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EC 155 B1
FLIGHT MANUAL REVISIONS STATUS
EASA CERTIFICATION
This manual must contain the normal revision (RN) and rush revisions (RR) listed under the relevant
issue (EDIT).
Volume 1 Volume 1
SECT. . . SECT. . .
/ EDIT . / EDIT .
SUP. . DATE SUP. . DATE
0 -> 5 RN16 16-25 R SUP 36 RN0 02-20
Page 1 / 1
FLIGHT MANUAL
FLIGHT MANUAL
EC 155 B1
TYPE CERTIFICATE EASA.R.105
APPROVED BY:
The Rotorcraft Flight Manual consists of all pages marked "DGAC approved"
or "EASA approved" or "APPROVED"
IMPORTANT NOTE
The practical value of this manual depends entirely upon its being up-dated correctly
by the operator.
The effectivity of the manual at the latest revision is specified on the List of Effective
Pages.
APPROVED EC 155 B1
0.0.P1
A 14-28 Page 1
FLIGHT MANUAL
CERTIFICATION: EASA A
UPDATE GUIDE
UPDATE GUIDE
16-42 Page 1/2
FLIGHT MANUAL
UPDATE GUIDE
/ / / SUP.62.P1 1 16-25
SUP.62
/ / / SUP.62.P5 1 16-25
NR0
/ / / SUP.62 1 to 18 16-25
0.0.P5 1 to 6 16-12 0.0.P5 1 to 7 16-25
VOL 2 9.0.P6 1 13-29 9.0.P6 1 13-29
NR16 9.0.P6 2 16-12 9.0.P6 2 16-25
/ / / 9.31 1 to 13 16-25
OUTLINE OF THE REVISION SECTIONS PAGES
UPDATE GUIDE
16-42 Page 2/2
FLIGHT MANUAL
COMPOSITION
RCC 2.2 1
2.3 3 AMS 07-62C17, AMS 07-67B62 and
4.2 3 CANCELLED AMS 07-39C30
4.8 1 The RCC is cancelled. The AMS are
incorporated in the RN5 : 04-36
5.1 1
APPROVED EC 155 B1
0.0.P5
A 16-25 Page 1
FLIGHT MANUAL
APPROVED EC 155 B1
0.0.P5
A 16-25 Page 2
FLIGHT MANUAL
APPROVED EC 155 B1
0.0.P5
A 16-25 Page 3
FLIGHT MANUAL
LOG OF NORMAL REVISIONS (CONT'D)
APPROVED EC 155 B1
0.0.P5
A 16-25 Page 4
FLIGHT MANUAL
SECTION 2
LIMITATIONS
CONTENTS
2.1 GENERAL PAGE
1 APPLICABILITY ...................................................................................................... 1
2 APPROVED TYPES OF OPERATION .................................................................... 1
3 CERTIFICATION CRITERIA ................................................................................... 1
4 PROHIBITED MANEUVERS ................................................................................... 1
5 MINIMUM FLIGHT CREW / MAXIMUM PERSONNEL
TRANSPORT CAPABILITY ..................................................................................... 2
6 INSTRUMENT MARKINGS ..................................................................................... 2
2.7 PLACARDS
1 OPERATING LIMITATIONS PLACARD ................................................................. 1
2 STANDBY STATIC PRESSURE SYSTEM OPERATION....................................... 1
3 FLOOR LOADINGS................................................................................................ 2
4 ORDINANCE LIGHTS (IF INSTALLED) ................................................................. 2
APPROVED EC 155 B1
2.0.P6
A 14-40 Page 2
FLIGHT MANUAL
SECTION 2.1
GENERAL
1 APPLICABILITY
COMPLIANCE WITH THE LIMITATIONS PRESCRIBED IN THIS SECTION IS
MANDATORY.
The limits specified herein apply to the basic aircraft version.
Any further restrictions arising from optional equipment systems are specified in the
relevant SUPPLEMENTS.
3 CERTIFICATION CRITERIA
The helicopter is approved in the TRANSPORT category under JAR 29 first issue,
CATEGORY B and CATEGORY A.
CATEGORY A operation is covered by SUPPLEMENT 1.
4 PROHIBITED MANEUVERS
The following are prohibited:
Aerobatics.
Running landings at Gs > 35 kt (64 km/h) except emergency maneuver and
associated training.
Intentional running landings on soft ground.
Intentional full autorotation landings.
Intentional single-engine flight in normal operation, except for maintenance test
flight.
Single-engine training and demonstration flight except training mode (refer to
Sup.56).
Intentional use of engine backup except in case of FADEC failure.
External loads in IMC.
Back course approaches.
Use of CRHT in IMC or over the ground.
Deliberate penetration into clouds with massive vertical development.
APPROVED EC 155 B1
2.1
A 14-40 Page 1
FLIGHT MANUAL
6 INSTRUMENT MARKINGS
6.1 COLOR CODE AND MARKINGS
SECTION 2.2
1 WEIGHT LIMITS
CAUTION
Minimum approved gross weight..................... OAT > -5C: 3000 kg(6614 lb).
-5C > OAT > -25C: 3200 kg(7055 lb).
-25C > OAT > -40C: 3400 kg(7496 lb).
Maximum gross weight for taxiing ................... 4950 kg (10913 lb).
SECTION 2.3
FLIGHT ENVELOPE LIMITS
NOTE
When the VNE is exceeded in power-on
flight, the PFD speed scale marking is
enhanced with a red band.
CAUTION
THE OPERATOR MUST HOLD THE SLIDING DOOR WHEN OPERATING IT
5 IFR FLIGHT
NOTE
Communication and navigation systems must be suited to the ground
installations. The operational regulations in force must be observed. They may
call for additional equipment which must be approved and operational.
APPROVED EC 155 B1
2.3
A 16-25 Page 6
FLIGHT MANUAL
SECTION 2.4
VEHICLE LIMITATIONS
1 ROTOR
1.1 MAIN ROTOR RPM LIMITS
: Minimum stabilised
CAUTION
(See NOTE 2)
SECTION 2.5
SYSTEM LIMITATIONS
1 ENGINE
1.1 ENGINE OIL PRESSURE AND TEMPERATURE
NOTE
Upon starting, the pressure can reach 8.8 bars without damaging the engine.
If pressure exceeds 8.8 bars in flight, refer to TURBOMECA Maintenance
Manual.
OTHER OILS: USE AUTHORIZED BUT NOT RECOMMENDED. SHALL NOT BE USED FOR HIGH
TEMPERATURE 30C.
CASTROL 325
Synthetic fluid CASTROL 3C
from 3 to 3.5cSt at 0.148 MIL.L.7808 ESSO TURBO OIL 2389
98.9C MOBIL OIL AVREX 256
TURBONICOIL 160
NOTE
The oils mentioned under OTHER OILS may be the subject of particular
recommendations from the engine manufacturer.
For changing from one oil trade mark or specification to another, the oil system
must be flushed as prescribed in TURBOMECA Maintenance Manual.
2 GEARBOX
2.1 MGB OIL PRESSURE AND TEMPERATURE
3 HYDRAULIC
3.1 HYDRAULIC PRESSURE
4 FUEL
4.1 PRESSURE AND LOW LEVEL
5 ELECTRICAL
NOTE
The maximum amperage limitation is not applicable during engine starting or
during the first minute of battery charging.
APPROVED EC 155 B1
2.5
A 14-40 Page 6
FLIGHT MANUAL
SECTION 2.7
PLACARDS
CRUISING CLIMBING
ALTIMETER (HP) ft ft
NOTE 1
This placard is customized for each helicopter.
(See SECTION 7.10)
NOTE 2
The corrections are mean values; they may vary by 50%.
The values given for level flight approximately correspond to the best-range
cruising speed.
3 FLOOR LOADINGS
Inside the cargo bay door On the 9 bulkhead
Or Or
or
or
APPROVED EC 155 B1
2.7
A 14-40 Page 2
FLIGHT MANUAL
SECTION 3
EMERGENCY PROCEDURES
CONTENTS
3.1 GENERAL PAGE
1 LANDING EMERGENCY PROCEDURES ............................................................ 1
2 WARNING AND CAUTION ADVISORY PROVISIONS......................................... 1
3 AUDIO WARN ....................................................................................................... 2
APPROVED EC 155 B1
3.0.P6
A 14-40 Page 1
FLIGHT MANUAL
SECTION 3.1
GENERAL
NOTE
After any failure indicated by the WARN light or light on the CAD, the crew must reset the
indicating system by acknowledging the alarm.
3 AUDIO WARN
In the ICS headphones:
An audio alarm sounds when:
On ground when the cyclic stick is moved too far from neutral position, inducing
excessive stress in the MRH.
APPROVED EC 155 B1
3.1
A 14-28 Page 2
FLIGHT MANUAL
SECTION 3.2
FAILURES INDICATED BY ALARM LIGHTS
1 SYMBOLS USED
Caution and Warning lights
- On Red Warning Panel
ENG ENG
# #
OUT ON
OUT ON
OFF OFF
OUT ON
Presentation
- The actions that the pilot shall be able to perform from memory are written in bold
characters.
+ EXT
EXT EXT
Fuel shutoff
control lever red 1 min later
light
1 min later
LAND AS SOON AS
LAND IMMEDIATELY
PRACTICABLE
HOVER, TAKEOFF, LANDING
LAND IMMEDIATELY
Apply ground fire procedure
CORRECTIVE ACTIONS
ON GROUND
CORRECTIVE ACTIONS
LAND AS SOON
AS PRACTICABLE
APPROVED EC 155 B1
3.2
A 14-28 Page 4
RCA FLIGHT MANUAL
CORRECTIVE ACTIONS
Partial power loss on engine with low N1.
DIFF 1 - Attain single engine flight conditions.
N1 2 - OEI rating................................................. Selected as required.
3 - Engine parameters................................... Monitor.
+ 4 - Prepare for possible engine failure.
Audio warning
+ LAND AS SOON AS PRACTICABLE
HI CAUTION
2 - NORMAL/BACKUP switch...................BACKUP.
+
Reminding light on WA R N IN G
cockpit overhead
panel W H EN TH E EN G I N E I S SW I TC H ED TO B A C K - U P
+ M O D E, I T I S FO R B I D D EN TO M O V E TH E O TH ER
HI EN G I N E TO I D L O R TO O FF
+ NOTE
Avoid rapid movement at collective pitch.
FF + END
Collective axis of Autopilot must no longer be used.
Major governor
Failure CONTINUE THE FLIGHT
CAUTION
NOTE
THE BACKUP MODE MUST BE KEPT UNTIL THE
x Metering unit
END OF THE FLIGHT. IT IS FORBIDDEN TO
frozen at fuel
REVERT TO NORMAL.
flow value
upon failure. PERFORM A CAUTIOUS APPROACH AT LOW
SPEED. (AROUND 40 kt).
CAUTION : THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
AMS No. 07-22B52 (PA N8.30) HAVE BEEN EMBODIED TO THE AIRCRAFT.
CORRECTIVE ACTIONS
Partial power loss on engine with low N1.
DIFF 1 - Attain single-engine flight conditions.
N1 2 - OEI rating ................................................. Selected as required.
3 - Engine parameters ................................... Monitor.
+ 4 - Prepare for possible engine failure.
Audio warning
+
LAND AS SOON AS PRACTICABLE
HI
CAUTION
Difference of
N1 > 6% THE FLI POINTER REPRESENTS THE ENGINE
between both AT THE HIGHEST POWER SETTING. THERE IS A POWER LOSS.
engines PERFORM A PRECAUTIONARY LANDING WITHOUT HOVERING.
+
NOTE
FF + END
Avoid rapid collective pitch movements.
Major governor
Failure CONTINUE THE FLIGHT
NOTE
CAUTION
Metering unit
frozen at fuel THE BACKUP MODE MUST BE KEPT UNTIL THE
flow value END OF THE FLIGHT. IT IS FORBIDDEN TO
upon failure. REVERT TO NORMAL.
PERFORM A CAUTIOUS APPROACH AT LOW
SPEED. (AROUND 40 kt).
CORRECTIVE ACTIONS
Avoid rapid collective pitch movements
GOV
CONTINUE THE FLIGHT
Minor governor
failure. NOTE
In this case, governing is ensured by back-up laws which may
cause the governed RPM to vary.
Upon return from flight, display the failure on the system status
page before switching off the battery.
ENG CHIP 1- Chip pulse system ......................... Activate
Unsteady Steady
6 - ENG # ............. OFF
(Refer to SECTION 3.3 2.5)
LAND AS SOON
LAND AS SOON AS PRACTICABLE
AS PRACTICABLE
During approach:
ENG # ..... FLT
NOTE
APPROVED EC 155 B1
3.2
A 14-28 Page 6
FLIGHT MANUAL
CORRECTIVE ACTIONS
FIRE FIRE
FAIL FAIL
LAND AS SOON AS PRACTICABLE
RH or LH
Engine fire
detection
inoperative.
APPROVED EC 155 B1
3.2
A 14-28 Page 7
FLIGHT MANUAL
CORRECTIVE ACTIONS
LAND AS SOON AS
PRACTICABLE
Pre-clogging of CAUTION
corresponding
fuel filter ILLUMINATION OF BOTH FILT LIGHTS ON FUEL
MANAGEMENT PANEL (FUEL CONTAMINATED):
REDUCE POWER IF THE ENGINE PARAMETERS ARE
UNSTEADY.
LAND AS SOON AS
PRACTICABLE
APPROVED EC 155 B1
3.2
A 14-28 Page 9
FLIGHT MANUAL
4 GEARBOX FAILURES
CORRECTIVE ACTIONS
1 - Power............................................................................Reduce
MGB 2 - MGB oil pressure < 0.6 bar ...........................................Confirm
P
+ LAND AS SOON AS POSSIBLE
MGB P NOTE
+ If safe landing is impossible:
Reduce the power to a minimum for the continuation of
MGB AUX P the flight (Vy in level flight).
Land within 25 minutes following
appearance of the alarm.
MGB oil pressure
< 0. 6 bar
1 - MGB temperature,
OIL engines 1 and 2.......................Check
TEMP
OIL OIL
OIL
TEMP TEMP
TEMP
CORRECTIVE ACTIONS
NOTE
The auxiliary pump ensures lubrication of the MGB.
The oil is no longer cooled.
NOTE
ILS informations are unusable
VOR informations are degraded
Chip detected in
MGB.
LAND AS SOON AS PRACTICABLE
APPROVED EC 155 B1
3.2
A 14-28 Page 11
FLIGHT MANUAL
CORRECTIVE ACTIONS
TGB CHIP
Chip detected in
LAND AS SOON AS PRACTICABLE
TGB.
TGB CHP CT
CONTINUE THE FLIGHT
MGB or TGB chip
detection fault.
1 - Pressure ........................................................................Monitor
LG PUMP LG PUMP
HYD NOTE
Loss of the main servocontrol upper body and tail
RH servocontrol RH body.
+ 1 - Restore the aircraft to level attitude.
SERVO Avoid sudden maneuvers, limit bank angle to 30 and avoid high
rate of descent.
CORRECTIVE ACTIONS
NOTE
HYD
Loss of the main servocontrol lower body and tail
LH servocontrol LH body.
+ 1 - Restore the aircraft to level attitude.
Avoid sudden maneuvers, limit bank angle to 30 and avoid high
SERVO rate of descent.
CAUTION
No. 2 system
reservoir level HYD
< 2 l. LAND AS SOON AS
RH PRACTICABLE
4 - RH HYD + SERVO
illumination procedure ... Apply
LH
Pressure drop Pressure normal
No. 1 system
reservoir level
< 3 l. HYD SERVO LAND AS SOON AS
+ PRACTICABLE
LH
2 - LH HYD + SERVO
illumination procedure ... Apply
APPROVED EC 155 B1
3.2
A 14-28 Page 14
FLIGHT MANUAL
CORRECTIVE ACTIONS
(Cont'd)
3 - Before landing:
- Ensure that ancillary accumulator pressure is at least 100
bars.
4 - After landing:
- Monitor the pressure of the ancillary accumulator.
CAUTION
IF THE PRESSURE OF THE ANCILLARY ACCUMULATOR
DROPS BELOW 100 BARS, CONSIDER THAT WHEEL
BRAKING IS LOST.
SERVO
LAND AS SOON AS PRACTICABLE
Jamming of a
primary distributor
valve of a main or CAUTION
tail servocontrol DUE TO A POSSIBLE INCREASE IN LOADS,
or AP COULD BE DEGRADED.
detection failure IN THIS CASE, IT MAY BE NECESSARY
TO DISENGAGE UPPER MODES OR EVEN TO DISENGAGE
AP AND ENGAGE SAS.
No. 1 or 2 hydraulic
system pressure
excessive
NOTE
- Engine restarting impossible.
+
At VEMD BAT BAT
BAT
31 v TEMP TEMP
TEMP
3 - BAT/ESS ..............ON
or LAND AS SOON
AS POSSIBLE CONTINUE THE FLIGHT
GEN # PARAM NOTE
OVER LIMIT - Engine restarting impossible.
- If ICS inoperative, switch ICS
to EMER.
CORRECTIVE ACTIONS
1 - GEN 1 ................................. RST, then ON
GEN 2 - GEN 2 ................................. RST, then ON
RH + LH
GEN GEN
GEN
Cutout of both
generators RH + LH
3 - GEN 1 and 2 .............. OFF
4 - Rotary selector (28A) . OFF CONTINUE THE FLIGHT
5 - CAB LTS (1.6A) ......... OFF
The battery supplies the main buses. The flight time is > 30 min
with a battery charged to 80%.
LAND AS SOON AS PRACTICABLE
If IMC exit IMC as soon as possible and in all cases
land within 30 minutes.
Automatic load shedding of:
Basic
Ancillary connectors AHRS1 - 1 A
FCDM1 - 1 A VOR 1 - 1 A
ADC1 - 0.2 A Copilot's pitot - 1.4 A
Radioaltimeter - 0.7 A Radiocompass - 1A
Instrument panel, overhead VHF 1 (Tx : 4.5 A)(R : 0.5 A)
panel, control pedestal Booster pump 2 and 3 - 4.7 A
lighting - 2 x 7 A
Customization: Mission equipment supplied by bus F and G on 3
and 4 Alpha breakers panel (located in the nose of
the aircraft).
CAUTION
EXTEND THE LANDING GEAR BEFORE THE BATTERY
VOLTAGE DROPS BELOW 22 V.
NOTE
During the 30 min, the pilot may use :
- Demisting .................. 4 min - VHF2 (Tx) .................... 2 min
- Transfer pump........... 10 min - Landing light ................ 3 min
- Wipers ....................... 3 min - Storm light ................... 2 min
If required, the load-shed buses can be reset with
the SHED BUS switch.
CAUTION
WHEN RESETTING THE LOAD SHED BUS, THE PILOT MUST
MANAGE THE ELECTRICAL CONSUMPTION BY LOAD
SHEDDING THE EQUIPMENT ITEMS WHICH ARE NOT
NECESSARY. THE FLIGHT TIME MAY BE LESS THAN 30 min.
CORRECTIVE ACTIONS
- On engine concerned
GEN
1 - GEN #................................. RST, then ON
RH or LH
GEN GEN
GEN
XXX A XXX A
(If XXX (If XXX
>160 A) <160 A)
NOTE
If IMC, transition to VMC as soon as possible.
APPROVED EC 155 B1
3.2
A 14-28 Page 18
FLIGHT MANUAL
CORRECTIVE ACTIONS
1 - BAT/ESS.............................RST, then ON
BAT
BAT BAT
BAT
Battery switched
off.
NOTE
Engine restarting impossible.
CAUTION
EXTEND THE LANDING GEAR BEFORE
THE BATTERY VOLTAGE BELOW 22 V.
CORRECTIVE ACTIONS
1 - GEN #................................. RST, then ON
BUS TIE
2 - BAT/ESS ............................ RST, then ON
+ 3 - BUS TIE RST ..................... PRESS
CORRECTIVE ACTIONS
(Contd)
If short circuit on LH bus:
- On RCU ADC .................... ADC 2
NOTE
Extend the landing gear using the emergency system.
NOTE
IF IMC, EXIT IMC AS SOON AS POSSIBLE.
On VEMD
Electrical power consumption must be decreased.
170 A
Depending on the mission.
Electrical power
consumption
above continuous
limit.
7 MISCELLANEOUS FAILURES
CORRECTIVE ACTIONS
Heating rotary selector.............. OFF.
CAR
FIRE On LC FIRE section on overhead panel
+ SHOT 1 ........................................ Strike.
1 SHOT 2
FIRE FIRE LC EXTIN P. LC EXTIN P.
FAIL FAIL
+
OVERHEAT CAR FIRE CAR FIRE
+ +
FIRE FAIL FIRE FAIL
Temperature
LAND IMMEDIATELY LAND AS SOON
inside
compartment AS POSSIBLE
SHOT 2 ........................................ Strike.
> 85C
LC EXTIN P. LC EXTIN P.
CORRECTIVE ACTIONS
ECS NOTE
In case of temperature > 90C, the heating system switches off
Over heating automatically and comes back on automatically as soon as the
above 90C or temperature drops.
fan speed 1 - Heating................................ Reduce
discrepancy
ECS ECS
LAND AS SOON AS
CONTINUE THE FLIGHT PRACTICABLE
LC DOOR
XXX DOOR XXX DOOR
APPROVED EC 155 B1
3.2
A 14-28 Page 23
FLIGHT MANUAL
LC EXTIN P.
Pressure drop or LAND AS SOON AS PRACTICABLE
extinguisher empty.
FIRE FIRE
FAIL FAIL
LAND AS SOON AS PRACTICABLE
Cargo fire detection
inoperative.
8 AP FAILURES
GENERAL:
Red warning: AP is disengaged.
CAD CAUTION indicates a degradation of basic AP stabilization.
Amber indication on PFD with no CAD caution indicates an upper mode degradation
and requires pilot's attention.
CORRECTIVE ACTIONS
Take over the controls.
AP
1- SAS..........................ON SAS
+
AP CONTINUE THE FLIGHT
+
on PFD
10 s flashing
NOTE
YR P
In IMC: Vy IAS 120 kt
C
+
AP disengagement
CORRECTIVE ACTIONS
AHRS DISC Take over the controls
2 - AHRS................... Reconfigure
+ possibly
ATT
+
NOTE
on PFD
IAS < 60 kt collective upper mode is disengaged.
C IAS > 60 kt (except CRHT) collective upper mode shift on pitch
axis
and
R P
or
Loss of series
actuator
CORRECTIVE ACTIONS
ACTUATOR 1 - Feet ............................... on pedals.
No yaw stabilization.
+
on PFD Upper mode control via roll axis.
Y XXX
or
CONTINUE THE FLIGHT
Loss of yaw
series actuator.
TRIM NOTE
+ IAS < 60 kt collective upper mode is disengaged.
on PFD IAS > 60 kt (except CRHT) collective upper mode shift on pitch
axis.
C
AP reverts to 3 axis.
Longitudinal modes(IAS,ALT,ALTA,VS,GA) cannot be engaged
below 60 Kt.
If COLL LINK
OFF
CORRECTIVE ACTIONS
TRIM On PFD
+ If left or right
on PFD - Respective pedal ........................ push to extinguish.
Y
or XXX
NOTE
on lateral
axis If the slip indicator is not centered, there is a loss of pedal position
+ sensors: Pilot must control the yaw pedals.
on AP box
A. TRIM YAW
OFF CONTINUE THE FLIGHT
Loss or
degradation of AP OFF: LAND AS SOON AS PRACTICABLE
SAS stabilization
CORRECTIVE ACTIONS
Pilot's attention required.
XXX one or
several upper
modes amber CAUTION
VOR or VOR A Heading is resumed to course track with last estimated drift
correction.
+
To/from fluctuation
overstation sensing
or
deviation needle
CONTINUE THE FLIGHT
fluctuation
VOR fluctuation
CORRECTIVE ACTIONS
1. Relevant axis ......................................... Hands on
(label blinks from 2. On relevant axis. ..................................... Slight motion
green to amber)
with no pilot action
Loss of anchoring.
P R or C
Override detection failure. 3. On relevant axis ...... Keep
Attitude hold degraded on hands on
relevant axis.
Override detection
failure CONTINUE THE FLIGHT
In opposite direction from the reference motion.
XXX Beeptrim .............................................. Actuate for 2 s.
Related upper modes cannot be beeped any more but are
Moving with still operative at engagement reference.
no pilot action
CONTINUE THE FLIGHT
Beeptrim failure
Frozen
+
Moving with no
pilot action Yes No
Beeptrim failure. Rotary selector failure.
Related upper modes cannot Related upper
be beeped any more but are mode ................... disengage
still operative at engagement
reference.
CONTINUE THE FLIGHT
Beeptrim or rotary
selector failure
APPROVED EC 155 B1
3.2
A 14-28 Page 29
FLIGHT MANUAL
9 PITOT-STATIC SYSTEM FAILURES
CORRECTIVE ACTIONS
PITOT 1 - Corresponding switch ON ..............................................Check
EMERG PITOT
No heating of
corresponding
Pitot.
NOTE
When a screen is OFF, the PFD combined mode is automatically displayed on the other
screen.
CORRECTIVE ACTIONS
F 1- Failed screen ............................................ OFF twice
30 s later
F Symbology appears
Failed screen ............... OFF
Screen failure
CONTINUE THE FLIGHT CONTINUE THE FLIGHT
APPROVED EC 155 B1
3.2
A 14-28 Page 30
FLIGHT MANUAL
CORRECTIVE ACTIONS
Radioaltimeter failure
XXXX i disappears
( FCDM, AHRS,
ADC, ICP)
XXXX i
appears in reconfiguration message area
LOC i CAUTION
GS i CAUTION
GS IS UNAVAILABLE / UNRELIABLE
APPROVED EC 155 B1
3.2
A 14-28 Page 31
FLIGHT MANUAL
CORRECTIVE ACTIONS
On ground
Upon electrical
power application
CHECK ND
CORRECTIVE ACTIONS
Fault on Attitude, Heading, IAS, Altitude, LOC or GLIDE sensor:
Determine the incorrect parameter with the standby
instrumentation.
Or Select the valid channel on the RCU, if necessary.
LOC: if no cross-check possible, do not perform ILS approach.
GLIDE: if no cross-check possible, perform an approach
procedure without GLIDE.
NOTE
Divergence Relevant AP upper modes are displayed in amber.
on AHRS NOTE
box There is no cross-monitoring on headings and attitudes.
The maximum drift in directional mode is 15/hour.
COMP
CONTINUE THE FLIGHT
Blinking
F
A NOTE
N
The FCDM failure may occur when OAT > 40C
If IMC, transition to VMC as soon as possible.
Loss of
ventilation on CONTINUE THE FLIGHT
new avionics unit
VNE The red line is frozen on the absolute VNE: 175 kt.
Computations described in section 2.3 ........................... Apply
NOTE
On FLI : TRQ right + FLI DEGR
Top screen
NOTE
On FLI : TRQ left + FLI DEGR
-0.3 0 0 TOP
50
-2.6 -2.2 -2.2 MCP
-1.8 -0.6 0 0 0
40
-4 -2.9 -2.2 -2.2 -2.2
-3.2 -2.1 -0.6 0 0 0
30
-5.4 -4.3 -3.1 -2.2 -2.2 -2.2
-4.6 -3.5 -2 0 0 0 0 0
20
-6.7 -5.7 -4.5 -2.8 -2.2 -2.2 -2.2 -2.2
-6 -4.9 -3.5 -1.4 0 0 0 0 0
10
-8 -7.1 -5.9 -4.3 -2.7 -2.2 -2.2 -2.2 -2.2
-7.4 -6.3 -4.9 -2.8 -0.7 0 0 0 0 0
0
-8 -8 -7.3 -5.7 -4.2 -2.3 -2.2 -2.2 -2.2 -2.2
-7.8 -7.7 -6.3 -4.3 -2.1 0 0 0 0 0
-10
-8 -8 -8 -7.1 -5.6 -3.9 -2.2 -2.2 -2.2 -2.2
-8 -8 -7.8 -5.8 -3.6 -0.9 0 0 0 0
-20
-8 -8 -8 -8 -7.1 -5.3 -3 -2.2 -2.2 -2.2
-8 -8 -8 -7.8 -5.7 -3.1 -0.2 0 0 0
-30
-8 -8 -8 -8 -8 -7.8 -5.7 -3.2 -2.2 -2.2
-8 -8 -8 -8 -6.8 -4.1 -1.3 0 0 0
-40
-8 -8 -8 -8 -8 -8 -7.7 -4.1 -2.2 -2.2
-2 0 2 4 6 8 10 12 14 15
Hp (ft x 1000)
NOTE 1
Pilot shall take into account the last known OAT adjusted with the following law: OAT
increases by 2C when Hp decreases by 1000 ft
NOTE 2
The AP is no longer able to manage the power limitations.
CAUTION
NOTE
The CAU/FLI page must be privileged in order
to monitor the alarms.
CAUTION
RECONFIGURATION
Single electrical failure cautions are lost - Nevertheless some double failures are still
indicated by ELEC on VEMD
GEN GEN
ELEC
BAT
BUS TIE
ELEC
ELEC
ELEC
Loss of three
parameters.
The FLI pointer
represents the engine
whose parameters
are valid.
FLI computation
failure on one side.
The FLI pointer
represents the valid
side.
The numerical values
are valid.
NOTE
Automatic alignment of the engines at N1 provides the possibility of observing the
limitations.
NOTE
- CHECK TRQ
CAUTION
NOTE
In hover IGE with no headwind, misalignment may be observed when the current power
corresponds to the closing thresholds of the bleed valves. In this case, slightly change the
aircraft direction.
SECTION 3.3
EMERGENCY PROCEDURES
1 AUTOROTATION LANDING
1.1 ON LAND
1. Collective pitch.......................................Quickly reduce to maintain
NR within green range.
2. IAS ...........................................................Vy (head into the
wind).
3. Landing gear...........................................Down and locked.
4. Parking brake .........................................Released.
5. Nose wheel castoring lock ....................Locked.
6. Fuel shutoff control levers ....................Aft.
7. Booster pumps .........................................OFF.
8. Passenger ordinance lights ......................ON (if necessary).
AT ABOUT 120 ft ABOVE GROUND
9. Pull up the aircraft between 15 and 20 to reduce ground speed and increase
RPM.
AT ABOUT 20 ft ABOVE GROUND
10. Establish the landing attitude while increasing the collective pitch
to cushion the touchdown.
ON GROUND
11. Return the cyclic stick to neutral, reduce the collective pitch and apply the wheel
brakes.
Once stopped, rotor brake .......................Apply.
EMERGENCY CUT OFF .........................OFF.
Evacuate the aircraft.
1.2 ON WATER
The procedure is the same as for ground landing (ITEMS 1 to 8), except for the
following points:
AT ABOUT 120 ft ABOVE WATER
9. Pull up the aircraft to reduce speed to a minimum.
2 ENGINE FAILURE
2.1 SYMPTOMS
Yaw surge, dependent on flight configuration.
Illumination of lights:
ENG DIFF + Audio warning.
# N1
OEI page displayed on the FLI.
Setting of OEI 30 s.
RPM drop, dependent on the pitch value.
NOTE
When the power is set at OEI 2 min rating, the display shows a needle flickering
slightly above the red broken marking.
This has no effect on the actual stop monitored by the FADEC which remains valid.
DIFF
"Multi-gong" + ALARM + and
N1
On FLI
"OEI 30 s
armed"
4. Disarm OEI 30s.
5. Collective pitch...................................NR > 330 rpm.
6. Monitor the parameters of the engine selected to IDLE.
DIFF
Multigong + ALARM + N1 and
ENG. # On FLI
"OEI 30 s
armed"
4. Disarm OEI 30 s.
5. Collective pitch...................................NR 330 rpm
6. Booster pumps...................................OFF
NOTE 1
If fuel transfer is required, first switch the booster pumps back on
in order to fully consume the available fuel in the fuel tank group for
the inoperative engine.
NOTE 2
It is recommended that the doors be closed if the flight is to be continued.
APPROVED EC 155 B1
3.3
A 14-28 Page 5
FLIGHT MANUAL
WARNING
CAUTION
NOTE 1
In cold weather, emergency landing gear extension may require more than 3 min.
NOTE 2
After emergency extension, wait at least 3 min before retracting the landing gear
(in training flights).
APPROVED EC 155 B1
3.3
A 14-28 Page 7
FLIGHT MANUAL
NOTE
In case of green lights failure the L/G units are correctly locked if:
- The amber operating light is off.
- The L/G alarm remains off when IAS is below 55 kt (101 km/h).
CAUTION
APPROVED EC 155 B1
3.3
A 14-28 Page 8
FLIGHT MANUAL
6 SMOKE IN CABIN
1. Affected system ................................................... OFF
2. Bad-weather windows ......................................... Open
3. Heating system .................................................... OFF
If the origin of the smoke cannot be identified or if affected system switch off is
impossible
4. EMERGENCY CUT OFF ...................................... PWR OFF.
5. GEN 1 and 2 ........................................................ OFF.
6. EMERGENCY
On breaker panel below collective pitch.
CUT OFF .......................... EMER SHED
6. Except those in first and second left
column(Yellow labels)
On breaker panel below collective pitch. All breakers..OFF
first and second left column (Yellow
labels) 7. EMERGENCY
7. One by one, breakers ..... OFF then ON CUT OFF ........................... EMER SHED
(to identify 8. One by one, breakers .......................ON
smoke origin) (to identify
smoke origin )
7 ICING CONDITIONS
The appearance of ice on the windshield wipers is the first indication that the helicopter
has entered icing conditions.
If unexpected icing conditions are encountered, fly out of the icing zone as quickly as
possible.
Check:
1. All PITOTS ............................................................ ON.
2. Windshield deicing system (if installed) ................ ON.
CAUTION
9 EMERGENCY EXIT
APPROVED EC 155 B1
3.3
A 14-40 Page 10
FLIGHT MANUAL
10 EMERGENCY EVACUATION
In the event of an emergency landing, jettison the windows and the front doors (if
jettisonable) after impact.
In the event of ditching without emergency flotation gear, jettison the windows and
the front doors (if jettisonable) at low speed just prior to impact to prevent them
from striking the rotor blades.
CAUTION
WARNING
WAIT UNTIL THE ROTOR HAS FULLY STOPPED BEFORE LEAVING THE
AIRCRAFT.
APPROVED EC 155 B1
3.3
A 14-40 Page 11
FLIGHT MANUAL
SECTION 4
NORMAL PROCEDURES
CONTENTS
4.1 GENERAL PAGE
1 FUNCTIONAL LIMITATIONS.................................................................................. 1
2 FLIGHT PLANNING ................................................................................................ 1
SECTION 4.1
GENERAL
This section contains the helicopter operating instructions and procedures from flight
planning to the safe helicopter condition after landing, going through the actual flight
conditions. These procedures assume normal and standard conditions. The appropriate
data of other sections are mentioned wherever applicable. The instructions and
procedures covered by this section are set forth for standardization purposes; they are not
applicable to all situations.
1 FUNCTIONAL LIMITATIONS
Refer to SECTION 2 for the minimum and maximum limits.
Whenever a functional limitation has been exceeded, record it in the logbook (aircraft,
engine, etc.). Record the limit exceeded, the duration of exceedance, the extreme value
reached and all the additional information necessary to define the required
maintenance action.
NOTE
FLI audio warn
IAS Time FLI value
> 10 s 8.8
> 45 kt
Immediate 9.15
> 10 s 10.1
< 45 kt
Immediate 10.3
2 FLIGHT PLANNING
Each flight must be suitably planned in order to ensure safe operation and to provide
the pilot with the information he will use during flight.
Flight planning must take into account the limitations.
Make sure that the aircraft weight and CG position are correct, by proceeding as
follows:
Refer to SECTION 6 - WEIGHT AND CENTER OF GRAVITY.
Check the fuel and oil weight, the useful load, etc.
Compute the total takeoff weight and that which can be predicted for landing.
Determine aircraft performance with respect to planned flight conditions.
Compute CG location throughout the flight duration. If a fuel transfer is foreseen,
determine the conditions in which it will be possible without exceeding CG
limitations.
CAUTION
SECTION 4.2
PRE-FLIGHT INSPECTIONS
1 EXTERIOR INSPECTION
NOTE
2 INTERIOR INSPECTION
Cabin.................................................... General check (condition, freight tied down,
seat arrangement, etc.).
Fire extinguisher and first aid kit........... In place (safety pin snap-wired).
STATIC-PRESS selector...................... NORM - Snap-wired.
Power-assisted brake accumulator ...... Pressure > 100 bar (1450 psi).
If it is less, recharge the accumulator by
means of the electric pump of the
emergency system.
NOTE
If the copilot's seat is unoccupied, check that the harness is fastened.
SECTION 4.3
STARTING PROCEDURES
1 PRE-STARTING CHECKLIST
Check the following points:
1. Doors................................................................. Closed and locked.
2. Seats, Yaw pedals............................................. Adjusted.
3. Seatbelts and harnesses................................... Fastened.
4. Circuit breakers ................................................. All engaged.
5. Switches:
LG PUMP...................................................... NORM.
HYD ISOL ..................................................... NORM.
SHEDBUS..................................................... AUTO.(guarded).
RPM .............................................................. NORM.
TNG .............................................................. FLT.
NORMAL/BACKUP ....................................... NORMAL (guarded).
ENG 1 and ENG 2......................................... OFF.
Others ........................................................... All OFF.
S/B HRZ........................................................ ON - Light on.
6. BAT/ESS ........................................................... ON.
Check: BAT
Voltmeter reading.......................................... Checked 23 V.
NOTE
When a ground power unit is plugged in: BAT
NOTE
OAT value may not be available on the VEMD during self test of the system.
GOV
Upon self test completion, scroll to system status page and check the
displayed failure message:
TO.DISC A or B : Difference of more than 5 C between the two fadec thermal probes
due to sun exposure.
Continue start up procedure. Before take off check that the temperature difference is
less than 15 C, otherwise cancel take-off and refer to Maintenance Manual.
Any other message: Abort start up procedure and refer to Maintenance Manual.
NOTE
NOTE
For aircraft fitted with single emergency battery (after MOD 07-24C25), ARM position
supplies standby horizon from main battery.
NOTE
FUEL
If feeder tank is not full, the Q QTY (feeder tank level)
+
lights may come on. They will go out only when jet pumps have filled the feeder tank.
2 ENGINE STARTING
CAUTION
NOTE
When OAT < 0C: In case of aborted start, when TOT > 120C, perform a cranking
operation before attempting another start.
Engines may be started in any order.
For OAT < 0C start up procedure is identical as 2.1 but "FLT/IDLE/OFF" switch
must be held on "IDLE" until engine oil temperature reaches:
0C for 5 cSt oil.
