6.9 Each system
7 Landing gear strut (shock Nitrogen.

absorber) Main LG.: 185 psi
Nose LG: 217 psi
8 Landing gear wheel tires Nitrogen
10 Power Control Module 4.1 Hydraulic fluid

(PCM)
1 Auxiliary power unit 3.036 FULL
8 Main battery
9 Auxiliary battery

11 1
2
3
10
7 5
8
6
ICN-89-A-158000-A-00001-02314-A-001-01
Figure 8-5 Servicing

FUEL
Refer to Section 1 for ambient temperature limits. It shall be the responsibility
of the operator and his fuel supplier to ensure that the fuel conforms to one of
the approved specifications above.
The fuel system is gravity feed through a single filler port on the right side of
the aft fuselage. A grounding jack is provided below the fueling port.
OILS
An appropriate entry shall be made in the helicopter logbook when oil has
been added to the engine, transmission intermediate gear box or tail rotor
gearbox.
Refer to Section 1 for the authorized oils.
ENGINE OILS
Engine oils shall meet the engine manufacturer’s approval in all cases. Con-
sult the engine manufacturer for use of oil brands not listed herein.
CAUTION
Mixing of oils by type is acceptable but not recommednded.
TRANSMISSION, INTERMEDIATE AND TAIL ROTOR GEARBOX OILS

Refer to transmission, intermediate and tail rotor gearbox limitations for ambi-
ent temperature limitations.
For the main transmission, the filler is located on the left side and it should be
filled with the quantity of oil necessary to have the MAX level mark on the oil
level indicator.
For the intermediate gearbox and tail gearbox, fill it with the quantity of oil nec-
essary to have the FULL level mark on the oil level indicator.


189G0290X002
SECTION 9
SUPPLEMENTAL PERFORMANCE
INFORMATION
TABLE OF CONTENTS
Page
GENERAL INFORMATION .....................................................................................................9-1
HELICOPTER CONFIGURATION ..........................................................................................9-1
CRUISE CHARTS ...................................................................................................................9-2
CRUISE CHART TERMINOLOGY ...................................................................................9-2
EXAMPLE FOR INTERPOLATION AMONG CHARTS ....................................................9-3
RANGE AND ENDURANCE ...................................................................................................9-4
EXAMPLE .........................................................................................................................9-4
EFFECTS OF INSTALLED OPTIONAL KITS................................................................ 9-4A
OPTIONAL EQUIPMENT CORRECTION FACTORS ................................................... 9-4D
TURN RADIUS INFORMATION ...................................................................................9-123
HELIDECK OPERATIONS..................................................................................................9-125
GENERAL.....................................................................................................................9-125
CREW ...........................................................................................................................9-125
ALTITUDE AND TEMPERATURE ENVELOPE ...........................................................9-125
WEIGHT........................................................................................................................9-125
WIND CONDITIONS.....................................................................................................9-125
TAKE-OFF DECISION POINT (TDP) AND VTOSS .....................................................9-125
ALL ENGINES OPERATING TAKE-OFF PROFILE .....................................................9-127
ENGINE FAILURE RECOGNITION BEFORE TDP......................................................9-128
ENGINE FAILURE AT OR AFTER TDP .......................................................................9-128
DECK EDGE CLEARANCE..........................................................................................9-129
DROP DOWN (BELOW DECK SURFACE) CHARTS..................................................9-129
HELICOPTER LANDING PROCEDURE ......................................................................9-129

189G0290X002
LIST OF FIGURES
Figure Page
Figure 9-A Optional Kits Correction Table.....................................................................9-D

Figure 9-1 Cruise (PA 0 ft, OAT -40° C) ....................................................................... 9-5
Figure 9-2 Cruise (PA 0 ft, OAT -20° C) ....................................................................... 9-6
Figure 9-3 Cruise (PA 0 ft, OAT 0° C)........................................................................... 9-7
Figure 9-4 Cruise (PA 0 ft, OAT +20° C)....................................................................... 9-8
Figure 9-5 Cruise (PA 0 ft, OAT +40° C)....................................................................... 9-9
Figure 9-6 Cruise (PA 0 ft, OAT +50° C)..................................................................... 9-10
Figure 9-7 Cruise (PA 0 ft, OAT +55° C)......................................................................9-11
Figure 9-8 Cruise (PA 2000 ft, OAT -40° C) ............................................................... 9-12
Figure 9-10 Cruise (PA 2000 ft, OAT 0° C)................................................................... 9-14
Figure 9-11 Cruise (PA 2000 ft, OAT +20° C)............................................................... 9-15
Figure 9-30 Cruise (PA 10000 ft, OAT -40° C) ............................................................. 9-34
Figure 9-31 Cruise (PA 10000 ft, OAT -20° C) ............................................................. 9-35
Figure 9-32 Cruise (PA 10000 ft, OAT 0° C)................................................................. 9-36
Figure 9-33 Cruise (PA 10000 ft, OAT +20° C)............................................................. 9-37
Figure 9-34 Cruise (PA 10000 ft, OAT +40° C)............................................................. 9-38
Figure 9-35 Cruise (PA 0 ft, OAT -40° C) ..................................................................... 9-39
Figure 9-36 Cruise (PA 0 ft, OAT -20° C) ..................................................................... 9-40
Figure 9-37 Cruise (PA 0 ft, OAT 0° C)......................................................................... 9-41
Figure 9-38 Cruise (PA 0 ft, OAT +10° C)..................................................................... 9-42

Document N° List of figures
189G0290X002
Figure 9-40 Cruise (PA 2000 ft, OAT -20° C) ................................................................9-44

Figure 9-41 Cruise (PA 2000 ft, OAT 0° C) ...................................................................9-45
Figure 9-42 Cruise (PA 2000 ft, OAT +10° C) ...............................................................9-46
Figure 9-51 Cruise (PA 8000 ft, OAT -40 C) ..................................................................9-55
Figure 9-55 Cruise (PA 10000 ft, OAT -40° C) ..............................................................9-59
Figure 9-56 Cruise (PA 10000 ft, OAT -20° C) ..............................................................9-60
Figure 9-57 Cruise (PA 10000 ft, OAT 0° C) .................................................................9-61
Figure 9-58 Cruise (PA 10000 ft, OAT +10° C) .............................................................9-62
Figure 9-59 Range and Endurance ...............................................................................9-63
Figure 9-60 Cruise OEI (PA 0 ft, OAT -40° C), Anti Ice OFF.........................................9-65
Figure 9-61 Cruise OEI (PA 0 ft, OAT -20° C), Anti Ice OFF.........................................9-66
Figure 9-62 Cruise OEI (PA 0 ft, OAT 0° C), Anti Ice OFF ............................................9-67
Figure 9-63 Cruise OEI (PA 0 ft, OAT +20° C), Anti Ice OFF ........................................9-68
Figure 9-67 Cruise OEI (PA 2000 ft, OAT -40° C), Anti Ice OFF...................................9-72
Figure 9-69 Cruise OEI (PA 2000 ft, OAT 0 C), Anti Ice OFF........................................9-74
Figure 9-70 Cruise OEI (PA 2000 ft, OAT +20° C), Anti Ice OFF ..................................9-75
Figure 9-72 Cruise OEI (PA 2000 ft, OAT +50°C), Anti Ice OFF ...................................9-77
Figure 9-75 Cruise OEI (PA 4000 ft, OAT 0° C), Anti Ice OFF ......................................9-80
Figure 9-81 Cruise OEI (PA 6000 ft, OAT 0° C), Anti Ice OFF ......................................9-86

189G0290X002
Figure 9-83 Cruise OEI (PA 6000 ft, OAT +40° C), Anti Ice OFF ................................. 9-88
Figure 9-84 Cruise OEI (PA 8000 ft, OAT -40° C), Anti Ice OFF .................................. 9-89
Figure 9-85 Cruise OEI (PA 8000 ft, OAT -20° C), Anti Ice OFF .................................. 9-90
Figure 9-86 Cruise OEI (PA 8000 ft, OAT 0° C), Anti Ice OFF ..................................... 9-91
Figure 9-89 Cruise OEI (PA 10000 ft, OAT -40° C), Anti Ice OFF ................................ 9-94
Figure 9-90 Cruise OEI (PA 10000 ft, OAT -20° C), Anti Ice OFF ................................ 9-95
Figure 9-91 Cruise OEI (PA 10000 ft, OAT 0° C), Anti Ice OFF ................................... 9-96
Figure 9-92 Cruise OEI (PA 10000 ft, OAT +20° C), Anti Ice OFF ............................... 9-97
Figure 9-93 Cruise OEI (PA 10000 ft, OAT +40° C), Anti Ice OFF ............................... 9-98
Figure 9-94 Cruise OEI (PA 0 ft, OAT -40° C), Anti Ice ON.......................................... 9-99
Figure 9-95 Cruise OEI (PA 0 ft, OAT -20° C), Anti Ice ON........................................ 9-100
Figure 9-96 Cruise OEI (PA 0 ft, OAT 0° C), Anti Ice ON ........................................... 9-101
Figure 9-97 Cruise OEI (PA 0 ft, OAT +10° C), Anti Ice ON ....................................... 9-102
Figure 9-98 Cruise OEI (PA 1000 ft, OAT -40° C), Anti Ice ON.................................. 9-103
Figure 9-100 Cruise OEI (PA 1000 ft, OAT 0° C), Anti Ice ON ..................................... 9-105
Figure 9-101 Cruise OEI (PA 1000 ft, OAT +10° C), Anti Ice ON ................................. 9-106
Figure 9-104 Cruise OEI (PA 4000 ft, OAT 0° C), Anti Ice ON ..................................... 9-109
Figure 9-105 Cruise OEI (PA 4000 ft, OAT +10° C), Anti Ice ON ..................................9-110
Figure 9-106 Cruise OEI (PA 6000 ft, OAT -40° C), Anti Ice ON................................... 9-111
Figure 9-107 Cruise OEI (PA 6000 ft, OAT -20° C), Anti Ice ON...................................9-112
Figure 9-108 Cruise OEI (PA 6000 ft, OAT 0° C), Anti Ice ON ......................................9-113
Figure 9-112 Cruise OEI (PA 8000 ft, OAT 0° C), Anti Ice ON ......................................9-117
Figure 9-114 Cruise OEI (PA 10000 ft, OAT -40° C), Anti Ice ON.................................9-119
Figure 9-115 Cruise OEI (PA 10000 ft, OAT -20° C), Anti Ice ON................................ 9-120
Figure 9-116 Cruise OEI (PA 10000 ft, OAT 0° C), Anti Ice ON ................................... 9-121
Figure 9-117 Cruise OEI (PA 10000 ft, OAT +10° C), Anti Ice ON ............................... 9-122
Figure 9-118 Aircraft Turn Radius................................................................................. 9-124
Figure 9-119 VCOSS Calculation Chart ....................................................................... 9-126
Figure 9-120 Helideck Operation Envelope.................................................................. 9-130
Figure 9-121 Helideck Operation WAT Envelope, Anti Ice OFF .................................. 9-131
Figure 9-122 Helideck Operation Envelope Table, Anti Ice OFF .................................. 9-132
Figure 9-123 Helideck Operation Envelope, Anti Ice ON ............................................. 9-133
Figure 9-124 Helideck Operation Envelope Table Anti Ice ON.................................... 9-134
Figure 9-125 Weight Factor Chart ................................................................................ 9-135

Document N° List of figures
189G0290X002
Figure 9-126 Height Loss Below Take Off Surface, Anti Ice OFF..................................9-137
Figure 9-127 Height Loss Below Take Off Surface, Anti Ice ON ...................................9-139
Figure 9-128 Height Loss Below Take Off Surface, Anti Ice OFF
5500 kg and 5900 kg................................................................................9-141
6300 kg and 6700 kg................................................................................9-142
7100 kg and 7500 kg................................................................................9-143
7900 kg and 8300 kg................................................................................9-144
Figure 9-132 Height Loss Below Take Off Surface, Anti Ice ON
5500 kg and 5900 kg................................................................................9-145
6300 kg and 6700 kg................................................................................9-146
7100 kg and 7500 kg................................................................................9-147
7900 kg and 8300 k..................................................................................9-148

189G0290X002

Document N° Supplemental Performance
189G0290X002 Information
SECTION 9
SUPPLEMENTAL PERFORMANCE
INFORMATION
GENERAL INFORMATION
This section contains useful CRUISE CHARTS that allows the determination
of the fuel flow, the maximum endurance cruise and reccommended cruise.
HELICOPTER CONFIGURATION
Clean configuration

Supplemental Performance Document N°
Information 189G0290X002
CRUISE CHARTS
The cruise charts are based on estimates and flight test data.
These data do not include the effect of heater on fuel consumption. The fuel
flow data is applicable to the basic helicopter without the addition of any
optional equipment which would appreciably affect lift, drag or power avail-
able. The reference line (dotted line on the left side of chart, equivalent to the
drag of a 1 square meter plate) is used in combination with the Correction
Factor for the optional equipment to calculate the additional Torque/Fuel con-
sumption with the equipment installed.
CRUISE CHART TERMINOLOGY

Here below a definition of terminology used in the cruise charts is given.
Max Endurance: This line defines the TAS/IAS, for a given

Gross Weight, for which the corresponding
Fuel Consumption is it a minimum and,
therefore, the mission duration is maximised.
Maximum Range Cruise: This line defines the TAS/IAS, for a given
Gross Weight, for the maximum distance
achievable
Recommended Cruise: This line defines the TAS/IAS, for a given

Gross Weight, based on a 1% reduction of
the Maximum Cruise range, for the same
Gross Weight. The speed increase given by
this method provides a good compromise
between fuel consumption and time.
Vne: The Vne line is plotted when the Vne is less

than Vh (level flight speed at MCP).

