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AW109SP RFM
109G0040A018
AW109SP
ROTORCRAFT
FLIGHT MANUAL
Agusta Publication Code 502700600
ROTORCRAFT
FLIGHT MANUAL
AW109SP
Document N109G0040A018
Approved by EASA
AGUSTA 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
AW109SP RFM
Document N109G0040A018
List of
Revisions
LIST OF REVISIONS
REVISION
No.
Issue A
SUBJECT
APPROVAL
EASA Approved
11-12-09
A-1
List of
Revisions
AW109SP RFM
Document N109G0040A018
A-2
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
List of
Effective Pages
Revision N
Page
Revision N
Title page
A-1
2-64
A-2
2-65
i thru xiv
1-iii
1-25
1-26
3-147
1-37
1-38
1-39
1-40
1-41
2-iv
2-20
2-30
4
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B-1
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AW109SP RFM
Document N109G0040A018
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Revision N
Revision N
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C-2
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B-2
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Document N109G0040A018
List of
Effective Pages
Revision N
7-353
7-362
7-421
Page
Revision N
11-12-09
B-3
List of
Effective Pages
AW109SP RFM
Document N109G0040A018
B-4
11-12-09
AW109SP RFM
Document N109G0040A018
Table of Contents
TABLE OF CONTENTS
Page
LIST OF REVISIONS...................................................................... A-1
LIST OF EFFECTIVE PAGES ........................................................ B-1
TABLE OF CONTENTS ....................................................................... I
INTRODUCTION ................................................................................ II
PART I
Section
LIMITATIONS ...................................................................................... 1
NORMAL PROCEDURES .................................................................. 2
EMERGENCY AND MALFUNCTION PROCEDURES ....................... 3
PERFORMANCE DATA ..................................................................... 4
OPTIONAL EQUIPMENT SUPPLEMENTS....................................... 5
PART II - MANUFACTURERS DATA
Page
LIST OF REVISIONS...................................................................... C-1
Section
WEIGHT AND BALANCE ................................................................... 6
SYSTEMS DESCRIPTION ................................................................ 7
HANDLING, SERVICING AND MAINTENANCE ................................ 8
SUPPLEMENTAL PERFORMANCE INFORMATION......................... 9
11-12-09
Page i
Table of Contents
AW109SP RFM
Document N109G0040A018
Page ii
11-12-09
AW109SP RFM
Document N109G0040A018
Introduction
INTRODUCTION
GENERAL
It is responsibility of the flight crew to be familiar with the contents of
this manual.
REVISIONS (REISSUES)
This manual is subject to revisions (reissues) which will be automatically distributed to all holders of the manual. It is the responsibility of
the operator to assure that the revisions (reissues) are incorporated
into the manual upon receipt.
At the beginning of the manual there is the List of Revisions table
that shows all pages of the manual which have been revised as well
as number 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 is printed in the
lower inner margin. The revision symbol identifies the addition of new
information, 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. Temporary Revision pages are not
written in the List of Effective Pages. A complete list of active and
inactive Temporary Revision are written in the List of Temporary
Revisions page.
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Introduction
AW109SP RFM
Document N109G0040A018
TERMINOLOGY
WARNINGS, CAUTIONS AND NOTES
WARNING
An operating procedure, practice, etc.,
which, if not correctly followed, 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, equipment.
Note
An operating procedure, condition, etc.,
which is essential to highlight.
11-12-09
AW109SP RFM
Document N109G0040A018
Introduction
ABBREVIATION
The use of capitol letters in the text, apart from normal grammatical
usage indicates the actual wording or marking of indicators, controls
or control positions on the helicopters.
Abbreviations and acronyms used throughout this RFM are defined as
follows:
a.c
: Alternating current
ADC
ADU
ADF
ADI
ADL
ADLCP
ADS
AEO
A/F
: Airframe
AFCS
AFDS
AGL
AHRS
ALS
ALT
Page v
Introduction
AW109SP RFM
Document N109G0040A018
AM
: Amplitude Modulation
ANP
AP
: Automatic Pilot
APCP
API
APD
ATH
: Approach To Hover
ATTD
: ATTituDe
AWG
BC
BCD
BIT
: Built In Test
BRG
: BeaRinG
BRT
: BRighTness
CAS
: Calibrated AirSpeed
CCW
: CounterClockWise
CDS
CG
: Center of Gravity
CHS
CLB
: CLimB mode
CLR
: CLeaR
CMS
: CoMmunication System
CMU
COLL
: COLLective mode
COM
: COMmunication
CPL
: CouPLing
CRS
: CouRSe
Page vi
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AW109SP RFM
Document N109G0040A018
Introduction
CS
: Certification Specifications
CST
: ContraST
CVDR
CVR
CW
: ClockWise
d.c
: Direct current
DF
: Direction Finder
DH
: Decision Height
DIS
: DIStance
DME
DMG
DP IFR
DR
DTK
: Desired TracK
DTM
DTO
: Direct TO
DU
: Display Unit
DVS
EADI
ECU
EDU
EECU
EEPROM
ELEC
: ELECtrical
ELT
Page vii
Introduction
AW109SP RFM
Document N109G0040A018
EMM
ENT
: ENTer
EOP
EOT
ESIS
ETA
F()
: Function of
F-1()
: Inverse Function of
FADEC
FAF
FAR
FCC
FCU
FD
: Flight Director
FDCP
FDE
FDR
FLI
FLIR
FM
: Frequency Modulation
FMEA
FMS
FP
: Fuel Pressure
FPLN
: Flight PLaN
FPS
FTR
AW109SP RFM
Document N109G0040A018
Introduction
G/S
: Glide Slope
Hd
: Density altitude
HDG
: HeaDinG
HDG SEL
: HeaDinG SELect
HF
: High Frequency
HOV
: HOVer
Hp
: Pressure Altitude
HTAWS
HUMS
HYD
: HYDraulic
IAS
: Indicated AirSpeed
ICS
: InterCommunication System
IGE
: In Ground Effect
IFR
IGRF
: International Geomagnetic
Reference Field
ILS
IMC
: Instrument Meteorological
Condition
INS
ISA
ITT
: Inter-Turbine Temperature
IVSI
JAR
KCAS
Page ix
Introduction
AW109SP RFM
Document N109G0040A018
LCD
LCF
LH
: Left Hand
LNAV
: Lateral NAVigation
LOC
: LOCalizer
LX
MAINT
: MAINTenance
MCDU
MAP
MCL
MCP
MDA
MER
MFD
MFR
: ManuFactureR
MGB
MISS
: MISSion
MON
: MONitoring
MSG
: MeSsaGe
MSM
MTR
: MoniToR
MWL
NAVM
: NAVigation Module
ND
: Navigation Display
NF
Page x
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AW109SP RFM
Document N109G0040A018
Introduction
NG
NM
: Nautical Miles
NR
: Rotor speed
NVM
NVG
OAT
OEI
OGE
OTS
PAM
PAX
: Passenger(s)
PCP
PERF
: PERFormance
PFD
PFT
PLA
PMS
PROG
: PROGress
PSSA
QTY
: QuantiTY
R ALT
R.A
: Radar Altimeter
RAM
RCP
REC
: RECording
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Introduction
AW109SP RFM
Document N109G0040A018
RF
: Radio Frequency
RFI
RFM
RH
: Right Hand
RNAV
: Radio NAVigation
RNG
: RaNGe
RNP
ROC
: Rate Of Climb
RPM
SAS
SCP
SCRL
: SCRolL
SID
SOE
: Set Of Sensors
SPIFR
STAR
: STandard ARrival
STD
: STandarD
SYS
: SYStem
TAS
: True AirSpeed
TAWS
TCA
TKE
TOC
: Top Of Climb
TOP
TQ
: TorQue
TRQ
: ToRQue
Page xii
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Document N109G0040A018
Introduction
TNG
: TraiNinG
TST
: TeST
TTD
TTG
UHF
UTC
UTM
VFR
VHF
VID
: Video
VLE
VLO
VMM
VMS
VNE
VNEI
VMINI
VOR
VS
: Vertical Speed
Vy
WCA
WOW
: Weight On Wheels
WX
: Weather Radar
WxR
: Weather Radar
XTK
Introduction
AW109SP RFM
Document N109G0040A018
AW109SP RFM
Document N109G0040A018
Part I
AW109SP RFM
Document N109G0040A018
Section 1
Table of Contents
SECTION 1
LIMITATIONS
TABLE OF CONTENTS
Page
GENERAL ....................................................................................... 1-1
BASIS OF CERTIFICATION ........................................................... 1-1
TYPE OF OPERATIONS ................................................................. 1-1
MINIMUM FLIGHT CREW............................................................... 1-1
NUMBER OF SEATS ...................................................................... 1-1
WEIGHT AND CENTER OF GRAVITY LIMITATIONS ................... 1-2
WEIGHT...................................................................................... 1-2
CENTER OF GRAVITY .............................................................. 1-2
AIRSPEED LIMITATIONS............................................................... 1-5
GROUND SPEED LIMITATIONS .................................................... 1-5
ON CONCRETE, EVEN SURFACES ......................................... 1-5
ON UNPREPARED OR UNEVEN SURFACES.......................... 1-5
WIND SPEED LIMITATIONS FOR ROTOR STARTING
AND STOPPING ............................................................................. 1-6
ALTITUDE LIMITATIONS ............................................................... 1-6
AMBIENT AIR TEMPERATURE LIMITATIONS ............................. 1-6
EASA Approved
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Document N109G0040A018
Page
SLOPE LIMITATIONS .................................................................... 1-6
DOORS OPENED OR REMOVED................................................ 1-10
POWER PLANT AND TRANSMISSION LIMITATIONS................1-11
GENERAL ................................................................................ 1-11
POWER PLANT LIMITATIONS .....................................................1-11
GAS GENERATOR SPEED (N1) ............................................. 1-11
POWER TURBINE SPEED (N2) .............................................. 1-12
TURBINE OUTLET TEMPERATURE (TOT)............................ 1-13
ENGINE OIL PRESSURE ........................................................ 1-14
ENGINE OIL TEMPERATURE................................................. 1-14
ENGINE STARTER LIMITATIONS .......................................... 1-14
TRANSMISSION LIMITATIONS ................................................... 1-15
TORQUE (TRQ) ....................................................................... 1-15
TRANSMISSION OIL PRESSURE .......................................... 1-15
TRANSMISSION OIL TEMPERATURE ................................... 1-15
ROTOR LIMITATIONS (NR) ......................................................... 1-16
POWER-ON (AEO) .................................................................. 1-16
POWER-ON (OEI).................................................................... 1-16
POWER-OFF ........................................................................... 1-16
FUEL SYSTEM LIMITATIONS ..................................................... 1-17
FUEL PRESSURE ................................................................... 1-17
FUEL QUANTITY ..................................................................... 1-17
TOTAL UNUSABLE FUEL ....................................................... 1-17
FUEL TYPES ........................................................................... 1-18
EMERGENCY FUELS.............................................................. 1-19
LUBRICANTS ............................................................................... 1-20
AUTHORIZED ENGINE OILS .................................................. 1-20
AUTHORIZED TRANSMISSION OIL ....................................... 1-21
Page 1-ii
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EASA Approved
AW109SP RFM
Document N109G0040A018
Section 1
Table of Contents
Page
HYDRAULIC SYSTEM LIMITATIONS .......................................... 1-22
MAIN SYSTEM FLUID PRESSURE ......................................... 1-22
NORMAL UTILITY SYSTEM - FLUID PRESSURE .................. 1-22
EMERGENCY UTILITY SYSTEM - FLUID PRESSURE .......... 1-22
APPROVED FLUIDS ................................................................ 1-22
GENERATOR LOAD LIMITATIONS ............................................. 1-23
NAVIGATION LIMITATIONS......................................................... 1-23
MAGNETIC COMPASS ............................................................ 1-23
FLIGHT MANAGEMENT SYSTEM LIMITATIONS ....................... 1-24
EN ROUTE AND TERMINAL.................................................... 1-24
PRECISION APPROACH ......................................................... 1-24
NON PRECISION APPROACH (NPA) ..................................... 1-25
EFIS LIMITATIONS........................................................................ 1-25
HTAWS LIMITATIONS................................................................... 1-25
AUTOMATIC FLIGHT CONTROL SYSTEM LIMITATIONS ......... 1-26
DUAL AP OPERATION ............................................................ 1-26
SINGLE AP OPERATION......................................................... 1-26
FLIGHT DIRECTOR LIMITATIONS .............................................. 1-27
UPPER AND FLIGHT DIRECTOR MODES ENGAGEMENT
LIMITS AND MINIMUM USE HEIGHT (MUH) .......................... 1-27
GENERAL LIMITATIONS ......................................................... 1-29
ILS APPROACH ....................................................................... 1-29
GPS APPROACH ..................................................................... 1-29
UPPER MODES ....................................................................... 1-30
ROTOR BRAKE LIMITATION....................................................... 1-31
EASA Approved
11-12-09
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Rev. 3
Section 1
Table of Contents
AW109SP RFM
Document N109G0040A018
Page
MISCELLANEOUS LIMITATIONS ................................................ 1-31
FUEL MANAGEMENT SYSTEM.............................................. 1-31
PASSENGERS CABIN LIMITATIONS ..................................... 1-31
BAGGAGE COMPARTMENT LIMITATIONS........................... 1-31
PLACARDS ................................................................................. 1-32
INSTRUMENT MARKINGS .......................................................... 1-35
Page 1-iv
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Document N109G0040A018
Section 1
Table of Contents
LIST OF FIGURES
Page
Figure 1-1
Figure 1-2
Figure 1-3
Figure 1-4
Figure 1-5
Figure 1-6
Figure 1-7
Figure 1-8
Figure 1-9
Figure 1-10
Figure 1-11
Figure 1-12
Figure 1-13
Figure 1-14
Figure 1-15
Figure 1-16
Figure 1-17
Figure 1-18
Figure 1-19
Figure 1-20
Figure 1-21
Figure 1-22
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AW109SP RFM
Document N109G0040A018
Page
Figure 1-23
Figure 1-24
Figure 1-25
Figure 1-26
Page 1-vi
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AW109SP RFM
Document N109G0040A018
Section 1
Table of Contents
LIST OF TABLES
Page
Table 1-1
Table 1-2
Table 1-3
Table 1-4
EASA Approved
11-12-09
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Section 1
Table of Contents
AW109SP RFM
Document N109G0040A018
Page 1-viii
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EASA Approved
AW109SP RFM
Document N109G0040A018
Section 1
Limitations
SECTION 1
LIMITATIONS
GENERAL
Compliance with Section 1 of this manual is mandatory.
The helicopter must also be operated in accordance with the
appropriate operating rules.
BASIS OF CERTIFICATION
The helicopter is certified by the European Aviation Safety Agency
(EASA ) in accordance with CS / JAR / FAR 27 for Small Rotorcraft
as detailed in the Type Certificate Data Sheet EASA R.005.
TYPE OF OPERATIONS
The AW109SP helicopter, in its basic configuration, is approved for
Day and Night VFR and IFR operations in non-icing conditions.
Aerobatic manoeuvres are prohibited.
NUMBER OF SEATS
Eight, including the pilots seat.
EASA Approved
11-12-09
Page 1-1
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
CENTER OF GRAVITY
Longitudinal limits............................................ See Figures 1-1and 1-2
Lateral limits .................................................... See Figures 1-1and 1-2
Page 1-2
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Document N109G0040A018
Section 1
Limitations
3200
3175
3330
3430
3175
3249
3000
3520
2970
2910
2800
2600
2370
2400
3225
2200
2000
2050
3520
3444
1800
3200
3250
3300
3350
3400
3450
Longitudinal Station - [mm]
3500
3550
3400
3200
3175
-40
40
3175
3000
2800
2600
2400
2450
2450
2200
2000
2050
-80
1800
-100
-80
109G1560A009 Rev.A
Figure 1-1
EASA Approved
80
-60
-40 -20
0
20
40
Lateral Station - [mm]
60
2050
80
100
ICN-0B-C-151000-G-A0126-00032-A-01-1
Page 1-3
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
7000
131.1
135
7000
138.6
127.9
6500
6548
6415
6000
5500
5225
127
5000
4519
4500
135.6
4000
126
128
138.6
130
132
134
136
Longitudinal Station - [in]
138
140
7500
-1.6
7000
6500
6000
5500 5401
5401
5000
4500
4519
4519
-3.1
4000
-4
-3
109G1560A009 Rev.B
Figure 1-2
Page 1-4
1.6
7000
7000
3.1
-2
-1
0
1
Lateral Station - [in]
ICN-0B-C-151000-G-A0126-00033-A-02-1
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AW109SP RFM
Document N109G0040A018
Section 1
Limitations
AIRSPEED LIMITATIONS
VNE (Power-ON) ........................................................... See Figure 1-3
VNE (OEI/Power-OFF): .............................. VNE (Power-ON) - 40 KIAS
VNEI (maximum IFR airspeed) ................... VNE (Power-ON) - 20 KIAS
Vmini (minimum IFR airspeed) ................................................ 55 KIAS
Maximum airspeed during IFR/VFR approaches................... 140 KIAS
Maximum landing gear operating airspeed (VLO) .................. 140 KIAS
Maximum landing gear extended airspeed (VLE)................... 140 KIAS
Minimum airspeed in autorotation (without
close external references)........................................................ 60 KIAS
Maximum airspeed with single AP operational:
normal flight ......................................... VNE (Power-ON) - 40 KIAS
in IFR/VFR approaches ................................................... 115 KIAS
in moderate to high turbulence ........................................ 115 KIAS
Maximum airspeed for searchlight extension, orientation
and retraction ........................................................................ 135 KIAS
EASA Approved
11-12-09
Page 1-5
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
ALTITUDE LIMITATIONS
Maximum altitude for take-off and landing .....................see Figure 1-4
Minimum and maximum operating altitudes...................see Figure 1-4
Note
For low speed controllability, IGE and OGE
hover performance and H-V refer to Section 4.
SLOPE LIMITATIONS
Slope operations are prohibited on surfaces with a slope angle
steeper than the following:
From 90 to the left of nose up to 90 to the right of nose up..... 10 deg
Nose down ................................................................................... 2 deg
Page 1-6
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Document N109G0040A018
Section 1
Limitations
AIRSPEED LIMITATION
20
18
16
ft
00
150
p
H
14
V
NE
1
Hp
0
000
ft
PO
W
ER
ON
10
+35
I SA
12
6
4
2
0 ft
500
p
H
I SA
-2
-4
0
Hp
ft
-6
-8
-30
-20
-10
10
20
OAT [C]
30
40
50
100
110
120
130
VNE [kIAS]
140
150
160
170
ICN-0B-C-151500-G-A0126-00036-A-02-1
11-12-09
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Section 1
Limitations
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Page 1-8
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Document N109G0040A018
Section 1
Limitations
20000
6000
5800
5600
5400
5200
5000
4800
4600
4400
4200
4000
3800
3600
3400
3200
3000
2800
2600
2400
2200
2000
1800
1600
1400
1200
1000
800
600
400
200
0
-200
Hd
LIM
IT
20
00
0f
t
19000
18000
17000
16000
Hd
LIM
IT
16
00
0f
t
15000
14000
11000
10000
AT L
9000
12000
O
MAX
IMIT
8000
ISA
13000
7000
C
+35
6000
TAKE OFF and
LANDING
ENVELOPE
5000
4000
3000
2000
1000
0
-30
-20
-10
109G1560A009 Rev.A
Figure 1-4
EASA Approved
10
20
OAT - [C]
30
40
50
60
ICN-0B-A-151000-G-A0126-00037-A-04-1
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Limitations
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Document N109G0040A018
Section 1
Limitations
Note
Transient range must not be used intentionally.
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Limitations
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Limitations
EASA Approved
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Limitations
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Document N109G0040A018
Section 1
Limitations
TRANSMISSION LIMITATIONS
TORQUE (TRQ)
All Engines Operating (AEO)
Maximum Continuous .................................................................. 100%
Take-Off Range (5 minutes) .............................................. 101 to 107%
Maximum ..................................................................................... 107%
Transient (6 seconds) .................................................................. 110%
One Engine Inoperative (OEI)
Maximum Continuous .................................................................. 133%
2.5 minutes Range............................................................ 134 to 162%
Maximum ..................................................................................... 162%
Transient (6 seconds) .................................................................. 173%
TRANSMISSION OIL PRESSURE
Minimum ......................................................................................30 psi
Continuous Operation .........................................................30 to 50 psi
Cautionary Range ...............................................................51 to 70 psi
Maximum .....................................................................................70 psi
Note
During
cold
starting
conditions,
the
transmission oil pressure may temporarily rise
up to 100 psi.
TRANSMISSION OIL TEMPERATURE
Continuous Operation ......................................................... 0 to 120 C
Maximum ................................................................................... 120 C
EASA Approved
11-12-09
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Limitations
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Limitations
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Limitations
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Document N109G0040A018
FUEL TYPES
The fuels shown in Table 1-1 have been authorized for use with the
Pratt & Whitney PW207C engines.
Table 1-1
Authorized Fuels
Kerosene
Type
Applicable Specification
JET A
JET A-1
ASTM D1655
ASTM D1655
JP-5 *
JP-8 *
MIL-T-5624
MIL-T-83133
R.T.
R.T.
TS-1**
TS-1**
GOST 10227-86
GSTU 320.00149943.007-97
GOST 10227-86
GSTU 320.00149943.011-99
Note
An approved fuel or any mixture of acceptable fuels may be used. However, changing
to a fuel with a substantially different heating
value or specific gravity may require maintenance in the form of engine fuel control
(trimmer) adjustment. Refer to the Pratt &
Whitney PW207C engine manual.
Note
Fuel grades marked with an asterisk (*) contain a fuel system icing inhibitor (FSII). For
JP-8, MIL-T-83133C allows two grades. The
grade meeting NATO code F-34 has FSII
while the grade meeting code F-35 has no
FSII unless specifically requested.
Page 1-18
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 1
Limitations
Note
Fuel grades marked with double asterisk (**)
are for occasional use only. Refer to Pratt &
Whitney PW207C Maintenence Manual for
full details and restrictions.
Note
For operations below +4C, the use of antiice additive is authorized but not mandatory
since the helicopter is equipped with an airframe anti-ice fuel filter. For additive requirements and blending procedures refer to the
Pratt & Whitney PW207C engine manual.
EMERGENCY FUELS
Table 1-2 presents a list of fuels approved for emergency use.
Emergency fuels should only be used whenever any of the authorized
fuels are not available.
Refer to the Pratt & Whitney PW207C Manual for full details.
Table 1-2
Emergency Fuels
Fuel Type
Applicable
Specification
Restrictions
Automotive Diesel
Arctic Grade
Winter Grade
Regular Grade
MIL-G-5572
CPW 46
Aviation Gasoline
Grades: 80, 100
and 100 LL
11-12-09
Page 1-19
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
LUBRICANTS
AUTHORIZED ENGINE OILS
The oils shown in Table 1-3 have been authorized for use with the
PW207C engines.
Table 1-3
Applicable
Specification
MIL-PRF-23699
Brand Names
(For reference only)
Aero-Shell Turbine Oil 500
Aero-Shell Turbine Oil 560
BP Turbo Oil 2380 (formerly Exxon Turbo Oil 2380)
BP Turbo Oil 25 (formerly Exxon Turbo Oil 25)
Castrol 5000
Mobil Jet Oil II
Royco Turbine Oil 500
Royco Turbine Oil 560
Turbonycoil 525-2A
Note
Note
Mixing of the different brands and types is
prohibited.
Page 1-20
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 1
Limitations
Designation
Specification
MIL-PRF-23699
MIL-PRF-23699
MIL-PRF-23699
MIL-PRF-23699
DOD-PRF-85734
MIL-PRF-23699
MIL-PRF-23699
MIL-PRF-23699
EASA Approved
11-12-09
Page 1-21
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
Page 1-22
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 1
Limitations
NAVIGATION LIMITATIONS
MAGNETIC COMPASS
When operating the SRCH LT, the magnetic compass is unreliable.
EASA Approved
11-12-09
Page 1-23
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
Page 1-24
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 1
Limitations
EFIS LIMITATIONS
Skyway simbology does not provide precision approach guidance nor
it does guarantee terrain separation.
It remains the pilot's responsibility to provide self separation from
terrain.
HTAWS LIMITATIONS
The TAWS installed is a class B HTAWS and it provides the following
functions:
Terrain and Obstruction display;
Forward Looking Terrain Awareness (FLTA);
Sink Rate after Takeoff or Missed Approach (GPWS Mode 3).
HTAWS must not be used for navigation.
Do not attempt to navigate using the terrain depiction.
HTAWS must not be used for terrain following flight.
Do not use hue nor grid as cues for altitude or direction.
The HTAWS database installed shall be the last update for the region
being flown.
EASA Approved
11-12-09
Page 1-25
Rev. 4
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
CAUTION
The terrain and obstacle display is intended
to serve as a terrain and obstacle awareness tool only. The display and database
may not provide the accuracy and fidelity on
which to base routine navigation decisions
and plan routes to avoid terrain or obstacles.
CAUTION
There are many towers , antennas, power
lines, and obstructions that are not in the
database.
Page 1-26
Rev. 3
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 1
Limitations
Applicable Range
0 KIAS to Vne
15 ft to 2500 ft AGL
0 KIAS to Vne
40 KIAS to Vne
Altitude -1000 ft to
20000 ft
300 ft AGL
HDG
VS*
GA
40 KIAS to Vne
40 KIAS to Vne
N/A
IAS*
HOV
Notes
0 KIAS to Vne
Altitude -1000 ft to
20000 ft
RHT
ALTA*
MUH
EASA Approved
11-12-09
Page 1-27
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
Applicable Range
40 KIAS to Vne
40 KIAS to Vne
40 KIAS to Vne
40 KIAS to Vne
VOR
VAPP
GS/
NGS
Notes
NAV
LOC/
NLOC
MUH
40 KIAS to Vne
Notes
1 GA mode engagement is inhibited (regardless of airspeed value) if
HOV mode engaged.
2 TU mode engages also for airspeed less than 40 kts if HOV mode
engaged.
3 VS Mode engagement above 2000 fpm or below -1500 fpm will
results in the mode returning the aircraft to the maximum rates
quoted (2000 fpm or -1500 fpm).
Page 1-28
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 1
Limitations
GENERAL LIMITATIONS
With AFCS Upper Modes and Flight Director Modes engaged the torque
limiter must be active (LIMITER ON advisory message displayed).
ILS APPROACH
Steepest ILS approach gradient................................................ 7,5 deg
Maximum Airspeed according to the following table:
GLIDE PATH ANGLE (deg)
3
4
5
6
7,5
AIRSPEED (KIAS)
140
120
110
100
90
GPS APPROACH
Steepest GPS approach gradient ............................................. 9,0 deg
Maximun Airspeed according to the following table
GLIDE PATH ANGLE (deg)
3
4
5
6
7,5
8
9
EASA Approved
AIRSPEED (KIAS)
140
120
110
100
90
80
70
11-12-09
Page 1-29
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
UPPER MODES
HOV Mode
HDG datum shall not be changed with variation greater than 10
when HOV mode is engaged with relative wind speed and/or non-zero
ground-speed reference.
For EFIS with software version A109 7.0D
HOV mode is prohibited if the Magnetic Variation is in excess of 5
[5W, 5E].
RHT Mode
The use of Radar Height (RHT) mode is prohibited in cruise over nonflat surfaces.
When in RHT mode the RadAlt must be continuously cross-checked
with BarAlt set to QFE.
TU Mode
Safe operation of TU mode has been demonstrated up to 25 kts wind
speed coming from 90 deg with respect to rotorcraft heading.
For EFIS with software version A109 7.0D
TU mode is prohibited if the Magnetic Variation is in excess of 5 [5W,
5E].
NLOC and NGS Modes
For EFIS with software version A109 7.0D
NLOC and NGS modes are prohibited, either coupled or uncoupled, if
the Magnetic Variation is in excess of 2 [2W, 2E].
LOC and GS Modes
For EFIS with software version A109 7.0D
LOC and GS modes are prohibited, either coupled or uncoupled, if the
Magnetic Variation is in excess of 2 [2W, 2E].
Page 1-30
Rev. 4
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 1
Limitations
MISCELLANEOUS LIMITATIONS
Pilot(s) must not use polarized type sun glasses.
FUEL MANAGEMENT SYSTEM
It is prohibited to rely upon Fuel Flow data for flight planning and
navigation.
PASSENGERS CABIN LIMITATIONS
Baggage storage under the seat is prohibited.
BAGGAGE COMPARTMENT LIMITATIONS
Maximum load............................................................... 120 kg (264 lb)
Maximum Unit Load .......................................... 500 kg/m2 (102 lbs/ft2)
Note
Refer to Section 6, Weight and Balance,
for load distribution.
EASA Approved
11-12-09
Page 1-31
Rev. 4
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
PLACARDS
C
B
D
A
E
A
AIRSPEED LIMITATIONS V ne
- KIAS
OATC
Hp-ft
-1000
0
2000
4000
6000
8000
10000
12000
14000
16000
18000
20000
V nei :
-25
-20
-10
10
20
30
40
50
168
168
168
168
168
168
162
152
142
132
116
100
168
168
168
168
168
168
159
149
140
128
112
168
168
168
168
168
164
154
145
135
121
105
168
168
168
168
168
160
150
140
129
113
-
168
168
168
168
165
155
145
135
122
107
-
168
168
168
168
160
151
141
131
115
-
168
168
168
166
156
146
137
-
168
168
168
161
-
168
168
-
REDUCE V ne BY 20 KIAS
REDUCE V ne BY 40 KIAS
AUTOROTATION OR OEI:
MAX FWD TOUCHDOWN SPEED:
40 Kts
V LO AND V
LE
140 KIAS
ICN-0B-C-151000-G-A0126-01022-A-01-1
Figure 1-5
Page 1-32
11-12-09
AW109SP RFM
Document N109G0040A018
Section 1
Limitations
ALT. STATIC
DECREASE ALTIMETER READING BY 120 ft
IN ALTN POSITION
OPEN VENTS AND
TURN HEATER/ECS OFF
ICN-0B-C-151000-G-A0126-01023-A-01-1
Figure 1-6
EASA Approved
Cockpit Placards
11-12-09
Page 1-33
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
BAGGAGE COMPARTMENT
120 ( 264 )
110 ( 242 )
102 ( 224 )
93 ( 205 )
84 ( 185 )
ICN-0B-C-151000-G-A0126-01002-A-01-1
Figure 1-7
Page 1-34
11-12-09
AW109SP RFM
Document N109G0040A018
Section 1
Limitations
INSTRUMENT MARKINGS
Figure 1-8
EASA Approved
Page 1-35
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
ON
N1
95.5
TOT
95.5
770
TRQ
770
95
NR
95
BRT
100
100
OFF
DIM
CLR
ENT
#1 OIL PRES
BATT HOT
#2 OIL PRES
#1 DC GEN
SERVO 1
#2 DC GEN
SERVO 2
N1
N1
TRANSIENT 104.1 %
MAX TAKE - OFF 99.7 %
MAX CONTINUOUS 97.1 %
TRANSIENT 104.1 %
MAX TAKE-OFF 99.7 %
MAX CONTINUOUS 97.1 %
50 %
50 %
0%
0%
START format
CRUISE format
AUTOROTATION format
REVERSIONARY format
ICN-0B-C-151000-G-A0126-01004-A-01-1
Figure 1-9
Page 1-36
11-12-09
AW109SP RFM
Document N109G0040A018
Section 1
Limitations
TRQ
ON
95.5
OFF
O
E
I
770
O
E
I
95
NR
0
BRT
100
100
DIM
O
E
I
CLR
ENG 2 OUT
ENT
N1
TRANSIENT 104.1 %
MAX 2.5 MIN 102.9 %
MAX CONTINUOUS 99.7 %
50 %
NOTE
The OEI legend colour changes
from white to yellow when
passing from continuous to time
limited range.
When the OEI 2.5 minutes rating
is used, 10 seconds before the
2.5 minutes time expires the
yellow OEI legend becomes red
and starts flashing. Upon expiry,
the OEI legend becomes fixed
red.
0%
OEI format
REVERSIONARY OEI format
ICN-0B-C-151000-G-A0126-01005-A-01-1
Figure 1-10
EASA Approved
Page 1-37
Rev. 4
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
ON
TRQ
N1
95.5
95.5
770
770
95
NR
95
BRT
100
100
OFF
DIM
CLR
ENT
#1 OIL PRES
BATT HOT
#2 OIL PRES
#1 DC GEN
#2 DC GEN
SERVO 1
PARK BRK ON
SERVO 2
TOT
TOT
TRANSIENT 1000 C
TRANSIENT 1000 C
MAX TAKE-OFF 900 C
50 C
50 C
START format (AEO)
Figure 1-11
Page 1-38
11-12-09
AW109SP RFM
Document N109G0040A018
N1
ON
95.5
OFF
O
E
I
Section 1
Limitations
TRQ
TOT
0
770
O
E
I
95
NR
0
BRT
100
100
DIM
O
E
I
CLR
ENG 2 OUT
ENT
NOTE
TOT
TRANSIENT 1000 C
MAX 2.5 MIN 970 C
MAX CONTINUOUS 900 C
TRANSIENT 875 C
NOTE
The OEI legend colour changes
from white to yellow when passing
from continuous to time limited
range.
When the OEI 2.5 minutes rating is
used, 10 seconds before the 2.5
minutes time expires the yellow OEI
legend becomes red and starts
flashing. Upon expiry, the OEI
legend becomes fixed red.
50 C
OEI format
REVERSIONARY OEI format
ICN-0B-C-151000-G-A0126-01007-A-01-1
Figure 1-12
EASA Approved
Page 1-39
Rev. 4
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
ON
N1
95.5
+ Audio tone
XMSN OVTRQ
+ Voice message
OVERTORQUE
95.5
TOT
770
770
TRQ
95
95
NR
N2
100
100
BRT
N2
OFF
DIM
CLR
BATT HOT
#2 OIL PRES
#1 DC GEN
#2 DC GEN
SERVO 1
PARK BRK ON
SERVO 2
#1 OIL PRES
ENT
TRQ
TRQ
TRANSIENT 110 %
TRANSIENT 110 %
0%
0%
START format (AEO)
Figure 1-13
Page 1-40
11-12-09
AW109SP RFM
Document N109G0040A018
XMSN OVTRQ
+ Audio tone
+ Voice message
OVERTORQUE
Section 1
Limitations
TRQ
ON
95.5
OFF
O
E
I
770
O
E
I
95
NR
0
N2
100
100
BRT
N2
DIM
O
E
I
CLR
ENG 2 OUT
ENT
NOTE
TRQ
TRANSIENT 173 %
MAX 2.5 MIN 162 %
0%
OEI format
REVERSIONARY OEI format
ICN-0B-C-151000-G-A0126-01009-A-01-1
Figure 1-14
EASA Approved
Page 1-41
Rev. 4
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
TOT
N1
ON
95.5
95.5
770
TRQ
770
95
95
NR
BRT
100
100
OFF
DIM
CLR
#1 OIL PRES
ENT
BATT HOT
#2 OIL PRES
#1 DC GEN
#2 DC GEN
SERVO 1
PARK BRK ON
SERVO 2
N2
TRANSIENT 112 %
NR
MAXIMUM 102 %
MAX CONTINUOUS 101 %
MINIMUM 99 %
CONTINUOUS
OPERATION
TRANSIENT 95 %
When NR is below 96%:
+ Audio tone
ROTOR LOW + Horn
+ Voice message ROTOR LOW
When NR is above 105%:
+ Audio tone
ROTOR HIGH + Voice message ROTOR HIGH
When N2 is at or above 111%:
#1(2) OVSPD
20 %
START and CRUISE formats (AEO)
REVERSIONARY format
ICN-0B-C-151000-G-A0126-01010-A-01-1
Figure 1-15
Page 1-42
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
N1
ON
95.5
OFF
TRQ
TOT
0
770
O
E
I
O
E
I
95
Section 1
Limitations
NR
0
BRT
100
100
DIM
O
E
I
CLR
ENG 2 OUT
ENT
N2
NR
TRANSIENT 112 %
MAXIMUM 102 %
CONTINUOUS 99% to 101%
OPERATION
MINIMUM 90 %
TRANSIENT 85 %
When NR is below 96%:
+ Audio tone
ROTOR LOW + Horn
+ Voice message ROTOR LOW
When NR is above 105%:
+ Audio tone
ROTOR HIGH + Voice message ROTOR HIGH
When N2 is at or above 111%:
#1(2) OVSPD
20 %
OEI format
REVERSIONARY OEI format
ICN-0B-C-151000-G-A0126-01011-A-01-1
Figure 1-16
EASA Approved
Page 1-43
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
N1
ON
67
TOT
67
430
430
TRQ
0
NR
BRT
100
100
DIM
OFF
CLR
#1 OIL PRES
ENT
ROTOR LOW
#2 OIL PRES
#1 DC GEN
#2 DC GEN
SERVO 1
PARK BRK ON
SERVO 2
NR
MAXIMUM 110 %
CONTINUOUS
OPERATION
MINIMUM 95 %
TRANSIENT 90 %
When NR is below 95%:
+ Audio tone
ROTOR LOW + Horn
+ Voice message ROTOR LOW
When NR is above 110%:
+ Audio tone
ROTOR HIGH + Voice message ROTOR HIGH
20 %
AUTOROTATION format
REVERSIONARY AUTOROTATION format
ICN-0B-C-151000-G-A0126-01012-A-01-1
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Voice message
WARNING
ON
ENG 1 OIL
Section 1
Limitations
XMSN OIL
PSI
PSI
55
65
45
68
PSI
+15
55
65
OFF
BRT
DIM
KG
KG
225
HYD 1
FUEL
225
PSI
PSI
PSI
1450
22
23
HYD 2
PSI
1450
CLR
MENU 1/3
ENT
EXIT
AUX
MAIN
POWER
CHECK
TEST
MAXIMUM
CAUTIONARY
NOTE
Engine oil pressure
limits vary as a
function of N1.
CONTINUOUS
OPERATION
CAUTIONARY
MINIMUM
ICN-0B-C-151000-G-A0126-01013-A-01-1
Figure 1-18
EASA Approved
Page 1-45
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
ENG 1 OIL
ON
XMSN OIL
PSI
PSI
PSI
55
65
45
68
+15
55
65
BRT
OFF
DIM
FUEL
225
HYD 1
225
HYD 2
PSI
PSI
PSI
PSI
1450
22
23
1450
CLR
MENU 1/3
EXIT
ENT
AUX
MAIN
POWER
CHECK
TEST
MAXIMUM 125 C
CONTINUOUS
OPERATION
10 C
0 C
ICN-0B-C-151000-G-A0126-01014-A-01-1
Figure 1-19
Page 1-46
11-12-09
AW109SP RFM
Document N109G0040A018
ON
ENG 1 OIL
Section 1
Limitations
XMSN OIL
PSI
PSI
PSI
55
65
45
68
+15
55
65
OFF
Voice message
WARNING
BRT
DIM
225
HYD 1
FUEL
225
HYD 2
PSI
PSI
PSI
PSI
1450
22
23
1450
CLR
MENU 1/3
ENT
EXIT
AUX
MAIN
POWER
CHECK
TEST
MAXIMUM 70 PSI
CAUTIONARY
50 PSI
CONTINUOUS
OPERATION
MINIMUM 30 PSI
0 PSI
ICN-0B-C-151000-G-A0126-01015-A-01-1
Figure 1-20
EASA Approved
Page 1-47
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
ENG 1 OIL
ON
XMSN OIL
PSI
PSI
PSI
55
65
45
68
+15
55
65
BRT
DIM
OFF
KG
KG
FUEL
225
HYD 1
225
HYD 2
PSI
PSI
PSI
PSI
1450
22
23
1450
CLR
MENU 1/3
ENT
EXIT
MAIN
AUX
POWER
CHECK
TEST
XMSN OIL - C
130 C
MAXIMUM 120 C
CONTINUOUS
OPERATION
0 C
ICN-0B-C-151000-G-A0126-01016-A-01-1
Figure 1-21
Page 1-48
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
EDU2 - AUXILIARY
ON
OFF
118
ELECTRICS
AMP
123
27.3
115
VDC
27.5
VAC
116
FUEL
100
KG/HR
225
KG
99
227
Section 1
Limitations
EDU2 - MAIN
BRT
DIM
ON
ENG 1 OIL
XMSN OIL
PSI
PSI
55
65
45
68
+15
55
65
OFF
PSI
DIM
KG
UTIL
HYD 2
1450
NORM
1450
PSI
KG
225
HYD 1
EMER
1450
CLR
FUEL
225
HYD 2
PSI
PSI
PSI
PSI
1450
22
23
1450
CLR
MENU 1/3
ENT
BRT
XFEED
HYDRAULICS
MAIN
HYD 1
1450
PSI
EXIT
AUX
MAIN
MENU 1/3
POWER
CHECK
TEST
ENT
EXIT
AUX
POWER
CHECK
MAIN
TEST
HYD 1(2)
MINIMUM
1200 PSI
MINIMUM
CONTINUOUS
1400 PSI
MAXIMUM
1600 PSI
800 PSI
2000 PSI
CAUTIONARY CONTINUOUS
OPERATION
ICN-0B-C-151000-G-A0126-01017-A-01-1
Figure 1-22
EASA Approved
Page 1-49
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
ON
ENG 1 OIL
XMSN OIL
PSI
PSI
PSI
55
65
45
68
+15
55
65
OFF
BRT
DIM
KG
KG
HYD 1
225
FUEL
225
HYD 2
PSI
PSI
PSI
PSI
1450
22
23
1450
CLR
MENU 1/3
MAIN
ENT
POWER
CHECK
TEST
FUEL
MINIMUM
CONTINUOUS
7 PSI
MAXIMUM
25 PSI
MINIMUM
0 PSI
CAUTIONARY
CONTINUOUS
OPERATION
30 PSI
ICN-0B-C-151000-G-A0126-01018-A-01-1
Figure 1-23
Page 1-50
11-12-09
AW109SP RFM
Document N109G0040A018
ON
118
OFF
ELECTRICS
AMP
123
27.3
VDC
27.5
115
VAC
116
FUEL
100
KG/HR
99
225
KG
225
Section 1
Limitations
BRT
DIM
HYDRAULICS
MAIN
HYD 1
1450
PSI
UTIL
HYD 2
1450
NORM
1450
PSI
EMER
1450
CLR
MENU 1/3
EXIT
ENT
AUX
MAIN
POWER
CHECK
TEST
ELECTRICS - AMP
MAXIMUM
200 AMP
0 AMP
( Up to 15000 ft Hp )
CONTINUOUS
OPERATION
TRANSIENT
300 AMP
MAXIMUM
130 AMP
0 AMP
( Above 15000 ft Hp )
CONTINUOUS
OPERATION
TRANSIENT
300 AMP
ICN-0B-C-151000-G-A0126-01019-A-01-1
Figure 1-24
EASA Approved
Page 1-51
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
ON
OFF
ELECTRICS
FUEL
118
AMP
123
27.3
VDC
27.5
115
VAC
116
100
KG/HR
99
225
KG
225
BRT
DIM
HYDRAULICS
MAIN
UTIL
HYD 2
HYD 1
NORM
1450
PSI
PSI
EMER
1450
CLR
MENU 1/3
ENT
EXIT
AUX
MAIN
POWER
CHECK
TEST
UTIL - NORM
MINIMUM
500 PSI
1140 PSI
MAXIMUM
1600 PSI
300 PSI
2000 PSI
CAUTIONARY
CONTINUOUS
OPERATION
ICN-0B-C-151000-G-A0126-01020-A-01-1
Figure 1-25
Page 1-52
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
ON
OFF
Section 1
Limitations
ELECTRICS
FUEL
118
AMP
123
27.3
VDC
27.5
115
VAC
116
100
KG/HR
99
225
KG
225
BRT
DIM
HYDRAULICS
MAIN
HYD 1
1450
UTIL
HYD 2
1450
PSI
NORM
1432
1450
PSI
EMER
1450
CLR
MENU 1/3
ENT
EXIT
AUX
POWER
CHECK
MAIN
TEST
UTIL - EMER
300 PSI
MINIMUM
1140 PSI
MAXIMUM
1600 PSI
2000 PSI
CONTINUOUS
OPERATION
ICN-0B-C-151000-G-A0126-01021-A-01-1
11-12-09
Page 1-53
Section 1
Limitations
AW109SP RFM
Document N109G0040A018
Page 1-54
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 2
Table of Contents
SECTION 2
NORMAL PROCEDURES
TABLE OF CONTENTS
Page
GENERAL ....................................................................................... 2-1
FLIGHT PLANNING ........................................................................ 2-2
PRE-FLIGHT CHECKS ................................................................... 2-2
GENERAL................................................................................... 2-2
PILOTS PRE-FLIGHT CHECK .................................................. 2-3
ENGINE PRE-START CHECK ...................................................... 2-19
INITIAL CHECKS...................................................................... 2-19
ELECTRICAL POWER-UP ....................................................... 2-20
ENGINE START ............................................................................ 2-26
NORMAL ENGINE START ....................................................... 2-26
QUICK ENGINE START ........................................................... 2-31
ABORTED ENGINE START PROCEDURE ............................. 2-35
DRY MOTORING RUN............................................................. 2-36
SYSTEM CHECKS ...................................................................... 2-38
HYDRAULIC SYSTEMS ........................................................... 2-38
FUEL SYSTEM ......................................................................... 2-39
ELECTRICAL A.C. SYSTEM .................................................... 2-41
RCP .......................................................................................... 2-41
AFCS ........................................................................................ 2-42
MISCELLANEOUS ................................................................... 2-43
BEFORE TAKE-OFF CHECKS .................................................... 2-45
GROUND TAXIING ....................................................................... 2-46
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Section 2
Table of Contents
AW109SP RFM
Document N109G0040A018
Page
TAKE-OFF..................................................................................... 2-46
HOVER TAKE-OFF ................................................................ 2-46
ROLLING TAKE-OFF .............................................................. 2-48
IN FLIGHT ................................................................................... 2-49
SEARCHLIGHT OPERATING PROCEDURE.......................... 2-50
AUTOMATIC FLIGHT CONTROL SYSTEM ............................ 2-51
ILS APPROACHES .................................................................. 2-51
EFIS SYSTEM.......................................................................... 2-51
FLIGHT MANAGEMENT SYSTEM .......................................... 2-52
TAWS ....................................................................................... 2-52
APPROACH AND LANDING ...................................................... 2-53
VERTICAL LANDING .............................................................. 2-54
RUNNING LANDING .............................................................. 2-55
SHUTDOWN ................................................................................ 2-56
POST FLIGHT CHECK ................................................................. 2-58
FLIGHT HANDLING CHARACTERISTICS .................................. 2-59
ENGINE LIMIT GOVERNING .................................................. 2-59
CLIMB SPEED ......................................................................... 2-60
AUTOROTATIVE DESCENT ................................................... 2-60
STEEP APPROACHES AND VERTICAL DESCENT
MANOEUVRES ........................................................................ 2-60
EDU 1 CAUTIONARY CAPTION DEFINITIONS .......................... 2-61
EDU 1 ADVISORY CAPTION DEFINITIONS ............................... 2-62
EDU 2 ADVISORY CAPTION DEFINITIONS ............................... 2-63
VOICE ONLY ADVISORY ............................................................. 2-63
EFIS WARNING/CAUTION/ADVISORY SYSTEM ....................... 2-64
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Document N109G0040A018
Section 2
Table of Contents
LIST OF FIGURES
Page
Figure 2-1
Figure 2-2
EASA Approved
11-12-09
Page 2-iii
Section 2
Table of Contents
AW109SP RFM
Document N109G0040A018
LIST OF TABLES
Page
Table 2-1
Table 2-2
Table 2-3
Table 2-4
Page 2-iv
Rev. 2
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
SECTION 2
NORMAL PROCEDURES
GENERAL
This section contains instructions and procedures for operating the
helicopter from the planning stage, through actual flight conditions, to
securing the helicopter after landing.
Normal and standard conditions are assumed in these procedures.
Pertinent data in other sections is referenced when applicable.
The instructions and procedures contained herein are written for the
purpose of standardization and are not applicable to all situations.
The minimum and maximum limits, and the normal and cautionary
operating ranges for the helicopter and its subsystems are indicated
by instrument markings and placards. Refer to Section 1 for details of
the operating limitations.
Each time an operating limitation is exceeded, a malfunction or an
emergency occurs, an appropriate entry shall be made in the logbook
(airframe, engine, etc.). The entry shall state which limit was
exceeded, the duration of time, the extreme value attained, and any
additional information essential in determining the maintenance action
required. As an aid to this task, the IDS software includes logs of limit
exceed data, fault data, and caution and warning signals which are
stored in a Non-Volatile Memory for subsequent retrieval.
EASA Approved
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Page 2-1
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
FLIGHT PLANNING
Each flight must be planned adequately to ensure safe operations and
to provide the pilot with the data to be used during the flight.
Essential weight and balance, and performance information should be
compiled as follows:
- Check type of mission to be performed and destination.
- Select appropriate performance charts to be used from Section 4.
- Review the appropriate Supplements of this Rotorcraft Flight Manual
for the optional equipment installed.
Ascertain proper weight and balance of the helicopter as follows:
- Consult Section 6 - Weight and Balance;
- Ascertain weight of fuel, oil, payload, etc;
- Compute take-off and anticipated landing gross weights;
- Check helicopter center of gravity (CG) locations;
- Check that the weight and CG limitations in Section 1 are not
exceeded during the flight.
PRE-FLIGHT CHECKS
GENERAL
Preflight checks are to be performed by the pilot in order to confirm
that the helicopter is flightworthy and adequately equipped.
The checks are categorised as follows:
- First flight of the day
- Every flight
Checks marked with an arrow ( ) are required before the first flight
of the day. All other checks are to be carried out before every flight.
Checks in blue may be omitted if the AIRWORTHINESS CHECK has
been performed as per MAINTENANCE MANUAL.
The inspection commences at the nose and continues clockwise
around the helicopter (Figure 2-1). During the inspection, confirm that
there are no leaks from drains, that all vents, air intakes and air outlets
are free of obstruction, and all access panels and antennas are secure.
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Document N109G0040A018
Section 2
Normal Procedures
4
3
7
6
1
ICN-0B-C-152000-G-A0126-01001-A-01-1
Figure 2-1
EASA Approved
Page 2-3
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
: Removed.
Nose exterior
: Condition.
2.
: Free of obstruction.
3.
Pitot-static tubes
4.
5.
Searchlight
6.
Nose compartment
access door
: Open.
7.
Avionics components
8.
Accumulators
9.
10.
Accumulators
: Secure.
: Discharge by pressing two relevant red pushbuttons.
CAUTION
The discharge of accumulators causes loss
of parking brakes. Suitable measures
(wheel chocks) should be taken to ensure
helicopter will not move.
11.
Page 2-4
11-12-09
: Free of obstruction.
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
Windshield
2.
3.
Windshield wiper
: Condition.
4.
RH OAT sensor
5.
Fuselage exterior
: Condition.
6.
7.
Antenna(s)
: Condition.
8.
: Cap locked.
Chain condition and secure.
9.
Sliding door
10.
12.
: Open.
13.
14.
: Secure.
: Secure.
17.
Service step
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Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
18.
19.
20.
21.
22.
23.
HYD. SERVOS
24.
Servo actuator
: Condition and leaks.
(actuator with yellow decal)
25.
26.
: Secure.
28.
: Open.
access door
29.
: Free of obstruction.
30.
: Secured.
32.
: Secure.
34. Engine air intake screen and : Covers removed; free of damchamber
age and obstruction.
35.
Page 2-6
11-12-09
: Open.
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AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
36.
Engine compartment
drain filters
: Free of obstructions.
37.
Engine area
38.
Engine oil
39.
40.
41.
: Condition.
: Condition, secure.
: Secure.
44.
: Open.
45.
Igniter box
: Condition.
46.
: Condition.
: Condition
: Secured.
Note
If the engine fire extinguisher indicator disc
is not in the red position, it means that the
relevant
bottle
has
already
been
discharged and needs to be replaced.
50. Tail rotor driveshaft support
access door
EASA Approved
Secure.
11-12-09
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Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
53.
54.
56.
Antenna(s)
: Condition.
57.
: Free of obstruction.
: Secure.
: Cap locked.
Chain condition and secure.
Tailboom exterior
: Condition.
2.
Antenna(s)
: Condition.
3.
4.
Stabilizer
5.
: Condition.
2.
3.
: Open
4.
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Document N109G0040A018
5.
6.
7.
8.
9.
Section 2
Normal Procedures
: Secure
: Confirm no leaks.
: Secure.
2.
3.
4.
Tailboom exterior
: Condition.
5.
Stabilizer
6.
7.
Antenna(s)
: Condition.
8.
: Open.
9.
EASA Approved
: Secure.
Confirm freedom of movement
11-12-09
Page 2-9
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
: Open.
2.
Baggage compartment
3.
Note
The tail rotor hydraulic servo actuator is
accessible in the baggage compartment
through an inspection door.
4.
Circuit breakers
: All in.
(in baggage compartment)
Note
The circuit breakers in the baggage
compartment are accessible through an
inspection door.
5.
6.
: Secure.
: Free of obstruction.
7.
: Cap locked.
Chain condition and secure.
8.
9.
10.
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AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
Note
If the engine fire extinguisher indicator disc
is not in the red position, it means that the
relevant
bottle
has
already
been
discharged and needs to be replaced.
14.
: Open.
15.
: Open.
16.
Igniter box
: Condition.
17.
: Condition.
18.
: Check condition.
Check no marks of slippage.
: Condition
: Secured.
: Secure.
22. Engine air intake screen and : Cover removed; free of damage
chamber
and obstruction.
23.
: Open.
24.
Engine compartment
drain filters
: Free of obstructions.
25.
Engine area
26.
Engine oil
27.
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AW109SP RFM
Document N109G0040A018
28.
29.
: Condition.
: Condition, secure.
31.
: Open.
access door
32.
: Free of obstruction.
33.
: Secure.
36.
37.
38.
39.
40.
41.
: Open.
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AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
CAUTION
The transmission oil level check is to be
performed in any case before the first flight
of the day and it can be considered valid for
a maximum of 5 flights including the first.
Note
Transmission oil level must be between the
MIN and the MAX markings.
42.
43.
Transmission oil
Transmission oil access
door
44.
HYD. SERVOS
45.
46.
Servo actuators
(visible ones: actuator
with red decal and one
with blue decal)
: Secure.
48.
: Secure.
51.
: Condition
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Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
58.
LH OAT sensor
59. Windshield
61.
Windshield wiper
: Condition.
62.
Antenna(s)
: Condition.
: Cap locked.
Chain condition and secure.
2.
3.
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AW109SP RFM
Document N109G0040A018
4.
Cabin interior
Section 2
Normal Procedures
5.
6.
Cockpit interior
7.
8.
9.
Co-pilot seat
: Secure.
10.
11.
13.
14.
: Condition.
15.
Pilot seat
: Secure.
16.
17.
18.
19.
20.
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Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
: All in.
(Main, pilot and co-pilot overhead).
22.
: As required.
23.
BAT switch
: ON.
25.
: ON.
26.
External Power
source
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Document N109G0040A018
28.
Section 2
Normal Procedures
29.
LH fuel pump
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Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
30.
RH fuel pump
31.
32.
: Disconnect.
33.
BAT switch
: OFF.
34.
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AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
: Adjust.
2.
Seat belts
3.
4.
Jettison handles
5.
: Confirm DOWN.
6.
7.
Parking brake
8.
: ON.
9.
Cyclic stick
: Centered, or positioned to
counter wind, and friction
adjusted.
EASA Approved
11-12-09
Page 2-19
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
ELECTRICAL POWER-UP
1.
: Set to GND
2.
BAT switch
: ON.
3.
: ON.
4.
: ON.
5.
: ON.
6.
Cockpit lights
: As required.
7.
External power
9.
: Confirm on.
Verify System Status page:
- SOFTWARE OK.
- database validity and expiring
dates.
- Check EFIS software version
for applicable limitations.
Press any keys on pilot PFD
and MFD to confirm.
Adjust brightness as required.
Page 2-20
Rev. 4
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
Note
Refer to EFIS Pilots Guide for database
updating procedure.
10. EDUs and ESIS displays
: Confirm on.
Adjust brightness as required.
EDU Tests:
Note
The TEST function of both EDUs can be
initiated by pressing the TEST key on
either EDU.
Note
During the test, the DAU will activate the
MWL, MCL, the ENGINE FIRE voice
warning message and audio tone; it will
also illuminate the engine power lever grips
and the FIRE warning lights on the engine
control panel. If a failure is detected on
engine fire and/or fuel low detectors, the
caution message FIRE DET and/or F LOW
FAIL will appear.
Note
Due to the short length of the EDU Test,
only one of the ENGINE FIRE voice
messages is heard. The ENGINE FIRE
message of the second engine can be
heard by pushing the MASTER WARNING
RESET pushbutton.
11. EDU 1 or EDU 2
EASA Approved
Page 2-21
Rev. 3
Section 2
Normal Procedures
11a. EDU 1
11b. EDU 2
AW109SP RFM
Document N109G0040A018
97.4%
TOT
820 C
TRQ
100%
N2 / NR
101%
50 PSI
100 C
40 PSI
100 C
FUEL pressure
20 PSI
1500 PSI
Decreasing
OAT
+25 C
software
Page 2-22
Rev. 3
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
11d. EDU 1
AWG Test:
12. Aural Warning Generator
Test
EASA Approved
11-12-09
Page 2-23
Rev. 3
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
: AUTO.
CAUTION
The engine power levers may be operated
manually only in case of failure of the
remote control (PLA MOTOR caution
message active), or before starting, to
position the levers to FLIGHT.
14. ENG TRIM 1 and 2 toggles
(on pilots collective)
15. EDU 1
Miscellaneous:
16. Fire Extinguisher Bottle
switch
: Centered.
: NORM.
: As required.
Page 2-24
Rev. 3
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AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
: Release.
27. Altimeter
: Set.
: Check.
: As required.
30. NR switch
: Set to 100%.
EASA Approved
11-12-09
Page 2-25
Rev. 3
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
ENGINE START
1.
EDU 1
: Check ON.
2.
3.
: ON.
Confirm FUEL PUMP 1 caution
message suppressed.
Check fuel pressure.
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AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
CAUTION
Monitor engine start and if any of the following occur:
- light-up is not obtained within 15 seconds;
- abnormal noises are heard;
- TOT increases beyond start limits
(#1(2) HOT START caution message displayed);
- rotor has not begun to rotate when N1 is
40%;
- N1 or N2 increase beyond limits;
- engine hangs (stagnation in N1 below
54%);
Abort the engine start and shutdown the
engine by performing the ABORTED
ENGINE START PROCEDURE.
4.
: Set to IDLE.
5.
N1
6.
TOT
7.
Rotors
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Page 2-27
Section 2
Normal Procedures
8.
AW109SP RFM
Document N109G0040A018
: Check.
CAUTION
: Check rising.
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AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
CAUTION
Below 85% NR, avoid any cyclic movement
except to prevent hitting blade stops.
14. N2
: Confirm stabilized
speed of 65% 1%.
to
IDLE
: Set to FLT.
17. N2 / NR
Engine 2 start
CAUTION
Ensure that the second engine engages as
the N2 increases to FLT. A non-engaged
engine shows positive N2 value and near
zero torque. If a non-engagement occurs,
shutdown the non-engaged engine first.
When the non-engaged engine has
stopped, shutdown the engaged engine. If
a sudden or hard engagement occurs,
shutdown both engines for maintenance
action.
Repeat Engine 1 Start procedure for engine N2
18. Engine parameters
: Confirm ON.
(BATT OFF caution message
displayed if external power is
connected).
EASA Approved
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Page 2-29
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
22. N2 / NR
: Set to NORM.
: Confirm on.
Verify System Status page:
- SOFTWARE OK.
- database validity and expiring
dates.
- Check EFIS software version
for applicable limitations.