-10C for 3 to 3.9 cSt oil.
Then select the "FLT/IDLE/OFF" switch to "FLT".
2.1 STARTING 1ST ENGINE
1. NORMAL/BACKUP .......................... NORMAL.
2. ENG.................................................. FLT.
Check battery voltage: if < 17 V, stop starting sequence (battery insufficiently
charged).
On engine concerned, on VEMD:
OEI .................................................. HI
START ............................. Flashes.
Monitor the TOT and N1 numerical values.
OEI select ..................................... LO then CT
3 POST-STARTING CHECKLIST
3.1 OVERALL CHECKS
1. Ground power unit ........................... Disconnected.
2. Exterior lights ................................... As required.
NOTE
In some operational circumstances (clouds, dark night or others),
the white strobe (if fitted) may disturb the pilot.
Switch to red position if needed.
NOTE
If the copilot's seat is unoccupied, switch off the left screens.
NOTE
If the T4 temperature does not increase, the P2 valve of the idling engine is probably
seized in the open position. Confirm the failure by applying the same procedure with
collective pitch increased
NOTE
If SOV CUT test fails, automatic heating system switch off will not operate in case of
engine failure
8. Perform the same check on the other engine.
APPROVED EC 155 B1
4.3
A 14-28 Page 8
FLIGHT MANUAL
C YR P + AP + WARN
- On CAD: TRIM
ACTUATOR
AHRS DISC
SAS
AP
- On PFD strip
AP can normally be engaged. In flight, monitor yaw axis and push respective
pedal to extinguish
Switch off the collective button on overhead panel. AP can be engaged. The
4th axis is not operative.
Minor AP failure
On AP box ...........................................Test ON flashes.
On PFD................................................
AP can be engaged. Upper mode can not be used. Attitude hold only.
3.2.3.2 AP inoperative
No "AP Test OK" message on CAD:
Pitch or roll trim failure
TRIM
On CAD ...............................................
On PFD................................................ R or P
On AP box ...........................................A trim cyc OFF
Loss of AP module AP
AP cannot be engaged.
AP
Loss of actuator
On AP box ...........................................Test ON steady and OFF
On CAD ............................................... ACTUATOR
+
On PFD................................................ X on relevant axis.
AP cannot be engaged.
SECTION 4.4
TAXIING - TAKEOFF
1 PRE-TAXIING CHECKLIST
1. Radioaltimeter .................................................... ON Tested DH set.
2. Radionavigation systems ................................... Set and tested.
3. Radiocommunication systems............................ Set and tested.
4. Collective pitch lever .......................................... Released.
5. Pressure and temperature readings ................... Normal.
6. Warning lights .................................................... All out.
7. Autopilot ............................................................. ON.
NOTE
If on PFD strip OFF OFF OFF
- AP / SAS................................................... RESET.
- Autopilot.................................................... ON.
8. Heating and ventilation....................................... As required.
9. Parking brake ..................................................... Released.
10. Nose wheel castoring lock.................................. Release (if necessary).
2 TAXIING - TAKEOFF
2.1 TAXIING
Increase collective pitch, then move cyclic stick forward moderately to initiate low-
speed taxiing.
Brakes, (collective pitch set to
full low pitch) ..................................................... Checked.
Attitude indicators stability................................. Checked.
Headings........................................................... Checked.
Steer the aircraft with the yaw pedals and not the wheel brakes, which are
normally used only to slow down and stop the aircraft.
CAUTION
IF LMT + GONG, RECENTER THE CYCLIC STICK.
ON GROUND, IN ORDER TO PREVENT ANY RISK OF VERTICAL
OSCILLATIONS, THE TRIM LOADS MUST BE RELEASED BY
DEPRESSING THE COLLECTIVE TRIM RELEASE TRIGGER
WHENEVER THE COLLECTIVE LEVER IS MOVED.
NOTE
Check:
All warning and caution lights out.
Pressure and temperature readings normal.
Take off while adjusting the collective pitch so as to maintain constant height up to
30 kt (55 km/h), then allow the aircraft to climb.
Reduce power below MTOP before reaching 40 kt (74 km/h)
CAUTION
2.3 CLIMBING
Gear ..................................................................Retracted.
The best rate of climb speed (Vy) is 80 kt (TAS).
For practical purposes, it will be assumed here that Vy(IAS) = 80 kt (148 km/h) less 1
kt per 1000 ft of altitude (3 km/h per 500 m).
Heating ..............................................................As required.
NOTE
SECTION 4.5
CRUISING FLIGHT
1 LEVEL FLIGHT
1.1 CRUISING FLIGHT
Maximum range is obtained by flying at Vy (refer to para. 2.3 - section 4.4).
Balance fuel quantities in left and right tanks as soon as possible while
respecting CG limits (Transfer pump flow 280 kg/h (617 lb/h)).
1.2 MANEUVERING
Avoid sudden maneuvers causing the load factor to be reached abruptly.
At weight > 4400 kg, do not hold turns beyond 45 bank.
NOTE
NOTE
LH control in forward position disables individual nozzle.
(If control not fitted, individual nozzle bleeds are always available).
Center control in forward position allows recirculation and increases heating
efficiency. Prolonged use of this position on ground is not advised.
After MOD 07 21B99: closing of lower pilot and copilot diffusers increases
demisting efficiency.
NOTE
On engine failure, P2 bleed is automatically switched off when exceeding the OEI
continuous rating on N1. Reset the system using pushbutton on rotary selector,
if needed (for N1 rating OEI continuous).
1.4.2 Ventilation
1. Selector ................................................ VENT.
2. Controls................................................ As required.
SECTION 4.6
APPROACH - LANDING
1 APPROACH LANDING
Passenger ordinance lights ....................................... ON.
Extend the landing gear and check the following:
1. Gear ...................................................................... Down and locked.
2. Light ...................................................................... As required.
3. Nose wheel castoring lock ..................................... As required.
4. Parking brake ........................................................ Released.
5. Caution, warning and instrument
readings ................................................................ Checked.
6. Heating .................................................................. Switch off.
The recommended final approach speed is 45 kt
The descent path must remain outside the risk zone specified on the height/velocity
diagram (refer to SECTION 2).
For IFR coupled approach at minima when in sight.
7. Upper mode .......................................................... Disengaged.
NOTE
AP upper mode operation envelopes.
CAUTION
ON GROUND, IN ORDER TO PREVENT ANY RISK OF VERTICAL
OSCILLATIONS, THE TRIM LOADS MUST BE RELEASED BY
DEPRESSING THE COLLECTIVE TRIM RELEASE TRIGGER WHENEVER
THE COLLECTIVE LEVER IS MOVED.
APPROVED EC 155 B1
4.6
A 14-28 Page 1
FLIGHT MANUAL
SECTION 4.7
ENGINE AND ROTOR SHUTDOWN
1 ENGINE SHUTDOWN
Wait for 30 s before shutting down engines. The taxiing duration can be subtracted
from these 30 s.
1. Controls ............................................................. Centered (use AP centering
function if available).
2. AP ...................................................................... OFF.
3. Collective pitch lever .......................................... Locked.
4. Pitots - Audio warning - Landing light................. OFF.
5. VEMD system status page................................. Scroll to check OEI usage (refer
to engine maintenance manual if
necessary).
6. ENG 1 and ENG 2 ............................................. IDLE then OFF.
7. Booster pumps................................................... OFF.
NOTE
If the engine does not stop immediately (Solenoid valve failure),
the FADEC will shut down the engine 5 to 6 s later.
Do not pull the fuel shutoff control lever before 10 s have elapsed.
At NR 120 rpm.
1. Rotor brake ........................................................ Applied.
2. Radio - Radio Nav.............................................. OFF.
3. S/B HRZ............................................................. OFF.
When the rotor is stopped
1. Switches ............................................................ All OFF (except HYD ISOL).
2. VEMD flight report page information .................. Check.
3. BAT/ESS............................................................ OFF.
NOTE
At shutdown, do not open the front doors before the rotor is fully stopped.
SECTION 4.8
SPECIAL OPERATING PROCEDURES
NOTE
3.3 LANDING
Before landing:
- Parking brake ...................................Applied.
- Nose wheel.......................................Locked.
Before fully reducing collective pitch, move cyclic stick to neutral position
to prevent LMT light from coming on.
SECTION 4.9
ENGINE POWER AND THERMAL CHECK
1 GENERAL
The purpose of the engine power check is to determine the available power margin and
thermal margin relative to the minimum guaranteed engine values.
The periodicity of this test must be in accordance with applicable operational regulations
and TURBOMECA documentation.
These checks can be done in three different configurations:
On ground: Power or thermal check can be done on ground, but the stability needed
is often difficult to obtain. This test has to be considered as indicative. If in doubt, a
check in flight has to be done.
In cruise flight at MCP: This is the most useful test condition. The test can be done
in normal twin-engine cruise flight at around 140 Kt.
In OEI Training level flight: This test is considered as the reference test because it is
done in single-engine condition and therefore uses high N1 and TOT. It is to be
performed to confirm a bad or questionable result obtained in the twin-engine power
or thermal check test.
The engine power and thermal check can be done:
Automatically by FADEC and VEMD by pressing SCROLL on VEMD, or
Manually by comparison with reference data, by entering the parameters recorded
on the corresponding chart.
NOTE
The result of the automatic power check is referenced to the 100% of each engine.
To compare it to manual power check result, it is necessary to divide it by two.
For the same reason in the parameters displayed by VEMD after power check, the
torque has to be divided by two.
APPROVED EC 155 B1
4.9
A 14-28 Page 1
FLIGHT MANUAL
NOTE
The filling of the white rectangle gives an idea of the timing.
At the end of the test the VEMD displays the results of power and thermal check or
one of the following messages:
If any result is negative, the corresponding engine may be faulty. A check in flight
has to be performed.
NOTE
If the configuration does not allow level flight at 140 kt, it is possible to do this check
at 100 kt.
For manual testing, record the following values:
- engine torque : Tq (%).
- exhaust gas temperature : TOT (C).
- gas generator speed : N1 (%).
- rotor speed : NR (rpm).
- pressure altitude : Hp (ft).
- outside air temperature : OAT (C).
- aircraft airspeed : IAS (kt).
NOTE
Training mode is not damaging for the engine, it can be maintained with no time limitation.
CAUTION
SECTION 5.1
REGULATORY PERFORMANCE DATA
1 INTRODUCTION
The performance diagrams in this section are applicable to the basic aircraft version.
Refer to individual SUPPLEMENTS if optional equipment systems are installed.
There is no influence of electrical draw on regulatory performance data.
The limits of the operating envelope are mentioned in each figure.
NOTE
The performance given in the grey area is applicable to helicopters fitted with the
extreme cold weather kit (refer to 2.3 page 3).
5 RATES OF CLIMB
Twin-engine and one-engine inoperative rates of climb are given in Figures 6, 7, 8 and
9.
CLIMB PERFORMANCE
To determine the R/C, reduced weights (W/) must be used.
In order to simplify the figures and not to confuse "reduced weight" and "actual weight", the
W/ parameter is converted into a dimensionless parameter known as "WEIGHT INDEX"
(W/ in kg divided by 1000).
CAUTION
SECTION 5.2
NOISE LEVELS
FLIGHT MANUAL
EC 155B1
SUPPLEMENT
LIST OF SUPPLEMENTS
UTILIZATION IMCOMPATIBILITY
PERFORMANCE PENALTIES
IMPORTANT NOTE
The information contained herein supplements or supersedes the information given in
the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.
APPROVED EC 155 B1
SUP.0.P1
A 14-48 Page 1
FLIGHT MANUAL
NOTE
Pages SUP.0.P1 page 3, SUP.0.P3 page 1 and SUP.0.P4 page 1 concern the whole of
the Supplements assigned to the helicopter mentioned on the title pages.
APPROVED EC 155 B1
SUP.0.P1
A 14-48 Page 2
FLIGHT MANUAL
CUSTOMIZATION:
APPROVED EC 155 B1
SUP.0.P1
A 14-48 Page 3
FLIGHT MANUAL
LIST OF SUPPLEMENTS
Some Supplements covering installations or procedures not used on this helicopter may
be withdrawn from this manual.
The complete list of approved Supplements appears on pages SUP.0.P2.
No. TITLE
LIST OF SUPPLEMENTS
0
UTILIZATION INCOMPATIBILITY - PERFORMANCE PENALTIES
OPERATIONAL SUPPLEMENTS
No. TITLE
1 CATEGORIE A OPERATION
2 to 5 RESERVED
6 AUTOMATIC HOVER MODE
7 to 10 RESERVED
OPTIONAL SUPPLEMENTS
No. TITLE
HOISTING INSTALLATION WITH FIXED BOOM ON RH SIDE
11
AND "LAE" VARIABLE SPEED ELECTRIC HOIST
12 to 13 RESERVED
14 EMERGENCY FLOATATION GEAR
15 TRANSPORT OF EXTERNAL LOADS
16 RESERVED
17 ADDITIONAL FUEL TANK IN CARGO COMPARTMENT
18 SKI INSTALLATION
19 SAND FILTERS INSTALLATION
20 10 KVA ALTERNATOR
21 REAR-VIEW MIRROR INSTALLATION
22 "ROSEMOUNT" ICE DETECTOR
23 FUEL HEATING SYSTEM
24 ELECTRICALLY POWERED AIR CONDITIONING SYSTEM
DUAL-ZONE ELECTRICALLY POWERED AIR COND CONDITIONING,
25
VENTILATION AND HEATING SYSTEM
26 RESERVED
27 LOUDSPEAKER 450 W
APPROVED EC 155 B1
SUP.0.P2
A 14-48 Page 1
FLIGHT MANUAL
LIST OF SUPPLEMENTS (cont'd)
No. TITLE
30 RESERVED
41 to 49 RESERVED
APPROVED EC 155 B1
SUP.0.P2
A 16-25 Page 2
FLIGHT MANUAL
SPECIAL SUPPLEMENTS
No. TITLE
50 RESERVED
56 TRAINING PROCEDURES
APPROVED EC 155 B1
SUP.0.P2
A 16-25 Page 3
FLIGHT MANUAL
COMPOSITION
OF CONDITIONAL REVISIONS (RC)
The Supplements contain the following pink pages except those canceled when the
conditions are complied with.
CAUTION
IF A NORMAL REVISION (RN) MODIFIES THE PAGE NUMBER FOR ANY
INFORMATION CONCERNED BELOW, THE READER WILL HAVE TO CHANGE
THE NUMBER OF THE PINK PAGE BY HAND, SO THAT THE INFORMATION
REMAINS IN ACCORDANCE WITH THE PARAGRAPH CONCERNED.
0 P3 1 *RC* 15-28
APPROVED EC 155 B1
SUP.0.P3
A 15-28 Page 1
*RC*
FLIGHT MANUAL
COMPOSITION
The Supplements contain the following pink pages except those canceled when the
conditions are complied with.
CAUTION
IF A NORMAL REVISION (RN) MODIFIES THE PAGE NUMBER FOR
ANY INFORMATION CONCERNED BELOW, THE READER WILL HAVE
TO CHANGE THE NUMBER OF THE PINK PAGE BY HAND, SO THAT
THE INFORMATION REMAINS IN ACCORDANCE WITH THE
PARAGRAPH CONCERNED.
RC No. SUPPLEMENT Page Date code Applicable before condition is met:
NOTE
The date code includes the last two digits of the year
followed by the week number in that year.
APPROVED EC 155 B1
SUP.0.P3
A 14-48 Page 1
FLIGHT MANUAL
COMPOSITION
APPROVED EC 155 B1
SUP.0.P4
A 14-48 Page 1
FLIGHT MANUAL
SUP. 0 P1 1 14-48
SUP. 0 P1 2 14-48
SUP. 0 P1 3 14-48
SUP. 0 P2 1 14-48
SUP. 0 P2 2 16-25 R
SUP. 0 P2 3 16-25 R
SUP. 0 P3 1 14-48
SUP. 0 P4 1 14-48
SUP. 0 P5 1/02 16-25 R
SUP. 0 1 14-48
SUP. 0 2 14-48
SUP. 0 3 14-48
APPROVED EC 155 B1
SUP.0.P5
A 16-25 Page 1
FLIGHT MANUAL
APPROVED EC 155 B1
SUP.0.P5
A 16-25 Page 2
FLIGHT MANUAL
Operation of the following installations : SUP Makes operation with the following
equipment items impossible :
ITEM ITEM
Electrically powered air Conditioning
1 24 2
system
2 Windshield deicing system 28 1
3 Life rafts in footstep containers 4 - 5 - 11
Non foldable seat on first passenger
4 3
row (facing aft or front)
5 Roping beam 3 - 7 - 8 - 9 - 10 - 11 - 15
6 12-Passenger seats lay out 8 - 7 - 11
7 Cargo sling 1600 kg 15 5 - 6 - 8 - 11 - 12 - 13 - 14
8 Hoist on RH side 11 5 - 6 - 7 - 11 - 13 - 14
9 SPECTROLAB searchlight 29 5 - 11
10 Loudspeaker 450 W 27 5 - 11
11 Fast roping 58 3 - 5 - 6 - 7 - 8 - 9 - 10 - 13 - 14 - 15
VIP installation and retractable
12 57 7
passenger footsteps
13 9-Passenger seats lay out 7 - 8 - 11
14 13-Passenger seats lay out 7 - 8 - 11
15 Pod FLIR installation 51-55 5 - 11
61
APPROVED EC 155 B1
SUP.0
A 14-48 Page 1
FLIGHT MANUAL
Case 1 :
Case 2:
APPROVED EC 155 B1
SUP.0
A 14-48 Page 2
FLIGHT MANUAL
APPROVED EC 155 B1
SUP.0
A 14-48 Page 3
FLIGHT MANUAL
FLIGHT MANUAL
EC 155 B1
SUPPLEMENT
IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.
APPROVED EC 155 B1
SUP.1.P1
A 15-15 Page 1
FLIGHT MANUAL
LIST OF APPROVED EFFECTIVE PAGES
EASA CERTIFICATION
APPROVED EC 155 B1
SUP.1.P5
A 15-15 Page 1
FLIGHT MANUAL
LIST OF APPROVED EFFECTIVE PAGES
EASA CERTIFICATION (CONTD)
SUP. 1 54 15-15 R
SUP. 1 55 15-15 R
SUP. 1 56 15-15 R
SUP. 1 57 15-15 R
SUP. 1 58 15-15 R
SUP. 1 59 15-15 R
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SUP. 1 61 15-15 R
SUP. 1 62 15-15 R
SUP. 1 63 15-15 R
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CONTENTS
PAGE
1 GENERAL INFORMATION......................................................................................... 3
1.1 DEFINITIONS AND SYMBOLS ......................................................................... 3
2 LIMITATIONS ............................................................................................................. 4
2.1 TYPE OF OPERATIONS APPROVED ............................................................... 4
2.2 MAXIMUM TAKEOFF AND LANDING WEIGHTS .............................................. 4
2.3 APPROVED ALTITUDE/TEMPERATURE ENVELOPE...................................... 4
2.4 OPERATION IN WIND ........................................................................................ 5
2.5 PROHIBITED MANEUVRES .............................................................................. 5
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CONTENTS (Contd)
PAGE
8 TAKEOFF FROM ELEVATED HELIPORT ............................................................... 36
8.1 NORMAL TWIN-ENGINE TAKEOFF ................................................................. 36
8.2 TAKEOFF WITH AN ENGINE FAILURE BEFORE OR AT THE TDP
(Before fuselage rotation) ................................................................................... 37
8.3 TAKEOFF WITH AN ENGINE FAILURE AFTER OR AT THE TDP
(Fuselage rotation started) ................................................................................. 38
8.4 TAKEOFF PERFORMANCE .............................................................................. 39
8.5 ABORTED TAKEOFF WITH AN ENGINE FAILURE AFTER TDP
(Fuselage rotation started) ................................................................................. 39
11 DETERMINATION OF DISTANCES.......................................................................... 61
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1 GENERAL INFORMATION
The limitations, procedures and performance provided in this supplement apply to
CATEGORY A aircraft operations only.
This information supplements or replaces the information provided in the Basic Flight
Manual and the Supplements relating to the optional equipment fitted.
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2 LIMITATIONS
Irrespective of the special limitations provided below, the limitations relating to
CATEGORY B operations, provided in SECTION 2 as well as those relating to the
optional equipment fitted (refer to SUPPLEMENTS) remain applicable.
When complying with weight limitations and procedures of this supplement, the H/V
diagram of the basic Flight Manual is not relevant.
The area D + E + F are Authorized with extreme cold weather kit (refer to section 2.3 2)
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For performance, head wind velocity value should comply with applicable
operational regulation. If no regulation exists, take half of laminar head wind value.
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3.3 TAKEOFF WITH AN ENGINE FAILURE AFTER OR AT THE TDP
CONTINUE THE TAKEOFF PROCEDURE
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NOTE
40 V < 50 40
50 V < 60 50
60 V < 70 60
70 V < 80 70
V = 80 80
CAUTION
MAKE SURE THAT THE MAXIMUM TAKEOFF WEIGHT MAKES IT POSSIBLE
TO CLEAR ALL OBSTACLES DURING THE CLIMB
AT OEI 2 min AT VTOSS (FIGURES 38, 39, 41, 42, 43, 44 AND 45)
IF NOT, MAXIMUM TAKEOFF WEIGHT MUST BE REDUCED ACCORDINGLY.
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4.2 TAKEOFF WITH AN ENGINE FAILURE BEFORE OR AT THE TDP
ABORT TAKEOFF AS SOON AS ENGINE FAILURE OCCURS.
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4.3 TAKEOFF WITH AN ENGINE FAILURE AFTER OR AT THE TDP
CONTINUE THE TAKEOFF PROCEDURE
Figure 12: OEI takeoff from clear area with increased slope.
When the failure occurs:
1. NR ........................................................... Keep at NR > 330 rpm(above the horn).
2. Attitude .................................................... - 5 maintain.
At VTOSS and once trajectory is established:
3. Attitude .................................................... Adjust to maintain VTOSS.
4. OEI 2 min ................................................ Select.
5. Collective pitch ........................................ Adjust to maintain NR > 330 rpm.
At 200 ft :
6. In level flight IAS ..................................... Vy.
Before or as soon as the OEI 2 min rating indicator starts to flash:
7. OEI continuous ........................................ Select.
8. Collective pitch ........................................ Adjust to maintain NR > 330 rpm.
9. At Vy, landing gear .................................. Retract.
10. RPM switch ............................................. NORM RPM H
11. NR decreases ......................................... Check
At 1000 ft:
12. Affected engine ENG #............................ OFF
13. Affected engine booster pumps ............... OFF
NOTE
After failure a turn limited to 10 bank is authorized without change
on the distances or heights.
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D2
TAKEOFF DISTANCE
40 kt 62 m (203 ft)
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5.2 LANDING WITH AN ENGINE FAILURE
A LANDING IS POSSIBLE IN THE EVENT OF ONE ENGINE FAILURE AT ANY
POINT DURING THE APPROACH.
LANDING IS MANDATORY IF ENGINE FAILURE OCCURS AFTER THE LDP.
Complete landing by :
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5.3 ABORTED LANDING AND OEI CLIMB
GO-AROUND TO REACH THE TAKEOFF TRAJECTORY CORRESPONDING
TO VTOSS=60kt IS POSSIBLE IF ENGINE FAILURE OCCURS AT OR
BEFORE THE LDP.
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NOTE
The distance from LDP to the aircraft complete stop is obtained by adding
a fix value of 120 m (394 ft) to the landing distance D6.
CAUTION
MAKE SURE THAT THE MAXIMUM TAKEOFF WEIGHT MAKES IT POSSIBLE
TO CLEAR ALL OBSTACLES DURING THE CLIMB
AT OEI 2 min AT VTOSS (FIGURES 38, 39, 41, 42, 43, 44 AND 45)
IF NOT, MAXIMUM TAKEOFF WEIGHT MUST BE REDUCED ACCORDINGLY.
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6.2 TAKEOFF WITH AN ENGINE FAILURE BEFORE OR AT THE TDP
(BEFORE FUSELAGE ROTATION)
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6.3 TAKEOFF WITH AN ENGINE FAILURE AFTER OR AT THE TDP
(FUSELAGE ROTATION STARTED)
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At 200 ft
1. In level flight, IAS ......................................... Vy .
2. At Vy, landing gear ...................................... Retract.
When the OEI 2 min indication flashes:
3. OEI continuous ............................................ Select.
4. Collective pitch ............................................. Adjust to maintain.
NR > 330 rpm.
When the climb is established :
5. RPM switch .................................................. NORM RPM H
6. NR 330 rpm .............................................. Maintain.
At 1000 ft:
7. Affected engine ENG # ................................ OFF.
8. Affected engine booster pumps ................... OFF.
CAUTION
MAKE SURE THAT THE MAXIMUM TAKEOFF WEIGHT MAKES IT POSSIBLE
TO CLEAR ALL OBSTACLES DURING THE CLIMB
AT OEI 2 min AT VTOSS (FIGURES 38, 39 AND 45)
IF NOT, MAXIMUM TAKEOFF WEIGHT MUST BE REDUCED ACCORDINGLY
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HOVER : 10 ft
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7.3 ABORTED LANDING AND OEI CLIMB
GO-AROUND IS POSSIBLE IF THE ENGINE FAILURE OCCURS AT THE LATEST
AT THE LDP.
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7.4 LANDING PERFORMANCE
VTOSS = 60 kt.
1. Maximum landing weight ..............................Determine (Figure 26).
2. Distances D3, D4, D5 ...................................Determine (Figure 46).
CAUTION
MAKE SURE THAT THE MAXIMUM TAKEOFF WEIGHT MAKES IT POSSIBLE
TO CLEAR ALL OBSTACLES DURING THE CLIMB
AT OEI 2 min AT VTOSS (FIGURES 38, 42 AND 45)
IF NOT, MAXIMUM TAKEOFF WEIGHT MUST BE REDUCED ACCORDINGLY
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WARNING
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13. Vy ...................................................................... Establish
14. Landing gear ...................................................... Retract
As soon as the climb is established :
15. RPM switch ........................................................ NORM RPM H
16. NR decreases .................................................... Check
17. Vy ...................................................................... Keep until the desired flight
altitude is reached
18. Parking brake ..................................................... released
ABORTED TAKEOFF:
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CONTINUED TAKEOFF:
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At 200 ft
1. In level flight, IAS ......................................... Vy .
2. At Vy, landing gear ...................................... Retract.
When the OEI 2 min indication flashes:
3. OEI continuous ............................................ Select.
4. Collective pitch ............................................. Adjust to maintain.
NR > 330 rpm.
When the climb is established:
5. RPM switch .................................................. NORM RPM H
6. NR 330 rpm .............................................. Maintain.
7. Parking brake............................................... Released
At 1000 ft:
8. Affected engine ENG # ................................ OFF.
9. Affected engine booster pumps ................... OFF.
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WARNING
WARNING
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Figure 31A
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Figure 31B
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Figure 32A
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Figure 32B
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NOTE
For headwind exceeding 10 kt increase V1 to keep 10 kt ground speed
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NOTE
For headwind exceeding 10 kt increase V1 to keep 10 kt ground speed
At 50 ft:
5. Continuously reduce speed to over fly the beginning edge of the platform at a
height around 30 ft and speed about 10 kt keeping the NR 350 rpm.
After touch-down
10 Collective pitch .....................................Fully lower
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LDP can be postponed to any point between 100 to 50 ft above platform. The
procedure described in 9.1 & 9.2 remains applicable and is completed by the
following procedure:
CAUTION
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9.4 ABORTED LANDING AND OEI CLIMB
GO-AROUND IS POSSIBLE IF THE ENGINE FAILURE OCCURS AT THE LATEST
AT THE LDP.
DIRECT APPROACH
Figure 35: Elevated heliport aborted landing and OEI climb standard profile
OFFSET APPROACH
Figure 36: Elevated heliport aborted landing and OEI climb late LDP profile
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VTOSS = 45 kt
1. Maximum weight for landing .........................Determine (figure 37)
2. Distance D3, D4, D5.....................................Determine (figure 46)
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Figure 37
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10 CLIMBING PERFORMANCE
The determination of R/C requires the use of reduced weights (M/ ).
In order to simplify the use of the figures and in order to avoid confusion between
"density weight" and "actual weight", the M/ parameter is converted into a dimension
called the "WEIGHT INDEX" (M/ in kg divided by 1000).
DETERMINATION OF THE RATE-OF-CLIMB :
8 curves are required to determine R/C and the path slope, the first enable the weight
index to be determined (Figures 38).
FIGURES
RATE-OF-CLIMB VTOSS = 40 kt (TAS) ...................................................... 39
RATE-OF-CLIMB VTOSS = 45 kt (TAS)(ELEVATED HELIPORT) .............. 40
RATE-OF-CLIMB VTOSS = 50 kt (TAS) ...................................................... 41
RATE-OF-CLIMB VTOSS = 60 kt (TAS) ...................................................... 42
RATE-OF-CLIMB VTOSS = 70 kt (TAS) ...................................................... 43
RATE-OF-CLIMB VTOSS = 80 kt (TAS) ...................................................... 44
RATE-OF-CLIMB Vy .................................................................................... 45
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Figure 38
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Figure 39
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Figure 40
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Figure 41
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Figure 42
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Figure 43
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Figure 44
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Figure 45
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11 DETERMINATION OF DISTANCES
FIGURE
DISTANCE D3-D4 AND D5 ........................................................................... 46
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Figure 46
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Figure 47
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EC 155 B1
SUPPLEMENT
IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Approved Effective Pages.
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SUP.6 1 14-48
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1 GENERAL
The aim of the Hover mode (HOV) is to provide, under visual flight conditions in view of
the ground or of the water surface, automatic acquisition and hold of hover.
The HOV mode concerns only pitch and roll axes. It uses GPS-derived longitudinal and
lateral velocities. The HOV mode may be combined with ALT, ALT.A, VS or CR.HT
mode.
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used remain
applicable and are supplemented or modified by the following limitations:
The use of the HOV mode is restricted to visual flight conditions in view of the ground
or of the water surface.
NOTE
It is recommended to avoid upper modes CRHT, Vs or ALT.A
when the HOV mode is selected below 30 kt IAS.
Engagement of a collective axis mode in conjunction with the HOV mode is
prohibited below a height of 20 ft.
Engagement of the Go Around mode below 30 kt IAS is prohibited.
Ground speed limit for the HOV mode engagement without Hover indicator:
- Longitudinal axis: 50 kt forward,
10 kt aft.
- Lateral axis: 20 kt.
3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following emergency
procedures:
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3.2 AP FAILURES
In case of AHRS discrepancy, after reconfiguration, DO NOT (RE) ENGAGE HOV
MODE.
In case of one AHRS loss, DO NOT (RE) ENGAGE HOV MODE.
CORRECTIVE ACTIONS
On PFD 1 - Controls .................................... Hands on.
On PFD 1 - Check wind direction ................ Put aircraft nose into wind.
Steady
(with no other AP
CONTINUE THE FLIGHT
alert)
Excessive Aft
airspeed detection
Loss of GPS
CONTINUE THE FLIGHT
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4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures:
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EC 155 B1
SUPPLEMENT
IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.
APPROVED EC 155 B1
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1 GENERAL
The hoist installation is designed for raising or lowering of loads, while the aircraft is
hovering.
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2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations.
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3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the
following emergency procedures.
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures.
WARNING
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4.4 IN FLIGHT
4.4.2 Hoisting
WARNING
IF THE HOOK COMES STRONGLY INTO CONTACT WITH THE
METALLIC STOP (FAILURE OF THE HOISTING AUTOMATIC
SPEED REDUCTION SYSTEM), ABORT THE HOISTING
MISSION.
CAUTION
TAKE ANY PRECAUTION TO PREVENT THE LOAD BEING HOISTED
FROM HITTING ANY PART OF THE HELICOPTER.
NOTE
If the red warning light flashes, terminate the hoisting operation in
progress.
Steady ignition of this red warning automatically stops the hoist.
Once the warning light has extinguished, position the mission
selector to "OFF". Then leave to cool down.
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EC 155B1
SUPPLEMENT
IMPORTANTE NOTE
The information contained herein supplements or supersedes the information given in
the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.
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SUP. 14 P5 1 14-46 R
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1 GENERAL
1.1 DESCRIPTION
The emergency floatation gear installation consists of:
Four inflatable balloons that make two units on each side of the helicopter
(inflation time: 2.5 s).
An inflation system of each assembly comprising one cylinder equipped with a
pressure gauge visible from the outside, a two-cap electrical head and two flexible
hoses connected to the balloons.
An immersion detection system that provides the automatic percussion of the
floating when the helicopter is laid down on water:
OFF/ARM switch ............................................... ARM
This system is based on:
- When the MOD 45C05 is embodied: 1 immersion probe.
- When the MOD 45C98 or MOD 45D04 is embodied: 2 immersion probes.
In this configuration, the 2 probes should be activated to inflate the floats.
Two identical liferafts (if fitted) on the left and right under the passengers doors.
- The nominal capacity of each raft, which is 10 places, may be increased to 15
places in overload.
- Each liferaft is provided with a survival kit.
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2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations.
2.1 CERTIFICATION CRITERIA
The Emergency Flotation System performance has been demonstrated for ditching
up to Sea State 6.
The helicopter is certified for ditching provided the following additional equipment is
fitted and approved in accordance with relevant airworthiness requirement:
Rear floatation container after MOD 07-45D25 (reinforced).
Life raft installation after MOD 07-45D24 or 365P084757.01/.04/.07/.10 (reinforced).
Survival type Emergency Locator Transmitter.
Life preservers.
NOTE
The above information must be accounted for when assessing the helicopter
dispatch on any sea-state conditions.
World Meteorological Organization standards describe Sea State 6 as a "Very
Rough" sea with significant wave height between 4 and 6 meters.
2.5 PLACARDS
With external life raft (if fitted)
- Fixed panel interior
LIFE-RAFT
OUTSIDE RELEASE HANDLE
1-JETTISON WINDOW
2-BREAK GUARD
3-PULL RELEASE HANDLE
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RCC
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations.
2.1 CERTIFICATION CRITERIA
The Emergency Flotation System performance has been demonstrated for ditching
up to Sea State 4.
The helicopter is certified for ditching provided the following additional equipment is
fitted and approved in accordance with relevant airworthiness requirement:
Life rafts with survival equipment
Survival type Emergency Locator Transmitter
Life preservers
NOTE
The above information must be accounted for when assessing the helicopter
dispatch on any sea-state conditions.
World Meteorological Organization standards describe Sea State 4 as a "Moderate"
sea with significant wave height between 1.25 and 2.5 meters.
2.5 PLACARDS
With external life raft (if fitted)
- Fixed panel interior
LIFE-RAFT
OUTSIDE RELEASE HANDLE
1-JETTISON WINDOW
2-BREAK GUARD
3-PULL RELEASE HANDLE
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-45D24 or 365P084757.01/.04/.07/.10, and MOD No. 07-45D25 HAS
BEEN EMBODIED TO THE AIRCRAFT.
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3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following emergency
procedures.
With OFF/ARM switch set to ARM
CORRECTIVE ACTIONS
1 2 Float inflation not possible.
Floatation system
failure
CONTINUE THE FLIGHT
Float inflation remains possible.
1 2
OR
CONTINUE THE FLIGHT
1 2
3.1 DITCHING
1- IAS ........................................................................................ 90 kt (166 km/h)
2- OFF/ARM switch................................................................... ARM
3- Lighted pushbutton or pushbutton on collective grip ............. Depress
4- Apply appropriate normal or emergency landing procedures as described in
chapter 3 and 4 of the basic Flight Manual and applicable Supplements taking
into account the following precautions:
Ditching is allowed with landing gear extended or retracted.
The helicopter should be presented parallel to the swell if the wind is light. In
case of strong wind, the helicopter should be presented in a direction mid-
way between the wind direction and the swell direction, with the helicopter
facing the headwind quadrant.
Ditching should be made at the lowest possible forward speed.
AFTER DITCHING
5 - Fuel shutoff control levers ..................................................... Aft
6 - NR 120 rpm, rotor brake .................................................... Smoothly applied
7 - EMERGENCY CUT OFF ...................................................... OFF
3.2 EMERGENCY EVACUATION
Passenger's ordinance light OFF
Unfasten seatbelts
Jettison the windows according to the placard near the window and the cockpit
doors (if jettisonable) according to the door placard only after ditching.
Jettison life raft (if fitted) by pulling the control handle inside (if fitted) or outside the
helicopter (RH handles jettison RH life raft. LH handles jettison LH life raft).
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3.3 EMERGENCY LOCATOR TRANSMITTER
Check auto activation (if any) or activate manually in accordance with the
corresponding user manual specifications.
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures:
NOTE
Pressure values are indicated by two stickers: one on the bottle, the other on the
helicopter, close to the emergency floatation gear.
Protection glass of the control handles RH and LH (if fitted) ....... Check in place
5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable, as the folded floatation gear does not affect the
aircraft flight performance.
APPROVED EC 155 B1
SUP.14
A 14-46 Page 4
FLIGHT MANUAL
FLIGHT MANUAL
EC 155 B1
SUPPLEMENT
SIREN AS21-5-7
IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.
APPROVED EC 155 B1
SUP.15.P1
A 15-12 Page 1
FLIGHT MANUAL
APPROVED EC 155 B1
SUP.15.P5
A 15-12 Page 1
FLIGHT MANUAL
1 GENERAL
The installation is intended to enable the aircraft to carry external loads.
Cyclic Grip
APPROVED EC 155 B1
SUP.15
A 15-12 Page 1
FLIGHT MANUAL
F1 key: The F1 key toggles between units of weight (kg/lb). The F1 key is also
programmable for user desired functions.
ZERO key: The ZERO key is used to zero out residual tension on the sensor.
TEST key: The TEST key launches the test procedure. The TEST key is also
programmable for user desired functions.
<--0 key: The return to Zero key restores the previous zero value. This allow the
system to restore a zero value without having to drop the load.
For the complete description of the operating modes, refer to the user guide.
+ , Load on.
+ , Faulty operation.
APPROVED EC 155 B1
SUP.15
A 15-12 Page 2
FLIGHT MANUAL
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations.
NOTE
The electric or mechanical release system requires a minimum pull force of 7 kg
(15 lb) on the hook. Therefore the minimum load is 7 kg (15 lb).
NOTE
Depending upon the load, speed limit can be lower than VNE.
Pilot must determine the speed limit and the maximum bank angle depending
on the shape and weight of the load, and on the length of the sling.
2.5 NOTICE
- In the cockpit, read:
APPROVED EC 155 B1
SUP.15
A 15-12 Page 3
FLIGHT MANUAL
3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the
following emergency procedures.
