Flight Manual A109S PDF

A109S RFM Section 1
Document N109G0040A013 Table of Contents
SECTION 1
LIMITATIONS
TABLE OF CONTENTS
Page
GENERAL ....................................................................................... 1-1
BASIS OF CERTIFICATION ........................................................... 1-1
TYPES OF OPERATION ................................................................. 1-1
MINIMUM FLIGHT CREW............................................................... 1-1
NUMBER OF SEATS ...................................................................... 1-1
WEIGHT LIMITATIONS................................................................... 1-2
CENTER OF GRAVITY LIMITATIONS ........................................... 1-2
AIRSPEED LIMITATIONS............................................................... 1-7
GROUND SPEED LIMITATIONS .................................................... 1-7

ON CONCRETE OR EVEN SURFACES.................................... 1-7
ON UNPREPARED OR UNEVEN SURFACES.......................... 1-7
WIND SPEED LIMITATIONS FOR ROTOR STARTING AND

STOPPING ...................................................................................... 1-7
ALTITUDE LIMITATIONS ............................................................. 1-10
AMBIENT AIR TEMPERATURE LIMITATIONS ........................... 1-10
SLOPE LIMITATIONS ................................................................... 1-10
SLIDING DOORS OPENED OR REMOVED ................................ 1-11
EASA Approved 01-06-05 Page 1-i

--- For Training Use Only --- Rev. 1
Section 1 A109S RFM
Table of Contents Document N109G0040A013
Page
POWER PLANT LIMITATIONS.....................................................1-12

GAS GENERATOR SPEED (N1)..............................................1-12
POWER TURBINE SPEED (N2)...............................................1-12
TURBINE OUTLET TEMPERATURE (TOT) ............................1-13
OIL PRESSURE .......................................................................1-14
OIL TEMPERATURE ...............................................................1-14
ENGINE STARTER LIMITATIONS ...........................................1-14
ROTOR LIMITATIONS (NR)..........................................................1-15

POWER-ON (AEO) ...................................................................1-15
POWER-ON (OEI) ....................................................................1-15
POWER-OFF ............................................................................1-15
TRANSMISSION LIMITATIONS....................................................1-16
TORQUE (TRQ)........................................................................1-16
ALL ENGINES OPERATING (AEO) .........................................1-16
ONE ENGINE INOPERATIVE (OEI).........................................1-16
OIL PRESSURE........................................................................1-17
OIL TEMPERATURE ................................................................1-17
FUEL SYSTEM LIMITATIONS ......................................................1-17

FUEL PRESSURE (PSI) ...........................................................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 OILS .....................................1-21
HYDRAULIC SYSTEMS LIMITATIONS ........................................1-22

MAIN FLUID PRESSURE ........................................................1-22
UTILITY SYSTEM - NORMAL - FLUID PRESSURE ...............1-22
UTILITY SYSTEM - EMERGENCY - FLUID PRESSURE ..........1-22
APPROVED FLUIDS ................................................................1-22
Page 1-ii 01-06-05 EASA Approved

Rev. 1 --- For Training Use Only ---
A109S RFM Section 1
Page
GENERATOR LOAD LIMITATIONS ............................................. 1-23
AVIONICS LIMITATIONS.............................................................. 1-23
AUTOMATIC FLIGHT CONTROL SYSTEM LIMITATIONS ......... 1-23

FLIGHT WITH ONE HELIPILOT OPERATIVE ONLY .............. 1-23
FLIGHT DIRECTOR LIMITATIONS .............................................. 1-24

ILS APPROACH ....................................................................... 1-24
FLIGHT DIRECTOR MODES MINIMUM USE HEIGHT (MUH) 1-24
ROTOR BRAKE LIMITATION (IF INSTALLED) ........................... 1-24
MISCELLANEOUS LIMITATIONS ................................................ 1-24

BAGGAGE COMPARTMENT LIMITATIONS ........................... 1-24
PLACARDS .................................................................................. 1-25
INSTRUMENT MARKINGS ........................................................ 1-28
ELECTRONIC DISPLAY UNIT FORMATS ................................... 1-29
EASA Approved 01-06-05 Page 1-iii

--- For Training Use Only ---
Section 1 A109S RFM
LIST OF FIGURES
Figure Page
WEIGHT AND CENTER OF GRAVITY ENVELOPES

Figure 1-1 Weight and Longitudinal CG Envelope.......................1-3
Figure 1-2 Weight and Longitudinal CG Envelope.......................1-4
Figure 1-3 Weight and Lateral CG Envelope ...............................1-5
Figure 1-4 Weight and Lateral CG Envelope ...............................1-6
FLIGHT ENVELOPES
Figure 1-5 Airspeed Limitation Vne (Power-ON)....................... 1-8A
Figure 1-6 Altitude / OAT Envelope .............................................1-9
PLACARDS
Figure 1-7 Cockpit placards (Sheet 1 of 2) ................................1-25
Figure 1-7 Cockpit placards (Sheet 2 of 2) ................................1-26
Figure 1-8 Baggage compartment placards...............................1-27
INSTRUMENTS MARKINGS
Figure 1-9 Airspeed Indicator.....................................................1-28
Figure 1-10 EDU1 - START Mode (AEO) (Typical) .....................1-30
Figure 1-11 EDU1 - CRUISE Mode (AEO) (Typical)....................1-31
Figure 1-12 EDU1 - OEI Mode (Typical) ......................................1-32
Figure 1-13 EDU1 - AUTOROTATION Mode (Typical)................1-33
Figure 1-14 EDU2 - MAIN Mode (Typical) ...................................1-34
Figure 1-15 EDU2 - AUXILIARY Mode (Typical) .........................1-35
Figure 1-16 EDU1 and EDU2 - REVERSIONARY Mode
(Typical) ....................................................................1-36
Figure 1-17 EDU1 - Gas Generator Speed (AEO).......................1-37
Figure 1-18 EDU1 - Gas Generator Speed (OEI) ........................1-38
Figure 1-19 EDU1 - Turbine Outlet Temperature (AEO)..............1-39
Figure 1-20 EDU1 - Turbine Outlet Temperature (OEI) ...............1-40
Figure 1-21 EDU1 - Torque (AEO)...............................................1-41
Figure 1-22 EDU1 - Torque (OEI) ................................................1-42
Figure 1-23 EDU1 - Rotor Power Turbine Speed (AEO) .............1-43
Figure 1-24 EDU1 - Rotor Power Turbine Speed (OEI)...............1-44
Figure 1-25 EDU1 - Rotor Speed (Power-OFF)...........................1-45
Page 1-iv 01-06-05 EASA Approved

A109S RFM Section 1
Figure Page
Figure 1-26 EDU2 (MAIN) - Engine Oil Pressure ........................ 1-46

Figure 1-27 EDU2 (MAIN) - Engine Oil Temperature .................. 1-47
Figure 1-28 EDU2 (MAIN) - Transmission Oil Pressure .............. 1-48
Figure 1-29 EDU2 (MAIN) - Transmission Oil Temperature ........ 1-49
Figure 1-30 EDU2 (MAIN/AUXILIARY) - Main Hydraulic
System Pressure ...................................................... 1-50
Figure 1-31 EDU2 (MAIN) - Fuel Pressure .................................. 1-51
Figure 1-32 EDU2 (AUXILIARY) - Ammeter ................................ 1-52
Figure 1-33 EDU2 (AUXILIARY) - Utility Hydraulic System
Pressure (Normal) .................................................... 1-53
Pressure (Emergency).............................................. 1-54
EASA Approved 01-06-05 Page 1-v

Section 1 A109S RFM
LIST OF TABLES
Table Page
Table 1-1 Authorized Fuels ...........................................................1-18

Table 1-2 Emergency Fuels ..........................................................1-19
Table 1-3 Authorized Lubricating Oils, Type II (5 Centistokes) .....1-20
Table 1-4 Authorized Lubricating Oils ...........................................1-21
Page 1-vi 01-06-05 EASA Approved

A109S RFM Section 1
Document N109G0040A013 Limitations
SECTION 1
LIMITATIONS
GENERAL
Compliance with Section 1 of this manual is mandatory.
The helicopter must also be operated in accordance with the appropri-
ate operating rules.
BASIS OF CERTIFICATION
The helicopter is certified under JAR / FAR 27 as detailed in the Type
Certificate Data Sheet EASA R005.
TYPES OF OPERATION
The A109S helicopter, in its basic configuration, is approved for Day/
Night VFR / IFR operations in non-icing conditions.
No aerobatic manoeuvres are permitted.
MINIMUM FLIGHT CREW

The minimum required flight crew consists of one pilot who shall oper-
ate the helicopter from the right crew seat.
The left crew seat may be used for an additional pilot when the
approved dual controls and co-pilot instruments are installed.
NUMBER OF SEATS
Eight, including the pilot.
EASA Approved 01-06-05 Page 1-1

Section 1 A109S RFM
Limitations Document N109G0040A013
WEIGHT LIMITATIONS
Maximum gross weight for
ground taxiing and towing ......................................... 3205 kg (7066 lb)
Maximum take-off gross weight................................. 3175 kg (7000 lb)
Minimum gross weight for flight................................. 2050 kg (4519 lb)
CENTER OF GRAVITY LIMITATIONS

Longitudinal limits........................................... See Figures 1-1 and 1-2
Lateral limits ................................................... See Figures 1-3 and 1-4
Page 1-2 01-06-05 EASA Approved

A109S RFM Section 1
3400
3330 3430
3200 3175
3249
3000 2970
2910
2800
Gross Weight (kg)
2600
2400 2370
3225
2200
2050
2000
3415 3520
1800
1600
3200 3250 3300 3350 3400 3450 3500 3550
Longitudinal Station (mm)
109G1560A001 REV.A ICN-0B-A-151000-G-A0126-00032-A-01-1
Figure 1-1 Weight and Longitudinal CG Envelope

(metric units)

Section 1 A109S RFM
7500
131,1 135,0
7000 7000
127,9
6548
6500 6415
Gross Weight (lbs)
6000
5500
5225
5000 127,0
4500 4519
134,4 138,6
4000
3500
126 128 130 132 134 136 138 140
Longitudinal Station (in)
109G1560A001 REV.A ICN-0B-A-151000-G-A0126-00033-A-01-1
Figure 1-2 Weight and Longitudinal CG Envelope

(imperial units)
A109S RFM Section 1
3400
-40 40
3200 3175 3175
3000
2800
Gross Weight (kg)
2600 -80 80
2450 C.L 2450

2400
2200
2050 2050
2000
-80 80
1800
1600
-100 -60 -20 20 60 100
Late ral Station (mm)
109G1560A001 REV.A ICN-0B-A-151000-G-A0126-00034-A-01-1
Figure 1-3 Weight and Lateral CG Envelope

(metric units)

Section 1 A109S RFM
7500
-1,6 1,6
7000 7000 7000
6500
Gross Weight (lbs)
6000
-3,1 3,1
5500 5401
5401
C.L
5000
4500 4519 4519

-3,1 3,1
4000
3500
-4,00 -3,00 -2,00 -1,00 0,00 1,00 2,00 3,00 4,00
Late ral Station (in)
109G1560A001 REV.A ICN-0B-A-151000-G-A0126-00035-A-01-1
Figure 1-4 Weight and Lateral CG Envelope

(imperial units)

A109S RFM Section 1
AIRSPEED LIMITATIONS
VNE (Power-ON)............................................................ See Figure 1-5
VNE (Power-OFF / OEI).............................. VNE (Power-ON) - 40 KIAS
Vmini (minimum IFR airspeed).................................................55 KIAS
Maximum landing gear operating airspeed (VLO) ..................140 KIAS
Maximum landing gear extended airspeed (VLE) ...................140 KIAS
Minimum airspeed in autorotation
(without close external reference) ............................................60 KIAS
GROUND SPEED LIMITATIONS
ON CONCRETE OR EVEN SURFACES

Maximum speed for running take-off and landing ................... 40 knots
Maximum taxiing speed (nose wheel unlocked)
- Straight.................................................................................. 20 knots
- Turning .................................................................................. 10 knots
ON UNPREPARED OR UNEVEN SURFACES

Maximum speed for running take-off and landing ................... 20 knots
Maximum taxiing speed (nose wheel unlocked)
- Straight.................................................................................. 20 knots
- Turning .................................................................................. 10 knots
WIND SPEED LIMITATIONS FOR ROTOR STARTING

AND STOPPING
The maximum wind speed for rotor starting and stopping is 40 knots.

Section 1 A109S RFM
This Page Intentionally Left Blank

A109S RFM Section 1
30000
28000
26000
24000
22000
20000
18000
Take-off and Landing
16000
IS
p
A
00 H
14000 15 0
+3
5o
C
12000
10000 p
00 H
8000 10 0
6000
4000
p
DENSITY ALTITUDE [ feet]

0H
2000 5 00
0
-2000
p
-4000 0H
IS
-6000
A
-8000
-10000 4
- 5 4
- 0 3
- 5 3
- 0 2
- 5 2
- 0 1
- 5 1
- 0 5
- 0 5 1 0 1 5 2 0 2 5 3 0 3 5 4 0 4 5 5 0 5 5 6 0 6 5 7 0 7 5 8 0 8 5 9 0 9 5 1 0 0 1 0 5 1 1 0 1 1 5 1 2 0 1 2 5 1 3 0 1 3 5
-50 -40 -30 -20 -10 0 10 20 30 40 50 100 110 120 130 140 150 160 170
OUTSIDE AIR TEMPERATURE [ C] Vne [ KIAS]
109G0290T004/2 Rev.B ICN-0B-A-151000-G-A0126-00036-A-01-1
Figure 1-5 Airspeed Limitation Vne (Power-ON)
EASA Approved 01-06-05 Page 1-8A

Section 1 A109S RFM
Page 1-8B 01-06-05 EASA Approved

A109S RFM Section 1
Figure 1-6 Altitude / OAT Envelope

Section 1 A109S RFM
ALTITUDE LIMITATIONS
Maximum altitude for take-off and landing .....................see Figure 1-6
Maximum operating altitude ...........................................see Figure 1-6
AMBIENT AIR TEMPERATURE LIMITATIONS

Minimum ambient air temperature .................................-25 C (-13 F)
Maximum sea level ambient air temperature ................. 50 C (122 F)
The maximum ambient air temperature for operation decreases with
pressure altitude at the standard lapse rate of 2 C (3.6 F) every
1,000 ft (305 m) up to 20,000 ft (6,095 m).
SLOPE LIMITATIONS
CAUTION
While operating on slopes, care must be

taken to avoid touching tail.
Slope operations are prohibited on surfaces with a slope angle

(degrees) above the following:
Maximum lateral slope angle ..................................................... 10 deg
Maximum longitudinal slope angle ............................................. 10 deg

A109S RFM Section 1
SLIDING DOORS OPENED OR REMOVED

(Applicable only with passenger door modification
P/N 109-0814-35 installed)
Flight with either one or both sliding doors open or removed is prohib-
ited if passenger door modification P/N 109-0814-35 is not installed.
VNE with one or both doors open or removed ..........................75 KIAS
Maximum airspeed for door opening or closing .......................50 KIAS
Note
When passenger cabin doors are open or
removed, check the helicopter Weight and
Balance.
IFR operation is prohibited with either one or both sliding doors locked
in open position or removed.

Section 1 A109S RFM
POWER PLANT LIMITATIONS

The helicopter is powered by two (2) Pratt and Whitney PW207C tur-
boshaft engines.
GAS GENERATOR SPEED (N1)
All Engines Operating (AEO)

Continuous Operation ........................................................50 to 97.1%
Take-Off Range (5 minutes) ............................................97.2 to 99.7%
Maximum.....................................................................................99.7%
Transient (20 seconds)..............................................................104.1%
One Engine Inoperative (OEI)

Continuous Operation ........................................................50 to 99.7%
2.5 minutes Range ........................................................99.8 to 103.0%
Maximum...................................................................................103.0%
Transient (20 seconds)..............................................................104.1%
Note
Transient range must not be used intentionally.
POWER TURBINE SPEED (N2)

Transient ........................................................................................95%
Minimum.........................................................................................99%
Continuous Operation (except takeoff and landing) ............99 to 101%
Take-Off and Landing (below Vy ..................................................102%
Maximum......................................................................................102%
Transient (20 seconds).............................................................. 112.4%

A109S RFM Section 1

Transient ........................................................................................85%
Minimum.........................................................................................90%
Cautionary Range .................................................................90 to 98%
Continuous Operation (except takeoff and landing) ........... 99 to 101%
Take-Off and Landing (below Vy) .................................................102%
Maximum......................................................................................102%
Transient (20 seconds).............................................................. 112.4%
Note
TURBINE OUTLET TEMPERATURE (TOT)
Engine Starting
Maximum at Starting (2 seconds)............................................... 875 C

Maximum Continuous ................................................................ 840 C
Take-Off Range (5 minutes) ............................................ 841 to 900 C
Transient (20 seconds)............................................................. 1000 C

Maximum Continuous ................................................................ 900 C
2.5 minutes Range .......................................................... 901 to 970 C
Transient (20 seconds)............................................................. 1000 C
Note

Section 1 A109S RFM
OIL PRESSURE
Note
The oil pressure limits vary as a function of
the gas generator speed.
Minimum for ground idle....................................... Above lower red line
Continuous Operation .......................................... ..............Green band
(variable as a function of N1)
Cautionary Range .............................................. ..............Yellow bands
(variable as a function of N1)
Transient (10 minutes) .............................................................. 200 psi
Maximum during engine starting ............................................... 200 psi
Note
The engine can operate with oil pressure up
to 200 psi after start or if the oil temperature
drops significantly below 71 C. The opera-
tion at an oil pressure up to 200 psi is per-
mitted for a period of 10 minutes. The oil
pressure will decrease as the oil tempera-
ture rises.
OIL TEMPERATURE
Continuous Operation ....................................................... 10 to 125 C
Maximum.................................................................................... 125 C
ENGINE STARTER LIMITATIONS

The engine starter duty cycle is the following:
- 30 seconds on, 1 minute off;
- 30 seconds on, 1 minute off;
- 30 seconds on, 30 minutes off.

A109S RFM Section 1
ROTOR LIMITATIONS (NR)
POWER-ON (AEO)
Transient ........................................................................................95%
Minimum.........................................................................................99%
Continuous Operation (except take-off and landing)...........99 to 101%
Maximum......................................................................................102%
POWER-ON (OEI)
Transient ........................................................................................85%
Minimum ........................................................................................90%
Cautionary Range .................................................................90 to 98%
Continuous Operation (except take-off and landing)...........99 to 101%
Maximum......................................................................................102%
POWER-OFF
Transient ........................................................................................90%
Minimum.........................................................................................95%
Continuous Operation ......................................................... 95 to 110%
Maximum...................................................................................... 110%

Section 1 A109S RFM
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%
Note
The use of the one engine inoperative (OEI)
2.5 minutes range rating is intended for
emergency use only, when one engine
becomes inoperative due to an actual mal-
function.
OEI operations for maintenance or training
purposes shall be limited to the maximum
continuous OEI power rating.
Note

A109S RFM Section 1
OIL PRESSURE
Minimum...................................................................................... 30 psi
Continuous Operation ........................................................ 30 to 50 psi
Cautionary Range .............................................................. 51 to 70 psi
Maximum..................................................................................... 70 psi
OIL TEMPERATURE
Continuous Operation ......................................................... 0 to 120 C
Maximum.................................................................................... 120 C
FUEL SYSTEM LIMITATIONS
FUEL PRESSURE
Cautionary Range .................................................................. 0 to 7 psi
Continuous Operation .......................................................... 8 to 25 psi
Maximum..................................................................................... 25 psi
FUEL QUANTITY
Total............................................................................................ 460 kg
(575 liters at 0.8 kg/liter)
TOTAL UNUSABLE FUEL

In coordinated flight ...................................................................... 10 kg
(12 liters at 0.8 kg/liter)

Section 1 A109S RFM
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 Applicable
Type Specification
JET A ASTM D1655

JET A-1 ASTM D1655
JP-5 * MIL-T-5624
JP-8 * MIL-T-83133
Note
Fuel grades marked with an * contains 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.
Note
For operations below +4C, the use of anti-
ice additive is authorized but not mandatory
since the helicopter is equipped with an air-
frame anti-ice fuel filter.
Note
For additive requirements and blending pro-
cedures refer to the Pratt & Whitney
PW207C engine manual.

A109S RFM Section 1
EMERGENCY FUELS
Table 1-2 presents a list of fuels approved for emergency use. Emer-
gency fuels should only be used whenever any of the authorized fuels
is not available.
Refer to the Pratt & Whitney PW207C Manual for full details.
Table 1-2 Emergency Fuels
Fuel Type Applicable Restrictions

Specification
Automotive Diesel Arctic Grade Do not use below -15 C (5 F) OAT
CPW 46
Winter Grade Do not use below -7 C (20 F) OAT
Regular Grade Do not use below 5 C (40 F) OAT
Aviation Gasoline MIL-G-5572 Do not use for longer than 150

Grades: 80, 100 hours during any period between
and 100 LL engine overhauls

Section 1 A109S RFM
LUBRICANTS
AUTHORIZED ENGINE OILS

The oils shown in Table 1-3 have been authorized for use with the
PW207C engines.
Table 1-3 Authorized Lubricating Oils, Type II (5 Centistokes)
Applicable Brand Names

Specification (For reference only)
MIL-PRF-23699 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
Engine oil tank capacity is 5.12 liters
(1.34 US Gallon).
Note
Mixing of the different brands and types is
prohibited.

A109S RFM Section 1
AUTHORIZED TRANSMISSION OILS

The oils shown in Table 1-4 have been authorized for use with the
main transmission and the tail rotor gearbox lubrication systems.
Table 1-4 Authorized Lubricating Oils
Designation Specification
BP Turbo oil 2380 MIL-PRF-23699

(formerly EXXON Turbo oil 2380)
Mobil Jet Oil II MIL-PRF-23699
Mobil Jet Oil 254 MIL-PRF-23699
Aeroshell Turbine oil 500 MIL-PRF-23699
Aeroshell Turbine oil 555 DOD-PRF-85734
Aeroshell Turbine oil 560 MIL-PRF-23699
Castrol Aero 5000 MIL-PRF-23699
BP Turbo oil 2197 MIL-PRF-23699
Oils limited to ambient temperature above -40 C (-40 F).
Note
Mixing of oils of different brands and types is
prohibited.

Section 1 A109S RFM
HYDRAULIC SYSTEMS LIMITATIONS
MAIN FLUID PRESSURE

Minimum.................................................................................. 1200 psi
Cautionary Range ...................................................... 1200 to 1400 psi
Continuous Operation ................................................ 1401 to 1600 psi
Maximum................................................................................. 1600 psi
UTILITY SYSTEM - NORMAL- FLUID PRESSURE

Minimum.................................................................................... 500 psi
Cautionary Range .........................................................500 to 1140 psi
Continuous Operation .................................................1141 to 1600 psi
Maximum................................................................................. 1600 psi
UTILITY SYSTEM - EMERGENCY- FLUID PRESSURE

Minimum...................................................................................1140 psi
Maximum................................................................................. 1600 psi
APPROVED FLUIDS
The following hydraulic fluids are approved:
MIL-PRF-5606
MIL-PRF-83282.
Note
Mixing of fluids of different brands and types
is prohibited.

A109S RFM Section 1
GENERATOR LOAD LIMITATIONS

For each generator
Continuous operation ............................................................0 to 160 A
Maximum......................................................................................160 A
Transient (20 seconds).................................................................200 A
AVIONICS LIMITATIONS
OBS mode must not be used coupled with EFIS and Flight Direc-
tor system.
GNS430 and GNS530 systems must not be used for GPS
approach.
AUTOMATIC FLIGHT CONTROL SYSTEM LIMITATIONS

Minimum AFCS configuration
for VFR flight ......................................................... No helipilot required
Minimum AFCS configuration
to start IFR flight ....................................................... Two helipilots and
ATT Hold mode ON
FLIGHT WITH ONE HELIPILOT OPERATIVE ONLY
VFR Flight
Fly attentive up to 128 KIAS and/or 1,000 ft/min rate of climb, and
above 500 ft AGL.
Fly manually in all other conditions.
IFR Flight
The following limitations apply:
Maximum airspeed .................................................................128 KIAS
Maximum rate of climb ....................................................... 1,000 ft/min
Fly attentive above 500 ft AGL.
Fly manually below 500 ft AGL.