Press any keys on co-pilot PFD
and MFD to confirm.
: Adjust brightness as required.
Note
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AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
1.
: Check ON.
2.
3.
: ON.
Confirm FUEL PUMP 1 caution
message suppressed.
Check fuel pressure.
4.
5.
: ON.
Confirm FUEL PUMP 2 caution
message suppressed.
Check pressure.
EASA Approved
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Page 2-31
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
CAUTION
Monitor engine start and if any of the following occur:
- light-up is not obtained within 15 seconds;
- abnormal noises are heard;
- TOT increases beyond start limits
(#1(2) HOT START caution message displayed);
- rotor has not begun to rotate when N1 is
40%;
- N1 or N2 increase beyond start limits;
- engine hangs (stagnation in N1 below
54%);
Abort the engine start and shutdown the
engine by performing the ABORTED
ENGINE START PROCEDURE.
6.
: Set to FLT.
7.
8.
N1
9.
TOT
10. Rotors
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AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
CAUTION
Operating with an engine oil pressure of up
to 200 psi is permitted for a maximum
period of 10 minutes.
11. Engine oil pressures
CAUTION
Do not apply power or allow N1 to rise
above 90% until engine oil temperature
reaches 10 C.
12. Engine oil temperatures
: Check.
CAUTION
Remain at IDLE until the transmission oil
pressure decreases below 70 psi whilst the
oil temperature increases.
13. Transmission oil pressure
: Check rising.
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Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
CAUTION
Below 85% NR, avoid any cyclic movement
except to prevent hitting blade stops.
17. Engine and transmission oil
: Confirm ON.
(BATT OFF caution message
displayed if external power is
connected).
21. N2 / NR
: Set to NORM.
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AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
CAUTION
Failure to follow the abort procedures may
cause damage to the engine.
The affected engine should be shutdown by:
1.
: OFF.
: OFF.
2.
: OFF.
3.
EASA Approved
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Page 2-35
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
1.
: AUTO.
2.
: OFF.
3.
: OFF.
4.
: OFF.
5.
6.
: Pull out.
7.
Starter pushbutton
(on engine power lever)
8.
N1
: Note increasing.
9.
TOT
: Note decreasing.
: Release.
: Reset.
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Document N109G0040A018
Section 2
Normal Procedures
10
15
10
10
10
20
15
10
20
ICN-0B-C-152000-G-A0126-01002-A-01-1
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Page 2-37
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
SYSTEM CHECKS
HYDRAULIC SYSTEMS
1.
SERVO switch
(Main Hydraulic)
: NORM, confirm.
Make small cyclic (clockwise),
collective and pedal movements. Pressure drops must be
equal for both systems (N1 and
N2) and should not exceed
70 psi.
Set SERVO switch to SOV 2
OFF.
SERVO 2 caution message displayed.
Check operation of system N1
with same cyclic, collective and
pedal movements.
Pressure drop should not
exceed 70 psi and there should
be no force increase, discontinuity or cyclic/collective coupling.
Repeat check setting the switch
to SOV 1 OFF to check system
N2.
Confirm
that
unboosted.
pedals
are
Page 2-38
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AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
FUEL SYSTEM
1.
: OFF.
FUEL PUMP 1 caution message displayed.
Crossfeed valve automatically
open (bar horizontal) and
XFEED advisory message displayed.
Note N1 fuel pressure gauge
indicating normal operating
pressure.
3.
: ON.
FUEL PUMP 1 caution message suppressed.
XFEED advisory message suppressed (bar vertical).
4.
: OFF.
FUEL PUMP 2 caution message displayed.
Crossfeed valve automatically
open (bar horizontal) and
XFEED advisory message displayed.
Note N2 fuel pressure gauge
indicating normal operating
pressure.
EASA Approved
11-12-09
Page 2-39
Section 2
Normal Procedures
5.
AW109SP RFM
Document N109G0040A018
: OFF.
Note fall in fuel pressure, activation of FUEL PUMP 1 caution
message, crossfeed valve still
open (bar horizontal) and
XFEED advisory message still
present.
Confirm correct operation of
engine-driven fuel pumps by
checking that engine parameters are stable.
6.
7.
8.
9.
: ON.
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AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
INV 1 switch
: OFF.
Confirm INV 1 caution message displayed.
Check for proper reading
(115 V) on both AC systems on
EDU 2 AUX page.
2.
INV 1 switch
: ON.
Confirm INV 1 caution message suppressed.
3.
INV 2 switch
: OFF.
Confirm INV 2 caution message displayed.
Check for proper reading
(115 V) on both AC systems on
EDU 2 AUX page.
4.
INV 2 switch
: ON.
Confirm INV 2 caution message suppressed.
RCP
1.
AHRS knob
EASA Approved
11-12-09
Page 2-41
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
ADU knob
3.
GPS Knob
AFCS
1.
APMS panel
2.
PFD
Page 2-42
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
Note
During AFCS PFT do not touch flight
controls.
3.
APMS panel
4.
PFD display
5.
6.
MISCELLANEOUS
1.
EASA Approved
: ON.
Check Current peak on generator load meter.
Confirm PITOT 1 HEAT advisory message displayed.
Confim PITOT 1 FAIL Caution is
not displayed.
: Reset to OFF.
Confirm PITOT 1 HEAT advisory message suppressed.
11-12-09
Page 2-43
Section 2
Normal Procedures
2.
AW109SP RFM
Document N109G0040A018
: ON.
Check Current peak on generator load meter.
Confirm PITOT 2 HEAT advisory message displayed.
Confim PITOT 2 FAIL Caution is
not displayed.
: Reset to OFF.
Confirm PITOT 2 HEAT advisory message suppressed.
3.
4.
ADIs
5.
MAG/DG switch
(on AHRS panel)
6.
Altimeters
7.
VSIs
8.
Radio altimeter
9.
NR switch
10. HTAWS
As required
11. TAS
As required
As required
Page 2-44
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
Cockpit lights
: As required.
2.
3.
Landing lights
: As required.
CAUTION
Turn both pitot heat ON for flight in visible
moisture and/or rain regardless of ambient
temperature.
4.
Pitot heat
: As required.
5.
NR switch
CAUTION
When engine torque limiter is enabled, the
AEO engine total torque is limited to a
combined torque value of 220%. OEI
engine torque limit remains at 162%.
6.
TQ LIM pushbutton
7.
Parking brake
: OFF.
Confirm PARK BRK ON caution
message suppressed.
8.
: Confirm none.
9.
EASA Approved
11-12-09
Page 2-45
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
GROUND TAXIING
1.
: OFF.
2.
3.
Pedal brakes
: Check operation.
4.
Pedals
5.
TAKE-OFF
Note
Instruction in blue are applicable only if kit P/
N 109-B811-02 (fixed landing gear) is not
installed.
HOVER TAKE-OFF
1.
Nose wheel
: Align forward.
2.
: ON.
3.
Flight controls
4.
Flight instruments
: Check.
5.
Engine parameters
6.
Transmission parameters
7.
Hydraulic systems
parameters
8.
N2 / NR
: Confirm N2 / NR 102%.
Page 2-46
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
9.
Cyclic / Collective
Section 2
Normal Procedures
EASA Approved
: Confirm N2 / NR stabilizes at
100%.
11-12-09
Page 2-47
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
ROLLING TAKE-OFF
1.
Nose wheel
: Align forward.
2.
: ON.
3.
CAUTION
Do not fly with landing gear operating or
extended at speeds above 140 KIAS.
4.
N2 / NR
Page 2-48
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
IN FLIGHT
1.
: As required.
2.
TQ LIM pushbutton
: As required.
3.
Pedals
4.
Flight instruments
: Check.
5.
Engine parameters
6.
Transmission parameters
7.
Hydraulic systems
parameters
8.
: OFF.
LANDING LT ON advisory
message suppressed.
CAUTION
Turn both pitot heaters on for flight in
visible moisture and/or in rain, regardless
of ambient temperature.
9.
Pitot heat
: As required.
10. Compass
: As required.
Note
EASA Approved
11-12-09
Page 2-49
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
CAUTION
Maximum speed for searchlight extension,
orientation and retraction 135 KIAS.
Extension
1.
:ON.
2.
3.
: ON.
Note
With the switch in OFF position the light
remains extinguished in the position where it
has been left.
4.
: Set as necessary.
Note
Moving switch to L or R position the searchlight rotates left or right. It is possible to
adjust the light in an intermediate position,
from stowed to extended, by temporarily
moving the switch to EXT or RETR position.
Retraction
1.
Note
In STOW position the light is extinguished.
Page 2-50
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
EASA Approved
11-12-09
Page 2-51
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
Page 2-52
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
: DOWN.
MAIN UTIL CHRG caution message is displayed during landing
gear extension, then clears when
landing gear is locked.
Confirm landing gear is down and
locked (3 green lights indicated,
red light extinguished).
If previously activated, LANDING
GEAR caution message clears
and audio warning ceases.
CAUTION
If flight operations require the landing gear to
be down at all times then NR must be
selected manually, using the NR switch,
when appropriate.
2.
N2 / NR
EASA Approved
Page 2-53
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
3.
: ON.
4.
Parking brake
5.
Landing lights
: As required.
VERTICAL LANDING
CAUTION
While conducting a slope landing, care
must be taken to avoid the tail making
contact with the ground.
1.
Landing path
2.
Pedal brakes
: As necessary.
3.
Page 2-54
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
RUNNING LANDING
1.
Landing path
2.
Pedal brakes
3.
EASA Approved
11-12-09
Page 2-55
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
SHUTDOWN
1.
: ON.
2.
Parking brake
: ON.
3.
Collective lever
4.
CAUTION
If there is evidence of any abnormal TOT
increase after shutdown, perform a DRY
MOTORING RUN.
CAUTION
Do not apply collective during rotor deceleration, particularly in windy conditions.
Below 85% NR, avoid any cyclic movement
except to prevent droop stop contact.
5.
Note
If necessary, the engine may be shut down
directly from FLT.
6.
: Set to OFF.
7.
8.
Page 2-56
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
9.
Rotor brake
Section 2
Normal Procedures
: OFF.
: As required.
: OFF.
: OFF.
: OFF.
EASA Approved
11-12-09
Page 2-57
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
: Installed.
CAUTION
Following a slope landing, the parking
brake holding capability is guarantee for
2 minutes from rotor stop.
2.
Wheel chocks
Page 2-58
11-12-09
: As required.
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
324%
OEI:
Torque
180%
220%
OEI:
Torque
162%
Note
Regardless of torque limiter status, N1 and
TOT always remain limited at 103% and
970 C respectively.
EASA Approved
11-12-09
Page 2-59
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
CLIMB SPEED
The climb speed recommended is the best climb speed of the helicopter, Vy.
Vy is 80 KIAS up to 10000 ft, and then decreases by 2 kts every
1000 ft to become 60 KIAS at 20000 ft.
AUTOROTATIVE DESCENT
1.
2.
3.
4.
5.
To recover to powered flight, increase collective pitch until freewheels are joined and finally, increase power to stop the rate of
descent.
Page 2-60
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
Colour
Engine State
MAN
Yellow
OEI
White /
Yellow /
Red
TNG
Yellow
Engine N1 or N2 in Training
mode.
(Cautionary caption vertically displayed along the corresponding
engines N1, TOT and TRQ scales).
EASA Approved
11-12-09
Page 2-61
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
Colour
Engine State
START
Green
IGN
Green
IDLE
Green
Engine N1 or N2 in Idle.
(Advisory caption vertically displayed along the corresponding
engines N2 scale.)
Page 2-62
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 2
Normal Procedures
System State
LIMITER ON
FUEL XFEED
LANDING LT ON
PITOT 1 HEAT
PITOT 2 HEAT
VENT ON
HOIST ON
PRI SRCH LT
SEC SRCH LT
System State
EASA Approved
11-12-09
Page 2-63
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
Page
OBSTRUCTION Warning,
Obstruction
TERRAIN
Page 2-64
Rev. 2
Warning,
Terrain
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Table 2-2
Section 2
Normal Procedures
Flag
Page
ADC1(2) FAIL
Alert Tone
AHRS1(2) FAIL
Alert Tone
ALT MISCOMP
Alert Tone
ATT MISCOMP
Alert Tone
AUX SENSOR
//
//
//
DEC HT
//
EASA Approved
"Decision
Height"
11-12-09
Page 2-65
Section 2
Normal Procedures
Table 2-2
AW109SP RFM
Document N109G0040A018
Flag
DR ##.##
None
GPS Dead Reckoning Mode. GPS in dead reckoning mode with valid ADC and AHRS data.
Timer shows time since loss of navigation to indicate quality of DR solution.
EFIS COOL
"EFIS
ing"
GPS LOI
Alert Tone
3-177
GPS LON
Alert Tone
3-176
GPS1(2) FAIL
Alert Tone
GS MISCOMP
Alert Tone
IAS MISCOMP
Page 2-66
Rev. 2
Alert Tone
11-12-09
Page
//
EASA Approved
AW109SP RFM
Document N109G0040A018
Table 2-2
Section 2
Normal Procedures
Flag
IDU MISCOMP
Alert Tone
IDU POWER
Alert Tone
MINIMUMS
"Minimums"
Minimum Altitude. Deviation from above to below minimum altitude bug. Causes minimum
altitude readout to turn yellow and flash.
NO HEADING
Alert Tone
NO GPS
NO TAWS
Alert Tone
OAT SENSOR
Alert Tone
EASA Approved
Page
//
//
3-183
11-12-09
Page 2-67
Rev. 2
Section 2
Normal Procedures
Table 2-2
Flag
AW109SP RFM
Document N109G0040A018
Page
OBSTRUCTION "Caution
Obstruction"
RADALT FAIL
Alert Tone
SAME ADC
Alert Tone
//
SAME AHRS
Alert Tone
Same AHRS Source. Only active in dual-System (Pilot and Co-pilot), dual-AHRS installation
with good inter-System communications and
neither AHRS in failure condition. Indicates that
both Systems are operating from same AHRS
source.
//
SAME GPS
Alert Tone
Same GPS Source. Indicates that both Systems are operating from same GPS source.
//
SAME NAV
Alert Tone
//
SCC FAIL
Alert Tone
TERRAIN
"Caution, Ter- Terrain cell within TAWS FLTA caution enve- Sect 7
rain"
lope.
TOO LOW
TRAFFIC
"Traffic"
Sect 7
VERT LON
Alert Tone
XFILL FAIL
Alert Tone
Page 2-68
Rev. 2
11-12-09
1-24
//
EASA Approved
AW109SP RFM
Document N109G0040A018
Table 2-3
Section 2
Normal Procedures
Flag
Page
--
Chime
//
AHRS DG
Chime
//
ANP: ##.##
Chime
//
BARO
MISCOMP
Chime
//
CHK BARO
Chime
//
FLTA INHBT
Chime
//
LNAV APPR
Chime
//
//
LP APPR
Chime
//
LPV APPR
Chime
//
MENU LOCK
None
//
PTK = ##
Chime
Parallel Offset. GPS Parallel Offset path advisory. ## is nautical miles left ("L") or right ("R") of
main path.
//
RNP: ##.##A
Chime
//
RNP: ##.##M
Chime
//
EASA Approved
11-12-09
Page 2-69
Rev. 2
Section 2
Normal Procedures
Table 2-3
AW109SP RFM
Document N109G0040A018
Flag
SUSPEND
Chime
TAS INHBT
Chime
TAWS INHBT
Chime
TAWS LOW
ALT
Chime
TERMINAL
Chime
//
TRUE NORTH
Chime
//
VECTORS
Chime
//
VFR APPR
Chime
//
VSI BARO
Chime
Chime
//
XFILL ARM
Chime
//
XFILL INHBT
Chime
//
Page 2-70
Rev. 2
11-12-09
Page
//
Sect 7
EASA Approved
AW109SP RFM
Document N109G0040A018
Table 2-4
Section 2
Normal Procedures
Flag
LOW HT
None
Collective Safety Function active for Height below 15 feet or excessive closure rate approaching ground. Collective Safety Function active to
control collective axis
//
PWR LIM
None
//
UCPL
None
AP Uncoupled
//
LINK FAIL
None
AFCS / EFIS Communication loss; AFCS indications on display are not available
//
None
//
None
AP mode degradation
//
None
AP mode transition
//
>
<
EASA Approved
Page
11-12-09
Page 2-71
Rev. 2
Section 2
Normal Procedures
AW109SP RFM
Document N109G0040A018
Page 2-72
Rev. 2
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Table of Contents
SECTION 3
EMERGENCY AND MALFUNCTION
PROCEDURES
TABLE OF CONTENTS
Page
GENERAL ....................................................................................... 3-1
PROCEDURES LOGIC .............................................................. 3-1
DEFINITIONS .................................................................................. 3-2
SAFE OEI FLIGHT...................................................................... 3-2
EMERGENCY LANDING GUIDANCE........................................ 3-2
PILOT ALERTNESS LEVEL ....................................................... 3-3
IDS CREW ALERTING SYSTEM .................................................... 3-4
EFIS ALERTING SYSTEM .............................................................. 3-8
EMERGENCY PROCEDURES
IDS CAS WARNING MESSAGES................................................. 3-10
AWG TEST PROCEDURE ............................................................ 3-12
EMERGENCY AUTOROTATION PROCEDURE .......................... 3-13
ROTOR UNDER SPEED ............................................................... 3-15
ROTOR OVERSPEED .................................................................. 3-16
EASA Approved
11-12-09
Page 3-i
Section 3
Table of Contents
AW109SP RFM
Document N109G0040A018
Page
ENGINE FAILURES ...................................................................... 3-17
GENERAL ................................................................................ 3-17
ENGINE FAILURE RECOGNITION ......................................... 3-17
ENGINE FAILURE ................................................................... 3-18
DOUBLE ENGINE FAILURE.................................................... 3-19
ENGINE SHUTDOWN IN AN EMERGENCY........................... 3-20
EMERGENCY/POST CRASH SHUTDOWN AND EGRESS........ 3-21
FIRE .............................................................................................. 3-22
ENGINE FIRE ON GROUND .................................................. 3-22
ENGINE FIRE IN FLIGHT ....................................................... 3-23
SMOKE IN CABIN, TOXIC FUMES, ETC. ............................... 3-25
ENGINE SYSTEMS....................................................................... 3-26
ENGINE OIL PRESSURE ...................................................... 3-26
ENGINE ECU FAIL .................................................................. 3-27
TRANSMISSION SYSTEM FAILURES ........................................ 3-28
MAIN GEARBOX .......................................................................... 3-29
OIL PRESSURE LOW.............................................................. 3-29
OIL TEMPERATURE HIGH .................................................... 3-30
MAIN ROTOR CONTROLS SEIZURE.......................................... 3-31
TAIL ROTOR SYSTEM FAILURES .............................................. 3-32
GENERAL ................................................................................ 3-32
TAIL ROTOR DRIVE FAILURE................................................ 3-33
TAIL ROTOR CONTROL FAILURE ......................................... 3-38
TAIL ROTOR CONTROL SEIZURE......................................... 3-40
ROTOR BRAKE SYSTEM ............................................................ 3-43
ROTOR BRAKE ON ................................................................. 3-43
Page 3-ii
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Table of Contents
Page
ELECTRICAL SYSTEM ................................................................ 3-44
DOUBLE DC GENERATOR FAILURE .................................... 3-44
DOUBLE DC GENERATOR FAILURE
(EXTENDED FLIGHT ENDURANCE) ..................................... 3-46
SERVICES RETAINED DURING DOUBLE DC GENERATOR
FAILURE .................................................................................. 3-49
SERVICES LOST DURING DOUBLE DC GENERATOR
FAILURE................................................................................... 3-50
BATTERY DISCHARGING ...................................................... 3-51
BATTERY HOT ........................................................................ 3-52
ELECTRICAL FIRE / SMOKE (IN FLIGHT) ............................. 3-53
LANDING GEAR ........................................................................... 3-55
LANDING GEAR FAILS TO LOCK DOWN
(TOTAL OR PARTIAL FAILURE) ............................................ 3-55
EMERGENCY DOWN LANDING GEAR PROCEDURE ......... 3-56
STATIC PORT OBSTRUCTION ................................................... 3-57
FLIGHT IN THUNDERSTORM - LIGHTNING STRIKE................. 3-58
EMERGENCY EXITS .................................................................... 3-59
EASA Approved
11-12-09
Page 3-iii
Section 3
Table of Contents
AW109SP RFM
Document N109G0040A018
Page
MALFUNCTION PROCEDURES
IDS CAUTION SYSTEM ............................................................... 3-61
CAUTIONS WITH A VOICE MESSAGE .................................. 3-68
VOICE ONLY CAUTIONS ........................................................ 3-68
ENGINE MALFUNCTIONS ........................................................... 3-69
COMPRESSOR STALL ........................................................... 3-69
UNUSUAL ENGINE NOISE ..................................................... 3-71
ATTEMPTED TAKE-OFF WITH ONE ENGINE IN IDLE.......... 3-72
ENGINE OIL TEMPERATURE................................................. 3-73
ENGINE OIL CHIP (Helicopters not equipped with pulsed chip
detector system P/N 109-0811-48) ......................................... 3-74
ENGINE OIL CHIP (Helicopters equipped with pulsed chip
detector system P/N 109-0811-48) ......................................... 3-75
ENGINE POWER LEVER REMOTE CONTROL FAIL ............ 3-76
ENGINE POWER LEVER POSITION ...................................... 3-76
ENGINE MODE SELECT SWITCH FAILURE.......................... 3-77
ENGINE DRIVE SHAFT FAILURE........................................... 3-78
ENGINE POWER TURBINE OVERSPEED ............................ 3-79
ENGINE POWER TURBINE OVERSPEED DETECT
FAILURE .................................................................................. 3-80
N2 OVERSPEED CONTROL CIRCUIT TEST FAILURE ........ 3-81
OEI 2.5 MIN RATING OUTSIDE LIMITS ................................. 3-81
DATA COLLECTION UNIT MALFUNCTION ........................... 3-82
ENGINE CONTROL UNIT - MAINTENANCE REQUIRED ..... 3-83
ENGINE CONTROL UNIT - LOSS OF DATA .......................... 3-83
ENGINE HOT START .............................................................. 3-84
TOT LIMITER MALFUNCTION ............................................... 3-85
TORQUE LIMITER MALFUNCTION ....................................... 3-86
MGT MISMATCH .................................................................... 3-87
ROTOR SPEED SELECTOR MALFUNCTION ....................... 3-88
ENGINE FIRE DETECTOR SYSTEM FAILURE ..................... 3-89
FIRE EXTINGUISHER BOTTLE DISCHARGED .................... 3-89
ENGINE RESTART IN FLIGHT PROCEDURE........................ 3-90
Page 3-iv
Rev. 2
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Table of Contents
Page
ABORTED ENGINE START PROCEDURE ............................. 3-94
AUTO TO MANUAL MODE TRANSFER.................................. 3-95
ENGINE START IN MANUAL MODE (ON GROUND) ............. 3-96
ENGINE SHUTDOWN IN MANUAL MODE.............................. 3-99
ENGINE OPERATION IN MANUAL MODE............................ 3-100
ENGINE POWER LEVER (PLA) JAMMED PROCEDURE .... 3-104
DRIVE SYSTEM .......................................................................... 3-105
MAIN TRANSMISSION OVERTORQUE ............................... 3-105
MAIN TRANSMISSION CHIP (Helicopters not equipped with
pulsed chip detector system P/N 109-0811-48)...................... 3-105
MAIN TRANSMISSION CHIP (Helicopters equipped with
pulsed chip detector system P/N 109-0811-48)...................... 3-106
TAIL GEARBOX CHIP (Helicopters not equipped with
pulsed chip detector system P/N 109-0811-48)...................... 3-107
TAIL GEARBOX CHIP (Helicopters equipped with pulsed
chip detector system P/N 109-0811-48) ................................. 3-108
ROTOR BRAKE SYSTEM DEGRADED ................................ 3-109
FUEL SYSTEM............................................................................ 3-110
FUEL LOW.............................................................................. 3-110
FUEL PRESSURE LOW ........................................................ 3-111
FUEL PUMP FAILED AND AIRFRAME FUEL FILTER
CLOGGED .............................................................................. 3-114
AIRFRAME FUEL FILTER CLOGGED................................... 3-114
ENGINE FUEL FILTER CLOGGED........................................ 3-113
FUEL LOW SENSOR FAILURE ............................................. 3-115
FUEL DRAIN VALVE OPEN .................................................. 3-115
HYDRAULIC SYSTEM ................................................................ 3-116
SERVO HYDRAULIC SYSTEM N1 MALFUNCTION............ 3-116
SERVO HYDRAULIC SYSTEM N2 MALFUNCTION............ 3-118
JAMMING OF A MAIN ROTOR SERVO VALVE.................... 3-119
TAIL ROTOR SERVO VALVE JAMMING............................... 3-120
NORMAL UTILITY HYDRAULIC PRESSURE LOW .............. 3-121
EMERGENCY UTILITY HYDRAULIC PRESSURE LOW....... 3-122
EASA Approved
11-12-09
Page 3-v
Rev. 2
Section 3
Table of Contents
AW109SP RFM
Document N109G0040A018
Page
NORMAL UTILITY HYDRAULIC SYSTEM CHARGING........ 3-123
EMERGENCY UTILITY HYDRAULIC SYSTEM CHARGING 3-123
ELECTRICAL SYSTEM .............................................................. 3-124
DC GENERATOR CONTROL ............................................... 3-124
BATTERY OFF....................................................................... 3-125
EXTERNAL POWER ON ...................................................... 3-126
FAILURE OF A GENERATOR .............................................. 3-127
BUS TIE OPEN ...................................................................... 3-128
GENERATOR OVERLOAD.................................................... 3-129
INVERTER FAILURE ............................................................ 3-130
COMMUNICATION SYSTEM ..................................................... 3-131
AURAL WARNING SYSTEM FAILURE ................................ 3-131
PILOTS ICS FAILURE .......................................................... 3-132
MASTER AVIONICS SWITCH FAILURE .............................. 3-133
RADIO MANAGEMENT SYSTEM FAILURE ........................ 3-134
RADIO TUNING UNIT FAILURE ........................................... 3-134
AUTOMATIC FLIGHT CONTROL SYSTEM .............................. 3-135
ATTITUDE MODE OFF ......................................................... 3-135
AUTOPILOT CAS FAIL ......................................................... 3-136
AUTOPILOT AHRS FAIL ...................................................... 3-137
AP DEGRADED .................................................................... 3-138
AUTOPILOT TEST FAIL ....................................................... 3-139
AFCS PFT PARTIALLY COMPLETED .................................. 3-140
AP CHANNEL FAILURE ........................................................ 3-141
APMS PANEL FAIL ............................................................... 3-142
MISTRIM ............................................................................... 3-143
PITCH TRIM FAIL ................................................................. 3-143
ROLL TRIM FAIL ................................................................... 3-144
YAW TRIM FAIL .................................................................... 3-144
COLLECTIVE TRIM FAIL ...................................................... 3-145
AUTOPILOT OFF .................................................................. 3-146
AUTOPILOT FAIL ................................................................. 3-147
Page 3-vi
Rev. 2
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Table of Contents
Page
AUTOPILOT HOT .................................................................. 3-148
PITCH AUTOPILOT FAIL ...................................................... 3-149
ROLL AUTOPILOT FAIL ........................................................ 3-149
YAW AUTOPILOT FAIL ......................................................... 3-150
AFCS OSCILLATORY MALFUNCTION ................................. 3-151
INTEGRATED DISPLAY SYSTEM FAILURE............................. 3-152
EDU1 FAILURE ...................................................................... 3-152
ELECTRONIC DISPLAY UNIT 1 COMPLETE FAILURE ....... 3-152
ELECTRONIC DISPLAY UNIT 1 DEGRADATION ................ 3-153
EDU2 FAILURE ...................................................................... 3-154
ELECTRONIC DISPLAY UNIT 2 COMPLETE FAILURE ....... 3-154
ELECTRONIC DISPLAY UNIT 2 DEGRADATION ............... 3-155
MISCOMPARE OF DAU PRIMARY PARAMETERS ............. 3-156
MISCELLANEOUS...................................................................... 3-157
DOOR OPEN .......................................................................... 3-157
BAGGAGE COMPARTMENT DOOR OPEN.......................... 3-158
PARKING BRAKE ON ........................................................... 3-159
PITOT HEAT FAILED ............................................................ 3-160
COCKPIT FAN FAILED .......................................................... 3-160
EFIS FANS FAILED ............................................................... 3-161
LANDING GEAR RETRACTED.............................................. 3-161
LANDING GEAR FAILS TO RAISE ........................................ 3-162
AIR DATA UNIT FAILURE...................................................... 3-163
ATTITUDE AND HEADING REFERENCE SYSTEM
FAILURE................................................................................. 3-164
VNE EXCEEDED.................................................................... 3-165
LOW HEIGHT ......................................................................... 3-165
CHELTON EFIS DISPLAYS FAILURE........................................ 3-166
FAILURE OF PILOTS PFD ................................................... 3-167
FAILURE OF COPILOTS PFD .............................................. 3-168
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)
ALERTING SYSTEM................................................................... 3-169
EASA Approved
11-12-09
Page 3-vii
Rev. 2
Section 3
Table of Contents
AW109SP RFM
Document N109G0040A018
Page
LOSS OF DATA FROM AIR DATA COMPUTER .................. 3-170
LOSS OF DATA FROM ATTITUDE HEADING
REFERENCE SYSTEM ........................................................ 3-171
ALTITUDE DATA DISCREPANCY ....................................... 3-172
PITCH AND ROLL ATTITUDE DATA DISCREPANCY ......... 3-172
IDU OVERTEMPERATURE ................................................... 3-173
GPS2 SYSTEM FAILURE/MALFUNCTION .......................... 3-174
GPS1 SYSTEM FAILURE/MALFUNCTION .......................... 3-175
GPS LOSS OF NAVIGATION ............................................... 3-176
GPS LOSS OF INTEGRITY .................................................. 3-177
GPS DATA DISCREPANCY ................................................. 3-178
EXCESSIVE GLIDE SLOPE DISCREPANCY ...................... 3-178
HEADING DATA DISCREPANCY ........................................ 3-179
AIRSPEED DATA DISCREPANCY ....................................... 3-180
LOSS OF IDU POWER REDUNDANCY................................ 3-180
IDU DISCREPANCY ............................................................. 3-181
EXCESSIVE LOCALISER DISCREPANCY .......................... 3-182
LOSS OF OAT DATA ............................................................ 3-183
RADIO ALTIMETER DATA LOSS ......................................... 3-184
SCC CARD FAILURE ............................................................ 3-185
Page 3-viii
Rev. 2
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Table of Contents
LIST OF FIGURES
Figure
Page
Figure 3-1
Figure 3-2
Figure 3-3
EASA Approved
11-12-09
Page 3-ix
Section 3
Table of Contents
AW109SP RFM
Document N109G0040A018
LIST OF TABLES
Table
Page
Page 3-x
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
SECTION 3
EMERGENCY AND MALFUNCTION
PROCEDURES
GENERAL
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 conducted on this particular model of helicopter.
The procedures used in each actual emergency or malfunction must
result from consideration of the complete situation. Multiple emergencies or malfunctions may require a departure from normal corrective
procedures detailed in this section.
All corrective action procedures listed herein assume the pilot gives
first priority to helicopter control and safe flight path.
Note
Instruction and procedures in blue are
applicable only if kit P/N 109-B811-02 (fixed
landing gear) is not installed.
PROCEDURES LOGIC
The majority of the Emergency and Malfunction procedures that follow
are presented in the form of logic trees (flow charts). These logic trees
have been formulated based on analysis and test of the cockpit indications that would be available to the flight crew following the emergencies/malfunctions that are included in this section. For complex
emergencies/malfunctions, cockpit indications coupled with the
answers to Yes/No type questions (as indicated on the charts)
should enable the flight crew to analyze the type of emergency/malfunction that has occurred, the branch of the tree that should be followed and the corrective action that should be taken.
EASA Approved
11-12-09
Page 3-1
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
DEFINITIONS
SAFE OEI FLIGHT
In general, safe OEI flight is defined to mean flight with one engine
inoperative and:
1.
2.
3.
Page 3-2
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
1. Land immediately:
2. Fly Manually:
EASA Approved
11-12-09
Page 3-3
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
WARNING
CAUTION
Page 3-4
11-12-09
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AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
The last-in message is always displayed at the top of the relative column on the dedicated screen area, and displaces the list down. When
messages are listed on more pages, the scroll function can be activated through the rocker switch with vertical arrows positioned on the
right side of the EDU control panel.
Warning messages cannot be scrolled off the CAS display area.
Warning and Caution messages remain displayed until the cause of
the condition has been corrected.
EASA Approved
11-12-09
Page 3-5
Section 3
Emergency and
Malfunction Procedures
ON
ENG 1 OIL
XMSN OIL
AW109SP RFM
Document N109G0040A018
PSI
PSI
PSI
55
65
45
68
+15
55
65
BRT
KG
HYD 1
225
PSI
PSI
1450
22
N1
95.5 95.5
DIM
OFF
ON
TOT
770
770
TRQ
95
95
NR
N2
100
100
BRT
N2
DIM
OFF
KG
FUEL 227
XFEED PSI
23
HYD 2
PSI
1450
CLR
CLR
PITOT 1 HEAT
HEATER ON
FT OFF
LANDING LT OFF
PITOT 2 HEAT
VENT ON
ENT
ENT
#1 OIL PRES
BATT HOT
#2 OIL PRES
#1 DC GEN
#2 DC GEN
SERVO 1
PARK BRK ON
SERVO 2
ICN-0B-C-153000-G-A0126-01001-A-01-1
Figure 3-1
Page 3-6
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
MASTER
CAUTION
MASTER
WARNING
MASTER
CAUTION
MASTER
WARNING
PRESS TO RESET
PRESS TO RESET
PRESS TO RESET
PRESS TO RESET
ICN-0B-C-153000-G-A0126-01002-A-01-1
Figure 3-2
EASA Approved
11-12-09
Page 3-7
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Page 3-8
11-12-09
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
EMERGENCY PROCEDURES
EASA Approved
11-12-09
Page 3-9
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Table 3-1
CAS Caption
Voice
Warning
Audio
Tone
Emergency/System
State
ROTOR LOW
Page 3-15
ROTOR
LOW
Tone
+
Horn
ROTOR HIGH
Page 3-16
ROTOR
HIGH
Tone
ENGINE
1(2) OUT
Tone
ENGINE
1(2) FIRE
Tone
Fire
in
engine
compartment.
WARNING
Tone
WARNING
Tone
Page 3-10
11-12-09
#1(2)
EASA Approved
AW109SP RFM
Document N109G0040A018
Table 3-1
Section 3
Emergency and
Malfunction Procedures
Audio
Tone
Emergency/System
State
WARNING
Tone
WARNING
Tone
Overheating of transmission
lubricating system. Oil temperature above 120 C.
ROTOR BRK ON
Page 3-43
WARNING
Tone
BATT HOT
Page 3-52
WARNING
Tone
Battery overheating.
BATT DISCH
Page 3-51
WARNING
Tone
ELECTRICAL
Page 3-44 / 3-46
WARNING
Tone
CAS Caption
The system logic will cause a higher priority voice warning to interrupt
a lower priority voice message in accordance with the priority
sequence listed on the next page.
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Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Tone 1
ROTOR LOW
Tone 2
Tone 2
Tone 3
Tone 3
Tone 4
WARNING
Tone 4
ROTOR HIGH
Tone 4
AUTOPILOT
Tone 4
ENGINE IDLE
Tone 5
OVERTORQUE
Tone 5
AIRSPEED
Tone 6
LANDING GEAR
Tone 6
DECISION HEIGHT
Tone 7
Tone 7
ALTITUDE
Tone 8
Page 3-12
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
2. Attitude
An airspeed of Vy and 95% RPM ensures the minimum rate of descent in autorotation.
3. Collective pitch
4. Landing gear
DOWN.
5. Parking brake
Check OFF
6. Landing site
7. Briefing
8. Harness
Tight.
Both OFF.
Both OFF.
Both CLOSED.
- XPND / RADIO
EASA Approved
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Page 3-13
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
9. Flare
At approximately 100 to 70 ft
AGL, depending on the weight,
initiate a flare, at approximately
10 deg per second, to a
maximum 30 deg nose-up
angle to reduce the rate of
descent (500 100 ft/min) and
the forward speed (30 10
KIAS).
As required by surface
characteristics. If terrain
permits, land with forward
speed.
Following
promptly.
Apply as required.
15. Shutdown
touchdown,
lower
Note
Refer to Section 2 for FLIGHT HANDLING
CHARACTERISTICS in AUTOROTATIVE
DESCENT .
Page 3-14
11-12-09
EASA Approved
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
ROTOR LOW
- Check NR.
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11-12-09
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Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
ROTOR OVERSPEED
ROTOR HIGH
Check NR.
Page 3-16
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
ENGINE FAILURES
GENERAL
In the event of partial or complete power failure the establishment of a
safe flight condition is the prime consideration until the cause of the
failure can be analyzed.
CAUTION
Care should be taken in confirming the
failed engine prior to commencing engine
shutdown as given in the ENGINE SHUTDOWN IN AN EMERGENCY procedure
Page 3-20.
ENGINE FAILURE RECOGNITION
The following cues will be available to the crew following a single or
double engine failure:
Illumination of the MWL and CAS Warning ENG 1(2) OUT caption.
An audio tone and an ENGINE 1(2) OUT voice warning (activated
when N1 is 35% or below).
Reduction in N1, N2, TOT and TRQ on effected engine.
Depending on collective position at the time of the failure(s), a
drop in rotor speed (NR) may occur, accompanied by a yawing
tendency.
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Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
ENGINE FAILURE
ENG 1(2) OUT
On affected engine:
N1, N2, TRQ and TOT rapidly decreasing.
Probable engine failure.
YES
Refer to ENGINE
RESTART IN FLIGHT
procedure Page 3-90.
engine
restart possible
NO
Land as soon as
practicable.
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
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Page 3-19
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Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
CAUTION
Care should be taken in confirming the
failed engine prior to commencing this shutdown procedure.
Following an engine failure/malfunction, achieve Safe OEI Flight. On
the failed engine, carry out the following shutdown procedures:
1. ENG MODE switch
OFF.
OFF.
OFF.
CLOSED.
CLOSED.
6. GEN switch
OFF.
CAUTION
If there is evidence of combustion (i.e. a rise
in TOT) after engine shutdown in flight, perform DRY MOTORING RUN procedure, as
per Section 2, to prevent any possible fire.
7. Fuel contents
Page 3-20
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
OFF.
OFF.
OFF.
CLOSED.
6. Rotor brake
ON.
7. BAT switch
OFF.
OFF.
When rotor
stopped:
9. Helicopter
EASA Approved
and
helicopter
Egress as soon as possible.
11-12-09
Page 3-21
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
FIRE
ENGINE FIRE ON GROUND
ENG 1(2) FIRE
On affected engine:
- S/OFF FIRE pushbutton:
YES
ON.
OFF.
OFF.
CLOSED.
CLOSED.
fire
warning
extinguished
BTL to 1.
NO
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
IDLE.
On affected engine:
- ENG MODE switch:
- FUEL PUMP switch:
- FUEL VALVE switch:
- XFEED VALVE switch:
- S/OFF FIRE pushbutton:
OFF.
OFF.
CLOSED.
CLOSED.
Lift appropriate guard and press
pushbutton (once only).
S/OFF wording illuminates.
BTL to 1.
OFF.
EASA Approved
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Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
fire
warning
extinguished
YES
NO
YES
fire
warning
extinguished
NO
CAUTION
Do not attempt to restart
the engine.
LAND
IMMEDIATELY.
Land as soon as
possible.
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
YES
Land as soon as
possible.
Open.
Set to HIGH.
Open.
Check OFF.
ON (at night).
smoke
clears
YES
NO
Electrical fire
is suspected
See note
NO
LAND IMMEDIATELY.
Carry out
EMERGENCY/POST
CRASH SHUTDOWN AND
EGRESS procedure
Page 3-21.
Note
Electrical fire is suspected when there are
visible signs of smoke in cockpit, with
distinct acrid smell of burning insulation.
EASA Approved
11-12-09
Page 3-25
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
ENGINE SYSTEMS
ENGINE OIL PRESSURE
#1(2) OIL PRES
YES
ENGINE
OIL pressure within
limits
Continue flight,
monitoring oil
pressure and
temperature.
On affected engine:
- Set ENG MODE switch: IDLE.
Land as soon as
practicable.
YES
ENGINE
OIL pressure within
limits
Land as soon as
practicable.
Page 3-26
NO
11-12-09
NO
On affected engine:
Carry out
ENGINE SHUTDOWN
IN AN EMERGENCY
procedure Page 3-20.
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
YES
warning message
clears
NO
Land as soon as
practicable.
Note
In the presence of an ECU failure, the engine
control system reverts to MANUAL mode regardless of the ENG GOV switch position. However, it
is recommended to set the ENG GOV switch to
MANUAL for congruence with the mode condition.
EASA Approved
11-12-09
Page 3-27
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
2.
3.
The main gearbox is monitored with oil pressure and oil temperature
indicators and chip detectors, whilst the tail rotor gearbox is monitored
with chip detectors. These indicators and chip detectors, as well as
the CAS Warning and Caution messages inform the pilot of the operating condition of the system. It is most likely that one or more of these
indications will be present if a mechanical transmission failure 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 the diagnosis of impending transmission
system failures and assist the pilot in determining what actions are
required.
Page 3-28
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
MAIN GEARBOX
OIL PRESSURE LOW
YES
Continue flight
monitoring oil
pressure and
temperature.
XMSN
OIL pressure
within
limits
NO
Reduce power as
soon as operational
conditions permit.
Land as soon as
possible.
Land as soon as
practicable.
EASA Approved
11-12-09
Page 3-29
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
YES
Continue flight
monitoring oil
pressure and
temperature.
Land as soon as
practicable.
Page 3-30
11-12-09
XMSN
OIL temperature
within
limits
NO
Reduce power as
soon as operational
conditions permit.
Land as soon as
possible.
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
WARNING
If a seizure occurs in the flying controls,
greater forces will be required to operate the
controls. A reduction in the available control
ranges may result and, in this situation, the
low speed flight envelope may be restricted.
If the seizure occurred at an airspeed greater than 25 KIAS, the helicopter should be landed into the wind as soon as possible using a running landing procedure and a touchdown speed of approximately
25 KIAS.
If the airspeed is less than 25 KIAS, carry out a running landing at the
speed at which the seizure occurred. If the helicopter is in a hover,
land vertically.
EASA Approved
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Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Page 3-32
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Malfunction Procedures
11-12-09
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Malfunction Procedures
AW109SP RFM
Document N109G0040A018
CAUTION
If engines are not shutdown a yaw to the
right can be expected when attempting to
cushion the touchdown. The yaw rate will be
a function of the weight and collective application.
Tail rotor drive failure in forward flight, power-on
Further to the general indications of a drive failure, the helicopter will
exhibit symptoms that will differ depending on the combination of airspeed, power setting, density altitude, gross weight and rotor speed.
A possible behaviour is an undemanded yaw rate oscillating or rapidly
diverging.
Page 3-34
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
Lower immediately.
Enter EMERGENCY
AUTOROTATION as per
procedure Page 3-13.
Airspeed:
YES
Keep NR
between 95%
and 110%.
Vy.
suitable
landing area
found
NO
WARNING
NO
Sufficient height
to try to regain
forward flight
YES
Maintain EMERGENCY
AUTOROTATION as per
procedure.
Note
If a run-on landing is not possible, decision
should be made to minimize forward speed
and accept the yaw rate.
EASA Approved
11-12-09
Page 3-35
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
2.
Note
In a low power descent or in autorotation, a
tail rotor drive failure could cause the helicopter to yaw left because of the aerodynamics forces produced by the vertical fin.
Page 3-36
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AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
Helicopter
develops RIGHT yaw.
Development of left
yaw typically coupled
with left roll.
Development of right yaw
typically coupled with right
roll and pitch down attitude.
Acquire EMERGENCY
AUTOROTATION
as per procedure Page 3-13.
ENG 1 & 2 MODE SWITCHES: Set to OFF.
WARNING
Keep NR
between 95%
and 110%.
Note
If run-on landing is not possible, decision
should be made to zero out forward speed
and accept the yaw rate.
EASA Approved
11-12-09
Page 3-37
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Collective: Lower to
LAND IMMEDIATELY.
Cyclic: As necessary to
maintain level attitude.
Page 3-38
11-12-09
OFF.
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
Helicopter
develops RIGHT yaw.
Note
Wind from the front left quadrant of the helicopter may be beneficial.
EASA Approved
11-12-09
Page 3-39
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
CAUTION
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.
Note
When conditions permit, a run-on landing
should be planned, preferably on a flat strip/
runway, in order to minimise loss of directional control and avoid tipping over upon
touchdown.
If a run-on landing is not possible, forward
speed can be nearly zeroed by increasing
the flare amplitude and duration. Landing
will have to be accomplished while rotating
since a yaw rate will develop.
Page 3-40
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
EASA Approved
11-12-09
Page 3-41
Section 3
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Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Page 3-42
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
YES
A/C in
flight
NO
YES
Land as soon as
practicable.
Monitor main rotor
deceleration.
A/C
in shutdown
mode AND
NR below
40%
NO
Shutdown
engines
immediately.
EASA Approved
11-12-09
Page 3-43
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
ELECTRICAL SYSTEM
DOUBLE DC GENERATOR FAILURE
ELECTRICAL
BATT DISCH
OFF.
Check OFF.
Check OFF.
BUS TIE
YES
Both GEN
remain ON
NO
ON.
Continue
flight.
Page 3-44
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
#1(2) DC GEN
YES
NO
caution message
displayed
ELECTRICAL
ELECTRICAL
warning clears.
- GEN BUS 1:
- GEN BUS 2:
ON.
ON.
Double DC generator
failure confirmed.
GEN 1 & 2:
ON.
Continue
flight.
Refer to FAILURE OF A
GENERATOR procedure
Page 3-127.
OFF
Note
The
battery
endurance
above
assumes the VHF2 radio is operated in
transmit for a maximum of 1 minute
every 15 minutes.
The LDG LT or SCH LT can be turned
ON for 1 minute prior to landing
Note
Refer to SERVICES LOST DURING DOUBLE DC
GENERATOR FAILURE Page 3-50 for inoperative
equipment.
Note
If MAIN BUS 1 & 2 are required, GEN BUS 1 & 2
may be switched ON. The battery endurance will be
reduced to 20 minutes.
EASA Approved
11-12-09
Page 3-45
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
BATT DISCH
OFF.
Check OFF.
Check OFF.
BUS TIE
YES
Both GEN
remain ON
NO
ON.
Continue
flight.
Page 3-46
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AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
#1(2) DC GEN
YES
NO
caution message
displayed
ELECTRICAL
warning clears.
- GEN BUS 1:
- GEN BUS 2:
ON.
ON.
ELECTRICAL
OFF.
ON.
Continue
flight.
Refer to FAILURE OF A
GENERATOR procedure
Page 3-127.
EASA Approved
11-12-09
Page 3-47
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
WARNING
When the indicated fuel quantity in each tank is
100 kg or less, avoid bank turns above 30 deg
and sustained pitch angle below 0 deg.
YES
OAT less
than 4 C
NO
Confirm PITOT
HEAT 2 OFF.
Confirm PITOT
HEAT 2 ON.
Land as soon as
practicable
within 54 minutes.
Land as soon as
practicable
within 43 minutes.
Note
The battery endurance reported above assumes the pilot operates the VHF2 radio system in transmission for a maximum of
1 minute every 15 minutes.
The LDG LT or SCH LT can be turned ON for 1 minute before
landing.
Note
Refer to SERVICES LOST DURING DOUBLE DC GENERATOR FAILURE Page 3-50 for inoperative equipment.
Page 3-48
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
EMERGENCY BUS 2
ATC TRANSPONDER
APMS CHANNEL
PILOT RBP
1 CONTROL
PILOT FMS/GPS
POSITION LIGHTS
VHF
LANDING LIGHTS
RTU
EMERGENCY FLOATS
(if installed)
2
2
RADAR ALTIMETER
VOR/ILS
AHRS
PITOT HEAT
(if installed)
ESSENTIAL BUS 1
ESSENTIAL BUS 2
EDU SECONDARY
ADU
DAU CH-B
APMS CHANNEL
1 FIRE DETECTION
ENGINE 1 FIRE EXTINGUISHER
FUEL PUMP 1
FUEL SHUT-OFF VALVE 1
FUEL QUANTITY 1
AFCS CHANNEL
ENGINE
2
2 CONTROL
2 (AP 2)
2 FIRE DETECTION
2 FIRE EXTINGUISHER
FUEL PUMP 2
FUEL SHUT-OFF VALVE 2
FUEL QUANTITY 2
ENGINE
ENGINE
BATTERY BUS
EDU PRIMARY
ESIS
DAU CH-A
ELT
FORCE TRIM
EASA Approved
11-12-09
Page 3-49
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
MAIN BUS 1
MAIN BUS 2
1 (primary supply)
VOR/ADF 1
RTU 1
VHF 1
CABIN ICS (PIA amplifier)
AHRS
COPILOT RBP
AHRS
1 (Secondary supply)
EVS
TAS
DIGITAL MAP
CHIP BURNER
TAXI LIGHTS
PEDESTAL ILLUMINATION
ANTI-COLLISION LIGHTS
COCKPIT FAN
CABIN LIGHTS
INVERTER
PILOT WIPER
COPILOT WIPER
ENG
HYDRAULIC ACCUMULATOR
ENG
AUX BUS 1
GPS
ADU
AUX BUS 2
1
1
Page 3-50
DME
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
BATTERY DISCHARGING
BATT DISCH
Battery discharging.
- Cockpit pilot utility light:ON (at night).
- Reduce power (if practicable).
- Reduce airspeed to 128 KIAS maximum.
CAUTION
AP1 may be lost due to GEN 2, GEN BUS 2 and BAT
switches disconnecting. AP1 may be re-engaged immediately.
YES
ELECTRICAL
NO
Warning displayed
Both DC
generators failed.
- GEN BUS 1:
- GEN BUS 2:
Refer to DOUBLE
DC GENERATOR
FAILURE procedure.
Check ON.
Check ON.
BATT DISCH
YES
NO
Warning remains
Continue
flight.
#1(2) DC GEN
YES
NO
Caution displayed
On affected generator:
- GEN BUS switch: OFF.
- GEN switch: RESET, then to ON.
- GEN BUS switch: ON.
BAT switch:
OFF.
Land as soon as
practicable.
EASA Approved
11-12-09
Page 3-51
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
YES
BATT DISCH
NO
Warning remains
AP1:
Refer to
BUS TIE OPEN
procedure.
ON.
Land as soon as
possible.
BATTERY HOT
BATT HOT
Battery temperature
exceeding limits.
CAUTION
Do NOT attempt engine restart in case of engine
flame-out.
Page 3-52
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
- BAT:
- AP 2:
OFF.
OFF.
OFF.
Check tuned on required ATC frequency.
OFF.
ON.
YES
smoke
clears
NO
APMS ILLUMINATION
VHF1
LANDING LIGHTS
FM CONTROL PANEL
- GEN 1:ON.
- AP2: Check ON.
- GEN 2:OFF.
- AP 1: ON.
Land as soon as
practicable.
SEARCHLIGHT
EASA Approved
11-12-09
Page 3-53
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
YES
WARNING
Turning on the battery could
cause the fire to re-ignite. - BAT: ON.
YES
- GEN 2:
ON.
- AP 1: Check ON.
EMERG BUS 2
affected by fire.
smoke
reappears
NO
MAIN BUS 2 or
AUX BUS 2
affected by fire.
Land as soon as
practicable.
smoke
clears
NO
- BAT:
ON.
- GEN 2:
ON.
- AP 2: Check ON.
ESS BUS 1 or 2
affected by fire.
No pilot action is
possible.
Land as soon as
possible.
No pilot action is
possible.
IF smoke severe:
- LAND IMMEDIATELY.
Land as soon as
possible.
IF smoke severe:
- LAND IMMEDIATELY.
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
LANDING GEAR
LANDING GEAR FAILS TO LOCK DOWN
(TOTAL OR PARTIAL FAILURE)
IF, after selecting the landing gear DOWN, one or
more green indicators remain blank or the red
indicator remains on, do the following:
Check UTIL NORM pressure
on EDU2 Auxiliary Mode.
YES
pressure
low
NO
YES
Continue to land.
EASA Approved
Landing
gear down and
locked
NO
Perform EMERGENCY
DOWN LANDING GEAR
procedure Page 3-56.
11-12-09
Page 3-55
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
CAUTION
After extending the landing gear using the
DOWN EMER lever position, the toe brakes
and rotor brake are inoperative.
There is sufficient pressure in the emergency
accumulator for only one extension of the
landing gear, and for operation of the parking
brake handle for emergency braking.
YES
Land vertically
and cautiously on
flat level surface.
Page 3-56
11-12-09
Landing
NO
gear down and
locked
Proceed to a hover at a height
sufficient for ground personnel
to check the gear.
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
CAUTION
When the ALTERNATE static source
is used, decrease the altimeter readings by 120 ft.
Lift guard.
Select ALTERNATE.
Continue flight.
Note
The airspeed indication obtained
through the alternate static source is
slightly higher than the actual value in all
speed range.
EASA Approved
11-12-09
Page 3-57
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Land as soon as
practicable.
Page 3-58
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
EMERGENCY EXITS
Figure 3-3 show the positions of the helicopter emergency entrances
and exits. The emergency release mechanisms are also illustrated.
LH SHOWN
LH SHOWN
EMERGENCY EXIT
EMERGENCY
PUSH HERE
EMERGENCY
PUSH HERE
EMERGENCY EXIT
EMERGENCY
PUSH HERE
EMERGENCY
PUSH HERE
R
FO
IT
EX
R
LE
ES
LIFT AND
ING
FH
NH
RO
LEA E
S
RC
OO ELEA
R
R
TU
Y
NC
GE
ER
EM
ING
D
SH
PU
Internal view
cockpit door
emergency
release handle
EMERGENCY
PUSH HERE
Internal view
sliding door window
ICN-0B-D-153000-G-A0126-01007-A-01-1
11-12-09
Page 3-59
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
MALFUNCTION PROCEDURES
Page 3-60
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
EASA Approved
11-12-09
Page 3-61
Section 3
Emergency and
Malfunction Procedures
Table 3-2
AW109SP RFM
Document N109G0040A018
CAS Caption
Page
Malfunction/System State
ADC 1(2)
Page
3-163
Page
3-114
AHRS 1(2)
Page
3-164
Page
3-137
AP-CAS FAIL
Page
3-136
AP DEGRAGED
Page
3-138
1(2) AP DEGRADED
Page
3-140
1(2) AP MAINT
3-141
1(2) AP FAIL
Page
3-147
Uncommanded disengagement
associated AP channel.
1(2) AP HOT
Page
3-148
Page
3-141
1(2) AP OFF
Page
3-146
1(2) AP P FAIL
Page
3-149
Failure affecting a single series actuator in the pitch axis on associated AP.
1(2) AP R FAIL
Page
3-149
Failure affecting a single series actuator in the roll axis on associated AP.
Page
3-139
Page 3-62
11-12-09
of
EASA Approved
AW109SP RFM
Document N109G0040A018
Table 3-2
Section 3
Emergency and
Malfunction Procedures
1(2) AP Y FAIL
Page
3-150
Failure affecting a single series actuator in the yaw axis on associated AP.
ATT OFF
Page
3-135
AWG FAIL
3-131
BAG DOOR
3-158
BATT OFF
3-125
Battery off-line.
BUS TIE
3-128
CABIN DOOR
3-157
COCKPIT FAN
Page
3-160
C TRIM FAIL
Page
3-145
DAU MISCMP-P
Page
3-156
#1(2) DC GEN
3-127
3-129
#1(2) DCU
3-82
Associated Data
(DCU) failure.
Page
3-83
Page
3-83
EFIS FAN
Page
3-161
EASA Approved
Collection
11-12-09
Unit
Page 3-63
Section 3
Emergency and
Malfunction Procedures
Table 3-2
AW109SP RFM
Document N109G0040A018
Page
3-123
Page
3-122
Page
3-72
EXT PWR ON
Page
3-126
Page
3-89
Page
3-89
Page
3-115
Page
3-115
Page
3-114
Page
3-110
Page
3-111
Page
3-124
Page
3-84
Page 3-64
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Table 3-2
IDS
Section 3
Emergency and
Malfunction Procedures
INV 1(2)
Page
3-129
LANDING GEAR
Page
3-161
Page
3-119
Page
3-123
Page
3-121
MGT MATCH
Page
3-86
MISTRIM
Page
3-143
Page
3-81
Page
3-74
Page
3-73
#1(2) OVSPD
Page
3-78
#1(2) OVSPD
Page
3-79
Page
3-80
EASA Approved
11-12-09
Page 3-65
Section 3
Emergency and
Malfunction Procedures
Table 3-2
AW109SP RFM
Document N109G0040A018
Page
3-81
PARK BRK ON
Page
3-159
Page
3-160
#1(2) PLA
Page
3-76
Page
3-75
#1(2) PMS
Page
3-77
P TRIM FAIL
Page
3-143
RMS MESSAGES
Page
3-134
ROTOR BRK
Page
3-109
RPM SELECT
Page
3-88
NR switch inoperative.
Inability to trim NR.
R TRIM FAIL
Page
3-144
SERVO 1(2)
Pages
3-116
& 3-118
Page
3-108
Page
3-85
TRQ LIMITER
Page
3-86
Page 3-66
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Table 3-2
Section 3
Emergency and
Malfunction Procedures
Page
3-107
XMSN OVTRQ
Page
3-106
Transmission overtorque:
In AEO: TRQ1 + TRQ2 above 214%.
In OEI: TRQ1 or TRQ2 above 162%.
Y TRIM FAIL
Page
3-144
EASA Approved
11-12-09
Page 3-67
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Page
XMSN OVTRQ
OVERTORQUE
1(2) AP OFF
AUTOPILOT
AUTOPILOT
1(2) AP FAIL
AUTOPILOT
AUTOPILOT
Uncommanded
disengage- Page
ment of associated AP chan- 3-147
nel.
1(2) AP P FAIL
AUTOPILOT
AUTOPILOT
1(2) AP R FAIL
AUTOPILOT
AUTOPILOT
1(2) AP Y FAIL
AUTOPILOT
AUTOPILOT
LANDING
GEAR
Page
3-146
Page 3-68
11-12-09
VNE exceeded.
Page
Page
3-165
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
ENGINE MALFUNCTIONS
COMPRESSOR STALL
A compressor stall is normally recognized by an audible bang or pop
accompanied by a possible increase in TOT and fluctuating N1 and
TRQ. The compressor stall may be transient or steady.
The degree of compressor stall may be indicated by one or all of the
following:
Fluctuating N1 speed coupled with failure to respond to power
demand.
Loud banging or popping noises (similar to back-firing).
A reduction in torque (due to reduced air flow through the engine).
A rapid increase in TOT (due to mis-matching between fuel flow
and N1 speed).
EASA Approved
11-12-09
Page 3-69
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
IF TOT decreases, N1
stabilize and other
abnormal indications clear.
YES
engine
still responds
abnormally
NO
Page 3-70
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
Land as soon as
practicable.
EASA Approved
11-12-09
Page 3-71
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Do NOT take-off.
Lower collective.
Page 3-72
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
On affected engine:
- Check oil temperature.
YES
Continue flight,
monitoring oil
pressure and
temperature.
EASA Approved
Oil
temperature
within limits
NO
On affected engine:
- Shutdown engine using
ENGINE SHUTDOWN IN
AN EMERGENCY
procedure Page 3-20.
11-12-09
Page 3-73
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Page 3-74
Rev. 2
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
YES
A/C
on ground
NO
Shutdown engines
Engine parameters and ENG OIL
pressure within
Activate CHIP BURN pushbutton
limits
momentarily and release.
