Fm-A109s 241100009

A109S RFM Document N109G0040A013
Section 1 Table of Contents
SECTION 1 LIMITATIONS
TABLE OF CONTENTS Page GENERAL ....................................................................................... 1-1 BASIS OF CERTIFICATION ........................................................... 1-1 TYPES OF OPERATION ................................................................. 1-1 MINIMUM FLIGHT CREW............................................................... 1-1 NUMBER OF SEATS ...................................................................... 1-1 WEIGHT LIMITATIONS................................................................... 1-2 CENTER OF GRAVITY LIMITATIONS ........................................... 1-2 AIRSPEED LIMITATIONS............................................................... 1-7 GROUND SPEED LIMITATIONS .................................................... 1-7 ON CONCRETE OR EVEN SURFACES.................................... 1-7 ON UNPREPARED OR UNEVEN SURFACES.......................... 1-7 WIND SPEED LIMITATIONS FOR ROTOR STARTING AND STOPPING ...................................................................................... 1-7 ALTITUDE LIMITATIONS ............................................................. 1-10 AMBIENT AIR TEMPERATURE LIMITATIONS ........................... 1-10 SLOPE LIMITATIONS ................................................................... 1-10 SLIDING DOORS OPENED OR REMOVED ................................ 1-11
EASA Approved 01-06-05 Page 1-i Rev. 1
--- For Training Use Only ---
Page POWER PLANT LIMITATIONS.....................................................1-12 GAS GENERATOR SPEED (N1)..............................................1-12 POWER TURBINE SPEED (N2)...............................................1-12 TURBINE OUTLET TEMPERATURE (TOT) ............................1-13 OIL PRESSURE .......................................................................1-14 OIL TEMPERATURE ...............................................................1-14 ENGINE STARTER LIMITATIONS ...........................................1-14 ROTOR LIMITATIONS (NR)..........................................................1-15 POWER-ON (AEO) ...................................................................1-15 POWER-ON (OEI) ....................................................................1-15 POWER-OFF ............................................................................1-15 TRANSMISSION LIMITATIONS....................................................1-16 TORQUE (TRQ)........................................................................1-16 ALL ENGINES OPERATING (AEO) .........................................1-16 ONE ENGINE INOPERATIVE (OEI).........................................1-16 OIL PRESSURE........................................................................1-17 OIL TEMPERATURE ................................................................1-17 FUEL SYSTEM LIMITATIONS ......................................................1-17 FUEL PRESSURE (PSI) ...........................................................1-17 FUEL QUANTITY......................................................................1-17 TOTAL UNUSABLE FUEL ........................................................1-17 FUEL TYPES ............................................................................1-18 EMERGENCY FUELS ..............................................................1-19 LUBRICANTS ................................................................................1-20 AUTHORIZED ENGINE OILS...................................................1-20 AUTHORIZED TRANSMISSION OILS .....................................1-21 HYDRAULIC SYSTEMS LIMITATIONS ........................................1-22 MAIN FLUID PRESSURE ........................................................1-22 UTILITY SYSTEM - NORMAL - FLUID PRESSURE ...............1-22 UTILITY SYSTEM - EMERGENCY - FLUID PRESSURE ..........1-22 APPROVED FLUIDS ................................................................1-22
Page 1-ii Rev. 1
01-06-05
EASA Approved