Section 1 A109S RFM
FLIGHT DIRECTOR LIMITATIONS
ILS APPROACH
Steepest approach gradient ............................................... 8.4 degrees
FLIGHT DIRECTOR MODES MINIMUM USE HEIGHT (MUH)

All Flight Director modes when
in cruise, climb and descent.................................................500 ft AGL
All Flight Director modes during approach .............................50 ft AGL
ROTOR BRAKE LIMITATION (if installed)

Selection of the rotor brake to the ON position is limited as follows:
Rotor Speed (NR)................................................................ below 40%
MISCELLANEOUS LIMITATIONS
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.

A109S RFM Section 1
PLACARDS
Figure 1-7 Cockpit placards (Sheet 1 of 2)

Section 1 A109S RFM
B APPROVED TYPES OF OPERATION

DAY/NIGHT VFR
DAY/NIGHT IFR
ICING PROHIBITED
C DO NOT APPLY ROTOR

BRAKE ABOVE 40%
ROTOR RPM
D ALT. STATIC
DECREASE ALTIMETER READING BY 80 ft
E IN ALTN POSITION
CLOSE VENTS AND
TURN HEATER/ECS OFF
E IN ALTN POSN
MAINTAIN INST
Only with sliding windows ACCURACY BY
CLOSING
WINDOWS VENTS
AND TURNING
HEATER OFF
ICN-0B-A-151000-G-A0126-00002-A-04-1
Figure 1-7 Cockpit placards (Sheet 2 of 2)

A109S RFM Section 1
Figure 1-8 Baggage compartment placards

Section 1 A109S RFM
INSTRUMENT MARKINGS
87;RNG
ALTN
S
T
A
T
I
C
NORM
0
200 20
AIRSPEED 40
150
KNOTS 60 NE
100 80 NE
ICN-0B-A-151000-G-A0126-00005-A-02-1
Figure 1-9 Airspeed Indicator

A109S RFM Section 1
ELECTRONIC DISPLAY UNIT FORMATS

The EDUs present the following information:
EDU1 EDU2
- N1 - Engine 1 oil pressure
- TOT - Engine 1 oil temperature
- TRQ - Transmission oil pressure
- NR - Transmission oil temperature
- N2 - OAT
- Caution, warning and advisory - Engine 2 oil pressure
messages - Engine 2 oil temperature
- Main hydraulic pressure
- Fuel Quantity
- Fuel Pressure
- Utility hydraulic pressure
- DC current
- DC voltage
- AC voltage
- Fuel flow
- Normal utility hydraulic pressure
- Emergency utility hydraulic
pressure
- Advisory and status mes-
sages
Note
Fuel flow indication should not be used for
flight planning.

Section 1 A109S RFM
The main display formats are:

EDU1 EDU2
- START - MAIN
AEO
- CRUISE OEI - AUXILIARY
AUTOROTATION
AEO
- REVERSIONARY OEI
AUTOROTATION
ON N1 TOT TRQ NR BRT

63 63 440 440 8 8 N2 65 N2
100
OFF DIM
S S
T T I I
A A I I M M D D
R R G G A A L L
T T N N N N E E
CLR
#1 OIL PRES ROTOR LOW #2 OIL PRES
#1 DC GEN XMSN OIL PRES #2 DC GEN
SERVO 1 PARK BRK ON SERVO 2
ENT
ICN-0B-A-151000-G-A0126-00006-A-02-1
Figure 1-10 EDU1 - START Mode (AEO) (Typical)
The START mode of EDU1 is displayed upon initialization and/or

when selected by the START key on EDU1.

A109S RFM Section 1

95.5 95.5 770 770 95 95 N2 100 N2
100
OFF DIM
CLR
#1 OIL PRES BATT HOT #2 OIL PRES
ENT
ICN-0B-A-151000-G-A0126-00007-A-02-1
Figure 1-11 EDU1 - CRUISE Mode (AEO) (Typical)
The CRUISE mode is displayed on EDU1 when selected by the

CRUISE key on EDU1 or automatically when NR exceeds 85% at the
end of the start sequence. The CRUISE mode is displayed on both
EDUs in case of complete loss of secondary data.
The cruise (AEO) format is also presented in the REVERSIONARY
mode.

Section 1 A109S RFM

95.5 0 770 0 95 0 N2 100 N2
100
OFF DIM
O O O
E E E
I I I
CLR
ENG 2 OUT
ENT
ICN-0B-A-151000-G-A0126-00008-A-02-1
Figure 1-12 EDU1 - OEI Mode (Typical)
The OEI mode is a subset of the CRUISE mode and is automatically

displayed if one engine becomes inoperative.
The OEI format is also presented in REVERSIONARY mode.

A109S RFM Section 1

67 67 430 430 0 0 N2 108 N2
100
OFF DIM
CLR
ENT
ICN-0B-A-151000-G-A0126-00009-A-02-1
Figure 1-13 EDU1 - AUTOROTATION Mode (Typical)
The AUTOROTATION mode is automatically displayed when both

engines fail or run at idle, both engine torque inputs are zero and/or in
presence of a NR/N2 split.
The AUTOROTATION format is also presented in REVERSIONARY
mode.

Section 1 A109S RFM
ON ENG 1 OIL XMSN OIL OAT ENG 2 OIL BRT

PSI C PSI C C PSI C
55 65 45 68 +15 55 65
OFF DIM
KG KG
225 FUEL 225
HYD 1 HYD 2
PSI PSI PSI PSI
1450 22 23 1450
CLR
MENU 1/3
POWER
EXIT AUX MAIN CHECK TEST
ENT
ICN-0B-A-151000-G-A0126-00010-A-01-1
Figure 1-14 EDU2 - MAIN Mode (Typical)
The MAIN mode of EDU2 is displayed upon IDS initialization and/or

when selected by the MAIN key on EDU2 and/or when any caution/
warning message appears.

A109S RFM Section 1
ELECTRICS FUEL
ON BRT
118 AMP 123 100 KG/HR 99
27.3 VDC 27.5

OFF DIM
115 VAC 116 225 KG 225
HYDRAULICS
MAIN UTIL
HYD 1 HYD 2 NORM EMER
1450 PSI 1450 1450 PSI 1450
CLR
MENU 1/3
POWER
ENT
ICN-0B-A-151000-G-A0126-00011-A-01-1
Figure 1-15 EDU2 - AUXILIARY Mode (Typical)
The AUXILIARY mode of EDU2 is displayed by pressing the AUX key

on EDU2.
The AUXILIARY page reverts automatically to the MAIN page when
any caution/warning message appears.

Section 1 A109S RFM

100
OFF DIM
ENG 1 OIL XMSN OIL ENG 2 OIL

65 PSI 88 C 65 PSI 88 C 65 PSI 88 C
FUEL SYS 1 1 HYD OIL 2 FUEL SYS 2
CLR
19 PSI 143 KG 1053 PSI 1473 19 PSI 143 KG
SERVO 1 IDS
ENT
ICN-0B-A-151000-G-A0126-00012-A-02-1
Figure 1-16 EDU1 and EDU2 - REVERSIONARY Mode (Typical)
Any EDU reverts to the REVERSIONARY mode when it is manually

commanded by pressing the ON/OFF switch to OFF on the failed EDU
or automatically when a critical failure occurs and is detected by the
healthy EDU.

A109S RFM Section 1

95.5 95.5 770 770 95 95 N2 100 N2
100
OFF DIM
CLR
ENT
N1 N1
TRANSIENT 104.1%
TRANSIENT 104.1%
TAKE-OFF 99.8%
MAX. CONTINUOUS 97.2%

TAKE-OFF 99.8%
MAX. CONTINUOUS 97.2%
50%
50%
0% 0%
CRUISE format (AEO)
START format (AEO) AUTOROTATION format
REVERSIONARY format
ICN-0B-A-151000-G-A0126-00013-A-02-1
Figure 1-17 EDU1 - Gas Generator Speed (AEO)

Section 1 A109S RFM

95.5 0 770 0 95 0 N2 100 N2
100
OFF DIM
O O O
E E E
I I I
CLR
ENG 2 OUT
ENT
N1
TRANSIENT 104.1%
MAX. 2.5 MIN 103%
MAX. OEI CONTINUOUS 99.8%
50%
0%
OEI format
REVERSIONARY OEI format
ICN-0B-A-151000-G-A0126-00014-A-02-1
Figure 1-18 EDU1 - Gas Generator Speed (OEI)

A109S RFM Section 1

95.5 95.5 770 770 95 95 N2 100 N2
100
OFF DIM
CLR
ENT
TOT TOT
TRANSIENT 1000C
TAKE-OFF 900C TAKE-OFF 900C

START LIMIT 875C
MAX. CONTINUOUS 840C MAX. CONTINUOUS 840C
50% 50%
CRUISE format (AEO)
REVERSIONARY format
ICN-0B-A-151000-G-A0126-00015-A-02-1
Figure 1-19 EDU1 - Turbine Outlet Temperature (AEO)

Section 1 A109S RFM

95.5 0 770 0 95 0 N2 100 N2
100
OFF DIM
O O O
E E E
I I I
CLR
ENG 2 OUT
ENT
TOT
TRANSIENT 1000C
MAX. 2.5 MIN 970C
MAX. CONTINUOUS 900C

TRANSIENT 875C
Note
The transient value at starting
(half red dot at 875 C) is
displayed on the scale of the
engine being started, during
the restart phase only.
50%
OEI format
ICN-0B-A-151000-G-A0126-00016-A-02-1
Figure 1-20 EDU1 - Turbine Outlet Temperature (OEI)

A109S RFM Section 1

95.5 95.5 770 770 95 95 N2 100 N2
100
OFF DIM
When TRQ1 + TRQ2 > 215%
XMSN OVTRQ CLR

ENT
TRQ TRQ
TRANSIENT 110% TRANSIENT 110%

TAKE-OFF 107%
MAX. CONTINUOUS 100%

TAKE-OFF 107%
0% 0%
CRUISE format (AEO)
REVERSIONARY format
ICN-0B-A-151000-G-A0126-00017-A-02-1
Figure 1-21 EDU1 - Torque (AEO)

Section 1 A109S RFM

95.5 0 770 0 95 0 N2 100 N2
100
OFF DIM
O O O
E E E
I I I
When TRQ > 162%
CLR
ENG 2 OUT
XMSN OVTRQ
ENT
TRQ
TRANSIENT 173%
MAX. 2.5 MIN 162%
0%
OEI format
ICN-0B-A-151000-G-A0126-00018-A-02-1
Figure 1-22 EDU1 - Torque (OEI)

A109S RFM Section 1

95.5 95.5 770 770 95 95 N2 100 N2
100
OFF DIM
CLR
ENT
N2 NR
TRANSIENT 112.4%
MAX TAKE-OFF
AND LANDING 102%
MAX CONTINUOUS 101%
CONTINUOUS
OPERATION
MINIMUM 99%
TRANSIENT 95%
when NR < 95.5%
+ HORN
ROTOR LOW
+ ROTOR LOW
when NR > 106%
ROTOR HIGH + ROTOR HIGH

20%
START and CRUISE formats (AEO)
when N2 > 112.4% REVERSIONARY format
#1(2) OVSPD
ICN-0B-A-151000-G-A0126-00019-A-02-1
Figure 1-23 EDU1 - Rotor Power Turbine Speed (AEO)

Section 1 A109S RFM
when NR < 95.5% ON N1 TOT TRQ NR BRT

95.5 0 770 0 95 0 N2 100 N2
+ HORN 100
ROTOR LOW OFF DIM

O O O
+ ROTOR LOW E
I
E
I
E
I
when NR > 106% CLR

ENG 2 OUT
ROTOR HIGH + ROTOR HIGH ENT
when N2 > 112.4% M
#1(2) OVSPD
N2 NR
TRANSIENT 112.4%
MAX TAKE-OFF
AND LANDING 102%
CONTINUOUS
OPERATION
99%
MINIMUM 90%
TRANSIENT 85%
20%
OEI format
ICN-0B-A-151000-G-A0126-00021-A-02-1
Figure 1-24 EDU1 - Rotor Power Turbine Speed (OEI)

A109S RFM Section 1

67 67 430 430 0 0 N2 108 N2
100
OFF DIM
CLR
ENT
when NR < 94.5%

+ HORN
ROTOR LOW
+ ROTOR LOW
when NR > 111% N2 NR

ROTOR HIGH + ROTOR HIGH
MAXIMUM 110%
CONTINUOUS
OPERATION
MINIMUM 95%
TRANSIENT 90%
20%
AUTOROTATION format
REVERSIONARY AUTOROTATION format
ICN-0B-A-151000-G-A0126-00020-A-02-1
Figure 1-25 EDU1 - Rotor Speed (Power-OFF)

Section 1 A109S RFM

PSI C PSI C C PSI C
55 65 45 68 +15 55 65
OFF DIM
KG KG
225 FUEL 225
HYD 1 HYD 2
PSI PSI PSI PSI
1450 22 23 1450
CLR
MENU 1/3
POWER
ENT
When engine oil pressure

is outside limits:
ENG OIL #1(2) OIL PRES

120 PSI + WARNING
MAXIMUM
CAUTIONARY
CONTINUOUS
OPERATION
CAUTIONARY
MINIMUM
0 PSI
ICN-0B-A-151000-G-A0126-00022-A-01-1
Figure 1-26 EDU2 (MAIN) - Engine Oil Pressure

A109S RFM Section 1

PSI C PSI C C PSI C
55 65 45 68 +15 55 65
OFF DIM
KG KG
225 FUEL 225
HYD 1 HYD 2
PSI PSI PSI PSI
1450 22 23 1450
CLR
MENU 1/3
POWER
ENT
EXIT AUX MAIN CHECK TEST when engine oil temp. > 125C
#1(2) OIL HOT

M
ENG OIL
130C
MAXIMUM 125C
CONTINUOUS
OPERATION
10C
0C
ICN-0B-A-151000-G-A0126-00023-A-01-1
Figure 1-27 EDU2 (MAIN) - Engine Oil Temperature

Section 1 A109S RFM

PSI C PSI C C PSI C
55 65 45 68 +15 55 65
OFF DIM
KG KG
225 FUEL 225
HYD 1 HYD 2
PSI PSI PSI PSI
1450 22 23 1450
CLR
MENU 1/3
POWER
ENT
when transmission oil pressure < 30 psi
XMSN OIL PRES

+ WARNING
XMSN OIL
100 PSI
MAXIMUM 70 PSI
CAUTIONARY
50 PSI
CONTINUOUS
OPERATION
MINIMUM 30 PSI
0 PSI
ICN-0B-A-151000-G-A0126-00024-A-01-1
Figure 1-28 EDU2 (MAIN) - Transmission Oil Pressure

A109S RFM Section 1

PSI C PSI C C PSI C
55 65 45 68 +15 55 65
OFF DIM
KG KG
225 FUEL 225
HYD 1 HYD 2
PSI PSI PSI PSI
1450 22 23 1450 when transmission oil temp. > 120C
CLR
MENU 1/3
ENT
EXIT AUX MAIN
POWER
CHECK TEST
XMSN OIL HOT
+ WARNING
M
XMSN OIL
130C
MAXIMUM 120C
CONTINUOUS
OPERATION
0C
ICN-0B-A-151000-G-A0126-00025-A-01-1
Figure 1-29 EDU2 (MAIN) - Transmission Oil Temperature

Section 1 A109S RFM
EDU2 - AUXILIARY EDU2 - MAIN
ELECTRICS FUEL ENG 1 OIL XMSN OIL OAT ENG 2 OIL

ON BRT ON BRT
118 AMP 123 100 KG/HR 99 PSI C PSI C C PSI C
55 65 45 68 +15 55 65
27.3 VDC 27.5

OFF DIM OFF DIM
116 225 KG 227
115 VAC
XFEED
HYDRAULICS
KG KG
MAIN UTIL
225 FUEL 225
HYD 1 HYD 2 NORM EMER HYD 1 HYD 2
PSI PSI PSI PSI
1450 PSI 1450 1450 PSI 1450
1450 22 23 1450
CLR CLR
MENU 1/3
MENU 1/3
POWER POWER
EXIT AUX MAIN CHECK TEST EXIT AUX MAIN CHECK TEST
ENT ENT
M M
HYD
MINIMUM
MINIMUM CONTINUOUS MAXIMUM
1200 PSI 1400 PSI 1600 PSI
800 PSI 2000 PSI

CONTINUOUS
CAUTIONARY
OPERATION
ICN-0B-A-151000-G-A0126-00026-A-01-1
Figure 1-30 EDU2 (MAIN/AUXILIARY) - Main Hydraulic System

Pressure

A109S RFM Section 1

PSI C PSI C C PSI C
55 65 45 68 +15 55 65
OFF DIM
KG KG
225 FUEL 225
HYD 1 HYD 2
PSI PSI PSI PSI
1450 22 23 1450
CLR
MENU 1/3
POWER
ENT
FUEL
MINIMUM
CONTINUOUS
7 PSI
MINIMUM MAXIMUM
0 PSI 25 PSI
CONTINUOUS 30 PSI
CAUTIONARY
OPERATION
ICN-0B-A-151000-G-A0126-00027-A-01-1
Figure 1-31 EDU2 (MAIN) - Fuel Pressure

Section 1 A109S RFM
ELECTRICS FUEL
ON BRT
118 AMP 123 100 KG/HR 99
27.3 VDC 27.5

OFF DIM
225 KG 225
115 VAC 116
HYDRAULICS
MAIN UTIL
1450 PSI 1450 1450 PSI 1450
CLR
MENU 1/3
POWER
ENT
AMMETER
MAXIMUM
0 AMP 160 AMP
CONTINUOUS
OPERATION
TRANSIENT
200 AMP
ICN-0B-A-151000-G-A0126-00028-A-01-1
Figure 1-32 EDU2 (AUXILIARY) - Ammeter

A109S RFM Section 1
ELECTRICS FUEL
ON BRT
118 AMP 123 100 KG/HR 99
27.3 VDC 27.5

OFF DIM
225 KG 225
115 VAC 116
HYDRAULICS
MAIN UTIL
1450 PSI 1450 1450 PSI 1450
CLR
MENU 1/3
POWER
ENT
NORM
MINIMUM MAXIMUM
500 PSI 1140 PSI 1600 PSI
300 PSI 2000 PSI
CONTINUOUS
CAUTIONARY OPERATION
ICN-0B-A-151000-G-A0126-00029-A-01-1

Pressure (Normal)

Section 1 A109S RFM
ELECTRICS FUEL
ON BRT
118 AMP 123 100 KG/HR 99
27.3 VDC 27.5

OFF DIM
225 KG 225
115 VAC 116
HYDRAULICS
MAIN UTIL
1450 PSI 1450 1450 PSI 1450
CLR
MENU 1/3
POWER
ENT
EMER
MINIMUM MAXIMUM
300 PSI 1140 PSI 1600 PSI
2000 PSI
CONTINUOUS
OPERATION
ICN-0B-A-151000-G-A0126-00030-A-01-1

Pressure (Emergency)

A109S RFM Section 2
SECTION 2
NORMAL PROCEDURES
TABLE OF CONTENTS
Page
GENERAL ....................................................................................... 2-1
FLIGHT PLANNING ........................................................................ 2-2
EXTERNAL PREFLIGHT CHECKS ................................................ 2-2

GENERAL................................................................................... 2-2
PILOTS PREFLIGHT CHECK.................................................... 2-3
ENGINE PRE-START CHECK ...................................................... 2-17
ENGINE START ............................................................................ 2-24

NORMAL ENGINE START ....................................................... 2-24
QUICK ENGINE START ........................................................... 2-29
DRY MOTORING RUN............................................................. 2-33
SYSTEMS CHECK ....................................................................... 2-35

HYDRAULIC SYSTEMS ........................................................... 2-35
FUEL SYSTEM ......................................................................... 2-36
ELECTRICAL A.C. SYSTEM .................................................... 2-38
MISCELLANEOUS ................................................................... 2-38
HELIPILOT SYSTEM................................................................ 2-40
BEFORE TAKE-OFF CHECKS..................................................... 2-42

Section 2 A109S RFM
Page
GROUND TAXIING........................................................................2-43
TAKE-OFF .....................................................................................2-43
HOVER TAKE-OFF...................................................................2-43
ROLLING TAKE-OFF ...............................................................2-45
IN FLIGHT......................................................................................2-47
FLIGHT DIRECTOR OPERATION (IF INSTALLED) ................2-47
APPROACH AND LANDING ........................................................2-48

VERTICAL LANDING................................................................2-49
RUNNING LANDING ................................................................2-49
SHUTDOWN .................................................................................2-50
POST FLIGHT CHECK..................................................................2-51
FLIGHT HANDLING CHARACTERISTICS ...................................2-52

ENGINE LIMIT GOVERNING ...................................................2-52
CLIMB SPEED ..........................................................................2-53
AUTOROTATIVE DESCENT ....................................................2-53
STEEP APPROACHES AND VERTICAL DESCENT
MANOEUVRES.........................................................................2-53
ADVISORY CAPTIONS DEFINITIONS .........................................2-54

A109S RFM Section 2
LIST OF FIGURES
Figure Page
Figure 2-1 Preflight Check Sequence .......................................... 2-3

Figure 2-2 IGN Circuit Breakers Location .................................. 2-34

Section 2 A109S RFM

01-06-05 A109S RFM Section 2
Document N109G0040A013 Normal Procedures
SECTION 2
NORMAL PROCEDURES
GENERAL
The following procedures are the result of extensive flight tests and
experience with the A109S aircraft. They are intended to ensure that
the level of safety established by the design and certification process
is achieved.
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
exceedance data, fault data, and caution and warning signals which
are stored in a Non-Volatile Memory for subsequent retrieval.

Section 2 A109S RFM
Normal Procedures Document N109G0040A013
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 form 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.
EXTERNAL PREFLIGHT CHECKS

GENERAL
Preflight checks are intended as those checks to be performed by the
pilot in order to ascertain that the helicopter is flightworthy and ade-
quately equipped.
Note
All checks are to be carried out before the first flight
of the day. Checks in blue may be omitted if the
AIRWORTHINESS CHECK has been performed as
per Maintenance Manual. Furthermore, checks
marked with an are required before each flight.
The inspection commences at the nose and continues clockwise
around the helicopter. During the inspection, check that there are no
leaks from overboard drains, that all vents, air intakes and air outlets are
clear of obstructions, and all access panels and antennas are secure.

PILOTS PREFLIGHT CHECK
AREA N1: Helicopter nose

AREA N2: Fuselage - RH side
AREA N3: Tail boom - RH side
AREA N4: Fins, tail gearbox, tail rotor and skid
AREA N5: Tail boom - LH side
AREA N6: Fuselage - LH side
AREA N7: Cabin interior
Figure 2-1 Preflight Check Sequence

Section 2 A109S RFM
The following procedure outlines the pilot walk-around and interior

checks (Figure 2-1):
Main and tail rotor tie-downs : Removed.
Area N1 (Helicopter Nose)

Nose exterior : Condition.
Ventilation air intake : Free of obstruction.
Pitot-static tubes (2) : Cover removed, condition and
free of obstruction.
Nose landing gear : Condition, shock strut extension,
leaks, tire condition and pres-
sure.
Landing light : Condition and cleanliness.
Nose compartment access door : Open.
Avionic components : Condition and secured.
Accumulators : Condition and free of leaks.
Nose compartment access : Secured.
door
Accumulators : Discharge by pressing two rele-
vant 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.
Drains and vents : Condition.

Area N2 (Fuselage - RH side)

Windshield and roof transpar- : Condition and cleanliness.
ent panel
IDS external air temperature sen- : Condition, free of obstruction.
sor
Fuselage exterior : Condition.
Pilot cabin door and window : Condition, cleanliness, seal
retainer and secured.
Antenna(s) : Condition.
Sliding door : Condition, cleanliness of window
and secured.
Sliding door jettison window : Security and condition of win-
dow, seal retainer and emer-
gency markings.
Cowlings and fairings : Condition and secured.
Middle access door : Open.
Servo hydraulic system valves : Check for leaks and status (Red
and filter group button out: filter clogged).
Hydraulic system tanks (2) : Check fluid level and filler cap
for security.
Middle access door : Secured.
Service step : Open, if necessary, to reach
upper part of helicopter.
Main rotor hub and blades : Condition and secured.
Main rotor dampers : Condition and secured.
Check for correct charge indica-
tion.
Main rotor pitch change links : Condition and secured.

Section 2 A109S RFM
Upper anti-collision light : Condition.