YES
NO
YES
caution
cleared
NO
Land as soon as
practicable.
CAUTION
A maximum of 3 chip burn activations are permitted per flight to clear the caution.
Note
Appropriate log book entry must be made for
each message activation.
If chip burn activation has been recorded, perform maintenance action as per applicable
maintenance manual before next flight.
EASA Approved
11-12-09
Page 3-75
Rev. 2
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Continue
flight.
On affected engine:
Monitor engine parameters.
Page 3-76
Rev. 2
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
#1(2) PMS
Continue
flight.
Note
Engine shutdown may not be accomplished
through the affected ENG MODE switch. If necessary, use the engine power lever to shutdown
the engine. Refer to ENGINE SHUT DOWN IN
MANUAL MODE procedure Page 3-99
EASA Approved
11-12-09
Page 3-77
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
#1(2) OVSPD
Land as soon as
practicable.
Note
Following an engine drive shaft failure N2 of
affected engine will oscillate between N2
overspeed trip point (111 %) and 109 %.
Page 3-78
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
#1(2) OVSPD
Carry out
ENGINE SHUTDOWN IN
AN EMERGENCY
procedure Page 3-20.
EASA Approved
11-12-09
Page 3-79
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
YES
A/C
in flight
NO
Shutdown
affected engine.
Continue
flight.
CAUTION
Be aware that N2 overspeed protection system
on affected engine will not function in the event
of an N2 overspeed.
Page 3-80
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
Correct problem
before flight.
Continue flight.
EASA Approved
11-12-09
Page 3-81
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
#1(2) DCU
Correct problem
before flight.
Note
#1(2) DCU caution messages active only on
ground with ENG MODE switch in OFF position.
Page 3-82
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
Correct problem
before flight.
Note
#1(2) ECU MAINT caution messages active
only on ground with ENG MODE switch in
OFF position.
On affected engine:
- Check engine parameters displayed on EDU1 for
correctness of backup indications.
Continue flight.
EASA Approved
11-12-09
Page 3-83
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
YES
Monitor engine
parameters.
A/C in
flight
NO
Shutdown
helicopter.
Land as soon as
practicable.
Page 3-84
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
YES
Do not exceed
TOT limits.
Continue
flight.
TOT
information
available
NO
Continue
flight.
EASA Approved
11-12-09
Page 3-85
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
TRQ LIMITER
Avoid operating
near torque limits.
Continue
flight.
CAUTION
The AFCS Upper Modes and Flight Director
modes must not be used unless conducting
an approach, missed approach, transition
to/from the hover or hover.
Page 3-86
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
MGT MISMATCH
MGT MATCH
Continue
flight.
EASA Approved
11-12-09
Page 3-87
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
RPM SELECT
100%
Continue
flight.
Page 3-88
11-12-09
NR
locked
102%
Airspeed limit is
140 KIAS.
Continue
flight.
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
On affected engine:
Monitor engine parameters
for abnormalities and
check for signs of fire.
Land as soon as
practicable.
EASA Approved
11-12-09
Page 3-89
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
CAUTION
If an engine is shutdown or a flame-out
occurs during flight, and if there is no indication of a mechanical malfunction or engine
fire, the engine may be restarted. Do NOT
attempt to restart the engine if the cause of
the flame-out has not been ascertained.
In flight restart procedure in auto mode
The following is the procedure for restarting an engine in flight with the
ECU operative (in AUTO mode).
CAUTION
For engine restarts below 15000 ft, the ENG
MODE switch should only be moved from
the OFF position, once N1 is below 20%.
Above 15000 ft, the ENG MODE switch
should only be moved from the OFF position, once N1 is below 5%.
1. Recommended airspeed
Vy.
FLIGHT.
Page 3-90
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
ON.
Note
IDLE.
6. N1
7. TOT
9. N2
Set to FLT.
12. N2/NR
EASA Approved
11-12-09
Page 3-91
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
CAUTION
For engine restarts below 15000 ft, the
engine power lever must only be engaged
once N1 is below 20%.
Above 15000 ft, the engine power lever must
only be engaged, once N1 is below 5%.
1. Recommended airspeed
Vy.
OFF
MANUAL
(MAN legend
EDU1).
displayed
on
Note
In the presence of an ECU failure, the
engine control system reverts to MANUAL
mode regardless of the ENG GOV switch
position. However, it is recommended to set
the ENG GOV switch to MANUAL for congruence with the mode condition.
4. FUEL VALVE switch
ON.
IDLE.
IDLE.
Page 3-92
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
8. Starting button
9. N1
Note increasing.
EASA Approved
11-12-09
Page 3-93
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
CAUTION
Failure to follow the abort procedure may
cause damage to the engine.
Note
Observe the igniter and starter generator
duty cycle limitations, as per Section 1,
LIMITATIONS.
Monitor engine start and if any of the following occur:
- lightup is not obtained within 15 seconds;
- abnormal noises are heard;
- TOT increases beyond start limits
(#1(2) HOT START caution message displayed);
- (on ground) rotor has not begun to rotate when N1
is 40%;
- N1 or N2 increase beyond start limits;
- engine hangs (stagnation in N1 below 54%);
shutdown engine by:
1) ENG MODE switch
: OFF.
: OFF.
2) FUEL PUMP
: OFF.
Page 3-94
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
2.
EASA Approved
11-12-09
Page 3-95
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
MANUAL
Note
ON.
ON.
IDLE.
IDLE.
Page 3-96
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
CAUTION
Monitor engine start and if any of the following occur:
- light-up is not obtained within 15 seconds;
- abnormal noises are heard;
- TOT increases beyond start limits
(#1(2) HOT START caution message displayed);
- rotor has not begun to rotate when N1 is
40%;
- N1 or N2 increase beyond start limits;
- engine hangs (stagnation in N1 below
54%);
Abort the engine start and shutdown the
engine by setting the appropriate power
lever to OFF and release the starting button.
Note
If engine hangs at N1 below 54%, slowly
move engine power lever forward, if necessary even beyond FLIGHT position, until the
engine accelerates. Monitor TOT, N1 and
NR. If engine does not accelerate, shutdown
engine by setting engine power lever to OFF
position and release starting button.
10. Starting button
11. N1
Note increasing.
EASA Approved
11-12-09
Page 3-97
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
13. TOT
CAUTION
The operation at an engine oil pressure up
to 200 psi is permitted for a maximum period
of 10 minutes.
Note
During cold starting conditions, the engine
oil pressure can rise up to 200 psi and will
decrease as the oil temperature rises.
16. Engine oil pressure
Page 3-98
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
: MANUAL.
Note
: OFF.
During shutdown, check that N1 decelerates freely. Note any abnormal noise or
rapid rundown.
CAUTION
If there is evidence of any abnormal TOT
increase after shutdown, perform a DRY
MOTORING RUN, as per Section 2.
EASA Approved
11-12-09
Page 3-99
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Land as soon as
practicable.
Page 3-100
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
Land as soon as
practicable.
EASA Approved
11-12-09
Page 3-101
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
CAUTION
When adjusting collective, monitor N2 to
avoid exceeding limits.
ENG TRIM toggle switches
: It is recommended to respect
OEI Vne limits.
Manoeuvres
Page 3-102
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
: DOWN.
: Check pressure within limits.
: ON. (lever up).
: OFF.
: As required.
: If GW is 3000 kg or more:
- Set one engine torque at 40%.
If GW is below 3000 kg:
- Set one engine torque at 30%.
Use other engine to establish
35 10 KIAS and 400 ft/min max
rate of descent at 102% NR.
Aim for landing area by changing the airspeed and minimize
any further power adjustment.
CAUTION
Landing
EASA Approved
Page 3-103
Rev. 2
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
1.
2.
AND
Page 3-104
Rev. 2
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
DRIVE SYSTEM
MAIN TRANSMISSION OVERTORQUE
XMSN OVTRQ
Reduce power by
lowering collective.
Land as soon as
practicable.
EASA Approved
11-12-09
Page 3-105
Rev. 2
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
YES
A/C
on ground
Shutdown
engines.
YES
NO
transmission
oil pressure within
limits
YES
caution
cleared
NO
Adopt minimum
power speed.
Land as soon as
possible.
NO
Adopt minimum
power speed.
Continue
flight.
Land as soon as
practicable.
CAUTION
A maximum of 3 chip burn activations are permitted per flight to clear the caution.
Note
Appropriate log book entry must be made for
each message activation.
If chip burn activation has been recorded, perform maintenance action as per applicable
maintenance manual before next flight.
Page 3-106
Rev. 2
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
Reduce power by
lowering collective.
Land as soon as
practicable.
EASA Approved
11-12-09
Page 3-107
Rev. 2
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
YES
Shutdown engines.
A/C
on ground
NO
YES
caution
cleared
NO
Adopt minimum
power speed.
Continue
flight.
Land as soon as
practicable.
CAUTION
A maximum of 3 chip burn activations are permitted per flight to clear the caution.
Note
Appropriate log book entry must be made for
each message activation.
If chip burn activation has been recorded, perform maintenance action as per applicable
maintenance manual before next flight.
Page 3-108
Rev. 2
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
YES
Continue flight.
EASA Approved
caution
cleared
NO
Continue flight.
Do not use rotor brake at
shutdown
11-12-09
Page 3-109
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
FUEL SYSTEM
FUEL LOW
#1(2) FUEL LOW
On affected tank, usable
fuel quantity below 33 kg.
WARNING
Hovering in crosswinds or sideways flight with sustained
roll angles greater than 10 degrees, when FUEL LOW
caution message is illuminated, could lead to a single or
double engine flame-out.
- Fuel contents:
- XFEED valve:
Check.
Confirm AUTO (valve status Closed).
(see Note)
Land as soon as
practicable.
(within time limits stated in the Note below).
Note
When each engine is supplied fuel from its
respective tank, the remaining flight duration
is approximately 15 minutes from caution
message activation. In the unusual event
that both engines are supplied fuel from the
same tank, the remaining flight duration is
approximately 6 minutes from caution
message activation.
Page 3-110
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
CAUTION
With one fuel pump failed (or OFF) and the
crossfeed valve open, the fuel in the affected
tank (up to 100 kg) will become unusable.
YES
Continue flight.
Fuel
pressure within
limits
NO
CAUTION
If it is necessary to use the 100 kg
of unusable fuel in the affected tank
AND
#1(2) A/F F FLTR caution message
is NOT displayed
Land as soon as
practicable.
WARNING
With the crossfeed valve closed, avoid banked turns above
30 deg and sustained pitch angle below 0 deg.
Continued Next Page
EASA Approved
11-12-09
Page 3-111
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Note
When a fuel pump has failed (FUEL PUMP
1(2) caution message displayed), #1(2)
FUEL LOW caution message will be
activated when fuel in affected tank is
between 60 and 70 kg. The unusable fuel
will be up to 16 kg.
Page 3-112
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
CAUTION
With one fuel pump failed and the cross feed
valve open, a maximum of 100 kg fuel indicated
will become unusable in the tank with the failed
fuel pump.
EASA Approved
11-12-09
Page 3-113
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Page 3-114
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
WARNING
Hovering in crosswinds or sideways flight with sustained
roll angles greater than 10 degrees, when fuel quantity
is below 33 Kg, could lead to a single or double engine
flame-out.
FUEL DRAIN VALVE OPEN
FUEL DRAIN 1(2)
Associated fuel drain valve open.
Close relevant drain valve, before
refuelling and/or take-off.
Continue
flight.
Note
The FUEL DRAIN 1(2) caution messages
can only be activated when the helicopter
is on the ground.
EASA Approved
11-12-09
Page 3-115
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
HYDRAULIC SYSTEM
SERVO HYDRAULIC SYSTEM N1 MALFUNCTION
SERVO 1
Also
1 AP Y FAIL
2 AP Y FAIL
YES
pressure
above
1200 psi
NO
Continue flight
monitoring system
pressure.
Land as soon as
practicable.
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
Note
Pedals will tend to move to zero thrust position (Right pedal slightly more forward than
the left pedal).
Control force on pedals will increase in
hover and in forward flight.
EASA Approved
11-12-09
Page 3-117
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
pressure
above
1200 psi
YES
Continue flight
monitoring system
pressure.
NO
Note
In the event of pressure loss in N2 main
hydraulic system, sufficient pressure remains
in the accumulator of the normal utility hydraulic system for one extension of the landing gear
and to operate the toe brakes and the rotor
brake.
Page 3-118
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
Land as soon as
practicable.
EASA Approved
11-12-09
Page 3-119
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
1 AP Y FAIL
2 AP Y FAIL
Procedure:
Land as soon as
practicable.
WARNING
Following the loss of tail rotor servo actuator
avoid landing and/or operating in conditions
which require a high degree of manoeuverability (i.e. avoid operating in enclosed
areas, avoid operation with sideward winds,
in particular with wind from the right.)
Page 3-120
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
WARNING
In the emergency accumulator, there is sufficient pressure for one extension of the landing gear, after which there is sufficient
pressure to operate the emergency brakes.
The parking brake handle is used for the
emergency brake system and does not provide differential braking. The toe brakes and
the rotor brake are inoperative.
EASA Approved
11-12-09
Page 3-121
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Continue flight.
Page 3-122
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
Continue flight.
Note
If the solenoid valve between the normal utility
hydraulic system and the N2 servo hydraulic
system is locked open, an external oil leakage in
any of the 2 systems will automatically induce failure of the other system.
Do NOT take-off.
Note
EMER UTIL CHRG is only triggered on ground.
EASA Approved
11-12-09
Page 3-123
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
ELECTRICAL SYSTEM
DC GENERATOR CONTROL
YES
Refer to FAILURE OF A
GENERATOR
procedure Page 3-127.
Page 3-124
11-12-09
A/C in
flight
NO
Do NOT attempt to
start corresponding
engine.
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
BATTERY OFF
BATT OFF
Battery disconnected.
YES
caution
clears
Continue
flight.
NO
Land as soon as
practicable.
CAUTION
With the battery OFF, do NOT attempt an engine
restart following an engine flame-out.
Note
When external power is connected, the battery is automatically disconnected and the
BATT OFF caution message is displayed.
EASA Approved
11-12-09
Page 3-125
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
EXTERNAL POWER ON
EXT PWR ON
YES
Reduce speed to
below 70 KIAS.
A/C in
flight
NO
Close external
power door
before flight.
Land as soon as
practicable.
Page 3-126
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
FAILURE OF A GENERATOR
#1(2) DC GEN
On affected generator:
- GEN BUS switch:OFF.
- GEN switch:
Reset, then ON.
- GEN BUS switch:ON.
YES
caution
clears
NO
CAUTION
Check that remaining
generator does NOT
exceed load limit.
Note
Power is supplied to all loads by remaining
generator.
EASA Approved
11-12-09
Page 3-127
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
YES
GEN BUS
switch stays
ON
NO
DC generator bus
failure confirmed.
Continue
flight.
Land as soon as
practicable.
CAUTION
With a Bus Tie open, do NOT attempt an engine
restart following an engine flame-out.
Page 3-128
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
GENERATOR OVERLOAD
Associated generator in
overload condition
Continue
flight.
EASA Approved
11-12-09
Page 3-129
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
INVERTER FAILURE
INV 1(2)
Also:
2(1) AP OFF
Re-engage affected AP
channel on APMS panel.
Continue
flight.
Page 3-130
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
COMMUNICATION SYSTEM
AURAL WARNING SYSTEM FAILURE
AWG FAIL
EASA Approved
11-12-09
Page 3-131
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Pilots ICS:
BK-UP.
Pilots ICS:
EMER.
Note
When ICS pilot stations are in BK-UP, they
are automatically disconnected from the
cabin ICS stations.
Note
When ICS pilot stations are in EMER, they
are automatically disconnected from the
cabin ICS stations and the HOT MIKE function is not available.
Page 3-132
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
YES
MSTR AVNX
set to GND /
NORM
NO
Correct problem
before flight.
MSTR AVNX CONTR
circuit breakers (2): Confirm IN.
(in the baggage compartment)
YES
problem
persists
- Do NOT take-off.
- Shutdown engines.
NO
Continue
flight.
Correct problem
before flight.
EASA Approved
11-12-09
Page 3-133
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
RMS MESSAGES
Note
In case of loss of both RTUs, operate the
EMERG FREQ pushbutton to tune the
121.5 MHz emergency frequency.
Page 3-134
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
P/R TRIM
deselected
YES
ATT mode
required
NO
NO
YES
Fly manually.
Engage ATT mode by
selecting the
P/R TRIM pushbutton on
the APMS panel
(OFF light on pushbutton
shall be extinguished).
EASA Approved
11-12-09
Page 3-135
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Continue flight,
monitoring the flight instruments for
indications of AFCS faults and be aware
that also ALTITUDE ALTITUDE attention getter is inoperative.
Page 3-136
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
Refer to Section 1,
LIMITATIONS, for additional limitations with a
single AP channel
engaged.
EASA Approved
11-12-09
Page 3-137
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
AP DEGRADED
AP DEGRADED
Refer to Section 1,
LIMITATIONS, for additional limitations with a
single AP channel
engaged.
Page 3-138
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
YES
Only one
caution message
displayed
NO
Both
1 AP TEST FAIL
Select unaffected AP
channel to ON.
2 AP TEST FAIL
caution messages displayed.
Refer to Section 1,
LIMITATIONS, for
additional limitations
with a single AP
channel engaged.
Note
VFR flight with one autopilot inoperative
may be initiated only to fly manually to a
repair facility.
EASA Approved
11-12-09
Page 3-139
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Caution
clears
YES
NO
Continue
flight.
Only one
Caution
displayed
YES
Both
1 AP DEGRADED
Select unaffected AP
channel to ON.
2 AP DEGRADED
caution messages displayed.
Note
VFR flight with one autopilot inoperative
may be initiated only to fly manually to a
repair facility.
Page 3-140
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
AP CHANNEL FAILURE
1(2) AP MAINT
Caution displayed on ground only.
Any failure on associated AP channel
YES
Only one
caution message
displayed
NO
Both
1 AP MAINT
Select unaffected AP
channel to ON.
2 AP MAINT
caution messages displayed.
Refer to Section 1,
LIMITATIONS, for
additional limitations
with a single AP
channel engaged.
Note
VFR flight with one autopilot inoperative
may be initiated only to fly manually to a
repair facility.
EASA Approved
11-12-09
Page 3-141
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Continue flight.
Page 3-142
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
MISTRIM
MISTRIM
EASA Approved
11-12-09
Page 3-143
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Page 3-144
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
EASA Approved
11-12-09
Page 3-145
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
AUTOPILOT OFF
1(2) AP OFF
Engage AP channel
on APMS panel.
YES
Caution
clears
NO
Failure of associated AP
channel.
Continue
flight.
Note
VFR flight with one autopilot
inoperative may be initiated
flying manually to a repair
facility.
1 AP OFF
2 AP OFF
- Continue Flying manually
not exceeding 128 KIAS
KIAS.
(100 KIAS in turbulence)
Page 3-146
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
AUTOPILOT FAIL
1(2) AP FAIL
Refer to Section 1,
LIMITATIONS, for additional
limitations with a single AP
channel engaged.
If subsequent:
1 AP FAIL
2 AP FAIL
- Continue Flying manually
not exceeding 128 KIAS
KIAS.
(100 KIAS in turbulence)
Note
VFR flight with one autopilot inoperative may
be initiated flying manually to a repair facility.
EASA Approved
11-12-09
Page 3-147
Rev. 1
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
AUTOPILOT HOT
1(2) AP HOT
Continue flight.
IF
1 AP HOT
2 AP HOT
Refer to Section 1,
LIMITATIONS, for additional
limitations with a single AP
channel engaged.
Page 3-148
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
EASA Approved
11-12-09
Page 3-149
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Page 3-150
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
YES
Fault clears
NO
Refer to Section 1,
LIMITATIONS, for additional
limitations with a single AP
channel engaged.
EASA Approved
11-12-09
Page 3-151
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
ICN-0B-C-153000-G-A0126-01009-A-01-1
IDS
displayed on EDU2.
Right pilot
in control of
helicopter
YES
YES
dual pilot
When required
left pilot take
control of
helicopter.
NO
Land as soon as
practicable.
NO
Continue
flight.
Continue
flight.
Page 3-152
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
Visible degradation
(graphical and/or lighting)
of EDU1 display.
IDS
displayed on EDU2.
EDU2 automatically
switched to
reversionary mode.
Right pilot
in control of
helicopter
YES
YES
dual pilot
When required
left pilot take
control of
helicopter.
NO
Land as soon as
practicable.
NO
Continue
flight.
Continue
flight.
EASA Approved
11-12-09
Page 3-153
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
EDU2 FAILURE
ELECTRONIC DISPLAY UNIT 2 COMPLETE FAILURE
ICN-0B-C-153000-G-A0126-01010-A-01-1
IDS
displayed on EDU1.
EDU1 automatically
switched to
reversionary mode.
YES
No action required.
Right pilot must
remain in control of
helicopter.
Continue
flight.
Page 3-154
11-12-09
Right pilot
in control of
helicopter
NO
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
Visible degradation
(graphical and/or lighting)
of EDU2 display.
IDS
displayed on EDU1.
YES
No action required.
Right pilot must
remain in control of
helicopter.
Continue
flight.
EASA Approved
Right pilot
in control of
helicopter
NO
11-12-09
Page 3-155
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
DAU MISCMP-P
Continue flight.
Page 3-156
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
MISCELLANEOUS
DOOR OPEN
CABIN DOOR
One or more of the pilot, copilot and cabin doors may not be
properly secured.
or
One or both of the pilots or cabin doors are removed or locked
open for operational purposes.
YES
Door(s)
removed or
locked open
- Continue flight.
- Refer to Section 1,
LIMITATIONS, for
relevant limitations.
NO
YES
A/C in
flight
NO
EASA Approved
Close door
before flight.
11-12-09
Page 3-157
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
BAG DOOR
Baggage compartment door not closed.
YES
A/C in
flight
NO
Page 3-158
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
PARKING BRAKE ON
PARK BRK ON
Parking brake ON.
YES
EASA Approved
NO
Continue
flight.
11-12-09
Page 3-159
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Continue flight.
COCKPIT FAN
Page 3-160
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
EFIS FAN
NO
OAT
greater than 45 C
YES
Proceed
with flight.
If installed :
ECS switch : ON
LANDING GEAR
EASA Approved
11-12-09
Page 3-161
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Continue flight.
Maximum speed = VLE (140 KIAS).
CAUTION
The pilot should have due regard to the performance implications of prolonged flight with the
landing gear extended.
Page 3-162
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
ADC 1(2)
Note
In case of loss of ADC on side in command,
Upper Modes and Flight Director Modes
disengage. The modes can be re-engaged
as necessary 2 minutes after system
reconfiguration (advisory caption VSI BARO
clears).
EASA Approved
11-12-09
Page 3-163
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
AHRS 1(2)
Also
AP AHRS1(2) FAIL
Note
In case of loss of AHRS on side in
command, Upper Modes and Flight Director
Modes disengage. The modes can be reengaged as required after system
reconfiguration.
Page 3-164
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
VNE EXCEEDED
Audio Tone and Voice Message
AIRSPEED.
Vne exceeded.
Reduce airspeed
below Vne.
LOW HEIGHT
Audio Tone and Voice Message
ALTITUDE ALTITUDE.
EASA Approved
11-12-09
Page 3-165
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Page 3-166
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
ICN-0B-C-153000-G-A0126-01003-A-01-1
CHECK IDU1
YES
ADC 2
Right pilot
in control of
helicopter
NO
11-12-09
Page 3-167
Rev. 4
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
ICN-0B-C-153000-G-A0126-01004-A-01-1
CHECK IDU1
YES
ADC 2
Left pilot
in control of
helicopter
NO
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
Flag
ADC1(2) FAIL
Alert Tone
3-170
AHRS1(2) FAIL
Alert Tone
3-171
ALT MISCOMP
Alert Tone
3-172
Altitude Miscompare.
ATT MISCOMP
Alert Tone
3-172
Attitude Miscompare.
3-167
3-168
EFIS COOL
"EFIS
ing"
Cool- 3-173
Malfunction
IDU Overtemperature.
GPS LOI
Alert Tone
3-177
GPS/Loss of Integrity.
GPS LON
Alert Tone
3-176
GPS1 FAIL
Alert Tone
3-175
GPS #1 Failure.
GPS2 FAIL
Alert Tone
3-174
GPS #2 Failure.
3-175
GPS Miscompare.
GS MISCOMP
3-178
Glideslope Miscompare.
Alert Tone
3-179
Heading Miscompare.
IAS MISCOMP
Alert Tone
3-180
Airspeed Miscompare.
IDU MISCOMP
Alert Tone
3-181
IDU POWER
Alert Tone
3-180
3-181
Localizer Miscompare.
NO HEADING
Alert Tone
3-171
Heading Failure.
NO GPS
GPS Failure.
OAT SENSOR
Alert Tone
3-183
RADALT FAIL
Alert Tone
3-184
SCC FAIL
Alert Tone
3-185
EASA Approved
11-12-09
Page 3-169
Rev. 2
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
ADC 1(2)
also displayed on EDU1.
Refer to
AIR DATA UNIT FAILURE
procedure Page 3-163 .
Page 3-170
Rev. 2
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
and/or
NO HEADING
AHRS 1(2)
EASA Approved
11-12-09
Page 3-171
Rev. 2
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Page 3-172
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
IDU OVERTEMPERATURE
EFIS COOL
displayed on pilots and copilots MFD/PFD.
EASA Approved
11-12-09
Page 3-173
Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
and
NO GPS
+
TERRAIN
Continue flight.
Page 3-174
11-12-09
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
GPS 1 FAIL
displayed on copilots MFD/PFD.
Copilots GPS system failed with loss of GPS navigation, TERRAIN and MAP functions on copilot side.
Continue flight.
EASA Approved
11-12-09
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Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
GPS LON
TERRAIN
SAME GPS
Continue flight.
Page 3-176
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
GPS LOI
displayed on pilots MFD/PFD.
SAME GPS
Continue flight.
CAUTION
If
GPS LOI persists revert to other
navigational sources.
EASA Approved
11-12-09
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Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Continue flight.
Page 3-178
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
On the RCP, set the AHRS knob to the AHRS system displaying similar data to the Stand-by magnetic compass data.
CAUTION
Do not use the SRCH LT during heading
comparison.
EASA Approved
11-12-09
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Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Continue flight.
Page 3-180
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
IDU DISCREPANCY
IDU MISCOMP
Displayed on pilots MFD/PFD (right side).
Excessive discrepancy between critical parameter processed by PFD and MFD.
Disengage HOV, ALT, ALTA and Flight Director modes
Switch MFD to PFD format.
Cross check the following parameters between
the 2 displays:
- Pressure Altitude
- Indicated Airspeed
- Pitch
- Roll
- Heading
- Glideslope
- Localizer
When a difference is detected, cross check the
displays data with the ESIS data. The one displaying different data is the failed display.
Dim the failed display to minimum
brightness and continue flight
using the functioning display in
PFD format.
If the functioning display is PFD
(upper display), re-engage HOV,
ALT, ALTA and Flight Director
modes as necessary.
Note
In case the caution is displayed on copilots MFD/PFD while the
left pilot is in control of the helicopter, continue flight with the
right pilot in control of helicopter.
EASA Approved
11-12-09
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Emergency and
Malfunction Procedures
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Document N109G0040A018
Page 3-182
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
Note
When there is a loss of OAT data, the AIRSPEED voice caution will be
activated at the lowest value of VNE for the current pressure altitude.
EASA Approved
11-12-09
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Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
Continue flight.
CAUTION
Below 2500 ft AGL, height data can still be
provided by GPS systems (height data
followed by a G) or by the ADC systems
(height data followed by a B).
Page 3-184
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Document N109G0040A018
Section 3
Emergency and
Malfunction Procedures
EASA Approved
11-12-09
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Section 3
Emergency and
Malfunction Procedures
AW109SP RFM
Document N109G0040A018
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AW109SP RFM
Document N109G0040A018
Section 4
Table of Contents
SECTION 4
PERFORMANCE DATA
TABLE OF CONTENTS
Page
GENERAL ....................................................................................... 4-1
USING THE GRAPHS ..................................................................... 4-1
DENSITY ALTITUDE CHART ......................................................... 4-2
CONVERSION CHART ................................................................... 4-4
AIRSPEED CALIBRATION CURVE ............................................... 4-5
ENGINE POWER ASSURANCE CHECKS..................................... 4-9
POWER CHECK INTERVALS.................................................... 4-9
GROUND/HOVER POWER ASSURANCE CHECK................... 4-9
LEVEL FLIGHT POWER ASSURANCE CHECK ..................... 4-12
HOVER CEILING........................................................................... 4-17
OPERATIONS VS ALLOWABLE WIND ....................................... 4-24
HEIGHT - VELOCITY DIAGRAM .................................................. 4-29
FLY-AWAY MANOEUVRE ............................................................. 4-31
RATE OF CLIMB ........................................................................... 4-37
NOISE CHARACTERISTICS ........................................................ 4-55
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Page 4-i
Section 4
Table of Contents
AW109SP RFM
Document N109G0040A018
LIST OF FIGURES
Figure
Page
Figure 4-1
Figure 4-2
INSTRUMENT CALIBRATIONS
Figure 4-3
Airspeed Calibration Curve - Pilot..............................4-6
Figure 4-4
Airspeed Calibration Curve - Co-pilot ........................4-7
Figure 4-5
Airspeed Calibration Curve - ESIS ............................4-8
ENGINE POWER ASSURANCE CHECKS
Figure 4-6
Power Assurance Check in Hover ...........................4-15
Figure 4-7
Power Assurance Check in Flight............................4-16
HOVER CEILING
Figure 4-8
Hover Ceiling - IGE at Take-Off Power - AEO .........4-18
Figure 4-9
Hover Ceiling - IGE at Maximum Continuous
Power - AEO............................................................4-19
Figure 4-10 Hover Ceiling - OGE at Take-Off Power - AEO .......4-20
Figure 4-11 Hover Ceiling - OGE at Maximum Continuous
Power - AEO............................................................4-21
Figure 4-12 Hover Ceiling - OGE OEI, 2.5 Minute Power...........4-22
Figure 4-13 Hover Ceiling - OGE at Maximum Continuous
Power - OEI .............................................................4-23
OPERATIONS VS ALLOWABLE WIND
Figure 4-14 Wind/Ground Speed Azimuth Envelope IGE/OGE Chart A.....................................................................4-26
Figure 4-15 Wind/Ground Speed Azimuth Envelope IGE/OGE Chart B.....................................................................4-27
HEIGHT - VELOCITY DIAGRAM
Figure 4-16 Height-Velocity Diagram - Chart A...........................4-33
Figure 4-17 Height-Velocity Diagram - Chart B...........................4-34
Figure 4-18 Height-Velocity Diagram - Chart C...........................4-35
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Section 4
Table of Contents
Figure
Page
RATE OF CLIMB
Figure 4-19 Rate of Climb at Take-Off Power AEO - Gross Weight 2300 kg .................................. 4-39
Figure 4-20 Rate of Climb at Take-Off Power AEO - Gross Weight 2600 kg .................................. 4-40
Figure 4-21 Rate of Climb at Take-Off Power AEO - Gross Weight 2900 kg .................................. 4-41
Figure 4-22 Rate of Climb at Take-Off Power AEO - Gross Weight 3175 kg .................................. 4-42
Figure 4-23 Rate of Climb at Maximum Continuous Power AEO - Gross Weight 2300 kg ...................................... 4-43
Figure 4-24 Rate of Climb at Maximum Continuous Power AEO - Gross Weight 2600 kg ...................................... 4-44
Figure 4-25 Rate of Climb at Maximum Continuous Power AEO - Gross Weight 2900 kg ...................................... 4-45
Figure 4-26 Rate of Climb at Maximum Continuous Power AEO - Gross Weight 3175 kg ...................................... 4-46
Figure 4-27 Rate of Climb at 2.5 Minute Power OEI - Gross Weight 2300 kg.................................... 4-47
Figure 4-28 Rate of Climb at 2.5 Minute Power OEI - Gross Weight 2600 kg.................................... 4-48
Figure 4-29 Rate of Climb at 2.5 Minute Power OEI - Gross Weight 2900 kg.................................... 4-49
Figure 4-30 Rate of Climb at 2.5 Minute Power OEI - Gross Weight 3175 kg.................................... 4-50
Figure 4-31 Rate of Climb at Maximum Continuous Power OEI - Gross Weight 2300 kg........................................ 4-51
Figure 4-32 Rate of Climb at Maximum Continuous Power OEI - Gross Weight 2600 kg........................................ 4-52
Figure 4-33 Rate of Climb at Maximum Continuous Power OEI - Gross Weight 2900 kg........................................ 4-53
Figure 4-34 Rate of Climb at Maximum Continuous Power OEI - Gross Weight 3175 kg........................................ 4-54
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Section 4
Table of Contents
AW109SP RFM
Document N109G0040A018
LIST OF TABLES
Table
Table 4-1
Page 4-iv
Page
Simplified table ........................................................4-28
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AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
SECTION 4
PERFORMANCE DATA
GENERAL
The performance data presented herein is derived from the enginemanufacturers specification power for the engine less installation
losses. This data is applicable to the basic helicopter 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 particular 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.
EASA Approved
11-12-09
Page 4-1
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Performance Data
A109S RFM
Document N109G0040A018
Page 4-2
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Document N109G0040A018
Section 4
Performance Data
130
1.52
1.50
1.48
1.46
1.44
1.42
1.40
1.38
1.36
1.34
1.32
1.30
1.28
1.26
1.24
1.22
1.20
1.18
1.16
1.14
1.12
1.10
1.08
00
22
22
00
20
20
00
00
AN
16
14
DA
14
00
120
12
00
RD
DA
16
DENSITY ALTITUDE - [ft x 1000]
180
ST
18
00
10
10
00
80
00
60
00
40
1.06
00
20
1.04
1.02
0
0
EE
-2
TI
-4
-6
-8
D
TU
RE
S
ES
PR
AL
-F
1/
24
110
-50
-70
26
1.00
00
-20
0.98
0.96
0
-40
0.94
00
-60
0.92
00
-80
0.90
0.88
-10
-60 -50 -40 -30 -20 -10 0
10 20 30
09-60-195 Rev. A
OUTSIDE AIR TEMPERATURE - [C]
40
50
60
ICN-0B-A-154000-G-A0126-00001-A-01-1
EASA Approved
11-12-09
Page 4-3
Section 4
Performance Data
A109S RFM
Document N109G0040A018
CONVERSION CHART
(Figure 4-2 )
The table in Figure 4-2 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.
CONVERSION CHART
m
6000
ft
kg
20000
3200
18000
17000
5000
3100
15000
13000
12000
3500
6800
45
40
6700
3000
6600
6500
2900
2800
35
30
6400
6300
14000
4000
50
6900
16000
4500
7000
19000
5500
lb
6200
25
20
5900
15
10000
2600
9000
2500
8000
5700
5600
2500
10
2400
6000
1500
5000
5300
5100
5000
4000
1000
3000
2000
500
2100
4600
-15
-20
100
290
155
95
280
150
90
270
145
85
260
140
250
135
240
130
75
70
60
50
40
-30
-35
-40
kts
180
175
170
165
160
230
125
220
120
210
115
200
190
180
170
110
105
100
95
85
150
80
140
75
130
70
120
65
110
60
100
55
90
50
80
30
25
15
-5
70
60
45
40
35
30
-15
50
-20
40
20
-25
30
15
-30
20
10
-35
10
-40
25
109-60-195 Rev. A
m/s
19
18
17
16
15
ft/min
3800
lt
850
180
3600
800
3400
750
160
3200
700
3000
650
14
13
2800
2600
140
600
2400
550
11
2200
500
10
2000
450
1800
400
1600
1400
1200
12
IMP.
Gallon
120
100
90
160
-10
4500
2000
105
300
10
-25
4700
310
20
-10
4800
1000
ALTITUDE
-5
4900
2200
110
35
0
5200
2300
320
45
5
5500
5400
7000
2000
330
115
55
5800
3000
120
65
2700
11000
km/h
80
6100
6000
350
80
300
60
250
1000
800
200
600
400
200
VERTICAL
VELOCITY
40
150
100
20
50
0
CAPACITY
ICN-0B-A-154000-G-A0126-00002-A-01-1
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
EASA Approved
11-12-09
Page 4-5
Section 4
Performance Data
A109S RFM
Document N109G0040A018
AIRSPEED CALIBRATION
PILOT INDICATOR
180
160
140
120
100
80
60
40
20
0
0
20
109G1560A009 Rev.A
40
60
80
100
120
INDICATED AIRSPEED [kt]
140
160
180
ICN-0B-C-154000-G-A0126-00003-A-01-1
Page 4-6
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AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
AIRSPEED CALIBRATION
CO-PILOT INDICATOR
180
160
140
120
100
80
60
40
20
0
0
20
109G1560A009 Rev.A
40
60
80
100
120
INDICATED AIRSPEED [kt]
140
160
180
ICN-0B-C-154000-G-A0126-00004-A-01-1
EASA Approved
11-12-09
Page 4-7
Section 4
Performance Data
A109S RFM
Document N109G0040A018
AIRSPEED CALIBRATION
AIRSPEED CALIBRATION
STAND-BY INDICATOR
ESIS INDICATOR
180
180
160
160
CALIBRATEDAIRSPEED
AIRSPEED[kt]
[kt]
CALIBRATED
140
140
120
120
L
VE
100
100
LE
80
80
60
60
40
40
20
20
0
00
0
20
20
109G1560A009 Rev.A
109G1560A009 Rev.A
40
40
60
80
100
120
60
80
100
120
INDICATED AIRSPEED [kt]
INDICATED AIRSPEED [kt]
140
140
160
160
180
180
ICN-0B-C-154000-G-A0126-00009-A-01-1
ICN-0B-C-154000-G-A0126-00009-A-02-1
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Section 4
Performance Data
11-12-09
Page 4-9
Section 4
Performance Data
A109S RFM
Document N109G0040A018
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AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
EASA Approved
11-12-09
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Performance Data
A109S RFM
Document N109G0040A018
Page 4-12
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Document N109G0040A018
Section 4
Performance Data
7. Maintain a fixed collective setting (once set, do not adjust collective again) for one minute. It is acceptable for the airspeed to vary
from the datum by 10 KIAS to maintain constant altitude.
Record the following data for the test engine:
TRQ (Engine Torque)
Pressure Altitude
OAT
TOT
N1
8. When recording is completed, set the ENG GOV switch to AUTO
for the test engine and plot readings on Figure 4-7:
a) Enter the left graph of Figure 4-7 with the recorded engine
torque value. Drop vertically until intercepting the recorded
Pressure Altitude value (interpolate between the curves, if
necessary).
Move horizontally to the right to intercept the recorded OAT
value to obtain the maximum allowable TOT and N1 values for
the test condition.
b) Compare the maximum allowable TOT and N1 values to the
recorded TOT and N1 values respectively.
c) If the recorded TOT or N1 value is less than the maximum
allowable TOT or N1 value, engine condition is acceptable for
flight.
The difference between the maximum allowable TOT/N1 and
the recorded TOT/N1 is called the Power Assurance Margin
(PAM).
d) If the recorded TOT or N1 value is greater than the maximum
allowable TOT or N1, the performance in this Section may not
be achieved, carry out a GROUND/HOVER POWER ASSURANCE CHECK procedure.
EASA Approved
11-12-09
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Section 4
Performance Data
A109S RFM
Document N109G0040A018
Page 4-14
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AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
* HEATER/ECS OFF
* GENERATOR LOAD TO MINIMUM
* SET NR to 102%
* INCREASE COLLECTIVE UNTIL LIGHT ON WHEELS OR HOVERING AT 3 FEET, NOSE INTO THE WIND. DO NOT EXCEED 840 C TOT OR 97.1% N1 OR 125 % TORQUE.
* STABILIZE POWER ONE MINUTE, THEN RECORD OAT, PRESSURE ALTITUDE, ENGINE TORQUE, TOT AND N1.
* ENTER CHART AT INDICATED TORQUE, MOVE DOWN TO INTERSECT PRESSURE ALTITUDE, PROCEED TO THE RIGHT TO INTERSECT OAT,
THEN MOVE UP TO READ VALUES FOR MAXIMUM ALLOWABLE TOT AND GAS PRODUCER RPM (N1).
* IF INDICATED TOT OR N1 EXCEEDS MAXIMUM ALLOWABLE VALUE, REPEAT CHECK, STABILIZING POWER FOR TWO MINUTES.
* REPEAT CHECK USING OTHER ENGINE
*IF EITHER ENGINE EXCEEDS ALLOWABLE TOT OR N1, PUBLISHED PERFORMANCE MAY NOT BE ACHIEVABLE. REFER TO EMM.
PR
SU
120
550
600
650
700
750
800
850
85
90
95
100
105
50
RE
110
AL
TI
AT
]
[ C
109-60-195 Rev.E
40
30
]
20 A T [ C
O
10
0
- 10
-2 0
-3 0
-4 0
30
20
O
10
-10
- 20
- 30
[ft
50
DE
40
TU
-40
00 0 0 0 0 0 0 0 0 0 0 00 0 0
10 20 30 40 50 60 70 80
ES
100
-1
0
0 00
90
80
70
60
ICN-0B-A-154000-G-A0126-00005-A-02-1
11-12-09
Page 4-15
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
* HEATER/ECS OFF
* GENERATOR LOAD TO MINIMUM
* SET NR to 100%
90
PR
550
600
650
700
750
800
850
85
90
95
100
105
RE
40
SU
120
50
ES
110
AL
TI
TU
DE
OA
T[
C]
109-60-195 Rev.E
50
40
30
]
20 A T [ C
O
10
0
-1 0
-2 0
-3 0
-4 0
30
20
10
- 10
-20
- 30
[ft
- 40
0
00 00 00 00 00 00 00 00 00 00
10 20 30 40 50 60 70 80 90 10
-1
0
0 00
100
80
70
60
ICN-0B-A-154000-G-A0126-00006-A-02-1
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
HOVER CEILING
(Figures 4-8 to 4-13)
The Hover Ceiling charts define the maximum weights at which an
IGE hover (at 3 ft wheel height) or an OGE hover (60 ft AGL) is possible for varying combinations of Pressure Altitude and OAT with main
rotor speed (NR) at 102% and zero wind conditions.
For hover in sidewind condition, refer to OPERATION VS ALLOWABLE
WIND procedure in this Section or of the applicable Optional Equipment.
Information is presented for All Engines Operating (AEO) at Take-Off
Power (TOP) and Maximum Continuous Power (MCP).
Note
For OAT range refer to Section 1, Figure 1-4
Altitude / OAT Envelope.
EASA Approved
11-12-09
Page 4-17
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
ROTOR SPEED:102%
ZERO WIND
20
46
19
-3
18
HD
0f
t-
16
00
20
40
IT
M
LI
35
AT
O
13
45
10
AX
M
14
PRESSURE ALTITUDE [ft x 1000]
18
15
50
12
11
10
30
30
9
8
7
PERFORMANCE ABOVE
18000 FT DENSITY ALTITUDE
ARE CALCULATED
25
20
6
5
17
55
0
-2
0
-1
0
15
4
10
3
2
1
0
5
OAT - [C]
ISA+35
-1
20 21 22 23 24 25 26 27 28 29 30 31 32
GROSS WEIGHT [kg x 100]
109G1560A009 rev.A
ICN-0B-C-154100-G-A0126-00001-A-01-1
Page 4-18
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Document N109G0040A018
Section 4
Performance Data
20
46
19
18
D
-H
ft
17
45
50
18
-1
15
13
40
10
12
20
35
AX
11
30
OA
10
T
IT
LI
9
8
30
25
20
6
5
4
PERFORMANCE ABOVE
18000 FT DENSITY ALTITUDE
ARE CALCULATED
40
15
10
3
2
1
0
14
PRESSURE ALTITUDE [ft x 1000]
-2
00
16
55
-3
5
OAT - [C]
ISA+35
-1
20 21 22 23 24 25 26 27 28 29 30 31 32
GROSS WEIGHT [kg x 100]
109G1560A009 rev.A
ICN-0B-C-154100-G-A0126-00002-A-01-1
11-12-09
Page 4-19
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
20
46
19
55
18
HD
17
t-
00
-2
18
15
45
-1
13
40
10
12
20
35
AX
11
OA
10
30
T
IT
M
LI
9
8
30
25
20
6
5
4
PERFORMANCE ABOVE
18000 FT DENSITY ALTITUDE
ARE CALCULATED
40
15
10
2
1
0
14
PRESSURE ALTITUDE [ft x 1000]
50
-3
0f
16
5
OAT - [C]
ISA+35
-1
20 21 22 23 24 25 26 27 28 29 30 31 32
GROSS WEIGHT [kg x 100]
109G1560A009 rev.A
ICN-0B-C-154100-G-A0126-00003-A-01-1
Page 4-20
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AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
20
46
60
19
t0f
50
-3
15
14
-1
13
40
12
35
10
11
20
10
30
9
8
25
MA
30
20
TL
OA
IT
IM
45
-2
16
18
00
17
55
HD
18
15
4
40
10
2
1
0
5
OAT - [C]
ISA+35
50
-1
20 21 22 23 24 25 26 27 28 29 30 31 32
GROSS WEIGHT [kg x 100]
109G1560A009 rev.A
ICN-0B-C-154100-G-A0126-00004-A-01-1
11-12-09
Page 4-21
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
46
15
50
66
45
14
40
13
12
35
30
-2
25
8
-3
0
-1
20
10
15
10
20
11
4
30
10
MA
X
40
OA
TL
IM
IT
OAT - [C]
ISA+35
0
50
-1
20
21
22
109G1560A009 Rev.A
23
24 25 26 27 28 29
GROSS WEIGHT [kg x 100]
30
31
32
ICN-0B-C-154100-G-A0126-00005-A-01-1
Page 4-22
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
ROTOR SPEED:102%
ZERO WIND
46
15
50
66
45
OAT - [C]
ISA+35
14
40
13
12
35
30
9
25
0
-2
0
20
-1
0
6
5
15
10
-3
11
4
10
10
20
2
30
1
40
50
-1
20
21
109G1560A009 Rev.A
22
23
24 25 26 27 28 29
GROSS WEIGHT [kg x 100]
30
31
32
ICN-0B-C-154100-G-A0126-00006-A-01-1
11-12-09
Page 4-23
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
Enter Chart B (Figure 4-15) with a Pressure Altitude of 13000 ft, move
up to intercept the 10 C OAT line and then to right to intercept the
maximum gross weight (2700 kg) line for Hover OGE. The intersection
point falls beyond the 20 kts relative wind line: therefore, the helicopter
maximum gross weight must be further limited to 2640 kg (intersection
point with the 20 kts wind line).
In this case, the gross weight of 2640 kg, guarantees the ability to conduct a Take-off/Landing or hovering operations with relative wind
speed of 20 kts from any azimuth and hover OGE at Maximum Continuous Power.
Data 2 (Density Altitude limiting)
Pressure Altitude = 3500 ft
OAT = 40 C
Wind Speed = 20 kts
Solution 2
Using the hover OGE at Maximum Continuous Power performance
chart Figure 4-11, starting on the Pressure Altitude axes from 3500 ft,
move to the right to intercept the 40 C OAT line, then move down to
read the gross weight of 2810 kg.
Enter Chart B (Figure 4-15) with a Pressure Altitude of 3500 ft, move
up to intercept the 40 C OAT line, and then to right to intercept the
maximum gross weight (2810 kg) line for Hover OGE.
The intersection point gives the maximum allowed relative wind speed
(30 kts) from the critical azimuths to conduct a safe Take-off/Landing
or hovering operations.
Whenever the intersection point falls within Area 2 of Chart B, refer to
Chart A for other azimuths.
EASA Approved
11-12-09
Page 4-25
Rev. 4
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
WEIGHT-ALTITUDE-TEMPERATURE
FOR LOW SPEED CONTROLLABILITY
CHART B
NOTE: ALLOWABLE GROSS WEIGHTS OBTAINED FROM THIS CHART
MAY EXCEED CONTINUOUS HOVER CAPABILITY
UNDER CERTAIN AMBIENT CONDITIONS.
REFER TO HOVER CEILING CHARTS.
ROTOR 102%
Area 1
Maximum possible Wind limit
for all azimuth.
Do Not exceed Chart A envelope
IT
AT
AX
M
LI
40
30
kts
kts
Hd 10000 ft
20
kts
-4
0
-3
0
-2
0
-1
0
10
20
30
Area 2
refer to
Chart A
50
40
OAT - C
_______
relative
Wind speed - kts
_______
ISA+35C
-----0
109G1560A009 Rev.A
2000
4000
6000
8000
Pressure altitude - ft
10000
12000
14000
16000
2400
2600
2800
GW - kg
3000
3200
ICN-0B-A-154000-G-A0126-00007-A-04-1
11-12-09
Page 4-27
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
2400 kg
2600 kg
2800 kg
3000 kg
3175 kg
Up to 3000 ft
30
30
30
30
30
Up to 5000 ft
30
30
30
30
25
Up to 7000 ft
30
30
30
25
20
Up to 9000 ft
30
30
25
20
Up to 10000 ft
30
28
20
Up to 12000 ft
30
20
Up to 14000 ft
25
Up to 16000 ft
20
Altitude Hd
: For a complete Allowable Wind envelope informat ion refer to applicable RFM chart
109G1560A011 Rev.A
ICN-0B-D-155000-G-A0126-00003-A-01-1
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
HEIGHT-VELOCITY DIAGRAM
(Figures 4-16 to 4-18)
The Height-Velocity diagram is used to establish if, in the event of a
single engine failure during take-off, landing or other operations near
the surface, a combination of airspeed and height above ground exists
for which a safe single engine landing on a smooth, level and hard
surface cannot be assured (dangerous zone).
The Height-Velocity diagram is split in three charts (Charts A, B and C).
Chart A
Chart A (Figure 4-16) defines a transfer value, as a function of weight,
altitude and temperature, and defines the use of Chart B (Figure 4-17)
or Chart C, (Figure 4-18) , if entering, respectively, in Area 1 or Area 2.
Charts B and C
Charts B and C define the shape of the H-V curve. The H-V shape is
obtained by joining the high hover point (HH), determined by entering
the appropriate chart with the pressure altitude, OAT and transfer
value, with the fixed points KN = 40 ft/30 kts and LH = 10 ft/0 kts.
Chart B is applicable to Hd below 7000 ft (Area 1 of Chart A).
Chart C is applicable to Hd from 7000 ft to the altitude limit, which is
14000 Hp or 14000 Hd whichever comes first. (Area 2 of Chart A).
Yellow Area of Chart B and C
Combination of weight/altitude/temperature at which the shape of the H-V
curve is fixed by LH = 10 ft/0 kts, KN = 40 ft/30 kts, HH1 = 80 ft/0 kts.
NO H-V AREA (Green area of Chart B and C)
Combination of weight/altitude/temperature at which no H-V curve exists.
Note
The height-velocity diagram does not define
the conditions which assure continued flight
following an engine failure nor the conditions
from which a safe power-off landing can be
made.
EASA Approved
11-12-09
Page 4-29
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
EXAMPLES:
H-V Curve Determination
Data 1
Pressure Altitude = 2000 ft
OAT = 20 C
GW = 2600 kg
Solution 1
Chart A: Enter chart with Pressure Altitude of 2000 ft and move up to
intersect the 20 C OAT line.
Move to the right to intersect the 2600 kg GW line, then move down to
read a transfer value of 2.75.
Chart B: Enter chart with Pressure Altitude of 2000 ft, move up to
intersect the 20 C OAT line and then move right to intersect the 2.75
transfer value line. Since the resulting point falls in the green area, the
H-V curve does not exist for this flight condition.
Data 2
Pressure Altitude = 5000 ft
OAT = 40 C
GW = 3175 kg
Solution 2
Chart A: Enter chart with Pressure Altitude of 5000 ft and move up to
intersect the 40 C OAT line.
Move right to intersect the 3175 kg GW line, then move down to read
a transfer value of 4.
Chart C: Enter chart with Pressure Altitude of 5000 ft, move up to
intersect the 40 C OAT line, move right to intersect the transfer value
line of 4. Move up to read a height above ground of 205 ft (high hover
point, point HH). Drawing a line between this point HH and point KN,
and joining it with the KN-LN line, the H-V curve for this flight condition is obtained.
Page 4-30
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
FLY-AWAY MANOEUVRE
Fly-away is the manoeuvre that, in case of an engine failure occurring
in hovering out of ground effect at High Hover point (HH) plus 20 ft,
allows enough height to gain a suitable speed for a single engine flight
condition with a ground clearance of 10 ft.
Fly-away Height Calculation
Whenever the Height-Velocity diagram exists, it is possible to successfully carry out a fly-away manoeuvre by adding 20 ft to the High
Hover point (HH) of the H-V curve.
In all other conditions with NO H-V AREA, it is possible to complete a
fly-away manoeuvre from a minimum height of 80 ft.
EXAMPLE:
Fly-away Minimum Height Calculation
Data
Pressure Altitude = 5000 ft
OAT = 40 C
GW = 3175 kg
Solution
Solution 2 of the examples of H-V Curve Determination on the previous page, defines, for the desired flight condition, a high hover (HH)
point of 205 ft.
Adding 20 ft to HH (205 ft), the required minimum height to assure a
fly-away manoeuvre is found to be 225 ft.
EASA Approved
11-12-09
Page 4-31
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
Page 4-32
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
HEIGHT-VELOCITY
CHART A
Pressure altitude - [m x 100]
-2
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
Area 2
apply
Chart C
IT
LIM
20
00
22
00
24
00
26
00
28
00
30
00
31
75
X
MA
T
OA
40
50
10
20
30
0
-1
0
-2
0
-3
OAT - [C]
________
ISA+35C
------Area 1
apply
Chart B
GW (kg)
________
-1
109G1560A009 Rev.A
5
6
7
8
Pressure altitude - [ft x 1000]
10
11
12
13
14
3
TRANSFER VALUE
ICN-0B-C-154200-G-A0126-00001-A-01-1
11-12-09
Page 4-33
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
HEIGHT-VELOCITY
CHART B
250
150
100
50
0
40
KN
28
22
20
18
16
14
12
10
-2
3.8
10
0
-2
6
5
4
3
Pressure altitude - [ft x 1000]
109G1560A009 Rev.A
3.3
3.2
OAT - [C]
________
ISA+35C
-------
H-V
A
R
E
A
3 .4
0
-1
3.7
0
-3
0
3 .6
NO
3.5
4.4
20
50
3.9
4.3
40
10
t
00 f
30
11
LH
4.2
4.1
70
24
Hd
26
HH
HH2
4.5
30
20
10
30
IAS - [kt]
H V
LH 10 ft 0 kts
KN 40 ft 30 kts
1
3.
3
2.9
2 .8
2.7
TRANSFER
VALUE
________
-1
ICN-0B-C-154200-G-A0126-00002-A-01-1
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
HEIGHT-VELOCITY
CHART C
250
200
150
100
50
0
40
KN
38
36
34
32
30
28
26
24
22
20
18
Hd
0
-10
10
LI
M
70
00
14
12
10
ft
20
IT
3.4
3.5
A
R
E
A
3.6
3.7
3.8
3.9
4.3
30
40
4.4
109G1560A009 Rev.A
12
11
10
9
8
7
Pressure altitude - [ft x 1000]
3.3
OAT - [C]
________
ISA+35C
------13
H-V
4.2
-30
14
LH
NO
-20
4.5
Hd
16
HH
HH2
4.1
40
20
10
30
IAS - [kt]
H V
LH 10 ft 0 kts
KN 40 ft 30 kts
TRANSFER
VALUE
________
4
ICN-0B-C-154200-G-A0126-00003-A-01-1
11-12-09
Page 4-35
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
Page 4-36
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
RATE OF CLIMB
(Figures 4-19 to 4-34)
The climb performance shown are based on flight test results and
cover the range of gross weights from 2300 kg to the Maximum Gross
Weight of 3175 kg. Rate of Climb (ROC) is given for the All Engines
Operating (AEO) case and for the One Engine Inoperative (OEI) case.
For the AEO case, rate of climb is given with the engines operating at
the Take-Off Power (TOP) rating limit and at the Maximum Continuous
Power (MCP) rating limits.
For the OEI case, rate of climb is given with the engine operating at
the 2.5 minute Power rating limit and at the Maximum Continuous
Power rating limits. The datum speed for all Rate of Climb graphs is
Vy, which is 80 KIAS up to 10000 ft and then decreases by 2 knots
every 1000 ft to become 60 KIAS at 20000 ft.
Each graph presents the information for a specific Gross Weight. On
each graph, additional information is provided relative to the applicable engine power rating. Care should be taken to ensure that the correct graph is utilized in obtaining Rate of Climb data.
Examples
Example Number 1:
Determine the All Engine Operating (AEO) Rate of Climb at a Gross
Weight of 2600 kg. The engines are operated at the TOP rating limits.
The Pressure Altitude is 14000 ft and the OAT is -10 C.
Solution:
Figure 4-20 presents the required information.
Enter the graph at a Pressure Altitude of 14000 ft and proceed to the
right until intersecting the -10 C curve. From this point, drop vertically
to the horizontal scale and read the Rate of Climb of 1870 ft/min.
EASA Approved
11-12-09
Page 4-37
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
Example Number 2:
Determine the One Engine Inoperative (OEI) Rate of Climb at a Gross
Weight of 2600 kg. The live engine is operating at the 2.5 minute
Power rating limit. The Pressure Altitude is 9000 ft and the OAT is
+5 C.
Solution:
Figure 4-28 presents the required information.
Enter the graph at a Pressure Altitude of 9000 ft and proceed to the
right and interpolate between the 0 C and +10 C curves to find the
point at +5 C. From this point, drop vertically to the horizontal scale
and read the Rate of Climb of 850 ft/min.
Example Number 3:
Determine the All Engine Operating (AEO) Rate of Climb at an OAT of
+10 C, at an helicopter gross weight of 2750 kg and a Pressure Altitude of 10000 ft.
The engines are operated at the MCP rating limit.
Solution:
From Figure 4-24, using the previous procedure, the Rate of Climb at
2600 kg is 1520 ft/min and from Figure 4-25 the Rate of Climb at 2900
kg is 1150 ft/min.