Page GENERATOR LOAD LIMITATIONS ............................................. 1-23 AVIONICS LIMITATIONS.............................................................. 1-23 AUTOMATIC FLIGHT CONTROL SYSTEM LIMITATIONS ......... 1-23 FLIGHT WITH ONE HELIPILOT OPERATIVE ONLY .............. 1-23 FLIGHT DIRECTOR LIMITATIONS .............................................. 1-24 ILS APPROACH ....................................................................... 1-24 FLIGHT DIRECTOR MODES MINIMUM USE HEIGHT (MUH) 1-24 ROTOR BRAKE LIMITATION (IF INSTALLED) ........................... 1-24 MISCELLANEOUS LIMITATIONS ................................................ 1-24 BAGGAGE COMPARTMENT LIMITATIONS ........................... 1-24 PLACARDS .................................................................................. 1-25 INSTRUMENT MARKINGS ........................................................ 1-28 ELECTRONIC DISPLAY UNIT FORMATS ................................... 1-29
EASA Approved
01-06-05
Page 1-iii
LIST OF FIGURES Figure Page
WEIGHT AND CENTER OF GRAVITY ENVELOPES Figure 1-1 Weight and Longitudinal CG Envelope.......................1-3 Figure 1-2 Weight and Longitudinal CG Envelope.......................1-4 Figure 1-3 Weight and Lateral CG Envelope ...............................1-5 Figure 1-4 Weight and Lateral CG Envelope ...............................1-6 FLIGHT ENVELOPES Figure 1-5 Airspeed Limitation Vne (Power-ON)....................... 1-8A Figure 1-6 Altitude / OAT Envelope .............................................1-9 PLACARDS Figure 1-7 Cockpit placards (Sheet 1 of 2) ................................1-25 Figure 1-7 Cockpit placards (Sheet 2 of 2) ................................1-26 Figure 1-8 Baggage compartment placards...............................1-27 INSTRUMENTS MARKINGS Figure 1-9 Airspeed Indicator.....................................................1-28 Figure 1-10 EDU1 - START Mode (AEO) (Typical) .....................1-30 Figure 1-11 EDU1 - CRUISE Mode (AEO) (Typical)....................1-31 Figure 1-12 EDU1 - OEI Mode (Typical) ......................................1-32 Figure 1-13 EDU1 - AUTOROTATION Mode (Typical)................1-33 Figure 1-14 EDU2 - MAIN Mode (Typical) ...................................1-34 Figure 1-15 EDU2 - AUXILIARY Mode (Typical) .........................1-35 Figure 1-16 EDU1 and EDU2 - REVERSIONARY Mode (Typical) ....................................................................1-36 Figure 1-17 EDU1 - Gas Generator Speed (AEO).......................1-37 Figure 1-18 EDU1 - Gas Generator Speed (OEI) ........................1-38 Figure 1-19 EDU1 - Turbine Outlet Temperature (AEO)..............1-39 Figure 1-20 EDU1 - Turbine Outlet Temperature (OEI) ...............1-40 Figure 1-21 EDU1 - Torque (AEO)...............................................1-41 Figure 1-22 EDU1 - Torque (OEI) ................................................1-42 Figure 1-23 EDU1 - Rotor Power Turbine Speed (AEO) .............1-43 Figure 1-24 EDU1 - Rotor Power Turbine Speed (OEI)...............1-44 Figure 1-25 EDU1 - Rotor Speed (Power-OFF)...........................1-45
Page 1-iv Rev. 1
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EASA Approved
Figure Figure 1-26 Figure 1-27 Figure 1-28 Figure 1-29 Figure 1-30 Figure 1-31 Figure 1-32 Figure 1-33 Figure 1-34
Page EDU2 (MAIN) - Engine Oil Pressure ........................ 1-46 EDU2 (MAIN) - Engine Oil Temperature .................. 1-47 EDU2 (MAIN) - Transmission Oil Pressure .............. 1-48 EDU2 (MAIN) - Transmission Oil Temperature ........ 1-49 EDU2 (MAIN/AUXILIARY) - Main Hydraulic System Pressure ...................................................... 1-50 EDU2 (MAIN) - Fuel Pressure .................................. 1-51 EDU2 (AUXILIARY) - Ammeter ................................ 1-52 EDU2 (AUXILIARY) - Utility Hydraulic System Pressure (Normal) .................................................... 1-53 EDU2 (AUXILIARY) - Utility Hydraulic System Pressure (Emergency).............................................. 1-54
EASA Approved
01-06-05
Page 1-v
LIST OF TABLES Table Table 1-1 Table 1-2 Table 1-3 Table 1-4 Page Authorized Fuels ...........................................................1-18 Emergency Fuels ..........................................................1-19 Authorized Lubricating Oils, Type II (5 Centistokes) .....1-20 Authorized Lubricating Oils ...........................................1-21
Page 1-vi
01-06-05
EASA Approved
Section 1 Limitations
SECTION 1 LIMITATIONS
GENERAL
Compliance with Section 1 of this manual is mandatory. The helicopter must also be operated in accordance with the appropriate operating rules.
BASIS OF CERTIFICATION
The helicopter is certified under JAR / FAR 27 as detailed in the Type Certificate Data Sheet EASA R005.
TYPES OF OPERATION
The A109S helicopter, in its basic configuration, is approved for Day/ Night VFR / IFR operations in non-icing conditions. No aerobatic manoeuvres are permitted.
MINIMUM FLIGHT CREW