HYD. SERVOS access door : Open.
Servo actuator : Condition and leaks.
(actuator with yellow decal)
Main transmission and accesso- : Condition and leaks.
ries (visible area)
Transmission external oil filter : By-pass indication (red button
out: filter clogged).
HYD. SERVOS access door : Secured.
ENGINE OIL COOLER access door : Open.
Cooler blower air intake : Free of obstruction.
Cooler system belt : Condition and secured.
ENGINE OIL COOLER access : Secured.
door
Service step : Open.
Airframe (A/F) fuel filter : Condition and leaks.
Service step : Secured.
Engine air intake screen and : Covers removed; free of dam-
chamber age and/or obstruction.
Engine access door : Open.
Engine area : Check for fuel and/or oil leaks.
Engine oil : Check gauge for oil level.
Engine-transmission drive shaft : Condition.
Engine supports (visible area) : Condition.
Engine access door : Condition, secured.
Fuel filler cap : Secured.
Igniter access door : Open.

Igniter box : Condition.

Engine fire extinguisher bottle : Condition.
Igniter access door : Secured.
Engine fire extinguisher indicator : Check in the red position.
disc
Note
If the indicator disc is not in the red posi-
tion, it means that the relevant bottle has
already been discharged and needs to be
replaced.
Engine exhaust : Cover removed, condition and
free of fuel.
Main landing gear : Condition, shock strut extension,
sure.
Taxi and landing lights : Condition.
Drain and vents lines : Free of obstruction.
Navigation and position lights : Condition.
External Power door : Secured.
Battery door : Secured.
Area N3 (Tailboom - RH side)

Tailboom exterior : Condition.
Lower anti-collision light : Condition.
Stabilizer : Condition and secured.

Section 2 A109S RFM
Area N4 (Fins, tail gearbox, tail rotor and skid)

Tail fin and skid : Condition.
Tail navigation light : Condition.
Tail rotor gearbox access door : Open.
Tail rotor gearbox : Check no leaks.
Tail rotor pitch link control lever : Condition.
Tail rotor gearbox access door : Secured.
Oil filler cap : Secured.
Tail rotor gearbox : Check oil level. Check for leaks.
Tail rotor hub and blades : Condition, cleanliness and free-
dom of flapping.
Tail rotor pitch change mecha- : Condition and secured.
nism
Area N5 (Tailboom - LH side)

Tailboom exterior : Condition.
Stabilizer : Condition and secured.
Tail rotor driveshaft cover : Open.
Tail rotor driveshaft bearings : Condition and secured.
Check for grease leaks.
Tail rotor driveshaft cover : Secured.

Area N6 (Fuselage - LH side)

Fuselage exterior : Condition
Engine exhaust : Cover removed, condition and
free of fuel.
Engine fire extinguisher : Check in the red position.
indicator disc
Note
If the indicator disc is not in the red posi-
tion, it means that the relative bottle has
already been discharged and it needs to be
replaced.
Tail rotor driveshaft support : Open.
access door
Igniter box : Condition.
Engine fire extinguisher bottle : Condition.
Tail rotor middle drive shaft bearings : Check condition.
Verify no marks of slippage.
Door secured.
Access door : Secured.
Baggage compartment door : Open.
Baggage compartment : Cargo (if on board) properly
secured.
Tail rotor hydraulic servo actuator : Check for oil leaks.
BATT RELAY circuit breaker : In.
Access door closed.

Section 2 A109S RFM
Note
The above mentioned circuit breakers are
accessible from baggage compartment
through an inspection door.
Baggage compartment door : Secured.
Engine access door : Open.
Engine area : Check for fuel and/or oil leaks.
Engine oil : Check gauge for oil level.
Engine-transmission drive shaft : Condition.
Engine support (visible area) : Condition.
Engine access door : Condition, secured.
Engine air intake screen and : Cover removed; free of damage
chamber and/or obstruction.
ENGINE OIL COOLER ACCESS : Open.
door
Cooler blower air intake : Free of obstruction.
Cooler system belt : Condition and secured.
ENGINE OIL COOLER : Secured.
ACCESS door
Service step : Open and use to reach upper
part of helicopter.
Main rotor hub and blades : Condition and secured.
Main rotor dampers : Condition and secured.
Check for correct charge indica-
tion.
Main rotor pitch change links : Condition and secured.
Swashplate and driving scissors : Condition and secured.

Main transmission and accesso- : Condition and leaks.

ries (visible area)
Transmission oil access door : Open.
Transmission : Filler cap secured.
Transmission oil : Check correct level. Door
secured.
Note
Transmission oil level must be between the
MIN and the MAX markings.
Transmission oil access door : Secured.
HYD. SERVOS ACCESS door : Open.
Servo actuators : Condition and leaks.
(visible ones: actuator with red
decal and one with blue decal)
HYD. SERVOS ACCESS door : Secured.
Airframe (A/F) fuel filter : Condition and leaks.
Service step : Secured.
Drains and vents lines : Free of obstruction.
Navigation and position lights : Condition.
Main landing gear : Condition, shock strut extension,
sure.
Taxi and landing lights : Condition.
Sliding door jettison window : Security and condition of win-
dow, seal retainer and emer-
gency markings.
Sliding door : Condition, cleanliness, window
secured.
Cowling and fairings : Condition and secured.

Section 2 A109S RFM
Co-pilot cabin door and window : Condition, cleanliness, seal

retainer and secured.
Windshield and roof transpar- : Condition and cleanliness.
ent panel
Area N7 (Helicopter interior)

Cabin interior
Sliding door jettison windows : Security and condition of seal
(RH and LH) retainer and strap.
Sliding doors (RH and LH) : Check correct operation of lock-
ing and mechanical stop devices.
Passenger safety belts : Condition
Cabin interior : Check security of equipment.
Check presence of markings.
Note
Operation with passenger sliding doors open
or removed requires removal or correct
securing of all cabin equipment, installations
and trim panels and that passenger safety
belts be fastened if seats are unoccupied.
First aid kit : Check on board and content.
Cabin fire extinguisher : Charged and secured.
Sliding doors (RH and LH) : Secured.

Cockpit interior
Co-pilot door jettison handle : Correct position and secured.
Co-pilot safety belt and inertia reel : Condition and belt fastened if
seat is unoccupied.
Co-pilot seat : Secured.
Co-pilot flight controls : Condition and secured.
Lower and lateral transparent panels : Cleanliness and integrity.
Co-pilot door : Secured.
Pilot door jettison handle : Correct position and secured.
Pilot safety belt and inertia reel : Condition.
Pilot seat : Secured.
Pilot flight controls : Condition and secured.
Lower and lateral transparent : Cleanliness and integrity.
panels
Landing gear lever : Check DOWN.
Landing gear lever lock : Check in NORMAL position and
wirelocked.
Parking brake : ON (pull out and turn).
Rotor brake lever : Leave disengaged (full forward).
Access door : Secured.
Instruments, panels and breakers : Condition and legibility.
All interior and exterior lights : Check OFF.
PITOT 1 and 2 switches : Check OFF.

Section 2 A109S RFM
For the following checks connect the d.c. supply.
Note
The following checks may require a large elec-
trical consumption. Beware of possible battery
charge depletion if not using external power.
BAT switch : ON.
GEN BUS 1 and GEN BUS 2 : ON.
switches
External Power : Connect (if required).
If external power connected, the
battery is automatically discon-
nected. Check BATT OFF cau-
tion message is displayed.
Landing gear indications : Check down and locked.
Check 3 green lights lit (Nose,
RH, LH).
Accumulators (HYDRAULIC : Check for correct pre-charge
UTILITY NORM / EMER) (427 20 psi).
LH airframe (A/F) fuel filter : Gently drain while respective fuel

pump is operating. Push red but-
ton on filter and check for by-pass
indication and #1 A/F F FLTR
caution message on EDU1.
Note
Fuel is pressurized, therefore drainage
should be carried out by gently pushing red
button. Failure to comply with this advice
could result in some fuel being squirted
around.

LH fuel pump : Drain by raising guard and set-

ting FUEL DRAIN switch,
located in baggage compart-
ment, to VALVE 1 ON (lower
position).
Check for fuel dripping from the
drain and verify FUEL DRAIN 1
caution message displayed on
EDU1.
Set switch to OFF (center posi-
tion).
Verify no fuel dripping and FUEL
DRAIN 1 caution message sup-
pressed.
RH fuel pump : Drain by setting FUEL DRAIN
switch to VALVE 2 ON (upper
position).
Check for fuel dripping from the
drain and verify FUEL DRAIN 2
caution message displayed on
EDU1.
Set switch to OFF (center posi-
tion).
Verify no fuel dripping and FUEL
DRAIN 2 caution message sup-
pressed.
Lower guard.
RH airframe (A/F) fuel filter : Gently drain while respective
fuel pump is operating. Push red
button on filter and check for by-
pass indication and #2 A/F F
FLTR caution message on
EDU1.

Section 2 A109S RFM
Note
Fuel is pressurized, therefore drainage
should be carried out by gently pushing red
button. Failure to comply with this advice
could result in some fuel being squirted
around.
Check following systems for correct operation:

Navigation and anticollision lights.
Landing lights.
Disconnect the d.c. electrical supply.

External Power (if used) : Disconnect.
BAT switch : OFF.
GEN BUS 1 and GEN BUS 2 : Check automatically to OFF.
switches
Pilot door : Secured.

ENGINE PRE-START CHECK
Pedals and seat : Adjust.

Seat belt : Fasten and adjust.
Doors (RH and LH) : Closed and locked.
Jettison mechanism on doors : Check secured.
Landing gear lever : Check DOWN.
Nose wheel lock : ON (lever up).
Parking brake : Check ON.
Cyclic stick : Centered (or positioned to
counter wind) and friction
adjusted.
Collective lever : Fully down and friction adjusted.
Engine Control Panel:
ENG 1 MODE switch : OFF (fully counterclockwise).
ENG 2 MODE switch : OFF (fully counterclockwise).
OEI TNG (OEI training) switch : Off position (centered).
Overhead Panel:
Circuit breakers : All engaged.
BAT switch : ON.
GEN BUS 1 and GEN BUS 2 : ON.
switches
GEN 1 and 2 switches : ON.
External power : Connect (if required).

Section 2 A109S RFM
Note
Be sure that external power source sup-
plies not less than 28 V.
Note
The battery is automatically disconnected
when an external power source is con-
nected to the helicopter. Check that BATT
OFF caution message is displayed on
EDU1 if the external power is used.
Engine power levers : Check FLIGHT.
INV 1 and 2 switches : ON.
LD-SH (Load share) switch : As required.
Note
The LD-SH switch allows the pilot to keep
matched engine TORQUE or TOT, as
required.
Altimeter : Set.
STATIC source switch : NORM and protected.
SERVO (Main hydraulic) : BOTH.
SAS 1 and 2 switches : OFF.
AUTOTRIM switch : AUTOTRIM.
F-TRIM switch : ON.
Electronic Display Units : Check on.
(EDU1 and EDU2)
Note
BOTH EDUs are automatically activated
when the helicopter is electrically powered.

EDU1 : Select MENU, press TEST key

and check the following test
sequences on both EDUs.
Note
The TEST function can also be selected on
EDU2.
EDU1 : The test sequence shall display
the CRUISE format with the fol-
lowing data:
N1 97.4%
TOT 820 C
TRQ 100%
NR / N2 100%
The caution and warning mes-
sages, simulated by the DAU,
shall be presented in the mes-
sage area during the test routine.
Note
During the test, the DAU will activate the
MWL, MCL and the ENG FIRE warning
message; it will also illuminate the engine
power lever grips and the FIRE warning
lights on the engine control panel. If a fail-
ure is detected on engine fire and/or fuel
low detectors, the caution message FIRE
DET and/or F LOW FAIL will appear.

Section 2 A109S RFM
Note
Due to the short length of the EDU Test,
only one of the ENG FIRE messages is
heard. The ENG FIRE message of the sec-
ond engine can be heard by pushing the
MASTER WARNING RESET pushbutton.
EDU2 : The test sequence shall display
the MAIN format with the follow-
ing data:
ENG OIL pressure 50 PSI
ENG OIL temperature 100 C
XMSN OIL pressure 40 PSI
XMSN OIL temperature 100 C
FUEL pressure 20 PSI
Hydraulic oil pressure 1500 PSI
Fuel quantity Decreasing
OAT +25 C
In the advisory area (lower part
of the screen) the test sequence
shall display:
EDU1 and EDU2 software iden-
tification number.
DAU-A and DAU-B software
identification number.
EDU 1 BIT PASS
EDU 2 BIT PASS
DAU-A BIT PASS
DAU-B BIT PASS

EDU1 and EDU2 : After 10 seconds automatically

return to previous selected formats.
EDU1 : Select MENU and enter page 2.
Verify CH-A and CH-B legends to
be green and white respectively.
Pilots ICS : Set to EMER and check func-
tionality.
Aural Warning Generator Test : Set AWG switch on TEST and
maintain. Check the aural mes-
sage TEST OK and after about
6 seconds the vocal alarm oper-
ates in the following sequence:
ROTOR LOW
ENGINE ONE OUT
ENGINE TWO OUT
ENGINE ONE FIRE
ENGINE TWO FIRE
WARNING
ROTOR HIGH
LANDING GEAR
AIRSPEED (*)
TWO HUNDRED FEET
ONE FIFTY FEET
(*) Only helicopters equipped with Aural Warning Generator
P/N 109-0729-96-105.
Note
The vocal alarm message WARNING is
activated when # 1 ECU FAIL, # 2 ECU
FAIL, # 1 OIL PRES, # 2 OIL PRES, XMSN
OIL PRES, XMSN OIL HOT, ROTOR BRK
ON, BAGGAGE SMOKE, NOSE WHL
UNLK, BATT HOT, BATT DISCH or ELEC-
TRICAL are displayed on EDU1.

Section 2 A109S RFM
Note
The test sequence includes the TWO
HUNDRED FEET message, which is not
utilized by the system and is only produced
during the test, being a foreseen option of
the Aural Warning Generator.
ADI stand-by : Flag retracted, erect (operate
PULL TO CAGE knob, if nec-
essary).
Fuel quantity : Check.
RPM switch : Set to 100%.
(on collective grip)
CAUTION
Avoid rapid movement of engine power

levers in order to not damage the internal
mechanism.
# 1 ENG GOV switch : AUTO.
# 2 ENG GOV switch : AUTO.
ENG TRIM toggle switches : Verify the operation, then leave
(on collective grip) the engine power levers in the
FLIGHT position.
Note
Each engine trim toggle switch controls the
respective power lever from MIN to
FLIGHT position when in AUTO mode, and
from MIN to MAX position when in MAN-
UAL mode.

Note
Both engine power levers should always be
operated through the rocker switches
located on the collective grip.
These should 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.
EDU1 : Check #1 PLA and #2 PLA cau-
tion messages suppressed.

Section 2 A109S RFM
ENGINE START
NORMAL ENGINE START

Either engine may be started first. In the following procedure, Engine 1
is started first.
EDU1 : Verify START page is selected.
Engine 1 start
ENG 1 FUEL switch : ON (bar vertical).
FUEL PUMP 1 switch : ON.
Verify FUEL PUMP 1 caution
message suppressed.
Check pressure.
CROSS FEED switch : Check in NORM position.
Verify bar horizontal.
ENG 1 MODE switch : Set to IDLE.
Note
It is recommended to start the engine to
IDLE. Nevertheless, when OAT is above
0 C or during a warm engine start, it is
possible to start to FLIGHT by setting the
ENG MODE switch directly to FLT.
Gas generator speed (N1) : Note N1 increasing and START
legend vertically displayed.
Engine temperature (TOT) : Note TOT increasing and IGN

CAUTION
Monitor engine start and if any of the fol-

lowing occurs:
- lightup is not obtained within 15 seconds

- abnormal noises are heard
- TOT increases beyond start limits
(#1(2) HOT START caution message dis-
played)
- N1 or N2 increase beyond start limits
- engine hangs (stagnation in N1 below 50%)
Abort the start and shutdown the engine by
setting the ENG MODE switch to OFF.
CAUTION
Following an aborted start, perform the fol-

lowing procedure before restarting:
- Allow 30 seconds fuel drain period.

- Perform a 30 seconds DRY MOTORING
RUN.
Refer to Section 1 for engine starter limita-
tions and to this section for DRY MOTOR-
ING RUN procedure.
Engine oil pressure : Check rising.
Note
N1 must be at least 40% in order for the
engine oil pressure to start rising.

Section 2 A109S RFM
Note
During cold starting conditions, the engine
oil pressure can rise up to 200 psi and will
decrease as the oil temperature rises. The
operation at an engine oil pressure up to
200 psi is permitted for a maximum period
of 10 minutes.
Engine oil temperature : Check.
CAUTION
Do not apply power or allow NG to rise

above 90% until engine oil temperature
reaches 10 C.
CAUTION
If the main rotor does not begin to rotate at

N1 = 40%, abort the start by setting the
ENG MODE switch to OFF.
Transmission oil pressure : Check rising.
Note
During cold starting conditions, the trans-
mission oil pressure may temporarily rise
up to 100 psi. Remain at IDLE until the
transmission oil pressure returns below
70 psi whilst the oil temperature increases.
Engine starter : At N1 = 50%, engine starter is
automatically deactivated.
#1 DC GEN caution message
suppressed.
START and IGN legends are
also automatically suppressed.

Main hydraulic system : Check rise in main hydraulic

pressure, when the main rotor
begins to rotate.
Hydraulic utility system : Initially, when accumulators are
(normal and emergency) discharged, as main rotor begins
to rotate, note the activation of
MAIN UTIL CHRG and EMER
UTIL CHRG caution messages.
Note both caution messages are
suppressed when systems are
charged.
Power turbine speed (N2) : Check stabilized to IDLE speed
of 65% 1%.
Note
If the engine was started directly to FLT, the
N2 will stabilize at 100% with the rotor
speed (NR).
Note
Below 85% NR, avoid any cyclic movement
except to prevent hitting blade stops.
Engine and transmission oil : Check pressure and tempera-
ture within limits.
ENG 1 MODE switch : Set to FLT.
NR / N2 : Check stabilized at 100%.

Section 2 A109S RFM
Engine 2 start
Repeat above procedure for engine N2
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.
Engine parameters : Check within limits.
Transmission parameters : Check within limits.
BAT switch : Check ON.
(BATT OFF caution message
displayed if EPU connected).
External power (if used) : Disconnect and close door.
Check EXT PWR ON and BATT
OFF caution messages sup-
pressed.
RAD-MSTR switch : ON.

QUICK ENGINE START

This procedure can be followed whenever the situation requires to
speed up the take-off.
BAT switch : Set to ON.

ENG 1 MODE switch : Set to FLT.
ENG 2 MODE switch : Set to FLT, when GEN 1 load is
160 A or less.
Gas generator speed (N1) : Note increasing N1 and START
Engine temperature (TOT) : Note increasing TOT and IGN
CAUTION
Monitor engines start and if any of the fol-

lowing occurs:

- TOT increases beyond start limits
(#1(2) HOT START caution message dis-
played)
- N1 or N2 increase beyond start limits
Abort the start and shutdown the affected
engine by setting the appropriate ENG
MODE switch to OFF.

Section 2 A109S RFM
CAUTION
Following an aborted start, perform the fol-

lowing procedure before restarting:
- Allow 30 seconds fuel drain period.

- Perform a 30 seconds DRY MOTORING
RUN.
Refer to Section 1 for engine starter limita-
tions and to this section for DRY MOTOR-
ING RUN procedure.
Engine oil pressure : Check rising.
Note
Note
During cold starting conditions, the engine
oil pressure can rise up to 200 psi and will
decrease as the oil temperature rises. The
operation at an engine oil pressure up to
200 psi is permitted for a maximum period
of 10 minutes.
CAUTION
Do not apply power or allow N1 to rise

above 90% until engine oil temperature
reaches 10 C.

CAUTION
If the main rotor does not begin to rotate at

N1 = 40%, abort the start by setting the
ENG MODE switch to OFF.
Transmission oil pressure : Check rising.
Note
During cold starting conditions, the trans-
mission oil pressure may temporarily rise
up to 100 psi. Remain at IDLE until the
transmission oil pressure returns below
70 psi whilst the oil temperature increases.
Engine starters : At N1 = 50%, engine starters are
automatically deactivated.
#1 DC GEN and #2 DC GEN
caution messages suppressed.
START and IGN legends are
also automatically suppressed.
Note
If engine starters do not automatically
deactivate at N1 = 50%, abort the start by
setting the ENG MODE switch to OFF.
Main hydraulic system : Check rise in main hydraulic
pressure, when the main rotor
begins to rotate.

Section 2 A109S RFM
Hydraulic utility system : When accumulators are initially

(normal and emergency) discharged, as main rotor begins
to rotate, note the activation of
MAIN UTIL CHRG and EMER
UTIL CHRG caution messages.
Note both caution messages are
suppressed when systems are
charged.
Note
ture within limits.
RAD-MSTR switch : ON.

DRY MOTORING RUN

The following procedure is used to clear the engine of internally
trapped fuel and vapor, or if there is evidence of a fire within the
engine.
ENG GOV switch : AUTO.

ENG MODE switch : OFF.
Engine power lever (PLA) : OFF.
FUEL PUMP switch : OFF.
ENG FUEL VALVE switch : CLOSED.
IGN circuit breaker : Pull out.
(on overhead circuit breakers
panel - see Figure 2-2 )
Starter pushbutton : Push and hold as necessary.
(on engine power lever)
Gas generator speed (N1) : Note increasing.
Engine temperature (TOT) : Note decreasing.
Starter pushbutton : Release.

Section 2 A109S RFM
87
;RNG
ALTN
S
T
A
T
I
C
NORM
5 5 20 1 2 71/2 71/2 71/2 1 5 20 15

SRCH SRCH
CTL PWR
AUTO
5 5 5 3 3 71/2 71/2 3 3 5
TRIM
ATT
1 1 5 71/2 2 5 5 2 71/2 5 1 5
ENGAGE 1 EXTING 2
5 3 5 1 25 20 25 5 3 5
5 5
ICN-0B-A-152000-G-A0126-00002-A-02-1
Figure 2-2 IGN Circuit Breakers Location

SYSTEMS CHECK
ture within limits.
HYDRAULIC SYSTEMS
SERVO switch : BOTH, check.
(Main Hydraulic) Make small clockwise cyclic
movements, collective and
pedal movements. Pressure
drops must be equal for both
systems (N1 and N2) and
should not exceed 70 psi.
Set to 2 OFF.
SERVO 2 caution message dis-
played on EDU1.
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, discontinu-
ity or cyclic/collective coupling.
Repeat check with system N1
OFF to check system N2.
Then set to BOTH.
Note
Tail rotor boost is furnished by system N1.
When system N2 is being checked, it is
normal for the pedals to be unboosted.

Section 2 A109S RFM
FUEL SYSTEM
CROSS FEED switch : NORM (bar vertical).
FUEL PUMP 1 switch : OFF.
Note fall in fuel N1 pressure
and FUEL PUMP 1 caution mes-
sage displayed on EDU1.
CROSS FEED valve automati-
cally open (bar horizontal) and
XFEED advisory message dis-
played on EDU2.
Note increase in fuel N1 pressure.
Note
When FUEL PUMP 1 (2) is OFF and cross-
feed valve is open, N2 (1) FUEL quantity
box shall appear in magenta.
FUEL PUMP 1 switch : ON.
FUEL PUMP 1 caution message
suppressed.
XFEED advisory message sup-
pressed.
Note fall in fuel N2 pressure
and FUEL PUMP 2 caution mes-
sage displayed on EDU1.
CROSS FEED valve automati-
cally open (bar horizontal) and
XFEED advisory message dis-
played on EDU2.
Note increase in fuel N2 pressure.


Note fall in fuel pressure, activa-
tion of FUEL PUMP 1 caution
message, crossfeed valve still
open (bar horizontal) and
XFEED advisory message still
present. Verify operation of
engine driven fuel pumps by
checking that engine parame-
ters remain stable.
CROSS FEED switch : CLOSED (bar vertical).
XFEED advisory message sup-
pressed.
CROSS FEED switch : NORM (bar horizontal).
FUEL PUMP 1 and 2 switches : ON.
FUEL PUMP 1 and 2 caution
messages out and crossfeed
valve automatically closed (bar
vertical) and XFEED advisory
message suppressed.
CROSS FEED switch : OPEN (bar horizontal).
Check XFEED advisory mes-
sage on EDU2 activated, then
back to NORM (bar vertical).