The Rate of Climb at 2750 kg is therefore:
ROC =
150
GWACTUAL - GW 2600 x (ROC
x (1150 -1520) = -185
2900 - ROC 2600) =
300
GW2900 - GW 2600
Page 4-38
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
RATE OF CLIMB
TAKE-OFF POWER AEO
20
12
14
60
19
55
18
17
50
16
40
13
12
20
35
11
10
30
MA
XO
25
LIM
IT
30
AT
14
20
6
5
45
0
-3
0
-2
-1
10
15
15
GROSS WEIGHT
2300 kg
( 5071 lb)
3
2
40
10
5
OAT - [C]
ISA+35
-1
0
109G1560A009 Rev.B
8 10 12 14 16 18 20 22 24 26 28 30
RATE OF CLIMB [ft/min x 100]
ICN-0B-C-154300-G-A0126-00001-A-02-1
Figure 4-19 Rate of Climb at Take-Off Power - AEO Gross Weight 2300 kg
EASA Approved
11-12-09
Page 4-39
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
RATE OF CLIMB
TAKE-OFF POWER AEO
ROTOR SPEED: 100%
80 KIAS DECREASE 2 kt EACH 1000 ft ABOVE Hp 10000 ft
20
12
14
60
19
55
18
17
50
16
12
35
11
10
30
MA
25
AT
20
LIM
30
XO
IT
6
5
40
13
20
10
14
45
0
-3
0
-2
-1
15
15
GROSS WEIGHT
2600 kg
( 5732 lb)
3
2
40
10
5
OAT - [C]
ISA+35
-1
0
109G1560A009 Rev.B
8 10 12 14 16 18 20 22 24 26 28 30
RATE OF CLIMB [ft/min x 100]
ICN-0B-C-154300-G-A0126-00002-A-02-1
Figure 4-20 Rate of Climb at Take-Off Power - AEO Gross Weight 2600 kg
Page 4-40
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
RATE OF CLIMB
TAKE-OFF POWER AEO
ROTOR SPEED: 100%
80 KIAS DECREASE 2 kt EACH 1000 ft ABOVE Hp 10000 ft
20
12
14
60
19
55
18
17
50
16
13
10
12
45
-1
40
20
11
35
XO
10
30
AT
LIM
25
30
IT
8
7
20
6
5
14
MA
-2
-3
15
15
GROSS WEIGHT
2900 kg
( 6393 lb)
3
2
40
10
5
OAT - [C]
ISA+35
-1
0
109G1560A009 Rev.B
8 10 12 14 16 18 20 22 24 26 28 30
RATE OF CLIMB [ft/min x 100]
ICN-0B-C-154300-G-A0126-00003-A-02-1
Figure 4-21 Rate of Climb at Take-Off Power - AEO Gross Weight 2900 kg
EASA Approved
11-12-09
Page 4-41
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
RATE OF CLIMB
TAKE-OFF POWER AEO
ROTOR SPEED: 100%
80 KIAS DECREASE 2 kt EACH 1000 ft ABOVE Hp 10000 ft
20
12
14
60
19
55
18
17
50
16
-2
13
-1
-3
40
12
11
10
35
10
20
30
9
8
25
30
XO
20
AT
LIM
15
IT
GROSS WEIGHT
3175 kg
( 7000 lb)
3
2
40
45
14
MA
15
10
5
OAT - [C]
ISA+35
-1
0
109G1560A009 Rev.B
8 10 12 14 16 18 20 22 24 26 28 30
RATE OF CLIMB [ft/min x 100]
ICN-0B-C-154300-G-A0126-00004-A-02-1
Figure 4-22 Rate of Climb at Take-Off Power - AEO Gross Weight 3175 kg
Page 4-42
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
RATE OF CLIMB
MAXIMUM CONTINUOUS POWER AEO
ROTOR SPEED: 100%
80 KIAS DECREASE 2 kt EACH 1000 ft ABOVE Hp 10000 ft
20
12
14
60
19
55
18
17
50
16
0
40
13
12
20
35
11
10
30
XO
MA
AT
25
IT
30
LIM
14
20
6
5
45
-3
-2
-1
10
15
15
GROSS WEIGHT
2300 kg
( 5071 lb)
3
2
40
10
5
OAT - [C]
ISA+35
50
-1
0
109G1560A009 Rev.B
8 10 12 14 16 18 20 22 24 26 28 30
RATE OF CLIMB [ft/min x 100]
ICN-0B-C-154300-G-A0126-00005-A-02-1
11-12-09
Page 4-43
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
RATE OF CLIMB
MAXIMUM CONTINUOUS POWER AEO
ROTOR SPEED: 100%
80 KIAS DECREASE 2 kt EACH 1000 ft ABOVE Hp 10000 ft
20
12
14
60
19
55
18
17
50
40
13
12
20
35
11
10
30
9
25
XO
30
MA
AT
20
LIM
IT
-3
45
10
14
-2
-1
15
5
GROSS WEIGHT
2600 kg
( 5732 lb)
3
2
15
40
16
10
5
OAT - [C]
ISA+35
50
-1
0
109G1560A009 Rev.B
8 10 12 14 16 18 20 22 24 26 28 30
RATE OF CLIMB [ft/min x 100]
ICN-0B-C-154300-G-A0126-00006-A-02-1
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
RATE OF CLIMB
MAXIMUM CONTINUOUS POWER AEO
ROTOR SPEED: 100%
80 KIAS DECREASE 2 kt EACH 1000 ft ABOVE Hp 10000 ft
20
12
14
60
19
55
18
17
50
16
0
40
12
10
35
20
11
10
30
XO
MA
25
AT
30
LIM
20
IT
6
5
13
-1
-2
14
PRESSURE ALTITUDE [ft x 1000]
45
-3
15
15
GROSS WEIGHT
2900 kg
( 6393 lb)
3
2
40
10
5
OAT - [C]
ISA+35
50
-1
0
109G1560A009 Rev.B
8 10 12 14 16 18 20 22 24 26 28 30
RATE OF CLIMB [ft/min x 100]
ICN-0B-C-154300-G-A0126-00007-A-02-1
11-12-09
Page 4-45
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
RATE OF CLIMB
MAXIMUM CONTINUOUS POWER AEO
ROTOR SPEED: 100%
80 KIAS DECREASE 2 kt EACH 1000 ft ABOVE Hp 10000 ft
20
12
14
60
GROSS WEIGHT
3175 kg
( 7000 lb)
19
18
55
17
50
16
15
0
-2
40
35
13
12
-1
11
10
10
30
20
25
30
20
XO
MA
-3
15
AT
10
IT
40
LIM
45
14
5
OAT - [C]
ISA+35
50
-1
0
109G1560A009 Rev.B
8 10 12 14 16 18 20 22 24 26 28 30
RATE OF CLIMB [ft/min x 100]
ICN-0B-C-154300-G-A0126-00008-A-02-1
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
RATE OF CLIMB
2.5 MINUTE POWER OEI
ROTOR SPEED: 100%
80 KIAS DECREASE 2 kt EACH 1000 ft ABOVE Hp 10000 ft
20
-2
-4
10
60
GROSS WEIGHT
2300 kg
( 5071 lb)
19
18
55
17
50
16
40
13
12
20
35
11
MA
10
30
XO
AT
IT
25
30
LIM
14
20
6
5
45
-30
-20
-10
0
10
15
15
40
10
3
2
5
OAT - [C]
ISA+35
50
-1
-8 -6 -4 -2
109G1560A009 Rev.B
0 2 4 6 8 10 12 14 16 18 20 22
RATE OF CLIMB [ft/min x 100]
ICN-0B-C-154300-G-A0126-00009-A-02-1
Figure 4-27 Rate of Climb at 2.5 Minute Power - OEI Gross Weight 2300 kg
EASA Approved
11-12-09
Page 4-47
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
RATE OF CLIMB
2.5 MINUTE POWER OEI
ROTOR SPEED: 100%
80 KIAS DECREASE 2 kt EACH 1000 ft ABOVE Hp 10000 ft
20
-2
-4
10
60
GROSS WEIGHT
2600 kg
( 5732 lb)
19
18
55
17
50
16
40
13
20
12
35
11
10
30
MA
XO
25
IT
LIM
30
AT
8
7
20
6
5
14
PRESSURE ALTITUDE [ft x 1000]
45
-30
-20
-10
0
10
15
15
40
10
3
2
5
OAT - [C]
ISA+35
50
-1
-8 -6 -4 -2
109G1560A009 Rev.B
0 2 4 6 8 10 12 14 16 18 20 22
RATE OF CLIMB [ft/min x 100]
ICN-0B-C-154300-G-A0126-00010-A-02-1
Figure 4-28 Rate of Climb at 2.5 Minute Power - OEI Gross Weight 2600 kg
Page 4-48
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
RATE OF CLIMB
2.5 MINUTE POWER OEI
ROTOR SPEED: 100%
80 KIAS DECREASE 2 kt EACH 1000 ft ABOVE Hp 10000 ft
20
-2
-4
10
60
GROSS WEIGHT
2900 kg
( 6393 lb)
19
18
55
17
50
15
0
-1
0
-3
-2
45
0
13
40
10
12
35
11
20
10
30
MA
XO
25
LIM
30
AT
20
IT
14
6
5
16
15
40
10
3
2
5
OAT - [C]
ISA+35
50
-1
-8 -6 -4 -2
109G1560A009 Rev.B
0 2 4 6 8 10 12 14 16 18 20 22
RATE OF CLIMB [ft/min x 100]
ICN-0B-C-154300-G-A0126-00011-A-02-1
Figure 4-29 Rate of Climb at 2.5 Minute Power - OEI Gross Weight 2900 kg
EASA Approved
11-12-09
Page 4-49
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
RATE OF CLIMB
2.5 MINUTE POWER OEI
ROTOR SPEED: 100%
80 KIAS DECREASE 2 kt EACH 1000 ft ABOVE Hp 10000 ft
20
-2
-4
10
60
GROSS WEIGHT
3175 kg
( 7000 lb)
19
18
55
17
50
16
15
-3
40
-1
12
35
11
10
10
20
30
9
8
25
30
MA
XO
20
AT
LIM
IT
-2
13
15
40
45
14
10
3
2
5
OAT - [C]
ISA+35
50
-1
-8 -6 -4 -2
109G1560A009 Rev.B
0 2 4 6 8 10 12 14 16 18 20 22
RATE OF CLIMB [ft/min x 100]
ICN-0B-C-154300-G-A0126-00012-A-02-1
Figure 4-30 Rate of Climb at 2.5 Minute Power - OEI Gross Weight 3175 kg
Page 4-50
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
RATE OF CLIMB
MAXIMUM CONTINUOUS POWER OEI
ROTOR SPEED: 100%
80 KIAS DECREASE 2 kt EACH 1000 ft ABOVE Hp 10000 ft
20
-2
-4
10
60
GROSS WEIGHT
2300 kg
( 5071 lb)
19
18
55
17
50
16
40
13
12
20
35
11
10
30
XO
MA
AT
25
LIM
IT
30
14
20
6
5
45
-30
-20
-10
10
15
15
40
10
3
2
5
OAT - [C]
ISA+35
50
-1
-8 -6 -4 -2
109G1560A009 Rev.B
0 2 4 6 8 10 12 14 16 18 20 22
RATE OF CLIMB [ft/min x 100]
ICN-0B-C-154300-G-A0126-00013-A-02-1
Figure 4-31 Rate of Climb at Maximum Continuous Power - OEI Gross Weight 2300 kg
EASA Approved
11-12-09
Page 4-51
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
RATE OF CLIMB
MAXIMUM CONTINUOUS POWER OEI
ROTOR SPEED: 100%
80 KIAS DECREASE 2 kt EACH 1000 ft ABOVE Hp 10000 ft
20
-2
-4
10
60
GROSS WEIGHT
2600 kg
( 5732 lb)
19
18
55
17
50
16
40
13
20
12
35
11
10
30
9
25
XO
AT
30
MA
20
IT
LIM
6
5
15
40
10
14
PRESSURE ALTITUDE [ft x 1000]
45
-30
-20
-10
15
10
3
2
5
OAT - [C]
ISA+35
50
-1
-8 -6 -4 -2
109G1560A009 Rev.B
0 2 4 6 8 10 12 14 16 18 20 22
RATE OF CLIMB [ft/min x 100]
ICN-0B-C-154300-G-A0126-00014-A-02-1
Figure 4-32 Rate of Climb at Maximum Continuous Power - OEI Gross Weight 2600 kg
Page 4-52
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
RATE OF CLIMB
MAXIMUM CONTINUOUS POWER OEI
ROTOR SPEED: 100%
80 KIAS DECREASE 2 kt EACH 1000 ft ABOVE Hp 10000 ft
20
-4
-2
10
60
GROSS WEIGHT
2900 kg
( 6393 lb)
19
18
55
17
50
16
15
12
40
35
10
11
10
30
20
MA
25
30
AT
XO
20
LIM
IT
-30
-20 -10
13
45
14
15
40
10
3
2
5
OAT - [C]
ISA+35
50
-1
-8 -6 -4 -2
109G1560A009 Rev.B
0 2 4 6 8 10 12 14 16 18 20 22
RATE OF CLIMB [ft/min x 100]
ICN-0B-C-154300-G-A0126-00015-A-02-1
Figure 4-33 Rate of Climb at Maximum Continuous Power - OEI Gross Weight 2900 kg
EASA Approved
11-12-09
Page 4-53
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
RATE OF CLIMB
MAXIMUM CONTINUOUS POWER OEI
ROTOR SPEED: 100%
80 KIAS DECREASE 2 kt EACH 1000 ft ABOVE Hp 10000 ft
20
-4
-2
10
60
GROSS WEIGHT
3175 kg
( 7000 lb)
19
18
55
17
50
16
15
0 -20 -10
-3
12
11
30
20
35
10
10
25
30
20
XO
MA
40
13
45
14
15
AT
40
IT
LIM
4
3
10
5
OAT - [C]
ISA+35
50
-1
-8 -6 -4 -2
109G1560A009 Rev.B
0 2 4 6 8 10 12 14 16 18 20 22
RATE OF CLIMB [ft/min x 100]
ICN-0B-C-154300-G-A0126-00016-A-02-1
Figure 4-34 Rate of Climb at Maximum Continuous Power - OEI Gross Weight 3175 kg
Page 4-54
11-12-09
EASA Approved
AW109SP RFM
Document N109G0040A018
Section 4
Performance Data
NOISE CHARACTERISTICS
The following noise levels comply with ICAO Annex 16, Chapter 8,
4th Edition:
Model: AW109SP
Configuration
Level Fly-over
EPNL
(EPNdB)
Take-off
EPNL
(EPNdB)
Approach
EPNL
(EPNdB)
Clean aircraft.
No external kit
installed.
88.4
90.5
91.2
EASA Approved
11-12-09
Page 4-55
Section 4
Performance Data
AW109SP RFM
Document N109G0040A018
Page 4-56
11-12-09
EASA Approved
AW109SP RFM
Document N 109G0040A018
Section 5
Table of Contents
SECTION 5
OPTIONAL EQUIPMENT SUPPLEMENTS
TABLE OF CONTENTS
Page
GENERAL ....................................................................................... 5-1
EASA Approved
Section 5
Table of Contents
AW109SP RFM
Document N109G0040A018
EASA Approved
AW109SP RFM
Document N 109G0040A018
Section 5
Optional Equipment
Supplements
SECTION 5
OPTIONAL EQUIPMENT SUPPLEMENTS
GENERAL
The Supplements contained in the Document No. 109G0040A019 and
relative to the optional equipments installed on the helicopter shall be
attached to the present Rotorcraft Flight Manual.
Note
Refer to Rotorcraft Flight Manual AW109SP - Optional
Equipment Supplements, Document No. 109G0040A019,
for the approved list of applicable Supplements.
EASA Approved
Section 5
Optional Equipment
Supplements
AW109SP RFM
Document N109G0040A018
EASA Approved
AW109SP RFM
Document N 109G0040A018
Part II
AW109SP RFM
Document N 109G0040A018
List of Revisions
LIST OF REVISIONS
REVISION
NO.
SUBJECT
DATE
Issue A
25 May 2009
Issue B
11 December 2009
Not affected
Revised pages C-1, 7-i thru 7-xviii, 7159, 7-163, 7-164, 7-174, 7-223, 7-228
thru 7-234, 7-240 thru 7-244, 7-255, 7258, 7-320, 7-332 thru 7-334, 7-340, 7353, 7-362, 7-421 and 7-424.
Added pages 7-164A, 7164B, 7-190A,
7-190B, 7-202A thru 7-202D, 7-234A
thru 7-234D, 7-283A thru 7-283J, 7340A, 7-340B, 7-364A, 7-364B and 7425 thru 7-428.
26 July 2010
Revised pages C-1, 7-i thru 7-xviii, 7203, 7-219 thru 7-221, 7-239 and 7-338
thru 7-340.
Added pages 7-78A thru 7-78H.
8 November 2010
11 February 2011
11-12-09
C-1
List of Revisions
AW109SP RFM
Document N 109G0040A018
C-2
11-12-09
AW109SP RFM
Document N109G0040A018
Section 6
Table of Contents
SECTION 6
WEIGHT AND BALANCE
TABLE OF CONTENTS
Page
GENERAL ....................................................................................... 6-1
DEFINITIONS .................................................................................. 6-2
DOORS OPEN OR REMOVED ....................................................... 6-5
LONGITUDINAL MOMENTS ...................................................... 6-5
LATERAL MOMENTS................................................................. 6-5
WEIGHTS, ARMS AND MOMENTS ............................................... 6-6
LONGITUDINAL MOMENTS .................................................... 6-6
LATERAL ARMS......................................................................... 6-8
ALLOWABLE BAGGAGE LOAD ................................................... 6-9
COMPUTATION OF LOADING ..................................................... 6-11
LONGITUDINAL LOADING SAMPLES .................................... 6-11
LATERAL LOADING SAMPLE ................................................. 6-13
WEIGHT AND BALANCE DETERMINATION .......................... 6-13
WEIGHT AND BALANCE DATA RESPONSIBILITY ................ 6-14
USE OF CHARTS AND FORMS................................................... 6-15
USE OF CHART A.................................................................... 6-15
WEIGHING INSTRUCTIONS ................................................... 6-15
USE OF CHART B.................................................................... 6-15
USE OF CHART C.................................................................... 6-16
USE OF CHART D.................................................................... 6-16
USE OF CHART E.................................................................... 6-16
Section 6
Table of Contents
AW109SP RFM
Document N109G0040A018
LIST OF FIGURES
Figure
Figure 6-1
Figure 6-2
Page
Helicopter stations diagram .........................................6-4
Baggage loading zones .............................................6-10
AW109SP RFM
Document N109G0040A018
Section 6
Weight and Balance
SECTION 6
WEIGHT AND BALANCE
Note
In accordance with EASA procedures, the detail weight
and balance 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 limits.
GENERAL
This section provides information for the weight and balance computation of the AW109SP helicopter.
It is the pilot's responsibility to ensure that the helicopter is properly
loaded so as to maintain for the duration of the entire flight the Center
of Gravity (CG) within the limitations defined in Paragraph WEIGHT
AND CENTER OF GRAVITY of SECTION 1 - LIMITATIONS.
WARNING
Operation outside of prescribed weight and
balance limitations could result in an accident and serious or fatal injury.
Figures, charts and examples are provided to assist the pilot in
computing the proper loading conditions.
Section 6
Weight and Balance
AW109SP RFM
Document N109G0040A018
DEFINITIONS
Datum Lines
The lateral datum line (butt line 0) is the line extending down the centerline of the helicopter (helicopter
viewed from the top) measurements made to the
starboard side of the helicopter are positive numbers.
Measurements made to the port side of the helicopter are negative.
Arm
Moment
Moment is the product of the weight of an item multiplied by its arm. Moments are expressed in units of
kg mm.
Longitudinal Center
of Gravity
Lateral Center of
Gravity
Optional Equipment
Basic Weight
Empty Weight (equipped) Weight of aircraft complete with all systems as configured in accordance with the model detail specification with full operating fluids, including engine oil.
The helicopter is prepared for service.
Operating Weight
AW109SP RFM
Document N109G0040A018
Section 6
Weight and Balance
Dry Weight
Gross Weight
Maximum Gross Weight The Maximum Gross Weight is determined by peror Maximum Take Off
formance considerations and must be calculated
Weight
considering expected mission variables (see Chart
E - Weight & Balance Computation Form).
Section 6
Weight and Balance
STA 0
AW109SP RFM
Document N109G0040A018
STA 3362
500 mm
BAGGAGE
REFER TO FIGURE 6-2
3736 mm
FORWARD
JACK POINT
STA 1635
FUEL
CG LOCATION
VARIABLE
WITH QUANTITY
AFT JACK
POINTS
STA 4475
STANDARD VERSION
PILOTS AND PASSENGERS STATION
BL +
0
STA 0
STA 3400
BL 450
STA 2200
BL 450 SEAT FACING AFT
STA 1385*
BL 335**
BL -325***
* ADJUSTABLE FROM 1328 TO 1404 mm
** PILOT
*** COPILOT / PASSENGER
ICN-0B-A-156000-G-00001-00702-A-04-1
AW109SP RFM
Document N109G0040A018
Section 6
Weight and Balance
(mm)
Moment
change
(kg mm)
-15.6
2647
-41293.2
-15.6
2647
-41293.2
4026
21512.4
4026
21512.4
Door configuration
STA
LATERAL MOMENTS
The table below lists weight and lateral moment adjustment which
shall be made in determining the gross weight and lateral CG when
doors are removed.
Door configuration
Weight
change
(kg)
BL
(mm)
Moment
change
(kg mm)
-15.6
752
-11731.2
-15.6
-752
11731.2
Section 6
Weight and Balance
AW109SP RFM
Document N109G0040A018
Passengers
3 places
central seat
aft facing
Passengers
3 places
aft seat
60
83100
132000
204000
65
90025
143000
221000
70
96950
154000
238000
75
103875
165000
255000
80
110800
176000
272000
85
117725
187000
289000
90
124650
198000
306000
95
131575
209000
323000
100
138500
220000
340000
120
166200
264000
408000
140
193900
308000
476000
160
221600
352000
544000
180
249300
396000
612000
200
277000
440000
680000
220
484000
748000
240
528000
816000
260
572000
884000
280
616000
952000
300
660000
1020000
320
704000
1088000
AW109SP RFM
Document N109G0040A018
Section 6
Weight and Balance
Capacity
(l) (0.8 kg/l)
STA
(mm)
Moment
(kg mm)
20
25
3761
75220
40
50
3765
150580
60
75
3771
226260
80
100
3779
302320
100
125
3732
373200
120
150
3663
439560
140
175
3613
505820
160
200
3578
572480
180
225
3561
640980
200
250
3599
719800
220
275
3657
804540
240
300
3705
889200
260
325
3745
973700
280
350
3780
1058400
300
375
3810
1143000
320
400
3837
1227840
340
425
3860
1312400
360
450
3881
1397160
380
475
3899
1481620
400
500
3916
1566400
420
525
3931
1651020
440
550
3945
1735800
449.6
562
3951
1776370
Capacity
(l) (0.8 kg/l)
STA
(mm)
Moment
(kg mm)
10
12.5
3761
37610
Section 6
Weight and Balance
AW109SP RFM
Document N109G0040A018
Capacity
(l)
Moment
(kg mm)
10
10.52
42800
Capacity
(l)
Moment
(kg mm)
1.8
1.9
7704
Capacity
(l)
Moment
(kg mm)
10.5
11
37821
LATERAL ARMS
Item
Pilot
Copilot
Passengers
Baggage
AW109SP RFM
Document N109G0040A018
Section 6
Weight and Balance
ZONE 1
ZONE 2
ZONE 3
ZONE 4
ZONE 5
STA 4880 mm
STA 5240 mm
STA 5560 mm
STA 5960 mm
STA 6430 mm
10
48800
52400
55600
59600
64300
20
97600
104800
111200
119200
128600
30
146400
157200
166800
178800
192900
40
195200
209600
222400
238400
257200
50
244000
262000
278000
298000
321500
60
292800
314400
333600
357600
385800
70
341600
366800
389200
417200
450100
75
366000
393000
417000
447000
482250
78
380640
408720
433680
464880
501540
80
390400
419200
444800
476800
514400
84
409920
440160
467040
500640
540120
85
414800
445400
472600
506600
90
439200
471600
500400
536400
93
453840
487320
517080
554280
100
488000
524000
556000
102
497760
534480
567120
105
512400
550200
110
536800
576400
120
585600
Section 6
Weight and Balance
AW109SP RFM
Document N109G0040A018
WEIGHT
(kg)
MOMENT
(kg mm)
50
244000
40
209600
23
127880
113
581480
ZONE
TOTAL
STA 6633
ZONE 5
ZONE 4
STA 6249
STA 5767
ZONE 3
(Max. load 102 kg)
ZONE 2
(Max. load 110 kg)
STA 5372
STA 5045
ZONE 1
(Max. load 120 kg)
AVIONIC BAY
STA 4460
STA 4760
The total baggage load and moment calculated above are less than the maximum allowable.
ICN-0B-C-156000-G-00001-00701-A-01-1
AW109SP RFM
Document N109G0040A018
Section 6
Weight and Balance
COMPUTATION OF LOADING
LONGITUDINAL LOADING SAMPLES
The basic weight and moment of the helicopter can be found in Chart
B - Helicopter Weighing Record. The values in Chart B were obtained
by weighing the helicopter and computing the basic weight, moment
and CG.
Subsequently as items of equipment are added or removed, entries
should be made in Chart C - Basic Weight and Balance Record and
the new basic weight and moment computed.
The basic weight includes fixed ballast, hydraulic fluid, unusable fuel,
undrainable engine oil and transmission oil.
Three loading samples are shown as follows (the equipped empty
weight and longitudinal CG arm are assumed to be 2181.4 kg and
3482 mm):
Example one
Item
Equipped empty weight
Pilots (2)
Operating weight
Weight
(kg)
STA
(mm)
Moment
(kg mm)
2181.4
3482
7595635
160
1385
221600
2341
3339
7817235
160
2200
352000
240
3400
816000
40
4880
195200
2781
3301
9180435
360
3881
1397160
3141
3367
10577595
100
3732
373200
2881
3316
9553635
Baggage
Dry weight
Fuel at take-off
Take-off weight
Fuel at landing
Landing weight
Section 6
Weight and Balance
AW109SP RFM
Document N109G0040A018
Example two
Item
Equipped empty weight
Pilot (1)
Operating weight
Weight
(kg)
STA
(mm)
Moment
(kg mm)
2181.4
3482
7595635
80
1385
110800
2261.4
3408
7706435
240
2200
528000
160
3400
544000
2661
3298
8778435
Dry weight
Fuel at take-off
Take-off weight
Fuel at landing
Landing weight
3951
1776370
3111
449.6
3393
10554804
70
3775
264250
2731
3311
9042685
AW109SP RFM
Document N109G0040A018
Section 6
Weight and Balance
Weight
(kg)
2181.4
BL
(mm)
Moment
(kg mm)
10.7
23341
Pilot
80
335
26800
Copilot
80
-325
-26000
Operating weight
2341.4
10.3
24141
80
-450
-36000
80
450
36000
80
450
36000
Dry weight
Fuel at take-off
Take-off weight
Fuel at landing
Landing weight
2581.4
23.3
449.6
3031.0
19.8
90
2671.4
22.5
60141
0
60141
0
60141
Section 6
Weight and Balance
AW109SP RFM
Document N109G0040A018
AW109SP RFM
Document N109G0040A018
Section 6
Weight and Balance
Section 6
Weight and Balance
AW109SP RFM
Document N109G0040A018
AW109SP RFM
Document N109G0040A018
Section 6
Weight and Balance
Section 6
Weight and Balance
AW109SP RFM
Document N109G0040A018
AW109SP RFM
Document N109G0040A018
Section 6
Weight and Balance
ICN-0B-A-156000-G-00001-00704-A-01-1
HELICOPTER AW109SP
SERIAL NUMBER .....................................................................
REGISTRATION MARKS ..........................................................
Section 6
Weight and Balance
AW109SP RFM
Document N109G0040A018
Section 6
Weight and Balance
AW109SP RFM
Document N109G0040A018
Page 1 of 1
RECORD OF CHECKING
(Date and Signature)
MOMENT
(kg mm)
11-12-09
Chart C entry
DENOMINATION
ARM
(mm)
In helicopter
P/N
WEIGHT
(kg)
In helicopter
Q.ty
Chart C entry
ITEM
NUMBER
Chart C entry
S/N
In helicopter
REGISTRATION MARKS
Basic
configuration
MODEL: AW109SP
Report 109G0840WXXX
Page 6-21
Section 6
Weight and Balance
AW109SP RFM
Document N109G0040A018
Page 6-22
11-12-09
PLACE:
DATE:
S/N:
MODEL:
Sheet 1 of 2
REGISTRATION MARKS:
SIGNATURE:
SCALE READING
( kg )
TARE
( kg)
NET
WEIGHT
( kg )
STA
(1)
( mm )
4475
RH AFTERWARD
4475
LH AFTERWARD
1635
FORWARD
LONGITUDINAL
MOMENT
( kg mm )
BL
(2)
LATERAL
MOMENT
(mm)
( kg mm )
0
-450
450
AW109SP RFM
Document N109G0040A018
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 1635 mm forward the forward jack points. Therefore
the STA are positive.
E = Distance from the reference datum (STA 0) to the forward jack point Station of 1635 mm.
F = Distance from the reference datum (STA 0) to the left and right aft jackpoints Station of 4475 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.
DATUM
11-12-09
Section 6
Weight and Balance
ICN-0B-A-156000-G-00001-00703-A-01-1
Page 6-23
6-24
11-12-09
Section 6
Weight and Balance
A109S RFM
Document N109G0040A013
( mm )
( kg )
STA
NET WEIGHT
LONG. MOMENT
( kg mm )
BL
( mm )
Sheet 2 of 2
LAT. MOMENT
( kg mm )
DENOMINATION
( mm )
( kg )
STA
WEIGHT
LONG. MOMENT
( kg mm)
BL
( mm )
LAT. MOMENT
( kg mm)
AW109SP RFM
Document N109G0040A018
TOTAL
TABLE 2 BASIC ITEMS NOT INSTALLED WHEN WEIGHED
DENOMINATION
WEIGHT
( kg )
STA
( mm )
LONG. MOMENT
( kg mm )
BL
( mm )
LAT. MOMENT
( kg mm )
TOTAL
11-12-09 Page
Page 6-25
6-25
11-12-09
Section 6
Weight and Balance
Type Scales:
NOTE :
Remove the weight of the mission equipment items, which are pointed out in Chart A in [ ]
6-26
11-12-09
Section 6
Weight and Balance
A109S RFM
Document N109G0040A013
Section 6
Weight and Balance
AW109SP RFM
Document N109G0040A018
CHART C
MODEL
DATE
Item n
see
Chart A
IN OUT
(1) (2)
S/N
Page N
REGISTRATION MARKS
LOADING CHANGE
DENOMINATION
WGT
(3)
( kg )
STA
CG
( mm )
LONG
MOMENT
( kg mm )
BL
CG
( mm )
WGT
( kg )
LONG
MOMENT
( kg mm )
STA
CG
( mm )
LATERAL
MOMENT
( kg mm )
BL
CG
( mm )
SIGNAT.
11-12-09
Page 6-27
Section 6
Weight and Balance
AW109SP RFM
Document N109G0040A018
Page 6-28
11-12-09
RIGHT AFT
FORWARD
BL 450 mm
HELICOPTER CENTER LINE
BL -450 mm
STA
4475 mm
LEFT AFT
AW109SP RFM
Document N109G0040A018
STA
1635 mm
ICN-0B-A-156000-G-00001-00705-A-01-1
11-12-09
Section 6
Weight and Balance
Page 6-29
6-30
11-12-09
Section 6
Weight and Balance
AW109SP RFM
Document N109G0040A018
MODEL
S/N
WEIGHT
REF.
STA
DATE
LONG. MOMENT
PLACE
BL
COMPUTED BY
LATL. MOMENT
ITEM
( kg )
CABIN LOAD
11
LOOSE EQUIPMENT
10
PASSENGER
PASSENGER
PASSENGER
PASSENGER
PASSENGER
PASSENGER
COPILOT
PILOT
( mm )
( kg mm )
( mm )
( kg mm )
AW109SP RFM
Document N109G0040A018
12
14
15
16
17
18
19
20
26
25
24
23
22
DRY WEIGHT
21
REMARKS
11-12-09
Section 6
Weight and Balance
LIMITATIONS
Page 6-31
Page 6-32
11-12-09
Section 6
Weight and Balance
AW109SP RFM
Document N109G0040A018
AW109SP RFM
Document N 109G0040A018
Section 7
Table of Contents
SECTION 7
SYSTEM DESCRIPTION
Page
HELICOPTER GENERAL
(CHAPTER 00)
THE AW109SP HELICOPTER ................................................................................ 7-1
HELICOPTER DIMENSIONS .................................................................................. 7-3
GENERAL ARRANGEMENT .................................................................................. 7-3
COCKPIT ARRANGEMENT.................................................................................... 7-3
INSTRUMENT PANEL....................................................................................... 7-3
FRONT CONSOLE ............................................................................................ 7-3
INTERSEAT CONSOLE .................................................................................... 7-3
OVERHEAD CONSOLE .................................................................................... 7-4
CIRCUIT BREAKER PANEL.............................................................................. 7-4
ELECTRICAL CONTROL PANEL...................................................................... 7-4
ENVIRONMENTAL CONTROL SYSTEM CONTROL PANEL .......................... 7-4
ENGINE CONTROL QUADRANT...................................................................... 7-4
CYCLIC STICK HANDGRIP .............................................................................. 7-4
COLLECTIVE LEVER HANDGRIP .................................................................... 7-4
CABIN ARRANGEMENT......................................................................................... 7-4
ANTENNA LOCATION ............................................................................................ 7-4
ENVIRONMENTAL CONTROL
(CHAPTER 21)
GENERAL.............................................................................................................. 7-19
VENTILATION SYSTEM........................................................................................ 7-19
INTEGRATED ECS................................................................................................ 7-24
INTEGRATED ECS CONTROLS AND DISPLAYS ......................................... 7-25
HEATING SYSTEM ............................................................................................... 7-31
HEATING SYSTEM CONTROLS AND DISPLAYS ......................................... 7-31
11-12-09
Page 7-i
Rev. 4
Section 7
Table of Contents
AW109SP RFM
Document N 109G0040A018
Page
AUTO FLIGHT
(CHAPTER 22)
GENERAL.............................................................................................................. 7-39
AFCS CONTROLS AND DISPLAYS .................................................................... 7-39
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) ............................................ 7-39
COMMUNICATIONS
(CHAPTER 23)
GENERAL.............................................................................................................. 7-55
RADIO MANAGEMENT SYSTEM (RMS) ............................................................. 7-55
OPERATION OF RMS..................................................................................... 7-56
RMS CONTROLS AND DISPLAY ................................................................... 7-60
VHF/AM SYSTEMS ............................................................................................... 7-64
OPERATION OF VHF/AM SYSTEMS............................................................. 7-64
VHF/AM SYSTEMS CONTROLS AND DISPLAYS......................................... 7-66
AUDIO INTEGRATING SYSTEM .......................................................................... 7-72
OPERATION OF THE AUDIO INTEGRATING SYSTEM................................ 7-74
AUDIO INTEGRATING SYSTEM CONTROLS AND DISPLAYS.................... 7-74
SATCOM AIRCELL AIRBORNE TELEPHONE SYSTEM ..................................7-78A
SATCOM AIRCELL SYSTEM CONTROLS AND DISPLAYS........................7-78A
SATCOM AIRCELL AIRBORNE TELEPHONE SYSTEM WITH HANDSET .....7-78H
SATCOM AIRCELL SYSTEM (WITH HANDSET) CONTROLS AND
DISPLAYS ...................................................................................................... 7-78I
ELECTRICAL POWER
(CHAPTER 24)
GENERAL.............................................................................................................. 7-79
ELECTRICAL POWER SYSTEM CONTROLS AND DISPLAYS ......................... 7-79
AC GENERATION SYSTEM ................................................................................. 7-79
DC GENERATION SYSTEM ................................................................................. 7-87
Page 7-ii
Rev. 4
11-12-09
AW109SP RFM
Document N 109G0040A018
Section 7
Table of Contents
Page
AC ELECTRICAL LOAD DISTRIBUTION SYSTEM............................................. 7-88
DC ELECTRICAL LOAD DISTRIBUTION SYSTEM............................................. 7-88
AVIONIC EQUIPMENT ELECTRICAL POWER SUPPLY ............................... 7-88
EQUIPMENT/FURNISHING
(CHAPTER 25)
GENERAL.............................................................................................................. 7-93
FLIGHT COMPARTMENT FURNISHING.............................................................. 7-93
CREW SEATS ................................................................................................. 7-93
CREW SEAT SAFETY BELTS AND INERTIA REEL SHOULDER HARNESSES .
7-94
PASSENGER COMPARTMENT FURNISHING .................................................... 7-94
PASSENGER SEATS ...................................................................................... 7-94
PASSENGER SEAT SAFETY BELTS AND INERTIA REEL SHOULDER
HARNESSES ................................................................................................... 7-94
EMERGENCY LOCATOR SYSTEM...................................................................... 7-97
EMERGENCY LOCATOR SYSTEM CONTROLS AND DISPLAYS................ 7-97
WIRE STRIKE PROTECTION SYSTEM ............................................................. 7-101
FIRST AID KIT ..................................................................................................... 7-103
EXTERNAL HOIST INSTALLATION................................................................... 7-104
EXTERNAL HOIST INSTALLATION CONTROLS AND DISPLAYS ............. 7-107
CARGO HOOK INSTALLATION......................................................................... 7-112
CARGO HOOK INSTALLATION CONTROLS AND DISPLAYS.................... 7-114
PILOT EXTERNAL MIRROR INSTALLATION ................................................... 7-118
COPILOT EXTERNAL MIRROR INSTALLATION .............................................. 7-118
SAFETY CARGO HOOK INSTALLATION.......................................................... 7-118
SAFETY CARGO HOOK INSTALLATION CONTROLS AND DISPLAYS..... 7-122
ADDITIONAL EXTERNAL MIRRORS INSTALLATION .................................. 7-124A
ADDITIONAL EXTERNAL MIRRORS INSTALLATION CONTROLS AND
DISPLAYS....................................................................................................7-124A
11-12-09
Page 7-iii
Rev. 4
Section 7
Table of Contents
AW109SP RFM
Document N 109G0040A018
Page
FIRE PROTECTION
(CHAPTER 26)
GENERAL............................................................................................................ 7-125
FIRE PROTECTION SYSTEM CONTROLS AND DISPLAYS............................ 7-125
DETECTION SYSTEM......................................................................................... 7-125
EXTINGUISHING SYSTEM ................................................................................. 7-126
PORTABLE FIRE EXTINGUISHER .................................................................... 7-133
FUEL
(CHAPTER 28)
GENERAL............................................................................................................ 7-135
FUEL SYSTEM CONTROLS AND DISPLAYS ................................................... 7-135
STORAGE SYSTEM............................................................................................ 7-135
DISTRIBUTION SYSTEM.................................................................................... 7-142
INDICATING SYSTEM ........................................................................................ 7-144
HYDRAULIC POWER
(CHAPTER 29)
GENERAL............................................................................................................ 7-147
HYDRAULIC POWER SYSTEM CONTROLS AND DISPLAYS......................... 7-147
MAIN HYDRAULIC SYSTEM .............................................................................. 7-147
UTILITY HYDRAULIC SYSTEM.......................................................................... 7-154
INDICATING SYSTEM ........................................................................................ 7-155
11-12-09
AW109SP RFM
Document N 109G0040A018
Section 7
Table of Contents
Page
ICE AND RAIN PROTECTION CONTROLS AND DISPLAYS ........................... 7-159
PITOT TUBE HEATING SYSTEM ....................................................................... 7-159
WINDSHIELD WIPING SYSTEM......................................................................... 7-164
WINDSHIELD WASHING SYSTEM .................................................................... 7-164
INDICATING/RECORDING
(CHAPTER 31)
GENERAL............................................................................................................ 7-165
INSTRUMENT PANEL AND CONSOLES INSTALLATION ............................... 7-165
INDEPENDENT INSTRUMENTS......................................................................... 7-165
INTEGRATED DISPLAY SYSTEM (IDS)............................................................. 7-169
DATA ACQUISITION UNIT (DAU)................................................................. 7-169
ELECTRONIC DISPLAY UNIT (EDU) ........................................................... 7-171
CONTROLS AND DISPLAYS OF THE INTEGRATED DISPLAY SYSTEM.. 7-180
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) .................................... 7-187
OPERATION OF THE EFIS........................................................................... 7-190
EFIS CONTROLS AND DISPLAYS ............................................................... 7-191
CENTRAL WARNING SYSTEM .......................................................................... 7-194
CENTRAL WARNING SYSTEM CONTROLS AND DISPLAYS .................... 7-200
COCKPIT MONITOR ........................................................................................ 7-202A
COCKPIT MONITOR CONTROLS AND DISPLAYS ................................7-202A
LANDING GEAR
(CHAPTER 32)
GENERAL............................................................................................................ 7-203
LANDING GEAR CONTROL AND DISPLAYS ................................................... 7-203
MAIN LANDING GEAR ....................................................................................... 7-203
NOSE LANDING GEAR ...................................................................................... 7-207
11-12-09
Page 7-v
Rev. 4
Section 7
Table of Contents
AW109SP RFM
Document N 109G0040A018
Page
EXTENSION AND RETRACTION SYSTEM ....................................................... 7-207
WHEELS AND BRAKE SYSTEM ....................................................................... 7-213
WHEELS........................................................................................................ 7-213
BRAKE SYSTEM........................................................................................... 7-213
NOSE WHEEL CENTERING LOCK SYSTEM.................................................... 7-214
POSITION AND WARNING SYSTEM................................................................. 7-214
SNOW SKIS INSTALLATION ............................................................................. 7-219
SLUMP PROTECTION PADS INSTALLATION.................................................. 7-219
FIXED TRICYCLE-TYPE LANDING GEAR ........................................................ 7-222
FIXED MAIN LANDING GEAR ...................................................................... 7-222
FIXED NOSE LANDING GEAR..................................................................... 7-222
LIGHTS
(CHAPTER 33)
GENERAL............................................................................................................ 7-223
INTERNAL LIGHT SYSTEM ............................................................................... 7-223
INSTRUMENT LIGHTS ................................................................................. 7-223
COCKPIT LIGHTS......................................................................................... 7-223
CABIN LIGHTS.............................................................................................. 7-224
ELECTRO-AVIONIC EQUIPMENT COMPARTMENT LIGHTS .................... 7-224
INTERNAL LIGHT SYSTEM CONTROLS AND DISPLAYS.......................... 7-224
MAP LIGHT SYSTEM.................................................................................... 7-228
EXTERNAL LIGHT SYSTEM .............................................................................. 7-230
POSITION LIGHTS........................................................................................ 7-230
ANTI-COLLISION LIGHTS ............................................................................ 7-230
LANDING AND TAXI LIGHTS ....................................................................... 7-232
SEARCH LIGHT SYSTEM ............................................................................ 7-232
SECOND SEARCH LIGHT SYSTEM ............................................................ 7-232
STROBE LIGHT SYSTEM...........................................................................7-234A
SX-16 SEARCHLIGHT INSTALLATION......................................................7-234D
SX-16 SEARCHLIGHT INSTALLATION CONTROLS AND DISPLAYS......7-234D
Page 7-vi
Rev. 4
11-12-09
AW109SP RFM
Document N 109G0040A018
Section 7
Table of Contents
Page
NAVIGATION
(CHAPTER 34)
GENERAL............................................................................................................ 7-235
FLIGHT ENVIRONMENT DATA.......................................................................... 7-235
PITOT-STATIC PRESSURE SYSTEM .......................................................... 7-235
PITOT-STATIC PRESSURE SYSTEM CONTROLS AND DISPLAYS.......... 7-238
AIR DATA SYSTEM....................................................................................... 7-240
AIR DATA SYSTEM CONTROLS AND DISPLAYS....................................... 7-240
ATTITUDE AND DIRECTION SYSTEM............................................................... 7-245
ATTITUDE AND HEADING REFERENCE SYSTEMS
(AHRS1 AND AHRS2) ................................................................................... 7-246
AHRS CONTROLS AND DISPLAYS ............................................................. 7-253
STANDBY ELECTRONIC INDICATOR ......................................................... 7-259
STANDBY ELECTRONIC INDICATOR CONTROLS AND DISPLAYS ......... 7-264
LANDING AID SYSTEM ...................................................................................... 7-271
RADIO-ALTIMETER SYSTEM....................................................................... 7-271
RADIO-ALTIMETER SYSTEM CONTROLS AND DISPLAYS ...................... 7-272
INDEPENDENT POSITION DETERMINING SYSTEM ....................................... 7-276
TRAFFIC ADVISORY SYSTEM..................................................................... 7-276
TRAFFIC ADVISORY SYSTEM CONTROLS AND DISPLAYS .................... 7-278
WEATHER RADAR SYSTEM......................................................................7-283A
WEATHER RADAR SYSTEM CONTROLS AND DISPLAYS..................... 7-283D
DEPENDENT POSITION DETERMINING SYSTEM ........................................... 7-284
VOR1/ADF SYSTEM ..................................................................................... 7-284
VOR1/ADF SYSTEM CONTROLS AND DISPLAYS ..................................... 7-287
VOR2/ILS SYSTEM ....................................................................................... 7-301
VOR2/ILS SYSTEM CONTROLS AND DISPLAYS ....................................... 7-303
DME SYSTEM ............................................................................................... 7-313
DME SYSTEM CONTROLS AND DISPLAYS ............................................... 7-314
ATC TRANSPONDER SYSTEM.................................................................... 7-317
ATC TRANSPONDER SYSTEM CONTROLS AND DISPLAYS ................... 7-318
DIGITAL MAP GENERATION SYSTEM........................................................ 7-325
DIGITAL MAP GENERATION SYSTEM CONTROLS AND DISPLAYS........ 7-329
11-12-09
Page 7-vii
Rev. 4
Section 7
Table of Contents
AW109SP RFM
Document N 109G0040A018
Page
DOORS
(CHAPTER 52)
GENERAL............................................................................................................ 7-335
PASSENGER/CREW COMPARTMENT DOORS ............................................... 7-335
COCKPIT DOORS......................................................................................... 7-335
PASSENGER CABIN DOORS ...................................................................... 7-338
BAGGAGE COMPARTMENT DOOR ................................................................. 7-338
SERVICE DOORS ............................................................................................... 7-340
CABIN FOLDABLE FOOTBOARDS................................................................... 7-340
MAIN ROTOR
(CHAPTER 62)
GENERAL............................................................................................................ 7-341
MAIN ROTOR BLADES ...................................................................................... 7-341
MAIN ROTOR HEAD........................................................................................... 7-342
HUB ............................................................................................................... 7-342
LEVERS......................................................................................................... 7-342
GRIPS............................................................................................................ 7-342
DAMPERS ..................................................................................................... 7-342
FLAPPING AND DROOP RESTRAINT MECHANISMS................................ 7-343
ELASTOMERIC BEARINGS ......................................................................... 7-343
ROTATING CONTROLS ..................................................................................... 7-343
PITCH CHANGE LINKS ................................................................................ 7-343
ROTATING SCISSORS................................................................................. 7-343
NON-ROTATING SCISSORS........................................................................ 7-344
SWASHPLATE .............................................................................................. 7-344
BOOT ASSEMBLY ........................................................................................ 7-344
MAIN ROTOR INDICATING SYSTEM ................................................................ 7-345
Page 7-viii
Rev. 4
11-12-09
AW109SP RFM
Document N 109G0040A018
Section 7
Table of Contents
Page
TAIL ROTOR
(CHAPTER 64)
GENERAL............................................................................................................ 7-365
TAIL ROTOR HUB............................................................................................... 7-365
TAIL ROTOR HUB ......................................................................................... 7-365
TRUNNION .................................................................................................... 7-366
RETENTION STRAP ASSEMBLY ................................................................. 7-366
HUB BUSHING .............................................................................................. 7-366
COVER FLANGE ........................................................................................... 7-366
COVER .......................................................................................................... 7-366
TAIL ROTOR BLADES .................................................................................. 7-367
PITCH CHANGE MECHANISM........................................................................... 7-367
Page 7-ix
Rev. 4
Section 7
Table of Contents
AW109SP RFM
Document N 109G0040A018
Page
TAIL ROTOR DRIVE SHAFTS ............................................................................ 7-371
90-DEGREE GEARBOX...................................................................................... 7-371
POWER PLANT
(CHAPTER 71)
GENERAL............................................................................................................ 7-391
ENGINE INSTALLATION .................................................................................... 7-391
ENGINE COWLING INSTALLATION.................................................................. 7-395
ENGINE MOUNT INSTALLATION...................................................................... 7-395
ENGINE FIREWALL INSTALLATION ................................................................ 7-395
AIR INTAKE INSTALLATION ............................................................................. 7-399
ENGINE DRAIN INSTALLATION........................................................................ 7-399
Page 7-x
Rev. 4
11-12-09
AW109SP RFM
Document N 109G0040A018
Section 7
Table of Contents
Page
AIR
(CHAPTER 75)
GENERAL......................................................................................................... 7-400A
ENGINE AIR PARTICLE SEPARATOR SYSTEM ........................................... 7-400A
ENGINE AIR PARTICLE SEPARATOR CONTROLS AND DISPLAYS ......7-400B
ENGINE CONTROLS
(CHAPTER 76)
GENERAL............................................................................................................ 7-401
ENGINE POWER CONTROL SYSTEM .............................................................. 7-401
ENGINE POWER LEVER QUADRANT......................................................... 7-401
ENGINE CONTROL UNIT (ECU) .................................................................. 7-404
FUEL MANAGEMENT MODULE (FMM) ....................................................... 7-404
ENGINE POWER CONTROLS SYSTEM CONTROLS AND DISPLAYS...... 7-405
ENGINE INDICATING
(CHAPTER 77)
GENERAL............................................................................................................ 7-411
ENGINE INDICATING SYSTEM CONTROLS AND DISPLAYS......................... 7-411
ENGINE POWER MONITORING SYSTEM......................................................... 7-415
TORQUE MONITORING SYSTEM................................................................ 7-415
POWER TURBINE RPM MONITORING SYSTEM........................................ 7-416
GAS GENERATOR SPEED MONITORING SYSTEM .................................. 7-416
ENGINE TEMPERATURE MONITORING SYSTEM ........................................... 7-417
ENGINE DATA DISPLAY SYSTEM .................................................................... 7-417
IMAGE RECORDING
(CHAPTER 97)
GENERAL............................................................................................................ 7-421
11-12-09
Page 7-xi
Rev. 4
Section 7
Table of Contents
AW109SP RFM
Document N 109G0040A018
Page 7-xii
Rev. 4
11-12-09
AW109SP RFM
Document N 109G0040A018
Section 7
Table of Contents
LIST OF FIGURES
Figure
Figure 7-1
Figure 7-2
Figure 7-3
Figure 7-4
Figure 7-5
Figure 7-6
Figure 7-7
Figure 7-8
Figure 7-9
Figure 7-10
Figure 7-11
Figure 7-11
Figure 7-12
Figure 7-13
Figure 7-14
Figure 7-14
Figure 7-15
Figure 7-16
Figure 7-17
Figure 7-18
Figure 7-19
Figure 7-19
Figure 7-20
Figure 7-21
Figure 7-22
Figure 7-23
Figure 7-23
Figure 7-23
Figure 7-24
Figure 7-24
Figure 7-25
Figure 7-26
Figure 7-27
Figure 7-28
Figure 7-29
Page
The AW109SP Helicopter.............................................................................. 7-2
Helicopter Dimensions ................................................................................... 7-5
General Arrangement..................................................................................... 7-6
Cockpit Arrangement...................................................................................... 7-7
Instrument Panel............................................................................................. 7-8
Front Console (Typical) ................................................................................ 7-10
Interseat Console...........................................................................................7-11
Overhead Console........................................................................................ 7-12
Engine Control Quadrant ............................................................................. 7-13
Cyclic Stick Handgrip.................................................................................... 7-14
Collective Lever Handgrip (Sheet 1 of 2) .................................................... 7-15
Collective Lever Handgrip (Sheet 1 of 2) .................................................... 7-16
Cabin Arrangement ...................................................................................... 7-17
Antenna Location.......................................................................................... 7-18
Ventilation System - Component Location (Sheet 1 of 2).......................... 7-21
Ventilation System - Component Location (Sheet 2 of 2).......................... 7-22
Ventilation System - Schematic Diagram.................................................... 7-23
Integrated ECS - Component Location....................................................... 7-26
Integrated ECS - Schematic Diagram......................................................... 7-27
Integrated ECS - Controls and Displays ..................................................... 7-28
Heating System - Component Location (Sheet 1 of 2) .............................. 7-32
Heating System - Component Location (Sheet 2 of 2) .............................. 7-33
Heating System - Schematic Diagram........................................................ 7-34
Heating System - Controls and Displays..................................................... 7-35
AFCS - Schematic Diagram......................................................................... 7-40
AFCS - Controls and Displays (Sheet 1 of 3) ............................................. 7-41
AFCS - Controls and Displays (Sheet 2 of 3) ............................................. 7-42
AFCS - Controls and Displays (Sheet 3 of 3) ............................................. 7-43
AFCS - Components Location (Sheet 1 of 2)............................................. 7-53
AFCS - Components Location (Sheet 2 of 2)............................................. 7-54
Radio Management System - Block Diagram ............................................ 7-57
Display Sequence of TLP Pages on RTU Panels...................................... 7-58
Radio Management System - Controls and Displays ................................ 7-61
Display Sequence of VHF/AM Systems Control Pages on the
RTU Panel..................................................................................................... 7-65
VHF/AM Systems - Controls and Displays (Sheet 1 of 2) ......................... 7-67
11-12-09
Page 7-xiii
Rev. 4
Section 7
Table of Contents
Figure
Figure 7-29
Figure 7-30
Figure 7-31
Figure 7-31A
Figure 7-31A
Figure 7-31B
Figure 7-31C
Figure 7-31C
Figure 7-31D
Figure 7-31D
Figure 7-35
Figure 7-36
Figure 7-37
Figure 7-38
Figure 7-39
Figure 7-39
Figure 7-40
Figure 7-41
Figure 7-42
Figure 7-43
Figure 7-44
Figure 7-45
Figure 7-46
Figure 7-47
Figure 7-48
Figure 7-48
Figure 7-49
Figure 7-50
Figure 7-51
Figure 7-52
Figure 7-53
Figure 7-54
Figure 7-55
Figure 7-55A
Figure 7-55B
Figure 7-56
Figure 7-57
Page 7-xiv
Rev. 4
AW109SP RFM
Document N 109G0040A018
Page
VHF/AM Systems - Controls and Displays (Sheet 2 of 2)..........................7-68
Audio Integrating System - Schematic Diagram.........................................7-73
Audio Integrating System - Controls and Displays......................................7-75
Satcom Aircell System - Component location (Sheet 1 of 2).................. 7-78B
Satcom Aircell System - Component location (Sheet 2 of 2)..................7-78C
Satcom Aircell System - Controls and Displays.......................................7-78D
Satcom Aircell with Handset - Component location (Sheet 1 of 2)..........7-78J
Satcom Aircell with Handset - Component location (Sheet 2 of 2)......... 7-78K
Satcom Aircell with Handset - Controls and Displays (Sheet 1 of 2).......7-78L
Satcom Aircell with Handset - Controls and Displays (Sheet 2 of 2)......7-78M
Electrical Power System - Block Diagram...................................................7-81
Electrical Power System - Controls and Displays.......................................7-82
AC Generation System - Component Location ..........................................7-85
AC Generation System - Schematic Diagram ............................................7-86
DC Generation System - Component Location (Sheet 1 of 2)..................7-90
DC Generation System - Component Location (Sheet 2 of 2)..................7-91
DC Generation System - Schematic Diagram............................................7-92
Flight Compartment Furnishing....................................................................7-95
Passenger Compartment Furnishing (Typical)............................................7-96
Emergency Locator System - Components Location.................................7-98
Emergency Locator System - Controls and Displays.................................7-99
Wire Strike Protection System - Components Location ...........................7-102
First Aid Kit...................................................................................................7-103
External Hoist Installation - Components Location...................................7-106
External Hoist Installation - Controls and Displays (Sheet 1 of 2)............7-108
External Hoist Installation - Controls and Displays (Sheet 2 of 2)............7-109
Cargo Hook Installation - Components Location ......................................7-113
Cargo Hook Installation - Set-up Modes....................................................7-115
Cargo Hook Installation - Controls and Displays.......................................7-116
Pilot External Mirror Installation - Components Location..........................7-119
Copilot External Mirror Installation - Components Location .....................7-120
Safety Cargo Hook Installation - Components Location...........................7-121
Safety Cargo Hook Installation - Controls and Displays...........................7-123
Additional External Mirrors Installation - Components Location............7-124B
Additional External Mirrors Installation - Controls and Displays............7-124C
Fire Protection System - Schematic Diagram...........................................7-127
Fire Protection System - Controls and Displays........................................7-128
11-12-09
AW109SP RFM
Document N 109G0040A018
Section 7
Table of Contents
Figure
Figure 7-58
Figure 7-59
Figure 7-60
Figure 7-61
Figure 7-62
Figure 7-63
Figure 7-64
Figure 7-65
Figure 7-66
Figure 7-67
Figure 7-68
Figure 7-69
Figure 7-70
Figure 7-71
Figure 7-72
Figure 7-73
Figure 7-74
Figure 7-75
Figure 7-76
Figure 7-76A
Figure 7-77
Figure 7-78
Figure 7-79
Figure 7-79
Figure 7-79
Figure 7-80
Figure 7-80
Figure 7-80
Figure 7-80
Figure 7-81
Figure 7-82
Figure 7-83
Figure 7-84
Figure 7-85
Figure 7-86
Figure 7-87
Figure 7-87A
Page
Fire Detection System - Component Location..........................................7-131
Extinguishing System - Component Location...........................................7-132
Portable Fire Extinguisher..........................................................................7-134
Fuel System - Schematic Diagram............................................................7-136
Fuel System - Electrical Interfaces ............................................................7-137
Fuel System - Controls and Displays........................................................7-138
Storage - Component Location..................................................................7-141
Distribution System - Component Location...............................................7-143
Indicating System - Component Location.................................................7-145
Hydraulic Power System - Controls and Displays....................................7-148
No 1 Main Hydraulic System - Component Location...............................7-150
No 1 Main Hydraulic System - Schematic Diagram.................................7-151
No 2 Main Hydraulic System - Component Location...............................7-152
No 2 Main Hydraulic System - Schematic Diagram.................................7-153
Utility Hydraulic System - Component Location .......................................7-156
Utility Hydraulic System - Schematic Diagram .........................................7-157
Ice and Rain Protection - Controls and Displays......................................7-160
Pitot Tubes Heating System - Schematic Diagram..................................7-162
Windshield Wiping System - Electrical Diagram.......................................7-163
Windshield Washing System - Component Location.............................7-164A
Independent Instruments - Location and Controls ...................................7-167
Integrated Display System - Block Diagram .............................................7-170
Integrated Display System - EDU Mode Tree (Sheet 1 of 3)...................7-177
Integrated Display System - EDU Mode Tree (Sheet 2 of 3)...................7-178
Integrated Display System - EDU Mode Tree (Sheet 3 of 3)...................7-179
EDU1 and EDU2 Formats (Sheet 1 of 4)..................................................7-181
EDU1 and EDU2 Formats (Sheet 2 of 4)..................................................7-182
EDU1 and EDU2 Formats (Sheet 3 of 4)..................................................7-183
EDU1 and EDU2 Formats (Sheet 4 of 4).................................................7-184
Integrated Display System - Controls and Displays .................................7-185
Electronic Flight Instrument System - Components Location..................7-188
Electronic Flight Instrument System - Block Diagram..............................7-189
Electronic Flight Instrument System - Controls and Displays..................7-192
Central Warning System - Components Location....................................7-195
Central Warning System - Schematic Diagram........................................7-196
Central Warning System - Controls and Display ......................................7-201
Cockpit monitor - Controls and Displays.................................................7-202B
11-12-09
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Section 7
Table of Contents
Figure
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Section 7
Table of Contents
Figure
Page
Figure 7-111
Figure 7-112
Figure 7-113
Figure 7-113
Figure 7-113
Figure 7-113
Figure 7-113
Figure 7-114
Figure 7-115
Figure 7-115
Figure 7-115
Figure 7-115
Figure 7-116
Figure 7-117
Page 7-xvii
Rev. 4
Section 7
Table of Contents
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Page 7-xviii
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Section 7
System description
Helicopter General (Chap 00)
HELICOPTER GENERAL
(Chapter 00)
THE AW109SP HELICOPTER
(Figure 7-1)
The AW109SP is a high-speed, high performance, multipurpose helicopter powered by two Pratt & Whitney Canada PW207C engines.
The helicopter has:
A low drag titanium and composite main rotor head with elastomeric bearings
Page 7-1
Section 7
System description
Helicopter General (Chap 00)
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11-12-09
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Section 7
System description
Helicopter General (Chap 00)
The aft fuselage includes the avionic equipment bay, the electric
equipment bay and the baggage compartment. A hinged door on the
right side of the aft fuselage permit the access to the baggage compartment.
The deck located above the center fuselage and the aft fuselage
accommodates the hydraulic components (reservoirs, filter groups,
shut-off valves), the main transmission, the oil coolers and the
engines. The upper deck is enclosed by removable fairings and cowlings.