APPROVED EC 155 B1
SUP.15
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FLIGHT MANUAL
- In hovering flight:
Cargo release pushbutton.............................................................. Press down.
+ +
- In forward flight:
Perform a precautionary approach on the nearest helipad, then apply the "in
hovering flight" procedure.
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures.
CAUTION
PILOT MUST NOT FLY WITH AN UNBALLASTED SLING OR EMPTY NET.
APPROVED EC 155 B1
SUP.15
A 15-12 Page 5
FLIGHT MANUAL
For permissible load attachment ring size refer to the Operational Tips section
of this Flight Manual.
CAUTION
THE USE OF A LOAD ATTACHMENT RING WITH INCORRECT DIMENSIONS
MAY LEAD TO LOSS OR JAMMING OF THE LOAD.
Display of
Display of the "calibration" value. This value should be the same as the one
engraved on the transmitter fitted between the helicopter and the hook.
Display of ZERO offset (this is the total offset which has been previously
tarred out by use of the ZERO button).
Display of two values separated by a dash: the first value, between 0 and 3,
shows the filter selected and the second value shows the logic programmed
in the computer.
APPROVED EC 155 B1
SUP.15
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FLIGHT MANUAL
4.3 TAKEOFF
ADD
1. Mission selector ...................................................................... CARGO.
2. ................................................................................ Check.
4.4 MANEUVERS
All control movements must be made very gently, acceleration and deceleration
must be very gradual, only slightly banked turns.
2. ................................................................................ Check.
NOTE
If the normal release system fails to operate, actuate the mechanical
jettison trigger.
After using it, rearm the system by means of the lever located in the
landing gear well.
NOTE
The climbing performance data given in the Basic Flight Manual can be
reduced depending on the nature of the load.
APPROVED EC 155 B1
SUP.15
A 15-12 Page 7
FLIGHT MANUAL
FLIGHT MANUAL
EC 155 B1
SUPPLEMENT
IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.
SUP.17.P1 1 14-04 R
SUP.17.P5 1 14-04 R
SUP.17 1 14-04 R
SUP.17 2 09-28
SUP.17 3 04-50
SUP.17 4 04-50
NOTE
For the main fuel tank 100% represents:
1280 liters for standard tanks,
1230 liters for crash worthy tanks.
ADD TANK:
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
1 GENERAL
The additional fuel tank of 180 liters located in the cargo compartment is an optional
equipment which increases the aircraft range or endurance.
The additional fuel is transferred by gravity to RH main fuel tank when the
ADD TANK switch is ON.
The installation mainly includes: - A leakproof casing with drain and vent pipes,
- A flexible tank of 180 liters capacity,
- A filler neck located on the LH side of the aircraft,
- A water and fuel drain device,
- An electrovalve.
NOTE
For the main fuel tank 100% represents:
1280 liters for standard tanks,
1230 liters for crash worthy tanks.
ADD TANK:
1.3 OPERATION
- The total fuel quantity indicated on the CAD includes all tanks: main + additional.
- The fuel quantity in the additional fuel tank is displayed by bargraph (without
numerical value).
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the supplements used
remain applicable and are completed or modified by the following limitations:
3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
supplements used remain applicable.
CORRECTIVE ACTIONS
Do not decrease
after 5 mn
Electrovalve failure
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the supplements
used remain applicable and are completed or modified by the following normal
procedures.
Before start up ADD :
- Fuel on CAD .................................................... Additionnal bargraph displayed.
NOTE
If bargraph is not displayed, reconfigure AUXILLARY TANK line in the CPDS config
menu.
In flight :
The fuel is transferred by gravity into the right tank group in approximately 30 mn.
- After 15 mn. of flight:
ADD TANK switch ......................................... ON
- 5 mn. after ADD TANK switch on:
Bargraph decrease ......................................... Checked
- At the end of transfer: (30 mn. after electrovalve opening)
ADD TANK switch ......................................... OFF
- Tank balance has to be performed by transfer pump.
5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance in the Basic Flight Manual and in the supplements used
remain applicable.
FLIGHT MANUAL
EC 155 B1
SUPPLEMENT
IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.
SUP.23.P1 1 14-04 R
SUP.23.P5 1 14-04 R
SUP.23 1 14-04 R
SUP.23 2 14-04 R
NORMAL REVISION 0 date code 02-20 DGAC approval on July 31, 2002.
Approved on 2014 Jan, 31 under the
NORMAL REVISION 1 date code 14-04 authority of EASA Design Organization
Approval No.EASA.21J.056.
Main points: Update approval authority EASA instead of DGAC,
Title incorporation of new brand "Airbus Helicopters" instead of "Eurocopter",
add new fuel management panel after MOD 07 39C75.
Revised
Sections SUP23.P1 page 1, SUP23.P5 page 1 and SUP.23 pages 1 and 2.
information
Deleted
None
information
1.1 INDICATORS
CAD
CONSOLE
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are completed or modified by the following limitations.
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
1 GENERAL
The fuel heating system is designed to prevent the use of fuel anti-ice additive.
1.1 INDICATORS
CAD
CONSOLE
Fuel temperature:
- Below -12C or
- Above + 50C
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are completed or modified by the following limitations.
3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are completed or modified by the following
emergency procedures.
CORRECTIVE ACTIONS
Avoid sudden power variation and maintain the fuel flow of
affected engine above 60 kg/h.
+
NOTE
In case of a prolonged waiting period on the ground
1 or/and 2 perform a hover IGE and wait until +
on fuel before initiating forward flight.
management
panel CONTINUE THE FLIGHT
Fuel NOTE
temperature:
- below - 12C or If (Fuel temperature below - 12C) apply the
- above + 50C associated procedure 3.2.3.
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable.
5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.
FLIGHT MANUAL
EC 155 B1
SUPPLEMENT
IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.
APPROVED EC 155 B1
SUP.33.P1
A 16-25 Page 1
FLIGHT MANUAL
APPROVED EC 155 B1
SUP.33.P5
A 16-25 Page 1
FLIGHT MANUAL
1 GENERAL
The Ryan 9900BX or Avydine TAS 620 Airborne Collision Avoidance Systems (ACAS)
is an independent back up - but not a substitute - to visual watch and air traffic control. It
alerts the pilot to air collision hazards and provides him with additional air traffic
information.
As the ACAS relies upon information received from airborne transponders, it cannot
detect aircraft with unserviceable or inactive transponders or that do not carry a
transponder equipment.
The ACAS provides the altitude only for traffic transponding in C or S modes. However,
it does not rely on altitude to provide TAs. Therefore, TAs are also provided for traffic
transponding in A mode.
For detailed description of the Ryan 9900BX or Avydine TAS 620 ACAS, refer to the
Users guide provided by the manufacturer and EURONAV VII OPERATOR MANUAL
(ref: 255.003-049 (001 or later appropriate version)).
1.1 ABBREVIATIONS
ACAS : Airborne Collision Avoidance System
CPA : Closest Point of Approach
TA : Traffic Advisory
APPROVED EC 155 B1
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APPROVED EC 155 B1
SUP.33
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FLIGHT MANUAL
APPROVED EC 155 B1
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FLIGHT MANUAL
with the Traffic key , or Traffic can be superimposed on the MAP display.
Alerts are raised by means of a Pop-Up display when other than the Traffic
page is selected.
The Pop-Up provides options to close the Pop-Up or to go to the dedicated
Traffic page.
APPROVED EC 155 B1
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FLIGHT MANUAL
NOTE
Traffic is displayed on the GTN in all map orientations.
If in Map Pan Mode, the aircraft mockup moves on the map.
The traffic is still displayed relative to the aircraft mockup.
For detailed description of the ACAS display, refer to the pilots guide provided
by the manufacturer.
No. FUNCTION
1 Range rings.
2 Aircraft symbol: indicates aircraft position.
Traffic Intruder Symbols - Indicates type of traffic, altitude of traffic and
3
vertical trend of traffic.
Altitude display limit - NORMAL, ABOVE, BELOW or UNRESTRICTED
4
(present only if the ACAS overlay is selected for display).
APPROVED EC 155 B1
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APPROVED EC 155 B1
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FLIGHT MANUAL
Traffic advisory.
Proximity traffic.
Other traffic.
APPROVED EC 155 B1
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FLIGHT MANUAL
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations:
CAUTION
- ACAS INFORMATION IS ADVISORY ONLY.
- THE ACAS IS NOT ABLE TO TRACK AND DISPLAY NONTRANSPONDER
EQUIPPED AIRCRAFT.
- NAVIGATION MUST NOT BE PREDICATED ON THE USE OF THE ACAS
DISPLAY.
- IF A TRAFFIC ADVISORY (TA) OCCURS, THE PILOT SHOULD NOT INITIATE
A MANEUVER BASED ON THE ACAS DISPLAY ALONE WITHOUT FIRST
VISUALLY ACQUIRING THE THREAT.
NOTE 1
The range at which a traffic is detected is dependent on many factors including
the transmitter and receiver performance of both the ACAS itself and the
traffics transponder, the antenna geometry between the aircraft and the traffic,
the reflectivity of the overflown surface and also the dynamics of the encounter.
As a consequence, detection range may be significantly degraded in case of
traffic equipped with a low-performance transponder, unfavorable geometries,
flights over reflective surfaces (sea, lakes), fast moving traffic or a combination
of those factors.
Detection range is also degraded in areas of high density where the ACAS will
automatically reduce its transmitting power in order to maintain the integrity of
the ATC.
NOTE 2
Very occasionally, target duplication (a target splitting into two targets at same
altitude and close to the same range) may be encountered for a few seconds.
Target duplication is generally caused by reflections on the ground, on the
water or on nearby buildings.
NOTE 3
Large external optional systems like the hoist, the FLIR or the searchlight may
temporarily shadow one of the ACAS antennae and/or cause signal
reflections.
As a consequence, traffic pop-ups, drop-offs or temporary bearing
discrepancies may be encountered in such configurations.
APPROVED EC 155 B1
SUP.33
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FLIGHT MANUAL
3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the
following emergency procedures:
CORRECTIVE ACTIONS
RH + LH
The ACAS is to be added in the items that are
automatically shedded.
Cutout of both
generators
+
The ACAS is to be added in the items that are lost with
LH the LH power supply.
Short circuit on LH
primary bus
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures.
APPROVED EC 155 B1
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FLIGHT MANUAL
NOTE
There is no manual test function, but the GTN raises any detected failures
during the system automatic and ongoing tests.
NOTE
Before departure, a quick check of the ACAS audio volume can be
performed with a double-press on the CAD acknowledge button.
NOTE
Operation of the ACAS display is not guaranteed for cabin temperatures
below - 20C.
APPROVED EC 155 B1
SUP.33
A 16-25 Page 11
FLIGHT MANUAL
FLIGHT MANUAL
EC 155 B1
SUPPLEMENT
IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.
APPROVED EC 155 B1
SUP.35.P1
A 15-28 Page 1
FLIGHT MANUAL
SUP. 35 P1 1 15-28 R
SUP. 35 P5 1 15-28 R
SUP. 35 1 15-28 R
SUP. 35 2 15-28 R
APPROVED EC 155 B1
SUP.35.P5
A 15-28 Page 1
FLIGHT MANUAL
1 GENERAL
This alarm system manages a series of messages, which are designed to warn the
crew of certain critical phases during the flight. These messages are transmitted on the
ICS.
1.1 OPERATION
The AVAD unit generates three vocal alarm messages.
ONE HUNDRED FEET. This message is transmitted once as soon as the
helicopter passes into the altitude zone 100 ft above the ground.
CHECK HEIGHT. This message is transmitted twice (with 4.5-second interval
between the two transmissions) when the helicopter reaches the higher DH area
displayed on the ND.
UNDER CARRIAGE (if fitted). This message is transmitted continuously (with 5 s.
interval between transmissions) when IAS is below 55 kt (101 km/h) and landing
gear retracted.
- ACKNOWLEDGE pushbutton on the cyclic stick can be pressed to interrupt
the message UNDER CARRIAGE for 3 minutes.
2 LIMITATION
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable.
APPROVED EC 155 B1
SUP.35
A 15-28 Page 1
FLIGHT MANUAL
3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the
following emergency procedures.
CORRECTIVE ACTIONS
AVAD 1 - TEST / RESET switch .............RESET
AVAD
AVAD AVAD
Automatic Voice
Alarm Device
failure AVAD is active AVAD failure
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures:
then
AVAD
5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.
APPROVED EC 155 B1
SUP.35
A 15-28 Page 2
FLIGHT MANUAL
FLIGHT MANUAL
EC 155 B1
SUPPLEMENT
IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.
APPROVED EC 155 B1
SUP.39.P1
A 14-39 Page 1
FLIGHT MANUAL
APPROVED EC 155 B1
SUP.39.P5
A 14-42 Page 1
FLIGHT MANUAL
APPROVED EC 155 B1
SUP.39.P5
A 14-42 Page 2
FLIGHT MANUAL
1 GENERAL INFORMATION
This Supplement does not represent an authorization for operational use.
The EGPWS MKXXII installation, with application software 24, or later approved
versions, associated with displays mentioned above complies with the guidance of the
AC 29 MG 18 for Helicopter Terrain Awareness and Warning System (HTAWS).
The TAWS provides the flight crew with alerts of pending collision of the helicopter
with the terrain or obstacles included in the database.
The GPWS function is essentially a non-database function that provides alerts for
excessive rate of descent, excessive terrain closure rate, inadvertent descents,
altitude loss after takeoff, excessive bank angle or pitch attitude as well as excessive
descent below and ILS Glide-Slope.
APPROVED EC 155 B1
SUP.39
A 14-39 Page 1
FLIGHT MANUAL
NOTE
* The TAWS computer receives AHRS data only from AHRS 2 even if
the avionics system is reconfigured to AHRS 1.
APPROVED EC 155 B1
SUP.39
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FLIGHT MANUAL
APPROVED EC 155 B1
SUP.39
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FLIGHT MANUAL
APPROVED EC 155 B1
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FLIGHT MANUAL
NOTE
"TOO LOW GEAR" vocal message is produced when landing gear
is retracted and:
- Normal mode: IAS < 100 kt, height <150 ft,
- Low Altitude mode: IAS < 60 kt, height < 100 ft,
- Autorotation mode: height < 400 ft.
APPROVED EC 155 B1
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1.4 ALERTS
A caution indicator light and a warning indicator light are
provided on the instrument panel on both pilot and copilot sides.
TAWS alerts generate aural messages in the ICS. Most of the alerts are also visual
with either the messages coming on.
BANK ANGLE,
Mode 6: excessive bank angle None
BANK ANGLE
LOWEST Mode 6: tail strike TAIL TOO LOW None
Table 1: TAWS visual and aural alerts
APPROVED EC 155 B1
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FLIGHT MANUAL
Only one message is produced at any one time. The highest priority message takes
precedence and may interrupt any lower priority message (refer to table above for
relative priority). When the highest priority message is no longer produced and if the
lower priority condition still exists then the lower priority message will be heard.
The TAWS message takes precedence over any message from the Airborne
Collision and Avoidance System (ACAS) (if fitted).
The decision height visual alert is ensured independently from the TAWS.
The decision height call out is ensured by the TAWS (not available with V24
software version).
The TAWS landing gear visual alert is completed by the dedicated L/G
annunciators (blinking when IAS is below 55 kt (101 km/h)).
The AUDIO INHIB control suppresses:
- V24 software version: all the TAWS alerts for 5 min.
- V28 or later approved software version: all the TAWS aural alerts for 5 min
except "ONE HUNDRED FEET" and "CHECK HEIGHT, CHECK HEIGHT".
Resetting the control restores aural alerts immediately.
The Terrain inhibit function suppresses all terrain awareness until the TERR INHIB
control is disengaged.
APPROVED EC 155 B1
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APPROVED EC 155 B1
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N FUNCTION
1 Range control Up and Down.
2 Brightness Control.
3 Mode control (not used).
4 Ambient light control.
5 LCD screen.
NOTE 1
In case of terrain function failure, "NO TERRAIN" is displayed.
NOTE 2
On power up from a cold start, the range is systematically set to 40 NM.
APPROVED EC 155 B1
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COLOR INDICATION
50% Red dots Terrain/Obstacle that is more than 500 ft above aircraft altitude.
50% Yellow dots Terrain/Obstacle that is between aircraft altitude and 500 ft above.
25% Yellow dots Terrain/Obstacle that is between aircraft altitude and 250 ft below.
16% Green dots Terrain/Obstacle that is 500 ft to 1500 ft below aircraft altitude.
APPROVED EC 155 B1
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FLIGHT MANUAL
N FUNCTION
1 Brightness Control.
2 Data Card.
3 Display.
4 Available Functions Legend.
5 On/Off Control.
6 Function Select Indicators.
Function Select Keys:
7 - MAP: Digital map. - TRFC: TRAFIC (ACAS). - AUX
- WX: Weather radar. - TERR: EGPWS.
8 Control knobs (Inner and Outer Knob): inoperative in TERR page
9 Key Labels
10 Soft key Labels
11 Joystick
Power Keys:
- MODE: not used.
12 - 51*51* increase or decrease range (1, 2.5, 5, 10, 20, 40, 80, 160 and 320 NM).
- VIEW: toggles between 360 and 120 views.
- OVLY: overlays storm scope, traffic and/or flight plan.
APPROVED EC 155 B1
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No. FUNCTION
1 Display Range RNG:xx NM
Terrain Awareness State:
- EGPWS TEST: Self test active.
2 - TERR FAIL: Terrain is INOP due to a fault.
- TERR N/A: Terrain not available.
- TERR INHBT: Terrain Awareness Warnings have been manually inhibited.
3 Aircraft symbol: Indicates present position.
4 Range rings.
Peaks elevation:
5 - Upper = MSL altitude of the highest terrain within the display.
- Lower = MSL altitude of the lowest terrain within the display.
6 Flight Plan Overlay (Navigation system flight plan).
7 Display Orientation: magnetic heading-up orientation, MagxxHdg.
8 Geometric Altitude.
9 Icon bar: data available (black) and displayed (color).
APPROVED EC 155 B1
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COLOR INDICATION
50% Red dots Terrain/Obstacle that is more than 500 ft above aircraft altitude.
50% Yellow dots Terrain/Obstacle that is between aircraft altitude and 500 ft above.
25% Yellow dots Terrain/Obstacle that is between aircraft altitude and 250 ft below.
16% Green dots Terrain/Obstacle that is 500 ft to 1500 ft below aircraft altitude.
APPROVED EC 155 B1
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No. FUNCTION
1 Range rings.
2 Aircraft symbol: Indicates aircraft position.
3 Selected mode.
Peaks elevation:
4 - Upper = MSL altitude of the highest terrain within the display.
- Lower = MSL altitude of the lowest terrain within the display.
5 Geometric Altitude.
APPROVED EC 155 B1
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FLIGHT MANUAL
No. CONTROLS
Allows access to "Quick Access" page (several presses may be necessary
1 (ESC)
depending on current display mode).
2 (A/R) From "Quick Access" page, selects TAWS mode.
3 (-) Zoom out (if available).
4 (+) Zoom in (if available).
APPROVED EC 155 B1
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COLOR INDICATION
50% Red dots Terrain/Obstacle that is more than 500 ft above aircraft altitude.
50% Yellow dots Terrain/Obstacle that is between aircraft altitude and 500 ft above.
25% Yellow dots Terrain/Obstacle that is between aircraft altitude and 250 ft below.
Solid green Show only when no Red or Yellow Terrain/Obstacle areas are
(peaks only) within range on the display. Highest Terrain/Obstacle not within
250 ft or aircraft altitude.
50% Green dots Terrain/Obstacle that is 250 ft below to 500 ft below aircraft
altitude.
Peaks only Terrain/Obstacle that is the middle elevation band when there is no
Red or Yellow terrain areas within range on the display.
16% Green dots Terrain/Obstacle that is 500 ft to 1500 ft below aircraft altitude.
Peaks only Terrain/Obstacle that is the lower elevation band when there is no
Red or Yellow terrain areas within range on the display.
Magenta dots Unknown terrain. No terrain data in database for the Magenta area
shown.
NOTE
For configurations with EURONAV VII and a FLIR, the automatic
pop-up is visible only if the MAP page is already selected on the
Mission Display.
APPROVED EC 155 B1
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2 LIMITATIONS
The limitations given in the basic Flight Manual and relevant Supplements remain
applicable and are supplemented as follows:
- Navigation must not be predicated upon the use of the TAWS information.
NOTE 1
The terrain and obstacle display is intended to serve as a terrain
and obstacle awareness tool only. The display and the database
may not provide the accuracy or fidelity on which to base routine
navigation decisions and plan routes to avoid terrain or
obstacles. Terrain depiction accuracy is particularly degraded in
turn due to the low update rate of the terrain data.
- The Low Altitude mode shall not be selected when operating under IMC conditions
except as required when performing offshore platform instrument approach
procedures or other special procedures.
- For configurations with EURONAV VII and a FLIR and when Low Altitude mode is
selected, the MAP page shall be selected on the Mission Display except when
performing offshore platform instrument approach procedures or other special
procedures.
- With KMD 850 multifunction display: The Geometric Altitude on the terrain and
obstacle display shall not be used to fly ATC assigned or posted altitudes since it
may not provide adequate traffic separation. ATC assigned or posted altitudes shall
be flown according to standard barometric altimeters with a correct altimeter setting.
NOTE 2
Power lines are not included in the TAWS database. The TAWS
will not provide power line warnings.
NOTE 3
All obstacles are not included in the TAWS database. The TAWS
will provide warning only for obstacles included in the database.
- As the EGPWS uses the GPS antenna of the aircraft's GPS receiver, the latter must
be operative (the GPS antenna is then powered-on) to allow reception of the GPS
signals by the EGPWS. Otherwise, the terrain function is inoperative.
APPROVED EC 155 B1
SUP.39
A 14-42 Page 17
FLIGHT MANUAL
3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in Supplements
used remain applicable and are supplemented by the following emergency
procedures:
NOTE
During single engine aborted takeoff or landing procedures, the
required nose-up attitude may produce TAIL TOO LOW alerts:
- Keep controlling attitude as required by the procedure.
CORRECTIVE ACTIONS
APPROVED EC 155 B1
SUP.39
A 14-39 Page 18
FLIGHT MANUAL
4 NORMAL PROCEDURES
The normal procedures provided in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented by the following normal procedures:
- The crew must check that the TAWS database covers the area of operations and is
up-to-date (refer to pilots guide).
NOTE 1
Glideslope nuisance alerts may be produced when flying back-course to
an ILS with the VORs tuned to that ILS (it may occur when an ILS
approach to a runway is followed by a circle to land procedure to land on
the opposite runway).
NOTE 2
Operation of the Terrain and obstacle display is not guaranteed for cockpit
temperature below -20C.
NOTE
The GPWS light will remain on as long as VOR 2 remains switched off.
SELF-TEST SEQUENCE
- Status lights ......................................................... + for the
duration of self-test.
- On CAD ............................................................... .
- Aural message (in ICS) ........................................ PULL UP.
- On the Terrain and Obstacle display test pattern is shown during 12 seconds.
- Aural message (in ICS) ........................................ WARNING TERRAIN.
- On the instrument panel ...................................... Red TAWS annunciator off,
amber TAWS annunciator on
briefly.
- At the end of the self-test ..................................... + .
- On CAD ............................................................... .
APPROVED EC 155 B1
SUP.39
A 14-39 Page 19
FLIGHT MANUAL
5 REGULATORY PERFORMANCE
The performance data specified in the basic flight manual and relevant supplements
remain applicable.
APPROVED EC 155 B1
SUP.39
A 14-39 Page 20
FLIGHT MANUAL
FLIGHT MANUAL
EC 155 B1
SUPPLEMENT
IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.
APPROVED EC 155 B1
SUP.40.P1
A 14-07 Page 1
FLIGHT MANUAL
SUP.40.P1 1 14-07 R
SUP.40.P5 1 14-07 R
SUP.40 1 12-20
SUP.40 2 12-20
SUP.40 3 14-07 R
APPROVED EC 155 B1
SUP.40.P5
A 14-07 Page 1
FLIGHT MANUAL
1 GENERAL
The information contained herein supplements the information of the basic Flight
Manual.
With this supplement it has been shown that the installation of the special cockpit
lighting system does not affect the aircraft capability for VFR day or night or for IFR.
No compliance demonstration has been performed that the installed system complies
with the applicable regulations for NVIS. No changes if any have been introduced which
may be necessary to comply with the applicable regulations.
1. Day/Night/NVG switch
2. CAUT/ADVSY DIM: caution and advisory dim potentiometer (active only in NVG
mode)
3. CPLT PNL: copilot panel lighting potentiometer (active in Night and NVG modes)
4. CONSOLE: console lighting potentiometer (active in Night and NVG modes)
5. O.HEAD: overhead panel lighting potentiometer (active in Night and NVG modes)
6. PLT PNL: pilot panel lighting potentiometer (active in Night and NVG modes)
APPROVED EC 155 B1
SUP.40
A 12-20 Page 1
FLIGHT MANUAL
1.2 NVG MODE
When the LIGHTING control is switched to the NVG position:
Cockpit:
Displays (PFDs, NDs, CAD, VEMD, COM/NAV) go into NVG mode (modified set
of colours, reduced brightness setting). Brightness of each display remains
adjustable,
Warning panel caption lights colour changes to NVG compatible red,
The lighting of the indicators which are not NVG compatible is automatically turned
off (RMI and possibly stand-alone DME indicator for aircraft equipped with single
pilot IFR option),
Cockpit lighting levels remain unchanged from Night mode. CPLT.PNL, O.HEAD
CONSOLE and PLT.PNL potentiometers still allow adjustment of lighting level.
The CAUT/ADVSY DIM becomes active and allows adjustment of the brightness
of the caution and advisories lights (Intrument panel: L/G indicator, NMS/GPS
caption lights; Console: AHRS, AFCS, Fuel control panel, ACAS (option) and
TAWS (option) caption lights).
Cabin:
Cabin lights are inhibited and replaced by compatible dome lights.
Smoking and Seat Belts annunciators are inhibited.
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations.
CAUTION
IF NVG OPERATION ARE ENVISAGED, AN AIRWORTHINESS AND
SUBSEQUENT OPERATIONAL APPROVAL BY THE COMPETENT AUTHORITY
ARE NECESSARY.
APPROVED EC 155 B1
SUP.40
A 12-20 Page 2
FLIGHT MANUAL
3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the
following emergency procedures:
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures:
Night conditions: Use VEMD to check N2 is around 317 rpm (317 rpm = 91%N2).
NOTE
NR red low limit is 316 rpm on indicator
5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.
APPROVED EC 155 B1
SUP.40
A 14-07 Page 3
FLIGHT MANUAL
SUP. 52 P1 1 02-20
SUP. 52 P5 1 08-50 R
SUP. 52 1 08-50 R
SUP. 52 2 08-50 R
SUP. 52 3 08-36
SUP. 52 4 08-36
SUP. 52 5 08-50 R
1 GENERAL
This Supplement does not represent an authorization for operational use.
The UNS-1D (FMS Class B2-B4) complies with the requirements of AC 20-130 and
AMJ 20X2 for:
VFR Day and Night flight as a navigation supplement.
IFR flight en-route as a supplemental navigation source.
BRNAV.
NOTE
1. Selection of the back-up GPS is possible only if the FMS is switched off.
2. When the back-up GPS is selected, the corresponding GPS flight manual
supplement remains applicable.
NMS
NORM B/U
NMS
B/UP
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are completed or modified by the following limitations.
The use of the FMS for SIDs-STARs and instrument approaches is prohibited.
2.1 PLACARD
INSTRUMENT PANEL
3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are completed or modified by the following
emergency procedures.
CORRECTIVE ACTIONS
at ND
NMS
NMS
degradation
CONTINUE THE FLIGHT
CORRECTIVE ACTIONS
At ND Check message on CDU and verify degraded mode
NOTE
"En-route", with only the GPS, the UNS 1D can still be used subject to
checking the navigation data by conventional equipment at least every
15 min.
NOTE
Back-up GPS is to be used when the FMS or its navigation
sensors have failed
- AFCS NAV mode .......................................Disengage
- FMS ...........................................................Switch-off NMS
- NMS selector..............................................switch to B/U B/UP
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are completed or modified by the following normal
procedure:
The flight in BRNAV space makes it necessary to ensure the RAIM prediction.
Before the start of navigation, the crew must read the CDU messages to check that
all the validities are present.
The "PILOT GUIDE" operating manual (P/N 2423SV604.2) must be up to date and
available on-board the aircraft.
The equipment in use must have software loaded (SW 604.2) which is compatible
with the above mentioned "PILOT GUIDE".
The crew must check the validity and accuracy of the data base information (28-day
validity) relative to the official documentation.
For an IFR and BRNAV flight, the facilities specified in Section 2.3 5 of the present
manual must be serviceable.
NOTE 1
The legs representative of DME arc or interception turn can be traced as a track
between fixes or represented as a blank.
NOTE 2
Use of the VHF frequencies listed below: 121.150 - 121.175 - 121.200 - 131.200 -
131.250 - 131.275 -131.300 MHz, may possible interference with operation of the GPS
receiver after 10 to 15 s of transmission time, returning to normal approximately 3 s
after the end of transmission.
5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.
SUP. 53 P1 1 02-20
SUP. 53 P5 1 11-48 R
SUP. 53 1 11-48 R
SUP. 53 2 11-48 R
SUP. 53 3 11-48 R
SUP. 53 4 11-48 R
SUP. 53 5 11-48 N
SUP. 53 6 11-48 N
1 GENERAL
The use of this type of installation is subject to the agreement of the Operational
Authorities.
Configuration without APCH caption light or with APCH caption light
inactive
The AeroNav III (GPS Class A2) complies with the requirements for:
Single-pilot configuration:
VFR Day and Night flight en-route as a navigation supplement.
IFR flight en-route as a supplemental navigation source.
BRNAV.
Dual-pilot configuration:
IFR flight terminal (SIDs & STARs) as a supplemental navigation source.
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations.
2.1.2 Placard
INSTRUMENT PANEL
3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the
following emergency procedures.
CORRECTIVE ACTIONS
R NAV Use conventional navigation instruments.
In BRNAV airspace, contact ATC to revert to conventional
+
navigation.
at ND
Configuration with APCH caption light active:
NMS During the final phase of an instrument approach using the
AERONAV III, execute a missed approach procedure except if a
Loss of power conventional navigation means approved for the approach are
supply displayed and operational.
or
position
solution
CONTINUE THE FLIGHT
invalid
CORRECTIVE ACTIONS
On instrument Check message on CDU and verify degraded mode
panel
- If message at CDU RAIM :
MSG - Use conventional navigation instruments.
- En-route, AERONAV III navigation can still be used provided
+ position can be checked with conventional means of navigation
at least every 15 min. In BRNAV airspace, if the consistency
At ND check is impossible, contact ATC to revert to conventional
MSG navigation.
- If the helicopter is outside BRNAV airspace, it shall not enter
BRNAV airspace.
Message
waiting Configuration with APCH caption light active:
- During the final phase of an instrument approach using the
AERONAV III, execute a missed approach procedure except if
the conventional navigation means approved for the approach
are displayed and operational.
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedure:
4.1 GENERAL
If a flight in BRNAV airspace is planned, the availability of the RAIM should be
confirmed for the intended flight (route and time).
Before the start of navigation, the crew must read the CDU messages to check
that all the validities are present.
The Aeronav III operators Manual, P/N HB-NAV-350, Rev 5, or later appropriate
revision, must be up to date and available on-board.
The Aeronav III must have CDU loaded with approved software version 1.10 or
later (SW 1.10 or later have auto-pilot coupling capability).
The crew must check the validity and accuracy of the data base information (28-
day validity) relative to the official documentation.
For an IFR and BRNAV flight, the facilities specified in Section 2.3 5 of the
present manual must be serviceable.
Use the radial from or radial to only with HSI mode.
When using the SIDs/STARs, the crew must check that the graphics shown on
the ND comply with the official documentation, particularly as regards the DME
arcs and radial intercepts. In case of no compliance, the leg considered must be
performed with the conventional means or in HSI mode.
NOTE 1
The legs representative of DME arc or interception turn can be traced as a track
between fixes or represented as a blank.
NOTE 2
Use of the VHF frequencies listed below: 121.150 - 121.175 - 121.200 - 131.200 -
131.250 - 131.275 -131.300 MHz, may possibly interference with operation of the
GPS receiver after 10 to 15 s of transmission time, returning to normal operation a
few seconds after the end of transmission.
NOTE
For certain approach procedures, including for example a racetrack procedure, the
AERONAV III may not present a guidance between the IAF and the final approach
segment. In these cases, other means must be used to fly the prescribed track
between the IAF and the final.
5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.
NOTE
At that weight, practice of continued takeoff in CAT. B is prohibited below 300 ft AGL
(refer to CAT. A performance for this type of training)
3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are completed or modified by the following
emergency procedures.
Normal operation can be obtained at any time by selecting the "IDL1-FLT-IDL2" switch
to "FLT.
CORRECTIVE ACTIONS
Failure of engine 1. Automatic inhibition of the TRAINING function:
supplying the
power or engine VEMD
running at
training idle
T LO Actual OEI 2 min rating armed.
The remaining
engine delivers
the required NOTE
power according
to demand up to TRAINING switch shall be returned to FLT after landing.
the actual OEI
2 min rating
CORRECTIVE ACTIONS
1. Automatic inhibition of the training function:
FADEC FAIL
+ VEMD
red light on
cockpit
overhead panel
T LO Actual OEI 2 min rating armed.
+
LO
+
FF + END 2. FADEC FAIL Procedure .....................................Apply.
Major governor
failure
NOTE
Metering unit NOTE
frozen at fuel flow
value upon failure Training switch shall be returned to FLT after landing.
NOTE
SUP. 57 P1 1 06-37
SUP. 57 P5 1 10-29 R
SUP. 57 1 06-37
SUP. 57 2 10-29 R
SUP. 57 3 10-29 R
SUP. 57 4 10-29 R
1 GENERAL
The VIP installation incorporates specific seats and accommodation.
RH or LH
1.2 OPERATION
STEP switch position :
OPEN : Open The footstep(s).
CLOSE : Close The footstep(s).
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations.
1 PULL COVER
2 PULL TAPE TO REMOVE SEAL
3 PUSH WINDOW IN CORNER
3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the
following emergency procedures.
CORRECTIVE ACTIONS
STEP 1 - IAS.......................................... < 90 kt
Step(s) not
correctly closed
STEP STEP
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedure.
4.3 APPROACH-LANDING
When on ground:
7 - Step(s) ................................................ Open.
5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.
"UNS-1LW" FMS
SCN 1000.3 OR LATER APPROVED VERSIONS
SUP. 59 P1 1 10-12
SUP. 59 P5 1 10-28 R
SUP. 59 1 10-12
SUP. 59 2 10-12
SUP. 59 3 10-12
SUP. 59 4 10-28 R
SUP. 59 5 10-12
SUP. 59 6 10-28 R
SUP. 59 7 10-28 R
SUP. 59 8 10-28 R
SUP. 59 9 10-28 R
SUP. 59 10 10-28 R
1 GENERAL
This Supplement does not represent an authorization for operational use.
The UNS-1LW FMS multi-sensor navigation system installation complies with the
requirements for the following navigation modes and operations:
1.1 DESCRIPTION
The self-contained navigation system is made up of:
- A FMS computer, with an embedded GPS SBAS receiver and with its control and
display unit (CDU). (In normal operation the computer controls all the navigation
functions).
- Various peripheral sensors and equipment items.
Abbreviations used:
DTK
Blinks upon Track
Change Alert Lateral full scale
deviation in NM
NOTE
1. Selection of the back-up GPS is possible only if the FMS is switched off.
2. When the back-up GPS is selected, the corresponding GPS flight manual
supplement remains applicable.
NMS
NORM B/UP
NMS
B/UP
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations.
- The database is not guaranteed.
- LP (V) approaches are prohibited. As a consequence, LP (V) approaches are
disabled per configuration and shall remain so.
- Accomplishment of ILS, LOC, LOC-BC, LDA, SDF and MLS approaches with this
system is not authorized.
- The use of the GPS SBAS sensor is restricted to GPS mode. As a consequence,
SBAS modes (WAAS, EGNOS, MSAS, GAGAN) are disabled per configuration and
shall remain so.
- The use of the DME-DME and the VOR-DME navigation modes of the FMS are
restricted to En Route.
- The use of the Selected Cross track-Parallel Course mode (SXTK) is prohibited in
IFR.
3.2.1 General
The xR NAVx caution light on the Caution and Advisory Display (CAD) and the
xNMSx and xMSGx annunciators on the NDs appear when failures related to the
FMS occur.
CORRECTIVE ACTIONS
+
on ND
NMS
FMS failure
Message waiting
CORRECTIVE ACTIONS
CORRECTIVE ACTIONS
on ND
- En route, use the FMS if in DME-DME or VOR-DME mode or
MSG revert to back-up GPS if fitted (refer to 3.3) or revert to
conventional navigation. In the latter case, if in B-RNAV airspace,
+
contact ATC to revert to conventional navigation.
MSG
- In Terminal area, revert to conventional navigation. If in P-RNAV
FMS annunciator procedure, contact ATC to revert to conventional navigation.
+ - During the final phase of an instrument approach using the FMS,
XWAAS1 FAILEDX execute a missed approach procedure except if the other
or navigation means approved for the approach are displayed and
xWAAS1 NOT NAVx operational.
Revert to conventional navigation for the missed approach.
on FMS
CONTINUE THE FLIGHT
Loss of GPS
navigation
CORRECTIVE ACTIONS
on ND
- En route, GPS navigation can still be used provided the position can
MSG be checked with the DME-DME or the VOR-DME mode or with the
other means of navigation at least every 15 min. If the consistency
+
check is impossible, revert to back-up GPS if fitted (refer to 3.3) or
MSG revert to conventional navigation. In the latter case, if in B-RNAV
FMS annunciator airspace, contact ATC to revert to conventional navigation.
+ - In Terminal area, revert to conventional navigation. If in P-RNAV
XNO SATTELITEX procedure, contact ATC to revert to conventional navigation.
XINTEGRITYX - During the final phase of an instrument approach using the FMS,
execute a missed approach procedure except if the other navigation
on FMS means approved for the approach are displayed and operational.
Revert to conventional navigation for the missed approach.
GPS autonomous
integrity CONTINUE THE FLIGHT
monitoring is not
available for the
current phase of
flight.
on ND
- En route, use the FMS in DME-DME or VOR-DME mode (after GPS
MSG deselection) or revert to back-up GPS if fitted (refer to 3.3) or revert
to conventional navigation. In the latter case, if in B-RNAV airspace,
+
contact ATC to revert to conventional navigation.