Section 2 A109S RFM
ELECTRICAL A.C. SYSTEM

INV 1 switch : OFF.
Check INV 1 caution message
displayed.
Check for proper reading (115V)
on both AC systems on EDU2
AUX format.
INV 1 switch : ON.
suppressed.
INV 2 switch : OFF.
displayed.
Check for proper reading (115V)
on both AC systems on EDU2
AUX format.
INV 2 switch : ON.
suppressed.
MISCELLANEOUS
PITOT 1 heat switch : ON.
Check PITOT 1 HEAT advisory
message displayed.
Check current peak on loadmeter.
PITOT 1 heat switch : OFF.
message suppressed.

PITOT 2 heat switch : ON.

message displayed.
Check current peak on loadmeter.
PITOT 2 heat switch : OFF.
message suppressed.
Set communication, navigation frequencies and ICS control panel as
required and check audio panel.
EFIS displays : Adjust brightness as necessary.
COMPASS switch : Select MAG position.
Verify pilot, co-pilot HSI and
magnetic compass read same
heading.
Altimeters : Set and check.
ADI stand-by : Erected and flag retracted.
Cross-check with ADI.
ADI : Erected and flag retracted.
Cross-check with ADI stand-by.
ATT REV pushbutton : Press.
(on pilots EFIS) - Check pushbutton illuminated.
- Check pilots EADI reverts to
VG2.
- Check consistency of new
pilots EADI display with stand-
by instrument.
- Verify ATT 2 advisory message
displayed on pilots EADI.
ATT REV pushbutton : Press again.
(on pilots EFIS)

Section 2 A109S RFM
ATT REV pushbutton : Press.

(on co-pilots EFIS)
- Check pushbutton illuminated.
- Check co-pilots EADI reverts
to VG1.
- Check consistency of new co-
pilots EADI display with stand-
by instrument.
- Verify ATT 1 advisory message
displayed on co-pilots EADI.
ATT REV pushbutton : Press again.
(on co-pilots EFIS)
Flight director (if installed):
SBY pushbutton : Press and check:
(on pilots cyclic stick) - ALL mode controller lights on
(on FD control panel).
- FD FAIL message displayed
on ADI.
Radio altimeter : Check between 0 ft and 5 ft.
Press RA pushbutton and verify
for correct functioning.
HELIPILOT SYSTEM
SAS 1 switch : Set to SAS1.
Check SAS 1 OFF caution mes-
sage suppressed.
sage suppressed.
ATT HOLD switch : Set to OFF.
Check ATTD OFF caution mes-
sage displayed.

Cyclic stick : Move gently.

Motion of cyclic stick will cause
PITCH and ROLL helipilot bars
to move.
Pedals : Move gently.
Motion of pedals will cause YAW
helipilot bar to move.
SAS 1 switch : Set to OFF.
sage displayed.
Cyclic stick : Move gently.
Motion of cyclic stick will cause
PITCH and ROLL helipilot bars
to move.
SAS 2 switch : Set to OFF.
sage displayed.
ATT HOLD switch automatically
trips to ATTD HOLD.
Check ATTD OFF caution mes-
sage suppressed.
sage suppressed.
sage suppressed.
COUPL / DECOUPL switch : Check in COUPL.
Verify FD green advisory mes-
sage displayed on EFIS.
AUTOTRIM switch : Check in AUTOTRIM.
HELIPILOT indicators : Check centered.

Section 2 A109S RFM
BEFORE TAKE-OFF CHECKS

Cockpit lights : As required.
External lights : Check and leave as required.
Taxi and landing lights : As required.
Pitot heat : As required.
CAUTION
Turn both pitot heat ON for flight in visible

moisture and rain regardless of ambient
temperature.
LIM pushbutton : Push, if required, to enable
(on collective grip) FADEC limiter function.
Check LIMITER ON advisory
message displayed.
CAUTION
When engine torque limiter is enabled, the

AEO engine total torque is limited to a com-
bined torque value of 220%. OEI engine
torque value remains at 162%.
Parking brake : OFF.
Check PARK BRK ON caution
message suppressed.
Caution and Warning messages : Check none.

GROUND TAXIING
Nose wheel lock : OFF (lever down).
Collective and cyclic : Increase collective slowly and
move the cyclic stick gently for-
ward to start movement.
Pedal brakes : Check operation.
Pedals : As required, to select direction.
Collective and pedal brakes : To reduce speed and stop, lower
the collective and apply pedal
brakes.
TAKE-OFF
HOVER TAKE-OFF
Nose wheel : Align forward.

Nose wheel lock : ON.
CAUTION
In the event of a self-centering device fail-

ure, retraction of a non-aligned nose wheel
may cause damage.
Flight controls : Apply as necessary to lift the
helicopter to a hover.
Flight instruments : Check.
Hydraulic systems instruments : Check within limits.

Section 2 A109S RFM
Flight controls : Apply as necessary to acceler-

ate and climb to Vy.
Landing gear lever : UP (by 200 ft AGL)
Check gear is retracted and
locked.
CAUTION
Do not operate landing gear at speeds

above 140 KIAS.
Do not fly with landing gear extended at

speeds above 140 KIAS.
MAIN UTIL CHRG caution message : Displayed during landing gear
operation.
Note
NR shall be set to 102% during take-off and
landing in the airspeed range from 0 kts to
75 KIAS and in hovering condition.

ROLLING TAKE-OFF
Nose wheel : Align forward.

CAUTION
In the event of a self-centering device fail-

ure, retraction of a non-aligned nose wheel
may cause damage.
Collective and cyclic : Apply collective and forward
cyclic as necessary to obtain for-
ward speed on the ground.
Apply collective as necessary to
become airborne. Accelerate to
Vy and rotate to desired climb
attitude.
Pedals : Apply as necessary to maintain
direction.
Flight instruments : Check.
Hydraulic systems instruments : Check within limits.
Landing gear lever : UP (by 200 ft AGL)
Check gear is retracted and
locked.

Section 2 A109S RFM
CAUTION

above 140 KIAS.

operation.
Suppressed when landing gear
is locked.
Note
NR shall be set to 102% during take-off and
landing in the airspeed range from 0 kts to
Vy and in hovering condition.

IN FLIGHT
Load Share (LD-SH) switch : As required.
LIM pushbutton : As required.
Landing and taxi lights (if used) : OFF.
LANDING LT ON advisory
message suppressed.
Pitot heat : As required.
CAUTION
Turn both pitot heat on for flight in visible

moisture and in rain, regardless of ambient
temperature.
Altitude : As desired.
Compass : Check all synchronized.
Radios / Navigation : As required.
FLIGHT DIRECTOR OPERATION (IF INSTALLED)
COUPL / DECOUPL
The Flight Director may be used either coupled or decoupled. A
COUPL / DECOUPL switch is provided for that purpose.
When flying coupled, the aircraft is automatically flown in pitch and roll
to satisfy Flight Director commands.
When flying decoupled, the pilot flies the helicopter to satisfy Flight
Director command bars as programmed on the Flight Director Control
Panel. Thus, when in this mode, the pilot should manually maintain
the command bars centered.

Section 2 A109S RFM
APPROACH AND LANDING
Landing gear lever : DOWN and engaged.

Check gear extended and
locked.
If previously activated, LAND-
ING GEAR caution message
suppressed.
CAUTION

above 140 KIAS.
RPM switch : Set to 102%
operation.
(ON only if landing vertically on
a slope)
External lights : As required.

VERTICAL LANDING
Landing path : Reduce the airspeed gradually

and apply collective to bring the
helicopter to a hover in ground
effect. Descend vertically to the
ground.
After ground contact, lower the
collective to the minimum pitch
or as necessary if taxiing is
required.
Pedal brakes : As necessary.
Nose wheel lock : As necessary.
RUNNING LANDING
Landing path : Reduce the airspeed gradually

and apply collective to bring the
helicopter to touchdown at a for-
ward speed suitable with the
landing surface and with mini-
mum vertical speed.
After ground contact, lower the
collective as necessary to con-
trol the helicopter.
Pedal brakes : As necessary to stop the heli-
copter or to reach a suitable taxi-
ing speed.
Nose wheel lock : As necessary.
Parking brake : As necessary.

Section 2 A109S RFM
SHUTDOWN
Collective lever : Check fully down.
Cyclic stick and pedals : Centered and trimmed.
Note
Do not apply collective during rotor decel-
eration, particularly in windy conditions.
ENG 1 and 2 MODE switches : Set to OFF.
FUEL PUMP 1 and 2 switches : Set to OFF.
#1 FUEL PUMP and #2 FUEL
PUMP caution messages dis-
played.
CAUTION
If there is evidence of any abnormal TOT

increase after shutdown, perform a DRY
MOTORING RUN, as described in this sec-
tion.
ENG 1 & 2 FUEL VALVE switches : CLOSED. (bars horizontal)
CROSS FEED switch : Check in NORM position.
Rotor brake : Apply below 40% NR.
PITOT 1 & 2 heat switches : OFF.
Cockpit lights : OFF.
External lights : OFF.
Miscellaneous switches : OFF.
RAD-MSTR switch : OFF.

INV 1 and INV 2 switches : OFF.

Rotor brake lever : Disengaged (fully forward).
BAT, GEN 1 and GEN 2 switches : OFF only when N1 at 0%.
(gang bar)
POST FLIGHT CHECK

If conditions require, perform the following:
Pitot-static tubes, intake and : Installed.

exhaust covers
CAUTION
Wait at least 5 minutes after pitot heat has

been switched off before installing pitot-
static tube covers.
Wait at least 30 minutes after engine shut-

down before installing engine exhaust
ducts covers.
Refer the Maintenance Manual for addi-
tional information.
Wheel chocks : Set in place.
CAUTION
Following a slope landing, wheel chocks

must be set in place whithin 2 minutes from
rotor stop.

Section 2 A109S RFM
FLIGHT HANDLING CHARACTERISTICS

Handling is conventional in normal forward, sidewards and rearwards
flight manoeuvres. Flight controls forces may be adjusted by applying
friction.
ENGINE LIMIT GOVERNING

The helicopter is provided with an engine torque limiter function aimed at
reducing pilots workload. However, it is still the pilots responsibility to
operate and maintain helicopter within engine and transmission limits.
The torque limiter can be enabled, upon pilots decision, by pressing
once the LIM pushbutton on the collective grip. Disabling the torque
limiter is obtained by pressing again the LIM pushbutton.
At helicopter power-up, the torque limiter is disabled by default, and
the ECU will not prevent the pilot from exceeding the applicable limits.
With the torque limiter disabled, the ECU controls the engine torque
according to the following values:
AEO: Torque (TRQ1 + TRQ2) 324%

OEI: Torque 180%
When the LIM pushbutton is depressed (LIMITER ON advisory mes-

sage displayed), the torque limiter is enabled and the ECU will prevent
the pilot from exceeding the following applicable limits:
AEO: Torque (TRQ1 + TRQ2) 220%

OEI: Torque 162%
Note
Regardless of torque limiter status, N1 and
TOT always remain limited at 103% and
970 C respectively.

CLIMB SPEED
The climb speed recommended is the best climb speed of the helicop-
ter, Vy.
Vy is 75 KIAS up to 10,000 ft, and then decreases by 2 kts every
1,000 ft to become 55 KIAS at 20,000 ft.
AUTOROTATIVE DESCENT
1. Maintain speed to within the Vne Power-OFF/OEI envelope.
2. Reduce collective to enter autorotation.
3. Adjust collective to maintain NR within appropriate limits.
4. Adjust attitude to obtain desired speed:
- Maximum range is obtained at approximately 120 KIAS and

minimum NR.
- Minimum rate of descent is obtained at Vy and minimum NR.
- Maximum rate of descent is obtained at Vne Power-OFF and

maximum NR.
5. To recover to powered flight, increase collective pitch until free-

wheels are joined and finally, increase power to stop the rate of
descent.
STEEP APPROACHES AND VERTICAL DESCENT MANOEUVRES

Low speed steep approaches (up to 20 kts) and vertical descent
manoeuvres should be performed with a rate of descent not exceed-
ing 900 ft/min.

Section 2 A109S RFM
ADVISORY CAPTIONS DEFINITIONS

The following advisory captions are displayed vertically in green on
the EDU1 and are intended to convey non-critical information, to the
crew, related to the state of the engines. The meaning of the Advisory
captions is as follows:
CAS Caption (Green) Engine State

START Engine N1 or N2 in Start mode.
(Advisory caption vertically displayed
along the corresponding engines N1 bar.)
IGN Engine N1 or N2 in Ignition mode.
along the corresponding engines TOT
bar.)
IDLE Engine N1 or N2 in Idle mode.
along the corresponding engines N2 bar.)
Advisory captions are displayed in green on the EDU2 and are

intended to convey non-critical information, to the crew, related to the
state of various aircraft systems. The meaning of the Advisory cap-
tions is as follows:
CAS Caption (Green) System State

LIMITER ON Engine torque limiter ON. ECU limits
engaged.
XFEED Fuel cross feed valve open.
LANDING LT ON Landing lights switched on. Active only
when in VISIBLE mode.
PITOT 1 HEAT N1 Pitot heating on.
PITOT 2 HEAT N2 Pitot heating on.
ECS ON Cockpit/cabin air conditioner system
switched on.

VENT ON Vent fan running.

FT OFF Cyclic force trim switched off.
CLTV BRK OFF Collective trim switched off.
VOICE ONLY ADVISORY
Audio System State

ONE FIFTY FEET Height below 150 ft.
AIRSPEED (*) Vne speed exceeded.
P/N 109-0729-96-105.

Section 2 A109S RFM

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
CREW ALERTING SYSTEM ........................................................... 3-3

USING THE CAS WARNING AND CAUTION SYSTEM ............ 3-5
EMERGENCY PROCEDURES
CAS WARNING MESSAGES ..................................................... 3-9
AWG TEST PROCEDURE ......................................................... 3-9
EMERGENCY AUTOROTATION PROCEDURE .......................... 3-12
ROTOR UNDER SPEED ............................................................... 3-14
ROTOR OVERSPEED................................................................... 3-15

Section 3 A109S RFM
Page
ENGINE FAILURE .........................................................................3-16

GENERAL .................................................................................3-16
ENGINE FAILURE RECOGNITION..........................................3-16
SINGLE ENGINE FAILURE ......................................................3-16
SINGLE ENGINE FAILURE PROCEDURE ..............................3-17
DOUBLE ENGINE FAILURE ....................................................3-17
ENTRY IN AUTOROTATION....................................................3-17
ENGINE OUT............................................................................3-18
ENGINE DRIVE SHAFT FAILURE ...........................................3-19
ENGINE SHUTDOWN IN AN EMERGENCY ...........................3-20
EMERGENCY/POST CRASH SHUTDOWN AND EGRESS ........3-21
FIRE ...............................................................................................3-22
ENGINE FIRE DURING START ...............................................3-22
ENGINE FIRE DURING START ...............................................3-23
ENGINE FIRE IN FLIGHT.........................................................3-24
ENGINE FIRE IN FLIGHT.........................................................3-26
SMOKE IN CABIN, TOXIC FUMES, ETC.................................3-27
ENGINE SYSTEMS .......................................................................3-28

ENGINE OIL PRESSURE LOW................................................3-28
ENGINE ECU FAIL ...................................................................3-29
TRANSMISSION SYSTEM FAILURES .........................................3-30
MAIN GEARBOX...........................................................................3-31
OIL PRESSURE LOW ..............................................................3-31
OIL TEMPERATURE HIGH ......................................................3-32
MAIN ROTOR CONTROLS SEIZURE ..........................................3-33

Page
TAIL ROTOR SYSTEM FAILURES............................................... 3-34

GENERAL................................................................................. 3-34
TAIL ROTOR DRIVE FAILURE ................................................ 3-35
TAIL ROTOR CONTROL FAILURE.......................................... 3-40
TAIL ROTOR CONTROL SEIZURE ......................................... 3-42
ROTOR BRAKE SYSTEM ............................................................ 3-45

ROTOR BRAKE ON ................................................................. 3-45
ELECTRICAL SYSTEM ................................................................ 3-46

DOUBLE DC GENERATOR FAILURE ..................................... 3-46
DOUBLE DC GENERATOR FAILURE (EXTENDED FLIGHT
ENDURANCE) .......................................................................... 3-50
BATTERY DISCHARGING ....................................................... 3-56
BATTERY HOT......................................................................... 3-60
ELECTRICAL FIRE / SMOKE (IN FLIGHT) .................................. 3-61
LANDING GEAR ........................................................................... 3-62

LANDING GEAR FAILS TO LOCK DOWN (Total or
partial failure) ............................................................................ 3-62
EMERGENCY DOWN LANDING GEAR PROCEDURE .......... 3-63
STATIC PORT OBSTRUCTION.................................................... 3-64
FLIGHT IN THUNDERSTORM - LIGHTNING STRIKE................. 3-65
WIRE STRIKE ............................................................................... 3-65
EMERGENCY EXITS .................................................................... 3-66

Section 3 A109S RFM
Page
MALFUNCTION PROCEDURES
CAUTION SYSTEM .......................................................................3-69

CAUTIONS WITH VOICE MESSAGE ......................................3-69
ENGINE MALFUNCTIONS............................................................3-75
COMPRESSOR STALL ............................................................3-75
UNUSUAL ENGINE NOISE ......................................................3-77
ENGINE OIL TEMPERATURE .................................................3-78
ENGINE OIL PRESSURE HIGH...............................................3-79
ENGINE OIL CHIP DETECTOR ...............................................3-80
ENGINE POWER LEVER REMOTE CONTROL FAIL .............3-81
ENGINE POWER LEVER POSITION.......................................3-82
ENGINE MODE SELECT SWITCH ..........................................3-83
ENGINE POWER TURBINE OVERSPEED..............................3-84
ENGINE POWER TURBINE OVERSPEED DETECT
FAILURE ...................................................................................3-85
N2 OVERSPEED CONTROL CIRCUIT TEST FAILURE..........3-86
DATA COLLECTION UNIT MALFUNCTION ............................3-87
ENGINE CONTROL UNIT - MAINTENANCE REQUIRED .......3-87
ENGINE HOT START ...............................................................3-88
TURBINE OUTLET TEMPERATURE MALFUNCTION ............3-89
MGT MISMATCH ......................................................................3-90
ROTOR SPEED SELECTOR MALFUNCTION.........................3-91
ENGINE FIRE DETECTOR SYSTEM FAILURE ......................3-92
FIRE EXTINGUISHER BOTTLE DISCHARGED ......................3-92
ENGINE RESTART IN FLIGHT PROCEDURE ........................3-93
AUTO TO MANUAL MODE TRANSFER ..................................3-98
ENGINE SHUTDOWN IN MANUAL MODE..............................3-98
ENGINE OPERATION IN MANUAL MODE............................3-100
ENGINE POWER LEVER (PLA) JAMMING PROCEDURE ...3-105

Page
DRIVE SYSTEM .......................................................................... 3-106

MAIN GEARBOX OVERTORQUE.......................................... 3-106
MAIN TRANSMISSION CHIP ................................................. 3-107
TAIL GEARBOX CHIP ............................................................ 3-108
ROTOR BRAKE SYSTEM DEGRADED................................. 3-109
FUEL SYSTEM............................................................................ 3-110

FUEL LOW.............................................................................. 3-110
FUEL PRESSURE LOW......................................................... 3-111
AIRFRAME FUEL FILTER CLOGGED................................... 3-112
ENGINE FUEL FILTER CLOGGED........................................ 3-112
FUEL LOW SENSOR FAILURE ............................................. 3-113
FUEL DRAIN VALVE OPEN................................................... 3-113
HYDRAULIC SYSTEM ................................................................ 3-114

SERVO HYDRAULIC SYSTEM N1 MALFUNCTION............ 3-114
SERVO HYDRAULIC SYSTEM N2 MALFUNCTION............ 3-116
JAMMING OF A MAIN ROTOR SERVO VALVE.................... 3-117
TAIL ROTOR SERVO VALVE JAMMING............................... 3-118
NORMAL UTILITY HYDRAULIC PRESSURE LOW .............. 3-119
EMERGENCY UTILITY HYDRAULIC PRESSURE LOW....... 3-120
NORMAL UTILITY HYDRAULIC SYSTEM CHARGING ........ 3-121
EMERGENCY UTILITY HYDRAULIC SYSTEM CHARGING 3-121
ELECTRICAL .............................................................................. 3-122

DC GENERATOR CONTROL ................................................ 3-122
BATTERY OFF ....................................................................... 3-123
EXTERNAL POWER ON ........................................................ 3-124
FAILURE OF A GENERATOR................................................ 3-125
BUS TIE OPEN....................................................................... 3-126
INVERTER FAILURE.............................................................. 3-127
EASA Approved 01-06-05 Page 3-v

Section 3 A109S RFM
Page
COMMUNICATION SYSTEM ......................................................3-128

AURAL WARNING SYSTEM FAILURE..................................3-128
PILOTS ICS FAILURE ...........................................................3-128
RADIO-MASTER SWITCH FAILURE .....................................3-129
RADIO FREQUENCY SELECTOR FAILURE.........................3-129
STABILITY AUGMENTATION SYSTEM MALFUNCTION .........3-130

ATTITUDE MODE OFF...........................................................3-131
SAS FAILURE.........................................................................3-132
VERTICAL GYRO FAILURE...................................................3-133
HELIPILOT MALFUNCTIONS.....................................................3-134
REPEATED DISTURBANCES DURING PITCH, ROLL
OR YAW HELIPILOT OPERATION ........................................3-134
OSCILLATORY MALFUNCTION ............................................3-135
INTEGRATED DISPLAY SYSTEM FAILURE.............................3-136

EDU1 FAILURE ......................................................................3-136
EDU2 FAILURE ......................................................................3-138
MISCOMPARE OF DAU PRIMARY PARAMETERS..............3-140
MISCELLANEOUS ......................................................................3-141
DOOR OPEN ..........................................................................3-141
BAGGAGE COMPARTMENT DOOR OPEN ..........................3-142
UTILITY DOOR OPEN............................................................3-142
BATTERY DOOR OPEN.........................................................3-143
PARKING BRAKE ON ............................................................3-144
PITOT HEAT FAILED .............................................................3-145
EFIS FANS FAILED ................................................................3-145
LANDING GEAR RETRACTED ..............................................3-146
LANDING GEAR FAILS TO RAISE ........................................3-147
Page 3-vi 01-06-05 EASA Approved

Page
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)

FAILURE...................................................................................... 3-148
HELICOPTER HEADING DATA LOSS .................................. 3-148
ROLL OR PITCH DATA LOSS ............................................... 3-149
PITCH ATTITUDE DISCREPANCY........................................ 3-150
ROLL ATTITUDE DISCREPANCY ......................................... 3-150
PITCH AND ROLL ATTITUDE DISCREPANCY..................... 3-151
EXCESSIVE LOCALIZER DISCREPANCY............................ 3-151
EXCESSIVE GLIDE SLOPE DISCREPANCY........................ 3-152
EXCESSIVE LOCALIZER AND GLIDE SLOPE
DISCREPANCY ...................................................................... 3-152
EFIS DISPLAY FAILURE ............................................................ 3-153

FAILURE OF PILOTS EADI................................................... 3-153
FAILURE OF CO-PILOTS EADI ............................................ 3-154
FAILURE OF PILOTS EHSI................................................... 3-155
FAILURE OF CO-PILOTS EHSI ............................................ 3-156
FAILURE OF BOTH EADIS ................................................... 3-157
FAILURE OF BOTH EHSIS ................................................... 3-158
EASA Approved 01-06-05 Page 3-vii

Section 3 A109S RFM
LIST OF FIGURES
Figure Page
Figure 3-1 CREW ALERTING SYSTEM Layout ..........................3-6

Figure 3-2 CREW ALERTING SYSTEM MWL and MCL
Location ......................................................................3-7
Figure 3-3 Markings and Placards .............................................3-66
Page 3-viii 01-06-05 EASA Approved

LIST OF TABLES
Table Page
Table 3-1 Table of Warning Messages ......................................... 3-10

Table 3-2 Table of Caution Messages .......................................... 3-70
EASA Approved 01-06-05 Page 3-ix

Section 3 A109S RFM
Page 3-x 01-06-05 EASA Approved

xx-xx-xx A109S RFM Section 3
Document N109G0040A013 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 emergen-
cies 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 aircraft control and safe flight path.
PROCEDURES LOGIC
The majority of the Emergency and Malfunction procedures that follow

are presented in the form of logic trees (flow charts). These flow charts
have been formulated based on analysis and test of the cockpit indica-
tions that would be available to the flight crew following the failures/
malfunctions that are included in this section. For complex failures/
malfunctions, cockpit indications coupled with the answers to Yes/No
type questions (as indicated on the charts) should enable the flight
crew to analyze the type of failure/malfunction that has occurred, the
branch of the tree that should be followed and the corrective action
that should be taken.