The tail boom is attached to the aft fuselage at four points. The vertical
fin is an integral part of the tail boom structure. The tail boom accomodates the Number 3 tail-rotor drive-shaft, the 90-degree gearbox, the
tail rotor, the elevators and the tail skid. The tail cone is attached to the
aft end of the tail boom.
HELICOPTER DIMENSIONS
Refer to Figure 7-2.
GENERAL ARRANGEMENT
Refer to Figure 7-3.
COCKPIT ARRANGEMENT
Refer to Figure 7-4.
INSTRUMENT PANEL
Refer to Figure 7-5.
FRONT CONSOLE
Refer to Figure 7-6.
INTERSEAT CONSOLE
Refer to Figure 7-7.
11-12-09
Page 7-3
Section 7
System description
Helicopter General (Chap 00)
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OVERHEAD CONSOLE
Refer to Figure 7-8.
CIRCUIT BREAKER PANEL
Refer to Figure 7-8.
ELECTRICAL CONTROL PANEL
Refer to Figure 7-8.
ENVIRONMENTAL CONTROL SYSTEM CONTROL PANEL
Refer to Figure 7-8.
ENGINE CONTROL QUADRANT
Refer to Figure 7-8 and Figure 7-9.
CYCLIC STICK HANDGRIP
Refer to Figure 7-10.
COLLECTIVE LEVER HANDGRIP
Refer to Figure 7-11.
CABIN ARRANGEMENT
Refer to Figure 7-12.
ANTENNA LOCATION
Refer to Figure 7-13.
Page 7-4
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Section 7
System description
Helicopter General (Chap 00)
2446
1940
1927
3736
12958
3395
655
10830
3294
11648
3062
7756
Dimensions in millimeters
2150
1571
ICN-0B-A-157000-G-00001-00877-A-02-1
Page 7-5
Page 7-6
11-12-09
TRANSMISSION
FRONT FAIRING
MAIN ROTOR
TAIL CONE
AFT FAIRING
LEFT ELEVATOR
TAIL SKID
LEFT SPONSON
EJECTOR FAIRING
BAGGAGE COMPARTMENT DOOR
(Battery compartment door on right side)
SERVICE STEP
LEFT MAIN LANDING GEAR
CENTER BEAM
TAIL ROTOR
VERTICAL FIN
Section 7
System description
Helicopter General (Chap 00)
AW109SP RFM
Document N
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ICN-0B-A-157000-G-00001-00876-A-02-1
AW109SP RFM
Document N
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Section 7
System description
Helicopter General (Chap 00)
OVERHEAD
CONSOLE
(Figure 7-8)
INSTRUMENT
PANEL
(Figure 7-5)
BRAKE
PEDALS
CYCLIC STICK
(Figure 7-13)
COLLECTIVE
LEVER
(Figure 7-14)
CYCLIC
STICK
(Figure 7-13)
TAIL ROTOR
PEDALS
INTERSEAT
CONSOLE
(Figure 7-7)
FRONT
CONSOLE
(Figure 7-6)
COLLECTIVE
LEVER
(Figure 7-14)
TAIL ROTOR
PEDALS
ICN-0B-C-157000-G-00001-04250-A-01-1
Page 7-7
Section 7
System description
Helicopter General (Chap 00)
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10
3
6
16
7
2
1
13
12
11
14
15
18
17
19
21
20
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Section 7
System description
Helicopter General (Chap 00)
10
11
12
STATIC switch
13
14
APMS panel
15
16
17
18
19
20
21
11-12-09
Page 7-9
Section 7
System description
Helicopter General (Chap 00)
AW109SP RFM
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LANDING GEAR
CONTROL LEVER
(Ref.)
HYDRAULIC
SERVO SWITCH
(Ref.)
CABIN
VENTILATION
KNOB
FUEL
CONTROL PANEL
(Chapter 28)
NOSE WHEEL
LOCK LEVER
ICN-0B-C-157000-G-00001-04252-A-01-1
11-12-09
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INTERSEAT CONSOLE
(Ref.)
Section 7
System description
Helicopter General (Chap 00)
ENGINE
CONTROL PANEL
(Chapter 76)
MISCELLANEOUS
CONTROL PANEL
(Chapter 31)
ATTITUDE HEADING
REFERENCE
CONTROL PANEL
RECONFIGURATION
CONTROL PANEL
ICN-0B-C-157000-G-00001-04253-A-01-1
Page 7-11
Section 7
System description
Helicopter General (Chap 00)
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10
15
10
10
10
20
15
15
20
25
10
10
15
20
20
20
10
10
15
CIRCUIT
BREAKER
PANEL
(Ref.)
20
25
ELECTRICAL
CONTROL
PANEL
(Ref.)
FIRE EXTINGUISHING
CONTROL PANEL
(Chapter 26)
ENVIRONMENTAL
CONTROL SYSTEM
CONTROL PANEL
(Chapter 21)
ROTOR BRAKE
CONTROL LEVER
(Chapter 63)
ENGINE
CONTROL
QUADRANT
(Chapter 71)
ICN-0B-C-157000-G-00001-04254-A-01-1
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ST
AR T
ST
Section 7
System description
Helicopter General (Chap 00)
AR T
STARTER
PUSH-BUTTON
SWITCHES
No 1 ENGINE
CONTROL
LEVER
No 2 ENGINE
CONTROL
LEVER
ICN-0B-A-157000-G-00001-00886-A-02-1
Page 7-13
Section 7
System description
Helicopter General (Chap 00)
ATT
PUSH-BUTTON
SWITCH
TRIM
SELECTOR
SWITCH
FTR
PUSH-BUTTON
SWITCH
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WIPER
SELECTOR
NR
SWITCH
ICS/PTT
TRIGGER
SWITCH
AP DISC
PUSH-BUTTON
SWITCH
ICN-0B-C-157000-G-00001-04255-A-01-1
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Section 7
System description
Helicopter General (Chap 00)
PILOT
ENG 1 GOV
ENG 2 GOV
ENG 2 TRIM
SWITH
HOIST CUT
PUSH-BUTTON
SWITCH
FLOAT
PUSH-BUTTON
SWITCH
LDG TAXI
SWITCH
ENG 1 TRIM
SWITH
SRCH LT
SWITCH
SRCH LT
SELECTOR
SWITCH
TRIM
SELECTOR
SWITCH
HOIST
SWITCH
TQ LIM
PUSH-BUTTOM
SWITCH
GA
PUSH-BUTTOM
SWITCH
CLTV FTR
TRIGGER
SWITCH
MASTER RESET
PUSH-BUTTOM
SWITCH
ICN-0B-C-157000-G-00001-04256-A-01-1
Page 7-15
Section 7
System description
Helicopter General (Chap 00)
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COPILOT
ENG 1 TRIM
SWITCH
ENG 2 TRIM
SWITCH
WING LEVEL
PUSH-BUTTON
SWITCH
SELECTOR
SWITCH
SRCH LT
SELECTOR
SWITCH
GA
PUSH-BUTTON
SWITCH
CLTV FTR
TRIGGER
SWITCH
MASTER RESET
PUSH-BUTTON
SWITCH
ICN-0B-C-157000-G-00001-04257-A-01-1
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Section 7
System description
Helicopter General (Chap 00)
PASSENGER SEATS
(TYPICAL)
ICN-0B-A-157000-G-00001-00857-A-01-1
Page 7-17
Section 7
System description
Helicopter General (Chap 00)
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GPS2 ANTENNA
GPS1 ANTENNA
VHF 1 ANTENNA
GS ANTENNA
VOR ANTENNA
ATC XPDR
ANTENNA
VHF 2 ANTENNA
M.B. ANTENNA
ANTENNA
VOR1/ADF
DME ANTENNA
RADAR
ALTIMETER
ANTENNA
ICN-0B-C-157000-G-00001-04258-A-01-1
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Section 7
System description
Environmental Control (Chap 21)
ENVIRONMENTAL CONTROL
(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 environmental control system includes:
VENTILATION SYSTEM
The ventilation system supplies forced ducted air to the cockpit and
the cabin in order to provide conditioned air to the aircrew and to the
passengers.
The ventilation system has two different circuits:
The main components of the ventilation system are shown in Figure 7-14.
Refer to Figure 7-15 for the ventilation system schematic diagram.
The ventilation of the cockpit and the cabin at floor level is achieved through
ram air from the nose air intake conveyor and a ventilation fan located on
the aft bulkhead of the nose bay.
The ventilation fan is powered through the circuit breaker that follows:
Page 7-19
Section 7
System description
Environmental Control (Chap 21)
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109G0040A018
The rate and direction of airflow from the air valves can be manually
controlled by moving them.
The ventilation of the cockpit and the cabin at ceiling level is achieved
through ram air from the air scoop located on the upper deck.
The ram air is ducted to the two cockpit diffusers and the four cabin air
valves.
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DUCT WITH
FLAPPER VALVE
(Typical)
AIR VALVE
(Typical)
WINDSHIELD
DIFFUSER
(Typical)
Section 7
System description
Environmental Control (Chap 21)
MANIFOLD
DUCT
DUCT
(Typical)
DUCT
(Typical)
VENTILATION
FAN
AIR VALVE
(Typical)
AIR MIXING
BOX
MANIFOLD
(Typical)
AIR VALVE
(Typical)
FITTING
(Typical)
DUCT
(Typical)
FITTING
(Typical)
NOSE INTAKE
CONVEYOR
DUCT
(Typical)
TEE
(Typical)
DUCT
(Typical)
ICN-0B-A-157000-G-00001-01910-A-01-1
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Section 7
System description
Environmental Control (Chap 21)
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AIR INTAKE
AIR INTAKE
TRESTLE
DUCT
(Typical)
DUCT
(Typical)
COCKPIT
DIFFUSER
MANIFOLD
(Typical)
DUCT
(Typical)
AIR VALVE
(Typical)
COCKPIT
DIFFUSER
ICN-0B-A-157000-G-00001-01911-A-01-1
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Section 7
System description
Environmental Control (Chap 21)
VENTILATION
FAN
NOSE INTAKE
CONVEYOR
TOP DIFFUSER
FLAPPER
AIR VALVE
From heating
system
MANIFOLD
UPPER
DECK
AIR INTAKE
AIR MIXING
BOX
WINDSHIELD
DIFFUSER
TOP
AIR VALVE
FLAPPER
AIR VALVE
MANIFOLD
AFT AIR VALVE
TOP DIFFUSER
ELECTRICAL CONNECTION
MECHANICAL CONNECTION
MOISTURE DRAIN LINE
ICN-0B-A-157000-G-00001-00816-A-03-1
Page 7-23
Section 7
System description
Environmental Control (Chap 21)
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INTEGRATED ECS
The function of the integrated ECS is to supply a temperature-controlled airflow, under a light pressure, to the cockpit and the cabin in
order to maintain a comfortable temperature in the two compartments.
The main components of the ECS system are shown in Figure 7-16.
Refer to Figure 7-17 for the schematic diagram of the system.
For its operation the system uses hot and compressed air bled from
the engines.
The bleed flow is routed via a shut-off valve from each engine to the
air conditioning unit.
The air conditioning unit consists mainly of a heat exchanger, a condenser, a turbine-blower unit and a temperature control circuit.
The compressed air from the air shut-off valves and the pressure
reducer control valve is initially cooled in the heat exchanger by a ram
air flow supplied by the blower. The ram air enters the air intake and
flows overboard through a duct.
Additional cooling to below ram air temperature then occurs in the
condenser where the bleed air is continually cooled by recirculated
cold air from the turbine.
Condensed water from the air is collected in a water separator and
sprayed by the water injector into the ram air inlet where it re-evaporates and increases the cooling effectiveness of the heat exchanger.
The cool high-pressure bleed air from the condenser passes through
the turbine inlet control valve which controls the air supply to the cooling turbine during heating demands on the system, and is then
expanded through the cooling turbine where its temperature is further
reduced by the extraction of energy from air.
Shaft energy produced in the turbine drives the fan which induces the
ram air cooling across the heat exchanger. The air leaving the turbine
enters the primary nozzle of the jet pump where it induces recirculation airflow across the cold side of the condenser. This recirculation air
is drawn from the conditioned air supply duct, and passes through the
condenser where it cools the bleed air, then mixes with the cold turbine discharge air in the jet pump, and returns to the conditioned air
supply ducts.
The temperature control circuit has two modes of operation: normal
and economy.
The two modes are selected by means of the ECS - ECON/NORM
switch on the ECS control panel on the overhead console. With the
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Section 7
System description
Environmental Control (Chap 21)
11-12-09
Page 7-25
Section 7
System description
Environmental Control (Chap 21)
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ENGINE BLEED
AIR LINES
No 2 SHUT-OFF
VALVE
No 1 SHUT-OFF
VALVE
BLEED AIR
DUCT
AIR INTAKE
TEMPERATURE
SWITCH
FLAPPER
VALVE
MANIFOLD
Note 1
AIR DISCHARGE
DUCT
AIR
CONDITIONING
UNIT
Note 2
Note 2
Note 2
Note 2
BLEED-AIR TEMPERATURE
SWITCH
OVERPRESSURE
SWITCH
AIR DISTRIBUTION
KNOB
NOTE:
1. Connected to the manifold of the floor
ventilation circuit (Figure 7-14, sheet 1).
2. Connected to the cockpit diffusers and
the manifolds of the ceiling ventilation
circuit (Figure 7-14, sheet 2)
PRESSURE-REDUCING
SHUT-OFF-VALVE
ICN-0B-C-157001-G-00001-04260-A-01-1
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No 1 SHUT-OFF
VALVE
No 1 ENGINE
Section 7
System description
Environmental Control (Chap 21)
PRESSURE REDUCING
SHUT-OFF VALVE
No 2 SHUT-OFF
VALVE
OVERPRESSURE
SWITCH
BLEED-AIR
TEMPERATURE
SWITCH
No 2 ENGINE
Air inlet
AIR CONDITIONING
UNIT
Water
injector Reheater
condenser
Water
separator
Relief valve
Butterfly valve
Heat
exchanger
Temperature
sensor
Economy mode
valve
Cool air
outlet
T
Jet
pump
Return air
Modulating and shut-off
valve assembly
Check valve
Cooling turbine
TEMPERATURE
SWITCH
ICN-0B-A-157000-G-00001-00836-A-02-1
Page 7-27
Section 7
System description
Environmental Control (Chap 21)
S/OFF
FIRE
BTL
ENG 1
S/OFF
FIRE
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ENG 2
FIRE EXTINGUISHER
6
7
10
12
11
ICN-BLANK
ICN-0B-C-157001-G-00001-04259-A-01-1
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Section 7
System description
Environmental Control (Chap 21)
Control/Display
Function
AIR DISTRIBUTION
knob
SHUT-OFF 2 switch
ECS - ECON/NORM
switch
11-12-09
Page 7-29
Section 7
System description
Environmental Control (Chap 21)
AW109SP RFM
Document N
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Control/Display
SHUT-OFF 1 switch
Function
OFF - the No 1 shut-off valve is de-energized
(valve closed).
ON - the No 1 shut-off valve is energized
(valve open).
10
Ventilation knob
11
ECS ON advisory
message
12
VENT ON advisory
message
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Section 7
System description
Environmental Control (Chap 21)
HEATING SYSTEM
The heating system supplies temperature - controlled hot air to the
aircrew and to the passengers.
The main components of the heating system are shown in Figure 7-19.
Refer to Figure 7-20 for the heating system schematic diagram.
The hot air is taken from the compressor sections of the two engines.
The flow of the hot air is controlled by the two shut-off valves and is
ducted to the mixing valve. In the mixing valve, the hot air is mixed
with the ram air from an air scoop. From the mixing box the air is
ducted to the plenum chamber, installed on the manifold of the floor
ventilation circuit.
The plenum chamber accomodates the temperature switch and the
temperature sensor.
The temperature switch removes the electrical power to the system
when the temperature in the plenum chamber exceed 127 C.
The temperature sensor of the thermal pole expansion type, discharges the hot air from the inlet port of mixing valve, altering the
valve internal pressure and adjusting the mixed air flow through the
mixing valve.
The temperature sensor is controlled by the TEMP CONT knob on the
heating control panel on the overhead console. The operating range is
18 thru 113 C (5 C).
In event of engine fire, the operation of the ENG1 (2) - S/OFF FIRE
lighted push-button switch causes the closure of the respective bleedair shut-off valve. When fire is extinguished, to open the bleed-air
shut-off valves again it is necessary to push the ENG1 (2) - S/OFF
FIRE lighted push-button switch.
HEATING SYSTEM CONTROLS AND DISPLAYS
Refer to Figure 7-21.
11-12-09
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Rev. 4
Section 7
System description
Environmental Control (Chap 21)
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A
B
A
No 2
SHUT-OFF
VALVE
No 1
SHUT-OFF VALVE
BLEED AIR
DUCT
ICN-0B-C-157002-G-00001-04262-A-01-1
11-12-09
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Section 7
System description
Environmental Control (Chap 21)
MIXING
VALVE
C
AIR SCOOP
TEMP/CONT
KNOB
TEMPERATURE
SENSOR
PLENUM
CHAMBRE
TEMPERATURE
SWITCH
ICN-0B-C-157002-G-00001-04270-A-02-1
Page 7-33
Rev. 4
Section 7
System description
Environmental Control (Chap 21)
AW109SP RFM
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S/OFF
FIRE
ENG 1
2
BTL
S/OFF
FIRE
ENG 2
FIRE EXTINGUISHER
K206
From No 1
engine
No 1
SHUT-OFF
VALVE
K208
From No 2
engine
No 2
SHUT-OFF
VALVE
K207
DAU
TEMPERATURE
SWITCH
AIR SCOOP
TEMPERATURE
SENSOR
PLENUM
CHAMBRE
MIXING VALVE
ELECTRICAL CONNECTION
MECHANICAL CONNECTION
ICN-0B-C-157002-G-00001-04263-A-02-1
11-12-09
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S/OFF
FIRE
ENG 1
BTL
S/OFF
FIRE
Section 7
System description
Environmental Control (Chap 21)
ENG 2
FIRE EXTINGUISHER
5
6
9
10
ICN-0B-C-157002-G-00001-04261-A-02-1
Page 7-35
Rev. 4
Section 7
System description
Environmental Control (Chap 21)
AW109SP RFM
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Control/Display
Function
SHUT-OFF 2 switch
HTR switch
MIX switch
SHUT-OFF 1 switch
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Rev. 4
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Section 7
System description
Environmental Control (Chap 21)
Control/Display
Ventilation knob
Function
HEAT/COND No air from the outside enters
the cockpit and the cabin.
FRESH AIR - the gate valve of the mixing box
is open. Ram air from the outside enter the
cockpit and the cabin.
When the knob is in an intermediate position
the air flow is proportional to the knob position.
10
VENT ON advisory
message
11-12-09
Page 7-37
Rev. 4
Section 7
System description
Environmental Control (Chap 21)
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Page 7-38
Rev. 4
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Section 7
System description
Auto Flight (Chap 22)
AUTO FLIGHT
(Chapter 22)
GENERAL
The auto flight system gives the basic stabilization and auto pilot functions to the helicopter. The auto flight system includes:
The FCC, installed in the electro-avionic compartment, has two independent channels (Channel 1 and Channel 2). Each channel, powered by an independent power supply unit, has two sections
(Section A and Section B). Each section includes a CPU-board and an
I/O-board. The two channels communicate with each other via dedicated internal and external data links.
11-12-09
Page 7-39
Section 7
System description
Auto Flight (Chap 22)
AW109SP RFM
Document N
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PFD1
MFD1
PFD2
MFD2
RBP
RBP
MASTER
CAUTION
both units
both units
IDS
MASTER
WARNING
MASTER
CAUTION
MASTER
WARNING
both units
both units
DAU DAU
CHA CHA
ECU 1
ECU 2
Engines
EDU2
AWG
EDU1
DME
PTR relays
CHANNEL 2
CHANNEL 1
channel 1 only
FCC
channel 1
AD
channel 2 only
channel 2
channel 1
channel 2
AD
ADAHRS1
ADAHRS2
RADALT1
VOR1
GPS1
STDBY
VOR2
GPS2
RADALT2
AHRS
AHRS
Pilot Cyclic
Copilot Cyclic
CYCLIC
Pilot Pedal
Copilot Pedal
PEDAL
WOW
RCP
WTC
Pilot Collective
Copilot Collective
COLLECTIVE
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Section 7
System description
Auto Flight (Chap 22)
9
8
7
1
1
5
5
2
4
3
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System description
Auto Flight (Chap 22)
10
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11
12
13
14
15
16
17
18
26
25
24
23 22
21
20
19
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Section 7
System description
Auto Flight (Chap 22)
48
UCPL
ATT OFF
27
47
PWR LIM
1 (2) AP OFF
28
46
LOW HT
1 (2) AP FAIL
29
45
AP CAS FAIL
30
44
1(2) AP MAINT
1 (2) AP HOT
31
43
C TRIM FAIL
32
42
Y TRIM FAIL
1 (2) AP P FAIL
33
41
R TRIM FAIL
1 (2) AP R FAIL
34
40
P TRIM FAIL
1 (2) AP Y FAIL
35
39
MISTRIM
36
38
AP DGRD
37
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System description
Auto Flight (Chap 22)
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Control/Display
Function
GA push-button
WING LEVEL
push-button
AP DISC
push-button
Cyclic FTR
push-button
Pushed - Releases the pitch and roll trim actuators and synchronizes the position reference
of the longitudinal and lateral cyclic control in
the operation modes HOV, ALT, HDG, IAS,
ATTP or ATTR (when engaged) with the current reference.
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Section 7
System description
Auto Flight (Chap 22)
Control/Display
TRIM selector switch
Function
Moved forward, aft, left or right - When the
upper operation modes are disengaged, it
provides small attitude changes.
When the upper operation modes are
engaged, it provides small changes of heading, lateral acceleration, altitude or vertical
speed.
Pushed - Updates the references for the HOV
operation mode.
ATT push-button
10
PFD push-button
11
CPL push-button
12
NAV push-button
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Auto Flight (Chap 22)
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Control/Display
APP push-button
Function
Pushed - Arms/disarms or engages/disengages, according to the condition, the NLOC
operation mode (when the FMS is set as navigation system) or the VAPP operation mode
(when a VOR is set) or the LOC operation
mode (when an ILS is set).
When A letter is on, the operation mode is
armed.
When C letter is on, the operation mode is
engaged.
14
GS push-button
15
RHT knob
16
VS knob
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Section 7
System description
Auto Flight (Chap 22)
Control/Display
HOV push-button
Function
Pushed - Engages or disengages the HOV
operation mode.
When the ON legend is on, the operation
mode is engaged.
18
ALTA push-button
19
AP2 push-button
20
AP1 push-button
21
C/Y TRIM push-button Pushed - Engages or disengages the automatic function of "Force Trim" of the yaw and
collective axes.
When the OFF legend is on, the automatic
function of "Force Trim" is disengaged.
22
P/R TRIM push-button Pushed - Engages or disengages the automatic function of "Force Trim" of the pitch and
roll axes.
When the OFF legend is on, the automatic
function of "Force Trim" is disengaged.
23
ALT knob
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Auto Flight (Chap 22)
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Control/Display
HDG push-button
Function
Pushed - Engages or disengages the HDG
operation mode.
When the ON legend is on, the operation
mode is engaged.
25
IAS knob
26
TEST push-button
27
Shown when the ATT operation mode is disengaged, while one or both the FCC channels
are engaged.
28
29
30
AP CAS FAIL caution Shown when the AFCS caution messages are
message
not available.
31
32
33
1 (2) AP P FAIL
caution message
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Section 7
System description
Auto Flight (Chap 22)
Control/Display
Function
34
1 (2) AP R FAIL
caution message
35
1 (2) AP Y FAIL
caution message
36
37
AP DGRD caution
message
38
39
MISTRIM caution
message
40
Shown when the AFCS has lost the trim actuator capability in the pitch axis
41
Shown when the AFCS has lost the trim actuator capability in the roll axis.
42
Shown when the AFCS has lost the trim actuator capability in the yaw axis.
43
Shown when the AFCS has lost the trim actuator capability in the collective axis.
44
1 (2) AP MAINT
caution message
45
1 (2) AP TEST DGRD Shown when the FCC completed the pre-flight
caution message
check with non-critical failures or the test has
not been completed.
46
LOW HT caution
message
47
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System description
Auto Flight (Chap 22)
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Control/Display
Function
UCPL caution
message
Aural warning
Warns that the pre-selected radio-altimeter
message "ALTITUDE, altitude cannot be held in the limits.
ALTITUDE"
Aural warning
The reference Rad-Alt, Bar-Alt or Baro setting
message "ALTITUDE" has been modified.
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Section 7
System description
Auto Flight (Chap 22)
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System description
Auto Flight (Chap 22)
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The AFCS is supplied with electrical power through the circuit breakers that follow:
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Section 7
System description
Auto Flight (Chap 22)
YAW LINEAR
ACTUATORS
A
FLIGHT CONTROL
COMPUTER
(FCC)
ROLL LINEAR
ACTUATORS
PITCH
LINEAR
ACTUATORS
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System description
Auto Flight (Chap 22)
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PITCH ANGULAR
POSITION
TRANSDUCER
YAW
ANGULAR
POSITION
TRANSDUCER
ROLL
ANGULAR
POSITION
TRANSDUCER
COLLECTIVE ANGULAR
POSITION TRANSDUCER
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Section 7
System description
Communications (Chap 23)
COMMUNICATIONS
(Chapter 23)
GENERAL
The communication system permits the helicopter to communicate
with other aircraft and ground stations.
The communication system includes the following sub-systems:
Page 7-55
Rev. 4
Section 7
System description
Communications (Chap 23)
VHF/AM1 (COM1)
VHF/AM2 (COM2)
VOR1/ADF (NAV1/ADF)
VOR2/ILS (NAV2)
DME
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OPERATION OF RMS
The radio-communication and navigation systems connected to the
RMS are controlled through a Menu composed by two pages named
"Top Level Page" (TLP) (Figure 7-26).
The second TLP can be selected by pushing the NEXT PAGE pushbutton in the bottom left corner of the RTU.
Each TLP is divided into more parts, each included in a rectangular
box and dedicated to a single system.
When a TLP is selected, the system included in the top box is automatically set as active system.
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RTU1 PRIM
RTU1 SEC
MAIN BUS 1
MAIN BUS 2
Section 7
System description
Communications (Chap 23)
RTU2 SEC
GROUND BUS
RTU2 PRIM
RTU1
RTU2
COM2
COM1
NAV2
NAV1
TUNE SEL
ONSIDE CONTROL OUT
RTU DISABLE
RTU DISABLE
TUNE SEL
ADF
DME
ATC
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System description
Communications (Chap 23)
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TLP1
COM1
To MDP-VHF/AM1
118.975
TX
To MDP-VOR1
108.00
To MDP-Transponder
ATC
118.000
8
10 SQ OFF
NAV1
MK-HI 112.00
117.50H
ATC
STBY
ALTOFF
NS125S53
2569
NEXT PAGE
1/2
TLP2
COM2
To MDP-VHF/AM2
To MDP-VOR2
To MDP-ADF
118.975
TX
10 SQ OFF
108.00
118.000
8
NAV2
MK-HI 112.00
117.50H
ADF
1449.5
190.0
ANT BFO
NEXT PAGE
2/2
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Section 7
System description
Communications (Chap 23)
select the operation mode of the system, when more options are
possible
RTU Diagnostic Page: shows the information about the RTU software, the power supply voltage and the operating time.
System Diagnostic Page: shows the input status of the serial busses and the RTU discrete inputs divided into different subpages.
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Fault History: shows all the failures recorded during the RTU operation.
If more pages of the same type are present, they can be selected by
using the tuning knobs.
By pushing the RETURN or "1/2" push-buttons, it is possible to return
to the Menu page.
On the right side of the instrument panel there is the EMERG FREQ
push-button switch. A transparent guard prevents its inadvertent operation. In case of failure of both RTU1 and RTU2, it is possible to tune
the VHF/AM 2 to the emergency frequency of 121,5 MHz by pushing
the EMERG FREQ push-button switch. The related audio communication can be managed by the pilot's audio control panel.
RMS CONTROLS AND DISPLAY
Refer to Figure 7-27.
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Section 7
System description
Communications (Chap 23)
RTU
3
4
VHF1
118.975
TX
118.000
10 SQ OFF
108.00
NAV1
MK-HI 112.00
117.50H
ATC
STBY
ALTOFF
NS125S53
2569
NEXT PAGE
1/4
RADIO
EMERG
FREQ
ON
RTU FAILURE
10
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Communications (Chap 23)
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Control/Display
Tune window
Function
It is a white frame that is shown around a
value selected with the adjacent multi-function
push-button.
The value highlighted by the tune window (frequency, channel or code) can be changed
with the two tune knobs.
Multi-function
push-button
Power-up and
brightness knob
IDENT push-button
DME-H push-button
"1/2" push-button
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Section 7
System description
Communications (Chap 23)
Control/Display
Tuning knobs
Function
Turned - Adjust the value highlighted by the
tune window.
When turned clockwise, the value in the tune
window increases and vice-versa.
For the frequencies the large knob adjusts the
MHz part of the frequency, the small knob
adjusts the kHz part of the frequency.
The increase/decrease is proportional both
the angle and the speed of rotation of the
knob.
RADIO warning
message
EMERG FREQ
push-button switch
Pushed - Tune the VHF/AM 2 to the frequency of 121,5 MHz in case of failure of both
RTU1 and RTU2.
10
RTU FAILURE
warning message
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Communications (Chap 23)
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VHF/AM SYSTEMS
The helicopter has two VHF/AM radio communication systems
installed (VHF/AM1 system and VHF/AM2 system).
Each VHF/AM system consists of a Rockwell Collins type VHF-4000E
transceiver, installed in the forward avionic compartment, and an
antenna, installed in the bottom part of the forward fuselage at the
center line.
Each system allows two-way AM voice communications in the frequency range from 118,000 through 151,975 MHz (it is only possible
to receive in the frequency ranges from 137,000 to 137,975 MHz, from
144,025 to 147,975 MHz, from 149,925 to 150,475 MHz and from
150,825 to 151,975 MHz), in both 8,33 kHz and 25 kHz increments in
the frequency range from 118,000 to 136,690 MHz and in only 25 kHz
increments in the frequency range from 137,000 to 151,975 MHz.
The selection of operating frequency and the programming of the preset channels are possible through the RTU panels of the RMS.
Each transceiver is interfaced with the RMS through ARINC 429 lines
and discrete signals and with the audio integrating system through two
channels, one for the reception and the other for the transmission.
The VHF/AM1 system is supplied with electrical power from the 28 V
dc Number 1 main bus through the VHF1 PWR circuit breaker. The
VHF/AM2 system is supplied with electrical power from the 28 V dc
ground bus through the VHF2 PWR circuit breaker.
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118.975
10 SQ OFF
108.00
Section 7
System description
Communications (Chap 23)
COM 1
TX 118.000
8 25 SEL
NAV1
MK-HI 112.00
117.50 H
ATC
STBY
2569
NS125S53
NEXT PAGE
1/2
COM 1
131.925
121.010
TX
SQUELCH
ON OFF
KNOB SEL
8.33 25
PRESET
PAGE
TEST
RETURN
MDP
COM 1
1 120.010
118.000
3 121.500
149.950
PAGE
TUNE MODE
1
FREQ PRESET
ACTIVE 25 SEL
TX
151.125
SQ OFF
PRESET PAGE
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Communications (Chap 23)
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Section 7
System description
Communications (Chap 23)
TLP1 PAGE
7
6
118.975
COM 1
TX
118.000
8 25 SEL
108.00
NAV1
MK-HI
112.00
10 SQ OFF
117.50 H
ATC
2569 STBY
NS125S53
NEXT PAGE
1/2
131.925
1
12
SQUELCH
ON OFF
11
PRESET
PAGE
10
RETURN
COM 1
TX 121.010
3
KNOB SEL
8.33 25
TEST
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Communications (Chap 23)
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PRESET PAGE
13
COM 1
1 120.010
118.000 2
3 121.500
149.950 4
PAGE
1
TUNE MODE
FREQ PRESET
16
ACTIVE 25 SEL
TX
SQ OFF
151.125
15
14
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Section 7
System description
Communications (Chap 23)
Control/Display
Function
Active frequency
indicator
TX annunciator
Standby frequency
indicator
Channel spacing
indicator
Standby channel
indicator
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Communications (Chap 23)
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Control/Display
Function
SQ OFF annunciator
Active channel
indicator
TEST identifier
By pushing the adjacent multi-function pushbutton on the right side, the IBIT of the transceiver is activated.
When active, the TEST identifier is shown in
large letters.
At the end of IBIT the CODE annunciator and
a two digit hexadecimal code are shown
below the TEST identifier.
The code is 00 if no failures are found.
10
"RETURN" legend
By pushing the adjacent multi-function pushbutton on the left side, the Menu on the display comes back to TLP1 (or TLP2) page.
11
"PRESET PAGE"
legend
By pushing the adjacent multi-function pushbutton on the left side, it is possible to access
the preset page for the programming of the
preset channels.
12
SQUELCH indicator
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Section 7
System description
Communications (Chap 23)
Control/Display
Function
13
Preset channel
Shows the channel number and the associprogramming indicator ated frequency value.
By highlighting the channel number with the
adjacent multi-function push-button, it is possible to associate in the memory a frequency
value selected with the tuning knobs.
19 channels can be programmed, while channel 20 is permanently programmed as emergency channel on 121,5 MHz.
The preset channels are distributed on five
pages. The other fields are the same on all
the five pages.
14
Page number indicator Shows which page of the five preset pages is
shown.
When the indicator is selected by pushing the
adjacent multi-function push-button, it is possible to scroll the page number by turning one
of the two tuning knobs.
15
Active frequency
indicator
16
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Communications (Chap 23)
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28 VDC GROUND
AMU PRIM
Section 7
System description
Communications (Chap 23)
AMU EMER
BATTERY BUS
COPILOT
HEADSET
PILOT
HEADSET
COPILOT AUDIO
CONTROL PANEL
ICS
PTT
SWITCH
PILOT AUDIO
CONTROL PANEL
ICS
PTT
SWITCH
FOOT
SWITCH
FOOT
SWITCH
PILOT STATION
COPILOT STATION
GROUND
CREW
HEADSET
REMOTE
MEMORY
UNIT
AWG
USB
PORT
VHF1, VHF2
WOW
NAV1, NAV2
ADF, DME
MKR
PASSENGER
AUDIO CONTROL
PANEL
PASSENGER
INTERCOM
AMPLIFIER
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Communications (Chap 23)
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This lets the AMU be replaced without the need of downloading a new
configuration file. The configuration of the system can be done with a
PC connected to the USB port and an applicable configuration management software.
The audio integrating system is supplied with electrical power from the
28 V dc battery bus through the AMU EMER circuit breaker and from
the 28 V dc ground bus through the AMU PRIM circuit breaker.
Normal mode: all system functions are available to the flight crew
and the passengers.
Backup mode: all system functions are available to the flight crew,
while are disabled to the passengers.
When the cockpit and cabin interphone lines are not in communication
and the passengers wish to speak to the pilots, the passengers can do
their request by pushing a call push-button in the cabin.
When the call push-button is pushed, the CALL indicator light flashes
to advise the pilot of the passenger request.
After the pilot has reset the normal operation mode, the CALL indicator light stop to blink.
When the system is energized, a Power-On BIT (PBIT) is performed.
Also a continuous BIT is performed during the operation of the system. The results of PBIT and CBIT are stored in the non-volatile memory of AMU.
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Section 7
System description
Communications (Chap 23)
1
2
13
3
4
5
12
11
10
14
15
14
ICN-0B-C-157000-G-00001-02473-A-01-1
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Communications (Chap 23)
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Control/Display
Function
Transmit select
indicator light (eight)
Transceiver receive
turning switch (eight)
Turned fully counterclockwise (off position) The audio signal of the related transceiver is
not received in the headset.
Turned (on position) - The audio signal of the
related transceiver is received in the headset
at the minimum audio level.
Pulled and turned - Adjusts the audio level of
the signals received from the related transceiver. Turned clockwise the audio level
increases, while turned counterclockwise the
audio level decreases. When pushed again,
the audio level is automatically set at the minimum.
RX knob (external
knob)
Turned - Adjusts the audio level of the interphone communications received in the headset, separately from the audio level of the
transceivers and receivers.
Receiver receive
turning switch (eight)
Turned fully counterclockwise (off position) The audio signal of the related receiver is not
received in the headset.
Turned (on position) - The audio signal of the
related receiver is received in the headset at
the minimum audio level.
Pulled and turned - Adjusts the audio level of
the signals received from the related receiver.
Turned clockwise the audio level increases,
while turned counterclockwise the audio level
decreases. When pushed again, the audio
level is automatically set at the minimum.
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Section 7
System description
Communications (Chap 23)
Control/Display
Function
ICS/TX switch
Transmit selector
10
VOX knob
11
Mode switch
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System description
Communications (Chap 23)
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Control/Display
Function
12
13
TX indicator light
14
15
ICS PTT trigger switch Set at the first detent - Permits the interphone
communications.
Set at the second detent - Permits the radio
communications through the system set with
the transmit selector.
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Section 7
System description
Communications (Chap 23)
The antenna
The transceiver
The main components of the Satcom Aircell system are shown in Figure 7-31A.
The antenna is installed at the base of the tail fin. A radome gives protection against rain, ice and lightning strikes. The antenna is connected to the transceiver with a coaxial cable.
The transceiver is installed in the baggage compartment. Six screws
attach the transceiver to the two mounting rails. All the electrical connectors are on the front face of the unit.
The satcom keyboard is installed on the interseat console. It lets the
pilots to make telephone calls. Function buttons, an alphanumeric
keyboard, a display and two LEDs provide controls and indications for
all the system functions.
The SATCOM CALL light is installed on the instrument panel. The
SATCOM CALL indication flashes when a telephone call is coming.
The Satcom Aircell system is supplied with electrical power through
the circuit breaker that follows:
PHONE PWR
PHONE CTRL.
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Communications (Chap 23)
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A
ANTENNA
A
TRANSCEIVER
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Section 7
System description
Communications (Chap 23)
SATCOM CALL
LIGHT
SATCOM
KEYBOARD
ICN-0B-C-157000-G-00001-06626-A-01-1
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Communications (Chap 23)
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15
4 5
14
13
12
11
10
8 7
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Section 7
System description
Communications (Chap 23)
Control/Display
Function
Display
LNK indication
SYS indication
BRT button
ENTR button
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Communications (Chap 23)
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Control/Display
Function
VOL button
REDIAL button
FLASH button
10
Alphanumeric
keyboard
The number and symbol buttons on the keyboard are used to dial the required telephone
number.
11
HOLD led
12
HOLD button
13
HOOK button
14
HOOK led
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Section 7
System description
Communications (Chap 23)
Control/Display
ESC button
Function
(Default Power-Up mode) When pushed, it
cancels the last operation done.
(Recall and Edit modes) When pushed, it cancels the last operation done and the system
goes back to the Default Power-Up mode.
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Section 7
System description
Communications (Chap 23)
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The antenna
The transceiver
The main components of the Satcom Aircell system with handset are
shown in Figure 7-31C.
The antenna is installed at the base of the tail fin. A radome gives protection against rain, ice and lightning strikes. The antenna is connected to the transceiver with a coaxial cable.
The transceiver is installed in the baggage compartment. Six screws
attach the transceiver to the two mounting rails. All the electrical connectors are on the front face of the unit.
The satcom keyboard is installed on the interseat console. It lets the
pilots to make telephone calls. Function buttons, an alphanumeric
keyboard and two LEDs provide controls and indications for all the
system functions.
The PES/SATCOM control panel, installed on the instrument panel,
lets the pilot to control the Satcom Aircell system.
The cordless handset is installed in the passenger cabin and can be
used only by passengers. The cordless handset provides voice communications, control and programming of the Satcom Aircell system.
The cradle base holds the handset in position when it is not in use.
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Section 7
System description
Communications (Chap 23)
The CALL light is installed in the passenger cabin. The CALL indication flashes when a telephone call is coming.
The Satcom Aircell system is supplied with electrical power through
the circuit breaker that follows:
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Communications (Chap 23)
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A
B
TRANSCEIVER
CORDLESS
HANDSET
A
CRADLE BASE
ANTENNA
CALL
LIGHT
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Section 7
System description
Communications (Chap 23)
PES/SATCOM
CONTROL PANEL
SATCOM
KEYBOARD
ICN-0B-B-157000-G-00001-06415-A-01-1
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Communications (Chap 23)
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17
6 7
16
15
14
13
12
11
10 9
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Section 7
System description
Communications (Chap 23)
A
18
B
B
19
30
20
21
22
29
23
28
24
27
25
26
ICN-0B-B-157000-G-00001-06417-A-01-1
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Communications (Chap 23)
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Control/Display
Function
ENABLE push-button Allows the pilot to use the Satcom system with
the ICS system.
OVERRIDE pushbutton
CALL light
Display
LNK indication
SYS indication
BRT button
ENTR button
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Section 7
System description
Communications (Chap 23)
Control/Display
Function
VOL button
10
REDIAL button
11
FLASH button
12
Alphanumeric
keyboard
The number and symbol buttons on the keyboard are used to dial the required telephone
number.
13
HOLD led
14
HOLD button
15
HOOK button
16
HOOK led
17
ESC button
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Communications (Chap 23)
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Control/Display
Function
18
CALL light
19
Display
20
UP button
21
DWN button
22
23
CLR button
Deletes characters.
24
SND button
Connects a call.
25
END button
Disconnects a call.
26
27
PWR button
Not in use.
28
RCL button
29
Alphanumeric
keyboard
30
FCN button
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Section 7
System description
Electrical Power (Chap 24)
ELECTRICAL POWER
(Chapter 24)
GENERAL
The main sources of electrical power are the engine-driven generators
and the 24 V battery.
The electrical power system includes:
The block diagram of the electrical power system is shown in Figure 7-35.
AC GENERATION SYSTEM
The main components of the AC generation system are as follows:
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If one inverter has a failure, the other inverter, by its control relay
(K311 or K312) gives the power to the loads of the bus supplied by the
unserviceable inverter.
Two sensing relays (K316 or K317) send the signal of the unserviceable inverter to the DAU which causes the activation of the INV 1 or
INV 2 caution message on the EDU 1.
The system is powered through the circuit breakers that follow:
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No 1
GENERATOR
CONTROL
UNIT
EXTERNAL
POWER
RECEPTACLE
No 1 ENGINE
No 2 ENGINE
No 1
STARTER
GENERATOR
No 2
STARTER
GENERATOR
RELAY BOX
BATTERY
DISCHARGE
CONTROL
BOX
BATTERY
No 1
INVERTER
Section 7
System description
Electrical Power (Chap 24)
No 2
GENERATOR
CONTROL
UNIT
Data to AMS
System
Warning
Caution
Advisory
Indications
OVERHEAD PANEL
Circuit Breaker Panel
and
Electrical Control Panel
No 1
SENSING
RELAY
No 2
SENSING
RELAY
No 2
INVERTER
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Electrical Power (Chap 24)
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3
4
20
19
18
BATT HOT
BATT DISCH
10
ELECTRICAL
11
BATT OFF
12
BUS TIE
13
#1 DC GEN
#2 DC GEN
14
#1 GEN CTL
#2 GEN CTL
15
INV 1
INV 2
16
EXT PWR ON
17
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Section 7
System description
Electrical Power (Chap 24)
Control/Display
INV 1 switch
INV 2 switch
Function
OFF - The No 1 inverter is de-energized.
ON - The No 1 inverter is energized.
OFF - The No 2 inverter is de-energized.
ON - The No 2 inverter is energized.
BAT switch
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Electrical Power (Chap 24)
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Control/Display
Function
BATT HOT
warning message
10
BATT DISCH
warning message
11
ELECTRICAL
warning message
12
BATT OFF
caution message
13
BUS TIE
caution message
14
#1 (#2) DC GEN
caution message
15
16
INV 1 (2)
caution message
17
EXT PWR ON
caution message
18
VAC indications
19
VDC indications
20
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Section 7
System description
Electrical Power (Chap 24)
No 1
INVERTER
RELAY K311
RELAY K312
RELAY K316
RELAY K317
No 2
INVERTER
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Electrical Power (Chap 24)
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INV 1
28 V DC
28 V DC
FREQUENCY SINCHRONIZATION
ON /OFF STATUS
115 V AC
26 V AC
115 V AC
26 V AC
K311
26 V AC 1
115 VAC
BUS 1
115 V AC 1
CAUTION MESSAGE
EDU 2
VOLTMETER 2
26 VAC
BUS 1
K312
VOLTMETER 1
K317
K316
115 VAC
BUS 2
26 VAC
BUS 2
115 V AC 2
26 V AC 2
DAU
CAUTION MESSAGE
EDU 1
INV 1
INV 2
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Section 7
System description
Electrical Power (Chap 24)
DC GENERATION SYSTEM
The 28 V dc electrical power is supplied by:
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Electrical Power (Chap 24)
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Refer to the Figure 7-40 for the DC generation system schematic diagram.
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Section 7
System description
Electrical Power (Chap 24)
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System description
Electrical Power (Chap 24)
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B
BATTERY
DISCHARGED
DETECTOR
REAR AUXILIARY
CIRCUIT BREAKER
PANEL
RELAY
BOX
No 1 STARTER
GENERATOR
No 2 GENERATOR
CONTROL UNIT
COOLING
DUCT
No 1 GENERATOR
CONTROL UNIT
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Section 7
System description
Electrical Power (Chap 24)
EXTERNAL POWER
RECEPTACLE
SWITCH
(Actuated by access door)
A
BATTERY
QUICK-DISCONNECT
CONNECTOR
TEMPERATURE
SENSOR
BATTERY
RELAY
BREATHER
TUBE
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Electrical Power (Chap 24)
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# 1 ESS BUS
# 2 ESS BUS
# 1 ESS BUS
# 2 ESS BUS
# 1 MAIN BUS
# 1 EMER BUS
STARTER
GEN 1 RESET
# 2 MAIN BUS
# 2 EMER BUS
STARTER
GEN 2 RESET
BUS
EMER
BUS 2
BUS
EMER
BUS 1
# 2 GEN
# 1 GEN
DAU
GEN 1
GEN BUS 1
GEN BUS 2
GEN 2
RESET
OFF
OFF
RESET
O
F
F
O
F
F
ON
ON
No 1
GENERATOR
CONTROL
UNIT
ON
BATT
ON
No 2
GENERATOR
CONTROL
UNIT
BUS
BATT
BUS
No 1
GEN
BUS
RELAY
BAT
SHUNT
BAT
RELAY
No 2
GEN
BUS
RELAY
EXT PWR
RELAY
O
F
F
No 1
GEN
RELAY
ON
No 1 STARTER GENERATOR
SHUNT
No 2
GEN
RELAY
BATT
RELAY
BATTERY
EXTERNAL
POWER
RECEPTACLE
No 2 STARTER GENERATOR
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Section 7
System description
Equipment/Furnishing (Chap 25)
EQUIPMENT/FURNISHING
(Chapter 25)
GENERAL
The equipment/furnishing system includes:
The flight compartment furnishing
CREW SEATS
The crew seats are of composite construction and are adjustable forward and aft on rollers in the seat tracks. Two cushions of flexible
polyurethane are formed in the seat structure.
An adjustable lumbar support device is mounted on the backrest; it is
controlled through the lumbar adjustment knob.
The adjustable seats are provided with a locking device controlled by
a lever. The device consists of a plunger engaging one of the four
holes on the tracks which forms the seat adjustment system.
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PASSENGER SEATS
Different types of seats can be installed in the passsenger compartment, according to customers requirements.
The typical configuration consists of two three-seater benches.
The seats are secured to four supports by means of quick-release
pins. The supports are bolted to the structure.
PASSENGER SEAT SAFETY BELTS AND INERTIA REEL SHOULDER HARNESSES
The safety belts and inertia-reel shoulder-harnesses are installed on
each passenger seat.
The inertia reel is a mechanical restraining device that prevents the
passengers from leaning forward during flight.
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Section 7
System description
Equipment/Furnishing (Chap 25)
INCLINABLE
HEADREST
SHOULDER
HARNESSES
LUMBAR SUPPORT
ADJUSTMENT KNOB
QUICK-RELEASE
BOX
SAFETY
BELTS
LOCKING DEVICE
CONTROL LEVER
INERTIA REEL
SLIDING SHOES
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Equipment/Furnishing (Chap 25)
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B
A
GUIDE
GUIDE
BELT
TYPICAL IN
SIX POSITION
FITTING
INERTIA REEL
INERTIA REEL
BOX
INERTIA REEL
BELT
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Section 7
System description
Equipment/Furnishing (Chap 25)
The ELT continues to operate until the battery discharges, that is during 72 hours at least.
A switch in the cockpit permits the ELT to be tested and reset. It is not
possible to turn off the system from the cockpit.
The system is powered through the circuit breaker that follows:
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System description
Equipment/Furnishing (Chap 25)
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ANTENNA
COVER
EMERGENCY
LOCATOR COVER
COVER
BATTERY
PACK
SUPPORT
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Section 7
System description
Equipment/Furnishing (Chap 25)
2
1
ICN-0B-C-157000-G-00001-04272-A-01-1
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Equipment/Furnishing (Chap 25)
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Control/Display
ELT switch
Function
ARM - The ELT is activated to operate in normal automatic condition.
ON position - pressed (for more than 1 second) activates the test/reset of the ELT. The
swept tone signal and the flashing light operate.
Flashing light
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Section 7
System description
Equipment/Furnishing (Chap 25)
The wire is cut when it hits the upper cutter or the nose cutter. The
helicopter in flight supplies the kinetic energy necessary to cut the
cable.
The wire strike protection system gives the best protection when the
helicopter is in straight and level flight. If the attitude of the helicopter
is different from straight and level flight, the protection is worse.
The nose cutter can be locked in one of its two positions:
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Equipment/Furnishing (Chap 25)
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NOSE CUTTER IN
BACKWARD TILTED
POSITION
REMOVE
BEFORE
FLIGHT
SAFETY
PIN
UPPER
CUTTER
NOSE
CUTTER
UPPER
DEFLECTOR
QUICK
RELEASE PIN
RIGHT
WINDSHIELD
DEFLECTOR
LEFT
WINDSHIELD
DEFLECTOR
AIR INTAKE
DOUBLER
NOSE
DEFLECTOR
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Section 7
System description
Equipment/Furnishing (Chap 25)
FIRST
AID KIT
ICN-0B-A-157000-G-00001-04274-A-01-1
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The hoist motor and winch assembly is installed on the right side of
the helicopter, above the passengers' compartment. The support
assembly attaches it. The hoist motor and winch assembly includes
the components that follow:
An electric motor
A storage drum
A hook assembly
A limit switch
A oil pump
An automatic brake
A traction sheave
A cable guide
A cable cutter
88.4 m (290 ft) of load cable (this length is the usable length).
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Section 7
System description
Equipment/Furnishing (Chap 25)
The automatic brake holds the load at the set height and prevents slippage also if a power failure occurs. The limit switch assembly gives
automatic acceleration/deceleration of hoist cable and stops the hoist
cable at various preset positions.
The hoist motor and winch assembly also has a cable foul protection.
It is a switch installed on the hoist flanges parallel to the drum axis.
When a cable foul occurs, the switch stops the supply of electrical
power to the hoist motor. At the same time it causes the HOIST CABL
LKD caution message to come into view on the pilot's EDU.
In an emergency, an electrically-operated cable cutter can cut the
cable. A control on the handgrip of the pilot's collective lever operates
the cable cutter. When the safety guard of the hoist-cable cut-switch is
up, the HOIST CUT ARMD caution message is in view on the pilot's
EDU. The cable cutter cuts the cable, and the cable flies away from
the helicopter. Damage to the fuselage and tail blades is thus prevented.
The control pendant is installed on the right side of the passengers'
compartment. It lets the hoist operator to move freely when he/she
operates the hoist.
The hoist control panel is installed on the interseat console. It includes
the on/off HOIST switch and a TEST push-button switch. When the
HOIST switch is at ON, the HOIST ON advisory message is in view on
the co-pilot's EDU.
The installation also includes a step bar protection, a safety shoulder
harness for the hoist operator and a manual cable cutter. The hoist
operator operates the manual cable cutter when necessary.
The system is powered through the circuit breakers that follow:
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Equipment/Furnishing (Chap 25)
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HOIST MOTOR
AND WINCH
ASSEMBLY
FELCO
C9
CONTROL
PENDANT
CA
CUBLE
TT
ER
HOIST
CONTROL
PANEL
MANUAL
CABLE
CUTTER
SAFETY
SHOULDER
HARNESS
CABLE
PAYOUT
DISPLAY
STEP BAR
PROTECTION
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Section 7
System description
Equipment/Furnishing (Chap 25)
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Equipment/Furnishing (Chap 25)
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HOIST ON
CABLE PAYOUT
888
SLOW
TEMP
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Section 7
System description
Equipment/Furnishing (Chap 25)
10
11
14
UP
EXT
12
L
CUT
13
DN
R
RETR
SEARCHLIGHT
ICN-0B-C-157005-G-00001-04277-A-01-1
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Equipment/Furnishing (Chap 25)
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Control/Display
Function
HOIST ON advisory
message
TEST push-button
HOIST switch
hoist system is
Hoist cable cut switch Guard down - The cable cutter is safe.
Guard up - The cable cutter can be operated
to cut the load cable in an emergency.
10
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Section 7
System description
Equipment/Furnishing (Chap 25)
Control/Display
Function
12
EXT/R/RETR/L
searchlight switch
13
Direction/speed
control thumb wheel
14
Hoist cable cut switch Guard down - The cable cutter is safe.
Guard up - The cable cutter can be operated
to cut the load cable in an emergency.
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Equipment/Furnishing (Chap 25)
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The gimbal
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Section 7
System description
Equipment/Furnishing (Chap 25)
PIN
SUPPORT FRAME
SUPPORT
SUPPORT
QUICK
RELEASE
PIN
HOOK IN STOWED
POSITION
HOOK IN OPERATING
POSITION
GIMBAL
LOAD
CELL
CARGO HOOK
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Equipment/Furnishing (Chap 25)
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the cargo hook, the indicator is on the instrument panel. The indicator
shows the weight of the load hung below the hook or the total weight
(this weight includes the weight of the load, the hook and the cable).
The indication on the indicator is divided by ten.
The indicator has two modes of operation: the run mode and the setup mode.
RUN MODE - When power is first supplied to the system, the indicator
shows the run mode. Then it does a self-test of the digits and indications. If an error is found, a message ("Err1" to "Err4") is shown.
Two types of information are shown in the run mode: indicator zero
and indicator un-zero.
The zero function is used when the tare weight must be subtracted
from the total weight (the tare weight is the weight of the hook and
cable). The button on the right on the indicator must be pushed to
reset the indication.
The un-zero function is used to add the tare weight that was subtracted with the zero function, to the weight applicable at the time.
SET-UP MODE - The set-up mode is used to set the indicator thus
that it agrees with that helicopter and that hook load cell. The left and
right buttons on the indicator are used to record the data. Refer to the
table in Figure 7-50 for the menus, the related functions and the visualizations of the set-up mode.
CARGO HOOK INSTALLATION CONTROLS AND DISPLAYS
Refer to Figure 7-51.
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Menu
Section 7
System description
Equipment/Furnishing (Chap 25)
Function
Display
DAMP
Dampening level. It
makes stable the indications on the display
in accordance with the
pilot's preference and
the turbulence conditions.
CODE
Calibration code. It
causes the indicator to
agree with the load
cell.
0 in
Installation zero. It
causes the indicator to
agree with that load
cell and that helicopter
when the hook has no
load.
Recommended data.
The weight shown is
not accurate if the display is not set to zero
after you record the
calibration code.
LOAD
Alternative procedure if
the calibration code is
not known.
SCALE
Not applicable
Not applicable
LB KG
XX - V
Hardware and
ware version
It cannot be changed
soft-
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2
3
4
5
6
HOOK ARMED
HOOK OPEN
10
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Section 7
System description
Equipment/Furnishing (Chap 25)
Control/ Display
CAL and DAMP
legends
Function
CAL - Shows the selection of the CAL menu
page.
DAMP - Shows the selection of the DAMP
menu page.
Display
ZERO button
UN-ZERO button
HOOK ARMED
caution message
HOOK OPEN caution Shown when the cargo hook and the safety
message
cargo hook are open (hook release switch
operated).
CARGO HOOK
handle
10
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The hook
The crossbeam
The pivot
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Section 7
System description
Equipment/Furnishing (Chap 25)
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Equipment/Furnishing (Chap 25)
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ICN-0B-D-157000-G-00001-05226-A-01-1
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Section 7
System description
Equipment/Furnishing (Chap 25)
SAFETY
CABLE
SUPPORT
CROSSBEAM
QUICK
RELEASE
PIN
SUPPORT
PIVOT
SAFETY
CARGO HOOK
ICN-0B-A-157000-G-00001-02422-A-01-1
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Equipment/Furnishing (Chap 25)
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stick. They are the same switches that are included in the primary
cargo hook installation. The electro-mechanical device controls the
opening of the safety cargo hook.
The installation is powered through the circuit breaker that follows:
This circuit breaker is installed on a panel on the right side of the overhead console.
If an electrical failure occurs, the crew can operate the emergency
cargo-release handle (the SAFETY HOOK handle that is installed
between the crew's seats) to release the safety cable with the cargo
sling. Or a ground assistant can turn the manual release lever on the
hook to release the load.
Because the safety cargo hook is used with the primary cargo hook,
the correct sequence to open the hooks is as follows:
First pull the SAFETY HOOK handle to open the safety cargo
hook.
Then pull the CARGO HOOK handle to open the primary cargo
hook.
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Section 7
System description
Equipment/Furnishing (Chap 25)
HOOK ARMED
HOOK OPEN
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Section 7
System description
Equipment/Furnishing (Chap 25)
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Control/ Display
Function
HOOK ARMED
caution message
HOOK OPEN caution Shown when the primary and safety cargo
message
hooks are open (hook release switch operated).
SAFETY HOOK
handle
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Section 7
System description
Equipment/Furnishing (Chap 25)
Section 7
System description
Equipment/Furnishing (Chap 25)
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A
A
RIGHT
EXTERNAL
MIRROR
B
QUICK-RELEASE
PIN
RIGHT
SUPPORT
ASSEMBLY
B
CONTROL
PANEL
LEFT
EXTERNAL
MIRROR
LEFT
SUPPORT
ASSEMBLY
QUICK-RELEASE
PIN
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Section 7
System description
Equipment/Furnishing (Chap 25)
ICN-0B-C-157000-G-00001-06418-A-01-1
Section 7
System description
Equipment/Furnishing (Chap 25)
AW109SP RFM
Document N
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Control/Display
Function
MIRROR
slew switch
MIRROR HEATER
switch
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Section 7
System description
Fire Protection (Chap 26)
FIRE PROTECTION
(Chapter 26)
GENERAL
The fire protection system, detects and indicates the presence of fire
or overheating in the engine compartments and distributes fire extinguishing agent to all protected areas.
The fire protection system includes:
DETECTION SYSTEM
The detection system detects and indicates to the pilot the presence
of fire or overheating in the engine compartments. The system consists of two independent circuits (one for each engine) each comprising a fire wire detector installed on the engine firewalls and connected
to the DAU by means of a wiring harness. Each fire detector consists
of a responder connected to a sensing element. When the sensing
element is exposed to high temperatures, a pressure switch in the
responder closes the warning circuit, causing the ENG 1 (2) FIRE
warning message to appear on the pilots EDU and the an aural warning message (engine one (two) fire) to be heard in the pilots headsets. The second pressure switch is used to monitor the integrity of the
sensing element and to alert the pilot in the event of failure of the
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Section 7
System description
Fire Protection (Chap 26)
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EXTINGUISHING SYSTEM
The fire extinguishing system consists of two sub-systems, each of
which can be used to discharge an extinguishing agent into the
selected engine compartment.