EXAMPLE FOR INTERPOLATION AMONG CHARTS
Wanted: 1. True airspeed.

2. Indicated airspeed.
3. Torque.
4. Fuel consumption for recommended cruise.
Known: 5. Pressure altitude: 5000 ft OAT: 10° C

6. Gross weight: 6700 kg
Method: Select to suitable charts (Figure 9-16, Figure 9-17, Figure

9-22, Figure 9-23) on each 4 charts intersect the gross
weight 5600 kg line with the recommended cruise line to
read TAS, IAS, TQ, fuel consumption. See table below
DATA (GW=6700 kg)

INTERPOLATION
Pressure 4000 4000 6000 6000 4000 6000 5000

Altitude [ft]
OAT [° C] 0 20 0 20 10 10 10
Torque 69 69 68 69 69 68.5 69
(%)
IAS [kt] 135 132 131 129 133.5 130 132
TAS [kt] 140 142 141 143 141 142 141.5
Fuel 422 430 410 421 426 416 421

consumpti
on [kg/h]
Note
To obtain data for pressure altitude 5000 ft and 10° C interpolate
linearly first for OAT (constant pressure altitude) and obtain data
for OAT 10° C at pressure altitude 4000 and 6000 ft. Then inter-
polate linearly for pressure altitude and obtain the final results at
pressure altitude 5000 ft and 10° C.

RANGE AND ENDURANCE

Note
The range evaluated with the diagram correspond to effective
range on ground (wind velocity equals zero). To take into
account the wind effect in the range calculation, use TAS
reduced by the headwind component (ground speed) before
entering in the chart.
EXAMPLE
Wanted Endurance and distance.
Known Fuel consumption: 393 kg/h

Available fuel: 1000 kg
TAS: 150 kt.
Method Enter chart at fuel consumption 393 kg/h

move up and intersect available fuel
1000 kg line, move the left and read
2.54h (2h:32':24"). Return to 393 kg/h,
than move up to intersect True airspeed
150 kt line, move to the left to intersect
available fuel 1000 kg line, move down
and read 382 nm than move up and read
707 km.

Rev. 2
EFFECTS OF INSTALLED OPTIONAL KITS

reduce the engine power available the aircraft fuel consumption and Endur-
ance speeds are effected.
The Table in Figure 9-A gives corrections to apply, for each Kit. These take the
form of a Drag Factor that can be used to calculate accurately Maximum
Range Speed (VMR), Recommended Cruise Speed (VRC), Maximum Endur-
ance Speed (VME). Values for these corrections are also included in the table
but represent a quick conservative correction.
Included in the table are the effect, in percentage, of the kits on Fuel Con-
sumption, Range and Endurance AEO and OEI.
If more than one kit is installed the vaues for the kits installed must be added
together to give the correction for the combination installed.
Optional kits not listed in the table do not have an effect on performance.
Example 1
Wanted True airspeed, Indicated airspeed, torque, fuel consumption for
Maximum Range, Recommended Cruise with Optional Equip-
ment Trakka Searchlight and Double External Hoist Goodrich.
Known Pressure altitude: 0 ft OAT: 20° C
Gross weight: 8300 kg.
Method Select the suitable chart (Figure 9-4), intersect the gross weight
8300 kg line with the Maximum Range line to read:
left scale TAS = 127 kts,
right scale IAS = 127 kts,
bottom scale TQ = 70 %,
top scale Fuel Consumption = 452 kg/hr.
Using the same technique with the Recommended Cruise line:
TAS = 142 kt,
IAS = 143 kt,
TQ = 84%,
fuel consumption = 515 kg/hr.
These define the conditions for Maximum Range and Recom-
mended Cruise values for a clean aircraft configuration.
To correct for the effect of Optional Equipment Kits installed the
conservative correction values in the table can be applied for

Rev. 2
the Searchlight (VMR & VRC = -3) and Double Hoist (VMR & VRC
= -5) to the clean aircraft values. This would give:
VMR = 127 - 3 -5 = 119 KTAS
VRC = 142 - 3- 5 = 134 KTAS
If a more accurate calculation is required using the Drag Factor
values then first determine the intersect of the DTQ reference
line at the Max Range TAS = 127 kts and move vertically to
read DTQ = 7%. This value is then factored by the total of the
Drag Factors (DF) for the equipment installed i.e. from
Figure 9-A :
Searchlight DF = 0.15,
Double External Hoist DF = 0.3
Torque penalty for optional equipment becomes :
7 x (0.15 + 0.3) = 3.2 %.
To correct the Maximum Cruise speed subtract the Torque Pen-
alty from the clean aircraft Maximum Cruise torque value ie:
70 - 3.1 = 66.9% TQ,
Enter the bottom scale at 66.9% TQ, and move vertically to
intercept the 8300 kg then move horizontally to read TAS = 122
kt and IAS = 122 kt which are the Recommended Cruise speed
with the Optional Equipment kits fitted, for the TQ = 70% and
Applying the same analysis to Recommended Cruise speed
subtract the Torque Penalty from the clean aircraft Recom-
mended Cruise torque value ie:
13 x (0.15 + 0.3) = 5.8
84 - 5.8 = 78.2% TQ,
Enter the bottom scale at 78.2% TQ, and move vertically to
intercept the 8300 kg then move horizontally to read TAS = 137
kt and IAS = 138 kt which is the Recommended Cruise speed
with the Optional Equipment kits fitted for the TQ = 88% and

Rev. 2
Example 2
Wanted The change in Range and Endurance with Optional Equipment
Trakka Searchlight and Double External Hoist Goodrich
installed.
Known Fuel Consumption: 393 kg/h
Available Fuel: 1000 kg
TAS: 150 kt
Method From the example on Page 9-4 for the basic aircraft is calcu-
lated as Range 382 nm and Endurance is 2.54 h (2h:32’:24”).
To correct for the effect of the Optional Equipment Kits installed
table Figure 9-A gives the Range correction for the Searchlight
as -3% and Double Hoist -5% and the Endurance AEO correc-
tionf for the Searchlight as 0% and the Double Hoist -1%. This
gives a total correction of :
Range -3 + -5 = -8%
Endurance 0 + -1 = -1%
Applying these corrections gives the new Range and Endur-
ance as :
Range 382 x (1 - .08) = 351 nm
Endurance 2.54 x (1 - 0.01) = 2.51 h (2:30’:36”).

Rev. 2
OPTIONAL EQUIPMENT CORRECTION FACTORS
Drag factor
Endurance
Endurance
Fue
Effect of optional
Range
Level Flight
AEO
l
OEI
Equipments on cruise
con
performance
s
F VH VMR VRC VME
Kit Sup. - kTAS kTAS kTAS kTAS % % % %
Heating ON
Air Cond./Forced 1
Vent. System NA - - - - 5 -4 -4 -4
8G2150F00111 2
8G2120F00111
Single Hoist
5 0.25 -4 -4 -4 - 0 -4 -1 -2
8G2591F00111
Double Hoist
16 0.30 -5 -5 -5 - 0 -5 -1 -3
4G2591F00311
Flir Safire 380 HD
18 0.25 -4 -4 -4 - 0 -4 -1 -2
8G9350F00211
Trakka Searchlight
19 0.15 -3 -3 -3 - 0 -3 0 -2
8G3340F00811
Bubble Windows
23 0.10 -1 -1 -1 - 0 -2 0 0
8G5620F00111
NOTE:
- Range variation is calculated at the Maximum Range speed
- Endurance variation is calculated at Maximum Endurance speed
189G1580A001 Rev.C ICN-89-A-159000-G-A0126-00003-A-01-1
Figure 9-A Optional Kits Correction Table

Rev. 2
CRUISE
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102%
OAT = -40°C
ENGINE ANTI-ICE OFF
HEATER OFF FUEL CONSUMPTION [kg/h]
280 320 360 400 440 480 520 560 600
180 DTQ [%] 200
DF = 1.0 m2
0 10 20 30 40
170 190
160 180
150 VNE 170

RECOMMENDED 160
140 CRUISE
150
130
MAX RANGE
140
120 CRUISE
130
INDICATED AIRSPEED [kt]

TRUE AIR SPEED [kt]
110
120
100 110
90 100
80 90
TRANSMISSION LIMIT
MAX ENDURANCE
70 80
MCP AEO
70
60
60
50
50
GR
40
40
OS
55WEIG
5900 HT
6300
6700
7100
75 0
7900
8300
8600
S
30
30
0
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
Figure 9-1 Cruise (PA 0 ft, OAT -40° C)

Rev. 3
CRUISE
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -20°C
FUEL CONSUMPTION [kg/h]

280 320 360 400 440 480 520 560 600
180
190
DTQ [%]
DF = 1.0 m2
0 10 20 30
170
180
160 VNE 170
150 160
RECOMMENDED
140 CRUISE 150
130 140
MAX RANGE
120 CRUISE 130
120

TRUE AIR SPEED [kt]
110
100 110
100
90
90
TRANSMISSION LIMIT
80 MAX ENDURANCE
80
70
MCP AEO
70
60
60
50
50
GR
40
40
OS
55WEIG
5900 HT
6300
6700
71
7500
7900
8300
8600
S
30 30
0
00
0
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = 0°C

280 320 360 400 440 480 520 560 600 640
180 DTQ [%]
180
DF = 1.0 m2
0 10 20 30
170
VNE 170
160
160
150
RECOMMENDED 150
140 CRUISE
140
130
MAX RANGE 130
CRUISE
120
120

TRUE AIR SPEED [kt]
110
110
100
100
90
90
TRANSMISSION LIMIT
MAX ENDURANCE
80
80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55WEIG
5900 HT
6300
67 0
71 0
7500
7900
8300
86 0
S
30 30
0
0
0
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
Figure 9-3 Cruise (PA 0 ft, OAT 0° C)

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = 20°C

280 320 360 400 440 480 520 560 600 640
180 DTQ [%] 180
DF = 1.0 m2
0 10 20 30
170 VNE 170
160 160
150 150
RECOMMENDED
140 CRUISE 140
130 MAX RANGE 130

CRUISE
120 120

TRUE AIR SPEED [kt]
110 110
100 100
90 90
MAX ENDURANCE
TRANSMISSION LIMIT
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55WEIG
5900 HT
63 0
67 0
71 0
75 0
79 0
S
83 0
86 0
30
0
0
0
0
0
0
0
30
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
Figure 9-4 Cruise (PA 0 ft, OAT +20° C)

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = 40°C

280 320 360 400 440 480 520 560 600 640
180 DTQ [%]
DF = 1.0 m2 VNE 170
0 10 20 30
170
160
160
150
150 RECOMMENDED
CRUISE 140
140
130
130 MAX RANGE
CRUISE
120
120
110

TRUE AIR SPEED [kt]
110
100
100
90
90 MAX ENDURANCE
TRANSMISSION LIMIT
80
80
MCP AEO
70
70
60 60
50 50
GR
40
OS
40
86
55WEIG
59 0 HT [
63 0
6700
7100
75 0
S
79
83
00
30
0
0
0
00
00
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = 50°C

280 320 360 400 440 480 520 560 600 640 680
180 DTQ [%] 170
DF = 1.0 m2 VNE
0 10 20 30
170 160
160
150
150 RECOMMENDED
CRUISE 140
140
130
130 MAX RANGE
CRUISE 120
120
110

TRUE AIR SPEED [kt]
110
100
100
90
90 MAX ENDURANCE
TRANSMISSION LIMIT
80
80
70
MCP AEO
70
60
60
50
50
GR
40
OS
40
86
55WEIG
59 0 HT [
63 0
6700
71
75 0
S
79
83 0
00 30
0
0
00
0
00
0
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = 55°C

280 320 360 400 440 480 520 560 600 640 680
180 DTQ [%] 170
DF = 1.0 m2 VNE
0 10 20 30
170 160
160 150
150 140
140 RECOMMENDED
MAX RANGE
CRUISE 130
CRUISE
130
120
120
110

TRUE AIR SPEED [kt]
110
100
100
90
90 MAX ENDURANCE
80
80
5 min AEO
MCP AEO
70
70
60
60
50
50
GR
40
OS
40
55WEIG
59 0 HT [
86
63 0
67 00
71
S
75
79
83 0
00 30
0
0
00
00
00
0
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = -40°C

280 320 360 400 440 480 520 560 600
180 DTQ [%]
DF = 1.0 m2 190
0 10 20 30
170
180
160 VNE 170
150 160
140 RECOMMENDED
CRUISE
150
130 140
MAX RANGE
120 CRUISE 130

TRUE AIR SPEED [kt]
110 120
100 110
100
90
90
TRANSMISSION LIMIT
80 MAX ENDURANCE
80
70
MCP AEO
70
60
60
50
50
GR
40
40
OS
71 0
7500
7900
83 00
55WEIG
5900 HT
6300
6700
S
30 30
00
0
86
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = -20°C

280 320 360 400 440 480 520 560 600
180 DTQ [%]
180
DF = 1.0 m2
0 10 20 30
170
VNE 170
160
160
150
RECOMMENDED 150
140 CRUISE
140
130
MAX RANGE 130
120 CRUISE
120