The minimum required flight crew consists of one pilot who shall operate the helicopter from the right crew seat. The left crew seat may be used for an additional pilot when the approved dual controls and co-pilot instruments are installed.
NUMBER OF SEATS
Eight, including the pilot.
EASA Approved
01-06-05
Page 1-1
WEIGHT LIMITATIONS
Maximum gross weight for ground taxiing and towing ......................................... 3205 kg (7066 lb) Maximum take-off gross weight................................. 3175 kg (7000 lb) Minimum gross weight for flight................................. 2050 kg (4519 lb)
CENTER OF GRAVITY LIMITATIONS

Longitudinal limits........................................... See Figures 1-1 and 1-2 Lateral limits ................................................... See Figures 1-3 and 1-4
Page 1-2 Rev. 1
01-06-05
EASA Approved
3400
3330 3430 3175 3249 2910 2970
3200 3000 Gross Weight (kg) 2800 2600 2400 2200 2000 1800 1600 3200
2370 3225
2050 3415 3520
3250
3300
3350
3400
3450
3500
3550
Longitudinal Station (mm)
109G1560A001 REV.A
ICN-0B-A-151000-G-A0126-00032-A-01-1
Figure 1-1 Weight and Longitudinal CG Envelope (metric units)

EASA Approved 01-06-05 Page 1-3 Rev. 1
7500
131,1 135,0 7000 127,9
7000 6500 Gross Weight (lbs) 6000 5500

5225 6415
6548
5000 4500
127,0 4519 134,4 138,6
4000 3500 126
128
130
132
134
136
138
140
Longitudinal Station (in)
109G1560A001 REV.A
ICN-0B-A-151000-G-A0126-00033-A-01-1
Figure 1-2 Weight and Longitudinal CG Envelope (imperial units)

Page 1-4 Rev. 1 01-06-05 EASA Approved
3400
-40 40
3175
3200 3000 Gross Weight (kg) 2800 2600 2400 2200

2050
3175
-80
2450
80
C.L
2450
2050
2000 1800 1600 -100
-80
80
-60
-20
20
60
100
Late ral Station (mm)
109G1560A001 REV.A
ICN-0B-A-151000-G-A0126-00034-A-01-1
Figure 1-3 Weight and Lateral CG Envelope (metric units)

7500
-1,6 1,6
7000
7000 6500 Gross Weight (lbs) 6000

-3,1
7000
3,1
5401
5500 5000 4500 4000
5401
C.L
4519
4519
-3,1
3,1
3500 -4,00
-3,00
-2,00
-1,00
0,00
1,00
2,00
3,00
4,00
Late ral Station (in)
109G1560A001 REV.A
ICN-0B-A-151000-G-A0126-00035-A-01-1
Figure 1-4 Weight and Lateral CG Envelope (imperial units)

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

ON CONCRETE OR EVEN SURFACES Maximum speed for running take-off and landing ................... 40 knots Maximum taxiing speed (nose wheel unlocked) - Straight.................................................................................. 20 knots - Turning .................................................................................. 10 knots ON UNPREPARED OR UNEVEN SURFACES Maximum speed for running take-off and landing ................... 20 knots Maximum taxiing speed (nose wheel unlocked) - Straight.................................................................................. 20 knots - Turning .................................................................................. 10 knots
WIND SPEED LIMITATIONS FOR ROTOR STARTING AND STOPPING

The maximum wind speed for rotor starting and stopping is 40 knots.
EASA Approved
01-06-05
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This Page Intentionally Left Blank
Page 1-8 Rev. 1
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EASA Approved
30000
28000
26000
24000
22000
20000 Take-off and Landing

A IS
18000
p 00 H 15 0
+3
o 5
16000
14000
C
12000
10 0 p 00 H
10000
8000
6000
0H p
DENSITY ALTITUDE [ feet]
4000
5 00
2000
0
p 0H
A IS
-2000
-4000
-6000
-8000
3 5 3 0 2 5 2 0 1 5 1 0 5 0 5 1 0 1 5 2 0 2 5 3 0 3 5 4 0 4 5 5 0 5 5 6 0 6 5 7 0 7 5 8 0 8 5 9 0 9 5 1 0 0 1 0 5 1 1 0 1 1 5 1 2 0 1 2 5 1 3 0 1 3 5
-10000 -30 -20 -10 0 10 20 30 40 50 100 110 120 130 140 Vne [ KIAS]
ICN-0B-A-151000-G-A0126-00036-A-01-1
4 -
4 -
-50
-40
150
160
170
OUTSIDE AIR TEMPERATURE [ C]
109G0290T004/2 Rev.B
Figure 1-5 Airspeed Limitation Vne (Power-ON)

01-06-05 Page 1-8A Rev. 1
EASA Approved
Page 1-8B Rev. 1
01-06-05
EASA Approved
Figure 1-6 Altitude / OAT Envelope

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

Minimum ambient air temperature .................................-25 C (-13 F) Maximum sea level ambient air temperature ................. 50 C (122 F) The maximum ambient air temperature for operation decreases with pressure altitude at the standard lapse rate of 2 C (3.6 F) every 1,000 ft (305 m) up to 20,000 ft (6,095 m).
SLOPE LIMITATIONS
CAUTION While operating on slopes, care must be taken to avoid touching tail. Slope operations are prohibited on surfaces with a slope angle (degrees) above the following: Maximum lateral slope angle ..................................................... 10 deg Maximum longitudinal slope angle ............................................. 10 deg
Page 1-10 Rev. 1
01-06-05
EASA Approved
SLIDING DOORS OPENED OR REMOVED