Section 3 A109S RFM
Emergency and Document N109G0040A013
In order to analyze some types of failures/malfunctions, answers to

+, IF, AND and OR statements may be required. In these cases,
the statements are presented in bold text (+, IF, AND, OR), as
an attention getting device. It is emphasized that attention should be
paid to this symbology to avoid a mistake in the emergency/malfunc-
tion analysis and subsequent incorrect crew action. Required crew
actions are typed in bold.
DEFINITIONS
SAFE OEI FLIGHT

In general, safe OEI flight is defined to mean flight with one engine
inoperative and:
1. a sustainable airspeed of not less than 45 KIAS,
2. the ability to obtain a positive rate of climb at acceptable power

levels and
3. an altitude which provides sufficient clearance from the ground /

obstacles / clouds so that required manoeuvring can be reason-
ably achieved.
EMERGENCY LANDING GUIDANCE

Throughout this Section, three terms are used to indicate the degree
of urgency with which a landing must be effected. In cases where
extremely hazardous landing conditions exist such as dense bush,
heavy seas or mountainous terrain, the final decision as to the
urgency of landing must be made by the pilot.
1. Land immediately: Land at once, even if it means

ditching. Landing is the highest
priority. The primary consideration
is to assure the survival of the
occupants. The consequences of
continued flight are likely to be
more hazardous than those of
landing at a site normally consid-
ered unsuitable.

2. Land as soon as possible: Do not continue flight for longer

than is necessary to achieve a
safe and unhurried landing at the
nearest site.
3. Land as soon as practicable: Land at the nearest aviation loca-

tion or, if there is none reasonably
close, at a safe landing site
selected for subsequent conve-
nience. Extended flight beyond the
nearest approved landing area is
not recommended.
PILOT ALERTNESS LEVEL

The level of alertness required by the pilot(s) is a function of the flight
regime.
Throughout this Section, the following terms are used:
1. Fly Attentive: Pilot to maintain close control of

the flight path using hands-on
when required.
2. Fly Manually: Pilot directly controls the flight

path using hands-on.
CREW ALERTING SYSTEM

The Crew Alerting System (CAS) is a dedicated window in the lower
portion of the EDU, Ref. Figure 3-1 . Many of the emergencies
described in this section are indicated by the illumination of red CAS
warning messages on EDU1 and with the flashing of the red Master
Warning Light (MWL), Ref. Figure 3-2 , or by the illumination of yellow
CAS caution messages on EDU1 with the flashing of the amber Mas-
ter Caution Light (MCL), Ref. Figure 3-2 .

Section 3 A109S RFM
The red warnings are accompanied by an audio tone and, usually, a

voice warning and can be acknowledged by pressing the flashing red
MWL (on the cockpit) or the Master Reset pushbutton (on the collec-
tive grip). By cancelling the flashing red MWL, the aural and vocal
warnings are also cancelled and the light is reset for future indication.
The amber Master Caution Light can be acknowledged by pressing
the flashing amber MCL (on the cockpit) or the Master Reset pushbut-
ton (on the collective grip). By cancelling the flashing amber MCL, the
light is reset for future indication.
Green advisory and cyan status / maintenance messages are also
presented on the CAS system. Refer to Section 2 for more details.
The EDUs present a specific area partitioned in three columns, each
one capable of displaying up to 3 lines of 14 characters each, for
warning, caution, advisory and status messages.
The display of the messages uses the following prioritization:
Priority 1: Warnings (red)
Priority 2: Cautions (yellow)
Priority 3: Advisory messages (green)
Priority 4: Status / Maintenance messages (cyan)
The last-in message is always displayed on top of the relative col-

umn on the dedicated screen area, and displaces the list down. When
messages are listed on more pages, the scroll function can be acti-
vated through the rocker switch with vertical arrows positioned on the
right side of the EDU control panel.
Warning and Caution messages remain displayed until the cause of
the condition has been corrected.

USING THE CAS WARNING AND CAUTION SYSTEM

Whenever a warning or caution illuminates, appropriate actions should
be taken to deal with the indicated emergency or malfunction. When-
ever convenient, the MWL and/or the MCL must be reset for possible
future warnings or cautions, by pressing on them or the Master Reset
pushbutton (on the collective grip).
In this section, the following convention is used:
A WARNING - A CAS RED WARNING
A CAUTION - A CAS YELLOW CAUTION
Note
In this manual, use of the caption notation
#1(2) OIL PRES (for example) to indicate
captions that may apply to more than one
component. A failure involving N2 engine
oil pressure (for example) would be dis-
played as #2 OIL PRES.

Section 3 A109S RFM
87;RNG
ALTN
S
T
A
T
I
C
NORM
ON ENG 1 OIL XMSN OIL OAT ENG 2 OIL BRT ON N1 TOT TRQ NR BRT
PSI C PSI C C PSI C 95.5 95.5 770 770 95 95 100
N2 N2
55 65 45 68 +15 55 65 100
OFF DIM OFF DIM
KG KG
225 FUEL 227
HYD 1 HYD 2
PSI PSI XFEED PSI PSI
1450 22 23 1450
CLR CLR
PITOT 1 HEAT FT OFF PITOT 2 HEAT #1 OIL PRES BATT HOT #2 OIL PRES
HEATER ON LANDING LT OFF VENT ON #1 DC GEN XMSN OIL PRES #2 DC GEN
ENT ENT
M M
EDU 2 - ADVISORY AND STATUS EDU 1 - WARNING AND CAUTION

MESSAGES MESSAGES
ICN-0B-A-153000-G-A0126-00001-A-02-1
Figure 3-1 CREW ALERTING SYSTEM Layout

Co-pilot MWL and MCL Pilot MWL and MCL
MASTER MASTER MASTER MASTER

CAUTION WARNING CAUTION WARNING
PRESS TO RESET PRESS TO RESET PRESS TO RESET PRESS TO RESET
87;RNG
ALTN
S
T
A
T
I
C
NORM
ICN-0B-A-153000-G-A0126-00002-A-02-1
Figure 3-2 CREW ALERTING SYSTEM MWL and MCL Location

Section 3 A109S RFM
EMERGENCY PROCEDURES

CAS WARNING MESSAGES

An active Warning message is displayed in red text on black back-
ground, accompanied with an audio tone / voice warning and the
flashing of the MWL until it is acknowledged by pressing the MWL or
the Master Reset pushbutton on the collective grip. Once acknowl-
edged, the audio tone and voice warning is cancelled and the MWL is
reset for future indication.
The Warning message remains until the cause of the warning is corrected.
The last-in Warning message is displayed on the top of the CAS dis-
play area, and the existing list is displaced down. Warning messages
cannot be scrolled off the CAS display area.
Table 3-1 lists the Warning captions, the voice warnings and the cor-
responding failure.
AWG TEST PROCEDURE

Setting the AWG TEST switch on the miscellaneous panel to the
TEST position and maintaining for more than 6 seconds, will generate
the entire voice warning sequence in the following priority:
1. ROTOR LOW
2. ENGINE ONE OUT
3. ENGINE TWO OUT
4. ENGINE ONE FIRE
5. ENGINE TWO FIRE
6. WARNING
7. ROTOR HIGH
8. LANDING GEAR
9. AIRSPEED (*)
10. TWO HUNDRED FEET
11. ONE FIFTY FEET
P/N 109-0729-96-105.

Section 3 A109S RFM
The system logic will cause a high priority message to interrupt a

lower priority message.
Table 3-1 Table of Warning Messages
Voice Audio
CAS Caption Failure/System State
Warning Tone
ROTOR LOW ROTOR Tone Rotor speed below 96%

Page 3-14 LOW + (Power-ON).
Horn Rotor speed below 95%
(Power-OFF).
When NR reaches 80%,
voice warning and audio
tone are deactivated.
ROTOR HIGH ROTOR Tone Rotor speed above 105%

Page 3-15 HIGH (Power-ON).
Rotor speed above 110%
(Power-OFF).
ENG 1(2) OUT ENGINE Tone Engine #1(2) N1 abnormally

Page 3-16/3-18 ONE(TWO) low (N1 below 35%). Proba-
OUT ble engine failure.
ENG 1(2) FIRE ENGINE Tone Fire in engine #1(2) compart-

Page 3-22/3-26 ONE(TWO) ment.
FIRE
#1(2) ECU FAIL WARNING Tone Critical hardware failure of

Page 3-29 the #1(2) engine electronic
control unit (ECU). Auto-
matic reversion of engine
#1(2) to manual mode.
#1(2) OIL PRES WARNING Tone Oil pressure in associated

Page 3-28 engine outside the operating
range.
XMSN OIL PRES WARNING Tone Low pressure in transmis-

Page 3-31 sion lubricating system. Oil
pressure below 30 psi.

Table 3-1 Table of Warning Messages (Continued)
Voice Audio
CAS Caption Failure/System State
Warning Tone
XMSN OIL HOT WARNING Tone Overheating of transmission

Page 3-32 lubricating system. Oil tem-
perature above 120 C.
ROTOR BRK ON WARNING Tone Rotor brake in operation.

Page 3-45 Braking pads of rotor brake
not in fully retracted position.
BATT HOT WARNING Tone Battery overheating.

Page 3-60
BATT DISCH WARNING Tone Battery discharging. Output

Page 3-56 voltage of both generators
below 26.5 V.
ELECTRICAL WARNING Tone Failure of both DC genera-

Page 3-46/3-54 tors.

Section 3 A109S RFM
EMERGENCY AUTOROTATION PROCEDURE

The procedure which follows outlines the steps required to execute a
successful emergency power-off landing. Time permitting, consult the
appropriate Emergency procedure for the additional steps required to
deal with a specific failure.
1. Collective pitch Reduce to enter autorotation.
2. Attitude Adjust as required to obtain and

maintain desired airspeed.
3. Collective pitch Adjust as required to maintain

rotor speed limit.
4. Landing gear DOWN.
5. Landing site Select and manoeuvre into

wind.
6. Briefing Brief cabin crew and occupants.
7. Harness Locked and tight.

If time and conditions permits:
8. ENG 1 & 2 MODE switches OFF (fully counterclockwise).
9. FUEL PUMP 1 & 2 OFF (FUEL PUMP 1 and FUEL

PUMP 2 caution messages dis-
played).
10. ENG FUEL VALVE switches Both CLOSED (bars horizon-

tal).

11. Flare At approximately 100 to 70 ft

AGL, depending on the weight,
initiate a flare, at approximately
10 deg per second, to a maxi-
mum 30 deg nose-up angle to
reduce the rate of descent and
the forward speed.
12. Collective pitch Adjust, as required, to maintain

NR at 110% maximum during
the flare.
13. Pitch attitude /Collective pitch At approximately 10 ft AGL,

reduce pitch attitude to a near
level attitude. As the helicopter
settles, apply collective pitch, as
required, at approximately 4 ft
to cushion touchdown.
14. Touchdown airspeed As required by surface charac-

teristics. If terrain permits, land
with forward speed.
15. Collective pitch Following touchdown, lower

promptly.
16. Wheel brakes Apply as required.
17. Shutdown Execute the EMERGENCY/

POST CRASH SHUTDOWN
procedure.
18. Evacuate Evacuate the aircraft as soon

as possible.

Section 3 A109S RFM
ROTOR UNDER SPEED
Audio Tone and Horn and

ROTOR LOW + voice warning ROTOR LOW
Rotor NR outside limits:

Below 95.5%, Power-ON.
Below 94.5%, Power-OFF.
Check NR.
If rotor speed low
Lower collective to
increase rotor speed.

ROTOR OVERSPEED
Audio Tone and

ROTOR HIGH + voice warning ROTOR HIGH
Rotor NR outside limits:

Above 105,5%, Power-ON.
Above 110,5%, Power-OFF.
Check NR.
If rotor speed high
Raise collective to
decrease rotor speed.

Section 3 A109S RFM
ENGINE FAILURE
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.
Care should be taken in confirming the failed engine prior to
commencing engine shutdown as given in the ENGINE SHUT-
DOWN IN AN EMERGENCY procedure.
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 < 35%).
The failed engine TRQ will split significantly from the live engine
TRQ.
Dependent on collective position at the time of the failure(s), a
drop in rotor speed (NR) may occur, accompanied by a yawing
tendency.
SINGLE ENGINE FAILURE

A single engine failure will result in an increase in TRQ on the live
engine. Depending on collective position and flight condition at the
time of the failure, a drop in rotor speed (NR) may occur requiring a
collective pitch adjustment in order to maintain rotor speed within lim-
its.
If the execution of the ENGINE FAILURE procedure has resulted in
shutting down the engine, consider analyzing the cause of the failure
with a view toward re-starting the engine. To attempt the re-start use
the ENGINE RESTART IN FLIGHT procedure.

SINGLE ENGINE FAILURE PROCEDURE
1. Collective Adjust as necessary to maintain

NR and TRQ within limits.
2. Helicopter Establish Safe OEI flight.
3. Engine restart Refer to ENGINE RESTART IN

FLIGHT procedure. Do NOT
attempt to restart the engine if
the cause of the failure has not
been ascertained.
4. Engine If engine restart fails or no

attempt to restart is made, carry
out the ENGINE SHUTDOWN
IN AN EMERGENCY proce-
dure.
DOUBLE ENGINE FAILURE

A sequential or simultaneous failure of both engines will require an
immediate entry into autorotation.
ENTRY IN AUTOROTATION
Depending on collective pitch and flight condition at the time of the fail-
ures, a simultaneous engine failure will result in a large and very rapid
drop in rotor speed (NR) requiring a large and rapid collective pitch
adjustment in order to recover and maintain rotor speed within limits. It
is imperative that these adjustment be made quickly and decisively.
If the failure occurs at considerable height above ground level (AGL), it
is possible that sufficient time will be available for attempting an engine
re-start (assuming that the cause of the failure can be rapidly analyzed).
If time and conditions permits, carry out the ENGINE SHUTDOWN
IN AN EMERGENCY procedure while the helicopter is manoeuvred
toward the landing area. If sufficient additional time is available to
attempt an engine re-start, refer to the ENGINE RESTART IN FLIGHT
procedure.

Section 3 A109S RFM
ENGINE OUT
Audio tone and

ENG 1(2) OUT + voice warning ENGINE 1(2) OUT
On affected engine:
N2, TRQ and TOT (on EDU1) rapidly decreasing.
Probable engine failure.
Adjust collective as required to maintain NR and live

engine parameters within appropriate limits.
Achieve safe OEI flight.
Carry out ENGINE SHUTDOWN

IN AN EMERGENCY procedure.
Land as soon as
practicable.
Consider relight only if

cause of failure known
and relight essential.
Refer to ENGINE
RESTART IN FLIGHT
procedure.

ENGINE DRIVE SHAFT FAILURE
Audio tone and

ENG 1(2) OUT + voice warning ENGINE 1(2) OUT
Eng 1(2) N2 above NR and/or possible #1(2) OVSPD
Drive shaft failure on affected engine.
Carry out ENGINE SHUTDOWN IN

AN EMERGENCY procedure.
Land as soon as
practicable.
Note
Following engine drive shaft failure, N2 may
overspeed and reach the N2 overspeed trip
point, as a result the engine will shutdown.

Section 3 A109S RFM
ENGINE SHUTDOWN IN AN EMERGENCY
CAUTION
Care should be taken in confirming the

failed engine prior to commencing this shut-
down procedure.
Following an engine failure/malfunction, establish a safe OEI flight

condition. On the failed engine, carry out the following shutdown pro-
cedures:
1. ENG MODE switch OFF (fully counterclockwise).
2. Engine PLA OFF.
3. FUEL PUMP switch OFF. #1(2) FUEL PUMP cau-

tion message displayed.
4. ENG FUEL VALVE switch CLOSED (fuel valve indicator

bar horizontal).
5. XFEED VALVE switch CLOSED (bar vertical).
6. Fuel contents Monitor, use crossfeed and fuel

pumps as required.
Land as soon as practicable. If terrain permits, land maintaining some
forward speed.
CAUTION
If there is evidence of combustion after

engine shutdown in flight, perform DRY
MOTORING procedure, as per Section 2, to
extinguish any possible fire.

EMERGENCY/POST CRASH SHUTDOWN AND EGRESS

In the event of an emergency or crash landing, priority must be given
to ensure that personnel are evacuated safely at the most appropriate
time.
1. ENG MODE 1 & 2 switches OFF.

2. Engine PLA 1 & 2 OFF.
3. FUEL PUMP 1 & 2 switches OFF.
4. ENG FUEL VALVE 1 & 2 CLOSED.
switches
If risk of engine fire exists:
5. ENG 1 & 2 S/OFF FIRE Press appropriate pushbutton.
pushbuttons
6. ENG EXTING switch Select BTL 1 and/or 2.
7. Gang bar Full aft.
Thus:
BAT switch: OFF
GEN 1 & 2 switches: OFF
When rotor stopped:
8. Helicopter Egress.

Section 3 A109S RFM
FIRE
ENGINE FIRE DURING START

(with engine fire extinguisher installed)
Audio Tone and

ENG 1(2) FIRE + voice warning ENGINE 1(2) FIRE
- affected engine PLA illuminated.

- affected engine control panel FIRE light illuminated.
- affected engine S/OFF FIRE pushbutton FIRE wording illuminated.
Confirm engine fire.
Abort start of affected engine:

ENG MODE switch: OFF (fully counterclockwise)
Lift FIRE/ARM guard.

Press S/OFF FIRE pushbutton (only once.
S/OFF wording illuminates.
FIRE EXTING switch: BTL1.
On affected engine:
PLA: OFF
FUEL PUMP switch: OFF
ENG FUEL VALVE switch: CLOSED
XFEED VALVE switch: CLOSED
fire
NO YES
warning persists
fire warning clears. FIRE EXTING switch: BTL2.
Carry out EMERGENCY / POST CRASH

SHUTDOWN AND EGRESS procedure.

ENGINE FIRE DURING START

(without engine fire extinguisher installed)
Audio Tone and


Abort start of affected engine:

ENG MODE switch: OFF (fully counterclockwise)
On affected engine:
PLA: OFF


Section 3 A109S RFM
ENGINE FIRE IN FLIGHT

Audio Tone and


- affected engine S/OFF FIRE pushbutton FIRE wording illuminated.
On affected engine:
ENG MODE switch: IDLE
PLA: OFF
Lift FIRE/ARM guard.
Press S/OFF FIRE pushbutton (only once).
S/OFF wording illuminated.
FIRE EXTING switch: BTL1.
On affected engine:
GEN switch: OFF
If installed:
HTR/ECS switch: OFF
SHUT-OFF 1 & 2 switches:OFF
Continued Next Page

ENGINE FIRE IN FLIGHT (Contd)

Continuation from previous page
fire
NO YES
warning persists
FIRE EXTING
switch: BTL2.
fire warning clears.
fire YES
NO
warning persists
LAND
Land as soon as IMMEDIATELY.
possible.

CAUTION
Do not attempt to restart the engine.

Section 3 A109S RFM
ENGINE FIRE IN FLIGHT

(without engine fire extinguisher installed)
Audio Tone and


On affected engine:
ENG MODE switch: IDLE
On affected engine:
PLA: OFF
GEN switch: OFF
If installed:
HTR/ECS switch: OFF
SHUT-OFF 1 & 2 switches:OFF
LAND
IMMEDIATELY.

CAUTION
Do not attempt to restart the engine.

SMOKE IN CABIN, TOXIC FUMES, ETC.
Front ventilation ports: Open

VENT CKPT switch: Set to HIGH
If installed:
HTR/ECS switch: OFF
SHUT-OFF 1 switch: OFF
If an electrical fire is suspected:

Isolate source by switching OFF electrical circuits.
(Refer to ELECTRICAL FIRE procedure.)
smoke
NO YES
indications
persist
Smoke indications disappear Smoke indications persist.

and no indication of fire.
Land as soon as LAND IMMEDIATELY.

possible.
Carry out EMERGENCY /

POST CRASH SHUTDOWN
AND EGRESS procedure.

Section 3 A109S RFM
ENGINE SYSTEMS
ENGINE OIL PRESSURE LOW
Audio Tone and

#1(2) OIL PRES + voice warning WARNING
Check oil pressure

and temperature on
affected engine.
NO
engine
YES
oil pressure outside
limits
On affected engine:
- Set ENG MODE switch: IDLE.
NO
engine
YES
oil pressure outside
limits
On affected engine:
Land as soon as Carry out ENGINE
practicable. SHUTDOWN IN AN
EMERGENCY
procedure.
Proceed with flight,
monitoring oil pressure Land as soon as
and temperature. practicable.

ENGINE ECU FAIL
Audio Tone and

#1(2) ECU FAIL + voice warning WARNING
Critical hardware failure of the engine electronic control unit (ECU).

Automatic reversion to manual mode of the affected engine.
Check MAIN mode on EDU2.
Check engine parameters

on affected engine.
Cycle ENG MODE switch to MAN,

and then from MAN to AUTO.
NO #1(2) ECU FAIL YES

warning message
clears
Control engine using
ENG TRIM or PLA
manual control.
Land as soon as Proceed with

practicable. flight.
Note
In presence of an ECU failure, the engine control
system reverts and operates in 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.

Section 3 A109S RFM
TRANSMISSION SYSTEM FAILURES

The most common transmission system (main and tail rotor gearbox)
failures are of three general types:
1. Lubrication system failure (oil pump, ducts, nozzles, etc)
2. Transmission component failure (gears, bearings, etc)
3. Accessory component failure (coolers, etc)

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 operating
condition of the system. It is probable that one or more of these indica-
tions 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.
In general a single failure indication dictates that the helicopter Land
as soon as practicable, while a double failure dictates Land as soon
as possible. If multiple failure indication, including abnormal noise
and/or vibration are present LAND IMMEDIATELY.

MAIN GEARBOX
OIL PRESSURE LOW
Audio Tone and

XMSN OIL PRES + voice warning WARNING
Transmission oil pressure below minimum limit.
Check XMSN oil pressure.
XMSN
NO oil pressure YES
below 30 psi
Reduce power as
soon as operational
Continue flight monitoring oil conditions permit.
pressure and temperature.
Land as soon as
possible.

Section 3 A109S RFM
OIL TEMPERATURE HIGH
Audio Tone and

XMSN OIL HOT + voice warning WARNING
Transmission oil temperature above maximum limit.
Check XMSN oil temperature.
XMSN
NO oil temperature YES
above 120 C
Reduce power as
soon as operational
Continue flight monitoring oil conditions permit.
pressure and temperature.
Land as soon as
possible.

MAIN ROTOR CONTROLS SEIZURE
WARNING
If a seizure occurs in the aircraft controls
systems, 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.
Note
If the seizure occurred at an airspeed
greater than 25 KIAS, the aircraft should be
landed into the wind as soon as practicable
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 aircraft is in a
hover, land vertically.

Section 3 A109S RFM
TAIL ROTOR SYSTEM FAILURES
GENERAL
Tail rotor emergencies may be divided into three major categories:
1. Tail Rotor Drive failure:
- Tail rotor drive failure in hover
- Tail rotor drive failure in powered flight
- Tail rotor drive failure in low power or power-off.
2. Tail Rotor Control failure:
- Tail rotor control failure in hover
- Tail rotor control failure in forward flight.
3. Tail Rotor Control Seizure:
- Tail rotor control seizure in hover
- Tail rotor control seizure in forward flight.
Controllability Check
Controllability check consists in a slow, progressive and cautious
cyclic and collective manoeuver in level flight aimed at determining the
lowest airspeed at which the helicopter directional control can be
maintained with the correct power setting. This airspeed should be
recorded, and used as a minimum speed for touchdown.
Touchdown
Run-on landings and autorotation landings shall always be carried out
nose wheel locked and park brake off. Wheel brakes should be
applied to slow down the helicopter only after the collective has been
lowered to minimum pitch.