TRUE AIR SPEED [kt]
110
110
100
100
90
MAX ENDURANCE
90
TRANSMISSION LIMIT
80
80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55WEIG
5900 HT
6300
67 0
71 0
7500
7900
8300
8600
S
30 30
0
0
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = 0°C

280 320 360 400 440 480 520 560 600
180 DTQ [%] 180
DF = 1.0 m2
0 10 20 30
170 VNE 170
160 160
150 150
RECOMMENDED
140 CRUISE 140
130 MAX RANGE 130

CRUISE
120 120

TRUE AIR SPEED [kt]
110 110
100 100
90 90
MAX ENDURANCE
TRANSMISSION LIMIT
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
O
SS
55WEIG
5900 HT
63 0
67 0
7100
7500
79 0
83 0
86 0
30
0
0
0
0
0
30
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = 20°C

280 320 360 400 440 480 520 560 600 640
180
170
DTQ [%]
DF = 1.0 m2 VNE
0 10 20 30
170
160
160
150
150
RECOMMENDED 140
140 CRUISE
130
130 MAX RANGE
CRUISE
120
120
110

TRUE AIR SPEED [kt]
110
100
100
90
90 MAX ENDURANCE
TRANSMISSION LIMIT
80
80
MCP AEO
70
70
60
60
50 50
GR
40
OS
40
86
55WEIG
59 0 HT [
63 0
6700
7100
75 0
S
79
83 0
00
30
0
0
0
00
0
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = 40°C

280 320 360 400 440 480 520 560 600 640
180 DTQ [%]
DF = 1.0 m2 VNE
170
0 10 20 30
160
160 150
150 140
RECOMMENDED
140 CRUISE 130
MAX RANGE
130 120
CRUISE
120 110

TRUE AIR SPEED [kt]
110
100
100
90
90 MAX ENDURANCE
TRANSMISSION LIMIT
80
80
70
MCP AEO
70
60
60
50
50
GR
40
OS
40
83 86
55WEIG
59 0 HT [
63 0
6700
71
75
S
79
00 00 30
0
0
00
00
00
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = 50°C

280 320 360 400 440 480 520 560 600 640
180 DTQ [%]
0
DF = 1.0 m2
10 20 30
VNE 160
170
150
160
150 140
RECOMMENDED
140
CRUISE 130
MAX RANGE
130 CRUISE 120
120 110

TRUE AIR SPEED [kt]
110 100
100 90
90 MAX ENDURANCE
80
80
70
5 min AEO
70
MCP AEO
60
60
50
50
GR
86
40
00 90
83
OS
40 00
55 EIG
59 0 HT [k
63 0
67
71
SW
75
30
7 0
0
0
00
00
00
0
30
0
20
20
10
g]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = -40°C

240 280 320 360 400 440 480 520 560 600
180 DTQ [%]
DF = 1.0 m2
170
0 10 20 30 180
VNE 170
160
160
150
RECOMMENDED 150
140
CRUISE
140
130
MAX RANGE 130
120 CRUISE
120

TRUE AIR SPEED [kt]
110
110
100
100
90
MAX ENDURANCE 90
TRANSMISSION LIMIT
80
80
MCP AEO
70
70
60 60
50 50
GR
40 40
OS
55WEIG
5900 HT
6300
67 0
71 0
7500
7900
8300
8600
S
30 30
0
0
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = -20°C

240 280 320 360 400 440 480 520 560 600
180 DTQ [%] 180
DF = 1.0 m2
0 10 20 30
170 VNE 170
160 160
150 150
140 RECOMMENDED 140

CRUISE
130 MAX RANGE 130
CRUISE
120 120

TRUE AIR SPEED [kt]
110 110
100 100
90 90
MAX ENDURANCE
TRANSMISSION LIMIT
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
O
SS
55WEIG
5900 HT
63 0
67 0
71 0
7500
79 0
83 0
86 0
30
0
0
0
0
0
0
30
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = 0°C

240 280 320 360 400 440 480 520 560 600
180
170
DTQ [%]
DF = 1.0 m2
VNE
0 10 20 30
170
160
160
150
150
RECOMMENDED
140
140 CRUISE
130
130 MAX RANGE
CRUISE 120
120
110

TRUE AIR SPEED [kt]
110
100
100
90
90
TRANSMISSION LIMIT
MAX ENDURANCE
80
80
MCP AEO
70
70
60
60
50 50
GR
40
OS
40
86
55 EIG
59 0 HT [k
63 0
67 0
7100
75
SW
79
83 0
00
30
0
0
0
00
00
0
00
30
20 20
g]
10 10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = 20°C

280 320 360 400 440 480 520 560 600 640
180 DTQ [%]
DF = 1.0 m2 VNE
170
0 10 20 30 160
160 150
150 140
RECOMMENDED
140 CRUISE 130
MAX RANGE
130 CRUISE 120
120 110

TRUE AIR SPEED [kt]
110 100
100
90
90 MAX ENDURANCE
TRANSMISSION LIMIT
80
80
70
MCP AEO
70
60
60
50
50
GR
40
O
40
SS
83 86
55 EIG
59 0
63 0
67 0
71
75
79
00 00 30
W
0
0
0
00
00
00
00
30
20
HT
20
[kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = 40°C

280 320 360 400 440 480 520 560 600 640
180 DTQ [%]
DF = 1.0 m2
160
0 10 20 30 VNE
170
150
160
140
150
RECOMMENDED 130
140 CRUISE
MAX RANGE 120
130 CRUISE
120 110
100

TRUE AIR SPEED [kt]
110
100 90
MAX ENDURANCE
90 80
80 70
70
5 min AEO
MCP AEO
60
60
50
50
86
40
GR
00
OS
40
83 00
55WEIG
59 0 HT [
63 0
67
30
71
S
75 0
7 9
00
0
0
00
00
0
00
30
20
20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = 50°C

280 320 360 400 440 480 520 560 600 640
180 DTQ [%]
DF = 1.0 m2
0 10 20 VNE
170 150
160 140
150
RECOMMENDED 130
140 CRUISE
120
MAX RANGE
130
CRUISE
110
120
100

TRUE AIR SPEED [kt]
110
100 90
MAX ENDURANCE
90 80
80 70
5 min AEO
MCP AEO
70 60
60
50
83
50
00 7
86
40
GR
00
40
OS
90 75
30
0 00
55 EIG
59 0
63
67
SW
71
0
00
00
00
00
30
20
HT
20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = -40°C

240 280 320 360 400 440 480 520 560600
180 DTQ [%] 180
DF = 1.0 m2
0 10 20 30
170 VNE 170
160 160
150 150
140 RECOMMENDED 140
CRUISE
130 MAX RANGE 130
CRUISE
120 120

TRUE AIR SPEED [kt]
110 110
100 100
90 90
MAX ENDURANCE
TRANSMISSION LIMIT
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55WEIG
5900 HT
63 0
67 0
7100
7500
79 0
S
83
8600
30
0
0
0
00
30
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = -20°C

240 280 320 360 400 440 480 520 560600
180
170
DTQ [%]
DF = 1.0 m2
VNE
0 10 20 30
170
160
160
150
150
RECOMMENDED 140
140 CRUISE
130
130 MAX RANGE
CRUISE 120
120
110

TRUE AIR SPEED [kt]
110
100
100
90
90
TRANSMISSION LIMIT
MAX ENDURANCE
80
80
MCP AEO
70
70
60
60
50 50
GR
40
OS
40
86
55WEIG
59 0 HT [
63 0
6700
7100
75 0
S
79
83 0
00
30
0
0
0
00
0
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = 0°C

240 280 320 360 400 440 480 520 560 600
180 DTQ [%]
DF = 1.0 m2 VNE
170
0 10 20 30 160
160 150
150 140
RECOMMENDED
140 130
CRUISE
MAX RANGE
130 120
CRUISE
120 110

TRUE AIR SPEED [kt]
110 100
100
90
90 MAX ENDURANCE
80
TRANSMISSION LIMIT
80
70
70
MCP AEO
60
60
50
50
GR
40
OS
40
83 86
55WEIG
59 0 HT [
63 0
67 0
71
S
75
79 0
00 00 30
0
0
0
00
00
0
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev .3
CRUISE
CLEAN CONFIGURATION
OAT = 20°C

240 280 320 360 400 440 480 520 560 600640
180 DTQ [%] 160
DF = 1.0 m2
0 10 20 30 VNE
170
150
160
140
150
RECOMMENDED 130
140 CRUISE
MAX RANGE 120
130
CRUISE
110
120
100

TRUE AIR SPEED [kt]
110
100 90
MAX ENDURANCE
90 80
TRANSMISSION LIMIT
80 70
70
MCP AEO
60
60
50
50
40
GR
40
OS
86
55WEIG
59 0 HT [
63 0
30
67
71 0
S
75
79 0
83 0
00
0
0
00
0
00
0
0
00
30
20
20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 40°C

240 280 320 360 400 440 480 520 560 600640
180 DTQ [%]
DF = 1.0 m2
0 10 20 VNE 150
170
160 140
150 130
RECOMMENDED
140 CRUISE 120
130 MAX RANGE
CRUISE 110
120
100

TRUE AIR SPEED [kt]
110
90
100
MAX ENDURANCE 80
90
80 70
5 min AEO
MCP AEO
70 60
60 50
86
00
50
40
83 79 50 0
GR
00 00 0
40
OS
30
7
55 EIG
59 0
63
67
SW
71 0
0
00
00
0
0
30
20
HT
20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = -40°C

240 280 320 360 400 440 480 520560600
180 DTQ [%]
DF = 1.0 m2 VNE 170
0 10 20 30
170
160
160
150
150
140
140 RECOMMENDED
CRUISE 130
130 MAX RANGE
CRUISE 120
120
110

TRUE AIR SPEED [kt]
110
100
100
90
90 MAX ENDURANCE
80
TRANSMISSION LIMIT
80
70
70
MCP AEO
60
60
50 50
GR
40
OS
40
55WEIG
59 0 HT [
63 0
6700
7100
75 0
S
79
83 0
30
0
0
0
00
0
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = -20°C

240 280 320 360 400 440 480 520560600
180 DTQ [%]
DF = 1.0 m2 VNE
170
0 10 20 30 160
160 150
150 140
140 RECOMMENDED 130

CRUISE
MAX RANGE
130 120
CRUISE
120 110

TRUE AIR SPEED [kt]
110 100
100
90
90 MAX ENDURANCE
80
TRANSMISSION LIMIT
80
70
70
MCP AEO
60
60
50
50
GR
40
OS
40
83
55WEIG
59 0 HT [
63 0
67 0
71
S
75
79 0
00 30
0
0
0
00
00
0
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 0°C

240 280 320 360 400 440 480 520 560600640
180 DTQ [%] 160
DF = 1.0 m2
0 10 20 30 VNE
170 150
160
140
150
130
140 RECOMMENDED
CRUISE
MAX RANGE 120
130 CRUISE
110
120
100

TRUE AIR SPEED [kt]
110
100 90
MAX ENDURANCE
90 80
TRANSMISSION LIMIT
80 70
70
MCP AEO
60
60
50
50
40
GR
OS
40
30
55 EIGH
59 0
63 0
67
71 0
SW
75
79 0
83 0
0
0
00
0
00
0
0
00
30
20
20
T[
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 20°C

240 280 320 360 400 440 480 520 560600640
180 DTQ [%]
0
DF = 1.0 m2
10 20 VNE 150
170
160 140
150 130
RECOMMENDED
140 CRUISE 120
130 MAX RANGE
CRUISE 110
120
100

TRUE AIR SPEED [kt]
110
90
100
MAX ENDURANCE 80
90
80 70
70 60
5 min AEO
MCP AEO
60 50
50
40
GR
40
O
83 9 0
SS
30
00 00
55 EIG
59 0
63
67
71 0
75 0
7
W
0
00
00
0
0
0
30
20
HT
20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 40°C

240 280 320 360 400 440 480 520560600640
180 DTQ [%] 150
DF = 1.0 m2
0 10 20
170 VNE
140
160
130
150
RECOMMENDED
CRUISE 120
140
130 110
MAX RANGE
120 CRUISE 100

TRUE AIR SPEED [kt]
110 90
100
80
MAX ENDURANCE
90
70
80
5 min AEO
MCP AEO
70 60
60 83
00 50
79 50 710
00 0 0 67
7
50 40
GR
40
OS
30
55WEIG
59
63
S
00 H
00
00
00
30
20
20
T[
kg
10
10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = -40°C

200 240 280 320 360 400 440 480520 560
180 DTQ [%]
DF = 1.0 m2 VNE
170
0 10 20 30
160
160 150
150 140
140 RECOMMENDED 130

CRUISE
130 MAX RANGE 120
CRUISE
120 110

TRUE AIR SPEED [kt]
110
100
100
90
90 MAX ENDURANCE
80
80
70
70
60
5 min AEO
MCP AEO
60
50
50
GR
40
OS
40
83
55WEIG
59 0 HT [
63 0
67 0
71
S
75
79 0
00 30
0
0
0
00
00
0
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = -20°C

240 280 320 360 400 440 480520560600
180 DTQ [%] 160
DF = 1.0 m2
0 10 20 30
VNE
170 150
160
140
150
130
RECOMMENDED
140
CRUISE
MAX RANGE 120
130 CRUISE
110
120
100

TRUE AIR SPEED [kt]
110
100 90
MAX ENDURANCE
90 80
80 70
70
5 min AEO
MCP AEO
60
60
50
50
40
GR
OS
40
30
55WEIG
59 0 HT [
63 0
67
71 0
S
75
79 0
83
0
0
00
0
00
0
00
00
30
20
20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 0°C