(Applicable only with passenger door modification P/N 109-0814-35 installed) Flight with either one or both sliding doors open or removed is prohibited if passenger door modification P/N 109-0814-35 is not installed. VNE with one or both doors open or removed ..........................75 KIAS Maximum airspeed for door opening or closing .......................50 KIAS Note When passenger cabin doors are open or removed, check the helicopter Weight and Balance. IFR operation is prohibited with either one or both sliding doors locked in open position or removed.
EASA Approved
01-06-05
Page 1-11
POWER PLANT LIMITATIONS

The helicopter is powered by two (2) Pratt and Whitney PW207C turboshaft engines. GAS GENERATOR SPEED (N1) All Engines Operating (AEO) Continuous Operation ........................................................50 to 97.1% Take-Off Range (5 minutes) ............................................97.2 to 99.7% Maximum.....................................................................................99.7% Transient (20 seconds)..............................................................104.1% One Engine Inoperative (OEI) Continuous Operation ........................................................50 to 99.7% 2.5 minutes Range ........................................................99.8 to 103.0% Maximum...................................................................................103.0% Transient (20 seconds)..............................................................104.1% Note Transient range must not be used intentionally. POWER TURBINE SPEED (N2) All Engines Operating (AEO) Transient ........................................................................................95% Minimum.........................................................................................99% Continuous Operation (except takeoff and landing) ............99 to 101% Take-Off and Landing (below Vy ..................................................102% Maximum......................................................................................102% Transient (20 seconds).............................................................. 112.4%
Page 1-12 01-06-05 EASA Approved
One Engine Inoperative (OEI) Transient ........................................................................................85% Minimum.........................................................................................90% Cautionary Range .................................................................90 to 98% Continuous Operation (except takeoff and landing) ........... 99 to 101% Take-Off and Landing (below Vy) .................................................102% Maximum......................................................................................102% Transient (20 seconds).............................................................. 112.4% Note Transient range must not be used intentionally. TURBINE OUTLET TEMPERATURE (TOT) Engine Starting Maximum at Starting (2 seconds)............................................... 875 C All Engines Operating (AEO) Maximum Continuous ................................................................ 840 C Take-Off Range (5 minutes) ............................................ 841 to 900 C Transient (20 seconds)............................................................. 1000 C One Engine Inoperative (OEI) Maximum Continuous ................................................................ 900 C 2.5 minutes Range .......................................................... 901 to 970 C Transient (20 seconds)............................................................. 1000 C Note Transient range must not be used intentionally.
EASA Approved
01-06-05
Page 1-13
OIL PRESSURE Note The oil pressure limits vary as a function of the gas generator speed. Minimum for ground idle....................................... Above lower red line Continuous Operation .......................................... ..............Green band (variable as a function of N1) Cautionary Range .............................................. ..............Yellow bands (variable as a function of N1) Transient (10 minutes) .............................................................. 200 psi Maximum during engine starting ............................................... 200 psi Note The engine can operate with oil pressure up to 200 psi after start or if the oil temperature drops significantly below 71 C. The operation at an oil pressure up to 200 psi is permitted for a period of 10 minutes. The oil pressure will decrease as the oil temperature rises. OIL TEMPERATURE Continuous Operation ....................................................... 10 to 125 C Maximum.................................................................................... 125 C ENGINE STARTER LIMITATIONS The engine starter duty cycle is the following: - 30 seconds on, 1 minute off; - 30 seconds on, 1 minute off; - 30 seconds on, 30 minutes off.
Page 1-14 Rev. 1
01-06-05
EASA Approved
ROTOR LIMITATIONS (NR)

POWER-ON (AEO) Transient ........................................................................................95% Minimum.........................................................................................99% Continuous Operation (except take-off and landing)...........99 to 101% Take-Off and Landing (below Vy) .................................................102% Maximum......................................................................................102% POWER-ON (OEI) Transient ........................................................................................85% Minimum ........................................................................................90% Cautionary Range .................................................................90 to 98% Continuous Operation (except take-off and landing)...........99 to 101% Take-Off and Landing (below Vy) .................................................102% Maximum......................................................................................102% POWER-OFF Transient ........................................................................................90% Minimum.........................................................................................95% Continuous Operation ......................................................... 95 to 110% Maximum...................................................................................... 110%
EASA Approved
01-06-05
Page 1-15
TRANSMISSION LIMITATIONS
TORQUE (TRQ) ALL ENGINES OPERATING (AEO) Maximum Continuous ..................................................................100% Take-Off Range (5 minutes) ..............................................101 to 107% Maximum......................................................................................107% Transient (6 seconds)................................................................... 110% ONE ENGINE INOPERATIVE (OEI) Maximum Continuous ..................................................................133% 2.5 minutes Range ............................................................134 to 162% Maximum......................................................................................162% Transient (6 seconds)...................................................................173% Note The use of the one engine inoperative (OEI) 2.5 minutes range rating is intended for emergency use only, when one engine becomes inoperative due to an actual malfunction. OEI operations for maintenance or training purposes shall be limited to the maximum continuous OEI power rating. Note Transient range must not be used intentionally.
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EASA Approved
OIL PRESSURE Minimum...................................................................................... 30 psi Continuous Operation ........................................................ 30 to 50 psi Cautionary Range .............................................................. 51 to 70 psi Maximum..................................................................................... 70 psi OIL TEMPERATURE Continuous Operation ......................................................... 0 to 120 C Maximum.................................................................................... 120 C
FUEL SYSTEM LIMITATIONS