TAIL ROTOR DRIVE FAILURE

A tail rotor drive failure is a situation that involves a disconnect in the
drive system, such as a severed drive shaft, wherein the tail rotor
stops turning and thus delivers no thrust. This failure may be accom-
panied by noise, vibration or oscillation in the tail section.
The severity of the initial reaction, which is a sudden yaw rate, will be
determined by the airspeed, altitude, gross weight, center of gravity
and torque settings at the time that the failure occurs. The vertical fin
produces an aerodynamic anti-torque component which is a function
of forward speed. Fin effectiveness increases with higher airspeeds.
The resulting undemanded yaw due to a tail rotor drive failure,
depends on the flight condition at the time of the failure. Three cases
are to be distinguished:
- Tail rotor drive failure in hover.
- Tail rotor drive failure in powered flight.
- Tail rotor drive failure in low power or power-off.
However in all three cases the following indications are present and
determine a definite tail rotor drive failure:
- Attempt to maintain flight condition, may require unusual pedal
position.
- Pedal input does NOT produce any sustained aircraft response.
- Possible noise and vibration from the aft fuselage area.
Although there might be some helicopter behaviour differences, the
general procedure to bring the helicopter to a safe landing are basi-
cally the same in all flight conditions.
Following a tail rotor drive failure, safe landing can be achieved almost
solely in autorotation. Even though in some circumstances, powered
flight can be maintained or re-established through a correct combina-
tion of airspeed and power setting, autorotation must always be re-
entered for a safe landing.
CAUTION
Powered run-on landing should not be

attempted as airspeed required to maintain
directional control is too high compared with
landing gear limitations.

Section 3 A109S RFM
Tail rotor drive failure in hover

Further to the general indications of a drive failure, the helicopter will
start a slow but accelerated swing to the right. Application of left pedal
down to control stop does not diminish the phenomenon.
Collective: Lower immediately.
PLAs: Both OFF (if time and conditions permit).
Collective: As required to cushion touchdown.

POST CRASH SHUTDOWN
Note
A rotation to the right can be expected on
touchdown. If PLAs are not in OFF position,
the rate of rotation will be a function of the
weight and collective application.
Tail rotor drive failure in powered flight

Further to the general indications of a drive failure, the helicopter will
exhibit symptoms that will differ depending on the combination of air-
speed, power setting, density altitude, gross weight and rotor speed.
A possible behaviour is an undemanded yaw rate oscillating or rapidly
diverging.

Collective: Lower immediately.
Enter EMERGENCY
AUTOROTATION as per
WARNING
procedure.
Keep NR
between 95%
Airspeed: Vy.
and 110%.
suitable NO
YES
landing area
found
NO sufficient YES
height
Sufficient height to try to

regain forward flight.
Gently raise collective.
Find a TRQ / speed

Maintain EMERGENCY combination that will
AUTOROTATION as per allow forward flight.
procedure.
ENG MODE 1 & 2: Set to IDLE.
Prepare for EMERGENCY

AUTOROTATION landing
as per procedure.

Section 3 A109S RFM
Note
If run-on landing is not possible, decision
should be made to zero out forward speed
and accept the yaw rate.
Tail rotor drive failure in low power or power-off

Depending on speed and torque applied, loss of thrust on the tail rotor
may cause either LEFT or RIGHT yaw rate.
Two cases are thus possible:
1. Development of left yaw, typically coupled with a left roll.
2. Development of right yaw, typically coupled with a right roll

and a pitch down attitude.
Note
In a low power descent or in autorotation, a
tail rotor drive failure could cause the heli-
copter to yaw left because of the aerody-
namics forces produced by the vertical fin.

Helicopter Helicopter
develops LEFT yaw. develops RIGHT yaw.
Development of left
yaw typically coupled
with left roll.
Development of right yaw
typically coupled with right
Gradually raise collective to roll and pitch down attitude.
regain directional control.
Maintain or carefully
reduce airspeed.
Note
In this condition, a banked, unco-
ordinated flight is acceptable to
maintain directional control.
Acquire EMERGENCY
AUTOROTATION as per WARNING
procedure.
Keep NR
between 95%
ENG MODE 1 & 2: Set to IDLE. and 110%.
Prepare for EMERGENCY

AUTOROTATION landing as
per procedure.
Note
If run-on landing is not possible, decision
should be made to zero out forward speed
and accept the yaw rate.

Section 3 A109S RFM
TAIL ROTOR CONTROL FAILURE

The indications of a tail rotor control failures are:
- Undemanded yaw to the left or to the right.
- Loss of yaw control:
Pedals are free but ineffective or partially effective.
In the event of a control rod separation in the tail rotor system,

between the pedals and the hydraulic servo actuator, the T/R pitch
should remain at the last value retained by the hydraulic servo actua-
tor before the failure.
In the event of a failure between the hydraulic servo actuator output
and the tail rotor, the T/R pitch will be reduced to a value that will pro-
duce little or no thrust at all.
Once control of the helicopter is regained, if time and conditions per-
mit, a controllability check at safe altitude should be performed.
Tail rotor control failure in hover
Collective: Lower to
LAND IMMEDIATELY.
Cyclic: As necessary to
maintain level attitude.
ENG GOV switches:MAN.

Tail rotor control failure in forward flight
Helicopter Helicopter
develops LEFT yaw. develops RIGHT yaw.
Gradually raise collective Gradually lower collective

and/or reduce speed to and/or increase speed to
regain directional control. regain directional control.
If time and conditions permit,

perform controllability check.
Approach: Perform keeping nose

to the left.
Landing: Touchdown at lowest airspeed

obtained in the controllability check.
Maintain collective on touchdown, then

carefully lower it while slowing down.
Carefully use wheel brakes to slow down helicopter.
PLAs: Retard to OFF only once

helicopter has stopped.

POST CRASH SHUTDOWN
Note
Wind from the left quadrant of the helicopter
may be beneficial.

Section 3 A109S RFM
TAIL ROTOR CONTROL SEIZURE

Tail rotor control seizure is characterised by locked pedals. Depending
on power setting and airspeed combination, failure may not be
detected until parameters are changed or until directional control
application is required.
The indications of a control seizure is provided by:
- Pedals seized or excessive force required.
If the pedals cannot be moved with a moderate effort, a control linkage
fouling can be suspected.
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 direc-
tional 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 sustained while rotating since
a yaw rate will develop.

Tail rotor control seizure in hover
Collective: Lower gently to

LAND IMMEDIATELY.
Note
Lowering the collective may cause the heli-
copter to start rotating. Touching down while
rotating at nearly zero ground speed should
result in little or no hazard.
Note
Do not retard PLAs to OFF, unless a severe
right yaw develops.
If left yaw develops, reducing NR to 100%

may be beneficial.

POST CRASH SHUTDOWN

Section 3 A109S RFM
Tail rotor control seizure in forward flight

Speed and power setting to maintain directional control during
approach and landing depends on the conditions at the time of failure.
In general:
- Slower touchdown speed result from a failure at low speed and

high power setting.
- Faster touchdown speed result from a failure at high speed and/

or low power setting.
If time and conditions permit,

perform controllability check.
Approach and Landing:

Perform at lowest airspeed found
in controllability check.
Maintain collective on touchdown, then

carefully lower it while slowing down.
Carefully use wheel brakes to slow down helicopter.
PLAs: Retard to OFF only once

helicopter has stopped.

POST CRASH SHUTDOWN

ROTOR BRAKE SYSTEM
ROTOR BRAKE ON
ROTOR BRK ON
Rotor brake in operation.

Braking pads of rotor brake not
in fully retracted position.
NO A/C in YES
flight
Set rotor brake lever

A/C to OFF position
in shutdown (fully forward).
NO YES
mode AND
NR below
40%
Set rotor brake lever LAND
to OFF position IMMEDIATELY
(fully forward).
Monitor main rotor

decelerration.
Shutdown
engines
immediately.
WARNING
WHEN LANDING GEAR IS EXTENDED IN
FLIGHT DO NOT MOVE ROTOR BRAKE
LEVER AFT.
Note
When the landing gear is retracted a locking
pin is automatically engaged to prevent the
rotor brake lever moving aft.

Section 3 A109S RFM
ELECTRICAL SYSTEM
DOUBLE DC GENERATOR FAILURE
(Helicopters without CAT A Electrical system modification P/N 109-0823-96)
Audio Tone and

ELECTRICAL + BATT DISCH + voice warning WARNING
Both DC generators failed.
- Reduce power (if practicable.)

- Reduce airspeed to 128 KIAS maximum.
- Reduce rate of climb to 1,000 ft/min maximum.
Cockpit pilot utility light: ON (at night)
CAUTION
Both SAS 1 and SAS 2 may be momentarily

lost as a result of GEN BUS 1 & 2 switches
disconnection.
Immediate SAS 1 re-engagement is possible.
GEN BUS 1: OFF

GEN BUS 2: OFF
BUS TIE caution message displayed.
SAS 1: ON
GEN 1 and GEN 2: Reset, then set to ON.
Continued Next Page

DOUBLE DC GENERATOR FAILURE (Cont.d)

NO Both GEN YES

remain ON
GEN BUS 1 & 2: ON

SAS 1 & 2: ON
All caution and

NO #1(2) DC GEN YES
warning messages
caution message disappear.
displayed
ELECTRICAL
warning message still
Proceed
displayed.
with flight.
Double DC generator ELECTRICAL warning

failure confirmed. message disappeared.
GEN 1 & 2: OFF

GEN BUS 1 & 2: ON
SAS 1 & 2: ON
Land as soon as
possible.
(within 30 min maximum). Proceed
Refer to page 3-49 for with flight.
operative equipment.
Continue flight with Refer to FAILURE OF A

one SAS only: GENERATOR procedure.
Refer to FLIGHT WITH ONE
HELIPILOT OPERATIVE
ONLY limitations in
Section 1.
Continued Next Page

Section 3 A109S RFM
DOUBLE DC GENERATOR FAILURE (Cont.d)

WARNING
With a double generator failure, simulta-
neous operation of the landing lights and
searchlight is prohibited.
WARNING
With a double generator failure, if the gener-
ator busses are not disconnected, the bat-
tery is capable of supplying power for only
10 minutes maximum, providing that VHF
radio is not used in transmission for more
than 3 minutes.
Note
When ELECTRICAL warning message is
activated, #1 DC GEN and #2 DC GEN cau-
tion messages are suppressed.

Services retained during double generator failure

ELECTRICAL
BATT DISCH
BATTERY BUS
EDU 1
DAU-CH#A
NAV/COMM/GPS 1 (Pilot)
ICS PILOT
EFIS FANS
EMERGENCY BUS 1 EMERGENCY BUS 2

INVERTER 1 SEARCH LIGHT
SAS 1 CKPT PLT UTILITY LIGHT
ATT ENGAGED ADI STANDBY
LANDING GEAR HYD. CNTR
LANDING GEAR CNTR PNL
LANDING LIGHTS
DC ESSENTIAL BUS 1 DC ESSENTIAL BUS 2
ENG 1 FIRE DETECT and FIRE ENG 2 FIRE DETECT AND FIRE
EXTINGUISHER SYSTEMS EXTINGUISHER SYSTEMS
FUEL PUMP 1 FUEL PUMP 2
FUEL XFEED VALVE FUEL SHUT-OFF VALVE 2
FUEL SHUT-OFF VALVE 1 HYDRAULIC SYSTEM
ICS CO-PILOT GOV CTL
FORCE TRIM SPEAKER AMPLIFIER
EADI PILOT
EDU 2
DAU-CH#B

Section 3 A109S RFM
DOUBLE DC GENERATOR FAILURE (EXTENDED FLIGHT ENDURANCE)

(Helicopters with CAT A Electrical system modification P/N 109-0823-96)
Audio Tone and

ELECTRICAL + BATT DISCH + voice warning WARNING
Both DC generators failed.

Cockpit pilot utility light: ON (at night)
CAUTION

lost as a result of GEN BUS 1 & 2 switches
disconnection.
GEN BUS 1: OFF

GEN BUS 2: OFF
BUS TIE caution message displayed.
SAS 1: ON
GEN 1 and GEN 2: Reset, then set to ON.
Continued Next Page


(Cont.d)
NO Both GEN YES

remain ON
GEN BUS 1 & 2: ON

SAS 1 & 2: ON
All caution and

NO #1(2) DC GEN YES
warning messages
caution message disappear.
displayed
ELECTRICAL
warning message still
Proceed
displayed.
with flight.
Double DC generator ELECTRICAL warning

failure confirmed. message disappeared.
GEN 1 & 2: OFF

GEN BUS 1 & 2: ON
SAS 1 & 2: ON
Continued Next Page
Proceed
with flight.
Refer to FAILURE OF A
GENERATOR procedure.

Section 3 A109S RFM

(Cont.d)
- Set XFEED VALVE: CLOSED

- FUEL PUMP 1 and 2 switches OFF
- EDU 2 Switch OFF
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.
NO OAT less YES

than 4 C
- Confirm PITOT - Confirm PITOT
HEAT 2 OFF HEAT 2 ON
- Land as soon - Land as soon

as practicable as practicable
within 49 minutes within 41 minutes
Continue flight with Continue flight with

one SAS only: one SAS only:
Refer to FLIGHT WITH ONE Refer to FLIGHT WITH ONE
HELIPILOT OPERATIVE HELIPILOT OPERATIVE
ONLY limitations in ONLY limitations in
Section 1. Section 1.
Continued Next Page


(Cont.d)
Note
The battery endurance reported above assumes the pilot oper-
ates the VHF2 radio system in transmission for a maximum of
1 minute every 15 minutes.
The LDG LT or Search Light can be turned ON for 1 minutes
before landing.
WARNING
With a double generator failure, simulta-
neous operation of the landing lights and
searchlight is prohibited.
Note
When ELECTRICAL warning message is
activated, #1 DC GEN and #2 DC GEN cau-
tion messages are suppressed.

Section 3 A109S RFM
Services retained during double dc generator failure (extended

flight endurance)
ELECTRICAL + BATT DISCH

BATTERY BUS
EDU 1
DAU-CH#A
ICS PILOT
EFIS FANS
EMERGENCY BUS 1 EMERGENCY BUS 2

1
INVERTER SEARCH LIGHT
SAS 1 CKPT PLT UTILITY LIGHT
ATT ENGAGED ADI STANDBY
LANDING GEAR HYD. CNTR PITOT HEAT 2
LANDING GEAR CNTR PNL
LANDING LIGHTS
TRANSPONDER
DC ESSENTIAL BUS 1 DC ESSENTIAL BUS 2

ENG 1 FIRE DETECT and FIRE ENG 2 FIRE DETECT AND FIRE
EXTINGUISHER SYSTEMS EXTINGUISHER SYSTEMS
FUEL PUMP 1 FUEL PUMP 2
FUEL XFEED VALVE FUEL SHUT-OFF VALVE 2
FUEL SHUT-OFF VALVE 1 HYDRAULIC SYSTEM
ICS CO-PILOT GOV CTL
FORCE TRIM SPEAKER AMPLIFIER
EHSI PILOT EADI PILOT
EDU 2
DAU-CH#B


Section 3 A109S RFM
BATTERY DISCHARGING
Audio Tone and

BATT DISCH + voice warning WARNING
Battery discharging.

CAUTION

lost as a result of GEN BUS 1 or GEN
BUS 2, and BAT switches disconnection.
NO ELECTRICAL
YES
warning message
displayed
GEN BUS 1: Check ON Both DC

GEN BUS 2: Check ON generators failed.
SAS1 & 2: Check ON
Refer to DOUBLE
Continued Next Page DC GENERATOR
FAILURE procedure.

BATTERY DISCHARGING (Contd)
BATT DISCH YES

NO
warning message
still displayed
Proceed
with flight.
NO #1(2) DC GEN YES
caution message
displayed
On affected generator:
BAT switch: OFF
GEN BUS switch: OFF
SAS 1: Check ON
GEN switch: Reset, then ON
GEN BUS switch: ON
SAS 1 and 2: Check ON
Land as soon as
practicable.
NO BATT DISCH YES

warning message
still displayed
Refer to BUS
Land as soon as
TIE OPEN
possible.
procedure.
Continue flight with

one SAS only:
HELIPILOT OPERATIVE ONLY
limitations in Section 1.

Section 3 A109S RFM
CAUTION
With BUS TIE caution message displayed,

i.e. with GEN BUS 1(2) open, corresponding
engine may not be restarted in case of
engine flame-out.
Note
With the BAT switch to OFF, GEN BUS 1
OFF and DC GEN 2 OFF, all loads of DC
Bus 2, Emergency Bus 2 and Battery Bus
are lost. Refer to table below for inoperative
equipment.
All loads on DC Bus 1, Emergency Bus 1
and both Essential Busses are maintained
by DC GEN 1.
Services lost during BUS failures
BATT DISCH
DC BUS 2 EMERGENCY BUS 2

COCKPIT FAN SEARCH LIGHT
PITOT HEAT 2 (*) CKPT PLT UTILITY LIGHT
ENG 2 IGN / START (no ENGINE 2 ADI STANDBY
restart)
PLT WIPER
POSITION LIGHTS
TAXI LIGHTS
OVERHEAD CONSOLE ILLUMINATION
INSTRUMENT PANEL ILLUMINATION
BATTERY BUS
EHSI PILOT(*)
INVERTER 2 EDU 1
SAS 2 DAU-CH#A
RAD ALT NAV/COMM/GPS 1 (Pilot)
ADF ICS PILOT
NAV/COMM/GPS 2 (Co-pilot) EFIS FANS
(*) Not lost on helicopters with Cat A Electrical system modification

P/N 109-0823-96.

Note
With the BAT switch to OFF, GEN BUS 2
OFF and DC GEN 1 OFF, all loads of DC
Bus 1, Emergency Bus 1 and Battery Bus
are lost. Refer to table below for inoperative
equipment.
All loads on DC Bus 2, Emergency Bus 2
and both Essential Busses are maintained
by DC GEN 2.
Services lost during BUS failures
BATT DISCH
DC BUS 1 EMERGENCY BUS 1

HEATER INVERTER 1
PITOT HEAT 1 SAS 1
ENG 1 IGN / START (no ENGINE 1 ATT ENGAGED
restart) LANDING GEAR HYD. CNTR (loss
CO-PILOT WIPER of landing gear ELECTRICAL
CABIN LIGHTS RETRACTION CONTROL.)
CKPT CPLT UTILITY LIGHT LANDING GEAR CNTR PNL
PEDESTAL LIGHT (loss of landing gear status
ANTICOLLISION LIGHTS indication on panel)
EADI CO-PILOT LANDING LIGHTS
EHSI CO-PILOT
DME
TRANSPONDER (*)
ICS CREW
FLIGHT DIRECTOR & AUTOTRIM
BATTERY BUS
MOVING MAP (if installed)
EDU 1
WEATHER RADAR (if installed)
DAU-CH#A
CHIP BURNER (if installed)
ICS PILOT
EFIS FANS
(*) Not lost on helicopters with Cat A Electrical system modification

P/N 109-0823-96.

Section 3 A109S RFM
BATTERY HOT
Audio Tone and

BATT HOT + voice warning WARNING
Battery temperature
exceeding limits.
BAT switch: OFF.
Land as soon as
practicable.
CAUTION
Do NOT attempt engine restart in case of engine
flame-out.

ELECTRICAL FIRE / SMOKE (IN FLIGHT)
Visible signs of smoke in cockpit, with distinct

acrid smell of burning insulation.
- Reduce speed to Vy.

- Ventilate cockpit and cabin and prepare
to land as soon as possible.
Maintain safe flight condition and use

following procedure to isolate busbars
in order to establish source of fire.
Turn on RH Pilot Utility Light.
GEN BUS 1: OFF Loss of: DC BUS 1

GEN BUS 2: OFF EMERG BUS 1
GEN 1: OFF BATTERY BUS
BAT: OFF
SAS2: Check ON
YES smoke NO
clears
Loss of: DC BUS 2
GEN 1: ON EMERG BUS 2
GEN 2: OFF BATTERY BUS
SAS1: Check ON
YES smoke
clears
NO
Land as soon as
Land as soon as possible. Note
practicable. For inoperative equip-
ment list due to loss of
If smoke severe any bus, refer to Pages
LAND IMMEDIATELY. 3-58 and 3-59.

POST CRASH SHUTDOWN
procedure.

Section 3 A109S RFM
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 red indica-
tor remains on, do the following:
Check UTIL NORM pressure

on EDU2 Auxiliary Mode.
NO pressure YES
low
Reduce speed and check

if 3 green landing gear
indicators illuminate.
Perform EMERGENCY
DOWN LANDING GEAR
Check LDG GEAR circuit procedure.
breakers (2) not tripped.
Cycle LDG GEAR lever up to three

times to achieve down lock.
NO Landing
YES
gear down and
locked
Perform EMERGENCY
DOWN LANDING Continue to land.
GEAR procedure.

EMERGENCY DOWN LANDING GEAR PROCEDURE
EMER/NORM switch:
Turn clockwise breaking safety
wire and selecting EMER.
Set landing gear lever to

DOWN EMERG (full down).
Landing
NO YES
gear down and
locked
Proceed to a hover at Land vertically and

a height sufficient for cautiously on flat
ground personnel to level surface.
check the gear.
CAUTION
Extending the landing gear using the DOWN
EMERG lever position, the toe brakes and rotor
brake are inoperative.
There is sufficient pressure in the emergency
accumulator for only one extension of the land-
ing gear, and for operation of the parking brake
handle for emergency braking.

Section 3 A109S RFM
STATIC PORT OBSTRUCTION

When operating in adverse weather conditions (rain, snow, etc.), if
erratic readings from the airspeed indicator and altimeter are sus-
pected, with the STATIC source switch in the NORMAL position,
select the alternate static source which uses cabin air. Proceed as fol-
lows:
Close all vents and

doors.

STATIC source switch: Lift guard.

Select ALTERNATE.
Proceed
with flight.
CAUTION
When the ALTERNATE static source is

used, decrease the altimeter readings by
80 ft.
Note
The airspeed indication obtained through
the alternate static source is slightly higher
than the actual value in all speed range.

FLIGHT IN THUNDERSTORM - LIGHTNING STRIKE

When flying near thunderstorm activity, the helicopter may be struck
by lightning. If it is suspected that the rotorcraft has been struck by
lightning, proceed as follows:
Reduce airspeed to 80 KIAS
CAUTION
Avoid performing extreme manoeuvers.
Land as soon as
practicable.
If it is suspected that the pilots Pitot system has been damaged by

lightning, proceed as per STATIC PORT OBSTRUCTION procedure.
If it is suspected that the aircraft has been struck by lightning this must
be noted in the helicopter log-book.
WIRE STRIKE
In the event of a wire strike, land as soon as possible and perform
engine shutdown.

Section 3 A109S RFM
EMERGENCY EXITS
Figure 3-3 show the positions of the aircraft emergency entrances
and exits. The emergency release mechanisms are also illustrated.
LH SHOWN
LH SHOWN
EMERGENCY EXIT 1 PULL RED STRAP TO REMOVE CORD

2 PUSH OUT WINDOW
EMERGENCY
PUSH HERE EMERGENCY
PUSH HERE
FO
RE
PU
ME
SH
DO RELE
RG
TU
LIFT AND
OR
RN
EN
RIN LE
H
CLE SE
CY
G
AR
A
EX
OF
IT
H ING
Internal view
ES
cockpit door
emergency EMERGENCY
release handle
PUSH HERE
FOR EMERGENCY EXIT

Internal view
LIFT RING sliding door window
TURN HANDLE
PUSH DOOR CLEAR OF HINGES
RELEASE
ICN-0B-A-153000-G-A0126-00003-A-01-1
Figure 3-3 Markings and Placards


Section 3 A109S RFM
MALFUNCTION PROCEDURES

CAUTION SYSTEM
Many of the malfunctions described in this section are indicated by the
illumination of the yellow caution captions on the CAS window and the
flashing of the amber Master Caution Light (MCL).
An active Caution message is displayed in yellow text on a black back-
ground. The caution can be acknowledged by pressing the MCL or the
Master Reset pushbutton on the collective grip. Once acknowledged,
the MCL is reset for future indication.
The Caution message remains until the cause of the caution is cor-
rected.
The last-in Caution message is displayed on top of the caution list of
the CAS display area, and the existing list is displaced down. The
Caution messages not displayed on the screen are available line by
line using the Arrow rocker switch located on the display unit.
CAUTIONS WITH VOICE MESSAGE

The LANDING GEAR caution message, in LANDING GEAR
RETRACTED procedure is accompanied by a LANDING GEAR voice
message, when height is less than 200 ft and undercarriage is
retracted.
The XMSN OVTRQ caution message, in TRANSMISSION OVER-
TORQUE procedure is accompanied by a audio tone warning.