XPOSX + MSGx
- In Terminal area, revert to conventional navigation. If in P-RNAV
FMS annunciator procedure, contact ATC to revert to conventional navigation.
+ - During the final phase of an instrument approach using the FMS,
SATELLITEXPOSI execute a missed approach procedure except if the other navigation
XALARMX means approved for the approach are displayed and operational.
Revert to conventional navigation for the missed approach.
on FMS
CORRECTIVE ACTIONS
on ND
- En route, revert to back-up GPS if fitted (refer to 3.3) or revert to
MSG conventional navigation. In the latter case, if in B-RNAV airspace,
contact ATC to revert to conventional navigation.
+
- In Terminal area, revert to conventional navigation. If in P-RNAV
XPOSX + MSGx
procedure, contact ATC to revert to conventional navigation.
FMS annunciator
- During the final phase of an instrument approach using the FMS,
+ execute a missed approach procedure except if the other navigation
XPOSITIONX means approved for the approach are displayed and operational.
XUNCERTAINX Revert to conventional navigation for the missed approach.
on FMS
on ND
- En route, revert to back-up GPS if fitted (refer to 3.3) or revert to
MSG + DR conventional navigation. In the latter case, if in B-RNAV airspace,
+ contact ATC to revert to conventional navigation.
NOTE
Back-up GPS is to be used when the FMS or its navigation
sensors have failed
- AFCS NAV mode ........................................... Disengage
- FMS ............................................................... Switch-off NMS
- NMS selector ................................................. switch to B/UP B/UP
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures:
4.1 GENERAL
- Before starting navigation, check that all validities are present by reading the FMS
messages.
- The FMS must be in software version SCN 1000.3 or later approved versions.
- The FMS operator's manual (P/N 2423sv1000/1100 or later appropriate versions)
must be up to date and readily available on-board the aircraft.
- The crew must ensure that the information in the data base is up to date (every 28
days) and check it against the official documentation.
- If a flight in B-RNAV airspace is planned, the availability of the RAIM should be
confirmed for the intended flight (route and time).
NOTE
1. Using the VHF frequencies listed below:
- 121.150 - 121.175 - 121.200 - 131.200 - 131.250 - 131.275 - 131.300
MHz, may impair the GPS receiver performance after approximately 10 to
15 s in transmit mode, the receiver reverting to normal operation a few
seconds after transmission.
- The GPS performance is not guaranteed at cabin temperatures below
20 C.
2. The FMS Vertical NAVigation (VNAV) function is not interfaced to the
displays neither to the AFCS.
3. In some cases (end of a flight plan, direct to the last waypoint of a flight plan),
there is no message indicating that the last waypoint of the flight plan is
reached and that the current leg is extended.
5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.
FLIGHT MANUAL
EC 155 B1
SUPPLEMENT
IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.
APPROVED EC 155 B1
SUP.60.P1
A 15-05 Page 1
FLIGHT MANUAL
APPROVED EC 155 B1
SUP.60.P5
A 15-28 Page 1
FLIGHT MANUAL
APPROVED EC 155 B1
SUP.60.P5
A 15-28 Page 2
FLIGHT MANUAL
1 GENERAL
This Supplement does not represent an authorization for operational use.
1.1 OPERATIONS
The dual GPS 400 W navigation system installation complies with the requirements
for the following operations:
- VFR day and night as navigation supplement.
- IFR en-route, terminal (SIDs & STARs) and non-precision approach (GPS stand-
alone and GPS overlay VOR, VOR-DME, NDB, RNAV) as a supplemental
navigation source.
- B-RNAV.
- P-RNAV.
1.2 DESCRIPTION
1.2.1 Cross fill
The dual GPS 400 W navigation system works in a synchronised manner provided
both GPS are configured to AUTOMATIC CROSSFILL (refer to 2).
A change of flight plan or a Direct To carried out on one unit will be automatically
reflected on the other. An exception is the OBS mode which is not cross filled
(refer to 4).
1.2.2 Installation
Each GPS 400 W has its own antenna on the top of the tail fin.
Power supply GPS 1: 28V SHED BUS 1, GPS 2: 28V PRIMARY BUS 2 and 28V
ESSENTIAL BUS 2
1.2.3 Interface
Both GPS 400 W are interfaced to the avionic system via the display system but
only one can be used as a navigation source at a time and coupled to the AFCS
The primary displays of the GPS navigation are the navigation displays (ND) on
both pilot and co-pilot side. When the NMS pushbutton is set to NMS1 (2) then
NMS1 (2) is the only GPS navigation source accessible on each ND.
The primary displays are completed by:
- an "NMS1/NMS2 - INTG/MSG - APR - OBS SUSP" annunciator on the
instrument panel on both pilot and co-pilot sides,
- the integrated displays on both GPS 400 W which can be used in a
complementary way.
APPROVED EC 155 B1
SUP.60
A 15-05 Page 1
FLIGHT MANUAL
Block diagram
APPROVED EC 155 B1
SUP.60
A 15-05 Page 2
FLIGHT MANUAL
Abbreviations used:
ADC: ....... Air Data Computer. GPS: ....... Global Positioning System.
AFCS: ..... Automatic Flight LDA: ........ Localizer type Directional Aid.
Control System. ND: .......... Navigation Display.
B-RNAV: . Basic RNAV. PFD: ........ Primary Flight Display.
FAF: ........ Final Approach Fix. P-RNAV: . Precision RNAV.
FDS: ........ Flight Display System. RAIM: ...... Receiver Autonomous Integrity
GLS: ........ GNSS Landing System. Monitoring.
GNSS: ..... Global Navigation SID: ......... Standard Instrument Departure.
Satellite System. STAR: ..... Standard Arrival Route.
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations:
- The use of any SBAS mode (WAAS, EGNOS...) is prohibited. All available SBAS
modes shall be disabled,
- The use of the terrain function is prohibited. The terrain function shall be disabled,
- Both GPS 400 Ws shall be configured to AUTOMATIC CROSSFILL,
- The database is not guaranteed,
- Accomplishment of ILS, LOC, LOC-BC, LDA, SDF and MLS approaches with the
GPS function of this system is not authorized,
- The use of the OBS mode is restricted to the selected GPS,
- AFCS Nav coupling is prohibited in OBS mode,
- VNAV information provided by the GPS 400 W may be used for advisory
information only.
APPROVED EC 155 B1
SUP.60
A 15-05 Page 3
FLIGHT MANUAL
CORRECTIVE ACTIONS
- Refer to 3.2.2.
on ND
Selected GPS
failure
on instrument
panel annunciator
APPROVED EC 155 B1
SUP.60
A 15-05 Page 4
FLIGHT MANUAL
RCD
The following Caution is added in paragraph 3.2.1:
CAUTION
IF ONE OR BOTH GPS 400 W ARE SHEDDED, SWITCH OFF THE
CORRESPONDING GPS 400 W AND RESTART ACCORDING TO
NORMAL PROCEDURE (SEE 4.2.)
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL IF MODIFICATION
MOD No. 07-22B70 IS FITTED TO THE AIRCRAFT.
APPROVED EC 155 B1
SUP.60
A 15-05 Page 4
*RC*
FLIGHT MANUAL
CORRECTIVE ACTIONS
CORRECTIVE ACTIONS
APPROVED EC 155 B1
SUP.60
A 15-05 Page 5
FLIGHT MANUAL
CORRECTIVE ACTIONS
2. on both GPS.
on instrument - En route, GPS navigation can still be used provided the
panel annunciator position can be checked with the other means of
+ navigation at least every 15 min. If the consistency
check is impossible, revert to conventional navigation.
In that case, if in B-RNAV airspace, contact ATC to
revert to conventional navigation,
on GPS - In terminal area, revert to conventional navigation. If in
+ P-RNAV airspace, contact ATC to revert to conventional
navigation,
"Loss of
- During the final phase of an instrument approach based
integrity"
on GPS, execute a missed approach procedure except if
in MSG page other navigation means approved for the approach are
displayed and operational.
GPS autonomous Revert to conventional navigation for the missed
integrity monitoring approach.
is not available for
the current phase CONTINUE THE FLIGHT
of flight
APPROVED EC 155 B1
SUP.60
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FLIGHT MANUAL
CORRECTIVE ACTIONS
- Use conventional navigation instruments.
on instrument - En route, GPS navigation can still be used provided the
panel annunciator position can be checked with the other means of navigation
at least every 15 min. If the consistency check is impossible,
+ revert to conventional navigation. In that case, if in B-RNAV
airspace, contact ATC to revert to conventional navigation.
- In terminal area, revert to conventional navigation. If in P-
on GPS RNAV airspace, contact ATC to revert to conventional
navigation.
+
- During the final phase of an instrument approach based on
"RAIM position
GPS, execute a missed approach procedure except if other
warning"
navigation means approved for the approach are displayed
in MSG page and operational.
Revert to conventional navigation for the missed approach.
GPS position error
may exceed the
limits for current CONTINUE THE FLIGHT
phase of flight
APPROVED EC 155 B1
SUP.60
A 15-05 Page 7
FLIGHT MANUAL
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures.
4.1 GENERAL
- Before starting navigation, check that all validities are present by reading the
GPS messages.
- Both GPS: the MAIN software must be in version 4.01 or later approved versions.
- Both GPS: the GPS software must be in version 3.2 or later approved versions.
- The GPS pilot's guide (190-0356-00 Rev. G or later appropriate references)
must readily available on-board the aircraft.
- The crew must ensure that the information in the data base is up to date (28
days update cycle) and check it against the official documentation.
- If a flight in B-RNAV airspace is planned, the availability of the RAIM should be
confirmed for the intended flight (route and time).
- The MAG VAR function shall be configured to MAG on both GPS. The
True/Mag selection is managed through the dedicated switch of the FDS.
NOTE
1. Using the VHF frequencies listed below:
121.150 - 121.175 - 121.200 - 131.200 - 131.250 - 131.275 - 131.300
MHz, may impair the GPS receiver performance after approximately
10 to 15 s in transmit mode, the receiver reverting to normal operation
a few seconds after transmission.
2. The GPS performance is not guaranteed at cabin temperatures below
- 20 C.
3. The GPS normally provides automatic waypoint sequencing in
selected IFR procedures but in some cases, automatic sequencing is
suspended (the "OBS SUSP" annunciator then comes on). In this
case, sequencing to next leg must be done manually by pressing the
OBS key on one of the GPS.
NOTE
The software versions of the two GPS 400W must be identical.
APPROVED EC 155 B1
SUP.60
A 15-28 Page 8
FLIGHT MANUAL
RCD
The following procedures are added in paragraph 4:
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL IF MODIFICATION
MOD No. 07-22B70 IS FITTED TO THE AIRCRAFT.
APPROVED EC 155 B1
SUP.60
A 15-05 Page 9
*RC*
FLIGHT MANUAL
RCD
The following procedures are added in paragraph 4:
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL IF MODIFICATION
MOD No. 07-22B70 IS FITTED TO THE AIRCRAFT.
APPROVED EC 155 B1
SUP.60
A 15-28 Page 9
*RC*
FLIGHT MANUAL
NOTE
Activating the OBS mode stops automatic waypoint sequencing. The
"OBS SUSP" annunciator remains on as long as the OBS mode is
active. Canceling the OBS mode reengages automatic waypoint
sequencing.
APPROVED EC 155 B1
SUP.60
A 15-28 Page 9
FLIGHT MANUAL
NOTE 1
To initiate a missed approach before the missed approach point
(MAP), the approach final segment should be followed above MDA
until the MAP is reached. Upon passing the MAP, the "OBS SUSP"
annunciator comes on. Pressing the OBS key will then activate the
missed approach procedure on the GPS.
NOTE 2
The GPS may not provide correct initial missed approach guidance
until established on a defined leg. It is reminded that it is the pilots
responsibility to verify that the guidance is in accordance with the
published procedure. Using GPS guidance in missed approach may
have to be differed until it is in accordance with the published
procedure.
5 PERFORMANCE
APPROVED EC 155 B1
SUP.60
A 15-05 Page 10
FLIGHT MANUAL
FLIGHT MANUAL
EC 155B1
SPECIAL SUPPLEMENT
IMPORTANTE NOTE
The information contained herein supplements or supersedes the information given in
the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.
SUP. 61 P1 1 13-09
SUP. 61 P5 1/01 13-09
SUP. 61 1 13-09
SUP. 61 2 13-09
SUP. 61 3 13-09
SUP. 61 4 13-09
SUP. 61 5 13-09
1 GENERAL
The FLIR "ULTRA FORCE 350" system provides surveillance, detection, acquisition,
recognition and many other applications.
The system includes:
Turret Camera Unit (TCU)
Hand Controller Unit (HCU)
FLIR operator console (if fitted)
The turret, fitted on the RH side of the aircraft, is a three-axis design, gyro stabilized
in outer azimuth, inner azimuth, and elevation.
The Field-of-Regard (FOR) for the system is +50 to 120 in elevation and a
continuous 360 in azimuth from the look-ahead position.
Refer to the Operators Manual for a complete description of the FLIR system.
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used remain
applicable and are supplemented or modified by the following limitations:
3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable.
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures:
CAUTION
FLIGHT MANUAL
EC 155 B1
SUPPLEMENT
IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.
APPROVED EC 155 B1
SUP.62.P1
A 16-25 Page 1
FLIGHT MANUAL
APPROVED EC 155 B1
SUP.62.P5
A 16-25 Page 1
FLIGHT MANUAL
1 GENERAL
The coverage of this Supplement is limited to general information and operating
principles. For the complete description of the operating modes, refer to the following
pilots Guides: Garmin GTN 725/750 Pilots Guide or Cockpit Reference Guide.
This supplement does not represent an authorization for operational use.
This supplement focuses on GNSS/GPS topics.
The GPS cannot be operated as long as the GTN 750H display is unavailable.
At very low cabin temperatures, the display of the GTN 750H may need 30 minutes
after the device is powered-up to become operational.
NOTE
RNAV 2 covers RNAV 5 (B-RNAV) requirements,
RNP 1 covers RNAV 1 (P-RNAV) requirements.
INDICATOR EQUIPMENT
G GNSS
R PBN
APPROVED EC 155 B1
SUP.62
A 16-25 Page 1
FLIGHT MANUAL
1.3 DESCRIPTION
1.3.1 General
The dual GTN 750H GNSS RNAV system is composed of the 2 GTN 750H units,
each linked to a GPS antenna, and additional external pushbuttons and
annunciators.
The GTNs output the different navigation data to their CDU, the FCDS and the
DMAP.
The GTNs manage flight plans including the following patterns and procedures:
- Direct To Intercept,
- Holding patterns,
- Parallel track (offset),
- SIDs & STARs procedures,
- RNP approaches without vertical guidance,
- SAR patterns (if fitted) (expanding square, parallel track (ladder), sector and
orbit).
The GTNs provide the following guidance data to the autopilot and/or to the FCDS
displays:
- XTK - Cross track deviation,
- TKE - Track error,
- DA - Drift angle,
- DTK - Desired track,
- Bearing, time to go, distance to go to next waypoint,
- TO-FROM indication,
- Track change alert, end of route annunciators,
- Roll steering,
- Validity information (Integrity and DR).
The dual GTN 750H GNSS RNAV system includes the VHF1, VHF2, VOR/ILS1,
VOR/ILS2 and Transponder functions.
APPROVED EC 155 B1
SUP.62
A 16-25 Page 2
FLIGHT MANUAL
ATC: ........ Air Traffic Control. LDA: ........ Localizer type Directional Aid.
ADC: ........ Air Data Computer. LNAV: ...... Lateral Navigation.
AFCS: ...... Automatic Flight LOI:.......... Loss Of Integrity.
Control System. ND: .......... Navigation Display.
APCH: ..... Approach. OBS: ........ Omni Bearing Selector.
B-RNAV: .. Basic RNAV. PFD: ........ Primary Flight Display.
CDI: ......... Course Deviation P-RNAV: .. Precision RNAV.
Indicator. RAIM: ...... Receiver Autonomous Integrity
DR: .......... Dead Reckoning. Monitoring.
FAF: ........ Final Approach Fix. RF............ Radius to Fix.
FCDS: ..... Flight Control RNAV: ..... Area Navigation.
Display System. RNP: ........ Required Navigation
GLS: ........ GNSS Landing System. Performance
GNSS: ..... Global Navigation RoD: ........ Rate of Descent.
Satellite System. SID: ......... Standard Instrument Departure.
HSI: ......... Horizontal Situation
STAR: ...... Standard Arrival Route.
Indicator.
VTF: ......... Vectors to Final.
IAC: ......... Instrument Approach
Chart.
GPS:........ Global Positioning
System.
APPROVED EC 155 B1
SUP.62
A 16-25 Page 3
FLIGHT MANUAL
1.4 ARCHITECTURE
The dual GTN 750H GNSS RNAV system interfaces to other equipment as follows:
- Flight Control Display System to display flight plan and navigation information,
- AFCS APM 2000 for coupling to Navigation and Hover modes,
- DMAP EURONAV VII.
APPROVED EC 155 B1
SUP.62
A 16-25 Page 4
FLIGHT MANUAL
Figure 2: Dual GTN 750H GNSS RNAV system simplified integration diagram
APPROVED EC 155 B1
SUP.62
A 16-25 Page 5
FLIGHT MANUAL
Figure 3: Dual GTN 750H GNSS RNAV system controls and displays
APPROVED EC 155 B1
SUP.62
A 16-25 Page 6
FLIGHT MANUAL
Annunciator Function
GTN 1 (copilot's side) is selected.
GTN 2 (pilot's side) is selected.
GPS receiver detects a position error, or is unable to calculate the
integrity of the position.
Status message is available on the selected GTN. In case of new
message, the annunciator flashes.
Approach mode is active.
GPS "suspend" mode of operation (i.e. flight plan automatic
sequencing stopped).
GPS OBS mode of operation. When the OBS mode is engaged, the
automatic flight plan sequencing is suspended, as indicated by the
SUSP annunciator.
Pushbutton Function
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used remain
applicable and are supplemented or modified by the following limitations:
2.1 GENERAL
RNP APCH is restricted to LNAV minima (without vertical guidance).
The use of any SBAS mode (WAAS, EGNOS...) is prohibited. All available SBAS
modes shall be disabled (LNAV/VNAV and LPV approaches are automatically not
available when SBAS is deselected).
LNAV/VNAV and LPV approaches are prohibited.
RNP 1 Radius to Fix legs are not authorized.
Maximum interception angle using Vectors to Final ............................................ 90.
Both GTN 750H shall be configured to Crossfill.
Accomplishment of ILS, LOC, LOC-BC, LDA, SDF and MLS approaches with the
GPS function of this system is not authorized,
The Gloves Qualification Procedure in the Pilot's Guide must be completed prior to
glove used: The procedure is specific to pilot / glove / GTN combination.
APPROVED EC 155 B1
SUP.62
A 16-25 Page 7
FLIGHT MANUAL
3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the
following procedures:
If problem continues:
APPROVED EC 155 B1
SUP.62
A 16-25 Page 8
FLIGHT MANUAL
+
- selector ..................... Press to select the other GTN.
APPROVED EC 155 B1
SUP.62
A 16-25 Page 9
FLIGHT MANUAL
NOTE
If in Terminal or Approach phase of flight when Dead
Reckoning takes place; "No GPS Position" replaces the
Dead Reckoning indications: (Use alternate Abnormal
Procedure.)
APPROVED EC 155 B1
SUP.62
A 16-25 Page 10
FLIGHT MANUAL
on selected GTN
(CROSSFILL
ERROR)
and
on Vertical Strip
on Vertical Strip
and
on ND
or
on non-selected
GTN
APPROVED EC 155 B1
SUP.62
A 16-25 Page 11
FLIGHT MANUAL
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures.
4.1 GENERAL
NOTE
The GTN performance is not guaranteed
at cabin temperatures below - 20C.
- Refer to the Pilot Guides for the complete operating modes of the system.
- Both GTN must have GPS version 5.0 and software version 6.11 or later approved
versions.
- The crew must ensure that the information in the data base is up to date (28 days
update cycle) and check it against the official documentation.
NOTE
Both GTN must contain the same databases to operate
correctly in synchronized mode.
NOTE 1
- The GTN screen brightness is adjusted using the system/backlighting
menu. During the day, the brightness is controlled by the photocell and
the backlighting. In Night lighting mode, the GTN screen is adjusted with
the Console integrated lighting control and the backlighting.
- It is recommended to set the backlighting to 0 to 5 % during the night.
NOTE 2
The following configuration of glareshield is recommended for night flight:
Single pilot: left half of glareshield: first detent; right half: second detent
Two pilots: left and right halves: second detent.
NOTE 3
Wearing of glasses having polarized lenses could jeopardise
the readability of the GTN display.
APPROVED EC 155 B1
SUP.62
A 16-25 Page 12
FLIGHT MANUAL
NOTE
The GTN normally provides automatic sequencing of selected route / IFR
procedure.
When automatic sequencing is not available the key will appear above
must manually sequence to the next leg by touching the key on the GTN.
APPROVED EC 155 B1
SUP.62
A 16-25 Page 13
FLIGHT MANUAL
NOTE
At high ground speed (at or above approximately 160 kt) during coupled
navigation, overshoots of the trajectory during turns are possible.
APPROVED EC 155 B1
SUP.62
A 16-25 Page 14
FLIGHT MANUAL
The OBS function retains the current "active to" waypoint as the navigation
reference even after passing the waypoint (i.e., prevents sequencing to the next
waypoint). Touching the OBS key again returns to automatic sequencing of
waypoints.
When OBS mode is selected, the desired course To/From a waypoint is set using
Vertical Strip.
For leg types that do not support OBS, this key will be shown as a SUSP key. This
key will then also function as an Unsuspend key for legs that auto-suspend, such
as holds, missed approaches, etc.
NOTE
With dual GTN 750H GNSS RNAV system with crossfill on, the OBS
course will only be updated real time on the GTN that is receiving the
new OBS course. The course will be transferred to the other GTN when
OBS is exited.
When the AFCS is coupled to NAV, on passing the OBS waypoint, the aircraft
remains on the heading, with ND indications being provided back towards the OBS
waypoint.
NOTE
The Navigation source annunciator on the NDs is not related to
the GTN OBS function (it is for an Obstacle Detector if installed).
APPROVED EC 155 B1
SUP.62
A 16-25 Page 15
FLIGHT MANUAL
Holding Pattern
Holding patterns can be flown as part of a procedure, or can be added to a
waypoint within a route. If added to a route waypoint, the axis of the holding
pattern should be set to be in the direction of travel. If not, the guidance provided
when leaving the pattern may be unexpected (Steep Turn or S-Turn). If this
occurs, either fly the exit manually, or perform a Direct To the next waypoint.
When in the holding pattern, is displayed on the GTN and on
the Vertical Strip. The aircraft will remain in the holding pattern until the
on the GTN is selected.
The holding pattern is only displayed on the GTN Map page.
4.4.2.1 General
- RNAV(GNSS) approaches performed with this system must be accomplished
with approach procedures that are retrieved from the GTN navigation
database and checked against the official Instrument Approach Charts before
starting the approach.
- RNAV (GNSS) approaches must be conducted:
. With the NMS navigation source selected on the ND,
. According to the LNAV minima.
- The availability of GPS integrity monitoring (RAIM) should be confirmed for the
intended approach (procedure and time).
APPROVED EC 155 B1
SUP.62
A 16-25 Page 16
FLIGHT MANUAL
After IF
- Check:
. Horizontal deviation scale displayed,
. Approach parameters in NMS navigation datafields are consistent with IAC.
- Monitor AFCS NAV mode tracking of approach axis.
Prior to FAF:
- Adjust RoD as required,
- Prepare vertical flight profile management as for VOR-DME-based or NDB-
based non-precision approaches.
NOTE
Following radar vectoring, ATC clearance to the FAF can be handled
via the VTF function which allows direct-to navigation to intercept the
extended final approach segment.
When coupled to an approach using VTF, the HDG mode should be used as
necessary, or the aircraft flown manually, until the aircraft is in an appropriate
position to resume NAV. The GTN will provide guidance to join the approach
prior to the FAF, but the aircraft may align on the axis very close to the FAF
point.
It is recommended to use a maximum intercept angle of 45 degrees at a
minimum of 5 nm from the FAF, to minimize any overshoots.
APPROVED EC 155 B1
SUP.62
A 16-25 Page 17
FLIGHT MANUAL
Before FAF:
- Adjust RoD as required,
- Prepare vertical flight profile management as for VOR-DME-based or NDB-
based non-precision approaches.
NOTE
A missed approach can be activated via the GTN once past the MAP
or via the Go Around pushbutton on the cyclic stick during the final
approach or once past the MAP.
- No later than MAP, activate Go-Around,
- Check NMS sequencing to missed approach pattern.
APPROVED EC 155 B1
SUP.62
A 16-25 Page 18
COMPLEMENTARY FLIGHT MANUAL
COMPLEMENTARY
FLIGHT MANUAL
EC 155 B1
IMPORTANT NOTE
The practical value of this manual depends entirely upon its being up-dated correctly
by the operator.
The effectivity of the manual at the latest revision is specified on the List of Effective
Pages.
EC 155 B1
0.0.P1
14-04 Page 1
REVISION TO AIRCRAFT PUBLICATION : EC 155 B1
PUBLICATION CONCERNED: FLIGHT MANUAL COMPLEMENTARY PART
Volume 2 REVISION No. 15 DATE-CODE: 16-12 CERTIFICATION: /
UPDATE GUIDE
PAGES TO BE DELETED PAGES TO BE INSERTED
SECTION PAGES DATE-CODE SECTION PAGES DATE-CODE
EC 155 B1
UPDATE GUIDE
16-24 Page 1/2
MAIN POINTS OF THE REVISION SECTIONS PAGES
FLIGHT MANUAL Complementary part, Normal Revision No.15 date code 16-12
- List of effective pages and log of Normal Revisions are updated, 0.0.P5 1 to 6
- The "List of modifications mentioned in the flight manual" is 0.0 2
updated,
- Section 9.37 "Camera VISION 1000" added, 9.0.P6 2
- Creation of section "Camera VISION 1000". 9.37 1 to 3
EC 155 B1
UPDATE GUIDE
16-24 Page 2/2
COMPLEMENTARY FLIGHT MANUAL
COMPOSITION
OF CONDITIONAL REVISIONS (RC)
This Manual assigned to the helicopter mentioned on the title page, contains the following
pink pages except those cancelled when the conditions are complied with.
CAUTION
IF A NORMAL REVISION (RN) MODIFIES THE PAGE NUMBER FOR ANY
INFORMATION CONCERNED BELOW, THE READER WILL HAVE TO CHANGE
THE NUMBER OF THE PINK PAGE BY HAND, SO THAT THE INFORMATION
REMAINS IN ACCORDANCE WITH THE PARAGRAPH CONCERNED.
EC 155 B1
0.0.P3
14-48 Page 1
*RC*
COMPLEMENTARY FLIGHT MANUAL
EC 155 B1
0.0.P5
16-25 Page 1
COMPLEMENTARY FLIGHT MANUAL
EC 155 B1
0.0.P5
16-25 Page 2
COMPLEMENTARY FLIGHT MANUAL
EC 155 B1
0.0.P5
16-25 Page 3
COMPLEMENTARY FLIGHT MANUAL
EC 155 B1
0.0.P5
16-25 Page 4
COMPLEMENTARY FLIGHT MANUAL
Revised 0.0.P5, 0.0 p.2, 6.2 p.11, 7.3 p.27, 7.13 p.13, 8.3 p.29, 9.20 p.1 & 2, 9.26 p.2,
information 9.32 p.2
Deleted
None.
information
EC 155 B1
0.0.P5
16-25 Page 5
COMPLEMENTARY FLIGHT MANUAL
Revised
0.0.P5 pages 1 to 6, 9.26 page 2.
information
Deleted
None.
information
EC 155 B1
0.0.P5
16-25 Page 6
COMPLEMENTARY FLIGHT MANUAL
Revised
0.0.P5 pages 1 to 6, 0.0 page 2; 9.0.P6 pages 2, 9.37 pages 1 to 3
information
Deleted
None.
information
EC 155 B1
0.0.P5
16-25 Page 7
COMPLEMENTARY FLIGHT MANUAL
This list includes all modifications that are or have been referenced to in the Flight Manual,
except TU modifications.
EC 155 B1
0.0
14-04 Page 1
COMPLEMENTARY FLIGHT MANUAL
This list includes all modifications that are or have been referenced to in the Flight Manual,
except TU modifications.
EC 155 B1
0.0
16-12 Page 2
COMPLEMENTARY FLIGHT MANUAL
SECTION 6
WEIGHT AND BALANCE
CONTENTS
6.1 GENERAL - DEFINITIONS PAGES
1. WEIGHTS - CONVENTIONAL TERMS ................................................................. 1
2. CENTRE-OF-GRAVITY - CONVENTIONAL TERMS ............................................ 2
3. WEIGHING ............................................................................................................ 3
4. CALCULATING LONGITUDINAL C.G. LOCATION ............................................... 6
EC 155 B1
6.0.P6
10-40 Page 1
COMPLEMENTARY FLIGHT MANUAL
SECTION 6.1
GENERAL - DEFINITIONS
EC 155 B1
6.1
02-20 Page 1
COMPLEMENTARY FLIGHT MANUAL
EC 155 B1
6.1
10-40 Page 2
COMPLEMENTARY FLIGHT MANUAL
3 WEIGHING
Weighing is the only reliable way of obtaining:
Equipped empty weight (EEW)
Aircraft centre of gravity (CG) location.
The aircraft must be weighed:
On leaving the works
Following any major modification.
EC 155 B1
6.1
10-40 Page 3
COMPLEMENTARY FLIGHT MANUAL
EC 155 B1
6.1
10-40 Page 4
COMPLEMENTARY FLIGHT MANUAL
EC 155 B1
6.1
10-40 Page 5
COMPLEMENTARY FLIGHT MANUAL
Sum of moments
= C.G. location
Sum of weights
Determine the equipped empty weight.
Referring to the tables of SECTION 6.2, note then totalize the weights and
moments.
Check that the total weight is lower than the maximum permissible takeoff weight.
Determine the C.G. location and check that is falls within permissible limits.
17475.5
i.e. a CG location of = 3.90
4478
within the permissible limits. (Refer to SECTION 2.2).
EC 155 B1
6.1
10-40 Page 6
COMPLEMENTARY FLIGHT MANUAL
METRIC SYSTEM
WEIGHT MOMENT (m.kg)
(kg) D1 D2 D3 D4 D5 D6 D7
70 192 250 301 178 234 243 300
80 219 285 344 203 268 278 343
90 247 320 387 229 302 312 386
100 274 356 430 254 335 347 429
120 329 427 516 305 402 416 515
140 384 498 602 356 486 601
160 438 570 688 406 555 686
180 493 641 774 457 625 772
200 548 712 860 508 694 858
220 603 783 946 559 763 944
240 658 854 1032 610 833 1030
260 712 926 1118 660 902 1115
280 767 997 1204 711 972 1201
300 822 1068 1290 762 1041 1287
320 877 1139 1376 813 1110 1373
340 932 1210 1462 864 1180 1459
360 986 1282 1548 914 1249 1544
EC 155 B1
6.2
02-20 Page 3
COMPLEMENTARY FLIGHT MANUAL
(kg) B1 B2 B3 (lb) B1 B2 B3
50 120 192 276 100 9450 15120 21780
100 240 384 553 200 18900 30240 43560
150 360 576 829 300 28350 45360 65340
200 480 768 1106 400 37800 60480 87120
250 600 960 1382 500 47250 75600 108900
300 720 1152 1659 600 56700 90720 130680
350 840 1344 700 66150 105840
400 960 1536 800 75600 120960
450 1080 1728 900 85050 136080
500 1200 1920 1000 94500 151200
550 1320 2112 1100 103950 166320
600 1440 2304 1200 113400 181440
1323 125023 200038
Max. weight per sq.ft: refer to SECTION 2.7.
EC 155 B1
6.2
08-26 Page 4
COMPLEMENTARY FLIGHT MANUAL
EC 155 B1
6.2
02-20 Page 9
COMPLEMENTARY FLIGHT MANUAL
WEIGHT MOMENT
EQUIPMENT (kg) (lb) (m.kg) (in.lb)
HOIST COMPLETE WITH ARM 63 138.9 206.5 17932
- Hoist equiped 49 108
- Boom, strut, belt fairing 14 30.9
SX 16 WITH IR FILTER 41.9 92.4 104.4 9058
- Support and attachments 2.4 5.3
- SX 16 39.5 87.1
FLIR WESCAM 16DS-W 45.5 100.3 116.85 10140.5
- Support and attachment 5.5 12.1
- FLIR 40 88.2
SLING 19.85 43.8 80.8 7018.5
REAR-VIEW MIRROR 4.4 9.7 0.044 3.9
LOUD SPEAKER NAT 4.8 10.58 21 1827.2
FLIR FSI ULTRA 7000
- Console 55.3 121.91 168.67 14637.7
- Operator's seat 30.5 67.24 105.23 9133.2
- Turret with support 20.3 44.75 48.72 4228.4
- Video antenna 7.9 17.42 36.58 3175.3
LOUDSPEAKER 450 W (2x2) 10.9 24.03 45.5 3945
DRIP TUB 15 33.07 54.75 4752.2
FAST ROPING ARM ASSEMBLY (two arms) 39.2 86.42 164.6 14289.5
POLICE ANTENNEA 8 17.64 28.2 2444.6
TWO SINGLE-SEAT (back to back) 37.2 82.01 128.5 11151.7
2 TWO SEAT BENCH (Aft) 32.6 71.87 82.8 7187
2 TWO SEAT BENCH (Forward) 31.4 69.22 135 11718.3
1 LIFE RAFT 34 74.9 133.3 11534.6
SKI INSTALLATION 62 136.69 222.4 19303.4
EMERGENCY FLOATATION GEAR
- With standard cylinder 59.26 130.64 229.6 19922.6
- With carbon cylinder 54.06 119.18 212.8 18460.9
- Neutralization kit 5.14 11.33 22.4 1944.2
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WEIGHT MOMENT
EQUIPMENT (kg) (lb) (m.kg) (in.lb)
VIP INSTALLATION
6 FISHER VIP SEATS
365 V82 0022
- Forward seats 47 103.6 137.71 11950.3
- Rear seats 46 101.4 189.98 16487.6
8 BALLAST
A removing ballast fitted inside the tail allows to adjust the center of gravity of the
helicopter of the current mission.
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SECTION 7
DESCRIPTION AND SYSTEMS
CONTENTS
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2.2 CONTROLS
2.2.1 Instrument control panel
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RADIO-HEIGHT ZERO
Accordingly with the radio-height, the brown zone gives information of the actual
ground position on the baro altimeter.
BARO SETTING
The baro setting correction is displayed between 750 and 1050 hPa with an
increment of 1 hPa. The unit (hPa) blinks during evolution of the baro setting. If
the pilot requires a standard setting (1013.25 hPa) by pushing the STD control
on the ICP, the message "STD" is displayed in place of the digital value.
DH FLAG/UPPER LIMIT (optional) FLAG
DH flag: this symbol associated to an audio alarm warns the pilot when the
radio-height is smaller than the decision height. If decision height is reset to
zero, the DH flag is suppressed (in order to avoid the alarm on ground, before
the taking off). It blinks ten seconds and then remains steadily. It disappears as
soon as the radio-height is above the decision height value.
UL flag (optional): this symbol associated to an audio alarm warns the pilot
when the radio-height is higher than the upper limit. It blinks ten seconds and
then remains steadily. It disappears as soon as the radio-height is lower than
the upper limit value.
RADIO-HEIGHT
A digital copy of radio-height (the main data is displayed on the ND) is displayed
on the PFD with the following rules:
- Radio-height < 500 ft ------> Information always displayed
- Radio-height > 500 ft:
- Radio-height < decision height + 500 ft ------> information displayed
- Radio-height > decision height + 500 ft ------> information not displayed
And with the following increment:
- 1 ft by 1ft for radio-height < 30 ft
- 5 ft by 5 ft for radio-height < 300 ft
- 25 ft by 25 ft for radio-height > 300 ft
AIRSPEED
The airspeed is displayed between 20 and 300 kt with a graduation every 5 kt.
A digital value is associated to the graduation every 20 kt. If the airspeed is
lower than 20 kt, nor precise graduation neither digital value are given.
VNE LIMIT
Both VNE with and without power are computed and displayed at the same
time.
AIRSPEED TREND
This indicator gives the airspeed foreseen to be reached after 5 seconds if the
acceleration remains constant.
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3.4 CAD
NOTE
In the event of failure of both VEMD screen,
the N1 page replace the FUEL page.
The quantity of fuel available in a fuel tank group is displayed in two forms:
. A blue band the height of which is proportional to the quantity of fuel present in the
fuel tank. The right group indicator is longer than the left one because it holds more
fuel.
. A figure which indicates the percentage of fuel in the group (percentage of 1000 kg).
The endurance is calculated from the fuel flow rate and the remaining fuel quantity
available. This time is displayed in hour(s) and minute(s).
The horizontal band graph is shown when the additional 180-liter fuel tank is installed.
The arrows flash when the solenoid valve is energized.
The "FUEL" message, comes into view when any of the following sensors in the engine
compartment trips:
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SECTION 7.4
POWER PLANT
1 DESCRIPTION
The helicopter is fitted with two TURBOMECA ARRIEL 2C2 free turbines, places side
by side, aft of the MGB.
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CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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RCA
5 ENGINE FUEL SYSTEM
FUEL SYSTEM
(See section 7.5)
Figure 11: Engine fuel system
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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RCA
2 CONTROLS AND INDICATORS
2.1 FUEL MANAGEMENT PANEL
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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NOTE
In the event of a CAD display failure:
The quantities of fuel remaining in the fuel tanks are displayed on the VEMD.
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RCA
3 FUEL SYSTEM
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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3 FUEL SYSTEM
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SECTION 7.7
FLIGHT CONTROLS
1 GENERAL
The flight controls comprise:
- Two cyclic pitch control sticks controlling the inclination of the swash plates.
- Two collective pitch levers controlling the vertical displacement of the swash plates.
- Two pairs of pedals controlling the angle of attack of the fenestron blades. The
pedals also feature assisted differential brakes acting on the main landing gear
wheels.
- The pedal assembly is adjustable to the pilot's size.
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RCA
3 CONTROLS ON COLLECTIVE PITCH LEVER GRIP
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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3.3 INDICATORS
The red alarm appears on the Caution advisory panel.