FUEL PRESSURE Cautionary Range .................................................................. 0 to 7 psi Continuous Operation .......................................................... 8 to 25 psi Maximum..................................................................................... 25 psi FUEL QUANTITY Total............................................................................................ 460 kg (575 liters at 0.8 kg/liter) TOTAL UNUSABLE FUEL In coordinated flight ...................................................................... 10 kg (12 liters at 0.8 kg/liter)
EASA Approved
01-06-05
Page 1-17 Rev. 1
FUEL TYPES The fuels shown in Table 1-1 have been authorized for use with the Pratt & Whitney PW207C engines. Table 1-1 Authorized Fuels Kerosene Type JET A JET A-1 JP-5 * JP-8 * Applicable Specification ASTM D1655 ASTM D1655 MIL-T-5624 MIL-T-83133
Note Fuel grades marked with an * contains fuel system icing inhibitor (FSII). For JP-8, MILT-83133C allows two grades. The grade meeting NATO code F-34 has FSII while the grade meeting code F-35 has no FSII unless specifically requested. Note For operations below +4C, the use of antiice additive is authorized but not mandatory since the helicopter is equipped with an airframe anti-ice fuel filter. Note For additive requirements and blending procedures refer to the Pratt & Whitney PW207C engine manual.
Page 1-18 Rev. 1
01-06-05
EASA Approved
EMERGENCY FUELS Table 1-2 presents a list of fuels approved for emergency use. Emergency fuels should only be used whenever any of the authorized fuels is not available. Refer to the Pratt & Whitney PW207C Manual for full details. Table 1-2 Emergency Fuels Fuel Type
Automotive Diesel CPW 46 Winter Grade Regular Grade Aviation Gasoline Grades: 80, 100 and 100 LL MIL-G-5572 Do not use below -7 C (20 F) OAT Do not use below 5 C (40 F) OAT Do not use for longer than 150 hours during any period between engine overhauls
Applicable Specification
Arctic Grade
Restrictions
Do not use below -15 C (5 F) OAT
EASA Approved
01-06-05
Page 1-19 Rev. 1
LUBRICANTS
AUTHORIZED ENGINE OILS The oils shown in Table 1-3 have been authorized for use with the PW207C engines. Table 1-3 Authorized Lubricating Oils, Type II (5 Centistokes) Applicable Specification MIL-PRF-23699 Brand Names (For reference only) Aero-Shell Turbine Oil 500 Aero-Shell Turbine Oil 560 BP Turbo Oil 2380 (formerly Exxon Turbo Oil 2380) BP Turbo Oil 25 (formerly Exxon Turbo Oil 25) Castrol 5000 Mobil Jet Oil II Royco Turbine Oil 500 Royco Turbine Oil 560 Turbonycoil 525-2A Note Engine oil tank capacity is 5.12 liters (1.34 US Gallon). Note Mixing of the different brands and types is prohibited.
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01-06-05
EASA Approved
AUTHORIZED TRANSMISSION OILS The oils shown in Table 1-4 have been authorized for use with the main transmission and the tail rotor gearbox lubrication systems. Table 1-4 Authorized Lubricating Oils Designation BP Turbo oil 2380 (formerly EXXON Turbo oil 2380) Mobil Jet Oil II Mobil Jet Oil 254 Aeroshell Turbine oil 500 Aeroshell Turbine oil 555 Aeroshell Turbine oil 560 Castrol Aero 5000 BP Turbo oil 2197 Specification MIL-PRF-23699 MIL-PRF-23699 MIL-PRF-23699 MIL-PRF-23699 DOD-PRF-85734 MIL-PRF-23699 MIL-PRF-23699 MIL-PRF-23699
Oils limited to ambient temperature above -40 C (-40 F). Note Mixing of oils of different brands and types is prohibited.
EASA Approved
01-06-05
Page 1-21
HYDRAULIC SYSTEMS LIMITATIONS