Each system consists of a bottle containing the extinguishing agent
(HALON 1301) that is located behind the engine compartment and the
necessary tubing to carry the extinguishing agent into the engine compartments.
The extinguishing agent is discharged through a forward and an aft
outlet. The installation also includes a control panel located on the
overhead console (Figure 7-57).
Each bottle is provided with an electronic pressure sensor that monitors the pressure in the bottle and transmits a signal to the DAU, which
then causes the FIRE BTL #1 (#2) caution message to be shown on
the pilots EDU when a low pressure is detected. Each bottle is also
connected to a red colored disc-type discharge indicator, visible from
the exterior of the helicopter. If the red disk is visible and flush, the bottle is fully charged; otherwise the bottle is empty. An interconnection
pipe connects the two bottles to enable the bottle on one side of the
helicopter to be used to extinguish a fire on the other side of the helicopter.
The main components of the extinguishing system are shown in Figure
7-59.
The system is powered through the circuit breakers that follow:
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Section 7
System description
Fire Protection (Chap 26)
ESS BUS #1
FIRE EXTING 1
ESS BUS #2
FIRE DET 1
No 1 ENGINE
CONTROL
LEVER
FIRE EXTING 2
FIRE DET 2
No 2 ENGINE
CONTROL
LEVER
ENGINE
CONTROL
PANEL
ENG 1 FIRE
ENG 2 FIRE
FIRE BTL 1
FIRE BTL 2
#1 FIRE DET
#2 FIRE DET
DAU
No 1 FIRE
DETECTOR
No 1 ENGINE COMPARTMENT
No 2 FIRE
DETECTOR
No 1
No 2
BOTTLE BOTTLE
No 2 ENGINE COMPARTMENT
ICN-0B-C-157000-G-00001-04813-A-01-1
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Section 7
System description
Fire Protection (Chap 26)
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S/OFF
FIRE
BTL
ENG 1
S/OFF
FIRE
ENG 2
FIRE EXTINGUISHER
1 ENG MODE
FLT
IDLE
OFF
PUSH
TO OFF
2 ENG MODE
FLT
OEI TNG
#1
IDLE
#2
OFF
FIRE
PUSH
TO OFF
FIRE
7
ENG 1 FIRE
ENG 2 FIRE
FIRE BTL 1
FIRE BTL 2
#1 FIRE DET
#2 FIRE DET
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Section 7
System description
Fire Protection (Chap 26)
Control/Display
BTL switch
Function
BLT 1 - The content of the left (No 1) bottle is
discharged in selected engine compartment.
BLT 2 - The content of the right (No 2) bottle is
discharged in selected engine compartment.
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Section 7
System description
Fire Protection (Chap 26)
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Control/Display
Function
No 2 engine control
lever knob
No 1 engine control
lever knob
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Section 7
System description
Fire Protection (Chap 26)
SENSING ELEMENT
RESPONDER
(TYPICAL)
WIRING
HARNESS
No 2 FIRE
DETECTOR
No 1 FIRE
DETECTOR
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Section 7
System description
Fire Protection (Chap 26)
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No 2
DISCARGE
INDICATOR
No 2
BOTTLE
TOP BOTTLE
INTERCONNECTION
TUBE
No 1
DISCARGE
INDICATOR
No 1
BOTTLE
FORWARD
OUTLET
REAR
OUTLET
BOTTOM BOTTLE
INTERCONNECTION
TUBE
REAR
OUTLET
FORWARD
OUTLET
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Section 7
System description
Fire Protection (Chap 26)
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Section 7
System description
Fire Protection (Chap 26)
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PORTABLE FIRE
EXTINGUISHER
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Section 7
System description
Fuel (Chap 28)
FUEL
(Chapter 28)
GENERAL
This system has the primary function to store and deliver fuel to the
engines.
The fuel system includes:
STORAGE SYSTEM
The fuel storage system has two main bottom tanks and one main top
tank. The tanks are refueled via a filler cap on the right side of the
main top tank. Each main bottom tank supplies fuel to its associated
engine (right tank to the No 2 engine, left tank to the No 1 engine).
The bottom tanks are gravity-fed from the top tank.
The main tanks are of the bladder type and made of rubberized fabric.
Each tank compartment is sealed to prevent fuel from leaking into
other parts of the helicopter in the event of leaks. All fuel tank compartments have drain and venting holes.
The main components of the storage system and their location are
shown in Figure 7-64.
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Section 7
System description
Fuel (Chap 28)
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No 1 ENGINE
PRESSURE
TRANSDUCER
No 2 ENGINE
RESTRICTOR
RESTRICTOR
No 2 SHUT-OFF VALVE
No 1 SHUT-OFF VALVE
FUEL FILTER
ASSEMBLY
PRESSURE
TRANSDUCER
FUEL FILTER
ASSEMBLY
CROSS-FEED
VALVE
FLAME
ARRESTOR
FLAME
ARRESTOR
PROBE
AFT PROBE
(with low level sensor)
AFT PROBE
(with low level sensor)
BOTTOM TANK
BOTTOM TANK
TOP
TANK
FORWARD
PROBE
FORWARD
PROBE
WATER DRAIN
VALVE
BOOSTER PUMP
BOOSTER PUMP
WATER DRAIN
VALVE
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To No 1 engine
No 1
SHUT-OFF
VALVE
Section 7
System description
Fuel (Chap 28)
FIRE EXTINGUISHER
CONTROL PANEL
To No 2 engine
No 2
SHUT-OFF
VALVE
FUEL XFEED
FUEL VALVE 1
FUEL PUMP 1
No 1
FILTER
S/OFF
ESS 1
FIRE
ESS 2
FUEL VALVE 2
FUEL PUMP 2
ENG 1
BTL
No 2
FILTER
S/OFF
FIRE
ENG 2
FIRE EXTINGUISHER
CROSS-FEED VALVE
FUEL CONTROL PANEL
No 1
BOOSTER
PUMP
No 2
BOOSTER
PUMP
No 1
DRAIN VALVE
No 2
DRAIN VALVE
FCU
DRAIN VALVE
CONTROL SWITCH
DAU
EDU 2
CHECK
VALVE
EDU 1
DRAIN
VALVE
PRESSURE
SWITCH
PRESSURE
TRANSDUCER
ICN-0B-C-157000-G-00001-04133-A-01-1
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Section 7
System description
Fuel (Chap 28)
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#1 FUEL LOW
#2 FUEL LOW
15
#1 F LOW FAIL
#2 F LOW FAIL
14
#1 FUEL FLTR
#2 FUEL FLTR
13
#1 A/F F FLTR
#2 A/F F FLTR
12
FUEL DRAIN 1
FUEL DRAIN 2
11
FUEL PUMP 1
FUEL PUMP 2
10
AUX MODE
MAIN MODE
9
8
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Section 7
System description
Fuel (Chap 28)
Control/Display
ENG 2 shut-off valve
position indicator
Function
White line vertical - the No 2 engine shut-off
valve is open.
White line horizontal - the No 2 engine shutoff valve is closed.
VALVE 2 switch
XFEED VALVE
position indicator
PUMP 2 switch
PUMP 1 switch
VALVE 1 switch
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Section 7
System description
Fuel (Chap 28)
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Control/Display
Function
FUEL display
(MAIN mode)
FUEL display
(AUX mode)
10
11
12
# 1 (# 2) A/F F FLTR
caution message
13
# 1 (# 2) FUEL FLTR
caution message
14
15
# 1 (# 2) FUEL LOW
caution message
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Section 7
System description
Fuel (Chap 28)
TOP TANK
FILLER
NECK
RIGHT
BOTTOM TANK
LEFT
BOTTOM TANK
ICN-0B-A-157000-G-00001-00644-A-02-1
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Section 7
System description
Fuel (Chap 28)
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DISTRIBUTION SYSTEM
The distribution system allows the flow of fuel from the booster pumps
to the fuel pump and filter group of each engine. The distribution system consists of two independent circuits each of which supplies the
associated engine. When activated, a cross-feed valve allows the fuel
from one circuit to supply both engines.
A fuel control panel, located on the instrument panel provides the primary interface between the pilots and the fuel system. The panel controls the booster pumps, the shut-off valves and the cross-feed valve
(Figure 7-63).
The main components of the distribution system are:
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Section 7
System description
Fuel (Chap 28)
AIRFRAME
FUEL FILTER
(Typical)
No 2 PRESSURE
TRANSDUCER
No 2 ENGINE
SHUT-OFF
VALVE
CROSS-FEED
VALVE
BOOSTER
PUMP
FLOW
RELIEF VALVE
No 1 ENGINE
SHUT-OFF
VALVE
No 1 PRESSURE
TRANSDUCER
DRAIN VALVE
SUMP
(Typical)
ICN-0B-C-157000-G-00001-04135-A-01-1
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Section 7
System description
Fuel (Chap 28)
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that is located on the fuel control panel, and by the pressure switches
on the booster pumps.
The system is powered through the circuit breakers that follow:
INDICATING SYSTEM
The main components of the indicating system are shown in Figure 7-66.
This system gives a continuous indication of the amount of fuel contained in the fuel tanks and of the pressure in the system.
The system includes the units that follow:
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Section 7
System description
Fuel (Chap 28)
FUEL
COMPUTING
UNIT (FCU)
TOP TANK
PROBE
BOTTOM TANK
PROBE
(Typical)
ICN-0B-A-157000-G-00001-00645-A-02-1
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Section 7
System description
Fuel (Chap 28)
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Section 7
System description
Hydraulic Power (Chap 29)
HYDRAULIC POWER
(Chapter 29)
GENERAL
The hydraulic power system includes:
The main components of the main hydraulic systems is shown in Figures 7-68 and 7-70.
The schematic diagram of the main hydraulic system are shown in
Figures 7-69 and 7-71.
Both systems (No 1 and No 2) supply the hydraulic power for operation of the flight controls. Each system, operating at a pressure of
1500 psi, includes a suction circuit, a pressure circuit, a return circuit
and a bypass circuit.
In normal operation, the fluid is pressurized by the pump that is driven
by the transmission, and supplied to the main rotor and the tail rotor
servoactuators after passing through a filter group and an accumulator. The pump gets the hydraulic fluid from the reservoir. The pump is
fitted with a flow regulating device that returns the excess fluid to the
reservoir.
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Section 7
System description
Hydraulic Power (Chap 29)
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MAIN MODE
AUX MODE
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Section 7
System description
Hydraulic Power (Chap 29)
Control/Display
Function
SERVO 2
caution message
SERVO switch
HYD 1, HYD 2,
NORM, EMERG
indications and
horizontal bars
SERVO 1
caution message
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Section 7
System description
Hydraulic Power (Chap 29)
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PUMP
RESERVOIR
BYPASS
VALVE
CHECK VALVE
ACCUMULATOR
FILTER GROUP
ICN-0B-C-157000-G-00001-04264-A-01-1
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To No 2 system
shut-off valve
Section 7
System description
Hydraulic Power (Chap 29)
MAIN ROTOR
SERVOACTUATOR
RESERVOIR
ACCUMULATOR
TAIL ROTOR
SERVOACTUATOR
PUMP
FILTER
GROUP
PRESSURE
TRANSDUCER
DAU
CHECK VALVE
EDU 1
GROUND TEST
FITTING (PRESSURE)
GROUND TEST
FITTING (RETURN)
BYPASS VALVE
SUCTION
PRESSURE
RETURN
BYPASS
ELECTRICAL
CONNECTION
ICN-0B-C-157000-G-00001-04265-A-01-1
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Section 7
System description
Hydraulic Power (Chap 29)
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LEVEL SWITCH
PUMP
RESERVOIR
ACCUMULATOR
CHECK VALVE
BYPASS
VALVE
FILTER
GROUP
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Section 7
System description
Hydraulic Power (Chap 29)
To No 1 system
shut-off valve
ACCUMULATOR
RESERVOIR
MAIN ROTOR
SERVOACTUATOR
To No 1 flight control system
To utility
system
PUMP
FILTER
GROUP
PRESSURE
TRANSDUCER
DAU
CHECK VALVE
EDU 1
GROUND TEST
FITTING (PRESSURE)
GROUND TEST
FITTING (RETURN)
BYPASS VALVE
SUCTION
PRESSURE
RETURN
BYPASS
ELECTRICAL
CONNECTION
ICN-0B-C-157000-G-00001-04267-A-01-1
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Section 7
System description
Hydraulic Power (Chap 29)
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The filter group consists of two filters (one in the pressure line and one
in the return line), a pressure relief valve, a shut-off valve and a pressure switch.
The shut-off valve operation is controlled by the SERVO switch
installed on the landing gear control panel of the front console.
This three position switch, installed on the landing gear control panel,
is used to shut off one of the systems.
With both systems operating (SERVO switch set to NORM), the solenoid shut-off valves are de-energized open.
Moving the switch to either OFF position closes the applicable shut-off
valve and shuts off the related hydraulic system.
The electrical system is designed so that it is possible to shut-off one
of the systems only if the other system is fully operational.
The status of the hydraulic system is displayed on the hydraulic system sub-page of the pilots EDU.
The system is powered through the circuit breaker that follows:
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Section 7
System description
Hydraulic Power (Chap 29)
The main system accumulator is pressurized when the relevant solenoid valve is energized open.
The signal to energize the solenoid valve is supplied by the level
switch located in the No 2 system reservoir, only when the fluid level is
in a given range. The solenoid valve closes when the accumulator is
fully charged.
The emergency system accumulator is pressurized when the relevant
solenoid valve is energized open.
The signal to energize the solenoid valve is supplied by the level
switch, located in the No 2 system reservoir, only when the fluid level
is in a given range, and by the microswitch located on the left and right
main landing gears but only when the helicopter is on the ground with
Weight On Wheels (WOW).
The solenoid valve closes with a set time delay when the accumulator
is fully charged.
The system is powered through the circuit breaker that follows:
INDICATING SYSTEM
The status of the hydraulic system is displayed on the EDUs (refer to
Figure 7-67).
Low pressure indications are provided for each hydraulic system.
They consist of caution messages displayed on the pilots EDU.
Each system is provided with a pressure switch installed in its filter
group.
The switches feed electrical signals to the DAU, and the related information is shown on the EDU display.
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Section 7
System description
Hydraulic Power (Chap 29)
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B
A
LANDING GEAR
SELECTOR VALVE
A
NUMBER 2
CHECK VALVE
NORMAL CIRCUIT
LOW PRESSURE
NORMAL CIRCUIT
PRESSURE SWITCH SWITCH
NUMBER 1
CHECK VALVE
B
C
NORMAL
ACCUMULATOR
EMERGENCY
ACCUMULATOR
LEVEL SWITCH
NUMBER 2
RESERVOIR
C
NORMAL-CIRCUIT
ACCUMULATOR
CHARGING VALVE
EMERGENCY
CIRCUIT
ACCUMULATOR
CHARGING VALVE
EMERGENCY CIRCUIT
PRESSURE SWITCH
ICN-0B-C-157000-G-00001-04269-A-01-1
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Section 7
System description
Hydraulic Power (Chap 29)
To No 2 system
shut-off valve
LANDING GEAR
SELECTOR VALVE
To landing
gear
extension
and
retraction
system
RESERVOIR
To nose
wheel
contering
lock and
brake
selector
valve
ACCUMULATOR
GROUP
MICROSWITCH
PRESSURE SWITCH
PRESSURE
TRANSDUCER
CHECK VALVE
DAU
EDU 1
PRESSURE
(NORMAL CIRCUIT)
PRESSURE
(EMERGENCY CIRCUIT)
RETURN
EXTENSION
EMERGENCY
EXTENSION
RETRACTION
MECHANICAL CONN
ELECTRICAL CONN
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Section 7
System description
Hydraulic Power (Chap 29)
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Section 7
System description
Ice and Rain Protection (Chap 30)
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Rev. 2
Section 7
System description
Ice and Rain Protection (Chap 30)
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10
15
10
10
10
10
20
PITOT 1 HEAT
PITOT 2 HEAT
PITOT 1 FAIL
PITOT 2 FAIL
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Section 7
System description
Ice and Rain Protection (Chap 30)
Control/Display
PITOT 1 switch
Function
OFF position - the heating element of the No
1 Pitot tube is de-energized.
ON position - the heating element of the No 1
Pitot tube is energized.
PITOT 2 switch
Wiper selector
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Section 7
System description
Ice and Rain Protection (Chap 30)
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PITOT 1 HEAT
PITOT 1 FAIL
PITOT 2 HEAT
PITOT 2 FAIL
DAU
MAIN BUS # 1
EMERG BUS # 2
PITOT 2
PITOT 1
RELAY
No 1
PITOT
TUBE
RELAY
No 2
PITOT
TUBE
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MAIN BUS 1
MAIN BUS 2
PILOT
CYCLIC STICK
OFF
CONT
MOM
OFF
CONT
WIPER
PLT
WIPER
CPLT
MOM
COPILOT
CYCLIC STICK
Section 7
System description
Ice and Rain Protection (Chap 30)
CONTROL
BOX
WIPER
BLADE
WIPER
BLADE
ICN-0B-C-157000-G-00001-04821-A-02-1
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Section 7
System description
Ice and Rain Protection (Chap 30)
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Refer to Figure 7-76 for the windshield wiping system electrical diagram.
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Section 7
System description
Ice and Rain Protection (Chap 30)
WSHLD WASHER
PUSH-BUTTON
C
A
W
S M
H O
RM
W
S
H
L
D
ATT
WIPER
C
O
N
T
OFF
DN
102%
T R IM
N
R
100%
UP
A
U
T
O
FTR
B
AP
DISC
WSHLD WASHER
PUSH-BUTTON
W
S M
H O
RM
W
S
H
L
D
OFF
DN
C
O
N
T
T R IM
ATT
WIPER
WASHER
PUMP
L
UP
FTR
AP
DISC
TYPICAL
WASHER
BOTTLE
ICN-0B-C-157000-G-00001-06404-A-01-1
Section 7
System description
Ice and rain protection (Chap 30)
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Section 7
System description
Indicating/Recording (Chap 31)
INDICATING/RECORDING
(Chapter 31)
GENERAL
The indicating/recording system includes:
The layout of the each panel and console is shown in Figure 7-4 thru
Figure 7-8.
INDEPENDENT INSTRUMENTS
The independent instruments comprise two digital chronometers and
two magnetic compasses.
A digital chronometer is located on each side of the instrument panel.
The chronometer displays time, date and elapsed time onto a liquid
crystal display. Settings are controlled via three push-buttons on the
front of the chronometer. Time can be displayed in 12 or 24 hour formats. The display shows hours and minutes or months and days in
clock mode and minutes and seconds or hours and minutes in the
timer mode.
The chronometer has the following modes and options:
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System description
Indicating/Recording (Chap 31)
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Section 7
System description
Indicating/Recording (Chap 31)
1
5
2
4
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Section 7
System description
Indicating/Recording (Chap 31)
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Control/Display
Display
Function
In clock mode, shows hours and minutes or
month and day.
In timer mode, shows minutes and seconds or
hours and minutes.
START/STOP pushbutton
MODE push-button
RESET push-button
SET function:
Pressed once when the clock mode is
selected, allows months, days, hours and
minutes to be changed.
Pressed again at the end of time or date
adjustment, keeps the changed time or
date.
RST function - pressed once when the timer
mode is selected, resets the timer to zero.
Lubber line
Compass card
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Section 7
System description
Indicating/Recording (Chap 31)
The data, received and processed by the DAU, are shown on the
EDUs. In case of IDS failure or when the system functions are
degraded, the IDS caution message is shown on the EDU1.
Refer to Figure 7-78 for the block diagram of the Integrated Display
System.
The system is powered through the circuit breakers that follow:
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System description
Indicating/Recording (Chap 31)
EDU1
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AWG
EDU2
MWL
MWL
MCL
MCL
ENG1
Fire Det.
ENG2
Fire Det.
FCU1
ECU1
DAU
AFCS
FCU2
ECU2
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Section 7
System description
Indicating/Recording (Chap 31)
processing the data received from the sensors and interfaces with
both EDUs. The channel A is the usual active channel, while the channel B remains in standby mode.
When the channel A has a malfunction, the channel B automatically
becomes the active channel without loosing the data visualization.
The DAU performs the following functions:
Monitors the information provided by the ECUs and by all the analog and discrete sensors and transmits it to both EDUs.
Activates the MASTER WARNING or MASTER CAUTION indicators in the event of any warning or caution condition, respectively.
Interfaces its two channels with the two channels of the AFCS
through ARINC 429 busses for the mutual exchange of information.
When the primary data provided by one or both channels are invalid or
the DAU functions are degrading, the DAU MISCMP-P caution message is shown on the EDU1.
The main connector of the DAU includes an RS-232C port which permits the connection to a ground station for maintenance and data
loading/unloading operations.
ELECTRONIC DISPLAY UNIT (EDU)
The EDUs are installed on the instrument panel and are identified as
Primary EDU (EDU1), on the pilot side, and Secondary EDU (EDU2),
on the co-pilot side. During normal operation both displays are operative.
The front panel of each EDU has a color Liquid Crystal Display (LCD)
and a set of controls on the bezel. In the top area of the display all
engines and systems information is shown in graphical form. In the
bottom area the warning, caution, advisory and status messages are
shown. When the push-button identified with the letter M is pushed,
the bottom area of the display shows a menu. The menu pages can be
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EDU2
- N1
- TOT
- TRQ
- NR
- N2
- OAT
messages
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Section 7
System description
Indicating/Recording (Chap 31)
The warning messages take precedence over the caution and advisory messages, and both the warning and caution messages remain
in view until the condition that caused them to be shown has been corrected. The warning, cautions, advisory and status messages are
listed in Table 7-1
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ROTOR HIGH
ENG 2 FIRE
ENG 1 OUT
ROTOR LOW
ENG 2 OUT
#1 ECU FAIL
#2 ECU FAIL
#1 OIL PRES
#2 OIL PRES
BATT HOT
BATT DISCH
ELECTRICAL
ROTOR BRK ON
CAUTION Messages
#1 OIL HOT
XMSN OVTRQ
#2 OIL HOT
#1 OIL CHIP
#2 OIL CHIP
#1 DCU
#2 DCU
#1 ECU MAINT
TRQ LIMITER
#2 ECU MAINT
#1 PMS
RPM SELECT
#2 PMS
#1 PLA
RMS MESSAGES
#2 PLA
#1 FIRE DET
FLOATS ARMED
#2 FIRE DET
#1 FUEL LOW
HOOK ARMED
#2 FUEL LOW
#1 F LOW FAIL
HOOK OPEN
#2 F LOW FAIL
#1 FUEL FLTR
LANDING GEAR
#2 FUEL FLTR
#1 A/F F FLTR
AWG FAIL
#2 A/F F FLTR
FUEL PUMP 1
CABIN DOOR
FUEL PUMP 2
FUEL DRAIN 1
IDS
FUEL DRAIN 2
#1 DC GEN
DAU MISCMP-P
#2 DC GEN
#1 GEN CTL
BUS TIE
#2 GEN CTL
INV 1
EXT PWR ON
INV 2
SERVO 1
ROTOR BRK
SERVO 2
PARK BRK ON
BATT OFF
ADC 1
ADC 2
AHRS 1
AHRS 2
#1 HOT START
#2 HOT START
BAG DOOR
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Section 7
System description
Indicating/Recording (Chap 31)
MGT MATCH
#2 OVSPD
#1 OVSPD DET
#2 OVSPD DET
#1 OVSPD TEST
#1 ECU DATA
#2 OVSPD TEST
REAR BAY FAN
#2 ECU DATA
#1 TOT LIMITER
#2 TOT LIMITER
#1 PLA MOTOR
#2 PLA MOTOR
PITOT 1 FAIL
PITOT 2 FAIL
FIRE BTL 1
FIRE BTL 2
1 AP OFF
ATT OFF
2 AP OFF
1 AP FAIL
AP CAS FAIL
2 AP FAIL
1 AP HOT
AP DGRD
2 AP HOT
AP AHRS 1 FAIL
AP AHRS 2 FAIL
1 AP P FAIL
MISTRIM
2 AP P FAIL
1 AP R FAIL
P TRIM FAIL
2 AP R FAIL
1 AP Y FAIL
R TRIM FAIL
2 AP Y FAIL
1 AP TEST FAIL
Y TRIM FAIL
2 AP TEST FAIL
C TRIM FAIL
ADVISORY Messages
PITOT 1 HEAT
LANDING LT ON
PITOT 2 HEAT
VENT ON
LIMITER ON
STATUS Messages
CHECK SETUP
EXCEEDANCE
MAINT LOG A
CHECK DATA
MAINTENANCE
MAINT LOG B
After the initialization process is completed, the EDUs can access different functions/modes according to the operational conditions or crew
requests as follows:
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AUX. This key selects the AUX (auxiliary) mode (i.e. hydraulic,
electrical and fuel information) on the EDU2.
TEST. This key initiates the BIT of the IDS system. It can be operated only when the helicopter is on the ground (WOW active).
EXIT. This key permits the exit from the menu selection and the
return to the primary mode of operation.
DAU (CH-A). This key permits the manual selection of the DAU
Channel A as primary source. At initial power-up, the legend CH-A
is displayed in green to indicate that this is the active channel.
Once selected, a white box surrounds the green legend. The
channel failure is indicated in yellow.
DAU (CH-B) - This key permits the manual selection of the DAU
Channel B as primary source. At initial power-up, the legend CH-B
is displayed in white to indicate that this is the hot-standby channel. Once selected, a white box surrounds the green legend. The
channel failure is indicated in yellow.
DATA - This key gives access to the SENSORS DATA page containing status and information about each strain-gage sensor and
collective pitch position sensor interfaced with the DAU. It can be
operated only when the helicopter is on the ground (WOW
active).This page permits the calibration (CAL) sequence of all
strain-gage sensors to be initiated.
Refer to Figure 7-79 for the EDU1 and EDU2 menu tree.
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Section 7
System description
Indicating/Recording (Chap 31)
OEI
Training
WOW
active / inactive
POWER
CHECK
CRUISE
OEI
WOW
active
DATA
Autorotation
TEST
Reversionary
MAIN
TEST
MAINT
START
Reversionary
(OEI)
Reversionary
(Autorotation)
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WOW
active / inactive
POWER
CHECK
MAIN
Reversionary
(Autorotation)
WOW
active
DATA
Reversionary
TEST
Reversionary
(OEI)
MAIN
TEST
AUX
MAINT
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PILOT EDU
CO-PILOT EDU
POWER
CHECK
MAINT
TEST
EXCEED
Section 7
System description
Indicating/Recording (Chap 31)
POWER
CHECK
MAINT
CUM
FAULT
MAINT
TEST
PWR
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N1
63
TOT
63
440
S
T
A
R
T
S
T
A
R
T
TRQ
440
I
G
N
Section 7
System description
Indicating/Recording (Chap 31)
I
G
N
NR
M
A
N
N2
M
A
N
65
100
N2
I
D
L
E
I
D
L
E
#1 OIL PRES
ROTOR LOW
#2 OIL PRES
#1 DC GEN
#2 DC GEN
SERVO 1
PARK BRK ON
SERVO 2
N1
95.5 95.5
TOT
770
770
TRQ
95
95
NR
N2
100
100
N2
#1 OIL PRES
BATT HOT
#2 OIL PRES
#1 DC GEN
SERVO 1
#2 DC GEN
SERVO 2
PARK BRK ON
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N1
TOT
0
95.5
TRQ
NR
0
N2
100
100
N2
O
E
I
O
E
I
O
E
I
95
770
ENG 2 OUT
N1
67
67
TOT
430
430
TRQ
0
NR
N2
108
100
N2
#1 OIL PRES
ROTOR LOW
#2 OIL PRES
#1 DC GEN
SERVO 1
#2 DC GEN
SERVO 2
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ENG 1 OIL
XMSN OIL
Section 7
System description
Indicating/Recording (Chap 31)
PSI
PSI
PSI
55
65
45
68
+15
55
65
KG
KG
225
HYD 1
FUEL
225
PSI
PSI
PSI
1450
22
23
HYD 2
PSI
1450
MENU 1/3
EXIT
AUX
POWER
CHECK
MAIN
TEST
ELECTRICS
AMP
123
118
27.3
VDC
27.5
115
VAC
116
FUEL
100
KG/HR
99
225
KG
225
HYDRAULICS
MAIN
HYD 1
1450
PSI
UTIL
HYD 2
1450
NORM
1450
PSI
EMER
1450
MENU 1/3
EXIT
AUX
MAIN
POWER
CHECK
TEST
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N1
TOT
ENG 1 OIL
65 PSI
88 C
FUEL SYS 1
19 PSI
SERVO 1
143KG
TRQ
XMSN OIL
65 PSI
1
1053
88 C
HYD OIL 2
1473
PSI
NR
100
ENG 2 OIL
65 PSI
88 C
FUEL SYS 2
19 PSI
143KG
IDS
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Section 7
System description
Indicating/Recording (Chap 31)
1
8
ICN-0B-C-157000-G-00001-04143-A-01-1
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Control/Display
ON - OFF rocker
switch
Function
OFF - the EDU is inoperative. When the
switch of one EDU is set to OFF, the reversionary mode is commanded on the other
EDU.
ON - the EDU is operative.
Permits caution, warning and advisory messages or new options to be scrolled. The up
and down arrows are used respectively to
scroll forward and backward one page at a
time through the multiple pages of the same
mode.
Light sensor
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Section 7
System description
Indicating/Recording (Chap 31)
ADF system
DF system
DME system
Radio-altimeter system
The data are transmitted through a dual digital data bus and then,
adequately analyzed and processed, are shown on the PFDs and
MFDs.
The system is powered through the circuit breakers that follow:
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PFD1
PFD2
MFD1
MFD2
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PFD1
Section 7
System description
Indicating/Recording (Chap 31)
PFD2
DF
WEATHER
RADAR
MFD1
MFD2
ADAHRS1
AFCS 1
ADAHRS2
FMS
VOR 1
DME
VOR 2
RADIOALTIMETER
ADF
AFCS 2
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Reconfiguration state
The MFD1 and MFD2 operate usually as Electronic Horizontal Situation Indicator, but can operate in other different modes according to
the operational conditions or crew requests.
The MFDs show, when in the EHSI mode, a conventional HSI page
including heading, bearing and distance indications.
In case of failure, the PFDs and MFDs can be reconfigured automatically. In case of a PFD failure, the on-side MFD automatically reconfigures as a PFD. In case of a MFD failure, the PFD continues to operate
normally, since all the PFD information are sufficient to safely continue
the flight.
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Section 7
System description
Indicating/Recording (Chap 31)
The MFDs provide also TAWS (Terrain Awareness and Warning System) functions. The functions include the Forward Looking Terrain
Awareness (FLTA). This is a warning function that uses a terrain database and an obstruction database to alert the pilot to hazardous terrain or obstructions in front of the aircraft.
The TAWS functions give annunciations for conditions that demand
pilot awareness. There are three categories of annunciations: warnings, cautions and advisories.
Cautions are displayed with yellow flags and a single aural annunciation.
Advisories are displayed with blue flags and a single aural annunciation.
The warning, caution and advisory messages are listed in Table 7-1A.
Section 7
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Indicating/Recording (Chap 31)
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Aural Annunciation
Description
OBSTRUCTION
Warning, Obstruction
TERRAIN
Warning, Terrain
Flag
Aural Annunciation
Description
NO TAWS
Alert tone
OBSTRUCTION
Caution, Obstruction
TERRAIN
Caution, Terrain
TOO LOW
Flag
Aural Annunciation
Description
TAWS INHBT
Chime
Chime
CAUTION Messages
ADVISORY Messages
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Section 7
System description
Indicating/Recording (Chap 31)
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10
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Section 7
System description
Indicating/Recording (Chap 31)
Control/Display
Function
MENU push-button
BARO push-button
NRST push-button
D push-button
Brightness control
knob
Turned clockwise increases the screen brightness, counterclockwise decreases the screen
brightness.
OBS push-button
INFO push-button
ACTV push-button
10
FPL push-button
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Section 7
System description
Indicating/Recording (Chap 31)
WARNING
HORN
AURAL WARNING
GENERATOR (AWG)
ICN-0B-C-157000-G-00001-04147-A-01-1
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Section 7
System description
Indicating/Recording (Chap 31)
EFIS
EFIS
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VNE Exceed
Decision Heigh
RX Mute
FCC
Landing Gear
Landing Gear
Radio Altimeter
CPLT ACP
200 feet
Regrade Switch
RX Mute
Engine #1 Fire
Engine #2 Fire
Engine #1 Out
Engine #2 Out
PLT ACP
Overtorque
Altitude
Rotor Low
Rotor High
Warning
Single Bip
Autopilot
Audio In
Audio Out
Audio In
AMU
AWG Fail
MWL
Audio Out
AWG
MCL
MCL
MWL
DAU
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Section 7
System description
Indicating/Recording (Chap 31)
Aural
Message
Activation
Audio Signal
Deactivation
ROTOR
LOW
Precursor tone 1
Precursor tone 1
Precursor tone 1
Manual
ENGINE 1
OUT
or
ENGINE 2
OUT
Gas generator
turbine speed (N1)
below 50%
Precursor tone 2
Precursor tone 2
Automatic or
manual
ENGINE 1
FIRE
or
ENGINE 2
FIRE
Overheat or fire in
the related engine
compartment
Precursor tone 3
Precursor tone 3
Manual
Precursor tone 4
Precursor tone 4
Automatic or
manual
ROTOR
HIGH
Precursor tone 4
Precursor tone 4
Automatic or
manual
AUTOPIL
OT
Automatic or
manual
TRANSMI
SSION
OVERTOR
QUE
Precursor tone 5
Precursor tone 5
Automatic or
manual
AIRSPEE
D
Airspeed exceeds
the Vne for the
current flight
condition
Precursor tone 5
Precursor tone 5
Automatic or
manual
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Priority
Activation
Audio Signal
Deactivation
LANDING
GEAR
The helicopter is
flying below 200 ft
with retracted
landing gear
Precursor tone 6
Automatic
(The automatic
reset is obtained
climbing to an
altitude above
200 ft)
The helicopter is
TWO
HUNDRED flying below 200 ft
FEET
Precursor tone7
Automatic or
manual
(The automatic
reset is obtained
climbing to an
altitude above
200 ft or by
setting the AWG
switch to
REGRADE)
Precursor tone 7
ALTITUDE The current value
of the "Altitude"
datum" differs from
the reference value
of the ALT
operation mode of
the AFCS more
than 200 ft (above
1000 ft).
Automatic or
manual
Precursor tone 8
None (only Activation/
deactivation,
precursor
degradation or
tone)
change of the
reference value for
the AFCS operation
modes
Automatic or
manual
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Section 7
System description
Indicating/Recording (Chap 31)
ROTOR LOW
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ROTOR HIGH
WARNING
AUTOPILOT
TRANSMISSION OVERTORQUE
AIRSPEED
LANDING GEAR
ALTITUDE
The horn is installed on the right side of the cockpit, on the bulkhead
behind the pilot.
The horn is activated together with the ROTOR LOW aural message.
CENTRAL WARNING SYSTEM CONTROLS AND DISPLAYS
Refer to Figure 7-87.
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Section 7
System description
Indicating/Recording (Chap 31)
EDU 1
AWG FAIL
6
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Control/Display
AWG switch
Function
NORM - all aural messages can be activated.
REGRADE - the activation of the Two hundred feet message is disabled.
TEST (momentary position) - when pressed
momentarily the aural message TEST OK is
heard in the pilots headsets. If pressed for
more than 6 seconds the AWG is commanded
to transmit all the aural messages in
sequence.
MASTER CAUTION
light/push-button
switch
MASTER WARNING
light/push-button
switch
No 1 EDU
AWG FAIL
caution message
MASTER RESET
push-button switch
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Section 7
System description
Indicating/Recording (Chap 31)
COCKPIT MONITOR
The cockpit monitor is a TFT LCD display unit installed at the center of
the instrument panel. It can be connected to a variety of systems,
including the Digital Map Generator System (optional) and the External Video Camera System (optional).
The system is powered through the circuit breaker that follows:
Section 7
System description
Indicating/Recording (Chap 31)
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1
2
3
4
5
6
7
8
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Section 7
System description
Indicating/Recording (Chap 31)
Control/Display
Function
PWR
VID SEL
This button selects which video input is displayed. When pressed, this button will cycle
through each of the available video inputs.
PIP
FRZ
Pressing this button will freeze the main display. If the picture-in-picture function is on,
this image will not be frozen.
ENHC
Pressing this button switches on the enhancement function with the small window size
selected initially. Further presses will cause
the unit to step through other window sizes
and finally the enhancement will be turned off.
UP arrow
DOWN arrow
MENU
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Indicating/Recording (Chap 31)
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Section 7
System description
Landing Gear (Chap 32)
LANDING GEAR
(Chapter 32)
GENERAL
The helicopter is equipped with tricycle landing gear. The landing gear
permits take-off, landing, taxiing and towing from prepared and semiprepared surfaces with a maximum gross weight of 3175 kg.
The landing gear system includes:
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Landing Gear (Chap 32)
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Section 7
System description
Landing Gear (Chap 32)
NOSE
WHEEL
LOCK
8
9
10
11
PARK BRK ON
LANDING GEAR
ICN-0B-C-157000-G-00001-03699-A-01-1
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Landing Gear (Chap 32)
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Control/Display
Function
Brake pedals
PARK BRK ON
caution message
LANDING GEAR
caution message
Red light
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Section 7
System description
Landing Gear (Chap 32)
Control/Display
Function
RH green light
10
LH green light
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Landing Gear (Chap 32)
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The LDG GEAR lever has three positions: UP, DOWN and DOWN
EMERG.
When the LDG GEAR lever is set to UP, the hydraulic pressure is
applied only to the retraction port of each actuator. This causes the
release of the down-locks and the retraction of the landing gear.
When the roller installed on each landing-gear strut touches and
then pushes the uplock, the spring-loaded latch locks the roller. In
this condition, the landing gear stays in the retracted position.
When the LDG GEAR lever is set to DOWN, the hydraulic pressure is applied to the normal port of each uplock and to the normal
extension port of each actuator.
This causes the release of the uplocks and the extension of the
landing gear. When the landing gear is fully extended, the downlocks, contained in the actuators, lock the landing gear in the down
position.
When the landing gear reaches the retracted position, it actuates the
microswitch attached to each up-lock support. When actuated the
microswitches break the circuit to the red landing-gear moving indicator advisory light.
The main components of the extension and retraction system are
shown in Figure 7-89.
Refer to Figure 7-90 for the electrical schematic diagram of the system.
Refer to Figure 7-91 for the hydraulic schematic diagram of the system.
The system is powered through the circuit breaker that follows:
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Section 7
System description
Landing Gear (Chap 32)
NLG UPLOCK
NLG ACTUATOR
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Landing Gear (Chap 32)
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LANDING GEAR
SELECTOR VALVE
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Section 7
System description
Landing Gear (Chap 32)
LEFT
WOW
LDG
GEAR
IND
EMERG BUS 1
LH LDG
extended
NOSE LDG
extended
RH LDG
extended
LH LDG
retracted
LDG
GEAR IND
NOSE LDG
retracted
RIGHT WOW
BATTERY BUS
DAU
CH-A
DATA
ACQUISITION
UNIT
RH LDG
retracted
To the AWG
To the EDU
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Section 7
System description
Landing Gear (Chap 32)
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ANTI-RETRACTION
SWITCH (WOW)
EMER BUS 1
LDG
GEAR CONTR
To nose-wheel
centering-lock and
brake selector valve
NLG
ACTUATOR
From utility
hydraulic
system
NLG
UPLOCK
1
2
LG SELECTOR
VALVE
LEFT MLG
UPLOCK
LEFT MLG
ACTUATOR
RIGHT MLG
UPLOCK
To nose-wheel
lock and hydraulic
system
BLEED VALVE
CHECK VALVE
RESTRICTOR CHECK VALVE
PRESSURE
(NORMAL CIRCUIT)
RIGHT MLG
ACTUATOR
EXTENSION
EMERGENCY
EXTENSION
RETRACTION
ELECTRICAL CONN
PRESSURE
(EMERGENCY CIRCUIT)
RETURN
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Section 7
System description
Landing Gear (Chap 32)
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System description
Landing Gear (Chap 32)
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When the landing gear is down and locked the three green lights are
on. The red light goes off as soon as the landing gear is up-locked.
With the landing gear up-locked all the four lights (green and red) must
be off.
As soon as the landing gear starts to extend, the red light comes on.
The red light goes off and the three lights come on as soon as the
landing gear is down and locked.
The signals of the system are transmitted to the DAU. From the DAU
the signals are transmitted to the AWG and EDU to provide visual and
aural messages.
Refer to Figure 7-90 for the electrical schematic diagram of the system.
The system is powered through the circuit breaker that follows:
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Section 7
System description
Landing Gear (Chap 32)
BRAKE PEDALS
NOSE
WHEEL
LOCK
PARK AND
EMERG BRAKE
HANDLE
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Section 7
System description
Landing Gear (Chap 32)
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A
NUMBER 2
CHECK VALVE
MAIN WHEEL
BRAKE
BRAKE
MASTER
CILINDER
PARK AND
EMERG BRAKE
HANDLE
PARKING BRAKE
MICROSWITCH
(S201)
CONTROL CABLE
BRAKE
PEDALS
PULLEY
NOSE WHEEL
CENTERING LOCK
AND BRAKE SELECTOR
VALVE
NUMBER 1
CHECK VALVE
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Section 7
System description
Landing Gear (Chap 32)
Return
PILOT
YAW
CONTROL
PEDALS
From LG
Selector valve
(DOWN)
From LG
Selector valve
(DOWN EMER)
To nose
wheel lock
To wheel
brake
NOSE-GEAR
CENTERING-LOCK
AND BRAKE
SELECTOR VALVE
LEFT
SHUTTLE
VALVE
PARKING
BRAKE
SWITCH
DAU
BRAKE
MASTER
CYLINDER
EDU 1
RIGHT
SHUTTLE
VALVE
LEFT
WHEEL
BRAKE
RIGHT
WHEEL
BRAKE
CHECK VALVE
PRESSURE
(LG SELECTOR VALVE DOWN)
PRESSURE
(LG SELECTOR VALVE DOWN EMER)
RETURN
MECHANICAL CONN
ELECTRICAL CONN
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Section 7
System description
Landing Gear (Chap 32)
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NOSE-WHEEL
CENTERING-LOCK
ACTUATOR
NOSE-WHEEL
CENTERING-LOCK
AND BRAKE
SELECTOR VALVE
NOSE WHEEL
LOCK LEVER
PRESSURE
(LG EXTENSION)
PRESSURE
(NORMAL CIRCUIT)
MECHANICAL CONN
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Section 7
System description
Landing Gear (Chap 32)
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System description
Landing Gear (Chap 32)
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A
B
NOSE WHEEL
CENTERING LEVER
GUARD
MAIN LANDING
GEAR SNOW SKI
(Typical)
RESTRAINT
CABLE
(Typical)
CHA
RGI
NG
B
NOSE LANDING
GEAR SNOW SKI
BUNGEE
CORD
(Typical)
WHEEL AXLE
SUPPORT
(Typical)
LANDING GEAR
CONTROL LEVER
LOCKING DEVICE
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Section 7
System description
Landing Gear (Chap 32)
A
MAIN LANDING
GEAR SLUMP PAD
(TYPICAL)
B
RESTRAINT
CABLE
(TYPICAL)
BUNGEE
CORD
(TYPICAL)
BUNGEE
CORD
(TYPICAL)
WHEEL AXLE
SUPPORT
(TYPICAL)
NOSE LANDING
RESTRAINT
GEAR SLUMP PAD
CABLE
(TYPICAL) WHEEL AXLE
SUPPORT
(TYPICAL)
LANDING GEAR
CONTROL LEVER
LOCKING DEVICE
LANDING GEAR
CONTROL PANEL
NOSE WHEEL
CENTERING LEVER
GUARD
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System description
Landing Gear (Chap 32)
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Section 7
System description
Lights (Chap 33)
LIGHTS
(Chapter 33)
GENERAL
The light system includes:
INSTRUMENT LIGHTS
The instrument lights system includes three circuits. An appropriate
knob controls each circuit, as follows:
PED (collective grips and interseat console)
The instrument lights are powered through the circuit breakers that follow:
COCKPIT LIGHTS
The cockpit lights are installed on the left and right side of the overhead panel. Each spotlight includes a light unit, an offset mounting
and a coiled cable.
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Lights (Chap 33)
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CABIN LIGHTS
The cabin lights includes four lights. Two lights are installed on the
cabin floor (one on each side) and two lights are installed on the cabin
roof (one on each side).
Each cabin light has a push-button on its side to switch it on and off.
The cabin lights are powered through the toggle-type circuit breakers
that follow:
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Section 7
System description
Lights (Chap 33)
1
2
LANDING LT ON
5
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Section 7
System description
Lights (Chap 33)
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10
11
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Section 7
System description
Lights (Chap 33)
Control/Display
Function
Spotlight knob
LANDING LT ON
advisory message
BAG DOOR
advisory message
PED knob
CABIN LT switch
POS switch
A-COLL switch
11
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Section 7
System description
Lights (Chap 33)
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Section 7
System description
Lights (Chap 33)
A
A
POTENTIOMETER
KNOB
MAP LIGHT
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Lights (Chap 33)
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The position lights are powered and controlled through the toggle-type
circuit breaker that follows:
ANTI-COLLISION LIGHTS
The anticollision lights system includes two anticollision lights. One
anticollision light is installed on the top of the fuselage and one is
installed on the lower side of the tail boom.
The anticollision lights permit the helicopter position to be identified by
other aircraft at a distance longer than that from which the position
lights can be seen, thus preventing risks of collision.
The visible lights flash with aviation red light at a frequency of approximately 50 flashes per minute and their coverage is 30 above and
below the horizontal axis of the helicopter.
The anti-collision lights are powered through the toggle-type circuit
breaker that follows:
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Section 7
System description
Lights (Chap 33)
TAIL
POSITION
LIGHT
RIGHT POSITION
LIGHT
ANTICOLLISION
LIGHT
LEFT POSITION
LIGHT
ANTICOLLISION
LIGHT
LANDING
AND TAXI
LIGHT
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System description
Lights (Chap 33)
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Section 7
System description
Lights (Chap 33)
ELECTRICAL
CABLE
FAIRING
SEARCH
LIGHT
PANEL
EXT/RETR/L/R
SWITCH
ON/OFF/STOW
SWITCH
EXT/RETR/L/R
SWITCH
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System description
Lights (Chap 33)
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SEARCH
LIGHT
FAIRING
CONTROL
PANEL
HOIST
PENDANT
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Section 7
System description
Lights (Chap 33)
The search beacon can move up and down and turn in azimuth. The
down travel is from 0 (stowed position) to 120. The search light can
turn 360 in azimuth, but in the rear arc of 180 it stays on only if its
extension is 60 minimum. The search light can be extended up to a
helicopter speed of 135 kts. When the search light is extended, the
maximum speed at which it can stay extended is 180 kts.
The control panel has a three position (ON/OFF/STOW) switch and a
four position (EXT/RETR/L/R) selector switch. The crew can use the
control panel to set the light on or off, or to move and turn the search
beacon. The search light can be controlled also by the hoist pendant.
But the hoist pendant has only the controls to turn the search light in
azimuth and for its extension/retraction.
The search light system is used for search operations at night, but can
be used also during landing and taxiing at night. The SRCH LT selector switches move the search light in the four directions. If the two
selector switches are operated at the same time, the control-panel
selector-switch overrides the control switch of the hoist pendant.
When the search light is fully retracted and the SRCH LT switch is at
ON, the search light comes on. At the same time the advisory message LANDING LT ON comes in view on the Number 2 Electronic Display Unit (EDU2). When the SRCH LT switch is set to STOW and the
search light is in an extended position, the search light goes off. Then
the search light turns until it aligns with the helicopter longitudinal axis
and moves up until it is fully stowed. The LANDING LT ON advisory
message shown on the EDU2 goes out of view.
The searchlight system is powered thru the circuit breakers that follow:
Section 7
System description
Lights (Chap 33)
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The power supply sends the electrical power to the two strobe lights at
the intervals necessary to make the lighs flash at the approved rate.
Refer to Figure 7-98A.
The strobe light system gives light signals that make the helicopter be
seen at large distance. This will decrease the risk of collisions when
the helicopter is in flight. A STROBE ON/OFF switch, positioned on
the overhead panel, switches the lights on.
The strobe light system is supplied with electrical power through the
circuit-breaker that follows:
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Section 7
System description
Lights (Chap 33)
B
A
C
STROBE
SWITCH
C
1 EAPS 2
OFF
OFF
ON
ELEC
1
OFF
INV
CHIP
BURN
1 PITOT 2
OFF
OFF
ON
ON
ON
LIGHT
PED
2
OFF
CABIN LT
OFF
PASS WRN
OFF
STROBE
OFF
POS
OFF
ON
ON
ON
ON
INST PNL
STROBE LIGHT
A-COLL
OFF
ON
OVHD CSL
MODE
DAY
LAMP
ON
ON
MSTR AVNX
GND COM
OFF
TEST
1 GEN BUS 2
OFF
OFF
G
N
D
ON
O
F
F
BRT
S/OFF
ENG 1
OFF
BRT
LD-SH
TOT
NIGHT
AWG
REGRADE
O
F
F
O
F
F
ON
ENG 2
ON
TEST
FIRE EXTINGUISHER
1
GEN
2
RESET
RESET
BAT
EPU
OFF
BTL
ON
NORM
BRT
S/OFF
ON
POWER
SUPPLY
UNIT
IFF
OFF
N
O
R
M
ON
HOIST
OFF
ON
ICN-0B-C-157000-G-00001-06402-A-01-1
Section 7
System description
Lights (Chap 33)
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SUN CONTR.
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Section 7
System description
Lights (Chap 33)
A
B
SUPPORT
ASSEMBLY
SEARCH
LIGHT
GIMBAL
SUPPORT
A
QUICK-RELEASE
PIN
B
CONTROL
PANEL
CONTROL
BOX
ICN-0B-D-157000-G-00001-05331-A-01-1
Section 7
System description
Lights (Chap 33)
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START
FOCUS
ON
OFF
DOWN
LEFT
RT
UP
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Section 7
System description
Lights (Chap 33)
Control/Display
Function
EXT/RETR/L/R
slew switch
Pushed - Operates the mechanism that continuously changes the width of the light beam
from small diameter, high intensity to a larger
diameter of less intensity. The light beam can
be adjusted at any width between wide and
narrow.
DOWN-UP-LEFTRIGHT
slew switch
START-ON-OFF
switch
Section 7
System description
Lights (Chap 33)
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Section 7
System description
Navigation (Chap 34)
NAVIGATION
(Chapter 34)
GENERAL
This system shows the pilots the information necessary for the navigation of the helicopter.
The navigation system includes:
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Section 7
System description
Navigation (Chap 34)
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STATIC PRESSURE
SELECTOR VALVE
STATIC
SWITCH
ALTERNATE
STATIC PORT
PITOT TUBE
(TYPICAL)
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LEFT PITOT
TUBE (No 1)
Section 7
System description
Navigation (Chap 34)
RIGHT PITOT
TUBE (No 2)
(STATIC switch in
ALTN position)
STANDBY
ELECTRONIC
INDICATOR
NUMBER 1
AIR DATA UNIT
(ADU1)
STATIC PRESSURE
SELECTOR VALVE
(STATIC switch in
NORM position)
ALTERNATE
STATIC PORT
NUMBER 2
AIR DATA UNIT
(ADU2)
TOTAL PRESSURE
STATIC PRESSURE
DRAIN PLUG
ICN-0B-C-157000-G-00001-02475-A-01-1
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Section 7
System description
Navigation (Chap 34)
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The left Pitot tube (Number 1) supplies the total and static pressures
to the ADU1 and the standby electronic indicator. The right Pitot tube
(Number 2) supplies the total and static pressures to the ADU2.
The static pressure selector valve is installed at the center of the right
side of the instrument panel.
The bottom part of the valve has a static port, alternate to the static
pressure line of the right Pitot tube.
The front side of the valve shows the STATIC switch, provided with a
guard.
In case of necessity, it is possible to select the alternate static port by
moving the STATIC switch from NORM to ALTN.
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Section 7
System description
Navigation (Chap 34)
ALTN
S
T
A
T
I
C
1
NORM
IN ALTN POSITION
OPEN VENTS AND
TURN HEATER/ECS OFF
ICN-0B-C-157000-G-00001-02476-A-02-1
Control/Display
STATIC switch
Function
NORM - The right Pitot tube is the source of
static pressure for the ADU2.
ALTN - The alternate static port in the cockpit
is the source of static pressure for the ADU2.
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System description
Navigation (Chap 34)
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Section 7
System description
Navigation (Chap 34)
NUMBER 2
AIR DATA
UNIT (ADU2)
NUMBER 1
AIR DATA
UNIT (ADU1)
NUMBER 2
OAT SENSOR
NUMBER 1
OAT SENSOR
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System description
Navigation (Chap 34)
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ADC 1
ADC 2
RECONFIGURATION
CONTROL PANEL
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10
11
Section 7
System description
Navigation (Chap 34)
5
6
7
8
9
12
ICN-0B-C-157000-G-00001-04961-A-02-1
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System description
Navigation (Chap 34)
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Control/Display
Function
ADC 1 caution
message
ADC 2 caution
message
ADU selector
OAT window
Altitude scale
Altitude readout
Setting value of
barometric pressure
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Section 7
System description
Navigation (Chap 34)
Control/Display
Function
Shows the AGL altitude value of the helicopter. The letter B after the altitude value shows
that the value is a barometric altitude less the
database ground elevation. It is used when
the radio height and the GPS geodetic height
are not correct.
10
Indicated airspeed
scale
11
Indicated airspeed
readout
12
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System description
Navigation (Chap 34)
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Section 7
System description
Navigation (Chap 34)
NUMBER 1
MAGNETIC
SENSOR
UNIT (MSU1)
NUMBER 1
HEADING
AND ATTITUDE
REFERENCE
UNIT (AHRU1)
NUMBER 2
MAGNETIC
SENSOR
UNIT (MSU2)
NUMBER 2
HEADING
AND ATTITUDE
REFERENCE
UNIT (AHRU2)
NUMBER 2
CALIBRATION
UNIT
NUMBER 1
CALIBRATION
UNIT
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Section 7
System description
Navigation (Chap 34)
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MSU2
MSU1
FCC
MFD2
PFD1
MFD1
ANALOG SYGNAL
POWER SUPPLY
To weather radar
system
AHRS2 SELECTION
AHRS1 SELECTION
RS422
GPS DATA
AHRS1 caution
DAU
M
STANDBY
ELECTRONIC
INDICATOR
EMER 2 BUS
MAIN 2 BUS
MAIN 1 BUS
AHCP
AHRS 1
M G
AHRS 2
SYNC
TEST
1
DG
AHRS1 test
TRAY WITH
COOLING FAN
SYNC
MAIN 1 BUS
ADU2
RCP
AHRS 2 SEC
AHRS2 slave error
Main source
ADU1
AHRS 2 PRIM
Auxiliary source
AHRS 1 PRIM
Auxiliary source
Main source
AHRS 1 SEC
AHRU2
AHRS2 caution
AHRS 2-3 A429
AIR DATA
AHRU1
ANALOG SYGNAL
PFD2
M G
2
DG
AHRS2 test
TRAY WITH
COOLING FAN
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Section 7
System description
Navigation (Chap 34)
Activates a signal of No Computed Data (NDC) in attitude, heading, acceleration and rate data
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System description
Navigation (Chap 34)
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Alignment Mode
The alignment phase includes the heading and attitude alignment.
For the heading alignment the AHRU uses the data from the MSU. If
the helicopter is in flight, the heading alignment is performed during a
straight and level flight.
For the attitude alignment (pitch and roll angles), the AHRU uses the
data from the internal accelerometers.
If the helicopter is in motion, the AHRU uses the valid TAS to have an
augmented accuracy. If TAS is not available, the attitude alignment is
achieved during a straight and level flight only.
If the helicopter is not in motion, the attitude alignment is always performed assuming a reference TAS of 0 kt.
During a static alignment, the earth rate and the gyro drift are estimated in order to improve the system accuracy.
The estimation is performed independent of whether the AHRU is in
DG or MAG mode.
The estimated value of the vertical earth rate is stored in a non-volatile
memory and is used for the following power-on initialization of the estimation procedure.
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Section 7
System description
Navigation (Chap 34)
Operational Mode
When the gyro alignment is completed, the AHRS continuously
updates the angular rates, the accelerations, the heading and the attitude.
With regard to the heading information, the system can operate in the
MAG or DG mode.
The system operates in the MAG mode when the MAG/DG switch on
the AHRS control panel is set to MAG.
In this operational mode the heading is determined by the AHRU
using the data from the MSU.
The information on the MFD is the magnetic heading referred to the
local magnetic North.
If the MAG/DG switch is moved to DG, the system operates in the DG
mode.
The information on the MFD corresponds to the bearing of the directional gyro. In this operational mode the desired heading can be
selected by moving the alignment switch to left or right.
When the alignment switch is moved to right, the compass rose turns
clockwise; when moved to left, the compass rose turns anti-clockwise.
With regard to the attitude information, the system can operate in the
Normal mode or in the Basic mode.
The Normal mode is activated when the helicopter is in flight and a
valid TAS from an ADU is available or when the helicopter is on
ground and not in motion.
The TAS is used to improve the attitude information accuracy.
The Basic mode is activated when the helicopter is in flight and no
valid TAS is available or when the helicopter is on ground and in
motion.
In this operational mode the helicopter attitude is determined autonomously.
When the system operates in the MAG or Normal mode, the estimated
earth rate and gyro drift are used for compensation.
The estimation is continuously determined to increase the system
accuracy.
Besides, on the basis of the reception of valid data from the GPS
receiver of the FMS, the system is able to provide the ground speed
value which is shown on the MFDs.
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System description
Navigation (Chap 34)
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The AHRS is able to meet any temporary loss of the GPS signal until
the computed ground speed value is considered sufficiently accurate.
However once this threshold is exceeded or anyway in case of prolonged or total loss of the GPS signal, the ground speed value is
shown as not valid and not more used by the systems interfaced with
the AHRS, which, when acceptable, uses the ground speed value provided by the FMS as backup.
Self-test Mode
The self-test of the AHRS1 or the AHRS2 can be activated by setting
the TEST switch on the AHRS control panel respectively to 1 or 2.
The self-test is automatically disabled during the start up or the shut
down and when the helicopter is in flight.
The self-test data, generated by the AHRU during the self-test, supersede the output data of the interfaced systems during the AHRU normal operation.
The AHRU operation is not influenced by the self-test data.
During the self-test the PFDs and the MFDs show these data:
heading: .............................15
At the end of the self-test the AHRS returns to normal operation after a
delay of 1 s.
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Section 7
System description
Navigation (Chap 34)
If the input power increases above this value, the AHRU returns to
operate again.
If the shut down is initiated by a failure, the AHRU automatically shuts
down the power supply.
To restart the AHRS, the power supply must be switched off and on
again.
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AHRS 1
M G
AHRS 1
AHRS 2
AHRS 2
SYNC
TEST
1
DG
SYNC
2
M G
AHRS
CONTROL PANEL
DG
RECONFIGURATION
CONTROL PANEL
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Navigation (Chap 34)
10 11
12
13
17 16 15 14
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Control/Display
Function
AHRS 1 caution
message
Shown when a failure of rate and acceleration sensing components in the AHRU1
occurs.
AHRS 2 caution
message
Shown when a failure of rate and acceleration sensing components in the AHRU2
occurs.
MAG/DG switch
AHRS 1 alignment
indicator
Alignment switch
In the MAG mode permits to align the directional gyro of the AHRU to the related MSU
as indicated by the alignment indicator.
In the DG mode permits to align the directional gyro of the AHRU to a desired reference.
The alignment operation causes the compass rose to turn clockwise (-) or anti-clockwise (o).