- The red "BAT TEMP" light comes on when the battery temperature reaches 71 C
2.8 C.
The failure messages are shown on the CAD:
- BAT" message:
This message appears in the center column when the battery is not charging.
- "ESS BUS" message:
This message appears in the center column when at least one of the two essential
bus bars is not powered.
- "GEN" message:
This message appears in the right or left column when the corresponding
generator has not cut into the power system.
- "BUS TIE" message:
This message appears in the center column when the left and/or the right power
systems is/are no longer coupled to the "BUS TIE".
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SECTION 7.12
LIGHTING
1 EXTERNAL LIGHTS
The external lighting systems provide power to:
Position Lights
- The green light is on the right side of the helicopter.
- The red light is on the left side of the helicopter.
- The white light is in the center of the tail cone.
The POS LTS switch on the overhead panel controls these lights.
Anti-collision and Strobe lights
- The anti-collision light is installed on the tip of the fin (on the tip fairing).
- The strobe light (if fitted) is installed under the bottom structure.
Both are controlled with the "ANTI COL" selector on the overhead panel.
"ANTI COL" Conventional LED anti-collision
Strobe light
selector position anti-collision light light
OFF Off Off Off
WHT Flashing white Flashing red/white Flashing white
RED Flashing red Flashing red Off
Landing Lights
- A retractable, swiveling landing light.
- A second optional retractable, swiveling landing light.
The two landing lights are mounted at the front on the lower left and right fairings
under the cockpit floor.
The landing lights controls consist of:
- A SRCH LTS selector on overhead panel
- A three-position switch and a four-position switch, located on the pilot's and
copilot's collective lever grips.
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2 INTERNAL LIGHTS
2.1 INSTRUMENT AND ZONE LIGHTING
All the instruments and control panels, including the circuit-breaker panels, are
lighted.
The following controls are located on then overhead panel:
A master lighting switch "LIGHTING",
Four potentiometers to adjust the lighting brightness of:
- The copilot's instrument panel by the "PNL.CPLT" potentiometer,
- The overhead panel and the console by two concentric potentiometers
"O.HEAD" and "CONSOLE" respectively,
- The pilot's instrument panel by the "PNL.PLT" potentiometer.
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NOTE
The sliding door emergency exit lighting is autonomous and can be
activated only by immersion detection.
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SECTION 7.13 - A
AUTOPILOT (Soft N8-37)
1 GENERAL
The autopilot is designed to provide attitude hold, turn co-ordination and upper modes.
It allows the pilot full fly-through capability.
Several functions of the autopilot are subject to the version of software which is
installed. The main differences are listed in the following table:
FUNCTIONS Before MOD 22B55 After MOD 22B55
OAT envelope Above 15C Above 40C
Improvement of yaw Trim
check during AP test ( Not available Available
blinking)
Above 80 ft (Radio height)
Power management in automatic reduction of
Not available
basic stabilization power when authorized
limit is exceeded
Available on ground by
pressing the upper mode
Stick re-centering function Not available
disengagement button on
cyclic stick more than 1s
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1.3 COMMANDS
Figure 2: APMS
AP engaged
A.TRIM push-buttons Engage and disengage the yaw and cyclic auto-
trim functions.
OFF Auto-trim disengaged
Auto-trim engaged
C mode captured
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C mode captured.
BC push-button Disabled.
C mode captured.
C VS captured
IAS engaged
ALT engaged
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SAS push-button. Allows the engagement of the back-up SAS when AP is off
CYCLIC BEEP TRIM With no upper mode engaged:
- attitude reference change on pitch or roll axis
With upper modes engaged:
- Up: increase IAS / Down: decrease IAS.
- Heading left / Heading right.
CYCLIC TRIM RELEASE Allows the temporarily declutching of the trim actuators
from the cyclic axes.
UPPER MODE-OFF Allows the rapid disengagement of all engaged upper
modes.
SAS/AFCS fast cut-off Disengages either AFCS or back-up SAS.
COLLECTIVE BEEP TRIM Control the collective beep trim.
With vertical upper mode engaged: Forward down,
Backward up
GO-AROUND Engages and disengages the Go-Around mode.
COLLECTIVE RELEASE Controls the collective trim release.
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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CYCLIC
TRIM FEEL
COLLECTIVE
TRIM FEEL
AP RESET
SAS RESET
1.4 ANNUNCIATION
1.4.1 Upper Modes
On PFD Mode On control box
IAS ALT HDG VS
XXX + on relevant scale CR.HT
or
VS + on VS scale ALT.A
ALT A
GA GA + GA
on
then relevant Then after 10s
scale
VS IAS + VS and IAS
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NOTE
On PFD, upper modes are displayed in the column corresponding
to the controlled axis:
Left side = Collective
Middle = Roll/Yaw
Right side = Pitch
Colors Definition
Immediate pilot attention or manual recovery
RED required.
Blinking: AP mode not able to perform its
intended function and about to disengage,
AMBER Blinking amber-green: pilot override action
detected.
Upper modes engaged or captured, not
GREEN requiring pilot attention.
Blinking: AP mode about to automatically
CYAN disarm,
Steady: armed AP mode.
Excessive deviation.
NOTE
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2 OPERATING MODES
2.1 BASIC STABILIZATION
By default, the AP performs an attitude hold on pitch and roll axes and either heading
hold or turn coordination on yaw axis.
The natural cross coupling existing between the helicopter axes is automatically
corrected. When the AP is disengaged:
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2.1.3 SAS
In case of AP failure, pilot engages the SAS mode (cyclic SAS pushbutton)
iSASi. It provides augmentation stability on roll and yaw axis via FOG.
2.2 LATERAL UPPER MODES
2.2.1 General
- For all lateral modes, except HDG, engagement is inhibited below 35 kt.
- For HDG, engagement is inhibited below 26 kt.
- For all lateral modes, engagement is inhibited when aircraft is on ground.
2.2.2 Heading select (HDG)
The HDG mode maintains the current heading upon engagement or acquires
and holds a pre-selected heading.
The HDG mode is engaged/disengaged by pressing the HDG rotary knob on
APMS.
When the HDG mode is engaged iHDGi label is displayed on AFCS strip.
Conditions that force the HDG mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or cyclic trim feel permanent release),
- upper modes disengagement via coupler release push-button on either cyclic
grip,
- complete loss of heading for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for display to
the pilot,
- Upon action on the rotary button when HDG is engaged, the mode
commands a turn in the direction of the button rotation, even if heading
difference happens to exceed 180 degrees,
- Maximum bank angle corresponds to the standard rate of turn limited to 21.
The engagement of the NAV, VOR or LOC modes disengages the HDG mode.
2.2.3 VOR navigation mode (VOR)
The VOR mode acquires and holds a pre-selected VOR course. Coupling can
be done on ND display type.
To arm or engage VOR interception and hold:
- Select appropriate VOR frequency,
- Set the master navigation source to "VOR #",
- Select the desired VOR radial through the CRS button on ICP,
- Adopt a heading compatible with the interception,
- Press the "NAV" push-button on the APMS.
It presents four possible different phases:
- armament when the VOR deviation is valid but too large, the pilot has to
select a heading that will enable the aircraft to intercept the desired VOR
course within a recommended range of 90 degrees,
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- depending on the deviation closing rate, the mode will first align the aircraft
(capture phase), and then, again depending on the closing rate, will
complete the alignment on the selected course (tracking phase),
- loss of bearing validity or rapid deviation change: the VOR reception can
be lost for significant periods of time; also when flying above the VOR
beacon, the VOR bearing exhibits fast and large amplitude variations.
Therefore, upon detection of this phenomenon for at least 10 s, the mode
holds a heading that aligns the aircrafts ground speed on the course, until
the VOR signal is stabilized with a confirmation time of 10 s and resumes
the tracking. During that phase iiVORii label is displayed on AFCS strip.
a) Armament/disarmament
On ND display once the navigation source is set to the VOR/ILS and tuned
to the frequency of the relevant beacon, the mode is armed/disarmed by
pressing the NAV pushbutton on APMS if the capture conditions are not
satisfied:
- iVORi label is displayed on the armament line of the AFCS strip.
Conditions that force the VOR mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- navigation source change for at least 30 s,
- loss of VOR bearing for at least 60 s,
- change of VOR/ILS receiver frequency for at least 30 s,
- complete loss of heading for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the GA mode disarms the VOR mode.
b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS and tuned
to the frequency of the relevant beacon, the mode is engaged/disengaged
by pressing the NAV pushbutton on APMS if the capture or tracking
conditions are satisfied. If previously armed, the mode automatically
engages in the same conditions:
- iVORi label is displayed on AFCS strip.
Conditions that force the VOR mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
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NOTE 2
In case of signal alteration (i.e.: proximity of the station). The VOR
annunciation revert to amber. The flight control law changes, the helicopter
will follow the heading corresponding to the course set corrected by the
computed drift.
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NOTE 1
It is possible to align the helicopter on the selected radial before engaging
the mode. When this is done, the helicopter switches directly to the
captured VOR A mode.
NOTE 2
In case of signal alteration (i.e.: proximity of the station). The VOR A
annunciation reverts to amber. The flight control law changes, the helicopter
will follow the heading corresponding to the course set corrected by the
computed drift.
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2.2.6 Localizer mode (LOC)
The LOC mode aligns the aircraft along a localizer signal in order to make
an ILS approach to an airport. Coupling can be done on ND HSI mode.
To arm or engage LOC interception and hold:
- Select appropriate ILS frequency,
- Set the navigation source on ILS,
- Select the runway approach axis on the ND,
- Determine and set the interception heading,
- Press the "APP" push-button on the APMS.
NOTE
The modes currently in operation continue to control the flight until the
capture of the localizer is initialized.
NOTE 1
For low angles of interception (lower than 25 degrees), capture condition
is 1 dot. However a maximum time of 30 s is introduced when the mode
is armed and the deviation below 2.1 dots to capture the localizer even if
the deviation still exceeds 1 dot.
NOTE 2
Arming the LOC will automatically arm the G/S mode (refer to paragraph
2.3.5 for G/S mode description).
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a) Armament/disarmament
On ND display, once the selected VOR/ILS receiver is tuned to a LOC
frequency, the mode is armed/disarmed by pressing the NAV push-
button on APMS if the capture conditions are not satisfied.
- iLOCi label is displayed on AFCS strip.
Conditions that force the LOC mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 30 s,
- change of ILS frequency for at least 30 s,
- loss of LOC signal for at least 10 s,
- complete loss of heading for at least 10 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
Conditions that inhibit the LOC mode armament:
- aircraft on the ground,
- airspeed below 35 kt.
The engagement of the GA mode disarms the LOC mode.
b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS,
regardless of VOR/ILS receiver selected, and tuned to the frequency of
the relevant beacon, the mode is engaged/disengaged by pressing the
NAV pushbutton on APMS if the capture conditions are satisfied. If
previously armed the mode automatically engages in the same
conditions:
- iLOCi label is displayed on the AFCS strip.
Conditions that force the LOC mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 10 s,
- change of ILS frequency for at least 10 s,
- loss of LOC signal for at least 10 s,
- complete loss of heading for at least 10 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the HDG, NAV or GA mode disengages the LOC
mode
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2.3.1 General
- In three axes coupled mode (ALT or VS):
. VNE cannot be exceeded.
. In case of insufficient collective pitch to meet the vertical mode reference,
helicopter speed decreases and if the 60 kt threshold is crossed, IAS
mode will self-engage shifting the vertical mode to the collective axis.
. In case of engine failure with a vertical mode engaged, an automatic
reversion to 4 axis is done.
- When both IAS and a vertical mode are held, or in CR.HT (with or without
IAS engaged) the following priorities apply, if the required power is more than
the available power:
. the power is maintained at maximum according to the figure below,
AEO OEI
FLI FLI
TOP 30 s
MCP continuous
IAS(kt) IAS(kt)
25 40 30 40
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NOTE
ALT engagement with a high vertical speed will result in an overshoot,
and possibility in excessive deviation annunciation.
When the ALT mode is engaged, iALTi label is displayed on AFCS strip.
Action/events to engage the ALT mode:
- pressing on the ALT pushbutton on APMS,
- reversion from the ALT.A mode to the ALT mode when the final
reference becomes visible on the altitude scale or near the ground (if R/A
is available),
- reversion from the VS mode to the ALT mode near the ground (if R/A is
available),
- reversion from the G/S mode to the ALT mode near the ground (if R/A is
available).
Conditions that force the ALT mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- complete loss of barometric altitude for at least 10 s,
- complete loss of airspeed for at least 10 s if the collective axis is not
available.
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The conditions that force the VS mode disengagement are the same
conditions as for the ALT mode.
The engagement of the ALT, G/S, CRHT or GA mode disengages the VS
mode.
The engagement of the IAS mode shifts the VS mode to the collective axis
if it is available or replaces it, if not.
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2.3.5 Glide slope mode (G/S)
The GS mode acquires and holds the selected glide slope in order to make
an ILS approach to an airport. When approaching the ground based on
radio altimeter information, the AP automatically reverts to ALT to perform a
level flight below 100 ft, depending on terrain profile. It requires a VOR/LOC
receiver to be tuned to an ILS frequency and the navigation source set to
this receiver. Coupling can be done on ND HSI mode.
The mode presents two different phases:
- Armament occurs if the LOC mode is armed or engaged and the capture
conditions are not yet met. The formerly engaged mode (for example
ALT) remains active until G/S capture,
- Capture: the mode is allowed to capture if the deviation is valid and
lower than 2.2 dots (glide index at the bottom of the scale) for at least 1 s
and higher than 0.7 dot (glide index above the center) for at least 3 s,
then the capture itself takes place if the LOC mode is captured and if the
deviation is lower than 2.05 dots and higher than -0.3 dot (threshold
depending on the flight conditions).
a) Armament/disarmament
To arm or engage Glide interception:
- Select appropriate ILS frequency,
- Set the navigation source to "VOR/ILS#",
- Press "GS" push-button on APMS.
On ND display, once the selected VOR/ILS receptor is tuned to a LOC
frequency, the mode is armed by pressing the NAV pushbutton on
APMS if the capture conditions are not satisfied. iGSi label is displayed
on AFCS strip.
Conditions that force the G/S mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- loss of airspeed and ground speed for at least 30 s if LOC is armed
(10 s if LOC is engaged),
- loss of barometric altitude for at least 30 s if LOC is armed (10 s if
LOC is engaged),
- navigation source change for at least 30 s if LOC is armed (10 s if
LOC is engaged),
- change of ILS frequency for at least 30 s if LOC is armed (10 s if LOC
is engaged),
- loss of GS signal for at least 30 s if LOC is armed (10 s if LOC is
engaged),
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
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b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS,
regardless of the VOR/ILS receiver selected, and tuned to the frequency
of the relevant beacon, the mode is engaged by pressing the NAV
pushbutton on APMS if the capture conditions are satisfied. If previously
armed the mode also automatically engages in the same conditions. iGSi
label is displayed on AFCS strip.
Conditions that force the GS mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 10 s,
- change of ILS frequency for at least 10 s,
- loss of GS signal for at least 10 s,
- loss of airspeed and ground speed for at least 10 s,
- loss of barometric altitude for at least 10 s.
Conditions that inhibit the G/S mode engagement:
- aircraft on ground,
- anomaly detected by the monitoring of the data sent to the FDS, for
display to the pilot,
- airspeed below 35 kt,
- LOC mode not engaged,
- GA mode engaged.
The engagement of the ALT.A, VS, ALT, CRHT or GA mode disengages
the G/S mode.
The engagement of the IAS mode shifts the G/S mode to the collective
axis if it is available or replaces it, if not.
NOTE
Before GS mode engagement, it is possible to use the ALT.A mode even
if the GS mode is armed. The GS mode will have priority for
engagement.
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2.3.8 Capture and hold of radio height mode (CR.HT)
The CR.HT mode acquires and holds a pre-selected radio height.
Turning CR.HT rotary knob on APMS presets a reference height (step =
10 ft).
The reference height can be adjusted either by the rotary knob on APMS or
by the trim located on collective stick. It cannot exceed 2450 ft and is
downward limited to the highest decision height (DH).
When flying below a safety limit (the lowest value between 200 ft and
CR.HT 30 ft) the iFLY-UPi label replaces iCR.HTi in the collective axis
column and the collective pitch increases until the helicopter is back on the
reference CR.HT value.
The collective pitch may increase up to MTOP below 30 kt and up to MCP
above 45 kt.
Pressing the CR.HT rotary knob on APMS engages/disengages the CR.HT
mode.
Pushing CR.HT button on APMS results in automatic acquisition of the
lowest vertical speed (according to the following figure), then in holding of
reference height.
VS (ft/min) VS (ft/min)
+ 500 + 500
+ 350
+ 300
IAS(kt) + 50
Z (ft)
30 50 100 210
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SECTION 7.13 - B
AUTOPILOT (Soft N9-72)
1 GENERAL
The autopilot is designed to provide attitude hold, turn co-ordination and upper modes.
It allows the pilot full fly-through capability.
Several functions of the autopilot are subject to the version of software which is
installed.
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1.3 COMMANDS
Figure 2: APMS
AP engaged
A.TRIM push-buttons Engage and disengage the yaw and cyclic auto-
trim functions.
OFF Auto-trim disengaged
Auto-trim engaged
C mode captured
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C mode captured.
BC push-button Disabled.
C mode captured.
C VS captured
IAS engaged
ALT engaged
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SAS push-button. Allows the engagement of the back-up SAS when AP is off
CYCLIC BEEP TRIM With no upper mode engaged:
- attitude reference change on pitch or roll axis
With upper modes engaged:
- Up: increase IAS / Down: decrease IAS.
- Heading left / Heading right.
CYCLIC TRIM RELEASE Allows the temporarily declutching of the trim actuators
from the cyclic axes.
UPPER MODE-OFF Allows the rapid disengagement of all engaged upper
modes.
On ground stick re-centering function by pressing more
than 1s.
SAS/AFCS fast cut-off Disengages either AFCS or back-up SAS.
COLLECTIVE BEEP TRIM Control the collective beep trim.
With vertical upper mode engaged: Forward down,
Backward up
GO-AROUND Engages and disengages the Go-Around mode.
COLLECTIVE RELEASE Controls the collective trim release.
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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CYCLIC
TRIM FEEL
COLLECTIVE
TRIM FEEL
AP RESET
SAS RESET
1.4 ANNUNCIATION
1.4.1 Upper Modes
On PFD Mode On control box
IAS ALT HDG VS
XXX + on relevant scale CR.HT
or
VS + on VS scale ALT.A
ALT A
GA GA + GA
on
then relevant Then after 10s
scale
VS IAS + VS and IAS
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NOTE
On PFD, upper modes are displayed in the column corresponding
to the controlled axis:
Left side = Collective
Middle = Roll/Yaw
Right side = Pitch
Colors Definition
Immediate pilot attention or manual recovery
RED required.
Blinking: AP mode not able to perform its
intended function and about to disengage,
AMBER Blinking amber-green: pilot override action
detected.
Excessive deviation.
NOTE
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2 OPERATING MODES
2.1 BASIC STABILIZATION
By default, the AP performs an attitude hold on pitch and roll axes and either heading
hold or turn coordination on yaw axis.
The natural cross coupling existing between the helicopter axes is automatically
corrected. When the AP is disengaged:
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2.1.3 SAS
In case of AP failure, pilot engages the SAS mode (cyclic SAS pushbutton)
iSASi. It provides augmentation stability on roll and yaw axis via FOG.
2.2 LATERAL UPPER MODES
2.2.1 General
- For all lateral modes, except HDG, engagement is inhibited below 35 kt.
- For HDG, engagement is inhibited below 26 kt.
- For all lateral modes, engagement is inhibited when aircraft is on ground.
2.2.2 Heading select (HDG)
The HDG mode maintains the current heading upon engagement or acquires
and holds a pre-selected heading.
The HDG mode is engaged/disengaged by pressing the HDG rotary knob on
APMS.
When the HDG mode is engaged iHDGi label is displayed on AFCS strip.
Conditions that force the HDG mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or cyclic trim feel permanent release),
- upper modes disengagement via coupler release push-button on either cyclic
grip,
- complete loss of heading for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for display to
the pilot,
- Upon action on the rotary button when HDG is engaged, the mode
commands a turn in the direction of the button rotation, even if heading
difference happens to exceed 180 degrees,
- Maximum bank angle corresponds to the standard rate of turn limited to 21.
The engagement of the NAV, VOR or LOC modes disengages the HDG mode.
2.2.3 VOR navigation mode (VOR)
The VOR mode acquires and holds a pre-selected VOR course. Coupling can
be done on ND display type.
To arm or engage VOR interception and hold:
- Select appropriate VOR frequency,
- Set the master navigation source to "VOR #",
- Select the desired VOR radial through the CRS button on ICP,
- Adopt a heading compatible with the interception,
- Press the "NAV" push-button on the APMS.
It presents four possible different phases:
- armament when the VOR deviation is valid but too large, the pilot has to
select a heading that will enable the aircraft to intercept the desired VOR
course within a recommended range of 90 degrees,
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- depending on the deviation closing rate, the mode will first align the aircraft
(capture phase), and then, again depending on the closing rate, will
complete the alignment on the selected course (tracking phase),
- loss of bearing validity or rapid deviation change: the VOR reception can
be lost for significant periods of time; also when flying above the VOR
beacon, the VOR bearing exhibits fast and large amplitude variations.
Therefore, upon detection of this phenomenon for at least 10 s, the mode
holds a heading that aligns the aircrafts ground speed on the course, until
the VOR signal is stabilized with a confirmation time of 10 s and resumes
the tracking. During that phase iiVORii label is displayed on AFCS strip.
a) Armament/disarmament
On ND display once the navigation source is set to the VOR/ILS and tuned
to the frequency of the relevant beacon, the mode is armed/disarmed by
pressing the NAV pushbutton on APMS if the capture conditions are not
satisfied:
- iVORi label is displayed on the armament line of the AFCS strip.
Conditions that force the VOR mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- navigation source change for at least 30 s,
- loss of VOR bearing for at least 60 s,
- change of VOR/ILS receiver frequency for at least 30 s,
- complete loss of heading for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the GA mode disarms the VOR mode.
b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS and tuned
to the frequency of the relevant beacon, the mode is engaged/disengaged
by pressing the NAV pushbutton on APMS if the capture or tracking
conditions are satisfied. If previously armed, the mode automatically
engages in the same conditions:
- iVORi label is displayed on AFCS strip.
Conditions that force the VOR mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
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2.2.5 Localizer mode (LOC)
The LOC mode aligns the aircraft along a localizer signal in order to make
an ILS approach to an airport. Coupling can be done on ND HSI mode.
To arm or engage LOC interception and hold:
- Select appropriate ILS frequency,
- Set the navigation source on ILS,
- Select the runway approach axis on the ND,
- Determine and set the interception heading,
- Press the "APP" push-button on the APMS.
NOTE
The modes currently in operation continue to control the flight until the
capture of the localizer is initialized.
NOTE 1
For low angles of interception (lower than 25 degrees), capture
condition is 1 dot. However a maximum time of 30 s is introduced
when the mode is armed and the deviation below 2.1 dots to capture
the localizer even if the deviation still exceeds 1 dot.
NOTE 2
Arming the LOC will automatically arm the G/S mode (refer to
paragraph 2.3.5 for G/S mode description).
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a) Armament/disarmament
On ND display, once the selected VOR/ILS receiver is tuned to a LOC
frequency, the mode is armed/disarmed by pressing the NAV push-
button on APMS if the capture conditions are not satisfied.
- iLOCi label is displayed on AFCS strip.
Conditions that force the LOC mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 30 s,
- change of ILS frequency for at least 30 s,
- loss of LOC signal for at least 10 s,
- complete loss of heading for at least 10 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
Conditions that inhibit the LOC mode armament:
- aircraft on the ground,
- airspeed below 35 kt.
The engagement of the GA mode disarms the LOC mode.
b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS,
regardless of VOR/ILS receiver selected, and tuned to the frequency of
the relevant beacon, the mode is engaged/disengaged by pressing the
NAV pushbutton on APMS if the capture conditions are satisfied. If
previously armed the mode automatically engages in the same
conditions:
- iLOCi label is displayed on the AFCS strip.
Conditions that force the LOC mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 10 s,
- change of ILS frequency for at least 10 s,
- loss of LOC signal for at least 10 s,
- complete loss of heading for at least 10 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the HDG, NAV or GA mode disengages the LOC
mode.
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2.3.1 General
- In three axes coupled mode (ALT or VS):
. VNE cannot be exceeded.
. In case of insufficient collective pitch to meet the vertical mode reference,
helicopter speed decreases and if the 60 kt threshold is crossed, IAS
mode will self-engage shifting the vertical mode to the collective axis.
. In case of engine failure with a vertical mode engaged, an automatic
reversion to 4 axis is done.
- When both IAS and a vertical mode are held, or in CR.HT (with or without
IAS engaged) the following priorities apply, if the required power is more than
the available power:
. the power is maintained at maximum according to the figure below,
AEO OEI
FLI FLI
TOP 30 s
MCP continuous
IAS(kt) IAS(kt)
25 40 30 40
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When the ALT mode is engaged, iALTi label is displayed on AFCS strip.
Action/events to engage the ALT mode:
- pressing on the ALT pushbutton on APMS,
- reversion from the ALT.A mode to the ALT mode when the final
reference becomes visible on the altitude scale or near the ground (if R/A
is available),
- reversion from the VS mode to the ALT mode near the ground (if R/A is
available),
- reversion from the G/S mode to the ALT mode near the ground (if R/A is
available).
Conditions that force the ALT mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- complete loss of barometric altitude for at least 10 s,
- complete loss of airspeed for at least 10 s if the collective axis is not
available.
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The conditions that force the VS mode disengagement are the same
conditions as for the ALT mode.
The engagement of the ALT, G/S, CRHT or GA mode disengages the VS
mode.
The engagement of the IAS mode shifts the VS mode to the collective axis
if it is available or replaces it, if not.
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2.3.5 Glide slope mode (G/S)
The GS mode acquires and holds the selected glide slope in order to make
an ILS approach to an airport. When approaching the ground based on
radio altimeter information, the AP automatically reverts to ALT to perform a
level flight below 100 ft, depending on terrain profile. It requires a VOR/LOC
receiver to be tuned to an ILS frequency and the navigation source set to
this receiver. Coupling can be done on ND HSI mode.
The mode presents two different phases:
- Armament occurs if the LOC mode is armed or engaged and the capture
conditions are not yet met. The formerly engaged mode (for example
ALT) remains active until G/S capture.
- Capture: the mode is allowed to capture if the deviation is valid and
lower than 2.2 dots (glide index at the bottom of the scale) for at least 1 s
and higher than 0.7 dot (glide index above the center) for at least 3 s,
then the capture itself takes place if the LOC mode is captured and if the
deviation is lower than 2.05 dots and higher than -0.3 dot (threshold
depending on the flight conditions).
a) Armament/disarmament
To arm or engage Glide interception:
- Select appropriate ILS frequency,
- Set the navigation source to "VOR/ILS#",
- Press "GS" push-button on APMS.
On ND display, once the selected VOR/ILS receptor is tuned to a LOC
frequency, the mode is armed by pressing the NAV pushbutton on
APMS if the capture conditions are not satisfied. iGSi label is displayed
on AFCS strip.
Conditions that force the G/S mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- loss of airspeed and ground speed for at least 30 s if LOC is armed
(10 s if LOC is engaged),
- loss of barometric altitude for at least 30 s if LOC is armed (10 s if
LOC is engaged),
- navigation source change for at least 30 s if LOC is armed (10 s if
LOC is engaged),
- change of ILS frequency for at least 30 s if LOC is armed (10 s if LOC
is engaged),
- loss of GS signal for at least 30 s if LOC is armed (10 s if LOC is
engaged),
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
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b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS,
regardless of the VOR/ILS receiver selected, and tuned to the frequency
of the relevant beacon, the mode is engaged by pressing the NAV
pushbutton on APMS if the capture conditions are satisfied. If previously
armed the mode also automatically engages in the same conditions. iGSi
label is displayed on AFCS strip.
Conditions that force the GS mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 10 s,
- change of ILS frequency for at least 10 s,
- loss of GS signal for at least 10 s,
- loss of airspeed and ground speed for at least 10 s,
- loss of barometric altitude for at least 10 s.
Conditions that inhibit the G/S mode engagement:
- aircraft on ground,
- anomaly detected by the monitoring of the data sent to the FDS, for
display to the pilot,
- airspeed below 35 kt,
- LOC mode not engaged,
- GA mode engaged.
The engagement of the ALT.A, VS, ALT, CRHT or GA mode disengages
the G/S mode.
The engagement of the IAS mode shifts the G/S mode to the collective
axis if it is available or replaces it, if not.
NOTE
Before GS mode engagement, it is possible to use the ALT.A mode
even if the GS mode is armed. The GS mode will have priority for
engagement.
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2.3.8 Capture and hold of radio height mode (CR.HT)
The CR.HT mode acquires and holds a pre-selected radio height.
Turning CR.HT rotary knob on APMS presets a reference height (step =
10 ft).
The reference height can be adjusted either by the rotary knob on APMS or
by the trim located on collective stick. It cannot exceed 2450 ft and is
downward limited to the highest decision height (DH).
When flying below a safety limit (the lowest value between 200 ft and
CR.HT 30 ft) the iFLY-UPi label replaces iCR.HTi in the collective axis
column and the collective pitch increases until the helicopter is back on the
reference CR.HT value.
The collective pitch may increase up to MTOP below 30 kt and up to MCP
above 45 kt.
Pressing the CR.HT rotary knob on APMS engages/disengages the CR.HT
mode.
Pushing CR.HT button on APMS results in automatic acquisition of the
lowest vertical speed (according to the following figure), then in holding of
reference height.
VS (ft/min) VS (ft/min)
+ 500 + 500
+ 350
+ 300
IAS(kt) + 50
Z (ft)
30 50 100 210
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SECTION 7.13 - C
AUTOPILOT (Soft N9-72 or N9-79 with HOV mode)
1 GENERAL
The autopilot is designed to provide attitude hold, turn co-ordination and upper modes.
It allows the pilot full fly-through capability.
Several functions of the autopilot are subject to the version of software which is
installed.
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1.3 COMMANDS
Figure 2: APMS
AP engaged
A.TRIM push-buttons Engage and disengage the yaw and cyclic auto-
trim functions.
OFF Auto-trim disengaged
Auto-trim engaged
C mode captured.
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C mode captured.
HOV engaged
C mode captured.
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RCA
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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SAS push-button. Allows the engagement of the back-up SAS when AP is off
and engagement/disengagement of the hover mode when
AP is ON.
CYCLIC BEEP TRIM With no upper mode engaged:
- attitude reference change on pitch or roll axis
With upper modes engaged:
- Up: increase IAS / Down: decrease IAS.
- Heading left / Heading right.
CYCLIC TRIM RELEASE Allows the temporarily declutching of the trim actuators
from the cyclic axes.
UPPER MODE-OFF Allows the rapid disengagement of all engaged upper
modes.
On ground stick re-centering function by pressing more
than 1s.
SAS/AFCS fast cut-off Disengages either AFCS or back-up SAS.
COLLECTIVE BEEP TRIM Control the collective beep trim.
With vertical upper mode engaged: Forward down,
Backward up
GO-AROUND Engages and disengages the Go-Around mode.
COLLECTIVE RELEASE Controls the collective trim release.
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CYCLIC
TRIM FEEL
COLLECTIVE
TRIM FEEL
AP RESET
SAS RESET
1.4 ANNUNCIATION
1.4.1 Upper Modes
On PFD Mode On control box
IAS ALT HDG VS
XXX + on relevant scale CR.HT
or
VS + on VS scale ALT.A
ALT A
GA GA + GA
on
then relevant Then after 10s
scale
VS IAS + VS and IAS
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NOTE
On PFD, upper modes are displayed in the column corresponding
to the controlled axis:
Left side = Collective
Middle = Roll/Yaw
Right side = Pitch
Colors Definition
Immediate pilot attention or manual recovery
RED required.
Blinking: AP mode not able to perform its
intended function and about to disengage,
AMBER Blinking amber-green: pilot override action
detected.
Excessive deviation.
NOTE
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2 OPERATING MODES
2.1 BASIC STABILIZATION
By default, the AP performs an attitude hold on pitch and roll axes and either heading
hold or turn coordination on yaw axis.
The natural cross coupling existing between the helicopter axes is automatically
corrected. When the AP is disengaged:
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2.1.3 SAS
In case of AP failure, pilot engages the SAS mode (cyclic SAS pushbutton)
iSASi. It provides augmentation stability on roll and yaw axis via FOG.
2.2 LATERAL UPPER MODES
2.2.1 General
- For all lateral modes, except HDG, engagement is inhibited below 35 kt.
- For HDG, engagement is inhibited below 26 kt.
- For all lateral modes, engagement is inhibited when aircraft is on ground.
2.2.2 Heading select (HDG)
The HDG mode maintains the current heading upon engagement or acquires
and holds a pre-selected heading.
The HDG mode is engaged/disengaged by pressing the HDG rotary knob on
APMS.
When the HDG mode is engaged iHDGi label is displayed on AFCS strip.
Conditions that force the HDG mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or cyclic trim feel permanent release),
- upper modes disengagement via coupler release push-button on either cyclic
grip,
- complete loss of heading for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for display to
the pilot,
- Upon action on the rotary button when HDG is engaged, the mode
commands a turn in the direction of the button rotation, even if heading
difference happens to exceed 180 degrees,
- Maximum bank angle corresponds to the standard rate of turn limited to 21.
The engagement of the NAV, VOR, LOC or HOV modes disengages the HDG
mode.
2.2.3 VOR navigation mode (VOR)
The VOR mode acquires and holds a pre-selected VOR course. Coupling can
be done on ND display type.
To arm or engage VOR interception and hold:
- Select appropriate VOR frequency,
- Set the master navigation source to "VOR #",
- Select the desired VOR radial through the CRS button on ICP,
- Adopt a heading compatible with the interception,
- Press the "NAV" push-button on the APMS.
It presents four possible different phases:
- armament when the VOR deviation is valid but too large, the pilot has to
select a heading that will enable the aircraft to intercept the desired VOR
course within a recommended range of 90 degrees,
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- depending on the deviation closing rate, the mode will first align the aircraft
(capture phase), and then, again depending on the closing rate, will
complete the alignment on the selected course (tracking phase),
- loss of bearing validity or rapid deviation change: the VOR reception can
be lost for significant periods of time; also when flying above the VOR
beacon, the VOR bearing exhibits fast and large amplitude variations.
Therefore, upon detection of this phenomenon for at least 10 s, the mode
holds a heading that aligns the aircrafts ground speed on the course, until
the VOR signal is stabilized with a confirmation time of 10 s and resumes
the tracking. During that phase iiVORii label is displayed on AFCS strip.
a) Armament/disarmament
On ND display once the navigation source is set to the VOR/ILS and tuned
to the frequency of the relevant beacon, the mode is armed/disarmed by
pressing the NAV pushbutton on APMS if the capture conditions are not
satisfied:
- iVORi label is displayed on the armament line of the AFCS strip.
Conditions that force the VOR mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- navigation source change for at least 30 s,
- loss of VOR bearing for at least 60 s,
- change of VOR/ILS receiver frequency for at least 30 s,
- complete loss of heading for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the GA mode disarms the VOR mode.
b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS and tuned
to the frequency of the relevant beacon, the mode is engaged/disengaged
by pressing the NAV pushbutton on APMS if the capture or tracking
conditions are satisfied. If previously armed, the mode automatically
engages in the same conditions:
- iVORi label is displayed on AFCS strip.
Conditions that force the VOR mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
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2.2.5 Localizer mode (LOC)
The LOC mode aligns the aircraft along a localizer signal in order to make
an ILS approach to an airport. Coupling can be done on ND HSI mode.
To arm or engage LOC interception and hold:
- Select appropriate ILS frequency,
- Set the navigation source on ILS,
- Select the runway approach axis on the ND,
- Determine and set the interception heading,
- Press the "APP" push-button on the APMS.
NOTE
The modes currently in operation continue to control the flight until the
capture of the localizer is initialized.
NOTE 1
For low angles of interception (lower than 25 degrees), capture
condition is 1 dot. However a maximum time of 30 s is introduced
when the mode is armed and the deviation below 2.1 dots to capture
the localizer even if the deviation still exceeds 1 dot.
NOTE 2
Arming the LOC will automatically arm the G/S mode (refer to
paragraph 2.3.5 for G/S mode description).
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a) Armament/disarmament
On ND display, once the selected VOR/ILS receiver is tuned to a LOC
frequency, the mode is armed/disarmed by pressing the NAV push-
button on APMS if the capture conditions are not satisfied.
- iLOCi label is displayed on AFCS strip.
Conditions that force the LOC mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 30 s,
- change of ILS frequency for at least 30 s,
- loss of LOC signal for at least 10 s,
- complete loss of heading for at least 10 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
Conditions that inhibit the LOC mode armament:
- aircraft on the ground,
- airspeed below 35 kt.
The engagement of the GA mode disarms the LOC mode.
b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS,
regardless of VOR/ILS receiver selected, and tuned to the frequency of
the relevant beacon, the mode is engaged/disengaged by pressing the
NAV pushbutton on APMS if the capture conditions are satisfied. If
previously armed the mode automatically engages in the same
conditions:
- iLOCi label is displayed on the AFCS strip.
Conditions that force the LOC mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 10 s,
- change of ILS frequency for at least 10 s,
- loss of LOC signal for at least 10 s,
- complete loss of heading for at least 10 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the HDG, NAV, GA or HOV mode disengages the
LOC mode.
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2.3.1 General
- In three axes coupled mode (ALT or VS):
. VNE cannot be exceeded.
. In case of insufficient collective pitch to meet the vertical mode reference,
helicopter speed decreases and if the 60 kt threshold is crossed, IAS
mode will self-engage shifting the vertical mode to the collective axis.
. In case of engine failure with a vertical mode engaged, an automatic
reversion to 4 axis is done.
- When both IAS and a vertical mode are held, or in CR.HT (with or without
IAS engaged) the following priorities apply, if the required power is more
than the available power:
. the power is maintained at maximum according to the figure below,
AEO OEI
FLI FLI
TOP 30 s
MCP continuous
IAS(kt) IAS(kt)
25 40 30 40
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NOTE
ALT engagement with a high vertical speed will result in an overshoot,
and possibility in excessive deviation annunciation.
When the ALT mode is engaged, iALTi label is displayed on AFCS strip.
Action/events to engage the ALT mode:
- pressing on the ALT pushbutton on APMS,
- reversion from the ALT.A mode to the ALT mode when the final
reference becomes visible on the altitude scale or near the ground (if R/A
is available),
- reversion from the VS mode to the ALT mode near the ground (if R/A is
available),
- reversion from the G/S mode to the ALT mode near the ground (if R/A is
available).