240 280 320 360 400 440 480 520560600640
180 DTQ [%]
0
DF = 1.0 m2
10 20 VNE 150
170
140
160
150 130
RECOMMENDED
140 CRUISE 120
130 MAX RANGE 110

CRUISE
120
100

TRUE AIR SPEED [kt]
110
90
100
MAX ENDURANCE 80
90
80 70
70 60
5 min AEO
MCP AEO
60 50
50
40
GR
83 7 00
40
OS
00 90
30
55WEIG
59
63
67
S
71 0
75
00 H
00
00
0
00
30
0
20
20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 20°C

240 280 320 360 400 440 480 520560600 640
180 DTQ [%]
DF = 1.0 m2
0 10 20
170 VNE 140
160
130
150
RECOMMENDED 120
140 CRUISE
110
130
MAX RANGE
120 100
CRUISE

TRUE AIR SPEED [kt]
110 90
100
80
MAX ENDURANCE
90
70
80
5 min AEO
60
MCP AEO
70
60 50
50 40
83 79 750 00
GR
00 00 0
40
OS
30
55WEIG
59
63
67
71 0
S
00 H
00
00
0
30
20
20
T[
kg
10
10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 40°C

240 280 320 360 400 440 480 520560600 640
180 DTQ [%]
0
DF = 1.0 m2
10 20
140
170
VNE
160 130
150
RECOMMENDED
120
CRUISE
140
110
130
100
120 MAX RANGE
CRUISE
90

TRUE AIR SPEED [kt]
110
100 80
MAX ENDURANCE
90
70
80
60
70
83 00 0
50
79 50 00 00 00 00
00
60
7 71 7 63 59
50 40
6
GR
40 30
OS
55WEIG
S
30
00 H
20
5 min AEO
MCP AEO
20
T[
10
kg
10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -40°C

280 320 360 400 440 480 520 560 600 640
180 DTQ [%] 200
DF = 1.0 m2
0 10 20 30 40
170 190
160 180
150 VNE 170

RECOMMENDED
CRUISE 160
140
150
130 MAX RANGE
CRUISE 140
120
130

TRUE AIR SPEED [kt]
110
120
100 110
90 100
80 90
TRANSMISSION LIMIT
MAX ENDURANCE
70 80
MCP AEO
70
60
60
50
50
GR
40
40
OS
55 EIG
5900 HT
6300
6700
7100
75 0
7900
8300
8600
SW
30
30
0
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = -20°C

280 320 360 400 440 480 520 560 600 640
180
190
DTQ [%]
DF = 1.0 m2
0 10 20 30
170
180
160 VNE 170
150 RECOMMENDED 160
CRUISE
140 150
MAX RANGE
130 CRUISE 140
120 130
120

TRUE AIR SPEED [kt]
110
100 110
100
90
90
TRANSMISSION LIMIT
80 MAX ENDURANCE
80
70
MCP AEO
70
60
60
50
50
GR
40
40
OS
55 EIG
5900 HT
6300
6700
71 0
7500
7900
8300
8600
SW
30 30
0
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 0°C

280 320 360 400 440 480 520 560 600 640
180 DTQ [%]
180
DF = 1.0 m2
0 10 20 30
170
VNE 170
160
160
150 RECOMMENDED
CRUISE 150
140
MAX RANGE 140
130 CRUISE
130
120
120

TRUE AIR SPEED [kt]
110
110
100
100
90
MAX ENDURANCE
90
TRANSMISSION LIMIT
80
80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
SW
59 00
63 0
67
71 0
7500
7900
8300
55 IGH
8600
30 30
0
00
0
00
E
20 20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 10°C

280 320 360 400 440 480 520 560 600 640 680
180 DTQ [%]
DF = 1.0 m2 180
0 10 20 30
170
VNE 170
160
160
150 RECOMMENDED
CRUISE
150
140
MAX RANGE 140
130 CRUISE
130
120 120

TRUE AIR SPEED [kt]
110 110
100 100
90 90
MAX ENDURANCE
TRANSMISSION LIMIT
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55 EIGH
5900
63 0
67
7100
7500
7900
83 0
SW
8600
30 30
0
00
00
20 20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = -40°C

280 320 360 400 440 480 520 560 600 640
180 DTQ [%]
DF = 1.0 m2 190
0 10 20 30
170
180
160 VNE 170
150 RECOMMENDED 160
CRUISE
140 150
MAX RANGE
130 140
CRUISE
120 130

TRUE AIR SPEED [kt]
110 120
100 110
100
90
90
TRANSMISSION LIMIT
80 MAX ENDURANCE
80
70
MCP AEO
70
60
60
50
50
GR
40
40
OS
55 EIG
5900 HT
6300
6700
71
7500
7900
83 00
8600
SW
30 30
0
00
0
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = -20°C

280 320 360 400 440 480 520 560 600 640
180 DTQ [%]
180
DF = 1.0 m2
0 10 20 30
170
VNE 170
160
160
150 RECOMMENDED
CRUISE 150
140
MAX RANGE 140
130 CRUISE
130
120
120

TRUE AIR SPEED [kt]
110
110
100
100
90
MAX ENDURANCE
90
TRANSMISSION LIMIT
80
80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55 EIG
5900 HT
6300
67 0
71 0
7500
7900
8300
8600
SW
30 30
0
0
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 0°C

280 320 360 400 440 480 520 560 600 640
180 DTQ [%] 180
DF = 1.0 m2
0 10 20 30
170 VNE 170
160 160
150 RECOMMENDED 150

CRUISE
140
MAX RANGE
140
CRUISE
130 130
120 120

TRUE AIR SPEED [kt]
110 110
100 100
90 90
MAX ENDURANCE
TRANSMISSION LIMIT
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55 EIGH
5900
63 0
67 0
71 0
7500
79 0
SW
83 0
86 0
30
0
0
0
0
0
0
30
00
20 20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 10°C

280 320 360 400 440 480 520 560 600 640
180 DTQ [%]
DF = 1.0 m2
0 10 20 30
VNE 170
170
160
160
150
150 RECOMMENDED
CRUISE 140
140 MAX RANGE
CRUISE
130
130
120 120
110

TRUE AIR SPEED [kt]
110
100 100
90 90
TRANSMISSION LIMIT
MAX ENDURANCE
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55 EIG
59 0 HT [k
63 0
6700
71 0
75 0
SW
79 0
83
8600
30
0
0
0
0
0
00
00
30
20 20
g]
10 10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = -40°C

240 280 320 360 400 440 480 520 560 600
180 DTQ [%]
DF = 1.0 m2
170
0 10 20 30 180
VNE 170
160
160
150 RECOMMENDED
CRUISE 150
140
MAX RANGE 140
130 CRUISE
130
120
120

TRUE AIR SPEED [kt]
110
110
100
100
90
90
MAX ENDURANCE
TRANSMISSION LIMIT
80
80
MCP AEO
70
70
60 60
50 50
GR
40 40
O
SS
55 EIGH
5900
6300
67
71 0
7500
7900
8300
8600
30 30
W
00
0
00
20 20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = -20°C

240 280 320 360 400 440 480 520 560 600 640
180 DTQ [%] 180
DF = 1.0 m2
0 10 20 30
170 VNE 170
160 160
RECOMMENDED
150 150
CRUISE
140 140
MAX RANGE
130 CRUISE 130
120 120

TRUE AIR SPEED [kt]
110 110
100 100
90 90
TRANSMISSION LIMIT
MAX ENDURANCE
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55 EIG
59 0
63 0
67
7100
7500
79 0
SW
83 0
86 0
30
0
0
00
0
0
0
30
00
20
HT
20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 0°C

280 320 360 400 440 480 520 560 600 640
180
170
DTQ [%]
DF = 1.0 m2 VNE
0 10 20 30
170
160
160
150
RECOMMENDED
150
CRUISE
140
140 MAX RANGE
CRUISE 130
130
120
120
110

TRUE AIR SPEED [kt]
110
100
100
90
90 MAX ENDURANCE TRANSMISSION LIMIT
80
80
MCP AEO
70
70
60
60
50 50
GR
40
OS
40
86
55 EIG
59 0
63 0
67
7100
75 0
SW
79
83 0
00
30
0
0
00
0
00
0
00
30
20
HT
20
[kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 10°C

280 320 360 400 440 480 520 560 600640
180 DTQ [%] 170
DF = 1.0 m2 VNE
0 10 20 30
170 160
160 150
150 RECOMMENDED
CRUISE 140
140 MAX RANGE 130
CRUISE
130
120
120
110

TRUE AIR SPEED [kt]
110
100
100
90
90 MAX ENDURANCE
80
80
5 min AEO
MCP AEO
70
70
60
60
50
50
GR
40
OS
40
86
55 EIG
59 0 HT [k
63 0
67 0
71 0
75
SW
79
83 0
00 30
0
0
0
0
00
00
0
00
30
20 20
g]
10 10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = -40°C

240 280 320 360 400 440 480 520 560600
180 DTQ [%] 180
DF = 1.0 m2
0 10 20 30
170 VNE 170
160 160
150 RECOMMENDED 150
CRUISE
140 140
MAX RANGE
130
CRUISE 130
120 120

TRUE AIR SPEED [kt]
110 110
100 100
90 90
MAX ENDURANCE
TRANSMISSION LIMIT
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55 EIGH
5900
63 0
67
7100
7500
79 0
SW
83
8600
30
0
00
0
00
30
00
20 20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = -20°C

240 280 320 360 400 440 480 520 560600640
180
170
DTQ [%]
DF = 1.0 m2
VNE
0 10 20 30
170
160
160
150
RECOMMENDED
150 CRUISE
140
140 MAX RANGE
CRUISE 130
130
120
120
110

TRUE AIR SPEED [kt]
110
100
100
90
90
TRANSMISSION LIMIT
MAX ENDURANCE
80
80
MCP AEO
70
70
60
60
50 50
GR
40
OS
40
86
55 EIG
59 0
63 0
67
71
75 0
SW
79
83 0
00
30
0
0
0
0
0
00
0
00
30
0
0
20
HT
20
[kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 0°C

240 280 320 360 400 440 480 520 560 600640
180 DTQ [%]
DF = 1.0 m2 VNE
170
0 10 20 30 160
160 150
RECOMMENDED
150 140
CRUISE
140 130
MAX RANGE
CRUISE
130 120
120 110

TRUE AIR SPEED [kt]
110 100
100
90
90 MAX ENDURANCE
80
80
70
5 min AEO
MCP AEO
70
60
60
50
50
GR
40
OS
40
83 86
55 EIGH
59 0
63 0
67
71
SW
75
79 0
00 00 30
0
0
00
00
00
0
00
30
20 20
T[
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 10°C

240 280 320 360 400 440 480 520 560 600640
180 DTQ [%]
DF = 1.0 m2
VNE 160
0 10 20 30
170
150
160
140
150 RECOMMENDED
CRUISE
130
140 MAX RANGE
CRUISE
130 120
120 110

TRUE AIR SPEED [kt]
110 100
100 90
90 MAX ENDURANCE
80
80
70
5 min AEO
MCP AEO
70
60
60
50
50
86 8
GR
40
00300 79 0
OS
40
55 EIGH
59 0
63 0
67
71
SW
30
75
0
0
00
00
00
0
00
30
20
20
T[
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = -40°C

240 280 320 360 400 440 480 520560600
180 DTQ [%]
DF = 1.0 m2 170
0 10 20 30
170 VNE
160
160
150
RECOMMENDED
150
CRUISE
140
140
MAX RANGE 130
130
CRUISE
120
120
110

TRUE AIR SPEED [kt]
110
100
100
90
90 MAX ENDURANCE
80
80
70
5 min AEO
MCP AEO
70
60
60
50 50
GR
40 40
OS
55 EIG
59 0
63 0
6700
71 0
75 0
SW
79
83 0
30
0
0
0
0
00
0
00
30
20
HT
20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
Figure 9-51 Cruise (PA 8000 ft, OAT -40 C)

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = -20°C

240 280 320 360 400 440 480 520 560600640
180 DTQ [%]
DF = 1.0 m2 VNE
170
0 10 20 30 160
160 150
RECOMMENDED
150 CRUISE 140
140 130
MAX RANGE
130 CRUISE 120
120 110

TRUE AIR SPEED [kt]
110 100
100
90
90 MAX ENDURANCE
TRANSMISSION LIMIT
80
80
70
MCP AEO
70
60
60
50
50
GR
40
OS
40
83
55 EIG
59 0
63 0
67
71
SW
75
79 0
00 30
0
0
00
00
00
0
00
30
20
HT
20
[kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 0°C

240 280 320 360 400 440 480 520560600640
180 DTQ [%] 160
DF = 1.0 m2
0 10 20 30 VNE
170 150
160
140
RECOMMENDED
150 CRUISE
130
140
MAX RANGE 120
130 CRUISE
110
120
100

TRUE AIR SPEED [kt]
110
100 90
MAX ENDURANCE
90 80
80 70
5 min AEO
MCP AEO
70
60
60
50
50
40
GR
83
00
OS
40
30
55 EIGH
59 0
63 0
67
71 0
SW
75
79 0
0
0
00
0
00
0
00
30
20
20
T[
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 10°C

240 280 320 360 400 440 480 520 560600640
180 DTQ [%]
DF = 1.0 m2
0 10 20 VNE 150
170
160 140
RECOMMENDED
150 CRUISE 130
140
120
MAX RANGE
130 CRUISE
110
120
100