MAIN FLUID PRESSURE Minimum.................................................................................. 1200 psi Cautionary Range ...................................................... 1200 to 1400 psi Continuous Operation ................................................ 1401 to 1600 psi Maximum................................................................................. 1600 psi UTILITY SYSTEM - NORMAL- FLUID PRESSURE Minimum.................................................................................... 500 psi Cautionary Range .........................................................500 to 1140 psi Continuous Operation .................................................1141 to 1600 psi Maximum................................................................................. 1600 psi UTILITY SYSTEM - EMERGENCY- FLUID PRESSURE Minimum...................................................................................1140 psi Maximum................................................................................. 1600 psi APPROVED FLUIDS The following hydraulic fluids are approved: MIL-PRF-5606 MIL-PRF-83282. Note Mixing of fluids of different brands and types is prohibited.
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01-06-05
EASA Approved
GENERATOR LOAD LIMITATIONS

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

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

ILS APPROACH Steepest approach gradient ............................................... 8.4 degrees FLIGHT DIRECTOR MODES MINIMUM USE HEIGHT (MUH) All Flight Director modes when in cruise, climb and descent.................................................500 ft AGL All Flight Director modes during approach .............................50 ft AGL
ROTOR BRAKE LIMITATION (if installed)

Selection of the rotor brake to the ON position is limited as follows: Rotor Speed (NR)................................................................ below 40%
MISCELLANEOUS LIMITATIONS
BAGGAGE COMPARTMENT LIMITATIONS Maximum load............................................................... 120 kg (264 lb) Maximum Unit Load .......................................... 500 kg/m2 (102 lbs/ft2)
Note Refer to Section 6, Weight and Balance, for load distribution.
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01-06-05
EASA Approved
PLACARDS
Figure 1-7 Cockpit placards (Sheet 1 of 2)

APPROVED TYPES OF OPERATION DAY/NIGHT VFR DAY/NIGHT IFR ICING PROHIBITED
DO NOT APPLY ROTOR BRAKE ABOVE 40% ROTOR RPM
ALT. STATIC DECREASE ALTIMETER READING BY 80 ft
IN ALTN POSITION CLOSE VENTS AND TURN HEATER/ECS OFF
E
Only with sliding windows
IN ALTN POSN MAINTAIN INST ACCURACY BY CLOSING WINDOWS VENTS AND TURNING HEATER OFF
ICN-0B-A-151000-G-A0126-00002-A-04-1
Figure 1-7 Cockpit placards (Sheet 2 of 2)

Figure 1-8 Baggage compartment placards

EASA Approved 01-06-05 Page 1-27
INSTRUMENT MARKINGS
87; R N G
ALTN
S T A T I C
NORM
200 20
AIRSPEED
40 60
NE NE
150
KNOTS
100 80
ICN-0B-A-151000-G-A0126-00005-A-02-1
Figure 1-9 Airspeed Indicator

ELECTRONIC DISPLAY UNIT FORMATS

The EDUs present the following information:
EDU1 - N1 - TOT - TRQ - NR - N2 - Caution, warning and advisory messages
EDU2 - Engine 1 oil pressure - Engine 1 oil temperature - Transmission oil pressure - Transmission oil temperature - OAT - Engine 2 oil pressure - Engine 2 oil temperature - Main hydraulic pressure - Fuel Quantity - Fuel Pressure - Utility hydraulic pressure - DC current - DC voltage - AC voltage - Fuel flow - Normal utility hydraulic pressure - Emergency utility hydraulic pressure - Advisory and status messages
Note Fuel flow indication should not be used for flight planning.
EASA Approved
01-06-05
Page 1-29
The main display formats are:

EDU1
- START - CRUISE AEO OEI AUTOROTATION - MAIN - AUXILIARY
EDU2
- REVERSIONARY
AEO OEI AUTOROTATION
ON 63
N1
63
TOT
440 440
TRQ
8 8 N2
NR
65 100 N2
BRT
OFF
DIM
CLR
S T A R T
S T A R T
I G N
I G N
M A N
M A N
I D L E
I D L E
#1 OIL PRES #1 DC GEN SERVO 1
ROTOR LOW XMSN OIL PRES PARK BRK ON
ENT
M
ICN-0B-A-151000-G-A0126-00006-A-02-1
Figure 1-10 EDU1 - START Mode (AEO) (Typical)
The START mode of EDU1 is displayed upon initialization and/or when selected by the START key on EDU1.
ON
N1
95.5 95.5
TOT
770 770
TRQ
95 95 N2
NR
100 100 N2
BRT
OFF
DIM
CLR #1 OIL PRES #1 DC GEN ENT SERVO 1 BATT HOT XMSN OIL PRES PARK BRK ON #2 OIL PRES #2 DC GEN SERVO 2
M
ICN-0B-A-151000-G-A0126-00007-A-02-1
Figure 1-11 EDU1 - CRUISE Mode (AEO) (Typical)
The CRUISE mode is displayed on EDU1 when selected by the CRUISE key on EDU1 or automatically when NR exceeds 85% at the end of the start sequence. The CRUISE mode is displayed on both EDUs in case of complete loss of secondary data. The cruise (AEO) format is also presented in the REVERSIONARY mode.
EASA Approved
01-06-05
Page 1-31 Rev. 1
ON
N1
95.5 0
TOT
770 0
TRQ
95 0 N2
NR
100 100 N2
BRT
OFF
O E I
O E I
O E I
DIM
CLR ENG 2 OUT
ENT
M
ICN-0B-A-151000-G-A0126-00008-A-02-1
Figure 1-12 EDU1 - OEI Mode (Typical)
The OEI mode is a subset of the CRUISE mode and is automatically displayed if one engine becomes inoperative. The OEI format is also presented in REVERSIONARY mode.
Page 1-32 Rev. 1
01-06-05
EASA Approved
ON 67
N1
67
TOT
430 430
TRQ
0 0 N2
NR
108 100 N2
BRT
OFF
DIM
CLR #1 OIL PRES #1 DC GEN SERVO 1 ROTOR LOW XMSN OIL PRES PARK BRK ON #2 OIL PRES #2 DC GEN SERVO 2
ENT
M
ICN-0B-A-151000-G-A0126-00009-A-02-1
Figure 1-13 EDU1 - AUTOROTATION Mode (Typical)
The AUTOROTATION mode is automatically displayed when both engines fail or run at idle, both engine torque inputs are zero and/or in presence of a NR/N2 split. The AUTOROTATION format is also presented in REVERSIONARY mode.
EASA Approved
01-06-05
Page 1-33 Rev. 1
ON
ENG 1 OIL
PSI C
XMSN OIL
PSI C
OAT ENG 2 OIL