Conditions that force the ALT mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- complete loss of barometric altitude for at least 10 s,
- complete loss of airspeed for at least 10 s if the collective axis is not
available.
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The conditions that force the VS mode disengagement are the same
conditions as for the ALT mode.
The engagement of the ALT, G/S, CRHT or GA mode disengages the VS
mode.
The engagement of the IAS or HOV modes shifts the VS mode to the
collective axis if it is available or replaces it, if not.
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2.3.5 Glide slope mode (G/S)
The GS mode acquires and holds the selected glide slope in order to make
an ILS approach to an airport. When approaching the ground based on
radio altimeter information, the AP automatically reverts to ALT to perform a
level flight below 100 ft, depending on terrain profile. It requires a VOR/LOC
receiver to be tuned to an ILS frequency and the navigation source set to
this receiver. Coupling can be done on ND HSI mode.
The mode presents two different phases:
- Armament occurs if the LOC mode is armed or engaged and the capture
conditions are not yet met. The formerly engaged mode (for example
ALT) remains active until G/S capture.
- Capture: the mode is allowed to capture if the deviation is valid and
lower than 2.2 dots (glide index at the bottom of the scale) for at least 1 s
and higher than 0.7 dot (glide index above the center) for at least 3 s,
then the capture itself takes place if the LOC mode is captured and if the
deviation is lower than 2.05 dots and higher than -0.3 dot (threshold
depending on the flight conditions).
a) Armament/disarmament
To arm or engage Glide interception:
- Select appropriate ILS frequency,
- Set the navigation source to "VOR/ILS#",
- Press "GS" push-button on APMS.
On ND display, once the selected VOR/ILS receptor is tuned to a LOC
frequency, the mode is armed by pressing the NAV pushbutton on
APMS if the capture conditions are not satisfied. iGSi label is displayed
on AFCS strip.
Conditions that force the G/S mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- loss of airspeed and ground speed for at least 30 s if LOC is armed
(10 s if LOC is engaged),
- loss of barometric altitude for at least 30 s if LOC is armed (10 s if
LOC is engaged),
- navigation source change for at least 30 s if LOC is armed (10 s if
LOC is engaged),
- change of ILS frequency for at least 30 s if LOC is armed (10 s if LOC
is engaged),
- loss of GS signal for at least 30 s if LOC is armed (10 s if LOC is
engaged),
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
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b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS,
regardless of the VOR/ILS receiver selected, and tuned to the frequency
of the relevant beacon, the mode is engaged by pressing the NAV
pushbutton on APMS if the capture conditions are satisfied. If previously
armed the mode also automatically engages in the same conditions. iGSi
label is displayed on AFCS strip.
Conditions that force the GS mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 10 s,
- change of ILS frequency for at least 10 s,
- loss of GS signal for at least 10 s,
- loss of airspeed and ground speed for at least 10 s,
- loss of barometric altitude for at least 10 s.
Conditions that inhibit the G/S mode engagement:
- aircraft on ground,
- anomaly detected by the monitoring of the data sent to the FDS, for
display to the pilot,
- airspeed below 35 kt,
- LOC mode not engaged,
- GA mode engaged.
The engagement of the ALT.A, VS, ALT, CRHT or GA mode disengages
the G/S mode.
The engagement of the IAS mode shifts the G/S mode to the collective
axis if it is available or replaces it, if not.
NOTE
Before GS mode engagement, it is possible to use the ALT.A mode
even if the GS mode is armed. The GS mode will have priority for
engagement.
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2.3.8 Capture and hold of radio height mode (CR.HT)
The CR.HT mode acquires and holds a pre-selected radio height.
Turning CR.HT rotary knob on APMS presets a reference height (step =
10 ft).
The reference height can be adjusted either by the rotary knob on APMS or
by the trim located on collective stick. It cannot exceed 2450 ft and is
downward limited to the highest decision height (DH).
When flying below a safety limit (the lowest value between 200 ft and
CR.HT 30 ft) the iFLY-UPi label replaces iCR.HTi in the collective axis
column and the collective pitch increases until the helicopter is back on the
reference CR.HT value.
The collective pitch may increase up to MTOP below 30 kt and up to MCP
above 45 kt.
Pressing the CR.HT rotary knob on APMS engages/disengages the CR.HT
mode.
Pushing CR.HT button on APMS results in automatic acquisition of the
lowest vertical speed (according to the following figure), then in holding of
reference height.
VS (ft/min) VS (ft/min)
+ 500 + 500
+ 350
+ 300
IAS(kt) + 50
Z (ft)
30 50 100 210
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NOTE 1
Both flags are always raised together.
NOTE 2
When a velocity is above 25 kt, the corresponding needle remains visible
and blocked at 25 kt.
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Authority
Longitudinal axis:
20 kt Forward
10 kt Aft
Lateral axis:
20 kt
Figure 7: Thumbwheels
Authority: 10 kt
on each axis
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COMPLEMENTARY FLIGHT MANUAL
SECTION 7.14
LANDING GEAR
1 GENERAL
The landing gear is used to land the helicopter, to steer it when taxiing on an airfield and
to stop it. In flight, the landing gear can be retracted. The helicopter can be towed by a
tractor.
2 DESCRIPTION
The landing gear includes:
- Two main landing gear units made up of a leg (a two-chamber oleo shock strut),
hydraulically controlled disc brakes and a wheel,
- A nose landing gear unit made up of a leg (single-chamber oleo shock strut) that
rotates through 360 , a shimmy damper, an automatic wheel centering system, a
nose wheel locking system controlled from the cockpit and twin wheels,
- A control switch,
- An electric landing gear retraction inhibiting circuit (helicopter on the ground),
- An emergency hydraulic system test system,
- Indicators (landing gear sequence of operation, "landing gear not locked down"
indicator).
The normal landing gear extension and retraction maneuvers are ensured by the
auxiliary hydraulic system. The emergency hydraulic power system ensures the landing
gear extension in an emergency.
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4 OPERATION
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SECTION 8
SERVICING
CONTENTS
8.1 HANDLING PAGES
1. TOWING ................................................................................................................ 1
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EC 155 B1
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EC 155 B1
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COMPLEMENTARY FLIGHT MANUAL
EC 155 B1
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EC 155 B1
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COMPLEMENTARY FLIGHT MANUAL
EC 155 B1
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COMPLEMENTARY FLIGHT MANUAL
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SECTION 9
OPERATIONAL INFORMATION
CONTENTS
PAGES
9.1 GUIDANCE FOR CARGO SLING OPERATIONS
PERSONNAL TRAINING - IMPERATIVE PRE-OPERATIONAL CHECKS ............ 1
AIRBORNE LOADS - FLIGHT PRECAUTIONS ..................................................... 2
CARGO RING SIZE RULE ..................................................................................... 3
9.27 MARMS
GENERAL ............................................................................................................... 1
LIMITATIONS - EMERGENCY PROCEDURES ..................................................... 3
NORMAL PROCEDURES ...................................................................................... 4
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PAGES
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SECTION 9.1
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3 AIRBORNE LOADS
Heavy loads, such as bags of cement or drums of kerosene, which are carried in a net,
present no particular problem.
Special precautions must be taken in the case of bulky loads, which have a tendency to
oscillate and even to "float" during transport on the sling.
Permeability to air can have a stabilizing effect on a bulky load: for example, a cable car
should be carried with both its doors open.
Never carry an airfoil alone: there is a great risk of the airfoil flying up into the tail rotor.
If several cables are used to sling the load, they must be long enough to form an angle
of less than 45 between cables at the point of suspension under the helicopter;
experience shows that oscillation of the load is thus less likely to occur.
On the other hand, if the load is slung on a single sling cable, it is preferable that a fairly
short cable be used as there is then less risk of the load swinging, and it is easier to
judge the height of the load during approach.
For the retrieval of crashed helicopters it is generally possible to use a lifting ring on the
rotor shaft.
Airplanes are carried using straps passing under the fuselage or under the wings. The
cables must be attached in such a way that the airplane is slightly nose down when the
helicopter is hovering.
4 FLIGHT PRECAUTIONS
After hooking on the load the ground mechanic is to check the position of sling cables
then move away. The pilot must then make sure that the mechanic has moved away
and has given the hand-signal for takeoff.
Power must be applied slowly enough to allow the helicopter to center itself above the
load.
A vertical takeoff must be made, avoiding dragging the load along the ground or striking
any obstacle.
If the load starts to swing, reduce speed.
Approach must be made head into the wind with gradual reduction in airspeed, and
transition into hover high enough above the ground to eliminate the risk of dragging the
load.
Set the load down, then reduce collective pitch sufficiently to slacken the cables before
opening the release unit hook; this also allows the pilot to ensure that the load is
deposited. If the cables are long enough, move sideways a little before opening the
hook, to prevent the sliding items from falling onto the freight.
Even after the mechanic has signaled that the load is released, move away as if it were
not; this is an advisable precaution against possible misinterpretation of signals.
CAUTION
NEVER FLY AWAY WITH AN EMPTY NET OR AN UNBALLASTED SLING.
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SECTION 9.20
1 GENERAL
The Honeywell RDR-2000 weather radar is a color radar system used primarily to
visually display weather information to aid the pilot in avoiding thunderstorms and
associated turbulences.
NOTE
For configuration with mission display:
- The weather picture is displayed in sector or heading up mode. The range
data from ARINC453 output is controlled by the ND pilot or copilot.
- The zoom level data from DMAP control panel is not available.
- To be available on the mission screen, the radar picture must be displayed
on at least one ND.
(*) If fitted
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3 WXA mode button Weather alert mode (Magenta areas flashing) selection.
5 GAIN control Adjusts the radar gain from 0 to -20 dB (MAP mode)
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3 OPERATION
Refer to the Pilot's guide for more detailed information.
CAUTION
DO NOT TURN THE RADAR ON WITHIN 25 ft OF GROUND PERSONNEL OR
CONTAINERS HOLDING FLAMMABLE OR EXPLOSIVE MATERIAL. THE RADAR
SHOULD NEVER BE OPERATED DURING REFUELING OPERATIONS.
WHENEVER THE RADAR MODE SELECTOR SWITCH IS IN ANY POSITION
EXCEPT OFF-STBY-TEST, RF ENERGY IS RADIATED FROM THE ANTENNA.
DO NOT ALLOW PERSONNEL WITHIN 25 ft OF THE ANTENNA WHILE IT IS
RADIATING. TESTS INVOLVING THE RADIATION OF RF ENERGY MUST NOT
BE MADE IN THE VICINITY OF REFUELING OPERATIONS. USE ONLY STBY
OR TEST POSITIONS IN SUCH CASES.
NOTE
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SECTION 9.20
1 GENERAL
The Telephonics 1600 radar is a multi-mode system.
It includes a digital color display indicator to display the information received and
provision for navigation data overlay.
The system provides three types of primary operating modes:
Search mode (SRCH) capable of displaying targets on land or at sea despite
unfavorable weather conditions.
Weather mode (Wx, WxA) can supply continuous weather displaying.
Beacon mode (BCN) is capable of interrogating and receiving coded replies from
one or more beacons.
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2 CONTROL UNIT
3 WxA mode button Weather alert mode (Magenta areas flashing) selection.
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BCN GAIN - Rotary function: adjusts the gain of the radar receiver in
7 Beacon mode.
CODE - Pushbutton function: sequentially selects Beacon codes.
3 OPERATION
Refer to the equipment manufacturers technical publications for more detailed
information.
CAUTION
DO NOT TURN THE RADAR ON WITHIN 25 ft OF GROUND PERSONNEL OR
CONTAINERS HOLDING FLAMMABLE OR EXPLOSIVE MATERIAL. THE
RADAR SHOULD NEVER BE OPERATED DURING REFUELING
OPERATIONS.
WHENEVER THE RADAR MODE SELECTOR SWITCH IS IN ANY POSITION
EXCEPT OFF-STBY-TEST, RF ENERGY IS RADIATED FROM THE
ANTENNA. DO NOT ALLOW PERSONNEL WITHIN 25 ft OF THE ANTENNA
WHILE IT IS RADIATING. TESTS INVOLVING THE RADIATION OF RF
ENERGY MUST NOT BE MADE IN THE VICINITY OF REFUELING
OPERATIONS. USE ONLY STBY OR TEST POSITIONS IN SUCH CASES.
NOTE
The weather RADAR is automatically forced to stand-by when radio-altimeter
height is below 80 ft.
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SECTION 9.26
SMITH 503 DISTRESS BEACON INSTALLATION
1 GENERAL
Designed for guiding offshore search and rescue operations, the emergency locator
transmitter transmits a signal on the international distress frequencies (121.5 MHZ and
406.025 MHz).
The beacon switches on as soon as it is ejected from the aircraft, after using the control
unit or automatically using different detectors (frangible or hydrostatic switches).
CAUTION
THE OPERATING TIME OF THE SMITH 503 EMERGENCY LOCATOR
TRANSMITTER IS REDUCED AT TEMPERATURES BELOW -20C.
IF THE TRANSMITTER IS DEPLOYED ON HARD GROUND, IT MAY BE
DAMAGED AND NOT OPERATE.
2 DESCRIPTION
The emergency locator transmitter system is composed of:
- A cockpit control panel and indicator.
- A configuration unit.
- A system interface unit.
- A beacon release unit.
- A water activated switch.
- A beacon.
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3 OPERATION
The beacon may be deployed upon ditching automatically or manually when decided by
the crew.
NOTE
Activation of deployable ELTs should be performed only shortly before ground
contact and not at high altitudes.
4 OPERATING PROCEDURE
Deploy switch (4) .............................................. A c t i v a t i o n o f b e a c o n d e p l o y .
Deployment of the beacon will
cause TX/TEST and BEACON
GONE annunciators to illuminate
together, with an audible tone.
Transmit switch (5) ........................................... Activation of Transmit. This initiates
beacon transmissions and causes
the TX/TEST annunciator to
illuminate together with an audible
tone.
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DATA TRANSFER
DATA TRANSFER
.......................................................... Check..............
TRANSFER DONE
NOTE
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TRANSFER RUN
NOTE
In case of TRANSFER FAIL
In scratch pad zone:
NO CARD ..................................................Insert card in DTU
FULL CARD ...............................................Card is full, insert new card in DTU
DATA TRANSFER
DATA TRANSFER
Usage data collected during flight can be validated either on board or later on ground
station.
To validate data immediately:
ENTER key provides management of option type (Y/N)
key acknowledges value displayed and switches to next item
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LANDING 1 Y
LANDING 1 Y
LANDING 1 N
Process as before
until last page
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Normal
and remains off functioning
L3COM Refer to
If and/or remains illuminated maintenance
manual
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4.6.2 Operation
Join selected aircraft configuration
From main menu:
Press twice .............. ROTOR TUNING access to rotor tuning menu
MAIN.R-HOVER
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SECTION 9.28
PRO LINE 21 CNS
SMD45 Copilot SMD45 Pilot
PFD no.1 PFD no.2
ND no.1 ND no.2
28V ESS2
28V SB2
28V PB2
28V SB1
28V SB1
28V DB
CTL 4000 CTL 4000 X-TALK CTL 4000
Dual COM/NAV Dual COM/NAV FMS CTL4000
ADF XPDR
functions (optional) functions (optional)
functions copilot pilot functions
28V ESS2
28V PB2
28V PB2
28V PB2
28V SB1
28V DB
VHF VHF
VOR/ILS/MB/ADF no.1 DME VOR/ILS/MB no.2 XPDR
no.1 no.2
NAV-4000 DME-4000 NAV-4500 TDR-94D
VHF-4000 VHF-4000
XPDR
ADF VHF no.1 DME VHF no.2
Antennas
antenna antenna antenna antenna
ICS
Couplers
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NOTE 1
HF transmission on a sub-harmonic of VHF 1 or VHF 2 active frequency
may generate interferences.
NOTE 2
Transmission on HF may interfere with the VOR receiver (particularly on the
sub-harmonics frequencies of VOR-ILS) leading to possible temporary loss
of VOR-ILS indications. It is therefore advised to avoid transmitting on HF
during instrument departure, arrival or approach based on VOR or on ILS.
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SECTION 9.29
1 GENERAL
The intercommunication system enables:
- Use of the radio communication systems,
- Use of the radio navigation systems,
- Telephone communication between the crew members and passengers,
- Priority calls, which are received on all the system units, irrespective of the selector
switch settings,
- Audio alarms to be transmitted to the headsets.
2 DESCRIPTION
The system includes:
- An Audio Management Unit (AMU),
- A Passenger Intercom Amplifier,
- Two Electronic Relay Units (ERU) to manage back-up and emergency modes for
cabin passengers (if fitted),
- Two Audio Control Panels (ACP) are installed in the cockpit (pilot and copilot) and
one or two Audio Control Panels (ACP) (if fitted) are installed in the cabin.
Each ACP enables operation of:
- the radio communication transmitter-receivers,
- the radio navigation receivers,
- the non-adjustable audio channels,
- the intercommunication system with call provision.
- Push-to-talk controls:
- a two-position push-to-talk switch on each cyclic stick enables:
in first position: ICS communication.
in second position: radio transmission.
- a push-to-talk switch is also located on the ACPs.
- An external connector, to be used by a ground mechanic.
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Figure 1
NOTE
Labels ITEM 1 and 7 given for example
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Two functions:
ISO CALL
8 - Isolation/activation switch on the crews ACP.
pushbutton
- Call switch on the passenger's ACP.
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SECTION 9.30
1 GENERAL
1.1 KANNAD AP INTEGRA
The KANNAD AP INTEGRA emergency locator transmits radio beacon signals
simultaneously on the international distress frequencies 121.5 MHz and 406.025
MHz to aid search and rescue operations.
It can be activated manually or automatically in case of a crash.
The INTEGRA ELT has a built-in GPS and is able to transmit the position of the
aircraft.
As an option, the ELT can be connected to the FMS/GPS. In this case the priority is
given to the data from the built-in GPS (if valid position is acquired) to transmit the
position of the aircraft.
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2 DESCRIPTION
The both ELT consist essentially of the following:
a transmitter located in the cargo hold RH side,
an omni-directional antenna mounted on top of the cargo hold LH side,
a remote control panel located on the instrument panel.
3 OPERATION
3.1 PRE-FLIGHT CHECKS
On the transmitter: check that ARM/OFF/ON switch is set to ARM.
In the cockpit: check that the remote control switch is set to ARMED.
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NOTE
Test procedure is to be conducted once per month
NOTE
It is strictly prohibited to test the ELT by transmitting.
4 OPERATING PROCEDURE
4.1 AUTOMATIC OPERATION
The transmitter is activated automatically in the event of an impact assuming the
switches are set to ARMED.
NOTE
The RESET & TEST position stops the locator transmission and resets the
impact detector.
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SECTION 9.31
1 GENERAL
This system provides radio communication, transponder control and radio navigation
(See SUP.62 for navigation functions).
2 DESCRIPTION
The Garmin GTN 750H is a panel-mounted Global Navigation System with a 6.9 in
diagonal LCD touchscreen display providing the following functions:
- Global Navigation Satellite System (GNSS),
- VHF/AM radio-communication,
- VOR radio-navigation,
- Localizer and Glideslope Instrument Landing Systems,
- Remote transponder control.
The GTN750H incorporates an internal base map database, which includes basic
ground-based references such as roads + water.
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2.1 ARCHITECTURE
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3 SYSTEM
3.1 COMMUNICATION
3.1.1 VHF
NOTE
Volume should be set to 90% on the GTN, to maximum on
Volume / Squelch headsets (if applicable), and then radio volume managed
1 Emergency through the DACS.
Frequency
- Squelch: To override the automatic squelch, press the
knob momentarily.
- Emergency Frequency selection: Press and hold for
approximately 2 sec to select 121.5 as the active
frequency.
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VHF2 Emergency Pushbutton functions
The pushbutton is located on the pedestal between the two GTN 750H and
-
Short press
-
Long press
Then:
Emergency mode Emergency mode
(no change)
Short press
Or:
Emergency mode Normal mode
(return to initial
Normal mode
frequencies,
Long press but inversed)
NOTE
When in Emergency Radio mode, the "Less than 2 sec
press" function is inhibited. A more than 2 sec press is
necessary to exit to emergency mode.
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Overhead Panel
NOTE 1
The Transponder passes automatically to ALT mode above 30 kt ground speed.
NOTE 2
Even if ALT mode is selected / displayed, the transponder will not transmit
information until the RadAlt is > 25 ft and the wheels are off ground.
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Squawk Code
4 Code can be changed using the touch keypad.
Window
Enable ES
8 Touch to toggle extended squitter (ADSB-Out).
(if installed)
NOTE 1
In case of dual GTN 750H failure, the transponder continues to operate.
NOTE 2
The transponder function may be impacted by a lighting strike.
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3.3 RADIO NAVIGATION
3.3.1 VOR / ILS
NOTE
1 Volume / IDent Volume should be set to 90% on the GTN, to maximum on
headsets (if applicable), and then radio volume managed
through the DACS.
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3.3.2 DME
The DME 4000 is integrated with the GTN750, with DME information displayed on
the IND-5000 indicator on the instrument panel (figure 1) and on the MFDs
associated with the respective VOR/ILS data.
1 DIST Distance.
The DME channel selector (figure 2) is used to turn on/off the IND-5000 and
display either channel 1 or channel 2 information on the indicator.
The HOLD function is activated with dedicated HOLD pushbuttons for each DME
channel located on the center pedestal (figure 3).
Figure 3
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3.3.4 ADF-4000
NOTE
Pressing the left and right pushbuttons at the same time for more than 2 sec will
display the Radio Parameter Page (RADIO PARM) used for radio parameter
modification. Right button, to select and modify parameters.
The page times out to return to the normal display.
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SECTION 9.32
DMAP EURONAV
THE PILOTS GUIDE PUBLISHED BY THE MANUFACTURER MUST BE USED FOR
THE COMPLETE OPERATING INSTRUCTIONS.
1 GENERAL
The EURONAV is a digital map integrating miscellaneous data and overlays.
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2 DESCRIPTION
2.1 DMAP SWITCH
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3 OPERATIONAL INFORMATION
The DMAP is to be used only for situational awareness and complementary information.
CAUTION
NOT TO BE USED AS PRIMARY DISPLAY FOR NAVIGATION OR
WEATHER RADAR
NOTE
- RDR-2000: Weather radar display available only for range from 10 to 240 Nm.
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RCA
SECTION 9.33
SECOND SEARCH LIGHT
1 GENERAL
An additional search light, controllable in elevation and azimuth, can be mounted in the
nose area, on the LH side of the lower fairing symmetrically to the basic landing light.
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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SECTION 9.33
1 GENERAL
An additional search light, controllable in elevation and azimuth, can be mounted in the
nose area, on the LH side of the lower fairing symmetrically to the basic landing light.
3 OPERATION
A selector switch on the overhead panel is used by the pilot to select the light he wants
(RH and LH search light). The copilot can control the light not selected by the pilot.
Each light is turned on by setting the switch on the pilot's and copilot's collective pitch
lever to ON.
The four-way pushbutton on the collective pitch lever controls the elevation and
azimuth for the light.
The green LAND LT indicator light on the CAD indicates that the landing light switch is
ON.
To retract the light, pulse the switch on the collective pitch lever with the switch set to
RTRCT.
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SECTION 9.37
COCKPIT CAMERA VISION 1000
1 GENERAL
The VISION 1000 installation is a cockpit imaging device.
The camera can be used to replay flights.
The cockpit camera operates automatically as soon as the helicopter is powered on.
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2 DESCRIPTION
The installation is composed of:
- A camera located on the cabin ceiling,
- A GPS antenna located in the instrument panel.
Item Description
1 GPS connection linked to the GPS antenna
2 Camera
3 Access door for SD card
4 SD memory card
5 Status indicator LED
6 Power port (28 VDC)
Ethernet port (for external communications with a
7
ground station)
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3 OPERATIONS
The cockpit camera does not require any flight crew attention during aircraft operation.
For correct operation, an SD memory card must be inserted in the camera.
The end of the recording is automatically done as soon as the helicopter is
powered OFF.
NOTE
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DATE
APPENDIX PAGES (1) (2) (3)
CODE
APP.9.1.P1 1 12-08
APP.9.1 1 to 28 12-08
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APPENDIX 9.1
PROCEDURE GUIDE FOR OFFSHORE OR SIMILAR
ELEVATED HELIDECK - PC2 DLE
1 GENERAL
This section provides additional procedure and performance: PC2 DLE (PC2 Defined
Limited Exposure) in order to operate over OFFSHORE or similar elevated helideck
environment.
It is the operator duty to check that there is no objection from their National Aviation
Authority of using PC2DLE procedures
The principle of PC2 DLE is to determine the optimized take-off and landing weight for
the mission taking into account the best safety compromise between:
- Either calculation of the take-off and landing weight versus the wished (defined) Total
Theoretical Exposure Time (TTET) and Hp, OAT, available drop down, factorized
headwind.
- Or calculation of the defined TTET versus the wished take-off and landing weight and
Hp, OAT, available drop down, factorized headwind.
Observations:
The Total Theoretical Exposure Time (TTET) is calculated with factored Headwind (see
definition) for a total and sudden engine failure and with the remaining engine without
power margin.
In many case the real exposure time should be lower due to positive effect of actual
headwind, engine failure profile and available engine power margins.
Performances dealing with the PC2 DLE operation given in this section are based on
the following standard takeoff and landing procedures.
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1.1 DEFINITIONS
ITEM DEFINITION
CAT. A
CAT.A performance: climb at VTOSS, OEI 2 min from 35 ft to 200 ft.
1st segment
CAT. A CAT.A performance: climb at Vy, OEI CONTINUOUS from 200 ft to
2d segment 1000 ft.
Committal Point. The committal point is defined as the point in the
approach at which the pilot flying decides that, in the event of an engine
CP
failure being recognised, the safest option is to continue to the deck.
CP < 40 ft.
Defined Point After Takeoff. The point within the takeoff and initial
DPATO climbing phase before which the helicopters ability to continue the flight
safely with OEI is not assured and a forced landing may be required.
Defined Point Before Landing (VLSS and -200 ft/min < R/D < 0 ft/min).
The point within the approach and landing phase after which the
DPBL
helicopters ability to continue the flight safely with OEI is not assured
and a forced landing may be required.
Drop down Height loss below the elevated helideck surface.
The actual period during which the OEI performance of the helicopter in
Exposure
still air does not guarantee a safe forced landing or the safe
time
continuation of the flight.
Factored
Headwind after factoring.
wind
PC2 DLE Performance Class 2 Defined Limited Exposure.
RP Rotation Point. The rotation point is defined as the point at which a
cyclic input is made to initiate a nose-down attitude change during the
takeoff flight path when reaching a height of 15 ft with the rotor at the
edge of the elevated helideck.
TTET Total Theoretical Exposure Time.
V1 Decision speed: V1 = VTOSS - 10 kt
VLSS Minimum groundspeed 40 ft above the helideck at which the drop down
is possible.
VTOSS Takeoff Safety Speed is determined for:
Tempered condition ISA - 10 OAT ISA + 10: VTOSS is 50 kt IAS.
Hot condition ISA + 10 < OAT ISA + 30: VTOSS is 55 kt IAS.
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NOTE
For ISA - 10 OAT ISA + 10 (A - tempered conditions) or ISA + 10 < OAT ISA +
30 (B - hot conditions) use the appropriate set of graph.
B
A
3 TAKEOFF PROCEDURES
3.1 NORMAL TWIN-ENGINE TAKE-OFF FROM ELEVATED HELIDECK
kt
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RP
15 ft
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3ft
At V1:
3. Pitch attitude...................................................Nose-on the horizon
4. Collective pitch ...............................................Adjust to maintain NR > 330 rpm
Once the trajectory is established:
5. OEI 2 min .......................................................Select
6. Collective pitch ...............................................Adjust to maintain NR > 330 rpm
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At 200 ft
7. In level flight, IAS................................... Vy.
8. At Vy, landing gear ................................ Retract.
When the OEI 2 min indication flashes:
9. OEI continuous ...................................... Select.
10. Collective pitch ...................................... Adjust to maintain.
NR > 330 rpm.
When the climb is established:
11. RPM switch ........................................... NORM RPM H
12. NR 330 rpm ........................................ Maintain.
13. Parking brake ........................................ Released
At 1000 ft:
14. Affected engine ENG #.......................... OFF.
15. Affected engine booster pumps ............. OFF.
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3ft
- The upper chart (refer to example figure 5) gives the maximum weight which at least
guarantees to respect the CATEGORY A 1st and 2d segments climbing performance
and the twin-engine hover performance OGE depending on Hp and ISA (or ISA +20).
- The lower chart (refer to example figure 5) gives the Total Theoretical Exposure Time
(wind 0 kt, SL, ISA or ISA + 20) depending on the takeoff weight and the available
drop down (helideck height minus wished margin).
- The correction table (for each OAT range) gives the corrections to be applied to the
Total Theoretical Exposure Time given by the second chart (wind 0 kt, SL, ISA (or
ISA + 20)) due to the factored wind, actual Hp and ISA conditions.
NOTE
2) TTET is calculated with factored wind and with the remaining engine without
power margin.
In many cases the real exposure time should be lower due to positive effect of
actual headwind, engine failure profile and available engine power margins.
With the wind correction the effect on the real exposure time could be
estimated - see example 1
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Observation: Due to the wind factorisation, the real exposure time should be lower.
With a headwind 10 kt (respectively 20 kt, ...) greater than the factored
wind, the exposure time is reduced by 1.5 s (respectively 3.0 s, ...).
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Observation: Due to the wind factorisation, the real exposure time should be lower.
With a headwind 10 kt (respectively 20 kt, ...) greater than the factored
wind, the exposure time is reduced by 1.5 s (respectively 3.0 s, ...).
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5 TAKEOFF PERFORMANCE
5.1 SL/ISA
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5.2 SL/ISA + 20
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6 LANDING PROCEDURES
6.1 NORMAL TWIN ENGINE LANDING ON ELEVATED HELIDECK
CAUTION
THE PILOT MUST HAVE THE HELIDECK ON HIS SIDE OF THE HELICOPTER.
NOTE
VLSS is the minimum ground speed, 40 ft above the deck at which drop down is
possible.
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CAUTION
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- 5
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Attitude
Change - 20
Figure 11: Landing with an engine failure after DPBL and before CP
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For each OAT Range (Temperate conditions ISA - 10 OAT ISA + 10 (refer to figure
14) and Hot conditions ISA + 10 < OAT ISA + 30 (refer to figure 15)), the Landing
performance is presented through two charts and correction table to take account of
wind, Hp and OAT.
- The upper chart (refer to example figure 13) gives the maximum weight which at least
guarantees to respect the CATEGORY A 1st and 2d segments climbing performance
and the twin-engine hover performance OGE depending on Hp and ISA (or ISA +20).
- The lower chart (refer to example figure 13) gives the Total Theoretical Exposure
Time and the VLSS (wind 0 kt, SL, ISA or ISA + 20) depending on the landing
weight and the available drop down (helideck height minus wished margin).
- The correction table (for each OAT range) gives the corrections to be applied to the
Total Theoretical Exposure Time given by the second chart (wind 0 kt, SL, ISA (or
ISA + 20)) due to the factored wind, actual Hp and ISA conditions.
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Figure 12
In many cases the real exposure time should be lower due to positive effect of
actual headwind, engine failure profile and available engine power margins.
With the wind correction the effect on the real exposure time could be estimated
- see example 1
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8 LANDING PERFORMANCE
8.1 SL/ISA
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8.1 SL/ISA
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SECTION 10
ADDITIONAL PERFORMANCE
CONTENTS
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SECTION 10.3
LEVEL FLIGHT PERFORMANCE
2 LIST OF FIGURES
2.1 PERFORMANCE CHARTS WITH AIR INTAKE SCREENS
Figure 1: Hp=0 ft OAT= -5C (ISA -20)
Figure 2: Hp=0 ft OAT= 15C (ISA)
Figure 3: Hp=0 ft OAT= 35C (ISA +20)
Figure 4: Hp=0 ft OAT= 50C (ISA +35)
Figure 5: Hp=5000 ft OAT= -15C (ISA -20)
Figure 6: Hp=5000 ft OAT= 5C (ISA)
Figure 7: Hp=5000 ft OAT= 25C (ISA+20)
Figure 8: Hp=5000 ft OAT= 40C (ISA+35)
Figure 9: Hp=10000 ft OAT= -25C (ISA -20)
Figure 10: Hp=10000 ft OAT= -5C (ISA)
Figure 11: HP=10000 ft OAT= 15C (ISA +20)
Figure 12: Hp=10000 ft OAT= 30C (ISA +35)
Figure 13: Hp=15000 ft OAT= -35C (ISA 20)
Figure 14: Hp=15000 ft OAT= -15C (ISA)
Figure 15: Hp=15000 ft OAT= 5C (ISA +20)
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COMPLEMENTARY
FLIGHT MANUAL
EC 155 B1
IMPORTANT NOTE
The practical value of this manual depends entirely upon its being up-dated correctly
by the operator.
The effectivity of the manual at the latest revision is specified on the List of Effective
Pages.
EC 155 B1
0.0.P1
14-04 Page 1
REVISION TO AIRCRAFT PUBLICATION : EC 155 B1
PUBLICATION CONCERNED: FLIGHT MANUAL COMPLEMENTARY PART
Volume 2 REVISION No. 15 DATE-CODE: 16-12 CERTIFICATION: /
UPDATE GUIDE
PAGES TO BE DELETED PAGES TO BE INSERTED
SECTION PAGES DATE-CODE SECTION PAGES DATE-CODE
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UPDATE GUIDE
16-24 Page 1/2
MAIN POINTS OF THE REVISION SECTIONS PAGES
FLIGHT MANUAL Complementary part, Normal Revision No.15 date code 16-12
- List of effective pages and log of Normal Revisions are updated, 0.0.P5 1 to 6
- The "List of modifications mentioned in the flight manual" is 0.0 2
updated,
- Section 9.37 "Camera VISION 1000" added, 9.0.P6 2
- Creation of section "Camera VISION 1000". 9.37 1 to 3
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COMPOSITION
OF CONDITIONAL REVISIONS (RC)
This Manual assigned to the helicopter mentioned on the title page, contains the following
pink pages except those cancelled when the conditions are complied with.
CAUTION
IF A NORMAL REVISION (RN) MODIFIES THE PAGE NUMBER FOR ANY
INFORMATION CONCERNED BELOW, THE READER WILL HAVE TO CHANGE
THE NUMBER OF THE PINK PAGE BY HAND, SO THAT THE INFORMATION
REMAINS IN ACCORDANCE WITH THE PARAGRAPH CONCERNED.
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Revised 0.0.P5, 0.0 p.2, 6.2 p.11, 7.3 p.27, 7.13 p.13, 8.3 p.29, 9.20 p.1 & 2, 9.26 p.2,
information 9.32 p.2
Deleted
None.
information
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Revised
0.0.P5 pages 1 to 6, 9.26 page 2.
information
Deleted
None.
information
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COMPLEMENTARY FLIGHT MANUAL
Revised
0.0.P5 pages 1 to 6, 0.0 page 2; 9.0.P6 pages 2, 9.37 pages 1 to 3
information
Deleted
None.
information
EC 155 B1
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COMPLEMENTARY FLIGHT MANUAL
This list includes all modifications that are or have been referenced to in the Flight Manual,
except TU modifications.
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COMPLEMENTARY FLIGHT MANUAL
This list includes all modifications that are or have been referenced to in the Flight Manual,
except TU modifications.
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COMPLEMENTARY FLIGHT MANUAL
SECTION 6
WEIGHT AND BALANCE
CONTENTS
6.1 GENERAL - DEFINITIONS PAGES
1. WEIGHTS - CONVENTIONAL TERMS ................................................................. 1
2. CENTRE-OF-GRAVITY - CONVENTIONAL TERMS ............................................ 2
3. WEIGHING ............................................................................................................ 3
4. CALCULATING LONGITUDINAL C.G. LOCATION ............................................... 6
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SECTION 6.1
GENERAL - DEFINITIONS
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3 WEIGHING
Weighing is the only reliable way of obtaining:
Equipped empty weight (EEW)
Aircraft centre of gravity (CG) location.
The aircraft must be weighed:
On leaving the works
Following any major modification.
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Sum of moments
= C.G. location
Sum of weights
Determine the equipped empty weight.
Referring to the tables of SECTION 6.2, note then totalize the weights and
moments.
Check that the total weight is lower than the maximum permissible takeoff weight.
Determine the C.G. location and check that is falls within permissible limits.
17475.5
i.e. a CG location of = 3.90
4478
within the permissible limits. (Refer to SECTION 2.2).
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METRIC SYSTEM
WEIGHT MOMENT (m.kg)
(kg) D1 D2 D3 D4 D5 D6 D7
70 192 250 301 178 234 243 300
80 219 285 344 203 268 278 343
90 247 320 387 229 302 312 386
100 274 356 430 254 335 347 429
120 329 427 516 305 402 416 515
140 384 498 602 356 486 601
160 438 570 688 406 555 686
180 493 641 774 457 625 772
200 548 712 860 508 694 858
220 603 783 946 559 763 944
240 658 854 1032 610 833 1030
260 712 926 1118 660 902 1115
280 767 997 1204 711 972 1201
300 822 1068 1290 762 1041 1287
320 877 1139 1376 813 1110 1373
340 932 1210 1462 864 1180 1459
360 986 1282 1548 914 1249 1544
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(kg) B1 B2 B3 (lb) B1 B2 B3
50 120 192 276 100 9450 15120 21780
100 240 384 553 200 18900 30240 43560
150 360 576 829 300 28350 45360 65340
200 480 768 1106 400 37800 60480 87120
250 600 960 1382 500 47250 75600 108900
300 720 1152 1659 600 56700 90720 130680
350 840 1344 700 66150 105840
400 960 1536 800 75600 120960
450 1080 1728 900 85050 136080
500 1200 1920 1000 94500 151200
550 1320 2112 1100 103950 166320
600 1440 2304 1200 113400 181440
1323 125023 200038
Max. weight per sq.ft: refer to SECTION 2.7.