TRUE AIR SPEED [kt]
110
90
100
MAX ENDURANCE 80
90
80 70
5 min AEO
MCP AEO
70 60
60
50
83 79 75 7 00
50
00 00 00 10
40
GR
40
OS
30
55 EIGH
59 0
63
SW
67
0
00
00
30
0
20
20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = -40°C

240 280 320 360 400 440 480520560
180 DTQ [%]
DF = 1.0 m2
170
0 10 20 30
160
VNE
160 150
150 RECOMMENDED 140

CRUISE
140 130
MAX RANGE
130 120
CRUISE
120 110

TRUE AIR SPEED [kt]
110
100
100
90
90 MAX ENDURANCE
80
80
70
5 min AEO
MCP AEO
70
60
60
50
50
40
GR
40
OS
55 EIGH
59 0
63 0
83 0
67
30
71
75
SW
79 0
00
0
0
00
00
00
0
0
30
20 20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = -20°C

240 280 320 360 400 440 480 520560600
180 DTQ [%] 160
DF = 1.0 m2
0 10 20 30
VNE
170 150
160
140
RECOMMENDED
150 CRUISE
130
140
120
130 MAX RANGE
CRUISE
110
120
100

TRUE AIR SPEED [kt]
110
100 90
MAX ENDURANCE
90 80
80 70
5 min AEO
MCP AEO
70
60
60
50
50
40
GR
83 7 0
OS
40
00 90
30
55 EIGH
59 0
63 0
67
71 0
SW
75
0
0
00
0
00
0
30
0
20
20
T[
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 0°C

240 280 320 360 400 440 480520560600 640
180 DTQ [%]
0
DF = 1.0 m2
10 20 VNE 150
170
140
160
RECOMMENDED
150 CRUISE 130
140 120
130 110
MAX RANGE
CRUISE
120
100

TRUE AIR SPEED [kt]
110
90
100
MAX ENDURANCE 80
90
80 70
5 min AEO
MCP AEO
70 60
60 50
83 79 75
00 00 00 71
50
40
GR
40
OS
30
55 EIGH
59
63
67
SW
00
00
00
00
00
30
20
20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
CRUISE
CLEAN CONFIGURATION
OAT = 10°C

240 280 320 360 400 440 480 520560600640
180 DTQ [%]
DF = 1.0 m2
150
0 10 20
170 VNE
140
160
RECOMMENDED 130
150 CRUISE
140 120
130 MAX RANGE 110

CRUISE
120 100

TRUE AIR SPEED [kt]
110
90
100
MAX ENDURANCE 80
90
70
80
5 min AEO
MCP AEO
70 60
60 50
83790 500 00 00 00
00 0
7
50 40
7 1
GR
40
OS
30
55 EIGH
59
SW
63
00
00
30
20
20
T[
kg
10
10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]

Rev. 2
RANGE AND ENDURANCE
DISTANCE [km]
0 200 400 600 800 1000 1200 1400 1600 1800
TR
UE
AI
18 RS
0 PE
ED
[k
t]
Figure
16
0
00
18
]
[kg
FOR 9-59
14
0
EL
FU
0
00
00
200
LE
120
14
16
800
12
400
600
100
0
AB
IL
A
TRAINING
AV
100
Document
AW189 RFM
Range and
N° 189G0290X002
ONLY
80
60
Endurance
0 100 200 300 400 500 600 700 800 900 1000
DISTANCE [nm]
8
6
AV
AIL
AB
5 LE
FU
EL
[kg
] 1
160 80
4 0 0
140
0
120
0
ENDURANCE [h]
3
1000
800
2
600
400
1
200
0
200 250 300 350 400 450 500 550 600
Issue 1

Supplemental Performance
Page 9-63
Section 9
Information
Section 9 AW189 RFM

CRUISE OEI
CLEAN CONFIGURATION
OAT = -40°C
ELECTRICAL LOAD: 100% HEATER OFF

200 240 280 320 360 400
150 DTQ [%]
DF = 1.0 m2
0 10 20 30 40 160
140
150
130
VNE 140
120
MAX RANGE 130
110 CRUISE
120
100 110
TRUE AIR SPEED [kt]

90 100
80 90
MAX ENDURANCE
TRANSMISSION LIMIT 80
70
70
60
60
50 86
83 00
0 50
79 0
40 00
75
00 40
71
30 67 00
GR 55 5 63 00
30
MCP OEI
OS 00 900 00
20 S 20
W
EI
GH
10 T
[k 10
g]
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-60 Cruise OEI (PA 0 ft, OAT -40° C), Anti Ice OFF

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -20°C

200 240 280 320 360 400
150 DTQ [%] 160
DF = 1.0 m2
0 10 20 30 40
140 150
VNE
130 140
RECOMMENDED
CRUISE
120 130
MAX RANGE
110
CRUISE 120
110
100
TRUE AIR SPEED [kt]
100

90
90
80 MAX ENDURANCE
80
TRANSMISSION LIMIT
70
70
60
60
86
50 83 00
79 0
0 50
00
40 75
00 40
71
G 00
30 67
RO 5 6 0 30
SS 55 900 300 0
MCP OEI
W 0 0
20 EI
G 20
HT
[k
10 g] 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 0°C

200 240 280 320 360 400
150 DTQ [%]
0 10
DF = 1.0 m2
20 30 40
150
140
VNE 140
130 RECOMMENDED
CRUISE 130
120
MAX RANGE
120
CRUISE
110
110
100
100
TRUE AIR SPEED [kt]

90
MAX ENDURANCE
90
80
80
TRANSMISSION LIMIT
MCP OEI
70
70
60 60
86
0
83 0
50 00
79 50
00
75
40 G 00 40
RO 71
SS 00
30 W 5 5 63 6 30
EI 500 900 00 700
G
HT
20 [k
g] 20
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-62 Cruise OEI (PA 0 ft, OAT 0° C), Anti Ice OFF

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 20°C

240 280 320 360 400
150 DTQ [%]
150
DF = 1.0 m2
0 10 20 30
140 VNE 140
130 RECOMMENDED 130

CRUISE
120 MAX RANGE 120
CRUISE
110 110
100 100
TRUE AIR SPEED [kt]

90 90
MAX ENDURANCE TRANSMISSION LIMIT
80 80
MCP OEI
70 70
60 86 60
83 00
00
50 79
00 50
75
00
40 71 40
G 00
RO 6
30 SS 55 590 63 700 30
0 00
W 00
EI
G 20
20 HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-63 Cruise OEI (PA 0 ft, OAT +20° C), Anti Ice OFF

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 40°C

240 280 320 360 400
150 DTQ [%]
0
DF = 1.0 m2
10 20 30
VNE 140
140
RECOMMENDED 130
130 CRUISE
120
120 MAX RANGE
CRUISE
110
110
100
100
TRUE AIR SPEED [kt]
90

90
TRANSMISSION LIMIT
MAX ENDURANCE
80
80
70
70
86 60
60 83 00
0
79 0
00 50
50 75
00
71 40
40 00
G 67
RO
SS 55 59 63 00 30
30 00 00
W 00
EI
G 20
20 HT
MCP OEI
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 50°C

240 280 320 360 400 440
150 DTQ [%]
DF = 1.0 m2
140
VNE
0 10 20 30
140
130
RECOMMENDED
130 CRUISE
120
MAX RANGE
120 CRUISE
110
110
100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
70
2.5 min OEI
70
83 60
60 0
79 0 860
00 0 50
50 75
00
71 40
40 00
G 67
RO 0
30 SS 550 590 63 0 30
00
W 0 0
EI
G 20
20 HT
[k
MCP OEI
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 55°C

240 280 320 360 400
150 DTQ [%] 140
DF = 1.0 m2 VNE
0 10 20 30
140
130
RECOMMENDED
130 CRUISE
120
120 MAX RANGE
CRUISE 110
110
100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
70
2.5 min OEI
70
86
83 00 60
60 79 00
00
75
00 50
50
71
G
00 40
40 RO 67
SS 00
W 55 5 6 30
30 EI 00 900 300
G
HT
20
[k
g] 20
MCP OEI
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -40°C

200 240 280 320 360 400
150 DTQ [%] 160
DF = 1.0 m2
0 10 20 30 40
140 150
VNE
130 140
RECOMMENDED
120 CRUISE 130
MAX RANGE
110 CRUISE 120
110
100
TRUE AIR SPEED [kt]
100

90
90
80 MAX ENDURANCE
80
70
70
60
2.5 min OEI
86 60
83 00
0
50 79 0
00 50
75
00
40 71
00 40
6
G 6 70
30 RO 59 300 0 30
SS 55 0 0
W 00
MCP OEI
20 EI
G 20
HT
[k
10 g] 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -20°C

200 240 280 320 360 400
150 DTQ [%]
0 10
DF = 1.0 m2
20 30 40
150
140
VNE 140
130 RECOMMENDED
CRUISE 130
120 MAX RANGE
CRUISE 120
110
110
100
100
TRUE AIR SPEED [kt]

90
MAX ENDURANCE
90
80
80
70
70
2.5 min OEI
60 86 60
0
83 0
0
50 79 0 50
00
75
00
40 71 40
G 00
RO 67
SS 5 0
30
W 0
50 590 630 0 30
0 0
EI
G
MCP OEI
20 HT 20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 0°C

200 240 280 320 360 400
150 DTQ [%]
150
DF = 1.0 m2
0 10 20 30
140 VNE 140
130 RECOMMENDED 130

CRUISE
120 120
MAX RANGE
CRUISE 110
110
100 100
TRUE AIR SPEED [kt]

90 90
MAX ENDURANCE
80 80
MCP OEI
70 70
2.5 min OEI
60 86 60
83 00
00
79 50
50 00
75
00
40 71 40
G 67 00
RO 00
30 SS 55 59 6
00 300 30
W 0 0
EI
G 20
20 HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-69 Cruise OEI (PA 2000 ft, OAT 0 C), Anti Ice OFF

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 20°C

200 240 280 320 360 400
150 DTQ [%]
DF = 1.0 m2 VNE 140
0 10 20 30
140
130
RECOMMENDED
130
CRUISE
120
120 MAX RANGE
CRUISE
110
110
100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
TRANSMISSION LIMIT
80
80
MCP OEI
70
70
86 60
60 83 00
00
79
00 50
50 75
00
71 40
40 0
G 67 0
RO 0
SS 55 59 63 0 30
30 00 00
W 00
EI
G
20 HT 20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 40°C

240 280 320 360 400 440
150 DTQ [%]
140
DF = 1.0 m2
0 10 20 30 VNE
140 130
RECOMMENDED
130 CRUISE 120
MAX RANGE
120 CRUISE 110
110
100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
70
70
86 60
0
2.5 min OEI
60 83 0
00
79
75 0
0 50
50 00
71
00 40
40 67
G 0
RO 59 630 0
SS 55 00 0 30
30 0
W 0
EI
G 20
20 HT
[k
MCP OEI
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 50°C

240 280 320 360 400
150 DTQ [%]
DF = 1.0 m2
140
0 10 20 30 VNE 130
RECOMMENDED
130 CRUISE 120
MAX RANGE
120 CRUISE 110
110 100
100 90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
70
70 86
00
60
83
79
2.5 min OEI
00
60 0
75 0
00
50
67 710
50 00 0
G 40
63 00
RO
00
40 SS
59
W
55
EI 30
00
G
30 HT
[k
g] 20
20
MCP OEI
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-72 Cruise OEI (PA 2000 ft, OAT +50°C), Anti Ice OFF

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
ROTOR SPEED:102%
OAT = -40°C
ENGINE ANTI-ICE OFF FUEL CONSUMPTION [kg/h]

HEATER OFF
200 240 280 320 360
150 DTQ [%]
0 10
DF = 1.0 m2
20 30 40
150
140
VNE 140
130
130
120
MAX RANGE 120
110 CRUISE
110
100
100
TRUE AIR SPEED [kt]

90
90
MAX ENDURANCE
80
80
70
70
86
60 83 60
00
79 00
2.5 min OEI
0
50 75 0
00 50
71
00
40 67
00 40
G 6
RO 59 300
30 SS 550 00 30
W 0
MCP OEI
EI
20 G 20
HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
ROTOR SPEED:102%
OAT = -20°C

HEATER OFF
200 240 280 320 360
150 DTQ [%]
150
DF = 1.0 m2
0 10 20 30
140 VNE 140
130 RECOMMENDED 130

CRUISE
120 120
MAX RANGE
CRUISE
110 110
100 100
TRUE AIR SPEED [kt]

90 90
MAX ENDURANCE
80 80
70 70
8
83 600
2.5 min OEI
60
MCP OEI
60 0
79 0
00
50 75
0 50
71 0
00
67 40
40 00
G 63
RO 00
30 SS 55 590 30
W 00 0
EI
G 20
20 HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 0°C

200 240 280 320 360 400
150 DTQ [%]
DF = 1.0 m2 VNE 140
0 10 20 30
140
130
RECOMMENDED
130
CRUISE
120
120 MAX RANGE
CRUISE 110
110
100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
70
70
8
83 600
2.5 min OEI
60
MCP OEI
0
60 79 0
00
75
00 50
50
71
0
67 0 40
40 00
G 63
RO 0
30 SS 55 590 0 30
W 00 0
EI
G
20 HT 20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
ROTOR SPEED:102%
OAT = 20°C

HEATER OFF
200 240 280 320 360 400
150 DTQ [%]
DF = 1.0 m2
0 10 20 30 VNE
140 130
RECOMMENDED
130 CRUISE 120
120 MAX RANGE