TEST switch
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Section 7
System description
Navigation (Chap 34)
Control/Display
AHRS 2 alignment
indicator
Function
In the MAG mode, when the needle is
aligned with the fixed reference, the heading
information provided by the compass rose of
the EFIS instruments is consisting with the
real direction of the helicopter.
When the needle moves to (o) or (+) marks,
the alignment indicator indicates a misalignment between the directional gyro output of
the AHRU2 and the related MSU signal.
The misalignment can be corrected by using
the underlying alignment switch.
AHRS selector
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Control/Display
Function
Directional scale
10
Heading indicator
11
Slip indicator
Moves left or right to show the lateral acceleration that the AHRS senses.
12
13
Roll pointer
14
Horizon line
15
Waterline
16
Pitch scale
17
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Section 7
System description
Navigation (Chap 34)
attitude
heading
coordinated turn
altitude
airspeed
failure.
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normal operation.
During the self-tests, for the first 15 seconds, the display shows no
information and its background is blank.
When the self-tests are completed, the display shows an identification
screen containing the information that follows (Figure 7-107):
The aircraft type for which the instrument has been configured
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DATA VISUALIZATION ON
COMPLETION OF SELF-TESTS
WITH NO DETECTED FAILURES
DATA VISUALIZATION ON
COMPLETION OF SELF-TESTS
WITH NO FAILURE CODE
Section 7
System description
Navigation (Chap 34)
DATA VISUALIZATION ON
COMPLETION OF SELF-TESTS
WITH FAILURE MESSAGE
DATA VISUALIZATION IN
THE ALIGNMENT PHASE
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86.3 NW 29.82 in
MSG
.85W FMS1 TD
263 CRS
260
240
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ATT
FAIL
23 000
228
23320
220
200
XTK
APR
180 WPT ALERT
23 000
300 BRG
HDG
M
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System description
Navigation (Chap 34)
Data presentation
When the alignment phase is completed, the standby electronic indicator provides the flight and navigation information according to the
selected presentation mode.
This selection can be done by pushing the M push-button on the bottom of the instrument bezel.
The bottom of the display shows a maximum of four items of the presentation mode list. By turning the knob in the bottom left corner of the
instrument, it is possible to scroll the menu item list.
The " < " symbol at the beginning of the menu item indicates the active
item, highlighted also by a greater brightness.
Some menu items are distinguished by two conditions (ON and OFF),
of which the not active condition is highlighted.
Other menu items are followed by . . . to indicate the presence of a
submenu, which is shown in the bottom of the display when the adjustment knob is pushed.
The presentation mode list is the following:
FAST ERECT
SET BRIGHTNESS
OFFSET
Push the adjustment knob to select the submenu, turn the knob to adjust the brightness,
then push the knob to exit the submenu.
FAST ALIGN
SET HEADING
Push the adjustment knob to select the submenu, turn the knob to select the heading, push
the knob to exit the submenu.
NAV MODE
Push the adjustment knob to select the submenu, turn the knob to select the navigation
mode, push the knob to exit the submenu.
SET CRS
Push the adjustment knob to select the submenu, turn the knob to select the course, push
the knob to exit the submenu.
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ILS (BC/NORMAL)
CRS AUTO CENTER Push the adjustment knob to start the opera-
NAV DISPLAYS
Push the adjustment knob to select the submenu, turn the knob to select, push the knob to
exit the submenu.
menu, turn the knob to select the measurement
unit (inHg, hPa, mbar), push the knob to exit
the submenu.
IAS TAPE DIRECTION Push the adjustment knob to set the opposite of
current condition.
(UP or DOWN)
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System description
Navigation (Chap 34)
25
5
6
24
23
22
8
9
10
21
20
19
18
17
11
16
15
14
13
12
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Control/Display
Function
Navigation mode
indicator
Roll scale
Marker beacon
Barometric correction
readout
Coordinated turn
indicator
Altitude scale
Altitude digital readout At the center of the altitude scale, shows the
altitude value that the helicopter has
reached. Up to five large size digits are used.
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Section 7
System description
Navigation (Chap 34)
Control/Display
Horizon line
Function
Divides the background of the attitude display area in two parts:
the area above the horizon line is blue and
represents the sky (positive pitch),
the area below the horizon line is brown
and represents the ground (negative
pitch).
10
Pitch scale
11
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Control/Display
Adjustment knob
Function
Turned when the menu mode is on - Permits
to move the highlighting of an item in the
menu list.
When turned clockwise the highlighting
jumps up, while when turned counter-clockwise the highlighting jumps down.
When the highlighted item is at the top of the
list, if the knob is turned again clockwise, the
bottom menu item is highlighted.
When the highlighting item is at the bottom of
the list, if the knob is turned again counterclockwise, the top menu item is highlighted.
Turned when the menu mode is off - Permits
to adjust the barometric correction value.
Pushed - Permits to access the submenu of
the set menu item or enter the changed
parameter in the submenu or the barometric
correction value.
13
14
M push-button
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Section 7
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Navigation (Chap 34)
Control/Display
Heading scale
Function
Is of the tape type which slides horizontally to
left or right.
The display shows a scale span of 65.
The scale has white marks every 5.
The marks every 10 are twice as long as
those at 5 except where the heading numbers exists.
The cardinal headings are indicated with the
letters N, E, S and W instead of the heading
numbers.
If the altitude signal is invalid, a red box with
the HDG legend is shown instead of the
scale.
16
Light sensor
17
Index line
18
DG message
19
Airspeed scale
20
Up / down deviation
indicator
21
Aircraft symbol
Provides the indication of the helicopter position with respect to the horizon line.
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Control/Display
Function
22
23
24
Roll pointer
25
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3
4
5
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LANDING GEAR
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Section 7
System description
Navigation (Chap 34)
Control/Display
Function
Shows the AGL altitude value of the helicopter that is shown on the scale. The letter R
after the altitude value shows that is the radio
altimeter which moves the altitude indication.
LANDING GEAR
caution message
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Section 7
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Other Traffic (OT) that are related to intruders that are not TAs or
PAs.
The aural messages are sent directly from the EFIS to the ICS. The
aural message is a tone followed by the TRAFFIC, TRAFFIC voice
message. The TRAFFIC caution message is shown on the PFD and
the MFD together with the TRAFFIC, TRAFFIC voice message.
The Traffic Advisory (TA) is generated when the system detects that
the current track of an intruding aircraft could result in a near miss or
collision. The system uses tau (the time to closest approach) and the
time to reach the same altitude to calculate TAs. An intruding aircraft
that is very close but not closing can also generate a TA. Only TAs
generates audible warnings.
A TA is generated and an initial TA announcement is issued when the
tau value of an intruding aircraft is less than the TA threshold. A TA is
also generated when the range and the altitude separation are both
less than the TA threshold. A TA remains in effect until the range
between the helicopter and the intruding aircraft begins to diverge or is
no longer detected for 8 s, whichever is longer.
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Table TA Threshold
INTRUDER TYPE
HELICOPTER TO INTRUDER
TAU
(SECONDS)
RANGE
(NM)
ALTITUDE
SEPARATION
Altitude reporting
intruders
< 30
< 0.55
< 800
< 25
< 0.20
N/A
The intruding aircraft are always shown, but the TRAFFIC caution
message and the aural message are not given when:
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4
3
5
6
Other
Traffic
Proximate
Advisory
Traffic
Advisory
2
2
9
10
2
2
8
4
2
12
11
5
7
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Section 7
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Navigation (Chap 34)
Control/Display
AURAL WARN / TAS
switch
Function
OFF - Prevents that the aural message of
TAS is heard and the related caution messages are shown on the EFIS instruments.
The TAS INHBT advisory message is shown
on the MFD.
ON - The aural annunciation of the traffic and
the related warning flags are active.
Intruding aircraft
symbol
Range indication
A empty cyan diamond shows an intruding aircraft which does not meet the criteria for a Traffic Advisory (TA). The
aircraft is detected beyond 6 NM and
1200 ft.
A full cyan diamond shows an intruding
aircraft with a Proximate Advisory (PA)
condition. The aircraft is detected within
6 NM and 1200 ft.
A full yellow circle shows an intruding
aircraft within immediate vicinity based
on flight parameters. When a full yellow
circle is shown the display, the TAS generates an aural message consisting of a
tone followed by the TRAFFIC, TRAFFIC voice message.
The TRAFFIC caution message is
shown together with the TRAFFIC,
TRAFFIC voice message (see ref. 12).
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Control/Display
Function
Relative altitude
indication
Is shown on the right side of the intruding aircraft symbol when the detected aircraft is
climbing or descending at a rate greater than
500 ft/min.
The arrow is upwards when the intruding aircraft is climbing. The arrow is downwards
when the intruding aircraft is descending.
The arrow is not shown when the intruding
aircraft has a vertical speed lower than
500 ft/min or does not report the altitude.
Traffic thumbnail
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Section 7
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Navigation (Chap 34)
Control/Display
Function
Altitude filter indication Shows the traffic altitude filter that was
selected between AUTO, ABOVE, BELOW,
NORMAL and ALL.
For the selection of the traffic altitude filter,
do the procedure that follows:
1.
2.
3.
4.
5.
10
Traffic mode
annunciator
11
12
TRAFFIC caution
message
Shown when a TA condition occurs. The caution message is not shown when the AGL
altitude of the helicopter is less than 400 ft or
when the intruding aircraft is below 200 ft
AGL.
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Section 7
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Navigation (Chap 34)
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Section 7
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10
11
12
20
13
19
14
18
17
16
15
21
24
14
22
19
13
23
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Control/Display
Function selector
Function
OFF - The system is de-energized.
STBY - Operates the system warm-up
period. The antenna is upwards in the parking position and does no transmission of the
radar pulses.
TST - Operates the system self-test.
On the set MFD a test pattern of five colors
and the TEST legend are automatically
shown.
ON - The Wx mode of operation is automatically set.
Wx push-button
WxA push-button
GND MAP
push-button
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Section 7
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Control/Display
Right TRK push-button
Function
Pushed - Moves the radar antenna up to 50
right with increments of 1 at a rate of about
15 per second.
The azimuth position of antenna is shown on
the set MFD (see ref. 21).
VP push-button
10
WXR indicator
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Control/Display
Function
TEST - Shows that the system self-test is in
progress (function selector in the TST position). The MFDs show the test pattern.
WX - Shows that the Wx mode operates.
WXA - Shows that the WxA mode operates.
GMAP - Shows that the GND MAP mode
operates.
11
Shown when the antenna stabilization system does not operates (see ref. 5).
12
TLT indicator
13
Distance reference
scale
14
Helicopter symbol
15
WX ALRT caution
message
16
17
18
19
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Section 7
System description
Navigation (Chap 34)
Control/Display
Function
20
Track line
21
MENU push-button
21
TRK indicator
22
Vertical altitude
indication
23
Right knob
24
Elevation line
the
25
GN indicator
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Navigation (Chap 34)
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VOR1/ADF SYSTEM
The VOR1/ADF system consists of a receiver Rockwell Collins type
NAV-4000, installed in the bay below the aft avionic compartment,
three antenna couplers, installed in the aft avionic compartment, a
VOR/LOC antenna, composed by two half antennas installed respectively on the left side and on the right side of the tail boom, a glideslope antenna, installed on the bottom of the helicopter nose, the
marker beacon antenna, installed longitudinally on the fuselage bottom between the two main landing gears and an ADF antenna Rockwell Collins type ANT-462A, installed on the fuselage bottom behind
the marker beacon antenna.
The receiver type NAV-4000 contains the VOR/ILS/MKR and ADF
receivers in the same unit.
The VOR/ILS/MKR receiver receives and processes the VOR signals
in the frequency range between 190 and 1799 / 2088 and 2094 / 2179
and 2195 kHz, the localizer signals in the frequency range between
108.10 and 111.95 MHz, the glideslope signals in the frequency range
between 329.15 and 335.00 MHz and the marker beacon signals at
75.0 MHz.
The signals are used to provide the bearing of VOR station, the deviation from the selected course, the To/From indications, the localizer
and glideslope deviations and the indications of the passage of the
helicopter over the Marker Beacon stations. All these data are shown
on the EFIS instruments and on the standby electronic indicator.
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Section 7
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Navigation (Chap 34)
The ADF receiver provides the bearing of NDB stations or radio stations which broadcast in the AM frequency ranges between 190 and
1799, 2088 and 2094, 2179 and 2185 kHz. The continuous bearing of
the selected transmitting station is shown on the MFDs.
The receiver is interfaced with the RMS through ARINC 429 busses,
with the ICS for the reception in the headsets of the VOR and marker
beacon signals, with the DME, the AFCS and the FMS included in the
EFIS instrument.
The VOR1/ADF system is supplied with electrical power from the 28 V
dc Number 1 main bus through the VOR 1 ADF circuit breaker.
O letter of white color in a box of cyan color for the outer beacon
(Outer Marker) (9 km from the runway)
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118.975
COM1
TX
118.000
10 SQ OFF
109.30
8 25 SEL
NAV1
MK-HI 110.30
117.50 H
ATC
ID
ADF
2569
900.0
ANT BFO
ALT OFF
NEXT PAGE
1/2
TLP1
Push two times
NAV1
110.30
108.50
110.30
MKR SENS
LO HI
PRESET
PAGE
TEST
RETURN
MDP
NAV1
1
139.75
108.50
139.75
108.15
PAGE
1
TUNE MODE
FREQ PRESET
ACTIVE
RETURN 110.30
110.30
PRESET PAGE
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M letter of black color in a box of yellow color for the middle beacon (Middle Marker) (1 km from the runway)
I letter of black color in a box of white color for the inner beacon
(Inner Marker) or the airway beacon.
If more than one beacon is received by the airborne receiver, the letter
of the beacon with the highest priority is only shown.
The priority order is the following: outer, middle and inner.
The letter disappears as soon as the beacon signal is not more available.
The passage over the vertical reference stations is also announced in
the headset with signals modulated at 400 Hz for the outer beacon,
1300 Hz for the middle beacon and 3000 Hz for the inner or airway
beacon.
The audio signals are received in Morse code and consist of a
sequence of lines for the outer beacon, lines and dots for the middle
beacon and a continuous signal for the inner or airway beacon.
By accessing to the MDP page of the NAV1 control display on the
RTU panel, it is possible to adjust the receiver sensibility and to perform the test of the receiver.
The ADF system is also controlled through the RTU panel of the RMS,
on which the TLP1 or TLP2 page must be selected to access the ADF
control display.
By pushing twice the multi-function push-button on the right side of the
panel and adjacent to the ADF control display, it is possible to access
the MDP page and then by pushing the PRESET PAGE push-button
the preset page. The display sequence of the ADF system control
pages is shown in Figure 7-112.
The ADF system can operate in two modes: ANT and ADF.
In the ANT mode the receiver operates as simple receiver of audio
signals that are sent to the headsets through the ICS.
In the ADF mode the system also determines the magnetic heading of
the selected station, indicated on the MFDs by the heading pointer.
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118.975
COM1
TX
10 SQ OFF
109.30
118.000
8 25 SEL
NAV1
MK-HI 110.30
117.50 H
ATC
ID
ADF
2569
900.0
ANT BFO
ALT OFF
NEXT PAGE
2/2
TLP1 or TLP2
Push two times
ADF
190.0
590.5
MODE
ADF ANT
BFO
OFF
ON
PRESET
PAGE
TEST
RETURN
MDP
ADF
1
190.0
290.0
500.5
287.5
TUNE MODE
FREQ PRESET
ACTIVE
RETURN 190.0
PAGE
1
ANT BFO
PRESET PAGE
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TLP1 PAGE
1
118.975
10 SQ OFF
COM1
TX
118.000
8 25 SEL
NAV1
MK-HI
6
5
110.30
109.30
117.50 H 8
6
ATC
2569 ID
ALT OFF
ADF
900.0
ANT BFO
NEXT PAGE
1/2
NAV1
110.30
110.30H
108.50
7
MKR SENS
LO
HI
10
PRESET
PAGE
RETURN
TEST
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NAV1
1
139.75
108.50
139.75
108.15
PAGE
TUNE MODE
14
FREQ PRESET
ACTIVE
110.30 MK-HI
RETURN
110.30 H
12
13
4
TLP1 PAGE
118.975
10 SQ OFF
COM1
TX
118.000
8 25 SEL
NAV1
MK-HI
110.30
109.30
117.50 H 8
6
ATC
ID
ALT OFF
2569
ADF
190.0
ANT BFO
18
17 16
15
NEXT PAGE
2/2
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15
ADF
190.0
590.5
MODE
22
ADF ANT
10
PRESET
PAGE
RETURN
BFO
ON
20
OFF
21
TEST
ADF
25
9
190.0
290.0
500.5
287.5
PAGE
TUNE MODE
RETURN
12
FREQ PRESET
ACTIVE
190.0
24
ANT BFO
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27
32 31
30
29
28
32
34
27
26
33
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36
37
36
35
38
40
39
39
ILS MODE
VOR MODE
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Control/Display
Function
"MK-HI" legend
VOR standby
frequency indicator
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Section 7
System description
Navigation (Chap 34)
Control/Display
DME frequency
indicator
Function
Shows the frequency on which the DME is
tuned to compute the distance to the VOR/
DME station.
The letter H, if present, indicates that the
DME-H function was selected on the RTU
panel or better that DME indication is held
referred to the frequency shown before the
letter H, even if the active VOR frequency is
changed.
TEST identifier
By pushing the adjacent multi-function pushbutton on the right side, it is possible to perform the test of the VOR/ILS/MKR receiver.
The TEST identifier is shown in larger letter
while the test is performed.
At the end of the test the CODE annunciator
and two digit hexadecimal code are shown
below the TEST identifier.
The code indicates the test result.
The code is 00 if no failures are found.
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Control/Display
Function
RETURN legend
By pushing the adjacent multi-function pushbutton on the left side, the Menu on the display comes back to TLP1 page.
10
PRESET PAGE
legend
By pushing the adjacent multi-function pushbutton on the left side, it is possible to access
the preset page for the programming of the
preset channels.
11
Preset channel
Shows the channel number and the associprogramming indicator ated frequency value.
By highlighting the channel number with the
adjacent multi-function push-button, it is possible to associate in the memory a frequency
value selected with the tuning knobs.
20 channels can be programmed.
The preset channels are distributed on five
pages. The other fields are the same on all
the five pages.
12
Page number indicator Shows which page of the five preset pages is
shown on the display.
When the indicator is selected by pushing the
adjacent multi-function push-button, it is possible to scroll the page number by turning one
of the two tuning knobs.
13
VOR active frequency Shows the VOR active frequency used on the
indicator
receiver.
14
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Section 7
System description
Navigation (Chap 34)
Control/Display
Function
16
BFO annunciator
17
ANT annunciator
18
Active channel
indicator
19
ADF standby
frequency indicator
20
By pushing the adjacent multi-function pushbutton on the right side, the ADF standby frequency is highlighted by a white box (tune window), then the frequency can be changed with
the tuning knobs in the range from 190 and
1799 / 2088 and 2094 / 2179 and 2195 kHz.
The ADF standby frequency can also be
selected between the frequencies of the 20
preset channels.
By pushing again the adjacent multi-function
push-button, the frequency is swapped as
active frequency (see ref. 15).
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Control/Display
Function
21
TEST identifier
By pushing the adjacent multi-function pushbutton on the right side, it is possible to perform the test of the ADF receiver.
The TEST identifier is shown in larger letter
while the test is performed.
At the end of the test the CODE annunciator
and two digit hexadecimal code are shown
below the TEST identifier.
The code indicates the test result.
The code is 00 if no failures are found.
22
23
Preset channel
Shows the channel number and the associprogramming indicator ated frequency value.
By highlighting the channel number with the
adjacent multi-function push-button, it is possible to associate in the memory a frequency
value selected with the tuning knobs.
19 channels can be programmed, while the
channel 20 is reserved to the emergency frequency (2182.0 kHz).
The preset channels are distributed on five
pages.
The other fields are the same on all the five
pages.
24
ADF active frequency Shows the ADF active frequency used on the
indicator
receiver and the active functions.
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Section 7
System description
Navigation (Chap 34)
Control/Display
ADF tuning mode
indicator
Function
Shows the ADF active tuning mode.
By pushing the adjacent multi-function pushbutton on the left side, it is possible to change
the tuning mode.
The active tuning mode is shown in large letters.
The ADF selectable tuning modes are as follow:
FREQ: The receiver is tuned on the
selected ADF frequency.
PRESET: The receiver is tuned on the frequency associated with one of the preset
channels.
26
Vertical deviation
indicator
27
VNAV source indicator Shows the source of signals for the vertical
navigation of the helicopter.
The GS1 legend is shown at the bottom of the
vertical deviation scale on the PFDs. The GS1
legend is shown at the top of the vertical deviation scale on the MFDs.
28
29
30
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Control/Display
Course/Localizer
deviation indicator
Function
Shows the deviation of the helicopter from the
set course or localizer when the VOR/ILS signals are valid. When the needle is within one
dot of the course deviation scale, the other
dots are empty. When the needle is at a scale
end position, it flashes.
A magenta triangle shows the TO/FROM indication. When the triangle points up, it is a TO
indication. When the triangle points down, it is
a FROM indication.
32
33
ADF pointer
34
VOR1 pointer
35
Mode indicator
36
TO/FROM indicator
37
Localizer deviation
indicator
38
Course deviation
indicator
39
Course indicator
40
Glideslope deviation
indicator
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Section 7
System description
Navigation (Chap 34)
VOR2/ILS SYSTEM
The VOR2/ILS system consists of a VOR/ILS/MKR receiver Rockwell
Collins type NAV-4500, installed in the bay below the aft avionic compartment.
The system uses the same three antenna couplers and the same
VOR/LOC, glideslope and marker beacon antennas of the VOR1 system.
The receiver receives and processes the VOR signals in the frequency range between 190 and 1799 / 2088 and 2094 / 2179 and
2195 kHz, the localizer signals in the frequency range between 108.10
and 111.95 MHz, the glideslope signals in the frequency range
between 329.15 and 335.00 MHz and the marker beacon signals at
75.0 MHz.
The signals are used to provide the bearing of VOR station, the deviation from the selected course, the To/From indications, the localizer
and glideslope deviations and the indications of the passage of the
helicopter over the marker beacon stations. All these data are shown
on the EFIS instruments and on the standby electronic indicator.
The receiver is interfaced with the RMS through ARINC 429 busses,
with the ICS for the reception in the headsets of the VOR and Marker
Beacon signals, with the DME, the AFCS and the FMS included in the
EFIS instruments.
The VOR2/ILS system is supplied with electrical power from the 28 V
dc Number 2 emergency bus through the VOR 2 ILS circuit breaker.
Operation of the VOR2/ILS System
The VOR2/ILS system is controlled through the RTU panel of the
RMS, on which the TLP2 page must be selected to access the related
NAV2 control display.
By pushing twice the multi-function push-button on the left side of the
panel and adjacent to the NAV2 control display, it is possible to access
the MDP page and then by pushing the PRESET PAGE push-button
the preset page.
The display sequence of the VOR2/ILS system control pages is shown
in Figure 7-114.
The VOR2/ILS system allows to receive the VOR/ILS signals using
the active frequency shown on the left side of the NAV2 control sys11-12-09
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118.975
COM2
TX
10 SQ OFF
109.30
118.000
8 25 SEL
NAV2
MK-HI 110.30
117.50 H
ADF
ATC
ID
2569
900.0
ALT OFF
ANT BFO
NEXT PAGE
1/2
TLP2
Push two times
NAV2
110.30
108.50
110.30 H
MKR SENS
LO HI
PRESET
PAGE
TEST
RETURN
MDP
NAV2
1
139.75
108.50
139.75
108.15
PAGE
1
TUNE MODE
FREQ PRESET
ACTIVE
RETURN 110.30
110.30
PRESET PAGE
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Navigation (Chap 34)
O letter of white color in a box of cyan color for the outer beacon
(Outer Marker) (9 km from the runway)
M letter of black color in a box of yellow color for the middle beacon (Middle Marker) (1 km from the runway)
I letter of black color in a box of white color for the inner beacon
(Inner Marker) or the airway beacon.
If more than one beacon is received by the airborne receiver, the letter
of the beacon with the highest priority is only shown.
The priority order is the following: outer, middle and inner.
The letter disappears as soon as the beacon signal is not more available.
The passage over the vertical reference stations is also announced in
the headset with signals modulated at 400 Hz for the outer beacon,
1300 Hz for the middle beacon and 3000 Hz for the inner or airway
beacon.
The audio signals are received in Morse code and consist of a
sequence of lines for the outer beacon, lines and dots for the inner
beacon and a continuous signal for the inner or airway beacon.
By accessing to the MDP page of the NAV2 control display on the
RTU panel, it is possible to adjust the receiver sensibility and to perform the test of the receiver.
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TLP2 PAGE
2
118.975
COM2
TX
118.000
10 SQ OFF
8 25 SEL
NAV2
109.30 MK-HI
117.50 H
6
6
5
ATC
2569 ID
ALT OFF
110.30
8
ADF
900.0
ANT BFO
NEXT PAGE
2/2
NAV2
110.30
110.30 H
10
PRESET
PAGE
RETURN
108.50
MKR SENS
LO HI
TEST
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Section 7
System description
Navigation (Chap 34)
NAV2
14
9
139.75
108.50
139.75
108.15
PAGE
1
TUNE MODE
FREQ PRESET
RETURN
ACTIVE
110.30
12
13
MK-HI
110.30 H
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15
16
21 20
19
18
17
21
16
15
22
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Section 7
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25
23
24
24
23
26
28
27
ILS MODE
27
VOR MODE
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Control/Display
Function
MK-HI legend
VOR standby
frequency indicator
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Section 7
System description
Navigation (Chap 34)
Control/Display
DME frequency
indicator
Function
Shows the frequency on which the DME is
tuned to compute the distance to the VOR/
DME station.
The letter H, if present, indicates that the
DME-H function was selected on the RTU
panel or better that DME indication is held
referred to the frequency shown before the H
letter, even if the active VOR frequency is
changed.
TEST identifier
By pushing the adjacent multi-function pushbutton on the right side, it is possible to perform the test of the VOR/ILS/MKR receiver.
The TEST identifier is shown in larger letter
while the test is performed.
At the end of the test the CODE annunciator
and two digit hexadecimal code are shown
below the TEST identifier.
The code indicates the test result.
The code is 00 if no failures are found.
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Control/Display
Function
RETURN legend
By pushing the adjacent multi-function pushbutton on the left side, the Menu on the display comes back to TLP1 page.
10
PRESET PAGE
legend
By pushing the adjacent multi-function pushbutton on the left side, it is possible to access
the preset page for the programming of the
preset channels.
11
Preset channel
Shows the channel number and the associprogramming indicator ated frequency value.
By highlighting the channel number with the
adjacent multi-function push-button, it is possible to associate in the memory a frequency
value selected with the tuning knobs.
20 channels can be programmed. The preset
channels are distributed on five pages.
The other fields are the same on all the five
pages.
12
Page number indicator Shows which page of the five preset pages is
shown.
When the indicator is selected by pushing the
adjacent multi-function push-button on the
right side, it is possible to scroll the page number by turning one of the two tuning knobs.
13
VOR active frequency Shows the VOR active frequency used on the
indicator
receiver.
14
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Section 7
System description
Navigation (Chap 34)
Control/Display
Function
15
Vertical deviation
indicator
16
VNAV source indicator Shows the source of signals for the vertical
navigation of the helicopter.
The GS1 legend is shown at the bottom of the
vertical deviation scale on the PFDs. The GS1
legend is shown at the top of the vertical deviation scale on the MFDs.
17
18
19
20
Course/Localizer
deviation indicator
21
22
VOR2 pointer
23
Mode indicator
24
TO/FROM indicator
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Control/Display
Function
25
Localizer deviation
indicator
26
Course deviation
indicator
27
Course indicator
28
Glideslope deviation
indicator
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Section 7
System description
Navigation (Chap 34)
DME SYSTEM
The DME system consists of a DME transceiver Rockwell Collins type
DME-4000, installed in the bay below the aft avionic compartment,
and an antenna, installed on the bottom of the tail boom.
The DME system is controlled through the RTU panel of the RMS, on
which the TLP1 page must be selected to access the related NAV1
control display or the TLP2 page must be selected to access the NAV2
control display.
Because the DME system uses channels conventionally paired to
VOR/LOC channels, the DME transceiver automatically tunes on the
related paired channel, when the desired VOR/LOC frequency is
tuned on the preferred NAV control display.
The transceiver is able to manage in the same time three of the 252
available channels in the frequency range of 960 to 1215 MHz.
When a VOR or ILS frequency is selected on the NAV1 control display, the first channel tunes automatically on the frequency of the
related DME station.
The same occurs for the second channel tuned on the frequency
selected on the NAV2 control display.
The third channel is managed by the FMS function of EFIS instruments to tune the DME stations selected by the FMS function and
used for the triangulation of the position.
For each channel the DME transceiver processes and provides the
information of slant distance, time-to/from-station, station identifier,
also when the DME is installed in an ILS station.
The maximum range of the DME is 300 nautical miles; this value is
however variable and limited by the helicopter altitude, obstructions
such as hills or mountains and the curvature of the earth.
The accuracy of the shown distance value is of 0.1 nautical miles from
0 to 199.9 nautical miles and of 1 mile from 200 to 300 nautical miles.
On the RTU panel it is possible to activate the DME-H function, which
permits to hold a transceiver channel paired to the old selected VOR
frequency, without following the new frequency selected for the in-use
VOR station.
If the signal corresponding to the selected frequency or channel is not
valid, dashes are shown on the control display to avoid false indications.
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Section 7
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Navigation (Chap 34)
118.975
10 SQ OFF
109.30
ATC
ID
ALT OFF
2569
COM1
TX
NAV1
110.30
118.000
110.30 H
8 25 SEL
NAV1
MK-HI 110.30
117.50 H
ADF
900.0
ANT BFO
NEXT PAGE
1/2
5
PRESET
PAGE
108.50
MKR SENS
LO HI
TEST
RETURN
MDP
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Control/Display
Function
ETE indicator
Distance readout
(NAV2)
Distance readout
(NAV1)
DME frequency
indicator
DME-H push-button
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Section 7
System description
Navigation (Chap 34)
Control/Display
TEST identifier
Function
By pushing the adjacent multi-function pushbutton on the right side, it is possible to perform the test of the VOR/ILS/MKR and DME
receivers.
The TEST identifier is shown in larger letter
while the test is performed. At the end of the
test the CODE annunciator and two digit
hexadecimal code are shown below the TEST
identifier.
The code indicates the test result. The code is
00 if no failures are found.
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mode A
mode C
mode S.
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118.975
COM1
10 SQ OFF
108.00
TX
118.000
NAV1
MK-HI
112.00
8 25 SEL
117.50 H
ATC
ID
ALT OFF
NS125S53
NEXT PAGE
1/2
Section 7
System description
Navigation (Chap 34)
ADF
900.0
2569
ANT BFO
TLP1 o TLP2
Push two times
ATC
3171 ID
FLTID
N555SLGZ
P556TEGZ
6642
ALT
ON OFF
ADC1 5400 FT
ON
TEST
STBY
XPDR FAIL
RETURN
MDP
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118.975
COM1
TX
118.000
108.00
NAV1
MK-HI
117.50
112.00
10 SQ OFF
ATC
ID
ALT OFF
NS125S53
ADF
900.0
2569
8 25 SEL
ANT BFO
NEXT PAGE
1/2
6
5
ALT OFF
XPDR FAIL
2
3
ID
STBY
MDP PAGE
8
ATC
3171 ID
18
FLTID
N555SLGZ
P556TEGZ
10
ALT
ON OFF
ADC1 5400 FT
11
6642
17
ON
16
XPDR FAIL
RETURN
STBY
15
12
TEST
14
13
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Section 7
System description
Navigation (Chap 34)
Control/Display
IDENT push-button
Function
Pushed - Causes the helicopter identification
code to be transmitted in response to the
radar station interrogation.
During the transmission the ID annunciator is
shown on the ATC control display (see ref. 2).
ID annunciator
Shown for some seconds during the transmission of the helicopter identification code in
response to the radar station interrogation.
STBY annunciator
Identification code
indicator
XPDR FAIL message Shown when the CBIT detects a failure in the
transponder.
This message has the priority respect to the
ALT OFF message (see ref. 6).
Shown when the function of the altitude transmission (mode C) is not active (see ref.11).
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Control/Display
Active code indicator
Function
Shows which code is active for modes A and
C.
The code is a octave-based number, consisting of four digits from 0000 to 7777.
The code is shown in green color when the
transponder is active or in white color when it
is in standby.
NOTE
The active code cannot be changed but only
swapped with the standby code (see ref. 18).
Active identification
code
10
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Section 7
System description
Navigation (Chap 34)
Control/Display
ALT indicator
Function
Shows if the function of the altitude transmission is active or not.
The condition (ON, OFF) can be selected by
pushing the adjacent multi-function push-button.
The active condition is highlighted in larger
characters
12
Altitude indicator
13
TEST identifier
By pushing the adjacent multi-function pushbutton on the right side, it is possible to perform the IBIT of the ATC transponder.
The TEST identifier is shown in larger letter
while the test is performed.
At the end of the test the CODE annunciator
and two digit hexadecimal code are shown
below the TEST identifier.
The code indicates the test result.
The code is 00 if no failures are found.
14
ADC annunciator
15
"RETURN" legend
By pushing the adjacent multi-function pushbutton on the left side, the Menu on the display comes back to TLP1 page.
16
XPDR FAIL message Shown when the CBIT detects a failure in the
transponder.
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Control/Display
17
ON/STBY condition
indicator
Function
Shows if the transponder is active or in
standby.
By pushing the adjacent multi-function pushbutton, the transponder changes from the ON
condition to the STBY condition and viceversa.
18
Standby code
indicator
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speed can be set according to the specific needs using the Escape
Rings Setup menu.
TERRAIN COLLISION WARNING
When the system contains an installed terrain database (DTED), collision warning can be shown provided that the related function has
been activated through the Terrain Warning menu.
Operation of digital map generation system
The DMG system lets the flight crew perform many functions related to
the flight management as follow:
Flight Planning Info: The DMG system can show all the flight information by input of the ICAO letter code, coordinates or name.
When the helicopter is in flight, the GPS1 or the GPS2 provide the
position and the distance to airports, VORs or any other point in
the database.
Direct-To Navigation: The DMG system can show a line from the
helicopter or/and the start point to the destination point.
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Section 7
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Navigation (Chap 34)
Emergency mode: In case of an emergency the emergency function shows the pilot the direct track to the nearest suitable landing
field together with the associated navigational information about
the displayed location that enables prompt reaction according to
the system emergency checklist.
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10
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11
EVT ESC
EMG
SRC
A/R
MEN ENT
MAP
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12
13
14 15
16
Section 7
System description
Navigation (Chap 34)
17
18
19
30
29
28
26
27
24
25
22
23 21
20
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Control/Display
Function
EMG key
Emergency Mode
Emergency waypoints or Address Points.
A/R key
MAP key
Zoom in key
Arrow keys
The keys are used for the map, menu and text
window navigation.
ENT key
MEN key
SRC key
10
EVT key
11
ESC key
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Section 7
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Navigation (Chap 34)
Control/Display
Function
12
Heading indicator
(Hdg)
13
14
Obstacle warning
function indicator
(OBST)
15
Traffic advisory
system indicator
(TRAF)
16
Terrain awareness
and warning system
indicator (TERR)
17
SA / AS indicator
18
Additional coordinate
window
19
Map scale
20
Position window
21
Message indicator
22
Not Acknowledged
indicator (NACK)
23
Ground speed
indicator (GS)
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Control/Display
Function
24
25
26
Navigation vector
indicator (NAVIG)
27
Map indicator
28
N
T
H
North Up mode
Track Up mode
Heading Up mode.
29
Altitude indicator
30
Direct To / Next
Waypoint Window
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Section 7
System description
Doors (Chap 52)
DOORS
(Chapter 52)
GENERAL
The helicopter has the following doors:
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Section 7
System description
Doors (Chap 52)
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SERVICE
DOORS
BAGGAGE
COMPARTMENT
DOOR
CABIN
DOORS
SERVICE
DOORS
COCKPIT
DOORS
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Section 7
System description
Doors (Chap 52)
WINDOW
COCKPIT
DOOR
DOOR
HANDLE
A
DOOR
STRUT
WINDOW
VIEW FROM INSIDE
DOOR
HANDLE
ICN-0B-C-157000-G-00001-05280-A-01-1
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System description
Doors (Chap 52)
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Section 7
System description
Doors (Chap 52)
HANDLE
HANDLE
ALTERNATIVE INSTALLATION
SPRING
CLIP
ROTATING
BLOCK
HANDLE
STOP
OPEN
PAX
WINDOW
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Section 7
System description
Doors (Chap 52)
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SERVICE DOORS
Service doors on the helicopter consist of access panels, cowlings
and fairings. The function of the service doors is to provide access to
equipment for maintenance and inspection.
The nose door and the external power receptacle door have sensor
switches that send the signal that causes the NOSE DOOR and UTIL
DOOR caution messages to come in view on the EDU when the
related door is not closed and locked.
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Section 7
System description
Doors (Chap 52)
A
B
A
ACTUATOR
A
TYPICAL
ACTUATOR
STEP LH LIGHTED
PUSH-BUTTON
STEP RH LIGHTED
PUSH-BUTTON
ICN-0B-C-157000-G-00001-06403-A-01-1
Section 7
System description
Doors (Chap 52)
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Section 7
System description
Main Rotor (Chap 62)
MAIN ROTOR
(Chapter 62)
GENERAL
The main rotor system includes:
Refer to Figure 7-123 for the general layout of the main rotor system.
A fiberglass spar
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Section 7
System description
Main Rotor (Chap 62)
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The hub
The levers
The grips
The dampers
The flapping
HUB
The main rotor hub is made of titanium. It forms a quatrefoil structure
(four rotor blades) internally bound through a spline and is coupled to
the rotor mast by which it is driven.
LEVERS
Four aluminium alloy levers are attached to the grips with bolts. The
levers permit torsional movement through two arms connected to the
related pitch change link and damper.
GRIPS
The grips provide the attachment points between the blade and the
rotor hub. They transmit the aerodynamic and inertial loads to the
blades.
DAMPERS
The dampers provide damping of the main rotor blades during take-off
and landing and during flight. The dampers provide the damping necessary to avoid a blade shock in lag-lead motion during rotor starting,
rotor brake application or flight maneuvers that involve blade operation close to end stroke.
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Section 7
System description
Main Rotor (Chap 62)
ROTATING CONTROLS
Refer to Figure 7-126.
The main rotor rotating controls consist of:
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Section 7
System description
Main Rotor (Chap 62)
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The rotating scissors include an upper and a lower hinged link. The
lower link is attached to the main rotor hub flange bracket, while the
upper link is attached to the swashplate outer ring. The rotating scissors drive the swashplate outer ring and permit the outer ring to tilt
and move vertically in response to the swashplate pivot sleeve movements.
NON-ROTATING SCISSORS
The non-rotating scissors includes an upper and a lower hinged link.
The lower link is attached to the transmission upper case fitting, the
upper link is attached to the swashplate pivot sleeve.
SWASHPLATE
The swashplate assembly transmits the flight control controls inputs to
the rotor blades. The assembly includes a support, a pivot sleeve, a
non-rotating inner ring and a rotating outer ring.
The support is attached to the transmission upper case studs and provides a guide for the collective pivot sleeve. The pivot sleeve carries
the swashplate rings.
The swashplate inner ring is connected to the hydraulic servo actuators. The inner ring moves vertically and/or tilts on its ball-end with the
sleeve, in response to collective and cyclic control inputs. The rotating
outer ring is separated from the inner ring by bearings and is connected to the pitch change links. The outer ring changes the blade
pitch following the movement of the inner ring.
BOOT ASSEMBLY
The boot assembly includes the top boot, the bottom boot and the
boot locking ring.
The top boot is installed above the boot support of the swashplate
assembly. It is in the red silicone rubber type. The lock wire safeties
the top boot above the boot support and to the swashplate. The top
boot is resistant to the oils and grease. The top boot has an operation
range of - 54 thru 60 C.
The bottom boot is a protection from moisture and other contamination.
The bottom boot prevents the contamination of the areas between the
swashplate and the spherical pivot.
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Section 7
System description
Main Rotor (Chap 62)
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Section 7
System description
Main Rotor (Chap 62)
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MAIN ROTOR
HEAD
ROTATING
CONTROLS
MAIN ROTOR
BLADE
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MESH
SPAR
TRAILING EDGE
SKIN
Section 7
System description
Main Rotor (Chap 62)
ABRASION
STRIP
TIP CAP
ICN-0B-A-157000-G-00001-00845-A-02-1
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Section 7
System description
Main Rotor (Chap 62)
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HUB
GRIP
LEVER
ELASTOMERIC BEARING
BLADE
RETENTION
BOLTS
DAMPER
FLAPPING AND DROOP
RESTRAINT MECHANISM
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Section 7
System description
Main Rotor (Chap 62)
TOP BOOT
BOTTOM
BOOT
SWASHPLATE
AND
SUPPORT
FIXED
SWASCHPLATE
SPHERICAL
SLEEVE
PITCH
CHANGE
LINK
A
ROTATING
SWASHPLATE
UPPER
ROTATING
SCISSORS
SPHERICAL
SLEEVE
SUPPORT
LOWER
ROTATING
SCISSORS
NON-ROTATING
SCISSORS
MAIN
TRASMISSION
(REF)
MAIN
ROTOR
MAST
(REF)
MAIN ROTOR
SERVOACTUATOR
(REF)
ICN-0B-C-157000-G-00001-04809-A-01-1
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Section 7
System description
Main Rotor (Chap 62)
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MAIN ROTOR
INDICATION
(% of rotor speed)
ROTOR HIGH
ROTOR LOW
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Section 7
System description
Main Rotor (Chap 62)
Control/Display
Function
NR
ROTOR LOW
warning message
ROTOR HIGH
warning message
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Main Rotor (Chap 62)
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Section 7
System description
Main Rotor Drive (Chap 63)
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System description
Main Rotor Drive (Chap 63)
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Section 7
System description
Main Rotor Drive (Chap 63)
Control/Display
XMSN OIL PRES
warning message
Function
Displayed when the pressure of the MGB oil
is less then 30 psi.
The warning message is associated with a
warning tone and with the aural message.
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Section 7
System description
Main Rotor Drive (Chap 63)
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MAIN TRANSMISSION
Refer to Figure 7-130.
The main transmission is mounted on the cabin upper deck forward of
the two engines.
The main transmission reduces the speed of 6000 RPM from the main
drive shafts to a speed of 380 RPM (100% NR) in the main rotor mast,
with three stages of RPM reduction:
The first stage of reduction includes two freewheels and associated input gear shafts which drive two symmetrical idler gears, and
one gear installed on the external splines of a main input pinion.
The main rotor mast and associated roller and spherical bearings are
installed in the upper case and mast assembly bolted to the upper side
of the transmission main case.
The upper case is also the reservoir of the oil system.
The main case houses the input pinion and associated roller bearing
and triplex spherical bearing, the bevel gear shaft and associated
roller bearing, the sun gear and the planetary assembly. Mounted
externally, on the left and right sides of the main case, there are a
hydraulic pump drive and a hydraulic pump and tachometer-generator
drive which are driven by bevel gear shaft. The freewheels, the input
gear shafts, the idler gears, the tail rotor drive and the oil pump are
installed in the coupling gearbox bolted to the lower aft side of the
main case. The upper case, the main case and the coupling gearbox
are provided with internal oil passages and oil jets for the lubrication of
the main transmission components.
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Section 7
System description
Main Rotor Drive (Chap 63)
ENGINE OUTPUT
SHAFT
PULLEY
DRIVE
MAIN DRIVE
SHAFT
FREEWHEEL
FLANGE
ICN-0B-A-157000-G-00001-00851-A-01-1
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Section 7
System description
Main Rotor Drive (Chap 63)
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The lubricating oil contained in the upper case and mast assembly
flows to one section of the dual pump (pressure pump), to the external
filter, to all internal passages and oil jets of the transmission cases, to
the bottom of main case and coupling gearbox and to the other section
of the dual pump (scavenge pump).
From the scavenge pump the oil flows to the return lines and to the
upper case through the thermostatic bypass valve and the oil coolers.
A bypass valve on the external oil filter permits the passage of the oil if
the filter is blocked. A pressure regulating valve installed on the pressure pump adjusts the oil operating pressure.
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Section 7
System description
Main Rotor Drive (Chap 63)
A
ELECTRICAL
CONNECTOR
ROTOR RPM
SENSOR
MAST
THERMOSTATIC
BYPASS VALVE
OIL PRESSURE
SWITCH
UPPER CASE
ASSEMBLY
OIL PRESSURE
SENSOR
CHIP
DETECTOR
MAIN CASE
ASSEMBLY
EXTERNAL
OIL FILTER
FREEWHEEL
UNIT AND MAIN
INPUT DRIVE QUILL
OIL PUMP
FREEWHEEL
UNIT AND MAIN
INPUT DRIVE QUILL
CHIP
DETECTOR
TAIL ROTOR
DRIVE
ICN-0B-C-157000-G-00001-04812-A-01-1
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Section 7
System description
Main Rotor Drive (Chap 63)
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OIL COOLER
OIL COOLER
THERMOSTATIC
BYPASS VALVE
DAU
CO-PILOT EDU
PILOT EDU
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Section 7
System description
Main Rotor Drive (Chap 63)
THERMOSTATIC
BYPASS VALVE
RH OIL COOLER
EXHAUST DUCTS
LH OIL
COOLER
FAN
ICN-0B-A-157000-G-00001-00849-A-01-1
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System description
Main Rotor Drive (Chap 63)
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Section 7
System description
Main Rotor Drive (Chap 63)
ROTOR
BRAKE
NOSE WHEEL
CENTERING LOCK
AND BRAKE
SELECTOR VALVE
ROTOR
BRAKE CONTROL
LEVER
ICN-0B-A-157000-G-00001-00869-A-01-1
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Section 7
System description
Main Rotor Drive (Chap 63)
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ROTOR BRAKE
To wheel
brake system
ROTOR BRAKE
CONTROL LEVER
PRESSURE
NORMAL CIRCUIT
RETURN
PRESSURE
EMERGENCY CIRCUIT
ELECTRICAL CONN
MECHANICAL CONN
MICROSWITCH
PRESSURE
SWITCH
DAU
ROTOR BRAKE ON
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Section 7
System description
Main Rotor Drive (Chap 63)
E
B
A
POWER
SUPPLY
UNIT
CHIP
DETECTOR
ICN-0B-C-157000-G-00001-06405-A-01-1
Section 7
System description
Main Rotor Drive (Chap 63)
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CHIP
DETECTOR
D
CHIP
DETECTOR
CHIP BURN
PUSH-BUTTON
1
PITOT 2
OFF
OFF
1
EAPS 2
OFF
OFF
ON
ELEC
1
INV
ON
ON
CABIN LT
PASS WRN
STROBE
POS
A-COLL
OFF
OFF
OFF
OFF
OFF
ON
ON
ON
ON
ON
LIGHT
PED
OFF
CHIP
BURN
INST PNL
ON
OVHD CSL
OFF
MODE
DAY
LAMP
ON
ON
MSTR AVNX
GND COM
OFF
OFF
TEST
GEN BUS
BRT
OFF
BRT
OFF
BRT
NIGHT
S/OFF
OFF
G
N
D
S/OFF
LD-SH
AWG
TOT
REGRADE
NORM
ON
BAT
EPU
RESET
ENG 2
ON
IFF
OFF
N
O
R
M
BTL
ENG 1
TEST
ON
FIRE EXTINGUISHER
1
O
F
F
ON
O
F
F
GEN
HOIST
OFF
RESET
O
F
F
ON
ON
ON
ICN-0B-C-157000-G-00001-06407-A-01-1
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Section 7
System description
Tail Rotor (Chap 64)
TAIL ROTOR
(Chapter 64)
GENERAL
The tail rotor system includes:
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Section 7
System description
Tail Rotor (Chap 64)
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TRUNNION
The trunnion is installed in the hub bushings of the tail rotor hub. At the
ends of the trunnion the cover flange close the access to the hub
bushing and the trunnion.
The trunnion provides the attachment for the hub of the output shaft
and the pivot for the flapping hinge.
RETENTION STRAP ASSEMBLY
Two retention strap assemblies keep the blades on the tail rotor hub
and absorb the axial centrifugal loads. The retention straps are made
of stainless steel laminates.
The retention strap pin and the pin hold each retention strap in the tail
rotor hub.
HUB BUSHING
Two hub bushings, one for each side of the hub (small cylindrical arm),
are installed on the hub.
The hub bushings hold the trunnion in its position on the hub.
COVER FLANGE
The cover flange (one for each side of the hub) is installed on the hub
bushing and the trunnion.
Three elastic pins hold the cover flange and the shim in position on the
trunnion.
COVER
The cover (one for each side of the hub) is installed on the longer arm
of the tail rotor hub.
The adhesive attaches the cover to the hub arm.
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Section 7
System description
Tail Rotor (Chap 64)
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Section 7
System description
Tail Rotor (Chap 64)
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TAIL ROTOR
HUB AND
BLADE
ASSEMBLY
PITCH CHANGE
MECHANISM
TAIL
ROTOR
BLADE
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Section 7
System description
Tail Rotor (Chap 64)
TAIL ROTOR
HUB
TRUNNION
RETENTION
STRAP PIN
PIN
COVER
ELASTIC
PIN
RETENTION
STRAP
ICN-0B-C-157000-G-00001-04814-A-01-1
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Section 7
System description
Tail Rotor (Chap 64)
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WEIGHTS
COVER
WEIGHTS
WEIGHTS
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Section 7
System description
Tail Rotor Drive (Chap 65)
90-DEGREE GEARBOX
The 90-degree gearbox provides a 90 change in the direction of drive
and 2.8 to 1 speed reduction between the input shaft and the output
shaft on which the tail rotor is mounted.
The 90-degree gearbox consists mainly of the case assembly, input
pinion assembly and output shaft assembly.
The 90-degree gearbox is attached to the structure through a mounting sleeve.
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System description
Tail Rotor Drive (Chap 65)
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Section 7
System description
Tail Rotor Drive (Chap 65)
ICN-0B-C-157000-G-00001-04815-A-01-1
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Section 7
System description
Tail Rotor Drive (Chap 65)
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Control/Display
TGB OIL CHIP
caution message
Page 7-374
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Function
Shown when the chip detector detects metal
chips in the lubricating oil of the 90-degree
gearbox.
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NUMBER 2
DRIVE SHAFT
Section 7
System description
Tail Rotor Drive (Chap 65)
NUMBER 3
DRIVE SHAFT
NUMBER 1
DRIVE SHAFT
90 DEGREE GEARBOX
CHIP DETECTOR
ICN-0B-A-157000-G-00001-00852-A-01-1
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System description
Tail Rotor Drive (Chap 65)
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Section 7
System description
Rotor Flight Controls (Chap 67)
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System description
Rotor Flight Controls (Chap 67)
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5
1
2
5
4
6
ICN-0B-C-157000-G-00001-04816-A-01-1
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Section 7
System description
Rotor Flight Controls (Chap 67)
Control/Display
BEEP TRIM switch
Function
Moved right or left - operates the actuator to
obtain lateral trimming of the helicopter.
Moved forward or aft - operates the actuator
to obtain longitudinal trimming of the helicopter.
Controls the pitch of the tail rotor for directional control of the helicopter.
Collective control lever Controls the collective pitch of the main rotor.
Friction knob
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Section 7
System description
Rotor Flight Controls (Chap 67)
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Section 7
System description
Rotor Flight Controls (Chap 67)
MIXING
GROUP
MAGNETIC BRAKE
ARTIFICIAL FEEL
TRIM UNIT
FRICTION
KNOB
PILOT
COLLECTIVE
LEVER
TORQUE
TUBE
CONTROL
TUBE
BEARING
SUPPORT
CO-PILOT
COLLECTIVE
LEVER
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Section 7
System description
Rotor Flight Controls (Chap 67)
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STABILIZATION
ACTUATORS
CONTROL
TUBES
MIXING
GROUP
STABILIZATION
ACTUATORS
SUPPORT
FORWARD
TORQUE TUBE
MAGNETIC BRAKE
ARTIFICIAL FEEL
TRIM UNIT
FRICTION KNOB
PILOT
CYCLIC STICK
CO-PILOT
CYCLIC STICK
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Section 7
System description
Rotor Flight Controls (Chap 67)
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Section 7
System description
Rotor Flight Controls (Chap 67)
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STABILIZATION ACTUATORS
The stabilization actuators stabilize the helicopter in response to electrical control signals supplied by the stabilization system.
MIXING CONTROL SYSTEM
The mixing control system is a conventional rigid type and comprises
a mixing group, control tubes.
The mixing group is installed on the upper deck of the helicopter. It
receives the movements from the cyclic and collective control systems
and transmits them to actuate the servo-actuators.
The main components of the mixing group are the carriage, the support and the mixing lever. The support is attached to the helicopter
structure. The carriage is connected to the support through two links.
The movements transmitted to the carriage from the collective control
system through the control tube cause lenghtwise movement of the
carriage and the change of position of the mixing lever.
The mixing lever has a central body and four arms. A universal joint
and two control tubes connected to two arms of the mixing lever connect the mixing lever to the carriage.
Three control tubes are connected to the arms of the mixing lever to
transmit the movement to the actuator levers.
Refer to Figure 7-143 and Figure 7-145 for the location of the components of the mixing control system and the main rotor servoactuator.
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Section 7
System description
Rotor Flight Controls (Chap 67)
SERVO
ACTUATOR
(only 1 of 3
shown for clarity)
ADJUSTABLE
CONTROL
TUBE
ADJUSTABLE
CONTROL
TUBE
ADJUSTABLE
CONTROL
TUBE
CONTROL
TUBE
MIXING
LEVER
CONTROL
TUBES
CARRIAGE
LINKS
ICN-0B-C-157000-G-00001-04817-A-01-1
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Section 7
System description
Rotor Flight Controls (Chap 67)
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Section 7
System description
Rotor Flight Controls (Chap 67)
SERVO
ACTUATOR
STABILIZATION
ACTUATOR
CONTROLS
CONTROLS TUBES
TUBE
CONTROLS
TUBE
TORQUE TUBE
TAIL ROTOR
PEDALS
CONTROL
TUBE
CONTROL
TUBE
LEVERS
LINK ROD
FRICTION
ADJUSTMENT
UNIT
LEVERS
LINK ROD
MAGNETIC
BRAKE
ARTIFICIAL
FEEL UNIT
ICN-0B-C-157000-G-00001-04850-A-01-1
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Section 7
System description
Rotor Flight Controls (Chap 67)
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Section 7
System description
Rotor Flight Controls (Chap 67)
SWASHPLATE
SERVO-ACTUATOR
SERVO-ACTUATOR
SERVO-ACTUATOR
FWD
ICN-0B-A-157000-G-00001-00874-A-02-1
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Section 7
System description
Rotor Flight Controls (Chap 67)
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Section 7
System description
Power Plant (Chap 71)
POWER PLANT
(Chapter 71)
GENERAL
The power plant installation includes:
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 protected 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 engine installation consists of the two Pratt & Whitney Canada
207C engines (Figure 7-146).
The PW207C is a lightweight, free-turbine, turboshaft engine incorporating a single stage centrifugal compressor driven by a single stage
turbine. Metered fuel from the Fuel Management Module (FMM) is
sprayed into a reverse flow annular combustion-chamber through
twelve fuel nozzles mounted around the gas generator case. A high
ignition unit and fuel spark igniters are used to start combustion. A single-channel Full Authority Digital Electronic Control (FADEC) system
with a mechanical back up FMM ensures accurate control of the
engine output speed and fast response to changes in power demand.
An electrical torque motor located whiting the FMM works in conjunction with the electronic Engine Control Unit (ECU).
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Power Plant (Chap 71)
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LEFT SIDE
NG SPEED
SENSOR
OIL TANK
BREATHER
FUEL
NOZZLE
STARTER
MOUNTING
PAD
No 5 BEARING
PRESSURE
OIL TUBE
BULLS EYE
SHUT-OFF
VALVE
ENGINE
MOUNT
OUTPUT
SHAFT
OIL OUTLET
PRESSURE
TORQUE
SENSOR
ALT SEAL
DRAIN
MAIN OIL
FILTER
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Section 7
System description
Power Plant (Chap 71)
RIGHT SIDE
T6 THERMOCOUPLE
COLD START
VALVE COVER
FUEL FILTER
BULLS EYE
FUEL PUMP
PAD DRAIN
T1 SENSOR
FUEL
MANAGEMENT
MODULE
No 5 BEARING
SCAVENGE TUBE
HYDRAULIC
PUMP PAD
OIL TO AIRFRAME
COOLER
NPT SPEED
SENSOR
GEARBOX MAIN
OIL DRAIN
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Power Plant (Chap 71)
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Inlet air enters through a radial inlet plenum chamber, formed by the
compressor inlet case, where it is directed rearward to the centrifugal
impeller. The high pressure air from the centrifugal impeller passes
through diffuser tubes which turn the air through 90 degrees in direction and convert velocity to static pressure. This high pressure air sorrounds the combustion chamber.
The combustion chamber consists of two annular welded sections
bolted together at the rear end; the outer liner incorporates an integral
exit duct. The liner assembly has perforations of various sizes that
allow entry of compressor delivery air. The flow of air reverses direction as it goes through the compressor and the power turbines.
Fuel is injected into the combustion chamber liner through twelve fuel
nozzles arranged evenly around the gas generator case. The nozzles
are supplied with fuel by a flow divider. The combustion gases expand
from the combustion chamber, reverse direction in the duct zone and
go through the compressor turbine stator and turbine vanes to the single stage compressor turbine. The stator vanes ensure that the
expanding gases impinge on the turbine blades at the correct angle,
with a minimum loss of energy. The still expanding gases continue
rearward to the power turbine stator and turbine. The exhaust gases
from the power turbine are directed through an annular exhaust chamber to the atmosphere.
The power turbine drives the output shaft through a two-stage reduction gearbox located at the front of the engine. The gearbox incorporates a phase-shift torque meter device with sensors which provides
inputs to the ECU for control cockpit indication of engine torque.
All engines driven accessories are mounted on the reduction gearbox.
A gas generator speed sensor is mounted on the upper left section of
the reduction gearbox front housing. This sensor is located directly
over the starter generator drive spur gear. When the spur gear passes
by the sensor, it creates impulses which are transmitted to the ECU.
The operation of the power turbine sensor is the same as the gas generator speed sensor, but this sensor receives its signal from the torque
shaft.
The engine oil supply comes from an integral oil tank.
The engines are installed in a compartment located aft of the main
transmission by means of mounts. The engine compartment is
encloses between two transverse firewalls, while a longitudinal firewall
separates the two engines.
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Section 7
System description
Power Plant (Chap 71)
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Section 7
System description
Power Plant (Chap 71)
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REAR
COWLING
INSPECTION
DOOR
UPPER
COWLING
CENTRAL
BEAM
EXHAUST
EJECTOR
SIDE
COWLING
(LH SHOWN)
(LH SHOWN)
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Section 7
System description
Power Plant (Chap 71)
ENGINE AFT
STRUT
NUMBER 2
ENGINE
MOUNT
NUMBER 1
ENGINE
MOUNT
FORWARD
DECK FITTING
ENGINE
BIPOD
FORWARD
DECK
FITTING
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Section 7
System description
Power Plant (Chap 71)
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REAR FIREWALL
LONGITUDINAL
FIREWALL
FORWARD FIREWALL
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Section 7
System description
Power Plant (Chap 71)
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Section 7
System description
Power Plant (Chap 71)
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Section 7
System description
Air (Chap 75)
AIR
(Chapter 75)
GENERAL
The air system includes the Engine Air Particle Separator system
(EAPS).
The main components of the engine air particle separator system are
shown in Figure 7-149A.