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WEIGHT MOMENT
EQUIPMENT (kg) (lb) (m.kg) (in.lb)
HOIST COMPLETE WITH ARM 63 138.9 206.5 17932
- Hoist equiped 49 108
- Boom, strut, belt fairing 14 30.9
SX 16 WITH IR FILTER 41.9 92.4 104.4 9058
- Support and attachments 2.4 5.3
- SX 16 39.5 87.1
FLIR WESCAM 16DS-W 45.5 100.3 116.85 10140.5
- Support and attachment 5.5 12.1
- FLIR 40 88.2
SLING 19.85 43.8 80.8 7018.5
REAR-VIEW MIRROR 4.4 9.7 0.044 3.9
LOUD SPEAKER NAT 4.8 10.58 21 1827.2
FLIR FSI ULTRA 7000
- Console 55.3 121.91 168.67 14637.7
- Operator's seat 30.5 67.24 105.23 9133.2
- Turret with support 20.3 44.75 48.72 4228.4
- Video antenna 7.9 17.42 36.58 3175.3
LOUDSPEAKER 450 W (2x2) 10.9 24.03 45.5 3945
DRIP TUB 15 33.07 54.75 4752.2
FAST ROPING ARM ASSEMBLY (two arms) 39.2 86.42 164.6 14289.5
POLICE ANTENNEA 8 17.64 28.2 2444.6
TWO SINGLE-SEAT (back to back) 37.2 82.01 128.5 11151.7
2 TWO SEAT BENCH (Aft) 32.6 71.87 82.8 7187
2 TWO SEAT BENCH (Forward) 31.4 69.22 135 11718.3
1 LIFE RAFT 34 74.9 133.3 11534.6
SKI INSTALLATION 62 136.69 222.4 19303.4
EMERGENCY FLOATATION GEAR
- With standard cylinder 59.26 130.64 229.6 19922.6
- With carbon cylinder 54.06 119.18 212.8 18460.9
- Neutralization kit 5.14 11.33 22.4 1944.2
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WEIGHT MOMENT
EQUIPMENT (kg) (lb) (m.kg) (in.lb)
VIP INSTALLATION
6 FISHER VIP SEATS
365 V82 0022
- Forward seats 47 103.6 137.71 11950.3
- Rear seats 46 101.4 189.98 16487.6
8 BALLAST
A removing ballast fitted inside the tail allows to adjust the center of gravity of the
helicopter of the current mission.
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SECTION 7
DESCRIPTION AND SYSTEMS
CONTENTS
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2.2 CONTROLS
2.2.1 Instrument control panel
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RADIO-HEIGHT ZERO
Accordingly with the radio-height, the brown zone gives information of the actual
ground position on the baro altimeter.
BARO SETTING
The baro setting correction is displayed between 750 and 1050 hPa with an
increment of 1 hPa. The unit (hPa) blinks during evolution of the baro setting. If
the pilot requires a standard setting (1013.25 hPa) by pushing the STD control
on the ICP, the message "STD" is displayed in place of the digital value.
DH FLAG/UPPER LIMIT (optional) FLAG
DH flag: this symbol associated to an audio alarm warns the pilot when the
radio-height is smaller than the decision height. If decision height is reset to
zero, the DH flag is suppressed (in order to avoid the alarm on ground, before
the taking off). It blinks ten seconds and then remains steadily. It disappears as
soon as the radio-height is above the decision height value.
UL flag (optional): this symbol associated to an audio alarm warns the pilot
when the radio-height is higher than the upper limit. It blinks ten seconds and
then remains steadily. It disappears as soon as the radio-height is lower than
the upper limit value.
RADIO-HEIGHT
A digital copy of radio-height (the main data is displayed on the ND) is displayed
on the PFD with the following rules:
- Radio-height < 500 ft ------> Information always displayed
- Radio-height > 500 ft:
- Radio-height < decision height + 500 ft ------> information displayed
- Radio-height > decision height + 500 ft ------> information not displayed
And with the following increment:
- 1 ft by 1ft for radio-height < 30 ft
- 5 ft by 5 ft for radio-height < 300 ft
- 25 ft by 25 ft for radio-height > 300 ft
AIRSPEED
The airspeed is displayed between 20 and 300 kt with a graduation every 5 kt.
A digital value is associated to the graduation every 20 kt. If the airspeed is
lower than 20 kt, nor precise graduation neither digital value are given.
VNE LIMIT
Both VNE with and without power are computed and displayed at the same
time.
AIRSPEED TREND
This indicator gives the airspeed foreseen to be reached after 5 seconds if the
acceleration remains constant.
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3.4 CAD
NOTE
In the event of failure of both VEMD screen,
the N1 page replace the FUEL page.
The quantity of fuel available in a fuel tank group is displayed in two forms:
. A blue band the height of which is proportional to the quantity of fuel present in the
fuel tank. The right group indicator is longer than the left one because it holds more
fuel.
. A figure which indicates the percentage of fuel in the group (percentage of 1000 kg).
The endurance is calculated from the fuel flow rate and the remaining fuel quantity
available. This time is displayed in hour(s) and minute(s).
The horizontal band graph is shown when the additional 180-liter fuel tank is installed.
The arrows flash when the solenoid valve is energized.
The "FUEL" message, comes into view when any of the following sensors in the engine
compartment trips:
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SECTION 7.4
POWER PLANT
1 DESCRIPTION
The helicopter is fitted with two TURBOMECA ARRIEL 2C2 free turbines, places side
by side, aft of the MGB.
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CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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RCA
5 ENGINE FUEL SYSTEM
FUEL SYSTEM
(See section 7.5)
Figure 11: Engine fuel system
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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2 CONTROLS AND INDICATORS
2.1 FUEL MANAGEMENT PANEL
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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NOTE
In the event of a CAD display failure:
The quantities of fuel remaining in the fuel tanks are displayed on the VEMD.
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RCA
3 FUEL SYSTEM
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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3 FUEL SYSTEM
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SECTION 7.7
FLIGHT CONTROLS
1 GENERAL
The flight controls comprise:
- Two cyclic pitch control sticks controlling the inclination of the swash plates.
- Two collective pitch levers controlling the vertical displacement of the swash plates.
- Two pairs of pedals controlling the angle of attack of the fenestron blades. The
pedals also feature assisted differential brakes acting on the main landing gear
wheels.
- The pedal assembly is adjustable to the pilot's size.
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RCA
3 CONTROLS ON COLLECTIVE PITCH LEVER GRIP
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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3.3 INDICATORS
The red alarm appears on the Caution advisory panel.
- The red "BAT TEMP" light comes on when the battery temperature reaches 71 C
2.8 C.
The failure messages are shown on the CAD:
- BAT" message:
This message appears in the center column when the battery is not charging.
- "ESS BUS" message:
This message appears in the center column when at least one of the two essential
bus bars is not powered.
- "GEN" message:
This message appears in the right or left column when the corresponding
generator has not cut into the power system.
- "BUS TIE" message:
This message appears in the center column when the left and/or the right power
systems is/are no longer coupled to the "BUS TIE".
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SECTION 7.12
LIGHTING
1 EXTERNAL LIGHTS
The external lighting systems provide power to:
Position Lights
- The green light is on the right side of the helicopter.
- The red light is on the left side of the helicopter.
- The white light is in the center of the tail cone.
The POS LTS switch on the overhead panel controls these lights.
Anti-collision and Strobe lights
- The anti-collision light is installed on the tip of the fin (on the tip fairing).
- The strobe light (if fitted) is installed under the bottom structure.
Both are controlled with the "ANTI COL" selector on the overhead panel.
"ANTI COL" Conventional LED anti-collision
Strobe light
selector position anti-collision light light
OFF Off Off Off
WHT Flashing white Flashing red/white Flashing white
RED Flashing red Flashing red Off
Landing Lights
- A retractable, swiveling landing light.
- A second optional retractable, swiveling landing light.
The two landing lights are mounted at the front on the lower left and right fairings
under the cockpit floor.
The landing lights controls consist of:
- A SRCH LTS selector on overhead panel
- A three-position switch and a four-position switch, located on the pilot's and
copilot's collective lever grips.
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2 INTERNAL LIGHTS
2.1 INSTRUMENT AND ZONE LIGHTING
All the instruments and control panels, including the circuit-breaker panels, are
lighted.
The following controls are located on then overhead panel:
A master lighting switch "LIGHTING",
Four potentiometers to adjust the lighting brightness of:
- The copilot's instrument panel by the "PNL.CPLT" potentiometer,
- The overhead panel and the console by two concentric potentiometers
"O.HEAD" and "CONSOLE" respectively,
- The pilot's instrument panel by the "PNL.PLT" potentiometer.
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NOTE
The sliding door emergency exit lighting is autonomous and can be
activated only by immersion detection.
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SECTION 7.13 - A
AUTOPILOT (Soft N8-37)
1 GENERAL
The autopilot is designed to provide attitude hold, turn co-ordination and upper modes.
It allows the pilot full fly-through capability.
Several functions of the autopilot are subject to the version of software which is
installed. The main differences are listed in the following table:
FUNCTIONS Before MOD 22B55 After MOD 22B55
OAT envelope Above 15C Above 40C
Improvement of yaw Trim
check during AP test ( Not available Available
blinking)
Above 80 ft (Radio height)
Power management in automatic reduction of
Not available
basic stabilization power when authorized
limit is exceeded
Available on ground by
pressing the upper mode
Stick re-centering function Not available
disengagement button on
cyclic stick more than 1s
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1.3 COMMANDS
Figure 2: APMS
AP engaged
A.TRIM push-buttons Engage and disengage the yaw and cyclic auto-
trim functions.
OFF Auto-trim disengaged
Auto-trim engaged
C mode captured
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C mode captured.
BC push-button Disabled.
C mode captured.
C VS captured
IAS engaged
ALT engaged
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SAS push-button. Allows the engagement of the back-up SAS when AP is off
CYCLIC BEEP TRIM With no upper mode engaged:
- attitude reference change on pitch or roll axis
With upper modes engaged:
- Up: increase IAS / Down: decrease IAS.
- Heading left / Heading right.
CYCLIC TRIM RELEASE Allows the temporarily declutching of the trim actuators
from the cyclic axes.
UPPER MODE-OFF Allows the rapid disengagement of all engaged upper
modes.
SAS/AFCS fast cut-off Disengages either AFCS or back-up SAS.
COLLECTIVE BEEP TRIM Control the collective beep trim.
With vertical upper mode engaged: Forward down,
Backward up
GO-AROUND Engages and disengages the Go-Around mode.
COLLECTIVE RELEASE Controls the collective trim release.
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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CYCLIC
TRIM FEEL
COLLECTIVE
TRIM FEEL
AP RESET
SAS RESET
1.4 ANNUNCIATION
1.4.1 Upper Modes
On PFD Mode On control box
IAS ALT HDG VS
XXX + on relevant scale CR.HT
or
VS + on VS scale ALT.A
ALT A
GA GA + GA
on
then relevant Then after 10s
scale
VS IAS + VS and IAS
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NOTE
On PFD, upper modes are displayed in the column corresponding
to the controlled axis:
Left side = Collective
Middle = Roll/Yaw
Right side = Pitch
Colors Definition
Immediate pilot attention or manual recovery
RED required.
Blinking: AP mode not able to perform its
intended function and about to disengage,
AMBER Blinking amber-green: pilot override action
detected.
Upper modes engaged or captured, not
GREEN requiring pilot attention.
Blinking: AP mode about to automatically
CYAN disarm,
Steady: armed AP mode.
Excessive deviation.
NOTE
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2 OPERATING MODES
2.1 BASIC STABILIZATION
By default, the AP performs an attitude hold on pitch and roll axes and either heading
hold or turn coordination on yaw axis.
The natural cross coupling existing between the helicopter axes is automatically
corrected. When the AP is disengaged:
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2.1.3 SAS
In case of AP failure, pilot engages the SAS mode (cyclic SAS pushbutton)
iSASi. It provides augmentation stability on roll and yaw axis via FOG.
2.2 LATERAL UPPER MODES
2.2.1 General
- For all lateral modes, except HDG, engagement is inhibited below 35 kt.
- For HDG, engagement is inhibited below 26 kt.
- For all lateral modes, engagement is inhibited when aircraft is on ground.
2.2.2 Heading select (HDG)
The HDG mode maintains the current heading upon engagement or acquires
and holds a pre-selected heading.
The HDG mode is engaged/disengaged by pressing the HDG rotary knob on
APMS.
When the HDG mode is engaged iHDGi label is displayed on AFCS strip.
Conditions that force the HDG mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or cyclic trim feel permanent release),
- upper modes disengagement via coupler release push-button on either cyclic
grip,
- complete loss of heading for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for display to
the pilot,
- Upon action on the rotary button when HDG is engaged, the mode
commands a turn in the direction of the button rotation, even if heading
difference happens to exceed 180 degrees,
- Maximum bank angle corresponds to the standard rate of turn limited to 21.
The engagement of the NAV, VOR or LOC modes disengages the HDG mode.
2.2.3 VOR navigation mode (VOR)
The VOR mode acquires and holds a pre-selected VOR course. Coupling can
be done on ND display type.
To arm or engage VOR interception and hold:
- Select appropriate VOR frequency,
- Set the master navigation source to "VOR #",
- Select the desired VOR radial through the CRS button on ICP,
- Adopt a heading compatible with the interception,
- Press the "NAV" push-button on the APMS.
It presents four possible different phases:
- armament when the VOR deviation is valid but too large, the pilot has to
select a heading that will enable the aircraft to intercept the desired VOR
course within a recommended range of 90 degrees,
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- depending on the deviation closing rate, the mode will first align the aircraft
(capture phase), and then, again depending on the closing rate, will
complete the alignment on the selected course (tracking phase),
- loss of bearing validity or rapid deviation change: the VOR reception can
be lost for significant periods of time; also when flying above the VOR
beacon, the VOR bearing exhibits fast and large amplitude variations.
Therefore, upon detection of this phenomenon for at least 10 s, the mode
holds a heading that aligns the aircrafts ground speed on the course, until
the VOR signal is stabilized with a confirmation time of 10 s and resumes
the tracking. During that phase iiVORii label is displayed on AFCS strip.
a) Armament/disarmament
On ND display once the navigation source is set to the VOR/ILS and tuned
to the frequency of the relevant beacon, the mode is armed/disarmed by
pressing the NAV pushbutton on APMS if the capture conditions are not
satisfied:
- iVORi label is displayed on the armament line of the AFCS strip.
Conditions that force the VOR mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- navigation source change for at least 30 s,
- loss of VOR bearing for at least 60 s,
- change of VOR/ILS receiver frequency for at least 30 s,
- complete loss of heading for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the GA mode disarms the VOR mode.
b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS and tuned
to the frequency of the relevant beacon, the mode is engaged/disengaged
by pressing the NAV pushbutton on APMS if the capture or tracking
conditions are satisfied. If previously armed, the mode automatically
engages in the same conditions:
- iVORi label is displayed on AFCS strip.
Conditions that force the VOR mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
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NOTE 2
In case of signal alteration (i.e.: proximity of the station). The VOR
annunciation revert to amber. The flight control law changes, the helicopter
will follow the heading corresponding to the course set corrected by the
computed drift.
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NOTE 1
It is possible to align the helicopter on the selected radial before engaging
the mode. When this is done, the helicopter switches directly to the
captured VOR A mode.
NOTE 2
In case of signal alteration (i.e.: proximity of the station). The VOR A
annunciation reverts to amber. The flight control law changes, the helicopter
will follow the heading corresponding to the course set corrected by the
computed drift.
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2.2.6 Localizer mode (LOC)
The LOC mode aligns the aircraft along a localizer signal in order to make
an ILS approach to an airport. Coupling can be done on ND HSI mode.
To arm or engage LOC interception and hold:
- Select appropriate ILS frequency,
- Set the navigation source on ILS,
- Select the runway approach axis on the ND,
- Determine and set the interception heading,
- Press the "APP" push-button on the APMS.
NOTE
The modes currently in operation continue to control the flight until the
capture of the localizer is initialized.
NOTE 1
For low angles of interception (lower than 25 degrees), capture condition
is 1 dot. However a maximum time of 30 s is introduced when the mode
is armed and the deviation below 2.1 dots to capture the localizer even if
the deviation still exceeds 1 dot.
NOTE 2
Arming the LOC will automatically arm the G/S mode (refer to paragraph
2.3.5 for G/S mode description).
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a) Armament/disarmament
On ND display, once the selected VOR/ILS receiver is tuned to a LOC
frequency, the mode is armed/disarmed by pressing the NAV push-
button on APMS if the capture conditions are not satisfied.
- iLOCi label is displayed on AFCS strip.
Conditions that force the LOC mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 30 s,
- change of ILS frequency for at least 30 s,
- loss of LOC signal for at least 10 s,
- complete loss of heading for at least 10 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
Conditions that inhibit the LOC mode armament:
- aircraft on the ground,
- airspeed below 35 kt.
The engagement of the GA mode disarms the LOC mode.
b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS,
regardless of VOR/ILS receiver selected, and tuned to the frequency of
the relevant beacon, the mode is engaged/disengaged by pressing the
NAV pushbutton on APMS if the capture conditions are satisfied. If
previously armed the mode automatically engages in the same
conditions:
- iLOCi label is displayed on the AFCS strip.
Conditions that force the LOC mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 10 s,
- change of ILS frequency for at least 10 s,
- loss of LOC signal for at least 10 s,
- complete loss of heading for at least 10 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the HDG, NAV or GA mode disengages the LOC
mode
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2.3.1 General
- In three axes coupled mode (ALT or VS):
. VNE cannot be exceeded.
. In case of insufficient collective pitch to meet the vertical mode reference,
helicopter speed decreases and if the 60 kt threshold is crossed, IAS
mode will self-engage shifting the vertical mode to the collective axis.
. In case of engine failure with a vertical mode engaged, an automatic
reversion to 4 axis is done.
- When both IAS and a vertical mode are held, or in CR.HT (with or without
IAS engaged) the following priorities apply, if the required power is more than
the available power:
. the power is maintained at maximum according to the figure below,
AEO OEI
FLI FLI
TOP 30 s
MCP continuous
IAS(kt) IAS(kt)
25 40 30 40
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NOTE
ALT engagement with a high vertical speed will result in an overshoot,
and possibility in excessive deviation annunciation.
When the ALT mode is engaged, iALTi label is displayed on AFCS strip.
Action/events to engage the ALT mode:
- pressing on the ALT pushbutton on APMS,
- reversion from the ALT.A mode to the ALT mode when the final
reference becomes visible on the altitude scale or near the ground (if R/A
is available),
- reversion from the VS mode to the ALT mode near the ground (if R/A is
available),
- reversion from the G/S mode to the ALT mode near the ground (if R/A is
available).
Conditions that force the ALT mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- complete loss of barometric altitude for at least 10 s,
- complete loss of airspeed for at least 10 s if the collective axis is not
available.
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The conditions that force the VS mode disengagement are the same
conditions as for the ALT mode.
The engagement of the ALT, G/S, CRHT or GA mode disengages the VS
mode.
The engagement of the IAS mode shifts the VS mode to the collective axis
if it is available or replaces it, if not.
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2.3.5 Glide slope mode (G/S)
The GS mode acquires and holds the selected glide slope in order to make
an ILS approach to an airport. When approaching the ground based on
radio altimeter information, the AP automatically reverts to ALT to perform a
level flight below 100 ft, depending on terrain profile. It requires a VOR/LOC
receiver to be tuned to an ILS frequency and the navigation source set to
this receiver. Coupling can be done on ND HSI mode.
The mode presents two different phases:
- Armament occurs if the LOC mode is armed or engaged and the capture
conditions are not yet met. The formerly engaged mode (for example
ALT) remains active until G/S capture,
- Capture: the mode is allowed to capture if the deviation is valid and
lower than 2.2 dots (glide index at the bottom of the scale) for at least 1 s
and higher than 0.7 dot (glide index above the center) for at least 3 s,
then the capture itself takes place if the LOC mode is captured and if the
deviation is lower than 2.05 dots and higher than -0.3 dot (threshold
depending on the flight conditions).
a) Armament/disarmament
To arm or engage Glide interception:
- Select appropriate ILS frequency,
- Set the navigation source to "VOR/ILS#",
- Press "GS" push-button on APMS.
On ND display, once the selected VOR/ILS receptor is tuned to a LOC
frequency, the mode is armed by pressing the NAV pushbutton on
APMS if the capture conditions are not satisfied. iGSi label is displayed
on AFCS strip.
Conditions that force the G/S mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- loss of airspeed and ground speed for at least 30 s if LOC is armed
(10 s if LOC is engaged),
- loss of barometric altitude for at least 30 s if LOC is armed (10 s if
LOC is engaged),
- navigation source change for at least 30 s if LOC is armed (10 s if
LOC is engaged),
- change of ILS frequency for at least 30 s if LOC is armed (10 s if LOC
is engaged),
- loss of GS signal for at least 30 s if LOC is armed (10 s if LOC is
engaged),
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
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b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS,
regardless of the VOR/ILS receiver selected, and tuned to the frequency
of the relevant beacon, the mode is engaged by pressing the NAV
pushbutton on APMS if the capture conditions are satisfied. If previously
armed the mode also automatically engages in the same conditions. iGSi
label is displayed on AFCS strip.
Conditions that force the GS mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 10 s,
- change of ILS frequency for at least 10 s,
- loss of GS signal for at least 10 s,
- loss of airspeed and ground speed for at least 10 s,
- loss of barometric altitude for at least 10 s.
Conditions that inhibit the G/S mode engagement:
- aircraft on ground,
- anomaly detected by the monitoring of the data sent to the FDS, for
display to the pilot,
- airspeed below 35 kt,
- LOC mode not engaged,
- GA mode engaged.
The engagement of the ALT.A, VS, ALT, CRHT or GA mode disengages
the G/S mode.
The engagement of the IAS mode shifts the G/S mode to the collective
axis if it is available or replaces it, if not.
NOTE
Before GS mode engagement, it is possible to use the ALT.A mode even
if the GS mode is armed. The GS mode will have priority for
engagement.
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2.3.8 Capture and hold of radio height mode (CR.HT)
The CR.HT mode acquires and holds a pre-selected radio height.
Turning CR.HT rotary knob on APMS presets a reference height (step =
10 ft).
The reference height can be adjusted either by the rotary knob on APMS or
by the trim located on collective stick. It cannot exceed 2450 ft and is
downward limited to the highest decision height (DH).
When flying below a safety limit (the lowest value between 200 ft and
CR.HT 30 ft) the iFLY-UPi label replaces iCR.HTi in the collective axis
column and the collective pitch increases until the helicopter is back on the
reference CR.HT value.
The collective pitch may increase up to MTOP below 30 kt and up to MCP
above 45 kt.
Pressing the CR.HT rotary knob on APMS engages/disengages the CR.HT
mode.
Pushing CR.HT button on APMS results in automatic acquisition of the
lowest vertical speed (according to the following figure), then in holding of
reference height.
VS (ft/min) VS (ft/min)
+ 500 + 500
+ 350
+ 300
IAS(kt) + 50
Z (ft)
30 50 100 210
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SECTION 7.13 - B
AUTOPILOT (Soft N9-72)
1 GENERAL
The autopilot is designed to provide attitude hold, turn co-ordination and upper modes.
It allows the pilot full fly-through capability.
Several functions of the autopilot are subject to the version of software which is
installed.
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1.3 COMMANDS
Figure 2: APMS
AP engaged
A.TRIM push-buttons Engage and disengage the yaw and cyclic auto-
trim functions.
OFF Auto-trim disengaged
Auto-trim engaged
C mode captured
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C mode captured.
BC push-button Disabled.
C mode captured.
C VS captured
IAS engaged
ALT engaged
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RCA
SAS push-button. Allows the engagement of the back-up SAS when AP is off
CYCLIC BEEP TRIM With no upper mode engaged:
- attitude reference change on pitch or roll axis
With upper modes engaged:
- Up: increase IAS / Down: decrease IAS.
- Heading left / Heading right.
CYCLIC TRIM RELEASE Allows the temporarily declutching of the trim actuators
from the cyclic axes.
UPPER MODE-OFF Allows the rapid disengagement of all engaged upper
modes.
On ground stick re-centering function by pressing more
than 1s.
SAS/AFCS fast cut-off Disengages either AFCS or back-up SAS.
COLLECTIVE BEEP TRIM Control the collective beep trim.
With vertical upper mode engaged: Forward down,
Backward up
GO-AROUND Engages and disengages the Go-Around mode.
COLLECTIVE RELEASE Controls the collective trim release.
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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CYCLIC
TRIM FEEL
COLLECTIVE
TRIM FEEL
AP RESET
SAS RESET
1.4 ANNUNCIATION
1.4.1 Upper Modes
On PFD Mode On control box
IAS ALT HDG VS
XXX + on relevant scale CR.HT
or
VS + on VS scale ALT.A
ALT A
GA GA + GA
on
then relevant Then after 10s
scale
VS IAS + VS and IAS
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NOTE
On PFD, upper modes are displayed in the column corresponding
to the controlled axis:
Left side = Collective
Middle = Roll/Yaw
Right side = Pitch
Colors Definition
Immediate pilot attention or manual recovery
RED required.
Blinking: AP mode not able to perform its
intended function and about to disengage,
AMBER Blinking amber-green: pilot override action
detected.
Excessive deviation.
NOTE
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2 OPERATING MODES
2.1 BASIC STABILIZATION
By default, the AP performs an attitude hold on pitch and roll axes and either heading
hold or turn coordination on yaw axis.
The natural cross coupling existing between the helicopter axes is automatically
corrected. When the AP is disengaged:
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2.1.3 SAS
In case of AP failure, pilot engages the SAS mode (cyclic SAS pushbutton)
iSASi. It provides augmentation stability on roll and yaw axis via FOG.
2.2 LATERAL UPPER MODES
2.2.1 General
- For all lateral modes, except HDG, engagement is inhibited below 35 kt.
- For HDG, engagement is inhibited below 26 kt.
- For all lateral modes, engagement is inhibited when aircraft is on ground.
2.2.2 Heading select (HDG)
The HDG mode maintains the current heading upon engagement or acquires
and holds a pre-selected heading.
The HDG mode is engaged/disengaged by pressing the HDG rotary knob on
APMS.
When the HDG mode is engaged iHDGi label is displayed on AFCS strip.
Conditions that force the HDG mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or cyclic trim feel permanent release),
- upper modes disengagement via coupler release push-button on either cyclic
grip,
- complete loss of heading for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for display to
the pilot,
- Upon action on the rotary button when HDG is engaged, the mode
commands a turn in the direction of the button rotation, even if heading
difference happens to exceed 180 degrees,
- Maximum bank angle corresponds to the standard rate of turn limited to 21.
The engagement of the NAV, VOR or LOC modes disengages the HDG mode.
2.2.3 VOR navigation mode (VOR)
The VOR mode acquires and holds a pre-selected VOR course. Coupling can
be done on ND display type.
To arm or engage VOR interception and hold:
- Select appropriate VOR frequency,
- Set the master navigation source to "VOR #",
- Select the desired VOR radial through the CRS button on ICP,
- Adopt a heading compatible with the interception,
- Press the "NAV" push-button on the APMS.
It presents four possible different phases:
- armament when the VOR deviation is valid but too large, the pilot has to
select a heading that will enable the aircraft to intercept the desired VOR
course within a recommended range of 90 degrees,
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- depending on the deviation closing rate, the mode will first align the aircraft
(capture phase), and then, again depending on the closing rate, will
complete the alignment on the selected course (tracking phase),
- loss of bearing validity or rapid deviation change: the VOR reception can
be lost for significant periods of time; also when flying above the VOR
beacon, the VOR bearing exhibits fast and large amplitude variations.
Therefore, upon detection of this phenomenon for at least 10 s, the mode
holds a heading that aligns the aircrafts ground speed on the course, until
the VOR signal is stabilized with a confirmation time of 10 s and resumes
the tracking. During that phase iiVORii label is displayed on AFCS strip.
a) Armament/disarmament
On ND display once the navigation source is set to the VOR/ILS and tuned
to the frequency of the relevant beacon, the mode is armed/disarmed by
pressing the NAV pushbutton on APMS if the capture conditions are not
satisfied:
- iVORi label is displayed on the armament line of the AFCS strip.
Conditions that force the VOR mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- navigation source change for at least 30 s,
- loss of VOR bearing for at least 60 s,
- change of VOR/ILS receiver frequency for at least 30 s,
- complete loss of heading for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the GA mode disarms the VOR mode.
b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS and tuned
to the frequency of the relevant beacon, the mode is engaged/disengaged
by pressing the NAV pushbutton on APMS if the capture or tracking
conditions are satisfied. If previously armed, the mode automatically
engages in the same conditions:
- iVORi label is displayed on AFCS strip.
Conditions that force the VOR mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
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2.2.5 Localizer mode (LOC)
The LOC mode aligns the aircraft along a localizer signal in order to make
an ILS approach to an airport. Coupling can be done on ND HSI mode.
To arm or engage LOC interception and hold:
- Select appropriate ILS frequency,
- Set the navigation source on ILS,
- Select the runway approach axis on the ND,
- Determine and set the interception heading,
- Press the "APP" push-button on the APMS.
NOTE
The modes currently in operation continue to control the flight until the
capture of the localizer is initialized.
NOTE 1
For low angles of interception (lower than 25 degrees), capture
condition is 1 dot. However a maximum time of 30 s is introduced
when the mode is armed and the deviation below 2.1 dots to capture
the localizer even if the deviation still exceeds 1 dot.
NOTE 2
Arming the LOC will automatically arm the G/S mode (refer to
paragraph 2.3.5 for G/S mode description).
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a) Armament/disarmament
On ND display, once the selected VOR/ILS receiver is tuned to a LOC
frequency, the mode is armed/disarmed by pressing the NAV push-
button on APMS if the capture conditions are not satisfied.
- iLOCi label is displayed on AFCS strip.
Conditions that force the LOC mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 30 s,
- change of ILS frequency for at least 30 s,
- loss of LOC signal for at least 10 s,
- complete loss of heading for at least 10 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
Conditions that inhibit the LOC mode armament:
- aircraft on the ground,
- airspeed below 35 kt.
The engagement of the GA mode disarms the LOC mode.
b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS,
regardless of VOR/ILS receiver selected, and tuned to the frequency of
the relevant beacon, the mode is engaged/disengaged by pressing the
NAV pushbutton on APMS if the capture conditions are satisfied. If
previously armed the mode automatically engages in the same
conditions:
- iLOCi label is displayed on the AFCS strip.
Conditions that force the LOC mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 10 s,
- change of ILS frequency for at least 10 s,
- loss of LOC signal for at least 10 s,
- complete loss of heading for at least 10 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the HDG, NAV or GA mode disengages the LOC
mode.
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2.3.1 General
- In three axes coupled mode (ALT or VS):
. VNE cannot be exceeded.
. In case of insufficient collective pitch to meet the vertical mode reference,
helicopter speed decreases and if the 60 kt threshold is crossed, IAS
mode will self-engage shifting the vertical mode to the collective axis.
. In case of engine failure with a vertical mode engaged, an automatic
reversion to 4 axis is done.
- When both IAS and a vertical mode are held, or in CR.HT (with or without
IAS engaged) the following priorities apply, if the required power is more than
the available power:
. the power is maintained at maximum according to the figure below,
AEO OEI
FLI FLI
TOP 30 s
MCP continuous
IAS(kt) IAS(kt)
25 40 30 40
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When the ALT mode is engaged, iALTi label is displayed on AFCS strip.
Action/events to engage the ALT mode:
- pressing on the ALT pushbutton on APMS,
- reversion from the ALT.A mode to the ALT mode when the final
reference becomes visible on the altitude scale or near the ground (if R/A
is available),
- reversion from the VS mode to the ALT mode near the ground (if R/A is
available),
- reversion from the G/S mode to the ALT mode near the ground (if R/A is
available).
Conditions that force the ALT mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- complete loss of barometric altitude for at least 10 s,
- complete loss of airspeed for at least 10 s if the collective axis is not
available.
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The conditions that force the VS mode disengagement are the same
conditions as for the ALT mode.
The engagement of the ALT, G/S, CRHT or GA mode disengages the VS
mode.
The engagement of the IAS mode shifts the VS mode to the collective axis
if it is available or replaces it, if not.
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2.3.5 Glide slope mode (G/S)
The GS mode acquires and holds the selected glide slope in order to make
an ILS approach to an airport. When approaching the ground based on
radio altimeter information, the AP automatically reverts to ALT to perform a
level flight below 100 ft, depending on terrain profile. It requires a VOR/LOC
receiver to be tuned to an ILS frequency and the navigation source set to
this receiver. Coupling can be done on ND HSI mode.
The mode presents two different phases:
- Armament occurs if the LOC mode is armed or engaged and the capture
conditions are not yet met. The formerly engaged mode (for example
ALT) remains active until G/S capture.
- Capture: the mode is allowed to capture if the deviation is valid and
lower than 2.2 dots (glide index at the bottom of the scale) for at least 1 s
and higher than 0.7 dot (glide index above the center) for at least 3 s,
then the capture itself takes place if the LOC mode is captured and if the
deviation is lower than 2.05 dots and higher than -0.3 dot (threshold
depending on the flight conditions).
a) Armament/disarmament
To arm or engage Glide interception:
- Select appropriate ILS frequency,
- Set the navigation source to "VOR/ILS#",
- Press "GS" push-button on APMS.
On ND display, once the selected VOR/ILS receptor is tuned to a LOC
frequency, the mode is armed by pressing the NAV pushbutton on
APMS if the capture conditions are not satisfied. iGSi label is displayed
on AFCS strip.
Conditions that force the G/S mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- loss of airspeed and ground speed for at least 30 s if LOC is armed
(10 s if LOC is engaged),
- loss of barometric altitude for at least 30 s if LOC is armed (10 s if
LOC is engaged),
- navigation source change for at least 30 s if LOC is armed (10 s if
LOC is engaged),
- change of ILS frequency for at least 30 s if LOC is armed (10 s if LOC
is engaged),
- loss of GS signal for at least 30 s if LOC is armed (10 s if LOC is
engaged),
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
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b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS,
regardless of the VOR/ILS receiver selected, and tuned to the frequency
of the relevant beacon, the mode is engaged by pressing the NAV
pushbutton on APMS if the capture conditions are satisfied. If previously
armed the mode also automatically engages in the same conditions. iGSi
label is displayed on AFCS strip.
Conditions that force the GS mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 10 s,
- change of ILS frequency for at least 10 s,
- loss of GS signal for at least 10 s,
- loss of airspeed and ground speed for at least 10 s,
- loss of barometric altitude for at least 10 s.
Conditions that inhibit the G/S mode engagement:
- aircraft on ground,
- anomaly detected by the monitoring of the data sent to the FDS, for
display to the pilot,
- airspeed below 35 kt,
- LOC mode not engaged,
- GA mode engaged.
The engagement of the ALT.A, VS, ALT, CRHT or GA mode disengages
the G/S mode.
The engagement of the IAS mode shifts the G/S mode to the collective
axis if it is available or replaces it, if not.
NOTE
Before GS mode engagement, it is possible to use the ALT.A mode
even if the GS mode is armed. The GS mode will have priority for
engagement.
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2.3.8 Capture and hold of radio height mode (CR.HT)
The CR.HT mode acquires and holds a pre-selected radio height.
Turning CR.HT rotary knob on APMS presets a reference height (step =
10 ft).
The reference height can be adjusted either by the rotary knob on APMS or
by the trim located on collective stick. It cannot exceed 2450 ft and is
downward limited to the highest decision height (DH).
When flying below a safety limit (the lowest value between 200 ft and
CR.HT 30 ft) the iFLY-UPi label replaces iCR.HTi in the collective axis
column and the collective pitch increases until the helicopter is back on the
reference CR.HT value.
The collective pitch may increase up to MTOP below 30 kt and up to MCP
above 45 kt.
Pressing the CR.HT rotary knob on APMS engages/disengages the CR.HT
mode.
Pushing CR.HT button on APMS results in automatic acquisition of the
lowest vertical speed (according to the following figure), then in holding of
reference height.
VS (ft/min) VS (ft/min)
+ 500 + 500
+ 350
+ 300
IAS(kt) + 50
Z (ft)
30 50 100 210
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SECTION 7.13 - C
AUTOPILOT (Soft N9-72 or N9-79 with HOV mode)
1 GENERAL
The autopilot is designed to provide attitude hold, turn co-ordination and upper modes.
It allows the pilot full fly-through capability.
Several functions of the autopilot are subject to the version of software which is
installed.
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1.3 COMMANDS
Figure 2: APMS
AP engaged
A.TRIM push-buttons Engage and disengage the yaw and cyclic auto-
trim functions.
OFF Auto-trim disengaged
Auto-trim engaged
C mode captured.
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C mode captured.
HOV engaged
C mode captured.
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RCA
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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SAS push-button. Allows the engagement of the back-up SAS when AP is off
and engagement/disengagement of the hover mode when
AP is ON.
CYCLIC BEEP TRIM With no upper mode engaged:
- attitude reference change on pitch or roll axis
With upper modes engaged:
- Up: increase IAS / Down: decrease IAS.
- Heading left / Heading right.
CYCLIC TRIM RELEASE Allows the temporarily declutching of the trim actuators
from the cyclic axes.
UPPER MODE-OFF Allows the rapid disengagement of all engaged upper
modes.
On ground stick re-centering function by pressing more
than 1s.
SAS/AFCS fast cut-off Disengages either AFCS or back-up SAS.
COLLECTIVE BEEP TRIM Control the collective beep trim.
With vertical upper mode engaged: Forward down,
Backward up
GO-AROUND Engages and disengages the Go-Around mode.
COLLECTIVE RELEASE Controls the collective trim release.
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CYCLIC
TRIM FEEL
COLLECTIVE
TRIM FEEL
AP RESET
SAS RESET
1.4 ANNUNCIATION
1.4.1 Upper Modes
On PFD Mode On control box
IAS ALT HDG VS
XXX + on relevant scale CR.HT
or
VS + on VS scale ALT.A
ALT A
GA GA + GA
on
then relevant Then after 10s
scale
VS IAS + VS and IAS
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NOTE
On PFD, upper modes are displayed in the column corresponding
to the controlled axis:
Left side = Collective
Middle = Roll/Yaw
Right side = Pitch
Colors Definition
Immediate pilot attention or manual recovery
RED required.
Blinking: AP mode not able to perform its
intended function and about to disengage,
AMBER Blinking amber-green: pilot override action
detected.
Excessive deviation.
NOTE
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2 OPERATING MODES
2.1 BASIC STABILIZATION
By default, the AP performs an attitude hold on pitch and roll axes and either heading
hold or turn coordination on yaw axis.
The natural cross coupling existing between the helicopter axes is automatically
corrected. When the AP is disengaged:
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2.1.3 SAS
In case of AP failure, pilot engages the SAS mode (cyclic SAS pushbutton)
iSASi. It provides augmentation stability on roll and yaw axis via FOG.
2.2 LATERAL UPPER MODES
2.2.1 General
- For all lateral modes, except HDG, engagement is inhibited below 35 kt.
- For HDG, engagement is inhibited below 26 kt.