C PSI C
BRT
55 OFF
65
45
68
+15
55
65 DIM
KG
KG
HYD 1
PSI
225
PSI
FUEL
225
PSI
HYD 2
PSI
1450 CLR
22
23
1450
MENU 1/3 ENT EXIT AUX MAIN POWER CHECK TEST
M
ICN-0B-A-151000-G-A0126-00010-A-01-1
Figure 1-14 EDU2 - MAIN Mode (Typical)
The MAIN mode of EDU2 is displayed upon IDS initialization and/or when selected by the MAIN key on EDU2 and/or when any caution/ warning message appears.
Page 1-34
01-06-05
EASA Approved
ON
ELECTRICS 118
AMP
FUEL 123 100

KG/HR
99
BRT
OFF
27.3 115
VDC VAC
27.5 116 225

KG
225
DIM
HYDRAULICS
MAIN HYD 1 1450 CLR MENU 1/3 EXIT AUX MAIN POWER CHECK TEST
PSI
UTIL HYD 2 1450 NORM 1450

PSI
EMER 1450
ENT
M
ICN-0B-A-151000-G-A0126-00011-A-01-1
Figure 1-15 EDU2 - AUXILIARY Mode (Typical)
The AUXILIARY mode of EDU2 is displayed by pressing the AUX key on EDU2. The AUXILIARY page reverts automatically to the MAIN page when any caution/warning message appears.
EASA Approved
01-06-05
Page 1-35
ON
N1
TOT
TRQ
NR
100
BRT
OFF
DIM
65 CLR
ENG 1 OIL 88 C PSI FUEL SYS 1 143 KG PSI
65
1
XMSN OIL 88 C PSI HYD OIL PSI 2
65 19
ENG 2 OIL 88 C PSI FUEL SYS 2 143 KG PSI
19 SERVO 1
1053 IDS
1473
ENT
M
ICN-0B-A-151000-G-A0126-00012-A-02-1
Figure 1-16 EDU1 and EDU2 - REVERSIONARY Mode (Typical)
Any EDU reverts to the REVERSIONARY mode when it is manually commanded by pressing the ON/OFF switch to OFF on the failed EDU or automatically when a critical failure occurs and is detected by the healthy EDU.
Page 1-36 Rev. 1
01-06-05
EASA Approved
ON
N1
95.5 95.5
TOT
770 770
TRQ
95 95 N2
NR
100 100 N2
BRT
OFF
DIM
TRANSIENT 104.1%
N1
N1
TAKE-OFF 99.8% MAX. CONTINUOUS 97.2%
TRANSIENT 104.1%
TAKE-OFF 99.8% MAX. CONTINUOUS 97.2%
50% 50%
0% START format (AEO)
0% CRUISE format (AEO) AUTOROTATION format REVERSIONARY format

ICN-0B-A-151000-G-A0126-00013-A-02-1
Figure 1-17 EDU1 - Gas Generator Speed (AEO)
EASA Approved
01-06-05
Page 1-37 Rev. 1
ON
N1
95.5 0
TOT
770 0
TRQ
95 0 N2
NR
100 100 N2
BRT
OFF
O E I
O E I
O E I
DIM
CLR ENG 2 OUT
ENT
N1
TRANSIENT 104.1% MAX. 2.5 MIN 103% MAX. OEI CONTINUOUS 99.8%
50%
0% OEI format REVERSIONARY OEI format