Section 3 A109S RFM
Table 3-2 Table of Caution Messages
CAS Caption Page Failure/System State

ENGINE MALFUNCTIONS
#1(2) DCU 3-86 Associated Data Collection Unit
(DCU) failure.
#1(2) ECU DATA 3-86 Loss of data from associated ECU.
#1(2) ECU MAINT 3-87 Associated engine electronic control
unit (ECU) non-critical failure.
#1(2) FIRE DET 3-92 Associated engine fire detection sys-
tem inoperative.
#1(2) HOT START 3-88 Associated engine TOT exceeded
limit on engine starting.
#1(2) OIL CHIP 3-80 Presence of metal particles in associ-
ated engine oil circuit.
#1(2) OIL HOT 3-78 Associated engine oil temperature
above maximum value of 125 C.
#1(2) OVSPD 3-84 Associated engine N2 overspeed
control system triggered.
#1(2) OVSPD DET 3-85 Associated engine N2 overspeed
control system failed.
#1(2) OVSPD TEST 3-86 Associated engine N2 overspeed
control circuit test failure.
#1(2) PLA 3-82 Associated engine power lever (PLA)
out of FLIGHT position whilst in AUTO
mode.
#1(2) PLA MOTOR 3-81 Associated engine power lever (PLA)
remote control inoperative. Beep trim
failed.
#1(2) PMS 3-83 Associated engine mode selection
switch failed.

#1(2) TOT LIMITER 3-89 Associated engine TOT limiter not

operative.
FIRE BTL 1(2) 3-92 Associated fire extinguisher bottle dis-
charged.
MGT MATCH 3-90 Crosstalk between the 2 FADECs failed.
No engine TOT matching possible.
RPM SELECT 3-91 NR switch inoperative.
Inability to trim NR.
ELECTRICAL MALFUNCTIONS
BATT OFF 3-123 Battery off-line.
BUS TIE 3-126 Associated bus tie open.
INV 1(2) 3-127 Associated inverter failed.
#1(2) DC GEN 3-125 Associated DC generator failed.
#1(2) GEN CNT 3-122 Associated DC generator control box
breaker in relay box tripped.
FUEL MALFUNCTIONS
#1(2) A/F F FLTR 3-112 Associated airframe fuel filter partially
blocked. Impeding by-pass.
FUEL DRAIN 1(2) 3-113 Associated fuel drain valve open.
#1(2) FUEL FLTR 3-112 Associated fuel filter partially blocked.
Impeding by-pass.
#1(2) FUEL LOW 3-110 Fuel quantity in associated tank below
32 kg.
#1(2) F LOW FAIL 3-113 Associated fuel-low sensor test failed.
No fuel-low indication for associated
fuel tank.
FUEL PUMP 1(2) 3-111 Associated fuel pump failed.

Section 3 A109S RFM
ROTOR AND TRANSMISSION MALFUNCTIONS

ROTOR BRK 3-109 Rotor break system degraded.
TGB OIL CHIP 3-108 Presence of metal particles in the tail
rotor gearbox oil.
XMSN OIL CHIP 3-107 Presence of metal particles in the
main gearbox oil.
XMSN OVTRQ 3-106 Transmission overtorqued.
In AEO: TRQ1 + TRQ2 > 215%
In OEI: TRQ1 or TRQ2 > 162%
HYDRAULIC MALFUNCTIONS
EMER UTIL CHRG 3-121 Solenoid valve of emergency utility
hydraulic system open. Emergency
utility hydraulic system is operative.
EMER UTIL PRES 3-120 Low pressure in emergency utility
hydraulic system.
MAIN UTIL CHRG 3-121 Solenoid valve of main utility hydraulic
system open. Main utility hydraulic
system is operative.
MAIN UTIL PRES 3-119 Low pressure in main utility hydraulic
system.
MAIN RTR SERVO 3-117 A servo valve in one of the 3 main
rotor servo actuators is jammed.
SERVO 1(2) 3-114 Associated servo-hydraulic system
& failed.
3-116

MISCELLANEOUS MALFUNCTIONS
AWG FAIL 3-128 Aural Warning Generator (AWG) sys-
tem failure.
BAG DOOR 3-142 Baggage compartment door not cor-
rectly closed.
BATT DOOR 3-143 Battery door not closed
CABIN DOOR 3-141 Pilots, co-pilots and/or passengers
door not correctly closed.
EFIS FAN 3-145 EFIS fans failed.
EXT PWR ON 3-124 External power connected to the heli-
copter or external power door open.
LANDING GEAR 3-146 Landing gear retracted below 200 ft
(or 20 ft when in regrade mode).
PARK BRK ON 3-144 Parking brake ON.
PITOT 1(2) FAIL 3-145 Associated Pitot heat failed.
UTILITY DOOR 3-142 Utility door not correctly closed.
AUTOPILOT MALFUNCTIONS
ATTD OFF 3-131 No attitude retention.
SAS 1(2) OFF 3-132 Associated SAS failure.
VG 1(2) 3-133 Associated vertical gyro not erected.

Section 3 A109S RFM
DISPLAY UNIT MALFUNCTIONS

IDS 3-136 Failure of Integrated Display System
& (IDS).
3-138 Possible degradation in system func-
tion.
DAU MISCMP-P 3-140 Some primary data from one or both
channels of the Data Acquisition Unit
(DAU) are invalid.
Possible degradation in system func-
tion.

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).

Section 3 A109S RFM
If compressor stall occurs, carry out the following procedure:
- Select MAIN mode on EDU2.

- Identify and Verify malfunctioning engine.
- Monitor engine parameters for abnormal indications.
If stall persists,
on affected engine
- Select IDLE on ENG MODE switch.
If TOT decreases, N1
stabilize and other
abnormal indications clear.
If stall does not clear and
TOT continues to rise.
ENG MODE switch: FLT.
engine
NO still responds YES
abnormally
Carry out ENGINE SHUTDOWN

Proceed IN AN EMERGENCY procedure.
with flight.
Land as soon as
practicable.

UNUSUAL ENGINE NOISE

Compressor damage as a result of FOD may increase the engine
noise level and is detectable by a high-pitched whining sound. The
noise level of the high pitched whine should vary with N1 and should
be significantly higher than the usual engine noise.
If an unusual noise is detected and FOD damage suspected:
Monitor engine parameters for

abnormal indications.
Switch ENG MODE to IDLE

sequentially to determine
the affected engine.
Shutdown affected engine as soon

as practicable to avoid possible
secondary compressor damage.
Land as soon as
practicable.

Section 3 A109S RFM
ENGINE OIL TEMPERATURE
#1(2) OIL HOT
Associated engine oil

temperature above 125 C.
On affected engine:
Confirm oil temperature.
Oil
NO temperature YES
above 125 C
Proceed with Achieve safe OEI flight.

flight.
On affected engine:
Shutdown engine using
ENGINE SHUTDOWN IN
AN EMERGENCY
procedure.
Land as soon as
practicable.

ENGINE OIL PRESSURE HIGH
If engine oil pressure operates above oil

pressure limit carry out the following:
On affected engine:
- Check MAIN mode on EDU2.
- Monitor engine parameters.
On affected engine:
Shutdown engine using
ENGINE SHUTDOWN IN
EMERGENCY procedure.
Land as soon as
practicable.

Section 3 A109S RFM
ENGINE OIL CHIP DETECTOR
#1(2) OIL CHIP
Presence of metal particles in affected engine oil.

- Check affected engine and
engine oil parameters.
Reduce power by lowering collective.
As soon as practicable, carry out

ENGINE SHUTDOWN IN AN
Land as soon as
practicable.

ENGINE POWER LEVER REMOTE CONTROL FAIL
#1(2) PLA MOTOR
Associated engine power lever (PLA)

remote control beep not functioning.
Proceed
with flight.
If engine manual control is

required, this must be carried
out moving PLA manually.

Section 3 A109S RFM
ENGINE POWER LEVER POSITION
#1(2) PLA
Associated engine power lever

(PLA) out of FLIGHT position detent.
(Message active in AUTO mode only).
Confirm PLA position and

correct if required.
If caution message remains
Proceed
with flight.
On affected engine:
- Monitor engine parameters.

ENGINE MODE SELECT SWITCH
#1(2) PMS
Associated engine power mode

switch failure.
Proceed
with flight.
Engine shutdown could be

accomplished through the
affected ENG MODE switch.
If necessary, utilize the
engine power lever (PLA)
to shutdown the engine.

Section 3 A109S RFM
ENGINE POWER TURBINE OVERSPEED
#1(2) OVSPD
Associated engine N2 at or above

maximum threshold (112.4%) and
engine in overspeed condition.
N2 overspeed control system triggered.
Check affected engine

fluctuates around 110%.
Carry out ENGINE

SHUTDOWN IN AN
Land as soon as
practicable.

ENGINE POWER TURBINE OVERSPEED DETECT FAILURE
#1(2) OVSPD DET
Associated engine N2 overspeed

detection system not operational.
A/C
NO YES
in flight
Shutdown Proceed
affected engine. with flight.
On affected engine:
Be aware that N2 over-
speed protection system
will not function in the
event of an N2 overspeed.

Section 3 A109S RFM
N2 OVERSPEED CONTROL CIRCUIT TEST FAILURE
#1(2) OVSPD TEST
Associated engine N2 overspeed

control circuit test failure.
Correct problem
before flight.
Note
#1(2) OVSPD TEST caution messages
active only on ground with ENG MODE switch
in OFF position.

DATA COLLECTION UNIT MALFUNCTION
#1(2) DCU
Associated Data Collection Unit (DCU)

failure. TOT and TRQ trim values for
engine calibration not available.
Correct problem
before flight.
Note
#1(2) DCU caution messages active only on
ground with ENG MODE switch in OFF posi-
tion.
ENGINE CONTROL UNIT - MAINTENANCE REQUIRED
#1(2) ECU MAINT
Associated engine control unit (ECU)

non-critical failure.
Correct problem
before flight.
Note
#1(2) ECU MAINT caution messages active
only on ground with ENG MODE switch in OFF
position.

Section 3 A109S RFM
ENGINE HOT START
#1(2) HOT START
Associated engine TOT limits exceeded during start.

(TOT between 650 C and 875 C
for longer time than allowed.)
NO A/C in YES
flight
Shutdown Proceed
helicopter. with flight.
Monitor engine
parameters.
Land as soon as
practicable.

TURBINE OUTLET TEMPERATURE MALFUNCTION
#1(2) TOT LIMITER
Associated engine TOT thermocouple failed.

TOT limiter function of associated EEC inoperative.
Possible loss of TOT reading.
Engine TOT matching inoperative.
NO Loss of TOT YES

reading
Proceed Proceed
with flight. with flight.
Do not exceed - Select MAIN mode on EDU2.

TOT limits. - Monitor remaining engine
parameters.
- Avoid operating near limits.
- Avoid exceeding 92% N1 and
10,000 ft pressure altitude.
- Avoid, as far as possible, to
bleed air from engine.

Section 3 A109S RFM
MGT MISMATCH
MGT MATCH
Crosstalk between the 2 FADECs failed.

No engine TOT matching possible.
Set MATCH switch

to TORQUE.
Avoid operating
engines near limits.

ROTOR SPEED SELECTOR MALFUNCTION
RPM SELECT
RPM Switch Malfunction
100%. NR 102%.
Locked
Proceed Proceed
with flight. with flight.
Airspeed limit
140 KIAS.
Be aware that NR will remain
locked at 100%.

Section 3 A109S RFM
ENGINE FIRE DETECTOR SYSTEM FAILURE
#1(2) FIRE DET
Associated engine fire

detection system inoperative.
On affected engine:
- Check MAIN mode on EDU2
- Monitor engine parameters
for abnormalities and
check for signs of fire.
Land as soon as
practicable.
FIRE EXTINGUISHER BOTTLE DISCHARGED
FIRE BTL 1(2)
Associated fire extinguisher

bottle discharged.
Refill bottle before

next flight.

ENGINE RESTART IN FLIGHT PROCEDURE
General
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. This engine restart can be carried out at any
altitude within the approved flight envelope.
CAUTION
Do NOT attempt to restart the engine if the

cause of the flame-out has not been ascer-
tained.
Starting malfunctions and associated abort actions

Monitor engine start and if any of the following occurs:
- TOT increases beyond start limit
- starter and igniter do not automatically deactivate at N1 = 50%
Abort start and shutdown engine by:
1. ENG MODE switch OFF.
2. PLA OFF.
3. FUEL PUMP OFF.
4. ENG FUEL VALVE switch CLOSED.

Section 3 A109S RFM
CAUTION
Failure to follow the appropriate Abort Pro-

cedure may cause damage to the engine.
Note
Observe the igniter and starter generator
duty cycle limitations.
In flight restart procedure in auto mode

The following is the procedure for restarting flame-out engine in flight
with ECU operative (in AUTO mode).
1. Recommended airspeed Vy.
2. HTR/ECS switch OFF.
3. Engine power lever (PLA) FLIGHT.
4. ENG FUEL VALVE switch OPEN (Bar vertical).
5. FUEL PUMP switch ON.
CAUTION
For engine restarts below 15,000 ft, the

ENG MODE switch should only be moved
from the OFF position, once N1 is below
20%.
Above 15,000 ft, the ENG MODE switch
should only be moved from the OFF posi-
tion, once N1 is below 5%.
6. ENG MODE switch IDLE.

Note
It is recommended to start the engine to
IDLE, nevertheless, if necessary, it is possi-
ble to start to FLIGHT by setting the ENG
MODE switch directly to FLT.
7. N1 Note N1 increasing and START

8. Engine temperature (TOT) Note TOT increasing at light-off

and IGN legend vertically dis-
played.
9. Engine oil pressure Check rising.
Note
10. N2 Confirm stabilized below 100%.
Note
If the engine was started to FLT, the N2 will
stabilize at 100%.
In flight restart procedure in manual mode

The following is the procedure for restarting flame-out engine in flight
with ECU inoperative (in MANUAL mode).
1. Recommended airspeed Vy.
2. HTR/ECS switch OFF.
3. Engine power lever (PLA) OFF.
4. ENG GOV switch MANUAL.

Section 3 A109S RFM
Note
In presence of an ECU failure, the engine
control system reverts and operates in man-
ual 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.
5. ENG FUEL VALVE switch OPEN (Bar vertical).
6. FUEL PUMP switch ON.
CAUTION
For engine restarts below 15,000 ft, the

starter and igniter shall only be engaged
once N1 is below 20%.
Above 15,000 ft, the starter and igniter shall
only be engaged, once N1 is below 5%.
7. ENG MODE switch IDLE.
8. Engine power lever (PLA) IDLE.
9. Starting button Push and hold. START and IGN

legends vertically displayed
beside N1 and TOT scales on
EDU1.
10. N1 Note increasing.
11. Engine power lever (PLA) Move forward to obtain light-off.

Note
At low altitude (below 3,000 ft), light-off is
expected to occur when the PLA is nearly in
FLIGHT position.
At high altitude (above 15,000 ft), light-off
may occur as soon as the PLA is out-of the
IDLE position
12. Engine temperature (TOT) Note increasing at light-off.

Monitor TOT value and control
with slight movements of the
engine power lever (PLA) to
insure TOT transient value is
not exceeded.
Note
If engine hangs at N1 below 50%, slowly
move engine power lever (PLA) 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 PLA to OFF
position and release starting button.
13. Starting button Release when N1 reaches

50%. START and IGN legends
suppressed.
14. Engine power lever (PLA) Set the power as required by

using either the engine power
lever or the ENG TRIM toggle
switch on the collective grip.
15. Engine oil pressure Check rising.
Note

Section 3 A109S RFM
AUTO TO MANUAL MODE TRANSFER

Transfer from AUTO to MANUAL mode can occur as a result of:
1. pilot request by ENG GOV switch on collective grip.
2. automatic reversion to MANUAL due to ECU critical hardware fail-

ure.
Note
#1(2) ECU FAIL warning message displayed
and audio tone and voice warning WARN-
ING audible.
Note
control system reverts and operates in
MANUAL mode regardless of the ENG GOV
switch position. However, it can be conve-
nient to set the ENG GOV switch to MAN-
UAL for congruence with the mode
condition.
Note
#1(2) PLA caution message is active only
when operating in AUTO mode.
The MANUAL mode condition is indicated by the activation of the
MAN legend.
ENGINE SHUTDOWN IN MANUAL MODE

This procedure applies in case of ECU failure and consequent rever-
sion to MANUAL mode.
Note
#1(2) ECU FAIL warning message and MAN
legend displayed.

ENG GOV switch : MANUAL.

Note
control system reverts and operates in MAN-
UAL 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.
Engine power lever (PLA) : Set to IDLE to set N1 at approxi-
mately 60%.
Engine power lever (PLA) : Set to OFF.
ENG MODE switch : OFF (fully counterclockwise).
Note
The engine will shut-off as soon as either the
PLA or the ENG MODE switch is set to OFF.
FUEL PUMP switch : OFF. #1(2) FUEL PUMP caution
message displayed.
CAUTION
During shutdown, check that N1 deceler-

ates 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 described in Section 2.

Section 3 A109S RFM
ENGINE OPERATION IN MANUAL MODE

Following a reversion to manual mode (MAN legend displayed), the
electric stepper motor of the corresponding engine is frozen at its cur-
rent position, maintaining the engine torque at its current value just
prior to manual reversion.
In case of failure during transient condition, the pilot should control
engine ensuring that parameters stay within operating range.
The MANUAL mode control characteristics will vary depending on the
engine condition at the time of the reversion to MANUAL mode.
One engine in MANUAL mode and one in AUTO mode

It is recommended to set the engine which is in MANUAL mode to a
suitable fixed power related to the particular flight condition, and let the
ECU of the other engine (in AUTO mode) maintain NR.
Monitor engine parameters and

maintain within operating limits.
Any change of fuel flow and consequently of N1 may be accomplished

through engine power lever (PLA) movements.
Each engine power lever (PLA) is motorized and should be operated
through the relative ENG TRIM toggle switch on collective grip.
Land as soon as
practicable.

Both engines in MANUAL mode
In case of critical malfunction of both ECUs (double failure), the pilot

shall control both engines in MANUAL mode.
Each electric stepper motor is frozen at its current position and engine
power.
Land as soon as
practicable.
Perform a running landing,

if terrain permits.
Cruise flight to reach the landing site
ENG TRIM toggle switches : Operate to adjust torque of one

engine to about 50% of the total
torque required for the desired
airspeed.

Section 3 A109S RFM
Note
To simplify manual control of the engines,
only one engine should be adjusted by
operating only one toggle switch.
Furthermore, avoid adjusting collective and
engine at the same time.
Transient NR between 95% and 102% are
acceptable during adjustments.
Note
Avoid torque settings too close to engine
operating limits.
Airspeed : It is recommended to respect
OEI Vne limits.
Manoeuvres : Avoid any manoeuvre requiring
large and rapid changes of
torque.
CAUTION
When adjusting collective, monitor N2 to

avoid exceeding limits.

Approach and landing
Landing gear lever : DOWN.

Utility hydraulic system : Check pressure within limits.
Nose wheel lock : ON. (lever up).
External lights : As required.
Approach : If at high gross weight
(GW = 3000 kg or more):
- Set one engine torque at 40%.
If at low gross weight
(GW below 3000 kg):
- Set one engine torque at 30%.
- Use other engine to establish
a fairly flat power assisted
approach (35 10 KIAS and
400 fpm maximum rate of
descent at 102% NR).
- Control the landing point by
changing the airspeed and
minimize any further power
adjustment.
Landing : Gently flare helicopter to mini-
mize ground speed at landing.
Use collective to cushion touch-
down and, if necessary, leave
NR to drop down to 95%.
After touchdown, contemporar-
ily lower collective and reduce
both engines at the same time
as necessary to maintain NR
within limits.

Section 3 A109S RFM
CAUTION
When lowering collective, monitor N2 to

avoid exceeding limits.
Apply toe brakes.
Shutdown : Refer to paragraph ENGINE
SHUTDOWN IN MANUAL
MODE.

ENGINE POWER LEVER (PLA) JAMMING PROCEDURE
An engine power lever (PLA) jamming is characterized by the two fol-

lowing conditions:
1. When using the ENG TRIM toggle on the collective grip, the
engine power lever does not respond (i.e. no movement of the
lever);
2. #1(2) PLA MOTOR caution message NOT displayed.
If, when using ENG TRIM #1(2) PLA MOTOR

toggle, no response of the AND caution message
relevant PLA NOT displayed.
Pull aft (towards IDLE position) the

affected PLA.
Pull strongly enough to break the internal
pin holding the PLA stepper motor.
Once the stepper motor pin

is broken, the PLA is free to
be manually moved.
Set PLA as required.

Section 3 A109S RFM
DRIVE SYSTEM
MAIN GEARBOX OVERTORQUE
XMSN OVTRQ + Audio Tone
Transmission torque limit exceeded.
Lower collective to maintain

torque within limits.

MAIN TRANSMISSION CHIP
XMSN OIL CHIP
Presence of metal particles in

the main transmission oil.
Reduce power by
lowering collective.
Monitor XMSN oil pressure

and temperature.
Land as soon as
practicable.
Maintenance action required

before next flight.

Section 3 A109S RFM
TAIL GEARBOX CHIP
TGB OIL CHIP
Presence of metal particles in

the tail rotor gearbox oil.
Reduce power by
lowering collective.
Land as soon as
practicable.
Maintenance action required

before next flight.

ROTOR BRAKE SYSTEM DEGRADED
ROTOR BRK
Rotor brake system degraded.
Proceed with
flight.

Section 3 A109S RFM
FUEL SYSTEM
FUEL LOW
#1(2) FUEL LOW
On affected tank, usable

fuel quantity below 33 kg.
Check fuel contents and

CROSS FEED valve CLOSED.
(see Note)
Land as soon as
practicable.
(within stated time limits).
Note
When each engine is drawing fuel from its
tank, the remaining flight duration is approxi-
mately 15 minutes from caution message
activation. In the unusual event that both
engines are drawing fuel from same tank,
the remaining flight duration is approxi-
mately 6 minutes from caution message
activation.

FUEL PRESSURE LOW
FUEL PUMP 1(2)
Associated fuel pump failed

or
Low fuel pressure in associated fuel line.
Switch OFF associated pump.
Confirm XFEED VALVE OPEN

automatically (bar horizontal).
(XFEED advisory message displayed).
Fuel
NO YES
pressure within
limits
Proceed
Possible fuel leak, be atten- with flight.
tive for signs of fuel leak or
engine loss of power.
Set XFEED VALVE:CLOSED. CAUTION

With one fuel pump failed and the
Xfeed valve open, a maximum of
Land as soon as 100 kg fuel indicated will become
practicable. unusable in the tank with the
failed fuel pump..
Set XFEED VALVE:CLOSED

When the indicated fuel quantity
in each tank is 100 kg or less.
WARNING
Avoid bank turns above 30 deg and
sustained pitch angle below 0 deg.

Section 3 A109S RFM
AIRFRAME FUEL FILTER CLOGGED
#1(2) A/F F FLTR
Associated airframe fuel

filter partially clogged.
Continue flight monitoring

fuel pressure.
ENGINE FUEL FILTER CLOGGED
#1(2) FUEL FLTR
Associated engine fuel

filter partially clogged.
Proceed with flight monitoring

fuel pressure.

FUEL LOW SENSOR FAILURE
#1(2) F LOW FAIL
Associated fuel low sensor failure.

No fuel low indication available.
On affected system:
Monitor fuel quantity.
Low level caution inoperative.
Proceed
with flight.
FUEL DRAIN VALVE OPEN
FUEL DRAIN 1(2)
Associated fuel drain valve open.
Close relevant drain valve,

before refuelling and/or take-off.
Proceed
with flight.

Section 3 A109S RFM
HYDRAULIC SYSTEM
SERVO HYDRAULIC SYSTEM N1 MALFUNCTION
SERVO 1
N1 Servo hydraulic system failed.
Verify N1 servo hydraulic system pressure on EDU2.
pressure
NO YES
below
1200 psi
Proceed with flight - Gradually reduce airspeed

monitoring system below 90 KIAS.
pressure. - Avoid pull-up manoeuvres
and bank angles above
25 deg to maintain accept-
able loads.
- Avoid rapid movements of
flight controls.
SERVO HYD switch: 1 OFF

in order to set the N1 Servo
hydraulic system off.
Land as soon as
practicable.