110
CRUISE
110
100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
70
70
86
83 00 60
00
60 79
0
75 0
00 50
50 71
00
67
40
40 0
G 63 0
RO 0
SS 55 59 0 30
30 0 00
2.5 min OEI
W 0
EI
G 20
MCP OEI
20 HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 40°C

200 240 280 320 360 400
150 DTQ [%]
0
DF = 1.0 m2
10 20 30
130
140 VNE
RECOMMENDED 120
130 CRUISE
MAX RANGE
110
120 CRUISE
110 100
100 90
TRUE AIR SPEED [kt]

MAX ENDURANCE
90 80
80 70
8
70 83 600
00 60
79
75
2.5 min OEI
00
60 0
7 0
67 100 50
00
50 G
R 63
O
SS 00 40
40 W
EI
G 59
H
T
00 30
30 [k 550
g] 0
20
20
MCP OEI
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 50°C

240 280 320 360 400
150 DTQ [%]
DF = 1.0 m2
130
0 10 20 30
140 VNE
RECOMMENDED 120
130 CRUISE
MAX RANGE 110
120 CRUISE
100
110
90
100
TRUE AIR SPEED [kt]

MAX ENDURANCE
90 80
80 70
86
83
00
70 60
00
79
75
00
00
2.5 min OEI
60 71
MCP OEI
00
50
50 67
00
63 40
00
40 59
G
RO
00 30
30 SS 550
W 0
EI 20
20 G
HT
[k
10
g] 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -40°C

200 240 280 320
150 DTQ [%] 150
DF = 1.0 m2
0 10 20 30
140 VNE 140
130 130
120 120
110 110
100 100
TRUE AIR SPEED [kt]

90 90
MAX ENDURANCE
80 80
70 70
86 830
00 0
60
79
60
00
75
71
00
50 0 50
67 0
00
63
40
MCP OEI
40 00
G 59
RO 00
30 SS 55 30
W 00
EI
G 20
20 HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -20°C

200 240 280 320 360
150 DTQ [%]
DF = 1.0 m2 VNE 140
0 10 20 30
140
130
130 RECOMMENDED
CRUISE 120
120 MAX RANGE
CRUISE 110
110
100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
70
70
86 0
83 900
00
60
0
7
60 75
00
71 50
50 00
67
00
MCP OEI
63
00 40
40
G 59
RO 0
30 SS 55 0 30
W 00
EI
G
20 HT 20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 0°C

200 240 280 320 360
150 DTQ [%]
DF = 1.0 m2
0 10 20 30 VNE
140 130
RECOMMENDED
130
CRUISE
120
120 MAX RANGE 110

CRUISE
110 100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
70
86
70 8
00
79 300 60
75 00
60 00
71
00 50
50 67
00
63 40
40 00
2.5 min OEI
G 59
RO
30
MCP OEI
SS 55 00
30 W 0 0
EI
G
HT 20
20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
ROTOR SPEED:102%
OAT = 20°C

HEATER OFF
200 240 280 320 360 400
150 DTQ [%]
DF = 1.0 m2 130
0 10 20 30
140 VNE
RECOMMENDED 120
130 CRUISE
MAX RANGE 110
120
CRUISE
110 100
100 90
TRUE AIR SPEED [kt]

MAX ENDURANCE
90 80
80 70
83
86
70 00
00
79 60
75 00
2.5 min OEI
60 00
71 50
00
50 67
00
63 40
00
40 G
RO 59
00
SS 55 30
30 W 0
EI 0
G
HT
20
MCP OEI
20 [k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 40°C

200 240 280 320 360 400
150 DTQ [%]
130
DF = 1.0 m2
0 10 20 30
140 VNE 120
RECOMMENDED
130
CRUISE 110
MAX RANGE
120 CRUISE
100
110
90
100
TRUE AIR SPEED [kt]
80

MAX ENDURANCE
90
80 70
860
83
0
00
79
70 60
00
75
71
00
00
2.5 min OEI
60 67 50
00
63
50 00
40
59
40 G 00
RO
SS 55 30
30 W 00
EI
G
HT 20
20 [k
g]
MCP OEI
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -40°C

200 240 280 320
150 DTQ [%]
DF = 1.0 m2 140
0 10 20 30
140
130
130
120
120
110
110
100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
70
830
70
79
0
75
00
00 60
60
71
MCP OEI
00
67
00 50
50 63
00
G 59 40
40 RO 00
SS 55
W 0 0
30 EI 30
G
HT
[k
20 g] 20
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -20°C

200 240 280 320
150 DTQ [%]
DF = 1.0 m2
0 10 20 30 VNE
140 130
130 120
120 MAX RANGE CRUISE 110
110 100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
70
830 00
70
0
79 0
60
75
0
60 71
00
67
00 50
50 63
00
G 59 40
40 RO 00
MCP OEI
SS 55
W 00 30
30 EI
G
HT
[k
g 20
20 ]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 0°C

200 240 280 320 360
150 DTQ [%]
DF = 1.0 m2 130
0 10 20 30
140 VNE
120
130 RECOMMENDED
CRUISE
110
120 MAX RANGE
CRUISE
100
110
100 90
TRUE AIR SPEED [kt]

MAX ENDURANCE
90 80
80 70
83
00
70
79
60
00
75
00
71
2.5 min OEI
60 00
67
00
50
50 63
00
40
59
40 G 00
RO
MCP OEI
SS 55 30
30 W 00
EI
G
HT
[k
20
20 g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 20°C

200 240 280 320 360
150 DTQ [%]
DF = 1.0 m2
0 10 20 30
140
VNE
120
130 RECOMMENDED
CRUISE 110
120 MAX RANGE
CRUISE 100
110
90
100
TRUE AIR SPEED [kt]
80

MAX ENDURANCE
90
80 70
83
79
00
70 00 60
75
00
71
00
2.5 min OEI
60 67 50
00
63
50 G 00
RO
SS
40
59
40 W 00
EI
G 30
HT 55
[k 00
30 g]
20
20
MCP OEI
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 40°C

200 240 280 320 360
150 DTQ [%]
0
DF = 1.0 m2
10 20 30
120
140
VNE
130 RECOMMENDED 110
CRUISE
MAX RANGE
120 CRUISE 100
110 90
100
80
TRUE AIR SPEED [kt]

MAX ENDURANCE
90
830
70
0
80
790
75
60
0
71
00
70 00
67
00
60 63 50
2.5 min OEI
00
59
50 00
G
RO 40
SS 55
40 W 00
EI 30
G
HT
30 [k
g]
20
20
MCP OEI
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -40°C

200 240 280 320
150 DTQ [%]
DF = 1.0 m2
0 10 20 30
140 130
130 120
120 110
110
100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
70
8300
790
70
75
71 60
00
00
60
67
00
63
00 50
50 G 59
RO 00
MCP OEI
SS 55 40
40 W 0 0
EI
G
HT 30
30 [k
g]
20
20
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -20°C

200 240 280 320
150 DTQ [%]
DF = 1.0 m2 130
0 10 20 30
140 VNE
120
130
110
120
100
110
100 90
TRUE AIR SPEED [kt]

MAX ENDURANCE
90 80
8300
80 70
79
00
70
75
60
00
71
00
60 67
00
63 50
00
50
59
G
40
RO
00
SS
55 E
MCP OEI
40
00 IG
W
30
HT
30
[k
g]
20
20
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 0°C

200 240 280 320
150 DTQ [%]
DF = 1.0 m2
0 10 20 30
140
VNE
120
130 RECOMMENDED 110

CRUISE
120 MAX RANGE
CRUISE 100
110
90
100
80
TRUE AIR SPEED [kt]

MAX ENDURANCE
90
8300
80 70
79
75
00
70 60
00
71
67
00
00
60 50
63
00
50 G 59
RO 00 40
SS
55
40 W 0
EI 0
G
HT 30
30 [k
g]
20
2.5 min OEI
20
MCP OEI
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 20°C

200 240 280 320 360
150 DTQ [%]
0
DF = 1.0 m2
10 20
120
140
VNE 110
130 RECOMMENDED
CRUISE
120 MAX RANGE 100
CRUISE
110 90
100
80
TRUE AIR SPEED [kt]

MAX ENDURANCE
90
8300
70
80
790
750
60
0
70
71
0
00
67
00
60 63
00
50
59
00
50 G
RO 40
SS 55
40 W 00
EI 30
G
HT
30 [k
g]
20
20
2.5 min OEI
MCP OEI
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 40°C

200 240 280 320
150 DTQ [%] 120
DF = 1.0 m2
0 10 20
140
110
130 VNE
100
MAX RANGE CRUISE
120
90
110
100 80
TRUE AIR SPEED [kt]

MAX ENDURANCE
90
70
750
80
0
60
710
67
70
00
63 50
60 G
RO 59 00
00
SS
55
50 W 40
0
EI
0
G
HT
40 [k
g] 30
30
20
MCP OEI
2.5 min OEI
20
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -40°C

240 280 320 360 400
150 DTQ [%]
DF = 1.0 m2
0 10 20 30 40 160
140
150
130
VNE 140
120
MAX RANGE 130
110 CRUISE
120
100 110
TRUE AIR SPEED [kt]

90 100
80 90
MAX ENDURANCE
70 80
70
60
MCP OEI
2.5 min OEI
86 60
50 83 00
0
79 0 50
00
40 75
00
G 71 40
RO 5 0
30 SS 50 590 63 670 0
W 0 0 00 0 30
EI
G
20 HT
20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-94 Cruise OEI (PA 0 ft, OAT -40° C), Anti Ice ON

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -20°C

240 280 320 360 400
150 DTQ [%] 160
DF = 1.0 m2
0 10 20 30 40
140 150
130 VNE 140

RECOMMENDED
CRUISE 130
120
MAX RANGE
CRUISE 120
110
110
100
TRUE AIR SPEED [kt]
100

90
90
80 MAX ENDURANCE
80
70
TRANSMISSION LIMIT
70
MCP OEI
60
60
86
50 83 00
79 0
0 50
00
40 75
G 00 40
RO 71
SS 0 0
30 6 30
W 550 590 630 700
EI 0 0 0
G
20 HT 20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 0°C

240 280 320 360 400 440
150 DTQ [%]
0 10
DF = 1.0 m2
20 30 40
150
140
VNE 140
130 RECOMMENDED
CRUISE
130
120 MAX RANGE
CRUISE 120
110
110
100
100
TRUE AIR SPEED [kt]

90
MAX ENDURANCE
90
80
80
70
TRANSMISSION LIMIT 70
MCP OEI
60 60
86
0
83 0
50 00
79 50
00
75
40 00 40
71
G 00
RO
30 SS 550 590 630 670 30
W 0 0 0 0
EI
20 G 20
HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-96 Cruise OEI (PA 0 ft, OAT 0° C), Anti Ice ON

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 10°C

240 280 320 360 400 440
150 DTQ [%] 150
DF = 1.0 m2
0 10 20 30 40
140 VNE 140
RECOMMENDED
130
CRUISE 130
120 MAX RANGE 120
CRUISE
110 110
100 100
TRUE AIR SPEED [kt]

90 90
MAX ENDURANCE
80 80
TRANSMISSION LIMIT
70 70
MCP OEI
60 86 60
0
83 0
00
50 79 50
00
75
40 00 40
71
G 00
RO 67
30 SS 55 59 6 0 0 30
W 00 00 300
EI
20 G 20
HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-97 Cruise OEI (PA 0 ft, OAT +10° C), Anti Ice ON

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -40°C

240 280 320 360 400
150 DTQ [%] 160
DF = 1.0 m2
0 10 20 30 40
140 150
130 VNE 140
120 130
110 120
110
100
TRUE AIR SPEED [kt]
100

90
90
80 MAX ENDURANCE
80
70
70
60 86
2.5 min OEI
83 00 60
MCP OEI
79 00
50 0
75 0 50
00
71
40 00
67 40
00
G 63
30 RO 5 00 30
SS 55 900
W 00
20 EI
G 20
HT
[k
10 g] 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -20°C

240 280 320 360 400
150 DTQ [%]
0 10
DF = 1.0 m2
20 30 40
150
140
VNE 140
130 RECOMMENDED
CRUISE 130
120
MAX RANGE 120
CRUISE
110
110
100
100
TRUE AIR SPEED [kt]

90
90
MAX ENDURANCE
80
80
70
70
MCP OEI
86
2.5 min OEI
60 0 60
83 0
0
79 0
50 75 0
0 50
00
71
40 00 40
67
G 00
RO 5
30 5
SS 500 900 300
6 30
W
EI
20 G
HT 20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 0°C

240 280 320 360 400
150 DTQ [%]
150
DF = 1.0 m2
0 10 20 30
140 VNE 140
130 RECOMMENDED 130

CRUISE
120 MAX RANGE 120

CRUISE
110 110
100 100
TRUE AIR SPEED [kt]

90 90
MAX ENDURANCE
80 80
70 70
MCP OEI
86
2.5 min OEI
60 83 00 60
00
79
50 00 50
75
00
71
40 00 40
G 67
RO 00
30 SS 55 59 63
00 30
W 00 00
EI
G 20
20 HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 10°C

240 280 320 360 400 440
150 DTQ [%]
DF = 1.0 m2
0 10 20 30 VNE 140
140
RECOMMENDED 130
130
CRUISE
120
120 MAX RANGE
CRUISE
110
110
100
100
TRUE AIR SPEED [kt]