Each particle separator consists of a group of tube assemblies
arranged in parallel and fixed between two aluminium sheets. Each
tube consists of a vortex tube, vortex generator and outlet tube.
The function of the EAPS is to separate the particles of sand, dust,
snow, ice, and other particles present in the air, from the air flow
sucked by the engines through the helicopter air intakes, by means of
the scrolls that are part of the filter itself. This function is needed in
order to prevent erosion of engine compressor blades and unwanted
deposits on engine combustion chamber and other engine parts.
The particles, heavier than air, are moved towards the external walls
from the scrolls centrifugal effect and are carried inside the separator.
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System description
Air (Chap 75)
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From here, they are discharged outboard through the ejectors, activated by pressurized air bled from engine ports.
When the ejectors are not activated, the scrolls are however able to
partially separate the sand (efficiency drops to approximately 50%),
which accumulates inside the separator plenums without being
released outside.
When the entire plenums of the separators are filled, sand is not separated anymore. In this case, the sand will enter the engine through the
inlet, but there is no possibility that the airflow blocks completely,
because the particle separator scrolls are never totally occluded.
The pressure switch senses the bleed air pressure in the relative
bleed line and allows monitoring of the pressure downstream of the
related shut-off valve before it reaches the particle exhaust system in
the particle separator.
The separator cannot be operated during engine ignition, because the
engine, in this phase, does not allow bleeding. Therefore, it is necessary that the engine reaches the IDLE condition, before operating the
relevant EAPS system.
When the particle separator is activated, the copilots EDU displays
the green advisory EAPS ON.
When the particle separator is activated and the pressure switch gives
low pressure, the pilots EDU displays the yellow caution EAPS
PRESS and the MASTER CAUTION illuminates.
When the particle separator is not activated and the pressure switch
gives high pressure, the pilots EDU displays the yellow caution EAPS
PRESS and the MASTER CAUTION illuminates.
The system is powered through the switches that follows:
AW109SP RFM
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No 2
PRESSURE
SWITCH
No 2
BLEED
LINE
No 1
SHUT-OFF
VALVE
Section 7
System description
Air (Chap 75)
No 1
PRESSURE
SWITCH
No 2
SHUT-OFF
VALVE
EJECTOR
No 1
BLEED
LINE
No 1
PARTICLE
SEPARATOR
(Typical)
ICN-0B-A-157000-G-00001-03702-A-01-1
Section 7
System description
Air (Chap 75)
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#1(2) EAPS ON
ICN-0B-C-157000-G-00001-04822-A-01-1
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Section 7
System description
Air (Chap 75)
Controls/displays
EAPS 1 switch
Function
ON - The No 1 shut-off valve is open. When
open, the shut-off valve allow the pressurized
engine bleed air pass through the bleed line
and supply the particle separation operation.
OFF - The No 1 shut-off valve is closed.
EAPS 2 switch
#1 (#2) EAPS ON
advisory message
Section 7
System description
Air (Chap 75)
AW109SP RFM
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Section 7
System description
Engine controls (Chap 76)
ENGINE CONTROLS
(Chapter 76)
GENERAL
The engines are equipped with a single channel Full Authority Digital
Electronic Control (FADEC) system. This system incorporates all the
units that provide for complete automatic and manual control of the
engines.
The block diagram of the engine power control system is shown in Figure 7-150. Refer to Figure 7-151 for the schematic diagram of the
engine power control system.
ENGINE POWER LEVER QUADRANT
The engine power lever quadrant comprises the two power levers,
controlled either manually or electrically through actuators that are in
turn controlled by the Linear Variable Differential Transducers (LVDT).
The transducers are connected to the collective levers.
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Section 7
System description
Engine controls (Chap 76)
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ROTORCRAFT
P3 PNEUMATIC
(bellows)
PLA
MECHANICAL LINKAGE
ENGINE
Wf
NG MECH
DRIVE
NG
SENSOR
DCU
Q/TO
SENSOR
NPT
SENSOR
CLP
SENSOR
FUEL
PUMP/FMM
NR
SENSOR
Pamb
PNEUMATIC
NgC
28 VDC
BATTERY
BUS
Torque Motor
O/S Solenoid
Mode Select Solenoid
Shutdown Solenoid
PMA
REMOTE
EEC
MANUAL/
EEC FAIL
RELAYS
NgA
RS422
POWER
LEVEL
POWER
LEVER BRAKE
RELAYS
ECU
STARTER/
IGNITION
RELAY
TQ
Npt/Q A
TRAINING
RELAY
Npt/Q B
COCKPIT
DISCRETES
T1
RS422
FUEL FILTER
BYPASS
NgC
RS422
ENGINE OUT
Npt/Q C
T6-T1
T6-T1
RGB CHIP
DETECTOR
GSE
IDS
IGNITION
EXCITER
NPT SIGNAL FROM
REMOTE ENGINE
STARTER
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Section 7
System description
Engine controls (Chap 76)
No 2 FUEL MANAGEMENT
MODULE (FMM)
No 1 FUEL MANAGEMENT
MODULE (FMM)
ELECTRICAL CONN
MECHANICAL CONN
No 2 ECU
ENGINE POWER
LEVER QUADRANT
COLLECTIVE
LEVERS
No 1 ECU
LINEAR VARIABLE
DIFFERENTIAL TRANSDUCERS
(LVDT)
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Section 7
System description
Engine controls (Chap 76)
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Section 7
System description
Engine controls (Chap 76)
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Section 7
System description
Engine controls (Chap 76)
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16
ST
4
3
AR T
ST
AR T
1
2
3
6
7
9
11
11
10
15
13
14
13
12
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Section 7
System description
Engine controls (Chap 76)
Control/Display
Function
No 2 engine power
lever
No 1 engine power
lever
LD-SH switch
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Section 7
System description
Engine controls (Chap 76)
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Control/Display
ENG 2 trim switch
Function
Pushed forward - controls the No 2 engine
power lever to increase engine power.
Pushed aft - controls the No 2 engine power
lever to decrease engine power.
Note 1: It is not possible to move electrically
the engine power lever from IDLE to OFF.
Note 2: It is possible to move electrically the
engine power lever from FLIGHT to MAX only
if the ENG 2 CONT switch is in MANUAL
position.
10
TQ LIM push-button
switch
11
12
13
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Section 7
System description
Engine controls (Chap 76)
Control/Display
OEI TNG selector
switch
Function
Allows OEI (One Engine Inoperative) operation for training purposes.
Central position - the OEI function is not
selected.
# 1 - the No 1 engine is inoperative.
# 2 - the No 2 engine is inoperative.
15
16
NR switch
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Section 7
System description
Engine controls (Chap 76)
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Section 7
System description
Engine Indicating (Chap 77)
ENGINE INDICATING
(Chapter 77)
GENERAL
The engine indicating system includes:
The engines supply signals to the ECU which sends the engine data
to the Data Acquisition Unit (DAU).
The DAU supplies engine data to the pilots EDU that displays the primary engine parameters:
TRQ (Torque)
NR (Rotor speed).
The rotor speed data (NR) are sent to the DAU and ECU by a pick-up
located on the main transmission base.
The pilots EDU also displays the engine warning message ENG 1
OUT and ENG 2 OUT when N1 of the related engine is abnormally
low (below 35%). In addition the aural messages ENGINE ONE OUT
and ENGINE TWO OUT are transmitted to the crew through the ICS
system.
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Section 7
System description
Engine Indicating (Chap 77)
24
LIMITER ON
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23
22
TRQ LIMITER
#1 (2) PMS
#1 (2) PLA
#1 (2) PLA MOTOR
RPM SELECT
#1 (2) DCU
#1 (2) OEI TIME
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
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Section 7
System description
Engine Indicating (Chap 77)
Controls/displays
Function
Displayed when the No 1 (2) engine oil pressure is lower or higher than the limits stored
in the DAU.
10
#1 (2) OVSPD
caution message
11
12
13
MGT MATCH
caution message
14
15
16
#1 (2) PMS
caution message
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Section 7
System description
Engine Indicating (Chap 77)
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Controls/displays
Function
17
18
Displayed when a failure of the remote control on the collective stick is detected.
19
RPM SELECT
caution message
20
#1 (2) DCU
caution message
21
22
23
24
LIMITER ON
advisory message
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Section 7
System description
Engine Indicating (Chap 77)
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Section 7
System description
Engine Indicating (Chap 77)
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Section 7
System description
Engine Indicating (Chap 77)
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Section 7
System description
Engine Indicating (Chap 77)
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COMPRESSOR TURBINE
SPEED SENSOR
TORQUE
SENSOR
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Section 7
System description
Engine Indicating (Chap 77)
POWER TURBINE
OUTLET
POWER TURBINE
OUTLET
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Section 7
System description
Engine Indicating (Chap 77)
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Section 7
System description
Image Recording (Chap 97)
IMAGE RECORDING
(Chapter 97)
GENERAL
The optional systems that follow can be installed on the helicopter:
The runway and terrain features during climb, descent and low
altitude maneuvering.
The system includes a video camera and a power supply (Figure 7156).
The video camera is installed below the helicopter nose with a protection fairing. The video camera is a long-wave infrared (8 to 14 m)
camera assembly that has a field of view of 53 horizontal by 40 vertical. The video camera uses heaters to prevent the ice formation on
the lens. The video camera gives a RS-170 output video signal that is
got through advanced Automatic Gain Control (AGC) algorithms. The
video camera sends the RS-170 signal to the power supply.
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System description
Image Recording (Chap 97)
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The power supply, installed in the cockpit, gives the electrical power
and all electrical interfaces to the video camera. The power supply
sends the RS-170 video signal to the cockpit monitor through a coaxial cable. The cockpit monitor shows thermal scenes of the area in
front of the helicopter.
The system is supplied with electrical power from the 28 V dc Number
2 main bus through the EVS circuit breaker.
OPERATION OF THE EXTERNAL VIDEO CAMERA SYSTEM
The external video camera system operates when the PWR and VID
SEL buttons on the bezel of the cockpit monitor are pushed. After the
power-up, approximately 20 s are necessary to have a usable image
on the monitor. During this time a video test pattern is shown for
approximately 5 s followed by the message OK. After approximately
20 s the monitor becomes black momentarily for a NUC cycle and
then a usable image comes in the view.
To see the IR image in the better way the system does an automatic
recalibration at intervals of 4 min. The recalibration process is known
as Non-Uniformity Correction (NUC). The NUC can be seen on the
monitor as a momentary image interruption for approximately 1 s,
while the CAL message comes in the view.
EXTERNAL VIDEO CAMERA SYSTEM CONTROLS AND DISPLAYS
Refer to description of the cockpit monitor (Chapter 31).
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Section 7
System description
Image Recording (Chap 97)
A
B
FAIRING
POWER
SUPPLY
VIDEO
CAMERA
ICN-0B-D-157000-G-00001-05402-A-01-1
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Section 7
System description
Image Recording (Chap 97)
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The runway and terrain features during climb, descent and low
altitude maneuvering.
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Section 7
System description
Image Recording (Chap 97)
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Section 7
System description
Image Recording (Chap 97)
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Section 7
System description
Image Recording (Chap 97)
Control/Display
ZOOM switch
Function
N - Sets the camera field-of-view to 30 horizontal by 22,5 vertical.
W - Sets the camera field-of-view to 53 horizontal by 40 vertical.
NUC switch
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Section 7
System description
Image Recording (Chap 97)
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Rev. 2
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Section 8
Table of Contents
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
TABLE OF CONTENTS
Page
TOWING .......................................................................................... 8-1
TOWING LIMITATIONS.............................................................. 8-1
TAXIING........................................................................................... 8-4
PARKING......................................................................................... 8-5
MOORING ....................................................................................... 8-8
SERVICING ................................................................................... 8-11
Section 8
Table of Contents
AW109SP RFM
Document N109G0040A018
LIST OF FIGURES
Figure
Figure 8-1
Figure 8-2
Figure 8-3
Figure 8-4
Figure 8-5
Figure 8-6
Figure 8-6
Page
Towing..........................................................................8-2
Turning Radius and Ground Clearance .......................8-3
Parking the Helicopter .................................................8-6
All Weather Protective Covers .....................................8-7
Mooring......................................................................8-10
Servicing (Sheet 1 of 2) .............................................8-12
Servicing (Sheet 2 of 2) .............................................8-13
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Section 8
Handling, Servicing
and Maintenence
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
TOWING
The helicopter can be manoeuvred on the ground manually, or by a
suitable vehicle, using the towing bar which can be secured to the
nose wheel bar. The wheel can be steered 40 each side from the
center. A red mark on the left and right sides of the nose fairing indicate the maximum towing angle.
To tow the helicopter proceed as follows:
1. Clear the departure area of support equipment such as work
stands, power units, etc.
2. Disengage the nose gear centering lock by setting the NOSE
WHEEL LOCK lever on the right side of the front console to OFF.
3. Connect the tow bar to the holes of the nose wheel fork.
4. If applicable, remove the wheel chocks.
5. Ensure that the rotor brake is applied.
6. Unlock the main landing gear wheels by releasing the PARK AND
EMER BRAKE lever on the front console.
7. Connect the tow bar to the towing vehicle and tow the helicopter
slowly. Maximum towing speed is limited to 10 km/h, avoid sudden
starts and stops during the towing process.
TOWING LIMITATIONS
Towing must be carried out using towing bar P/N 109-3900-02-123.
Maximum steering angle..................................................... 40 degrees
Maximum towing speed ........................................................... 10 km/h
Section 8
Handling, Servicing
and Maintenance
AW109SP RFM
Document N109G0040A018
NOSE
WHEEL
LOCK
G
WIN
. TO
MAX GLE
AN
MAXIMUM TOWING
ANGLE INDICATOR
PIN
PIN GRIP
TOW BAR
ICN-0B-A-158000-G-00001-00721-A-01-1
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Section 8
Handling, Servicing
and Maintenence
NOSE WHEEL
AT 40
RADIUS
10000 mm
12958 mm
3395 mm
11648 mm
360 mm
ICN-0B-A-158000-G-00001-00722-A-01-1
Section 8
Handling, Servicing
and Maintenance
AW109SP RFM
Document N109G0040A018
TAXIING
Taxiing must only be performed by qualified pilots. Assistance of
ground personnel may be necessary when taxiing in obstructed areas
to aid the pilot by means of visual clearance hand signals.
AW109SP RFM
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Section 8
Handling, Servicing
and Maintenence
PARKING
Refer to Figure 8-3.
CAUTION
Wait at least 5 minutes after pitot heat has
been switched off before installing pitotstatic tube covers. Wait at least 30 minutes
after engine shut-down before installing
engine exhaust duct covers.
Refer the Maintenance Manual for additional
information.
Park the helicopter in desired parking area on a level surface, when
possible. Attach static ground wire and check that all switches are in
OFF or neutral position. During adverse weather conditions install the
approved straps and covers, as required.
For extended parking, disconnect the battery, engage rotor brake, lock
main landing gear wheels by operating PARK AND EMERG BRAKE
handle located on front console. Centre and lock nose wheel by operating the NOSE WHEEL LOCK lever located on the front console.
Close all access doors and panels and install protective covers as
shown in Figure 8-4.
Section 8
Handling, Servicing
and Maintenance
AW109SP RFM
Document N109G0040A018
ENGINE AIR
INTAKE COVERS
ENGINE EXHAUST
DUCT COVERS
WHEEL CHOCKS
PITOT COVERS
ICN-0B-A-158000-G-00001-00723-A-01-1
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MAIN ROTOR
BLADE COVERS
Section 8
Handling, Servicing
and Maintenence
TAIL ROTOR
BLADE COVERS
MAIN ROTOR
BLADE COVERS
VERTICAL
STABILIZER
COVER
RIGHT
ELEVATOR
COVER
TAIL
ROTOR
HUB
COVER
MAIN ROTOR
HUB COVER
TAIL
BOOM
COVER
LEFT
ELEVATOR
COVER
FUSELAGE REAR
SECTION COVER
FUSELAGE NOSE
SECTION COVER
ICN-0B-A-158000-G-00001-00724-A-01-1
Section 8
Handling, Servicing
and Maintenance
AW109SP RFM
Document N109G0040A018
MOORING
The helicopter can be moored on a paved ramp, if available, with suitably spaced tie-down rings, and headed in direction from which forecast wind is expected.
CAUTION
Use this procedure only when the possible
wind velocity is 40 thru 60 Kts.
If forecast wind velocity exceeds 60 Kts, put
helicopter in a sheltered area or in a hangar.
If suitable paved ramp and tie-down rings are not available, park helicopter on an appropriate parking area, headed into wind and use
appropriate mooring anchors or make dead man anchors.
Engage rotor brake, lock main landing gear wheels, center and lock
nose wheel, close all access doors and panels. Remove from parking
area all loose equipment that can be lifted by wind.
To moor the helicopter proceed as follows (Figure 8-5):
a) Fill fuel tanks to capacity.
b) Using screws and washer, install the mooring plate on both sides
of the fuselage.
c) If a paved ramp with suitably spaced tie-down rings is available,
park the helicopter headed in the direction from which the highest
forecast winds are expected.
d) Engage rotor brake by operation ROTOR BRAKE lever located on
overhead console.
e) Lock main landing gear wheels by operating PARK AND EMERG
BRAKE handle located on front console.
f)
Place protective covers on pitot tubes both engine air intakes and
engine exhaust ducts.
AW109SP RFM
Document N 109G0040A018
j)
Section 8
Handling, Servicing
and Maintenence
Install chocks fore and aft of each main landing gear wheel.
k) Using the main rotor blade straps, anchor the main rotor blades to
the main landing gear.
l)
Using appropriate straps anchor the tail rotor blades to the vertical
fins.
m) Secure the tow bar pin holes, mooring plates and main landing
gear legs to tie-down rings with Manila ropes of suitable length.
n) Remove all loose equipment that can be lifted by wind from the
parking area. Secure all support equipment standing in the parking
area.
Section 8
Handling, Servicing
and Maintenance
AW109SP RFM
Document N109G0040A018
C
A
B
A
C
B
A
MOORING PLATE
(TWO REQUIRED)
TOW BAR
PIN HOLES
WASHER
(EIGHT REQUIRED)
SCREW
(EIGHT REQUIRED)
MAIN LANDING
GEAR LEG
ICN-0B-A-158000-G-00001-00725-A-01-1
AW109SP RFM
Document N 109G0040A018
Section 8
Handling, Servicing
and Maintenence
SERVICING
Refer to Figure 8-6 for the servicing points on the helicopter.
REF.
ITEM
Main transmission
Fuel system:
Main tanks
CAPACITY (l)
NOTE
11
Usable:
575
562 liters
90 gearbox
0.24
5.25
Nitrogen.
Main LG: 210.3 psi
Nose LG: 120.4 psi
Nitrogen: 85 psi
Nitrogen
Charge to 427 psi
Nitrogen
Battery
10
Hydraulic reservoir
1.350
N 1 system
10
Hydraulic reservoir
3.032
N 2 system
11
Dampers
0.028
Each system
[1] On the fluid level indicator (refer to detail A of Figure 8-6), make
sure that the level of the fluid is between the green FULL line and
the red REFILL line. If the level indicator position aligns with or on
the red REFILL line, fill the damper with the applicable hydraulic
fluid. Refer to Maintenance Manual.
Section 8
Handling, Servicing
and Maintenance
AW109SP RFM
Document N109G0040A018
2
3
11
10
4
5
6
CHARG
ING
9
8
ICN-0B-C-158000-G-00001-00726-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 8
Handling, Servicing
and Maintenence
Section 8
Handling, Servicing
and Maintenance
AW109SP RFM
Document N109G0040A018
AW109SP RFM
Document N 109G0040A018
Section 9
Table of Contents
SECTION 9
SUPPLEMENTAL PERFORMANCE
INFORMATION
TABLE OF CONTENTS
Page
GENERAL ....................................................................................... 9-1
HELICOPTER CONFIGURATION................................................... 9-1
CRUISE CHARTS ........................................................................... 9-1
EXAMPLE FOR INTERPOLATION AMONG CHARTS .............. 9-2
PERFORMANCE CORRECTION AFTER KIT INSTALLATION ..... 9-3
RANGE AND ENDURANCE ......................................................... 9-59
EXAMPLE WITHOUT WIND..................................................... 9-59
EXAMPLE WITH WIND ............................................................ 9-60
HOVER CEILING - ONE ENGINE INOPERATIVE CHARTS........ 9-63
TORQUE REQUIRED TO HOVER ................................................ 9-65
Section 9
Table of Contents
AW109SP RFM
Document N109G0040A018
LIST OF FIGURES
Page
Figure 9-1
Figure 9-2
Figure 9-3
Figure 9-4
Figure 9-5
Figure 9-6
Figure 9-7
Figure 9-8
Figure 9-9
Figure 9-10
Figure 9-11
Figure 9-12
Figure 9-13
Figure 9-14
Figure 9-15
Figure 9-16
Figure 9-17
Figure 9-18
Figure 9-19
Figure 9-20
Figure 9-21
Figure 9-22
Figure 9-23
Figure 9-24
Figure 9-25
Figure 9-26
Figure 9-27
Figure 9-28
Figure 9-29
Figure 9-30
Figure 9-31
Figure 9-32
Figure 9-33
Figure 9-34
Figure 9-35
Figure 9-36
Figure 9-37
AW109SP RFM
Document N 109G0040A018
Section 9
Table of Contents
Page
Figure 9-38
Figure 9-39
Figure 9-40
Figure 9-41
Figure 9-42
Figure 9-43
Figure 9-44
Figure 9-45
Figure 9-46
Figure 9-47
Figure 9-48
Figure 9-49
Figure 9-50
Figure 9-51
Figure 9-52
Figure 9-53
Figure 9-54
Figure 9-55
Figure 9-56
Figure 9-57
Figure 9-58
Figure 9-59
Figure 9-60
Figure 9-61
Section 9
Table of Contents
AW109SP RFM
Document N109G0040A018
LIST OF TABLES
Page
Table 9-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
SECTION 9
SUPPLEMENTAL PERFORMANCE
INFORMATION
GENERAL
The Supplemental Performance Information contained in this section
is provided for use in conjunction with Section 4 and the Optional
Equipment Supplements, as applicable.
This section contains useful cruise charts to determine:
The Maximum Endurance Cruise: the airspeed required to achieve
the maximum flight time.
The Maximum Range Cruise: the airspeed required to achieve the
maximum range.
The Recommended Cruise: a reasonable increase in airspeed for a
1% increase in specific fuel consumption compared to the Maximum Range Cruise.
It also contains:
Hover Ceiling OEI charts with headwind effect
Torque required to hover IGE and OGE.
HELICOPTER CONFIGURATION
Clean configuration.
CRUISE CHARTS
The cruise charts are based on estimates and flight test data.
These data do not include the effect of bleed air 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 available.
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
Known
Method
DESCRIPTION
Pressure
Altitude (ft)
OAT (C)
TRQ (%)
INTERPOLATION
4000
4000
6000
6000
4000
6000
5000
20
40
20
40
25
25
25
60
60
60
60
60
60
60
IAS (kt)
128
124
122
119
127
121
124
TAS (kt)
135
135
135
135
135
135
135
Fuel
Consumption
(kg/h)
185
188
179
183
186
180
183
Note
To obtain data for a pressure altitude of 5000 ft and an
OAT of 25 C, interpolate linearly for OAT (constant pressure altitude) and obtain data for OAT 25 C at pressure
altitude of 4000 ft and of 6000 ft. Then, interpolate linearly
for pressure altitude and obtain the final results at the
pressure altitude of 5000 ft and OAT of 25 C.
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
109G1580A022 Rev.B
End.
Equipment
ECS
PN 109-0813-50
Heater
PN 109-B810-49
External hoist
PN 109-B810-16
Cargo hook
PN 109-0810-31
Snow Skis (including FLG effect)
PN 109-0811-99
Slump protection pads
(including FLG effect)
PN 109-0811-73
Fixed wheeled L/G
PN 109-B811-02
VH = Maximum horizontal speed;
VMR = Maximum range speed;
VRC = Recommended cruise speed
n.i.: no impact on performance
Drag
factor
Range
Supplement
Section 9
Supplemental
Performance Information
[%]
[%]
n.i.
+5% -5%
-5%
n.i.
n.i.
+5% -5%
-5%
-9
-8
-8
n.i.
-7%
-2%
0.1
-3
-2
-2
n.i.
-2%
-1%
0.55
-17
-17
-17
0.55
-17
-17
-17
26
0.45
-15
-15
-15
Level flight
VH
[m ]
kTAS
VMR
n.i.
-10
n.i.
n.i.
-10
0.3
Fuel
cons
VRC
ICN-0B-C-159000-G-A0126-00001-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 0 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-40C
FUEL CONSUMPTION [kg/h]
80 100120 140 160 180 200 220 240 260
180
10
DTQ [%]
DF = 0.5 m2
20
30
40
190
50
180
160
140
160
150
130
MAX RANGE
CRUISE
120
140
130
110
120
100
110
90
100
80
MAX ENDURANCE
70
60
50
HT
EIG
SW
OS
GR
40
0
75 00 80 00 0 00
31 30 2 26240 22
]
[kg
30
20
10
0
TRANSMISSION LIMIT
170
VNE
RECOMMENDED
CRUISE
150
90
80
70
60
50
40
170
30
20
10
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00001-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 0 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-20C
FUEL CONSUMPTION [kg/h]
80 100 120140 160 180 200 220 240 260 280
170
10
DTQ [%]
DF = 0.5 m2
20
30
40
160
170
VNE
150
160
RECOMMENDED
CRUISE
140
150
MAX RANGE
CRUISE
130
120
140
130
110
120
100
110
90
80
MAX ENDURANCE
70
60
OS
GR
50
75
31 00
30 00
2800
]
2600
kg
24200 HT [
2
EIG
30
20
10
100
90
80
70
60
50
40
SW
40
TRANSMISSION LIMIT
180
50
180
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00002-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 0 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=0C
FUEL CONSUMPTION [kg/h]
80 100 120140 160 180 200 220 240 260 280
180
0
10
180
DTQ [%]
DF = 0.5 m2
20
30
40
170
VNE
160
160
RECOMMENDED
CRUISE
150
150
140
140
MAX RANGE
CRUISE
120
130
120
110
110
100
100
90
80
MAX ENDURANCE
70
60
SW
40
75
3100
30
00
28
00
]
26 0
0
kg
2400
T[
22 IGH
E
OS
GR
50
30
20
10
TRANSMISSION LIMIT
130
90
80
70
60
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00003-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 0 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=20C
FUEL CONSUMPTION [kg/h]
90 110 130150 170 190 210 230 250 270
180
0
10
DTQ [%]
DF = 0.5 m2
20
30
40
170
VNE
160
160
RECOMMENDED
CRUISE
150
150
140
140
MAX RANGE
CRUISE
130
120
120
110
110
100
100
90
80
MAX ENDURANCE
70
60
OS
GR
50
30
20
10
90
80
70
60
50
40
75
31 00
30 0
0
28
00
26 0
]
0
[kg
24 0
220 IGHT
E
SW
40
TRANSMISSION LIMIT
130
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00004-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 0 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=40C
FUEL CONSUMPTION [kg/h]
90 110 130150 170 190 210 230 250 270
180
0
10
DTQ [%]
DF = 0.5 m2
20
30
170
VNE
40
160
160
RECOMMENDED
CRUISE
150
150
140
140
MAX RANGE
CRUISE
120
130
120
110
110
100
90
80
MAX ENDURANCE
70
60
GR
50
75
31 00
30 0
0
28600
2 0
0
]
24 0
[kg
220 IGHT
E
SW
OS
40
30
20
10
TRANSMISSION LIMIT
100
MCP AEO
130
90
80
70
60
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00005-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 0 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=50C
FUEL CONSUMPTION [kg/h]
90 110 130150 170 190 210 230 250 270 290
170
180
DTQ [%]
0
10
DF = 0.5 m2
20
30
160
40
VNE
160
RECOMMENDED
CRUISE
150
150
140
140
130
MAX RANGE
CRUISE
120
120
110
110
100
100
80
MAX ENDURANCE
70
60
GR
00
30 0
0
28 00
26 0
0
]
24
0
[kg
220 IGHT
E
SW
OS
50
40
31
75
30
20
10
TRANSMISSION LIMIT
90
90
MCP AEO
130
80
70
60
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00006-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 2000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-40C
FUEL CONSUMPTION [kg/h]
70 90 110 130 150 170 190 210 230 250 270
170
10
DTQ [%]
DF = 0.5 m2
20
30
160
40
180
170
VNE
150
160
RECOMMENDED
CRUISE
140
130
150
MAX RANGE
CRUISE
120
140
130
110
120
100
110
100
90
90
80
MAX ENDURANCE
70
80
70
60
60
GR
50
TRANSMISSION LIMIT
50
S
OS
40
75
3100
3000
2800
]
2600
kg
24200 HT [
2
IG
WE
30
20
10
50
180
40
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00007-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 2000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-20C
FUEL CONSUMPTION [kg/h]
80 100120 140 160 180 200 220 240 260
180
0
10
180
DTQ [%]
DF = 0.5 m2
20
30
40
170
VNE
160
160
150
RECOMMENDED
CRUISE
140
140
130
MAX RANGE
CRUISE
120
130
120
110
110
100
100
90
90
80
80
MAX ENDURANCE
70
70
60
OS
GR
50
75
31 0
0
30 0
0
2800
]
2600
kg
24200 HT [
2
EIG
SW
40
30
20
10
TRANSMISSION LIMIT
150
60
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00008-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 2000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=0C
FUEL CONSUMPTION [kg/h]
80 100 120140 160 180 200 220 240 260
180
0
10
DTQ [%]
DF = 0.5 m2
20
30
40
170
VNE
160
160
RECOMMENDED
CRUISE
150
150
140
140
MAX RANGE
CRUISE
130
120
120
110
110
100
90
80
MAX ENDURANCE
70
60
GR
50
SW
75
3100
30800
2 0
0
26
]
00
[kg
24200
2 IGHT
E
OS
40
30
20
10
TRANSMISSION LIMIT
130
100
90
80
70
60
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00009-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 2000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=20C
FUEL CONSUMPTION [kg/h]
80 100 120140 160 180 200 220 240 260 280
180
DTQ [%]
170
VNE
0
10
DF = 0.5 m2
20
30
40
160
160
150
RECOMMENDED
CRUISE
150
140
140
MAX RANGE
CRUISE
120
130
120
110
110
100
90
80
MAX ENDURANCE
70
60
S
OS
30
20
10
90
80
70
60
40
00
30 0
0
28 0
0
26 0
0
]
24 0
[kg
220 IGHT
WE
40
100
50
GR
50
TRANSMISSION LIMIT
130
31
75
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00010-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 2000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=40C
FUEL CONSUMPTION [kg/h]
80 100 120140 160 180 200 220 240 260 280
180
0
10
DTQ [%]
DF = 0.5 m2
20
30
160
160
40
150
RECOMMENDED
CRUISE
150
140
140
130
MAX RANGE
CRUISE
120
120
110
110
100
100
90
90
80
80
MAX ENDURANCE
60
GR
OS
50
75
31 00
30800
2
00
26 00
]
24 0
[kg
220 IGHT
E
SW
40
30
20
10
70
TRANSMISSION LIMIT
70
MCP AEO
130
60
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00011-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 2000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=50C
FUEL CONSUMPTION [kg/h]
90 110130 150 170 190 210 230 250 270
180
0
DTQ [%]
DF = 0.5 m2
10
20
160
30
150
160
RECOMMENDED
CRUISE
150
140
130
140
MAX RANGE
CRUISE
120
120
110
110
100
100
90
90
80
80
MAX ENDURANCE
70
70
60
GR
OS
50
00
30 0
0
28
00
26
]
00
[kg
2400
22 IGHT
E
SW
40
30
20
10
50
TOP AEO
60
MCP AEO
130
31
75
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00012-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 4000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-40C
FUEL CONSUMPTION [kg/h]
70 90 110 130 150 170 190 210 230 250
180
0
10
DTQ [%]
DF = 0.5 m2
20
30
180
40
160
150
RECOMMENDED
CRUISE
140
130
150
140
MAX RANGE
CRUISE
120
110
130
120
110
100
100
90
90
80
80
MAX ENDURANCE
70
70
60
S
OS
GR
50
75
3100
30 0
0
28
00
]
2600
kg
2400
T[
22 IGH
WE
40
30
20
10
TRANSMISSION LIMIT
170
VNE
160
60
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00013-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 4000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-20C
FUEL CONSUMPTION [kg/h]
70 90 110 130 150 170 190 210 230 250 270
180
0
10
DTQ [%]
DF = 0.5 m2
20
30
40
170
VNE
160
160
150
140
130
140
MAX RANGE
CRUISE
120
130
120
110
110
100
100
90
90
80
80
MAX ENDURANCE
70
60
50
OS
GR
75
3100
30
0
0
2800
]
kg
26
T[
00 0
24 220 IGH
E
W
S
40
30
20
10
TRANSMISSION LIMIT
150
RECOMMENDED
CRUISE
70
60
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00014-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 4000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=0C
FUEL CONSUMPTION [kg/h]
70 90 110 130 150 170 190 210 230 250 270
180
170
DTQ [%]
VNE
0
10
DF = 0.5 m2
20
30
40
160
160
150
150
RECOMMENDED
CRUISE
140
130
130
MAX RANGE
CRUISE
120
120
110
110
100
100
90
90
80
80
MAX ENDURANCE
70
60
GR
00
30 0
0
28 0
0
26 0
0
]
240
[kg
220 IGHT
E
SW
OS
50
40
31
30
20
10
75
70
TRANSMISSION LIMIT
140
60
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00015-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 4000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=20C
FUEL CONSUMPTION [kg/h]
80 100 120140 160 180 200 220 240 260
180
10
VNE
DTQ [%]
DF = 0.5 m2
20
30
160
40
150
160
RECOMMENDED
CRUISE
150
140
130
140
MAX RANGE
CRUISE
120
120
110
110
100
100
90
90
80
80
70
MAX ENDURANCE
70
GR
75 00
31 30
00
28
00
26 0
0
]
24
[kg
0
220 IGHT
E
SW
OS
50
40
30
20
10
MCP AEO
60
TRANSMISSION LIMIT
130
60
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00016-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 4000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=40C
FUEL CONSUMPTION [kg/h]
80 100120140 160 180 200 220 240 260
180
0
DTQ [%]
DF = 0.5 m2
10
20
160
30
150
160
140
RECOMMENDED
CRUISE
150
130
140
120
MAX RANGE
CRUISE
120
110
110
100
100
90
90
80
80
70
MAX ENDURANCE
70
60
00
30 0
0
2800
26
00
]
240
kg
T[
0
22 IGH
WE
S
OS
50
40
30
20
10
TOP AEO
GR
60
MCP AEO
130
31
75
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00017-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 4000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=50C
FUEL CONSUMPTION [kg/h]
80 100120140 160 180 200 220 240 260
180
170
DTQ [%]
DF = 0.5 m2
10
20
30
150
160
140
RECOMMENDED
CRUISE
150
130
140
120
110
110
100
100
90
90
80
80
MAX ENDURANCE
70
OS
GR
50
60
TOP AEO
60
75
31
00
28 0
0
26
00
]
24
kg
T[
00
22 IGH
E
SW
40
30
20
10
70
30
00
50
40
MAX RANGE
CRUISE
120
MCP AEO
130
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00018-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 6000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-40C
FUEL CONSUMPTION [kg/h]
60 80 100 120 140 160 180 200 220 240260
180
0
10
DTQ [%]
DF = 0.5 m2
20
30
40
170
VNE
160
160
150
140
130
140
MAX RANGE
CRUISE
120
130
120
110
110
100
100
90
90
80
80
MAX ENDURANCE
70
70
GR
60
75
3100
3000
28 0
0
26 0
0
]
24
[kg
0
220 IGHT
E
SW
OS
50
40
30
20
10
TRANSMISSION LIMIT
150
RECOMMENDED
CRUISE
60
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00019-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 6000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-20C
FUEL CONSUMPTION [kg/h]
70 90 110 130 150 170 190 210 230250
180
170
10
DTQ [%]
DF = 0.5 m2
20
30
170
VNE
40
160
160
150
150
RECOMMENDED
CRUISE
140
140
130
110
120
110
100
100
90
90
80
80
MAX ENDURANCE
70
60
GR
OS
50
00
30 0
0
28 0
0
26 0
0
]
24 0
[kg
220 IGHT
E
SW
40
30
20
10
31
75
70
60
50
40
MAX RANGE
CRUISE
120
TRANSMISSION LIMIT
130
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00020-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 6000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=0C
FUEL CONSUMPTION [kg/h]
70 90 110 130 150 170 190 210 230 250
180
10
VNE
DTQ [%]
DF = 0.5 m2
20
30
160
40
150
160
140
RECOMMENDED
CRUISE
150
140
130
120
MAX RANGE
CRUISE
120
110
110
100
100
90
90
80
80
MAX ENDURANCE
70
70
60
GR
SW
OS
50
75 00
31 30 0
0
28
00
26 0
0
]
240
[kg
220 IGHT
E
40
30
20
10
TRANSMISSION LIMIT
130
60
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00021-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 6000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=20C
FUEL CONSUMPTION [kg/h]
70 90 110 130 150 170 190 210 230 250 270
160
180
DTQ [%]
0
DF = 0.5 m2
10
20
VNE
30
150
160
140
RECOMMENDED
CRUISE
150
130
140
120
110
MAX RANGE
CRUISE
120
100
100
90
90
80
80
MAX ENDURANCE
70
60
GR
50
SW
OS
00
30 0
0
28
00
26 0
]
0
kg
2400
T[
22 IGH
E
40
30
20
10
31
75
TRANSMISSION LIMIT
110
MCP AEO
130
70
60
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00022-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 6000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=40C
FUEL CONSUMPTION [kg/h]
70 90 110130 150 170 190 210 230 250 270
180
0
DTQ [%]
DF = 0.5 m2
10
20
VNE
150
30
140
160
RECOMMENDED
CRUISE
150
130
140
120
110
120
MAX RANGE
CRUISE
110
100
90
100
80
90
80
MAX ENDURANCE
60
GR
SW
OS
50
75
31 000
3
00 0
28 60
2
00
]
24
kg
T[
00
22 IGH
E
40
30
20
10
TOP AEO
70
70
60
MCP AEO
130
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00023-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 8000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-40C
FUEL CONSUMPTION [kg/h]
60 80 100 120 140 160 180 200 220240260
180
DTQ [%]
170
VNE
170
10
DF = 0.5 m2
20
30
40
160
160
150
150
140
RECOMMENDED
CRUISE
140
130
110
120
110
100
100
90
90
80
80
MAX ENDURANCE
70
60
GR
SW
OS
50
75
3100
30 0
0
2800
26 0
0
]
24 0
[kg
220 IGHT
E
40
30
20
10
70
60
50
40
MAX RANGE
CRUISE
120
TRANSMISSION LIMIT
130
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00024-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 8000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-20C
FUEL CONSUMPTION [kg/h]
60 80 100 120 140 160 180 200 220 240260
180
0
10
DTQ [%]
DF = 0.5 m2
20
30
160
40
150
160
150
140
130
130
MAX RANGE
CRUISE
120
120
110
110
100
100
90
90
80
80
MAX ENDURANCE
70
60
GR
00
75 0
31 3 00
28
00
26 0
0
]
240
[kg
220 IGHT
E
SW
OS
50
40
30
20
10
70
TRANSMISSION LIMIT
140
RECOMMENDED
CRUISE
60
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00025-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 8000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=0C
FUEL CONSUMPTION [kg/h]
60 80 100 120 140 160 180 200 220240260
160
180
DTQ [%]
0
DF = 0.5 m2
10
20
VNE
30
150
160
140
150
RECOMMENDED
CRUISE
140
130
120
110
MAX RANGE
CRUISE
120
110
100
100
90
90
80
70
MAX ENDURANCE
80
70
GR
OS
50
75 0
31 300
00
28
00
26 0
]
0
kg
24 0
T[
0
22 IGH
E
SW
40
30
20
10
MCP AEO
60
TRANSMISSION LIMIT
130
60
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00026-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 8000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=20C
FUEL CONSUMPTION [kg/h]
70 90 110 130 150 170 190 210 230250
180
0
DTQ [%]
DF = 0.5 m2
10
20
VNE
30
150
140
160
RECOMMENDED
CRUISE
150
130
140
120
110
120
MAX RANGE
CRUISE
110
100
90
100
80
90
80
MAX ENDURANCE
60
SW
OS
GR
50
75
31 300000
28
00
26
00
]
kg
24 0
T[
0
22 IGH
E
40
30
20
10
70
60
50
TOP AEO
70
MCP AEO
130
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00027-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 8000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=40C
FUEL CONSUMPTION [kg/h]
70 90 110 130 150 170 190 210 230 250
DTQ [%]
DF = 0.5 m2
10
20
VNE
30
160
150
150
TOP AEO
RECOMMENDED
CRUISE
140
130
120
110
130
TRUE AIR SPEED [kt]
140
100
120
MAX RANGE
CRUISE
110
100
90
80
90
MAX ENDURANCE
80
70
60
70
40
SW
OS
50
50
75
31 00
30 00
28 600
2 0
]
0
2400
[kg
22 IGHT
E
GR
60
40
30
20
170
MCP AEO
180
30
20
10
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00028-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 10000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-40C
FUEL CONSUMPTION [kg/h]
60 80 100 120 140 160 180 200220240260
180
0
10
DTQ [%]
DF = 0.5 m2
20
30
VNE
160
40
150
160
150
140
140
RECOMMENDED
CRUISE
130
120
MAX RANGE
CRUISE
120
110
110
100
100
90
80
MAX ENDURANCE
70
60
GR
50
SW
30
20
10
90
80
70
60
50
40
75
31 00
30 00
28600
2 00
]
24 0
[kg
0
22 IGHT
E
OS
40
TRANSMISSION LIMIT
130
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00029-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 10000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-20C
FUEL CONSUMPTION [kg/h]
60 80 100 120 140 160 180 200 220240260
160
180
DTQ [%]
0
DF = 0.5 m2
10
20
VNE
30
150
160
140
150
130
RECOMMENDED
CRUISE
140
120
110
MAX RANGE
CRUISE
120
110
100
100
90
90
80
MCP AEO
MAX ENDURANCE
70
60
OS
GR
50
00
30
00
28
00
2600
]
24 0
kg
T[
0
22 IGH
E
30
20
10
80
70
60
50
40
30
SW
40
TRANSMISSION LIMIT
130
170
31
75
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00030-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 10000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=0C
FUEL CONSUMPTION [kg/h]
60 80 100 120 140 160 180 200 220240260
180
0
DTQ [%]
DF = 0.5 m2
10
20
150
VNE
30
140
160
150
140
130
RECOMMENDED
CRUISE
120
110
120
MAX RANGE
CRUISE
110
100
100
90
80
90
MAX ENDURANCE
80
70
60
60
S
OS
GR
50
00
30 0
0
28
00
26
00
]
24
kg
T[
00
22 IGH
WE
40
30
20
10
TOP AEO
70
MCP AEO
130
50
40
170
30
31
75
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00031-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 10000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=20C
FUEL CONSUMPTION [kg/h]
60 80 100 120 140 160 180 200 220 240260
150
180
DTQ [%]
0
DF = 0.5 m2
10
20
30
VNE
140
160
130
150
RECOMMENDED
CRUISE
140
120
110
100
120
MAX RANGE
CRUISE
110
100
90
80
90
MAX ENDURANCE
80
MCP AEO
70
60
SW
40
31
00
30 00
28 0
0
26 0
0
]
24
kg
T[
00
22 IGH
E
OS
GR
50
30
20
10
70
60
TOP AEO
130
75
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00032-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 10000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=30C
FUEL CONSUMPTION [kg/h]
60 80 100 120 140 160 180 200 220240260
180
170
DTQ [%]
DF = 0.5 m2
10
20
140
30
VNE
160
150
140
130
120
RECOMMENDED
CRUISE
110
MCP AEO
110
100
90
MAX RANGE
CRUISE
90
TOP AEO
MAX ENDURANCE
80
70
60
OS
GR
50
40
30
20
10
80
70
60
50
40
100
120
75
31
0
0
30 00
]
28 00
26 0
[kg
0
24 200 HT
2
G
EI
W
S
130
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00033-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 12000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-40C
FUEL CONSUMPTION [kg/h]
50 70
180
0
160
VNE
30
150
160
140
150
130
RECOMMENDED
CRUISE
140
120
120
110
MAX RANGE
CRUISE
110
100
100
90
90
80
70
MAX ENDURANCE
80
70
60
OS
GR
50
00
30 0
0
28 0
0
260
]
0
kg
2400
T[
22 IGH
E
SW
40
30
20
10
31
75
TRANSMISSION LIMIT
130
60
50
40
170
DTQ [%]
DF = 0.5 m2
10
20
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00034-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 12000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-20C
FUEL CONSUMPTION [kg/h]
50 70 90 110 130 150 170 190210230250
180
0
DTQ [%]
DF = 0.5 m2
10
20
VNE
150
30
140
160
130
150
140
RECOMMENDED
CRUISE
120
110
120
MAX RANGE
CRUISE
110
100
100
90
80
90
80
70
70
60
OS
GR
50
75
31 0
0
30 0
0
28 00
26 0
0
]
24 0
kg
T[
0
22 IGH
E
SW
40
30
20
10
TRANSMISSION LIMIT
MAX ENDURANCE
MCP AEO
130
60
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00035-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 12000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=0C
170
DTQ [%]
DF = 0.5 m2
10
20
30
140
VNE
160
130
150
RECOMMENDED
CRUISE
140
120
110
100
120
MAX RANGE
CRUISE
110
100
90
80
90
MAX ENDURANCE
80
70
60
SW
OS
GR
50
40
00
26
00
]
24
kg
T[
00
22 IGH
E
30
20
10
TOP AEO
60
70
MCP AEO
130
31
30 75
0
28 0
00
50
40
180
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00036-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 12000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=20C
FUEL CONSUMPTION [kg/h]
60 80 100 120 140 160 180 200220240260
180
0
DTQ [%]
DF = 0.5 m2
10
20
140
30
VNE
160
130
120
150
110
TOP AEO
140
RECOMMENDED
CRUISE
120
MCP AEO
110
100
90
MAX RANGE
CRUISE
70
60
GR
50
OS
40
30
20
10
100
90
80
70
MAX ENDURANCE
80
5
317
00
00
8
30
2
00
]
26 400
kg
2 0
T[
0
22 EIGH
W
130
60
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00037-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 12000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=30C
FUEL CONSUMPTION [kg/h]
60 80 100 120 140 160 180 200220240260
180
DTQ [%]
140
0
DF = 0.5 m2
10
20
30
130
VNE
MCP AEO
160
150
140
120
110
100
120
90
110
80
100
70
TOP AEO
90
80
70
60
50
00
30
00
28 600
2
130
60
OS
GR
50
30
00
24
]
[kg
00 HT
EIG
22
SW
40
40
30
20
10
170
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00038-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 14000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-40C
FUEL CONSUMPTION [kg/h]
50
180
0
90
DTQ [%]
DF = 0.5 m2
10
20
150
30
VNE
140
160
130
150
140
RECOMMENDED
CRUISE
120
110
120
100
MAX RANGE
CRUISE
110
90
100
80
90
80
MAX ENDURANCE
70
60
70
SW
40
75
31 000
3 00
28
00
26
]
00
kg
24 0
T[
0
22 IGH
E
OS
GR
50
30
20
10
TOP AEO
50
60
MCP AEO
130
40
170
70
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00039-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 14000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-20C
FUEL CONSUMPTION [kg/h]
50
180
0
DTQ [%]
DF = 0.5 m2
10
20
140
VNE
160
130
150
120
RECOMMENDED
CRUISE
140
110
100
120
110
MAX RANGE
CRUISE
100
90
MAX ENDURANCE
80
90
80
70
60
60
GR
50
S
OS
00
26
00
]
24
kg
T[
00
22 IGH
WE
40
30
20
10
TOP AEO
70
MCP AEO
130
31
28 300 75
00 0
50
40
170
70 90
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00040-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 14000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=0C
FUEL CONSUMPTION [kg/h]
180
0
140
30
RECOMMENDED
CRUISE
120
TOP AEO
150
140
130
VNE
160
MCP AEO
170
90
DTQ [%]
DF = 0.5 m2
10
20
120
110
100
90
110
100
MAX RANGE
CRUISE
90
MAX ENDURANCE
80
70
80
70
60
50
60
GR
S
OS
50
5
317
00
30
00
28 00
26 400
]
kg
2 0
T[
0
22 EIGH
W
130
40
30
20
10
40
50 70
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00041-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 14000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=20C
FUEL CONSUMPTION [kg/h]
50 70 90 110 130 150 170 190210230250
DTQ [%]
DF = 0.5 m2
10
20
30
160
150
120
VNE
110
130
100
120
90
110
80
100
70
90
80
60
70
50
00
26 0
0
]
24 00
[kg
22 IGHT
E
SW
50
40
30
20
40
280
OS
GR
60
3000
140
130
30
MCP AEO
170
TOP AEO
180
20
10
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00042-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 14000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=30C
FUEL CONSUMPTION [kg/h]
50
130
150
MCP AEO
160
VNE
140
120
110
100
120
90
110
80
100
70
90
60
80
280
50
70
0
260 00
24 0
kg]
220 GHT [
EI
SW
OS
GR
130
60
50
40
30
40
30
170
DTQ [%]
DF = 0.5 m2
0
10
20
TOP AEO
180
70 90
20
20
10
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00043-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 16000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-40C
FUEL CONSUMPTION [kg/h]
40 60 80 100 120 140 160180 220 260
180
0
DTQ [%]
DF = 0.5 m2
10
20
30
140
VNE
160
130
150
120
RECOMMENDED
CRUISE
140
110
100
120
90
110
100
90
MAX RANGE
CRUISE
80
MAX ENDURANCE
70
80
60
50
00
30 00
28 00
26 00
]
kg
24 00
T[
22 IGH
E
W
OS
GR
40
30
20
10
31
75
TOP AEO
60
70
MCP AEO
130
50
40
170
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00044-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 16000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-20C
FUEL CONSUMPTION [kg/h]
30
VNE
160
130
130
120
150
140
140
RECOMMENDED
CRUISE
110
100
120
90
110
80
100
MAX RANGE
CRUISE
MAX
ENDURANCE
90
80
70
70
60
50
75
40
30
OS
40
00
30
0
0
28 00
]
26 00
[kg
24 200 HT
2 EIG
W
GR
50
31
60
170
90
DTQ [%]
DF = 0.5 m2
10
20
TOP AEO
180
MCP AEO
50 70
30
20
10
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00045-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 16000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=0C
FUEL CONSUMPTION [kg/h]
30
160
VNE
150
120
110
140
130
100
120
90
110
80
100
70
90
60
80
3000
130
70
60
50
40
SS
O
GR
40
00
0
0
28 260 240
g]
[k
T
00 H
22 EIG
W
50
30
20
10
30
170
90
DTQ [%]
DF = 0.5 m2
10
20
TOP AEO
180
MCP AEO
50 70
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00046-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 16000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=20C
FUEL CONSUMPTION [kg/h]
50
170
90
DTQ [%]
DF = 0.5 m2
0
10
20
130
120
150
140
110
VNE
100
90
120
110
80
100
70
90
60
80
50
70
40
24
30
]
00
kg
T[
00
22 IGH
E
SW
OS
50
GR
60
260
130
TOP AEO
MCP AEO
160
40
30
20
180
70
20
10
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00047-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 18000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-40C
FUEL CONSUMPTION [kg/h]
40 60 80 100 120 140160180 220 260
0
DTQ [%]
DF = 0.5 m2
10
20
140
30
160
150
VNE
140
130
120
110
RECOMMENDED
CRUISE
130
100
120
90
110
80
100
MAX RANGE
CRUISE
MAX
ENDURANCE
90
80
70
70
60
50
O
GR
50
SS
40
5
317
00
30
00
00
28
26 00
]
kg
24 0
T[
0
22 IGH
WE
60
30
20
10
40
MCP AEO
170
TOP AEO
180
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00048-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 18000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-20C
FUEL CONSUMPTION [kg/h]
40 60 80 100 120 140 160180 220
30
160
150
130
120
VNE
140
260
110
130
100
120
90
110
80
100
70
90
MAX ENDURANCE
80
70
60
50
40
SW
50
00
28
00
26
00
24
]
[kg
00
22 IGHT
E
OS
GR
60
40
30
20
30
MCP AEO
170
DTQ [%]
DF = 0.5 m2
10
20
TOP AEO
180
20
10
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00049-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 18000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=0C
FUEL CONSUMPTION [kg/h]
40 60 80 100 120 140 160180 220 260
170
130
DTQ [%]
DF = 0.5 m2
0
10
20
120
MCP AEO
160
150
140
VNE
TOP AEO
180
110
100
90
120
110
80
100
70
90
MAX ENDURANCE
80
60
60
40
30
SW
OS
50
0
260
00
]
24
kg
T[
00
22 IGH
E
50
GR
70
40
30
20
130
20
10
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00050-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 18000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=20C
FUEL CONSUMPTION [kg/h]
50 70 90 110 130 150 170 210 250
170
DTQ [%]
DF = 0.5 m2
0
10
20
120
160
MCP AEO
140
VNE
100
90
120
80
110
70
100
90
MAX ENDURANCE
60
80
OS
70
40
[k
00
22 IGHT
E
SW
60
50
2400
GR
130
TOP AEO
110
150
50
40
30
20
g]
30
180
20
10
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00051-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 20000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-40C
FUEL CONSUMPTION [kg/h]
40 60 80 100 120 140 180 220
180
0
30
130
160
140
VNE
130
TOP AEO
MCP AEO
120
150
120
110
100
90
110
80
100
70
90
80
60
70
50
40
00
26 400
]
2
[kg
0
220 IGHT
E
SW
OS
50
00
GR
60
28
260
40
30
20
30
170
DTQ [%]
DF = 0.5 m2
10
20
20
10
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00052-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 20000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=-20C
FUEL CONSUMPTION [kg/h]
40 60 80 100 120 140160180 220 260
170
130
DTQ [%]
DF = 0.5 m2
0
10
20
MCP AEO
160
150
140
120
TOP AEO
180
110
VNE
100
110
80
100
70
90
60
80
50
00
26
00
24
]
0
[kg
220 GHT
EI
SW
OS
70
60
50
40
30
40
30
90
120
GR
130
20
20
10
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00053-A-02-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
CRUISE
CLEAN CONFIGURATION
PRESSURE ALTITUDE = 20000 ft
ROTOR SPEED:100%
ELECTRICAL LOAD: 200 A TOTAL
OAT=0C
FUEL CONSUMPTION [kg/h]
40 60 80 100 120 140160180 220 260
180
170
DTQ [%]
DF = 0.5 m2
0
10
20
120
160
110
150
VNE
140
100
80
110
70
100
90
60
70
50
40
60
50
240
2200 HT [kg]
EIG
SS W
80
30
90
120
GRO
130
40
MCP AEO
20
10
TOP AEO
20
30
10
0
0 10 20 30 40 50 60 70 80 90 100110
TORQUE [%]
109G1560A012 rev.B
ICN-0B-C-159400-G-A0126-00054-A-02-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
Known
Method
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
Known
Method
AW109SP RFM
Document N109G0040A018
Section 9
Supplemental
Performance Information
1000
800
17
1 0
1560
14 0
1 0
1230
11 0
1000
90
80
70
60
50
40
60
50
0.8
00
7
e
bl
ila
e
fu
kg
l[
0.6
a
Av
0.4
air
sp
300
200
ue
40
0.2
ee
d[
kt]
0
0
100
200
300
400
500
600
Distance [nm]
5
Ava
4
Endurance [h]
Tr
100
1.2
Distance [km]
400
600
200
ilab
le fu
700
3
el [k
g]
600
500
400
300
200
100
0
140
109-60-195 Rev. A
160
180
200
220
240
Fuel consumption [kg/h]
260
280
ICN-0B-A-159000-G-A0126-00034-A-01-1
Page 9-61
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
10
60
60
D
40
40
30
40
20
50
0
10
50
50
30
60
20
C
20
70
10
80
10
90
100
10
-10
110
12
20
30
-20
13
30
-30
14
-40
15
170
180
160
40
50
-50
WIND
RELATIVE ANGLE
60
109-60-195 Rev. A
-60
ICN-0B-A-159000-G-A0126-00035-A-01-1
11-12-09
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
46
15
50
ROTOR SPEED:102%
ELECTRICAL LOAD: 200 A
66
45
14
Section 9
Supplemental
Performance Information
40
13
12
30
-1
10
25
8
7
20
20
6
30
MA
15
X
OA
T
MI
LI
10
-3
-2
10
35
11
40
1
OAT - [C]
ISA+35
HEADWIND [kt]
0
50
-1
0 BASELINE
-10
-20
-30
20
21
22
109G1560A012 Rev.A
23 24 25 26 27 28 29
GROSS WEIGHT [kg x 100]
30
31
32
ICN-0B-C-159100-G-A0126-00001-A-01-1
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
46
15
66
45
14
40
13
12
35
30
9
25
8
-3
-2
20
-1
0
0
10
15
20
4
30
10
TL
40
OA
IT
IM
OAT - [C]
ISA+35
HEADWIND [kt]
10
MA
11
0
50
-1
0 BASELINE
-10
-20
-30
20
21
109G1560A012 Rev.A
22
23 24 25 26 27 28 29
GROSS WEIGHT [kg x 100]
30
31
32
ICN-0B-C-159100-G-A0126-00002-A-01-1
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
Known
Method
AW109SP RFM
Document N 109G0040A018
Section 9
Supplemental
Performance Information
Example 2
Wanted
Known
Method
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
TORQUE AVAILABLE
TAKE-OFF POWER AEO
HOVER
ROTOR SPEED: 102 %
ELECTRICAL LOAD: 150 A TOTAL
DATA BASIS: FLIGHT TEST
20
60
19
55
0
-3
0
-2
-1
10
18
17
50
16
15
20
12
MA
11
35
AT
XO
10
30
IT
LIM
30
40
13
25
8
7
45
14
20
6
5
15
40
10
3
2
1
OAT - [C]
ISA+35
0
50 55 60 65 70 75 80 85 90 95 100 105 110
TORQUE [%]
NDC109-9000-RFM-015/1
ICN-0B-A-159000-G-A0126-00060-A-02-1
AW109SP RFM
Document N109G0040A018
Section 9
Supplemental
Performance Information
TORQUE AVAILABLE
MAXIMUM CONTINUOUS POWER AEO
HOVER
ROTOR SPEED: 102 %
DATA BASIS: FLIGHT TEST
20
60
19
55
0
-3
0
-2
0
-1
10
18
17
50
16
15
20
12
35
11
10
30
AT
30
XO
MA
25
IT
LIM
40
13
45
14
20
6
5
15
40
10
3
2
1
OAT - [C]
ISA+35
50
40 45 50 55 60 65 70 75 80 85 90 95 100 105
TORQUE [%]
NDC109-9000-RFM-015/1
ICN-0B-A-159000-G-A0126-00061-A-02-1
Page 9-69
Section 9
Supplemental
Performance Information
AW109SP RFM
Document N109G0040A018
ROTOR SPEED:102%
110
50
18
45
16
40
14
35
12
30
10
25
A
IS
-3
-1
-2
10
20
20
HEADWIND [kt]
100
60
50
20
TORQUE [%]
70
80
90
IT
LI
15
30
10
40
OAT - [C]
ISA+35
0
110
80
o
(Carg
2900
0
0
28
Hook
tion)
opera
2700
2600
70
2500
2400
60
2300
2200
2100
E)
GROSS
WEIGHT
60
FT
(O
- [kg]
TRANSMISSION LIMIT
3000
LIMIT
3100
E)
3175
(IG
oo
Cargo H
3200
90
ion
k operat
3F
TORQUE - [%](OGE)
100
50
50
109G1560A012 Rev. A
11-12-09
60
70
80
90
TORQUE - [%]
100
110
ICN-0B-C-159000-G-A0126-00062-A-01-1