WARNING
Following the pressure loss of N1 main
servo hydraulic system, avoid landing and/
or operating in conditions which require a
high degree of control activity such as con-
fined areas or out-of-wind hovering, particu-
larly with wind from right.
Note
The tail rotor pedals are only boosted by the
N1 servo hydraulic system.
Note
Pedals will tend to move to zero thrust posi-
tion (Right pedal slightly more forward than
the left pedal).
Control force on pedals will increase in
hover and in forward flight.
Cyclic and collective forces will remain nor-
mal.
Note
The helicopter is equipped with two inde-
pendent hydraulic servo systems for cyclic
and collective control. Either system can
deliver adequate power to control the heli-
copter.
The hydraulic system is designed such to
prevent the de-activation of the operative
system when one of the SERVO 1(2) cau-
tion messages is activated.

Section 3 A109S RFM
SERVO HYDRAULIC SYSTEM N2 MALFUNCTION
SERVO 2
N2 Servo hydraulic system failed.
Verify N2 servo hydraulic system pressure on EDU2.
pressure
NO YES
below
1200 psi
Proceed with flight - Gradually reduce airspeed

monitoring system below 90 KIAS.
pressure. - Avoid pull-up manoeuvres
and bank angles above
25 deg to maintain accept-
able loads.
- Avoid rapid movements of
flight controls.
Control forces
remain normal.
SERVO HYD switch: 2 OFF

in order to set the N2 Servo
hydraulic system off.
Land as soon as practicable.
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.
JAMMING OF A MAIN ROTOR SERVO VALVE

The helicopter is equipped with three hydraulic servo actuators, tan-
dem type, on main rotor controls (cyclic and collective).
MAIN RTR SERVO
A servo valve in one of the 3 main

rotor servo actuators is jammed.
- Gradually reduce airspeed below 90 KIAS.

- Avoid pull-up manoeuvres.
- Avoid bank angle above 25 deg.
- Avoid rapid movement of the cyclic and
collective controls.
Land as soon as
practicable.
When on the ground, conduct

Hydraulic Systems Check
described in Section 2.
If servo valve jamming is confirmed,

do NOT resume flight.

Section 3 A109S RFM
TAIL ROTOR SERVO VALVE JAMMING

Jamming of the servo valve of the tail rotor servo actuator will result in
an increase of pedal control force in hovering and in forward flight.
Procedure:
- Gradually reduce airspeed below 90 KIAS.

- Avoid pull-up manoeuvres.
- Avoid bank angle above 25 deg.
- Avoid rapid movement of the cyclic and
collective controls.
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 manoeuver-
ability (i.e. avoid operating in enclosed
areas, avoid operation with sideward winds,
in particular with wind from the right.)

NORMAL UTILITY HYDRAULIC PRESSURE LOW
MAIN UTIL PRES
Failure of the normal utility hydraulic

system. Pressure in the system is
below minimum pressure of 500 psi.
- Select AUXILIARY mode on EDU2.

- Verify normal utility system pressure.
If normal utility pressure below 500 psi.
Perform EMERGENCY
DOWN LANDING GEAR
procedure.
WARNING
In the emergency accumulator, there is suffi-
cient pressure for one extension of the land-
ing 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 pro-
vide differential braking. The toe brakes and
the rotor brake are inoperative.

Section 3 A109S RFM
EMERGENCY UTILITY HYDRAULIC PRESSURE LOW
EMER UTIL PRES
Failure of the emergency utility hydrau-

lic system. Pressure in the system is
below minimum pressure of 1140 psi.
- Select AUXILIARY mode on EDU2.

- Verify emergency utility system pressure.
If emergency utility pressure below 1140 psi.
- Maintain AUXILIARY mode on EDU2.

- Proceed with flight, carefully monitoring
NORM UTIL pressure.
If normal utility pressure below 1140 psi.
Reduce speed to 140 KIAS maximum.
Extract landing gear using

the normal procedure.
Proceed
with flight.

NORMAL UTILITY HYDRAULIC SYSTEM CHARGING
MAIN UTIL CHARG
Normal utility hydraulic system

solenoid valve open.
The normal utility hydraulic system
is operative.
Proceed
with 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 fail-
ure of the other system.
EMERGENCY UTILITY HYDRAULIC SYSTEM CHARGING
EMER UTIL CHARG
Emergency utility hydraulic system

solenoid valve open.
The emergency utility hydraulic
system is operative.
Do NOT take-off.
Note
EMER UTIL CHARG is only triggered on ground.
If caution remains displayed, do NOT take-off.

Section 3 A109S RFM
ELECTRICAL
DC GENERATOR CONTROL
#1(2) GEN CNT
Associated DC generator control

box breaker in relay box tripped.
NO A/C in YES
flight
#1(2) DC GEN
Do NOT attempt to caution message appears.
start corresponding
engine.
Refer to FAILURE OF A
GENERATOR procedure.

BATTERY OFF
BATT OFF
Battery disconnected.
Check BAT switch ON.
NO
BATT OFF YES
message
remains
Proceed Land as soon as

with flight. practicable.
CAUTION
With the battery OFF, no engine restart is

possible if engine failure occurs.
Note
When the external power is connected, the
battery is automatically disconnected and
the BATT OFF caution message is dis-
played.

Section 3 A109S RFM
EXTERNAL POWER ON
EXT PWR ON
External power door open.
NO A/C in YES
flight
Close external
power door Reduce speed to
before flight. below 70 KIAS.
Land as soon as
practicable.

FAILURE OF A GENERATOR
#1(2) DC GEN
Affected DC generator failed.
On affected generator:
GEN BUS switch:OFF
GEN switch: Reset, then ON
GEN BUS switch:ON
NO #1(2) DC GEN YES

caution message
displayed
Set affected GEN

switch to OFF.
Proceed
with flight.
Proceed
with flight.
CAUTION
Check ammeter does not exceed limit.
Note
Power is supplied to all loads by remaining
generator.

Section 3 A109S RFM
BUS TIE OPEN
BUS TIE
One of the 2 DC generator busses failed.
Set affected
GEN BUS switch ON.
SAS 1: Check ON
NO GEN BUS YES

switch stays
ON
DC generator bus Proceed

failure confirmed. with flight.
Land as soon as
practicable.
CAUTION
With a DC generator bus open, correspond-

ing engine cannot be restarted in case of
engine flame-out.

INVERTER FAILURE
INV 1(2)
Associated inverter failed.
SAS 1(2) OFF also displayed.
Confirm affected inverter

circuit breaker not tripped.
Reset affected inverter.
INV 1(2)
NO YES
caution message still
displayed
Set SAS 1(2) to ON.

VG 1(2)
NO YES
caution message
Proceed displayed
with flight.
Affected AC
bars (115 V
Set SAS 1(2) to ON. and 26 V) lost.
Set affected INV to OFF.

Proceed
with flight.
Refer to page
for lost loads.

Section 3 A109S RFM
COMMUNICATION SYSTEM
AURAL WARNING SYSTEM FAILURE
AWG FAIL
Aural warning generator system failure.

Loss of aural warnings and audio tone.
Continue flight monitoring CAS system

as aural warnings and audio tone
do not function.
PILOTS ICS FAILURE
Pilot ICS (Inter-Communication

System) failed
Pilots ICS: EMER
Use co-pilots ICS control panel to

control radio communications.

RADIO-MASTER SWITCH FAILURE
Radio-Master (RAD-MSTR)
switch failure.
Pull out both RAD MSTR OVRD

circuit breakers (2).
Use radio equipment as desired by

means of their control panels.
Note
Radio-Master switch failure may only occur
when helicopter is on the ground.
RADIO FREQUENCY SELECTOR FAILURE
GNS530 and GNS430 radio

frequency selector failed or
selected VHF frequency unstable.
Press once on COMM 1 GUARD

and COMM 2 GUARD pushbuttons.
Note
Whenever the COMM 1 GUARD and/or COMM 2
GUARD pushbutton is pressed, the radio(s) fre-
quency is automatically set to 121.5 MHz.

Section 3 A109S RFM
STABILITY AUGMENTATION SYSTEM MALFUNCTION
CAUTION
With the Flight Director coupled, following a

single SAS failure or ATT mode failure, the
AUTOTRIM function is inoperative.
Without the Flight Director coupled, the
AUTOTRIM function is always inoperative.
In these conditions, the pilot is recom-
mended to fly checking the API position or
fly decoupled, due to the reduced system
authority.
Note
HELIPILOT indicators normally refer to
SAS 1. Turning SAS 1 off, HELIPILOT indi-
cators will automatically switch to SAS 2.

ATTITUDE MODE OFF
ATT OFF
No attitude retention.
Check ATT switch ON.
Proceed
with flight.

Section 3 A109S RFM
SAS FAILURE
SAS 1(2) OFF
Associated SAS failure.
Confirm affected SAS circuit

breaker not tripped.
Reset associated SAS switch.
NO SAS 1(2) OFF YES

displayed
Proceed Confirm SAS1(2) OFF.

with flight.

one SAS only:
Refer to FLIGHT WITH
ONE HELIPILOT
OPERATIVE ONLY

VERTICAL GYRO FAILURE
VG 1(2)
Associated vertical gyroscope failed.
SAS 1(2) OFF also displayed.
Whenever VG 1(2) fails, associated

SAS 1(2) is OFF.
Confirm affected VG circuit

Refer to STDBY instrument.
Confirm SAS1(2) OFF.
If VG 1 If VG 2
caution message caution message

displayed displayed
Pilot to push ATT REV Co-pilot to push ATT REV

pushbutton to revert pushbutton to revert
EFIS1 display to VG 2. EFIS2 display to VG 1.

one SAS only:

Section 3 A109S RFM
HELIPILOT MALFUNCTIONS
During operation of the Helipilot System, malfunctions may occur
which require pilots intervention. These malfunctions are described
below.
REPEATED DISTURBANCES DURING PITCH, ROLL OR YAW HELIPILOT

OPERATION
Indication
Pilot needs to retrim the helicopter
repeatedly due to disturbances in
pitch, roll or yaw.
Observe HELIPILOT indicators (API), heli-

copter attitudes/rates and ADIs (normal and
STBY) to identify affected system.
Note
SAS 2 pitch and roll actuators position may be
observed by pressing the monitor switch SAS2
PUSH on HELIPILOT panel.
Disengage the failed system.

one SAS only:

OSCILLATORY MALFUNCTION

Observe HELIPILOT indicators (API), helicopter attitudes/rates

and ADIs (normal and STBY) to identify affected system.
Switch OFF affected SAS.
NO oscillation YES
stops
- Switch ON both SAS.

- Switch OFF other SAS.
If oscillation is on yaw axis, one SAS only:
- Switch OFF SAS 1. Refer to FLIGHT WITH ONE
- Switch ON SAS 2. HELIPILOT OPERATIVE
ONLY limitations in
Section 1.
Note
SAS 2 pitch and roll actuators
position may be observed by
pressing the monitor switch SAS2
PUSH on HELIPILOT panel.

one SAS only:
WARNING
Landing shall not be attempted while oscillatory
malfunction exists.

Section 3 A109S RFM
INTEGRATED DISPLAY SYSTEM FAILURE
EDU1 FAILURE
ELECTRONIC DISPLAY UNIT 1 COMPLETE FAILURE
87;RNG
ALTN
S
T
A
T
I
C
NORM
ICN-0B-A-153000-G-A0126-00004-A-02-
Complete loss of EDU1
IDS displayed on EDU2.
pilot
NO YES
in control of
aircraft
Pilot in control of helicopter
Co-pilot in control
or
of helicopter.
single pilot.
EDU2 automatically EDU2 automatically

switched to switched to
reversionary mode. reversionary mode.
When convenient pilot to No action required.

take control of helicopter. Pilot must remain in
control of helicopter.
Proceed
with flight. Proceed
with flight.

ELECTRONIC DISPLAY UNIT 1 DEGRADATION
Visible degradation
(graphical and/or lighting)
of EDU1 display.
Turn EDU1 OFF

by setting ON/OFF switch to OFF.
pilot
NO YES
in control of
aircraft
Pilot in control of helicopter
Co-pilot in control
or
of helicopter.
single pilot.
EDU2 automatically EDU2 automatically

switched to switched to
reversionary mode. reversionary mode.
When convenient pilot to No action required.

take control of helicopter. Pilot must remain in
control of helicopter.
Proceed
with flight. Proceed
with flight.

Section 3 A109S RFM
EDU2 FAILURE
ELECTRONIC DISPLAY UNIT 2 COMPLETE FAILURE
87;RNG
ALTN
S
T
A
T
I
C
NORM
ICN-0B-A-153000-G-A0126-00005-A-02-1
Complete loss of EDU2 display

pilot
NO YES
in control of
aircraft
Co-pilot in control Pilot in control of helicopter.
of helicopter.
EDU1 automatically switched to

reversionary mode.
EDU1 automatically switched to (CAS message and system
reversionary mode. parameters displayed on EDU1).
(CAS message and system
parameters displayed on EDU1).
NO YES
dual pilot
Proceed
with flight. Whenever
required, co-pilot
Land as soon as to take control of
practicable. helicopter.
Proceed
with flight.

ELECTRONIC DISPLAY UNIT 2 DEGRADATION
Visible degradation
(graphical and/or lighting)
of EDU2 display.
Turn EDU2 OFF

by setting ON/OFF switch to OFF.
pilot
NO YES
in control of
aircraft
Co-pilot in control Pilot in control of helicopter.

of helicopter.
EDU1 automatically switched to

reversionary mode.
EDU1 automatically switched to (CAS message and system
reversionary mode. parameters displayed on EDU1.)
(CAS message and system
parameters displayed on EDU1).
NO YES
dual pilot
Proceed
with flight. Whenever
required, co-pilot
Land as soon as to take control of
practicable. helicopter.
Proceed
with flight.

Section 3 A109S RFM
MISCOMPARE OF DAU PRIMARY PARAMETERS
DAU MISCMP-P
Miscompare of DAU primary parameters.

Some primary data from one or both channels
of Data Acquisition Unit (DAU) are invalid.
Possible degradation in system functions.
- Access MENU 2/3 page on EDU1 and

verify DAU channels status.
- Select DAU channel indicated by yellow
legend and check for data discrepancy.
- Deselect affected channel to return to
normal operation mode.
Proceed
with flight.

MISCELLANEOUS
DOOR OPEN
CABIN DOOR
One or more of the pilot,

co-pilot and/or sliding
doors may be open.
Confirm which cabin

door is not secured.
NO A/C in YES
flight
Close cabin door

before flight. - Reduce speed to below 70 KIAS.
- Land as soon as possible and
secure door.

Section 3 A109S RFM
BAGGAGE COMPARTMENT DOOR OPEN
BAG DOOR
Baggage compartment door not closed.
NO A/C in YES
flight
Close baggage door

before flight.
- Reduce speed to below 70 KIAS.
secure door.
UTILITY DOOR OPEN
UTIL DOOR
Utility bay door not closed.
NO A/C in YES
flight
Close utility door

secure door.

BATTERY DOOR OPEN
BATT DOOR
Battery door not closed.
NO A/C in YES
flight
Close battery door

secure door.

Section 3 A109S RFM
PARKING BRAKE ON
PARK BRK ON
Parking brake ON.
Check parking brake handle

in OFF position.
NO PARK BRK ON YES

displayed
Proceed Avoid any running landing.

with flight. Avoid taxiing.

PITOT HEAT FAILED
PITOT 1(2) FAIL
Associated pitot heat failed.
Proceed with
flight.
EFIS FANS FAILED
EFIS FAN
One or both EFIS FAN failed.
Check EFIS FAN circuit

OAT
NO YES
greater than 45 C
Front ventilation ports : Open

VENT CKPT switch : Set to HIGH
Proceed
with flight. If installed :
ECS switch : ON
Land as soon as practicable

within 30 minutes

Section 3 A109S RFM
LANDING GEAR RETRACTED
Audio Tone and

LANDING GEAR + voice message LANDING GEAR
Landing gear retracted when

height is less than 200 ft AGL.
Extend landing gear.

LANDING GEAR FAILS TO RAISE
Landing gear selected up but one or more green

lights or the red light remains illuminated.
Confirm landing gear circuit

breakers (2) not tripped.
- Cycle landing gear lever from UP to DOWN.

- Allow time for the landing gear to lock down.
- Select UP.
Check DOWN EMERG

selector not selected.
If one or more green lights or the red light

remains illuminated:
- Select landing gear DOWN.
- Continue flight.
Set NR to 100%.
Maximum speed = 140 KIAS.
CAUTION
The crew should have due regard to the perfor-
mance implications of the lowered undercarriage.

Section 3 A109S RFM
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)

FAILURE
The following error messages are displayed on the corresponding
EFIS display.
HELICOPTER HEADING DATA LOSS
HDG FAIL
displayed on EHSI.
Helicopter heading data

invalid or unavailable.
Refer to magnetic compass.

ROLL OR PITCH DATA LOSS
ATT FAIL
displayed on EADI.
Loss of Roll or Pitch data on EADI.

Pitch ladder, roll indicator and horizon
reference are removed from on EADI.
Associated vertical gyroscope failed.
VG 1(2) also displayed on IDS.
Confirm affected VG circuit breaker not tripped.
Refer to STDBY instrument.
Confirm SAS1(2) OFF.
If VG 1 If VG 2
caution message caution message

displayed displayed
Pilot to push ATT REV Co-pilot to push ATT REV

pushbutton to revert pushbutton to revert
EFIS1 display to VG 2. EFIS2 display to VG 1.

one SAS only:

Section 3 A109S RFM
PITCH ATTITUDE DISCREPANCY
PIT
displayed on EHSI.
Pitch attitude discrepancy between

the two vertical gyros data.
Compare EADIs data with ADI

stand-by data.
Press ATT REV pushbutton on

EADI providing misleading
data.
ROLL ATTITUDE DISCREPANCY
ROL
displayed on EHSI.
Roll attitude discrepancy between

the two vertical gyros data.

stand-by data.

data.

PITCH AND ROLL ATTITUDE DISCREPANCY
ATT
displayed on EHSI.
Pitch and roll attitude discrepancy

between the two vertical gyros data.

stand-by data.

data.
EXCESSIVE LOCALIZER DISCREPANCY
LOC
displayed on EHSI.
Excessive discrepancy between

the two localizers data.
Verify that both receivers are

tuned to the same frequency.
If
both receivers are on same frequency:
- abort ILS approach.

Section 3 A109S RFM
EXCESSIVE GLIDE SLOPE DISCREPANCY
GS
displayed on EHSI.

the two glide slopes data.

If
EXCESSIVE LOCALIZER AND GLIDE SLOPE DISCREPANCY
ILS
displayed on EHSI.

the localizers and glide slopes data.

If

EFIS DISPLAYS FAILURE

An EFIS display failure can affect separately or simultaneously each of
the four system display (two EADIs and two EHSIs).
The cause of the failure can be an internal system failure or a connec-
tion failure. In the case of an internal system failure, the affected dis-
play (EADI or EHSI) becomes blank or the amber error message EFI
FAIL is displayed on it, depending on the type of failure.
FAILURE OF PILOTS EADI
87;RNG
ALTN
S
T
A
T
I
C
NORM
ICN-0B-A-153000-G-A0126-00006-A-02-1
Failure of pilots EADI.
Pilots EHSI automatically reverts

to Composite mode.
MON DGRD (monitor degraded)

error message appears on all three
remaining operational displays.
Proceed with
flight.

Section 3 A109S RFM
FAILURE OF CO-PILOTS EADI
87;RNG
ALTN
S
T
A
T
I
C
NORM
ICN-0B-A-153000-G-A0126-00007-A-02-1
Failure of co-pilots EADI.
Co-pilots EHSI automatically

reverts to Composite mode.

Proceed with
flight.

FAILURE OF PILOTS EHSI
87;RNG
ALTN
S
T
A
T
I
C
NORM
ICN-0B-A-153000-G-A0126-00008-A-02-1
Failure of pilots EHSI.
Pilots EADI automatically reverts

to Composite mode.

Proceed with
flight.

Section 3 A109S RFM
FAILURE OF CO-PILOTS EHSI
87;RNG
ALTN
S
T
A
T
I
C
NORM
ICN-0B-A-153000-G-A0126-00009-A-02-1
Failure of co-pilots EHSI.
Co-pilots EADI automatically

reverts to Composite mode.

Proceed with
flight.

FAILURE OF BOTH EADIS
87;RNG
ALTN
S
T
A
T
I
C
NORM
ICN-0B-A-153000-G-A0126-00010-A-02-1
Failure of both EADIs.
Both EHSIs automatically reverts

to Composite mode.

error message appears on all two
Proceed with
flight.

Section 3 A109S RFM
FAILURE OF BOTH EHSIS
87;RNG
ALTN
S
T
A
T
I
C
NORM
ICN-0B-A-153000-G-A0126-00011-A-02-1
Failure of both EHSIs.
Both EADIs automatically reverts

to Composite mode.

error message appears on all two
Proceed with
flight.


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A109S RFM Section 1

Document N109G0040A013 Table of Contents

GENERAL ....................................................................................... 1-1

BASIS OF CERTIFICATION ........................................................... 1-1

TYPES OF OPERATION ................................................................. 1-1

MINIMUM FLIGHT CREW............................................................... 1-1

NUMBER OF SEATS ...................................................................... 1-1

WEIGHT LIMITATIONS................................................................... 1-2

CENTER OF GRAVITY LIMITATIONS ........................................... 1-2

AIRSPEED LIMITATIONS............................................................... 1-7

GROUND SPEED LIMITATIONS .................................................... 1-7

WIND SPEED LIMITATIONS FOR ROTOR STARTING AND

ALTITUDE LIMITATIONS ............................................................. 1-10

AMBIENT AIR TEMPERATURE LIMITATIONS ........................... 1-10

SLOPE LIMITATIONS ................................................................... 1-10

SLIDING DOORS OPENED OR REMOVED ................................ 1-11

EASA Approved 01-06-05 Page 1-i

POWER PLANT LIMITATIONS.....................................................1-12

ROTOR LIMITATIONS (NR)..........................................................1-15

FUEL SYSTEM LIMITATIONS ......................................................1-17

HYDRAULIC SYSTEMS LIMITATIONS ........................................1-22

Page 1-ii 01-06-05 EASA Approved

GENERATOR LOAD LIMITATIONS ............................................. 1-23

AVIONICS LIMITATIONS.............................................................. 1-23

AUTOMATIC FLIGHT CONTROL SYSTEM LIMITATIONS ......... 1-23

FLIGHT DIRECTOR LIMITATIONS .............................................. 1-24

ROTOR BRAKE LIMITATION (IF INSTALLED) ........................... 1-24

MISCELLANEOUS LIMITATIONS ................................................ 1-24

PLACARDS .................................................................................. 1-25

INSTRUMENT MARKINGS ........................................................ 1-28

ELECTRONIC DISPLAY UNIT FORMATS ................................... 1-29

EASA Approved 01-06-05 Page 1-iii

WEIGHT AND CENTER OF GRAVITY ENVELOPES

Page 1-iv 01-06-05 EASA Approved

Figure 1-26 EDU2 (MAIN) - Engine Oil Pressure ........................ 1-46

EASA Approved 01-06-05 Page 1-v

Table 1-1 Authorized Fuels ...........................................................1-18

Page 1-vi 01-06-05 EASA Approved

MINIMUM FLIGHT CREW

EASA Approved 01-06-05 Page 1-1

CENTER OF GRAVITY LIMITATIONS

Page 1-2 01-06-05 EASA Approved

109G1560A001 REV.A ICN-0B-A-151000-G-A0126-00032-A-01-1

Figure 1-1 Weight and Longitudinal CG Envelope

EASA Approved 01-06-05 Page 1-3

109G1560A001 REV.A ICN-0B-A-151000-G-A0126-00033-A-01-1

Figure 1-2 Weight and Longitudinal CG Envelope

2450 C.L 2450

109G1560A001 REV.A ICN-0B-A-151000-G-A0126-00034-A-01-1

Figure 1-3 Weight and Lateral CG Envelope

EASA Approved 01-06-05 Page 1-5

7000 7000 7000

4500 4519 4519

109G1560A001 REV.A ICN-0B-A-151000-G-A0126-00035-A-01-1

Figure 1-4 Weight and Lateral CG Envelope

Page 1-6 01-06-05 EASA Approved

GROUND SPEED LIMITATIONS

ON CONCRETE OR EVEN SURFACES

ON UNPREPARED OR UNEVEN SURFACES

WIND SPEED LIMITATIONS FOR ROTOR STARTING

EASA Approved 01-06-05 Page 1-7

This Page Intentionally Left Blank

Page 1-8 01-06-05 EASA Approved