90 90
MAX ENDURANCE
80 80
70 70
2.5 min OEI
86
60 83 00 60
00
79
00
50 50
75
00
71
40 00 40
G 67
RO 00
30 SS 55 59 6 30
W 00 00 300
EI
G
20 HT 20
[k
MCP OEI
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -40°C

200 240 280 320 360
150 DTQ [%]
0 10
DF = 1.0 m2
20 30 40
150
140
VNE 140
130
130
120
120
110
110
100
100
TRUE AIR SPEED [kt]

90
90
MAX ENDURANCE
80
80
70
70
MCP OEI
86 00
83 00
00
60 60
79
75
50 00
71
0
50
67 0
00
40 G 63 40
RO 00
SS 59
30 W 55 00
EI 0 30
G 0
HT
20 [k 20
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -20°C

240 280 320 360
150 DTQ [%]
150
DF = 1.0 m2
0 10 20 30
140 VNE 140
130
RECOMMENDED
130
CRUISE
120 MAX RANGE 120
CRUISE
110 110
100 100
TRUE AIR SPEED [kt]

90 90
MAX ENDURANCE
80 80
70 70
86
00
83
60
MCP OEI
60
00
79
00
75
50 71
00 50
00
67
00 40
40 63
G 00
RO 59
00 30
30 SS 55
W 0 0
EI
G 20
20 HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 0°C

240 280 320 360 400
150 DTQ [%]
DF = 1.0 m2 VNE 140
0 10 20 30
140
130
130 RECOMMENDED
CRUISE
120
120 MAX RANGE
CRUISE 110
110
100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
70
70 8
83 600
2.5 min OEI
79 00 60
60 00
75
00
50
50 71
0
67 0
00 40
40 63
G 00
RO
MCP OEI
30 SS 55 59
0
30
W 00 0
EI
G
20 HT 20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 10°C

240 280 320 360 400
150 DTQ [%] 140
DF = 1.0 m2 VNE
0 10 20 30
140
130
RECOMMENDED
130
CRUISE 120
120 MAX RANGE
CRUISE 110
110
100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
70
70
83 8
79 00 600 60
2.5 min OEI
60 0
75 0
00
71 50
50 00
67
00 40
40 63
G 00
RO
SS 550 59 30
30 00
W 0
EI
G 20
20 HT
MCP OEI
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -40°C

200 240 280 320
150 DTQ [%] 150
DF = 1.0 m2
0 10 20 30
140 140
130 130
120 120
110 110
100 100
TRUE AIR SPEED [kt]

90 90
MAX ENDURANCE
80 80
70
860 300
70
8
0
MCP OEI
79
60 60
00
75
0
71 0
00
50 50
67
00
63
00
40 G 59 40
RO 00
SS 55
30 W 00 30
EI
G
HT
20 [k 20
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -20°C

200 240 280 320 360
150 DTQ [%]
DF = 1.0 m2 140
0 10 20 30
140
130
130
120
120
110
110
100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
MCP OEI
70
86 0
70
83 00
00
0
79
75 60
60 00
71
50
00 0
50
67
0
63
00 40
40 G 59
RO 00
5
SS 50 30
30 0
W
EI
G
HT 20
20 [k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 0°C

240 280 320 360
150 DTQ [%]
DF = 1.0 m2
0 10 20 30 VNE
140 130
130 RECOMMENDED 120

CRUISE
120 MAX RANGE 110
CRUISE
110 100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
70
86 00
70
00
83 0
60
79
75
2.5 min OEI
0
60 00
71
00
50
50 67
00
63
00 40
40 59
G 00
MCP OEI
RO
SS 55 30
30 00
W
EI
G
HT 20
20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 10°C

240 280 320 360 400
150 DTQ [%]
DF = 1.0 m2
0 10 20 30 130
140
VNE
130 RECOMMENDED 120

CRUISE
120 MAX RANGE 110

CRUISE
110 100
100 90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
70
86
00
83
70
00
60
79
75
00
0
71 0
2.5 min OEI
60 00
67 50
50 00
G
RO
40
63
SS
00
59
40 W 00
EI 5
G 30
HT 500
30 [k
g]
20
20
MCP OEI
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -40°C

200 240 280 320
150 DTQ [%]
DF = 1.0 m2 140
0 10 20 30
140
130
130
120
120
110
110
100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
8300
70
70
79 0
75
00
60
0
60
71 00
00
67
63 50
50 00
G 59
MCP OEI
R 00 40
40 O
SS 55
W 00
EI
30 G 30
H
T
[k
g] 20
20
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -20°C

200 240 280 320
150 DTQ [%]
DF = 1.0 m2
0 10 20 30
140 130
130 120
120 110
110 100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE
80
80
70
830 00
70
0
79
60
75 100
00
7
60
67
00 50
63
50 00
59
MCP OEI
G 00 40
RO
40 SS 55
W 0 0
EI
G 30
30 HT
[k
g] 20
20
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 0°C

200 240 280 320 360
150 DTQ [%]
DF = 1.0 m2 130
0 10 20 30
140 VNE
120
130 RECOMMENDED
CRUISE 110
120 MAX RANGE
CRUISE
100
110
100 90
TRUE AIR SPEED [kt]

MAX ENDURANCE
90 80
80 70
830
0
79
70
60
00
75
00
71
2.5 min OEI
60
00
67
00 50
63
50 G 00
RO
SS 59
00 40
40 W 55
EI
G 00
HT 30
30 [k
g]
20
20
MCP OEI
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 10°C

240 280 320 360
150 DTQ [%] 130
DF = 1.0 m2
0 10 20 30
140 VNE 120
130 RECOMMENDED
CRUISE 110
MAX RANGE
120 CRUISE
100
110
90
100
TRUE AIR SPEED [kt]

MAX ENDURANCE
90 80
80 70
830
79
0
00
70 60
75 00
00
71
67
2.5 min OEI
60 00
63 50
00
50
59
G
RO 00 40
40 SS 55
W 00
EI 30
G
30 HT
[k
g] 20
20
MCP OEI
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -40°C

200 240 280
150 DTQ [%]
DF = 1.0 m2
0 10 20 30
140 130
130 120
120 110
110
100
100
90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE 80
80
7900
70
750 00
70
71
0
60
67
60
00
63
50
00
50 G
59
MCP OEI
RO
00
SS 55
W 00
40
40 EI
G
HT
[k 30
30 g]
20
20
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = -20°C

200 240 280 320
150 DTQ [%]
DF = 1.0 m2 130
0 10 20 30
140
120
130
110
120
100
110
100 90
TRUE AIR SPEED [kt]

90 MAX ENDURANCE 80
80 70
790
0
75
70
60
71 670 00
00
00 0
60
50
63
G
59 500 IGH
50
RO
40
0
SS
5 E
W
40
30
T
30
[k
2.5 min OEI

g]
20
20
MCP OEI
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 0°C

200 240 280 320
150 DTQ [%]
DF = 1.0 m2
0 10 20 30
140
VNE
120
130 110
120
100
110
90
100
80
TRUE AIR SPEED [kt]

MAX ENDURANCE
90
70
790
80
0
75
60
00
70
71
00
67
00 0
2.5 min OEI
60 50
63
0
59
G 00
50 RO
SS 55 40
W 00
40 EI
G
HT 30
30 [k
g]
20
20
MCP OEI
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
CRUISE OEI
CLEAN CONFIGURATION
OAT = 10°C

200 240 280 320
150 DTQ [%]
DF = 1.0 m2
0 10 20 30 120
140
VNE
130 110
120 100
110
90
100
80
TRUE AIR SPEED [kt]
MAX ENDURANCE

90
7900
70
750
80
0
60
71
70
00
67
00
50
2.5 min OEI
60
63
00
59
00
G
50
RO
55 40
SS
00
W
40
EI
G
30
HT
[k
30
g]
20
20
MCP OEI
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]

Rev. 2
TURN RADIUS INFORMATION

The aircraft Turn Radius in calm air with respect to Angle of Bank and True
Airspeed can be calculated using the chart in Figure 9-118 .
Example
Wanted Turn Radius.
Known TAS: 100 kt
Angle of Bank: 15°
Method Select the chart in Figure 9-118, on the bottom axis from 100 kt
move up vertically to intersect the 15° line then move horizon-
tally left to read a Turn Radius of 0.55 nm.

Rev. 2
TURN RADIUS
3.5
3.25
g]
[de
2.75
E-
GL
2.5
AN
NK
2.25 BA
Turn Radius [nm]
2
5
1.75
1.5
1.25
1 10
0.75
15
0.5
30
0.25 45
0
20 30 40 50 60 70 80 90 100 110 120 130 140
TAS [kt]
189G1580A002 Rev.C ICN-89-A-159000-G-A0126-00002-A-01-1
Figure 9-118 Aircraft Turn Radius

Rev. 2
HELIDECK OPERATIONS
GENERAL
The following information details operations in accordance with CAT.POL.H
310 & 325 PERFORMANCE CLASS 2 (Operations to/from a HELIDECK).
CREW
Take off and Landing can be carried out from the right or left hand seat.
When Take off or Landing is carried out from the left hand seat minimum flight
crew is 2 pilots
ALTITUDE AND TEMPERATURE ENVELOPE

Take Off and Landing Altitude and Temperature limits................. Figure 9-120
WEIGHT
Maximum weight, Anti Ice OFF ............................. Figure 9-121& Figure 9-122
Maximum weight, Anti Ice ON.............................. Figure 9-123& Figure 9-124
WIND CONDITIONS
Take Off with tail wind component is prohibited
TAKE-OFF DECISION POINT (TDP) AND VTOSS

TDP .....................................................................................................20 ft ATS
VTOSS ................................................................................................... 50 KIAS

Rev. 2
Vcoss SELECTION
for PATH 1-2
80
78
76
74
72
e
lin
e
Vcoss [kIAS]
nc
re
70
fe
Re
68
66
64
62
60
0 4 8 12 16 20 24 28 32 36 40
189G1580A002 Rev.C ICN-89-A-155304-G-A0126-00053-A-02-1
Figure 9-119 VCOSS Calculation Chart

Rev. 2
ALL ENGINES OPERATING TAKE-OFF PROFILE

headwind component..
2. Hover — Establish a 5 ft ATS hover, no winds

from rear sectors (090° to 270°).
Note hover PI %
3. Position — Position aircraft with the rotor tips

as coincident as possible with the
deck edge
4. Collective — Raise the collective to Hover PI

+20% or take-off power whichever
occurs first in approximately 2 sec-
onds. Do not exceed maximum
take-off power
5. Take Off Decision Point (TDP) — At TDP, rotate nose to 12° nose
down. Maintain this pitch attitude
until 20 knots groundspeed is indi-
cated using the groundspeed indi-
cator then recover pitch attitude to
0°. Maintain this attitude and accel-
erate to airspeed of VTOSS
(50 KIAS), maintaining collective
position.
6. VTOSS — When VTOSS is achieved adjust

pitch attitude to approximately 5°
nose up, continue climb and accel-
erate to Vy (80 KIAS).
7. VY — At VY, select landing gear up (not

below 200 ft).

Rev. 2
ENGINE FAILURE RECOGNITION BEFORE TDP
1. Collective — Maintain collective setting or lower

collective slightly, if required, to
land.
2. Touchdown — Increase collective to cushion land-

ing as touchdown becomes immi-
nent. Maximum permitted GS at
touchdown 5 kts (9 km/hr).

tive to MPOG.
ENGINE FAILURE AT OR AFTER TDP
1. Cyclic/Collective — Rotate to an attitude of 12° nose

down and adjust collective to con-
tain the NR droop at 90% to accel-
erate to 20 kts groundspeed.
2. Acceleration — At 20 knots groundspeed raise nose

to an attitude of +6° and accelerate
to V TOSS while recovering NR to
101% using 2.5 min power range as
required

climb with 2.5min power range,
maintaining NR at 101% to ensure
full power is being applied.
Landing gear - UP. Continue climb
maintaining NR at 101%

Rev. 2
4. At 1000 ft — Accelerate to VY and continue climb

to final altitude at VY.
DECK EDGE CLEARANCE

The Take Off WAT chart and procedures guarantee a minimum deck edge
clearance of 15 ft in case of an engine failure at or after TDP.
DROP DOWN (BELOW DECK SURFACE) CHARTS

The height loss below deck level during a single engine failure flyaway for
combinations of weight, altitude and temperature is shown in the Charts and
Tables from Figure 9-125 to Figure 9-135.
The required operational clearance from obstacles or hostile environment
must be added to the height loss chart.
The wind effect on height loss, incorporated into the WAT Chart, for Headwind
Component is unfactored.
HELICOPTER LANDING PROCEDURE

See Supplement 4 CAT A Operations Part E.