- For all lateral modes, engagement is inhibited when aircraft is on ground.
2.2.2 Heading select (HDG)
The HDG mode maintains the current heading upon engagement or acquires
and holds a pre-selected heading.
The HDG mode is engaged/disengaged by pressing the HDG rotary knob on
APMS.
When the HDG mode is engaged iHDGi label is displayed on AFCS strip.
Conditions that force the HDG mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or cyclic trim feel permanent release),
- upper modes disengagement via coupler release push-button on either cyclic
grip,
- complete loss of heading for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for display to
the pilot,
- Upon action on the rotary button when HDG is engaged, the mode
commands a turn in the direction of the button rotation, even if heading
difference happens to exceed 180 degrees,
- Maximum bank angle corresponds to the standard rate of turn limited to 21.
The engagement of the NAV, VOR, LOC or HOV modes disengages the HDG
mode.
2.2.3 VOR navigation mode (VOR)
The VOR mode acquires and holds a pre-selected VOR course. Coupling can
be done on ND display type.
To arm or engage VOR interception and hold:
- Select appropriate VOR frequency,
- Set the master navigation source to "VOR #",
- Select the desired VOR radial through the CRS button on ICP,
- Adopt a heading compatible with the interception,
- Press the "NAV" push-button on the APMS.
It presents four possible different phases:
- armament when the VOR deviation is valid but too large, the pilot has to
select a heading that will enable the aircraft to intercept the desired VOR
course within a recommended range of 90 degrees,
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- depending on the deviation closing rate, the mode will first align the aircraft
(capture phase), and then, again depending on the closing rate, will
complete the alignment on the selected course (tracking phase),
- loss of bearing validity or rapid deviation change: the VOR reception can
be lost for significant periods of time; also when flying above the VOR
beacon, the VOR bearing exhibits fast and large amplitude variations.
Therefore, upon detection of this phenomenon for at least 10 s, the mode
holds a heading that aligns the aircrafts ground speed on the course, until
the VOR signal is stabilized with a confirmation time of 10 s and resumes
the tracking. During that phase iiVORii label is displayed on AFCS strip.
a) Armament/disarmament
On ND display once the navigation source is set to the VOR/ILS and tuned
to the frequency of the relevant beacon, the mode is armed/disarmed by
pressing the NAV pushbutton on APMS if the capture conditions are not
satisfied:
- iVORi label is displayed on the armament line of the AFCS strip.
Conditions that force the VOR mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- navigation source change for at least 30 s,
- loss of VOR bearing for at least 60 s,
- change of VOR/ILS receiver frequency for at least 30 s,
- complete loss of heading for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the GA mode disarms the VOR mode.
b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS and tuned
to the frequency of the relevant beacon, the mode is engaged/disengaged
by pressing the NAV pushbutton on APMS if the capture or tracking
conditions are satisfied. If previously armed, the mode automatically
engages in the same conditions:
- iVORi label is displayed on AFCS strip.
Conditions that force the VOR mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
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2.2.5 Localizer mode (LOC)
The LOC mode aligns the aircraft along a localizer signal in order to make
an ILS approach to an airport. Coupling can be done on ND HSI mode.
To arm or engage LOC interception and hold:
- Select appropriate ILS frequency,
- Set the navigation source on ILS,
- Select the runway approach axis on the ND,
- Determine and set the interception heading,
- Press the "APP" push-button on the APMS.
NOTE
The modes currently in operation continue to control the flight until the
capture of the localizer is initialized.
NOTE 1
For low angles of interception (lower than 25 degrees), capture
condition is 1 dot. However a maximum time of 30 s is introduced
when the mode is armed and the deviation below 2.1 dots to capture
the localizer even if the deviation still exceeds 1 dot.
NOTE 2
Arming the LOC will automatically arm the G/S mode (refer to
paragraph 2.3.5 for G/S mode description).
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a) Armament/disarmament
On ND display, once the selected VOR/ILS receiver is tuned to a LOC
frequency, the mode is armed/disarmed by pressing the NAV push-
button on APMS if the capture conditions are not satisfied.
- iLOCi label is displayed on AFCS strip.
Conditions that force the LOC mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 30 s,
- change of ILS frequency for at least 30 s,
- loss of LOC signal for at least 10 s,
- complete loss of heading for at least 10 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
Conditions that inhibit the LOC mode armament:
- aircraft on the ground,
- airspeed below 35 kt.
The engagement of the GA mode disarms the LOC mode.
b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS,
regardless of VOR/ILS receiver selected, and tuned to the frequency of
the relevant beacon, the mode is engaged/disengaged by pressing the
NAV pushbutton on APMS if the capture conditions are satisfied. If
previously armed the mode automatically engages in the same
conditions:
- iLOCi label is displayed on the AFCS strip.
Conditions that force the LOC mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 10 s,
- change of ILS frequency for at least 10 s,
- loss of LOC signal for at least 10 s,
- complete loss of heading for at least 10 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the HDG, NAV, GA or HOV mode disengages the
LOC mode.
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2.3.1 General
- In three axes coupled mode (ALT or VS):
. VNE cannot be exceeded.
. In case of insufficient collective pitch to meet the vertical mode reference,
helicopter speed decreases and if the 60 kt threshold is crossed, IAS
mode will self-engage shifting the vertical mode to the collective axis.
. In case of engine failure with a vertical mode engaged, an automatic
reversion to 4 axis is done.
- When both IAS and a vertical mode are held, or in CR.HT (with or without
IAS engaged) the following priorities apply, if the required power is more
than the available power:
. the power is maintained at maximum according to the figure below,
AEO OEI
FLI FLI
TOP 30 s
MCP continuous
IAS(kt) IAS(kt)
25 40 30 40
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NOTE
ALT engagement with a high vertical speed will result in an overshoot,
and possibility in excessive deviation annunciation.
When the ALT mode is engaged, iALTi label is displayed on AFCS strip.
Action/events to engage the ALT mode:
- pressing on the ALT pushbutton on APMS,
- reversion from the ALT.A mode to the ALT mode when the final
reference becomes visible on the altitude scale or near the ground (if R/A
is available),
- reversion from the VS mode to the ALT mode near the ground (if R/A is
available),
- reversion from the G/S mode to the ALT mode near the ground (if R/A is
available).
Conditions that force the ALT mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- complete loss of barometric altitude for at least 10 s,
- complete loss of airspeed for at least 10 s if the collective axis is not
available.
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The conditions that force the VS mode disengagement are the same
conditions as for the ALT mode.
The engagement of the ALT, G/S, CRHT or GA mode disengages the VS
mode.
The engagement of the IAS or HOV modes shifts the VS mode to the
collective axis if it is available or replaces it, if not.
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2.3.5 Glide slope mode (G/S)
The GS mode acquires and holds the selected glide slope in order to make
an ILS approach to an airport. When approaching the ground based on
radio altimeter information, the AP automatically reverts to ALT to perform a
level flight below 100 ft, depending on terrain profile. It requires a VOR/LOC
receiver to be tuned to an ILS frequency and the navigation source set to
this receiver. Coupling can be done on ND HSI mode.
The mode presents two different phases:
- Armament occurs if the LOC mode is armed or engaged and the capture
conditions are not yet met. The formerly engaged mode (for example
ALT) remains active until G/S capture.
- Capture: the mode is allowed to capture if the deviation is valid and
lower than 2.2 dots (glide index at the bottom of the scale) for at least 1 s
and higher than 0.7 dot (glide index above the center) for at least 3 s,
then the capture itself takes place if the LOC mode is captured and if the
deviation is lower than 2.05 dots and higher than -0.3 dot (threshold
depending on the flight conditions).
a) Armament/disarmament
To arm or engage Glide interception:
- Select appropriate ILS frequency,
- Set the navigation source to "VOR/ILS#",
- Press "GS" push-button on APMS.
On ND display, once the selected VOR/ILS receptor is tuned to a LOC
frequency, the mode is armed by pressing the NAV pushbutton on
APMS if the capture conditions are not satisfied. iGSi label is displayed
on AFCS strip.
Conditions that force the G/S mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- loss of airspeed and ground speed for at least 30 s if LOC is armed
(10 s if LOC is engaged),
- loss of barometric altitude for at least 30 s if LOC is armed (10 s if
LOC is engaged),
- navigation source change for at least 30 s if LOC is armed (10 s if
LOC is engaged),
- change of ILS frequency for at least 30 s if LOC is armed (10 s if LOC
is engaged),
- loss of GS signal for at least 30 s if LOC is armed (10 s if LOC is
engaged),
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
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b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS,
regardless of the VOR/ILS receiver selected, and tuned to the frequency
of the relevant beacon, the mode is engaged by pressing the NAV
pushbutton on APMS if the capture conditions are satisfied. If previously
armed the mode also automatically engages in the same conditions. iGSi
label is displayed on AFCS strip.
Conditions that force the GS mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 10 s,
- change of ILS frequency for at least 10 s,
- loss of GS signal for at least 10 s,
- loss of airspeed and ground speed for at least 10 s,
- loss of barometric altitude for at least 10 s.
Conditions that inhibit the G/S mode engagement:
- aircraft on ground,
- anomaly detected by the monitoring of the data sent to the FDS, for
display to the pilot,
- airspeed below 35 kt,
- LOC mode not engaged,
- GA mode engaged.
The engagement of the ALT.A, VS, ALT, CRHT or GA mode disengages
the G/S mode.
The engagement of the IAS mode shifts the G/S mode to the collective
axis if it is available or replaces it, if not.
NOTE
Before GS mode engagement, it is possible to use the ALT.A mode
even if the GS mode is armed. The GS mode will have priority for
engagement.
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2.3.8 Capture and hold of radio height mode (CR.HT)
The CR.HT mode acquires and holds a pre-selected radio height.
Turning CR.HT rotary knob on APMS presets a reference height (step =
10 ft).
The reference height can be adjusted either by the rotary knob on APMS or
by the trim located on collective stick. It cannot exceed 2450 ft and is
downward limited to the highest decision height (DH).
When flying below a safety limit (the lowest value between 200 ft and
CR.HT 30 ft) the iFLY-UPi label replaces iCR.HTi in the collective axis
column and the collective pitch increases until the helicopter is back on the
reference CR.HT value.
The collective pitch may increase up to MTOP below 30 kt and up to MCP
above 45 kt.
Pressing the CR.HT rotary knob on APMS engages/disengages the CR.HT
mode.
Pushing CR.HT button on APMS results in automatic acquisition of the
lowest vertical speed (according to the following figure), then in holding of
reference height.
VS (ft/min) VS (ft/min)
+ 500 + 500
+ 350
+ 300
IAS(kt) + 50
Z (ft)
30 50 100 210
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NOTE 1
Both flags are always raised together.
NOTE 2
When a velocity is above 25 kt, the corresponding needle remains visible
and blocked at 25 kt.
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COMPLEMENTARY FLIGHT MANUAL
Authority
Longitudinal axis:
20 kt Forward
10 kt Aft
Lateral axis:
20 kt
Figure 7: Thumbwheels
Authority: 10 kt
on each axis
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COMPLEMENTARY FLIGHT MANUAL
SECTION 7.14
LANDING GEAR
1 GENERAL
The landing gear is used to land the helicopter, to steer it when taxiing on an airfield and
to stop it. In flight, the landing gear can be retracted. The helicopter can be towed by a
tractor.
2 DESCRIPTION
The landing gear includes:
- Two main landing gear units made up of a leg (a two-chamber oleo shock strut),
hydraulically controlled disc brakes and a wheel,
- A nose landing gear unit made up of a leg (single-chamber oleo shock strut) that
rotates through 360 , a shimmy damper, an automatic wheel centering system, a
nose wheel locking system controlled from the cockpit and twin wheels,
- A control switch,
- An electric landing gear retraction inhibiting circuit (helicopter on the ground),
- An emergency hydraulic system test system,
- Indicators (landing gear sequence of operation, "landing gear not locked down"
indicator).
The normal landing gear extension and retraction maneuvers are ensured by the
auxiliary hydraulic system. The emergency hydraulic power system ensures the landing
gear extension in an emergency.
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4 OPERATION
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SECTION 8
SERVICING
CONTENTS
8.1 HANDLING PAGES
1. TOWING ................................................................................................................ 1
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SECTION 9
OPERATIONAL INFORMATION
CONTENTS
PAGES
9.1 GUIDANCE FOR CARGO SLING OPERATIONS
PERSONNAL TRAINING - IMPERATIVE PRE-OPERATIONAL CHECKS ............ 1
AIRBORNE LOADS - FLIGHT PRECAUTIONS ..................................................... 2
CARGO RING SIZE RULE ..................................................................................... 3
9.27 MARMS
GENERAL ............................................................................................................... 1
LIMITATIONS - EMERGENCY PROCEDURES ..................................................... 3
NORMAL PROCEDURES ...................................................................................... 4
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PAGES
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SECTION 9.1
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3 AIRBORNE LOADS
Heavy loads, such as bags of cement or drums of kerosene, which are carried in a net,
present no particular problem.
Special precautions must be taken in the case of bulky loads, which have a tendency to
oscillate and even to "float" during transport on the sling.
Permeability to air can have a stabilizing effect on a bulky load: for example, a cable car
should be carried with both its doors open.
Never carry an airfoil alone: there is a great risk of the airfoil flying up into the tail rotor.
If several cables are used to sling the load, they must be long enough to form an angle
of less than 45 between cables at the point of suspension under the helicopter;
experience shows that oscillation of the load is thus less likely to occur.
On the other hand, if the load is slung on a single sling cable, it is preferable that a fairly
short cable be used as there is then less risk of the load swinging, and it is easier to
judge the height of the load during approach.
For the retrieval of crashed helicopters it is generally possible to use a lifting ring on the
rotor shaft.
Airplanes are carried using straps passing under the fuselage or under the wings. The
cables must be attached in such a way that the airplane is slightly nose down when the
helicopter is hovering.
4 FLIGHT PRECAUTIONS
After hooking on the load the ground mechanic is to check the position of sling cables
then move away. The pilot must then make sure that the mechanic has moved away
and has given the hand-signal for takeoff.
Power must be applied slowly enough to allow the helicopter to center itself above the
load.
A vertical takeoff must be made, avoiding dragging the load along the ground or striking
any obstacle.
If the load starts to swing, reduce speed.
Approach must be made head into the wind with gradual reduction in airspeed, and
transition into hover high enough above the ground to eliminate the risk of dragging the
load.
Set the load down, then reduce collective pitch sufficiently to slacken the cables before
opening the release unit hook; this also allows the pilot to ensure that the load is
deposited. If the cables are long enough, move sideways a little before opening the
hook, to prevent the sliding items from falling onto the freight.
Even after the mechanic has signaled that the load is released, move away as if it were
not; this is an advisable precaution against possible misinterpretation of signals.
CAUTION
NEVER FLY AWAY WITH AN EMPTY NET OR AN UNBALLASTED SLING.
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SECTION 9.20
1 GENERAL
The Honeywell RDR-2000 weather radar is a color radar system used primarily to
visually display weather information to aid the pilot in avoiding thunderstorms and
associated turbulences.
NOTE
For configuration with mission display:
- The weather picture is displayed in sector or heading up mode. The range
data from ARINC453 output is controlled by the ND pilot or copilot.
- The zoom level data from DMAP control panel is not available.
- To be available on the mission screen, the radar picture must be displayed
on at least one ND.
(*) If fitted
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3 WXA mode button Weather alert mode (Magenta areas flashing) selection.
5 GAIN control Adjusts the radar gain from 0 to -20 dB (MAP mode)
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3 OPERATION
Refer to the Pilot's guide for more detailed information.
CAUTION
DO NOT TURN THE RADAR ON WITHIN 25 ft OF GROUND PERSONNEL OR
CONTAINERS HOLDING FLAMMABLE OR EXPLOSIVE MATERIAL. THE RADAR
SHOULD NEVER BE OPERATED DURING REFUELING OPERATIONS.
WHENEVER THE RADAR MODE SELECTOR SWITCH IS IN ANY POSITION
EXCEPT OFF-STBY-TEST, RF ENERGY IS RADIATED FROM THE ANTENNA.
DO NOT ALLOW PERSONNEL WITHIN 25 ft OF THE ANTENNA WHILE IT IS
RADIATING. TESTS INVOLVING THE RADIATION OF RF ENERGY MUST NOT
BE MADE IN THE VICINITY OF REFUELING OPERATIONS. USE ONLY STBY
OR TEST POSITIONS IN SUCH CASES.
NOTE
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SECTION 9.20
1 GENERAL
The Telephonics 1600 radar is a multi-mode system.
It includes a digital color display indicator to display the information received and
provision for navigation data overlay.
The system provides three types of primary operating modes:
Search mode (SRCH) capable of displaying targets on land or at sea despite
unfavorable weather conditions.
Weather mode (Wx, WxA) can supply continuous weather displaying.
Beacon mode (BCN) is capable of interrogating and receiving coded replies from
one or more beacons.
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2 CONTROL UNIT
3 WxA mode button Weather alert mode (Magenta areas flashing) selection.
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BCN GAIN - Rotary function: adjusts the gain of the radar receiver in
7 Beacon mode.
CODE - Pushbutton function: sequentially selects Beacon codes.
3 OPERATION
Refer to the equipment manufacturers technical publications for more detailed
information.
CAUTION
DO NOT TURN THE RADAR ON WITHIN 25 ft OF GROUND PERSONNEL OR
CONTAINERS HOLDING FLAMMABLE OR EXPLOSIVE MATERIAL. THE
RADAR SHOULD NEVER BE OPERATED DURING REFUELING
OPERATIONS.
WHENEVER THE RADAR MODE SELECTOR SWITCH IS IN ANY POSITION
EXCEPT OFF-STBY-TEST, RF ENERGY IS RADIATED FROM THE
ANTENNA. DO NOT ALLOW PERSONNEL WITHIN 25 ft OF THE ANTENNA
WHILE IT IS RADIATING. TESTS INVOLVING THE RADIATION OF RF
ENERGY MUST NOT BE MADE IN THE VICINITY OF REFUELING
OPERATIONS. USE ONLY STBY OR TEST POSITIONS IN SUCH CASES.
NOTE
The weather RADAR is automatically forced to stand-by when radio-altimeter
height is below 80 ft.
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SECTION 9.26
SMITH 503 DISTRESS BEACON INSTALLATION
1 GENERAL
Designed for guiding offshore search and rescue operations, the emergency locator
transmitter transmits a signal on the international distress frequencies (121.5 MHZ and
406.025 MHz).
The beacon switches on as soon as it is ejected from the aircraft, after using the control
unit or automatically using different detectors (frangible or hydrostatic switches).
CAUTION
THE OPERATING TIME OF THE SMITH 503 EMERGENCY LOCATOR
TRANSMITTER IS REDUCED AT TEMPERATURES BELOW -20C.
IF THE TRANSMITTER IS DEPLOYED ON HARD GROUND, IT MAY BE
DAMAGED AND NOT OPERATE.
2 DESCRIPTION
The emergency locator transmitter system is composed of:
- A cockpit control panel and indicator.
- A configuration unit.
- A system interface unit.
- A beacon release unit.
- A water activated switch.
- A beacon.
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3 OPERATION
The beacon may be deployed upon ditching automatically or manually when decided by
the crew.
NOTE
Activation of deployable ELTs should be performed only shortly before ground
contact and not at high altitudes.
4 OPERATING PROCEDURE
Deploy switch (4) .............................................. A c t i v a t i o n o f b e a c o n d e p l o y .
Deployment of the beacon will
cause TX/TEST and BEACON
GONE annunciators to illuminate
together, with an audible tone.
Transmit switch (5) ........................................... Activation of Transmit. This initiates
beacon transmissions and causes
the TX/TEST annunciator to
illuminate together with an audible
tone.
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DATA TRANSFER
DATA TRANSFER
.......................................................... Check..............
TRANSFER DONE
NOTE
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TRANSFER RUN
NOTE
In case of TRANSFER FAIL
In scratch pad zone:
NO CARD ..................................................Insert card in DTU
FULL CARD ...............................................Card is full, insert new card in DTU
DATA TRANSFER
DATA TRANSFER
Usage data collected during flight can be validated either on board or later on ground
station.
To validate data immediately:
ENTER key provides management of option type (Y/N)
key acknowledges value displayed and switches to next item
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LANDING 1 Y
LANDING 1 Y
LANDING 1 N
Process as before
until last page
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Normal
and remains off functioning
L3COM Refer to
If and/or remains illuminated maintenance
manual
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4.6.2 Operation
Join selected aircraft configuration
From main menu:
Press twice .............. ROTOR TUNING access to rotor tuning menu
MAIN.R-HOVER
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SECTION 9.28
PRO LINE 21 CNS
SMD45 Copilot SMD45 Pilot
PFD no.1 PFD no.2
ND no.1 ND no.2
28V ESS2
28V SB2
28V PB2
28V SB1
28V SB1
28V DB
CTL 4000 CTL 4000 X-TALK CTL 4000
Dual COM/NAV Dual COM/NAV FMS CTL4000
ADF XPDR
functions (optional) functions (optional)
functions copilot pilot functions
28V ESS2
28V PB2
28V PB2
28V PB2
28V SB1
28V DB
VHF VHF
VOR/ILS/MB/ADF no.1 DME VOR/ILS/MB no.2 XPDR
no.1 no.2
NAV-4000 DME-4000 NAV-4500 TDR-94D
VHF-4000 VHF-4000
XPDR
ADF VHF no.1 DME VHF no.2
Antennas
antenna antenna antenna antenna
ICS
Couplers
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NOTE 1
HF transmission on a sub-harmonic of VHF 1 or VHF 2 active frequency
may generate interferences.
NOTE 2
Transmission on HF may interfere with the VOR receiver (particularly on the
sub-harmonics frequencies of VOR-ILS) leading to possible temporary loss
of VOR-ILS indications. It is therefore advised to avoid transmitting on HF
during instrument departure, arrival or approach based on VOR or on ILS.
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SECTION 9.29
1 GENERAL
The intercommunication system enables:
- Use of the radio communication systems,
- Use of the radio navigation systems,
- Telephone communication between the crew members and passengers,
- Priority calls, which are received on all the system units, irrespective of the selector
switch settings,
- Audio alarms to be transmitted to the headsets.
2 DESCRIPTION
The system includes:
- An Audio Management Unit (AMU),
- A Passenger Intercom Amplifier,
- Two Electronic Relay Units (ERU) to manage back-up and emergency modes for
cabin passengers (if fitted),
- Two Audio Control Panels (ACP) are installed in the cockpit (pilot and copilot) and
one or two Audio Control Panels (ACP) (if fitted) are installed in the cabin.
Each ACP enables operation of:
- the radio communication transmitter-receivers,
- the radio navigation receivers,
- the non-adjustable audio channels,
- the intercommunication system with call provision.
- Push-to-talk controls:
- a two-position push-to-talk switch on each cyclic stick enables:
in first position: ICS communication.
in second position: radio transmission.
- a push-to-talk switch is also located on the ACPs.
- An external connector, to be used by a ground mechanic.
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Figure 1
NOTE
Labels ITEM 1 and 7 given for example
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Two functions:
ISO CALL
8 - Isolation/activation switch on the crews ACP.
pushbutton
- Call switch on the passenger's ACP.
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SECTION 9.30
1 GENERAL
1.1 KANNAD AP INTEGRA
The KANNAD AP INTEGRA emergency locator transmits radio beacon signals
simultaneously on the international distress frequencies 121.5 MHz and 406.025
MHz to aid search and rescue operations.
It can be activated manually or automatically in case of a crash.
The INTEGRA ELT has a built-in GPS and is able to transmit the position of the
aircraft.
As an option, the ELT can be connected to the FMS/GPS. In this case the priority is
given to the data from the built-in GPS (if valid position is acquired) to transmit the
position of the aircraft.
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2 DESCRIPTION
The both ELT consist essentially of the following:
a transmitter located in the cargo hold RH side,
an omni-directional antenna mounted on top of the cargo hold LH side,
a remote control panel located on the instrument panel.
3 OPERATION
3.1 PRE-FLIGHT CHECKS
On the transmitter: check that ARM/OFF/ON switch is set to ARM.
In the cockpit: check that the remote control switch is set to ARMED.
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NOTE
Test procedure is to be conducted once per month
NOTE
It is strictly prohibited to test the ELT by transmitting.
4 OPERATING PROCEDURE
4.1 AUTOMATIC OPERATION
The transmitter is activated automatically in the event of an impact assuming the
switches are set to ARMED.
NOTE
The RESET & TEST position stops the locator transmission and resets the
impact detector.
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SECTION 9.31
1 GENERAL
This system provides radio communication, transponder control and radio navigation
(See SUP.62 for navigation functions).
2 DESCRIPTION
The Garmin GTN 750H is a panel-mounted Global Navigation System with a 6.9 in
diagonal LCD touchscreen display providing the following functions:
- Global Navigation Satellite System (GNSS),
- VHF/AM radio-communication,
- VOR radio-navigation,
- Localizer and Glideslope Instrument Landing Systems,
- Remote transponder control.
The GTN750H incorporates an internal base map database, which includes basic
ground-based references such as roads + water.
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2.1 ARCHITECTURE
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3 SYSTEM
3.1 COMMUNICATION
3.1.1 VHF
NOTE
Volume should be set to 90% on the GTN, to maximum on
Volume / Squelch headsets (if applicable), and then radio volume managed
1 Emergency through the DACS.
Frequency
- Squelch: To override the automatic squelch, press the
knob momentarily.
- Emergency Frequency selection: Press and hold for
approximately 2 sec to select 121.5 as the active
frequency.
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VHF2 Emergency Pushbutton functions
The pushbutton is located on the pedestal between the two GTN 750H and
-
Short press
-
Long press
Then:
Emergency mode Emergency mode
(no change)
Short press
Or:
Emergency mode Normal mode
(return to initial
Normal mode
frequencies,
Long press but inversed)
NOTE
When in Emergency Radio mode, the "Less than 2 sec
press" function is inhibited. A more than 2 sec press is
necessary to exit to emergency mode.
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Overhead Panel
NOTE 1
The Transponder passes automatically to ALT mode above 30 kt ground speed.
NOTE 2
Even if ALT mode is selected / displayed, the transponder will not transmit
information until the RadAlt is > 25 ft and the wheels are off ground.
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Squawk Code
4 Code can be changed using the touch keypad.
Window
Enable ES
8 Touch to toggle extended squitter (ADSB-Out).
(if installed)
NOTE 1
In case of dual GTN 750H failure, the transponder continues to operate.
NOTE 2
The transponder function may be impacted by a lighting strike.
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3.3 RADIO NAVIGATION
3.3.1 VOR / ILS
NOTE
1 Volume / IDent Volume should be set to 90% on the GTN, to maximum on
headsets (if applicable), and then radio volume managed
through the DACS.
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3.3.2 DME
The DME 4000 is integrated with the GTN750, with DME information displayed on
the IND-5000 indicator on the instrument panel (figure 1) and on the MFDs
associated with the respective VOR/ILS data.
1 DIST Distance.
The DME channel selector (figure 2) is used to turn on/off the IND-5000 and
display either channel 1 or channel 2 information on the indicator.
The HOLD function is activated with dedicated HOLD pushbuttons for each DME
channel located on the center pedestal (figure 3).
Figure 3
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3.3.4 ADF-4000
NOTE
Pressing the left and right pushbuttons at the same time for more than 2 sec will
display the Radio Parameter Page (RADIO PARM) used for radio parameter
modification. Right button, to select and modify parameters.
The page times out to return to the normal display.
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SECTION 9.32
DMAP EURONAV
THE PILOTS GUIDE PUBLISHED BY THE MANUFACTURER MUST BE USED FOR
THE COMPLETE OPERATING INSTRUCTIONS.
1 GENERAL
The EURONAV is a digital map integrating miscellaneous data and overlays.
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2 DESCRIPTION
2.1 DMAP SWITCH
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3 OPERATIONAL INFORMATION
The DMAP is to be used only for situational awareness and complementary information.
CAUTION
NOT TO BE USED AS PRIMARY DISPLAY FOR NAVIGATION OR
WEATHER RADAR
NOTE
- RDR-2000: Weather radar display available only for range from 10 to 240 Nm.
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RCA
SECTION 9.33
SECOND SEARCH LIGHT
1 GENERAL
An additional search light, controllable in elevation and azimuth, can be mounted in the
nose area, on the LH side of the lower fairing symmetrically to the basic landing light.
CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.
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SECTION 9.33
1 GENERAL
An additional search light, controllable in elevation and azimuth, can be mounted in the
nose area, on the LH side of the lower fairing symmetrically to the basic landing light.
3 OPERATION
A selector switch on the overhead panel is used by the pilot to select the light he wants
(RH and LH search light). The copilot can control the light not selected by the pilot.
Each light is turned on by setting the switch on the pilot's and copilot's collective pitch
lever to ON.
The four-way pushbutton on the collective pitch lever controls the elevation and
azimuth for the light.
The green LAND LT indicator light on the CAD indicates that the landing light switch is
ON.
To retract the light, pulse the switch on the collective pitch lever with the switch set to
RTRCT.
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SECTION 9.37
COCKPIT CAMERA VISION 1000
1 GENERAL
The VISION 1000 installation is a cockpit imaging device.
The camera can be used to replay flights.
The cockpit camera operates automatically as soon as the helicopter is powered on.
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2 DESCRIPTION
The installation is composed of:
- A camera located on the cabin ceiling,
- A GPS antenna located in the instrument panel.
Item Description
1 GPS connection linked to the GPS antenna
2 Camera
3 Access door for SD card
4 SD memory card
5 Status indicator LED
6 Power port (28 VDC)
Ethernet port (for external communications with a
7
ground station)
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3 OPERATIONS
The cockpit camera does not require any flight crew attention during aircraft operation.
For correct operation, an SD memory card must be inserted in the camera.
The end of the recording is automatically done as soon as the helicopter is
powered OFF.
NOTE
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DATE
APPENDIX PAGES (1) (2) (3)
CODE
APP.9.1.P1 1 12-08
APP.9.1 1 to 28 12-08
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APPENDIX 9.1
PROCEDURE GUIDE FOR OFFSHORE OR SIMILAR
ELEVATED HELIDECK - PC2 DLE
1 GENERAL
This section provides additional procedure and performance: PC2 DLE (PC2 Defined
Limited Exposure) in order to operate over OFFSHORE or similar elevated helideck
environment.
It is the operator duty to check that there is no objection from their National Aviation
Authority of using PC2DLE procedures
The principle of PC2 DLE is to determine the optimized take-off and landing weight for
the mission taking into account the best safety compromise between:
- Either calculation of the take-off and landing weight versus the wished (defined) Total
Theoretical Exposure Time (TTET) and Hp, OAT, available drop down, factorized
headwind.
- Or calculation of the defined TTET versus the wished take-off and landing weight and
Hp, OAT, available drop down, factorized headwind.
Observations:
The Total Theoretical Exposure Time (TTET) is calculated with factored Headwind (see
definition) for a total and sudden engine failure and with the remaining engine without
power margin.
In many case the real exposure time should be lower due to positive effect of actual
headwind, engine failure profile and available engine power margins.
Performances dealing with the PC2 DLE operation given in this section are based on
the following standard takeoff and landing procedures.
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1.1 DEFINITIONS
ITEM DEFINITION
CAT. A
CAT.A performance: climb at VTOSS, OEI 2 min from 35 ft to 200 ft.
1st segment
CAT. A CAT.A performance: climb at Vy, OEI CONTINUOUS from 200 ft to
2d segment 1000 ft.
Committal Point. The committal point is defined as the point in the
approach at which the pilot flying decides that, in the event of an engine
CP
failure being recognised, the safest option is to continue to the deck.
CP < 40 ft.
Defined Point After Takeoff. The point within the takeoff and initial
DPATO climbing phase before which the helicopters ability to continue the flight
safely with OEI is not assured and a forced landing may be required.
Defined Point Before Landing (VLSS and -200 ft/min < R/D < 0 ft/min).
The point within the approach and landing phase after which the
DPBL
helicopters ability to continue the flight safely with OEI is not assured
and a forced landing may be required.
Drop down Height loss below the elevated helideck surface.
The actual period during which the OEI performance of the helicopter in
Exposure
still air does not guarantee a safe forced landing or the safe
time
continuation of the flight.
Factored
Headwind after factoring.
wind
PC2 DLE Performance Class 2 Defined Limited Exposure.
RP Rotation Point. The rotation point is defined as the point at which a
cyclic input is made to initiate a nose-down attitude change during the
takeoff flight path when reaching a height of 15 ft with the rotor at the
edge of the elevated helideck.
TTET Total Theoretical Exposure Time.
V1 Decision speed: V1 = VTOSS - 10 kt
VLSS Minimum groundspeed 40 ft above the helideck at which the drop down
is possible.
VTOSS Takeoff Safety Speed is determined for:
Tempered condition ISA - 10 OAT ISA + 10: VTOSS is 50 kt IAS.
Hot condition ISA + 10 < OAT ISA + 30: VTOSS is 55 kt IAS.
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NOTE
For ISA - 10 OAT ISA + 10 (A - tempered conditions) or ISA + 10 < OAT ISA +
30 (B - hot conditions) use the appropriate set of graph.
B
A
3 TAKEOFF PROCEDURES
3.1 NORMAL TWIN-ENGINE TAKE-OFF FROM ELEVATED HELIDECK
kt
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RP
15 ft
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3ft
At V1:
3. Pitch attitude...................................................Nose-on the horizon
4. Collective pitch ...............................................Adjust to maintain NR > 330 rpm
Once the trajectory is established:
5. OEI 2 min .......................................................Select
6. Collective pitch ...............................................Adjust to maintain NR > 330 rpm
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At 200 ft
7. In level flight, IAS................................... Vy.
8. At Vy, landing gear ................................ Retract.
When the OEI 2 min indication flashes:
9. OEI continuous ...................................... Select.
10. Collective pitch ...................................... Adjust to maintain.
NR > 330 rpm.
When the climb is established:
11. RPM switch ........................................... NORM RPM H
12. NR 330 rpm ........................................ Maintain.
13. Parking brake ........................................ Released
At 1000 ft:
14. Affected engine ENG #.......................... OFF.
15. Affected engine booster pumps ............. OFF.
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3ft
- The upper chart (refer to example figure 5) gives the maximum weight which at least
guarantees to respect the CATEGORY A 1st and 2d segments climbing performance
and the twin-engine hover performance OGE depending on Hp and ISA (or ISA +20).
- The lower chart (refer to example figure 5) gives the Total Theoretical Exposure Time
(wind 0 kt, SL, ISA or ISA + 20) depending on the takeoff weight and the available
drop down (helideck height minus wished margin).
- The correction table (for each OAT range) gives the corrections to be applied to the
Total Theoretical Exposure Time given by the second chart (wind 0 kt, SL, ISA (or
ISA + 20)) due to the factored wind, actual Hp and ISA conditions.
NOTE
2) TTET is calculated with factored wind and with the remaining engine without
power margin.
In many cases the real exposure time should be lower due to positive effect of
actual headwind, engine failure profile and available engine power margins.
With the wind correction the effect on the real exposure time could be
estimated - see example 1
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Observation: Due to the wind factorisation, the real exposure time should be lower.
With a headwind 10 kt (respectively 20 kt, ...) greater than the factored
wind, the exposure time is reduced by 1.5 s (respectively 3.0 s, ...).
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Observation: Due to the wind factorisation, the real exposure time should be lower.
With a headwind 10 kt (respectively 20 kt, ...) greater than the factored
wind, the exposure time is reduced by 1.5 s (respectively 3.0 s, ...).
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5 TAKEOFF PERFORMANCE
5.1 SL/ISA
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5.2 SL/ISA + 20
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6 LANDING PROCEDURES
6.1 NORMAL TWIN ENGINE LANDING ON ELEVATED HELIDECK
CAUTION
THE PILOT MUST HAVE THE HELIDECK ON HIS SIDE OF THE HELICOPTER.
NOTE
VLSS is the minimum ground speed, 40 ft above the deck at which drop down is
possible.
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CAUTION
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- 5
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Attitude
Change - 20
Figure 11: Landing with an engine failure after DPBL and before CP
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For each OAT Range (Temperate conditions ISA - 10 OAT ISA + 10 (refer to figure
14) and Hot conditions ISA + 10 < OAT ISA + 30 (refer to figure 15)), the Landing
performance is presented through two charts and correction table to take account of
wind, Hp and OAT.
- The upper chart (refer to example figure 13) gives the maximum weight which at least
guarantees to respect the CATEGORY A 1st and 2d segments climbing performance
and the twin-engine hover performance OGE depending on Hp and ISA (or ISA +20).
- The lower chart (refer to example figure 13) gives the Total Theoretical Exposure
Time and the VLSS (wind 0 kt, SL, ISA or ISA + 20) depending on the landing
weight and the available drop down (helideck height minus wished margin).
- The correction table (for each OAT range) gives the corrections to be applied to the
Total Theoretical Exposure Time given by the second chart (wind 0 kt, SL, ISA (or
ISA + 20)) due to the factored wind, actual Hp and ISA conditions.
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Figure 12
In many cases the real exposure time should be lower due to positive effect of
actual headwind, engine failure profile and available engine power margins.
With the wind correction the effect on the real exposure time could be estimated
- see example 1
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8 LANDING PERFORMANCE
8.1 SL/ISA
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8.1 SL/ISA
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SECTION 10
ADDITIONAL PERFORMANCE
CONTENTS
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SECTION 10.3
LEVEL FLIGHT PERFORMANCE
2 LIST OF FIGURES
2.1 PERFORMANCE CHARTS WITH AIR INTAKE SCREENS
Figure 1: Hp=0 ft OAT= -5C (ISA -20)
Figure 2: Hp=0 ft OAT= 15C (ISA)
Figure 3: Hp=0 ft OAT= 35C (ISA +20)
Figure 4: Hp=0 ft OAT= 50C (ISA +35)
Figure 5: Hp=5000 ft OAT= -15C (ISA -20)
Figure 6: Hp=5000 ft OAT= 5C (ISA)
Figure 7: Hp=5000 ft OAT= 25C (ISA+20)
Figure 8: Hp=5000 ft OAT= 40C (ISA+35)
Figure 9: Hp=10000 ft OAT= -25C (ISA -20)
Figure 10: Hp=10000 ft OAT= -5C (ISA)
Figure 11: HP=10000 ft OAT= 15C (ISA +20)
Figure 12: Hp=10000 ft OAT= 30C (ISA +35)
Figure 13: Hp=15000 ft OAT= -35C (ISA 20)
Figure 14: Hp=15000 ft OAT= -15C (ISA)
Figure 15: Hp=15000 ft OAT= 5C (ISA +20)
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10.3
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