Rev. 2
AW189
HELIDECK OPERATION ENVELOPE
OAT - [°F]
-50-40-30-20-10 0 10 20 30 40 50 60 70 80 90 110 130
10000
3000
2800
9000
M inimum GW
Hd
2600
permitted
LI
MI
8000 for area A 2400
T
6000 kg
10
00
2200
0
7000
ft
2000
MINIMUM OAT LIMIT
6000 1800

1600
5000
1400
OAT LIM
4000 1200
1000
3000
IT
ISA+40°
800
Hd
2000 600
LI
M
C
IT
HELIDECK 400
30
Hd
00
1000 OPERATION
L IM
ENVELOPE 200
t
IT
-50
Ar
Hd
0 0
00
e a A ft
-74
ft
-200
00
-50 -40 -30 -20 -10 0 10 20 30 40 50 60

OAT - [°C]
ICN-89-A-159200-G-A0126-00001-A-01-1
Figure 9-120 Helideck Operation Envelope

Rev. 2
WAT for DECK EDGE Clearance
ROTOR SPEED: 102% Eng. AI: OFF

Heater: OFF

16.2 16.4 16.6 16.8 17 17.2 17.4 17.6 17.8 18 18.2 18.4 18.6
30
25 7.5
20
10

5
0
15
-10
20
-20
10
2.5
5
30
Hd limit 3000 ft
0 0
40
-5
-2.5
50
-10
73 74 75 76 77 78 79 80 81 82 83 84 85
ICN-89-A-159200-G-A0126-00002-A-01-1
Figure 9-121 Helideck Operation WAT Envelope, Anti Ice OFF

Rev. 2
WAT for DECK EDGE CLEARANCE

Hp [ft] -20 -10 0 10 20 30 40 50 55

-1000 8280 8260 8208 8136 8055 7960 7864 7766
-500 8279 8242 8177 8094 8004 7910 7808 7685
0 8251 8210 8136 8051 7953 7853 7753
500 8200 8159 8093 8000 7902 7797
1000 8139 8093 8024 7941 7845 7741
1500 8070 8020 7949 7867 7772
2000 7961 7933 7870 7785
2500 7855 7823 7769 7704
3000 7748 7713 7657
ICN-89-A-159200-G-A0126-00004-A-01-1
Figure 9-122 Helideck Operation Envelope Table, Anti Ice OFF

Rev. 2
WAT for DECK EDGE Clearance
ROTOR SPEED: 102% Eng. AI: ON

Heater: OFF

16.2 16.4 16.6 16.8 17 17.2 17.4 17.6 17.8 18 18.2 18.4 18.6
30
25 7.5
20

5
15
-1
10
0
2.5
10
5
-20
0 0
-5
-2.5
-10
73 74 75 76 77 78 79 80 81 82 83 84 85
ICN-89-A-159200-G-A0126-00003-A-01-1
Figure 9-123 Helideck Operation Envelope, Anti Ice ON

Rev. 2
WAT for DECK EDGE CLEARANCE

Hp [ft] -20 -10 0 10 20 30 40 50 55

-1000 8249 8260 8208 8136
-500 8213 8210 8169 8094
0 8161 8147 8102 8034
500 8085 8082 8030 7959
1000 7981 7988 7957 7882
1500 7880 7883 7853 7794
2000 7778 7776 7746 7684
2500 7663 7669 7637 7576
3000 7530 7548 7526
ICN-89-A-159200-G-A0126-00005-A-01-1
Figure 9-124 Helideck Operation Envelope Table Anti Ice ON

Rev. 2
AW189 RFM Section 9
Document Supplemental Performance
N° 189G0290X002 Information
WEIGHT FACTOR CHART

-2 0 2 4 6 8
50
00
00
40
59
62
30
00
65
20
10
00
68
00
00
0
74
71
00
00
77
80
-10
00
00
83
86
-20
OAT - [°C]
________
ISA+40°C GW (kg)
------- ________
-1 0 1 2 3 6.5 7 7.5 8 8.5 9

ICN-89-A-159200-G-A0126-00006-A-01-1
Figure 9-125 Weight Factor Chart

Rev. 2
Section 9 AW189 RFM

Rev. 2
AW189 RFM Section 9
HEIGHT LOSS
Below HELIDECK LEVEL
Eng. AI: OFF
Heater: OFF
Pressure Altitude - [m x 100] UNFACTORED HEADWIND - [m/s]

8 6 4 2 0 -2 0 5 10 15 20 25
OAT - [°C] HEIGHT LOSS

________ ________
ISA+40°C
-------
60
40
20
Hd limit 3000 ft 50
0
40
80
30
20
10 0 0
10 120
14
0
-10
-20
3 2 1 0 -1 10 20 30 40 6 6.5 7 7.5 8 8.5 9

Pressure Altitude - [ft x 1000] UNFACTORED HEADWIND - [kt] Transfer value
ICN-89-A-159200-G-A0126-00007-A-01-1

Rev. 2
Section 9 AW189 RFM

Rev. 2
AW189 RFM Section 9
HEIGHT LOSS
Below HELIDECK LEVEL
Eng. AI: ON
Heater: OFF
Pressure Altitude - [m x 100] UNFACTORED HEADWIND - [m/s]

8 6 4 2 0 -2 0 5 10 15 20 25
OAT - [°C] HEIGHT LOSS

________ ________
60
80
40
20
0
120
0
10
10
1 4
0
-10
-20
3 2 1 0 -1 10 20 30 40 6 6.5 7 7.5 8 8.5 9

Pressure Altitude - [ft x 1000] UNFACTORED HEADWIND - [kt] Transfer value
ICN-89-A-159200-G-A0126-00008-A-01-1

Rev. 2
Section 9 AW189 RFM

Rev. 2
HEIGHT LOSS below HELIDECK LEVEL

Headwind
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 0 0 0 0 [kt] [ft]
-500 0 0 0 0 0 0 0 0 10 na
0 0 0 0 0 0 0 0 20 na
500 0 0 0 0 0 0 30 na
5500 kg
1000 0 0 0 0 0 0 40 na
1500 0 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
Headwind
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 0 0 0 0 [kt] [ft]
-500 0 0 0 0 0 0 0 0 10 na
0 0 0 0 0 0 0 0 20 na
500 0 0 0 0 0 0 30 na
5900 kg
1000 0 0 0 0 0 0 40 na
1500 0 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
ICN-89-A-159200-G-A0126-00009-A-01-1
5500 kg and 5900 kg

Rev. 2

Headwind
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 0 0 0 0 [kt] [ft]
-500 0 0 0 0 0 0 0 0 10 na
0 0 0 0 0 0 0 0 0 20 na
500 0 0 0 0 0 0 30 na
6300 kg
1000 0 0 0 0 0 0 40 na
1500 0 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
Headwind
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 0 0 0 0 [kt] [ft]
-500 0 0 0 0 0 0 0 0 10 na
0 0 0 0 0 0 0 0 20 na
500 0 0 0 0 0 0 30 na
6700 kg
1000 0 0 0 0 0 0 40 na
1500 0 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
ICN-89-A-159200-G-A0126-00010-A-01-1
6300 kg and 6700 kg

Rev. 2

Headwind
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 0 0 0 0 [kt] [ft]
-500 0 0 0 0 0 0 0 0 10 na
0 0 0 0 0 0 0 0 20 na
500 0 0 0 0 0 0 30 na
7100 kg
1000 0 0 0 0 0 0 40 na
1500 0 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
Headwind
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 0 41 54 65 [kt] [ft]
-500 0 0 0 0 34 49 60 72 10 -13
0 0 0 0 0 42 55 66 20 -43
500 0 0 0 35 50 61 30 -73
7500 kg
1000 0 0 0 44 56 67 40 -106
1500 0 0 40 53 64 50 -137
2000 0 38 51 62
2500 40 53 63 70
3000 55 66 74
ICN-89-A-159200-G-A0126-00011-A-01-1
7100 kg and 7500 kg

Rev. 2

Headwind
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 45 61 73 83 91 98 [kt] [ft]
-500 0 36 53 68 79 88 95 103 10 -18
0 0 45 61 74 84 92 99 20 -48
500 43 55 68 79 89 96 30 -81
7900 kg
1000 50 65 76 85 93 100 40 -116

1500 61 74 84 92 98 50 -149
2000 75 83 91 98
2500 87 94 99 103
3000 98 103 108
Headwind
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 80 77 89 99 107 120 138 157 [kt] [ft]
-500 68 83 95 103 111 130 148 20 -45
0 77 89 99 107 122 140 159 20 -77
500 86 96 103 112 132 151 30 -114
8300 kg
1000 94 102 109 124 142 40 -151

1500 101 109 125 140 157 50 -185
2000 114 128 141 157
2500 144 154
3000
ICN-89-A-159200-G-A0126-00012-A-01-1
7900 kg and 8300 kg

Rev. 2
HEIGHT LOSS below HELIDECK LEVEL - Eng. A:I. ON

Headwind
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 [kt] [ft]
-500 0 0 0 0 10 na
0 0 0 0 0 20 na
500 0 0 0 0 30 na
5500 kg
1000 0 0 0 0 40 na
1500 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
Headwind
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 [kt] [ft]
-500 0 0 0 0 10 na
0 0 0 0 0 20 na
500 0 0 0 0 30 na
5900 kg
1000 0 0 0 0 40 na
1500 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
ICN-89-A-159200-G-A0126-00013-A-01-1
5500 kg and 5900 kg

Rev. 2

Headwind
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 [kt] [ft]
-500 0 0 0 0 10 na
0 0 0 0 0 20 na
500 0 0 0 0 30 na
6300 kg
1000 0 0 0 0 40 na
1500 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
Headwind
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 [kt] [ft]
-500 0 0 0 0 10 na
0 0 0 0 0 20 na
500 0 0 0 0 30 na
6700 kg
1000 0 0 0 0 40 na
1500 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
ICN-89-A-159200-G-A0126-00014-A-01-1
6300 kg and 6700 kg

Rev. 2

Headwind
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 [kt] [ft]
-500 0 0 0 0 10 na
0 0 0 0 0 20 na
500 0 0 0 0 30 na
7100 kg
1000 0 0 0 0 40 na
1500 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
Headwind
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 [kt] [ft]
-500 0 0 0 0 10 -33
0 0 0 0 0 20 -62
500 0 0 0 0 30 -98
7500 kg
1000 0 0 0 0 40 -134
1500 0 0 0 40 50 -168
2000 0 0 38 51
2500 0 40 53 63
3000 48 55 66
ICN-89-A-159200-G-A0126-00015-A-01-1
7100 kg and 7500 kg

Rev. 2

Headwind
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 45 [kt] [ft]
-500 0 0 36 53 10 -34
0 0 0 45 61 20 -68
500 0 43 55 68 30 -105
7900 kg
1000 32 50 65 76 40 -143
1500 59 61 74 84 50 -177
2000 64 75 83 91
2500 78 87 94 99
3000 90 98 103
Headwind
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 47 80 77 89 [kt] [ft]
-500 65 68 83 95 10 -42
0 82 77 89 99 20 -81
500 72 86 96 103 30 -121
8300 kg
1000 82 94 102 109 40 -160

1500 94 101 109 125 50 -195
2000 105 114 128 141
2500 132 144 154
3000
ICN-89-A-159200-G-A0126-00016-A-01-1
7900 kg and 8300 k

Rev. 2

AW189 RFM - Rev 4

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AW189 RFM - Rev 4

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AW189 - RFM

ROTORCRAFT FLIGHT MANUAL

ISSUE 1: 31 JANUARY 2015

Continuing airworthiness criteria for the AW189 is developed and

EASA Approval Date:

FOR TRAINING ONLY

THIS PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING ONLY

This publication contains information proprietary to AgustaWestland S.p.A.

FOR TRAINING ONLY

THIS PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING ONLY

PART I - EASA APPROVED

PART II - MANUFACTURER’S DATA

EASA Approved FOR TRAINING ONLY Issue 1 TOC-1

THIS PAGE INTENTIONALLY LEFT BLANK

TOC-2 Issue 1 FOR TRAINING ONLY EASA Approved

EASA Approved FOR TRAINING ONLY Issue 1 Page A-1

Page A-2 Issue 1 FOR TRAINING ONLY EASA Approved

EASA Approved FOR TRAINING ONLY Issue 1 Page A-3

THIS PAGE INTENTIONALLY LEFT BLANK

Page A-4 Issue 1 FOR TRAINING ONLY EASA Approved

LIST OF EFFECTIVE PAGES

Page Revision N° Page Revision N°

Title 4 1-34 and 1-35 3

FOR TRAINING ONLY Issue 1 Page B-1

Page Revision N° Page Revision N°

2A-5 and 2A-6 0 2B-15 and 2B-16 3

Page B-2 Issue 1 FOR TRAINING ONLY

Page Revision N° Page Revision N°

3-49 thru 3-55 0 3-136 2

FOR TRAINING ONLY Issue 1 Page B-3

Page Revision N° Page Revision N°

3-211 0 4-79 and 4-80 0

Page B-4 Issue 1 FOR TRAINING ONLY

Page Revision N° Page Revision N°

Supplement 19 6-37 and 6-38 2

FOR TRAINING ONLY Issue 1 Page B-5

Page Revision N° Page Revision N°

6-45 4 7-290 and 7-291 0

Page B-6 Issue 1 FOR TRAINING ONLY

FOR TRAINING ONLY Issue 1 Page I-1

WARNINGS, CAUTIONS AND NOTES

USE OF PROCEDURAL WORDS

Page I-2 Issue 1 FOR TRAINING ONLY

— a.c./AC : Alternating Current

— ACLCD : Active Liquid Crystal Displays

— ADC : Air Data Computer

— ADF : Automatic Direction Finder

— ADLP : Data Link Processor

— ADM : Air Data Module

— ADS : Air Data System

— AEO : All Engines Operative

— AFCS : Automatic Flight Control System

— AGL : Above Ground Level

— AHRS : Attitude Heading Reference System

— ALS : Ambient Light Sensor

— AMMC : Aircraft and Mission Management Computer

FOR TRAINING ONLY Issue 1 Page I-3

— AMSL : Above Mean Sea Level

— ATT : Attitude hold

— ATC : Air Traffic Control

— AWG : Aural Warning Generator