ICN-0B-A-151000-G-A0126-00014-A-02-1
Figure 1-18 EDU1 - Gas Generator Speed (OEI)
Page 1-38 Rev. 1
01-06-05
EASA Approved
ON
N1
95.5 95.5
TOT
770 770
TRQ
95 95 N2
NR
100 100 N2
BRT
OFF
DIM
TOT
TRANSIENT 1000C
TOT
TAKE-OFF 900C START LIMIT 875C MAX. CONTINUOUS 840C
TAKE-OFF 900C
MAX. CONTINUOUS 840C

ICN-0B-A-151000-G-A0126-00015-A-02-1
Figure 1-19 EDU1 - Turbine Outlet Temperature (AEO)
EASA Approved
01-06-05
Page 1-39 Rev. 1
ON
N1
95.5 0
TOT
770 0
TRQ
95 0 N2
NR
100 100 N2
BRT
OFF
O E I
O E I
O E I
DIM
CLR ENG 2 OUT
ENT
TOT
TRANSIENT 1000C MAX. 2.5 MIN 970C MAX. CONTINUOUS 900C TRANSIENT 875C
50%
Note The transient value at starting (half red dot at 875 C) is displayed on the scale of the engine being started, during the restart phase only.
OEI format REVERSIONARY OEI format
ICN-0B-A-151000-G-A0126-00016-A-02-1
Figure 1-20 EDU1 - Turbine Outlet Temperature (OEI)
Page 1-40 Rev. 1
01-06-05
EASA Approved
ON
N1
95.5 95.5
TOT
770 770
TRQ
95 95 N2
NR
100 100 N2
BRT
When TRQ1 + TRQ2 > 215%
OFF
DIM
XMSN OVTRQ
TRQ
TRANSIENT 110% TAKE-OFF 107% MAX. CONTINUOUS 100% TAKE-OFF 107% MAX. CONTINUOUS 100% TRANSIENT 110%
TRQ

ICN-0B-A-151000-G-A0126-00017-A-02-1
Figure 1-21 EDU1 - Torque (AEO)
EASA Approved
01-06-05
Page 1-41 Rev. 1
ON
N1
95.5 0
TOT
770 0
TRQ
95 0 N2
NR
100 100 N2
BRT
OFF
O E I
O E I
O E I
DIM
When TRQ > 162%

CLR
XMSN OVTRQ
ENT
ENG 2 OUT
TRQ
TRANSIENT 173%
MAX. 2.5 MIN 162% MAX. CONTINUOUS 133%
ICN-0B-A-151000-G-A0126-00018-A-02-1
Figure 1-22 EDU1 - Torque (OEI)
Page 1-42 Rev. 3
01-06-05
EASA Approved
ON
N1
95.5 95.5
TOT
770 770
TRQ
95 95 N2
NR
100 100 N2
BRT
OFF
DIM
N2 NR
TRANSIENT 112.4% MAX TAKE-OFF AND LANDING 102% MAX CONTINUOUS 101% MINIMUM 99%
when NR < 95.5% + HORN
CONTINUOUS OPERATION
TRANSIENT 95%
ROTOR LOW
+ ROTOR LOW
when NR > 106%
ROTOR HIGH
+ ROTOR HIGH
20% START and CRUISE formats (AEO) REVERSIONARY format

ICN-0B-A-151000-G-A0126-00019-A-02-1
when N2 > 112.4%
#1(2) OVSPD
Figure 1-23 EDU1 - Rotor Power Turbine Speed (AEO)
EASA Approved
01-06-05
Page 1-43 Rev. 1
when NR < 95.5%
ON
N1
95.5 0
TOT
770 0
TRQ
95 0 N2
NR
100 100 N2
BRT
ROTOR LOW
+ HORN
OFF
+ ROTOR LOW
O E I
O E I
O E I
DIM
when NR > 106%
CLR ENG 2 OUT
ROTOR HIGH + ROTOR HIGH
ENT
when N2 > 112.4%
#1(2) OVSPD
N2 NR
TRANSIENT 112.4% MAX TAKE-OFF AND LANDING 102% CONTINUOUS OPERATION
MAX. CONTINUOUS 101% 99% MINIMUM 90%
TRANSIENT 85%

ICN-0B-A-151000-G-A0126-00021-A-02-1
Figure 1-24 EDU1 - Rotor Power Turbine Speed (OEI)
Page 1-44 Rev. 1
01-06-05
EASA Approved
ON 67
N1
67
TOT
430 430
TRQ
0 0 N2
NR
108 100 N2
BRT
OFF
DIM
CLR #1 OIL PRES #1 DC GEN ENT SERVO 1 ROTOR LOW XMSN OIL PRES PARK BRK ON #2 OIL PRES #2 DC GEN SERVO 2
when NR < 94.5%
ROTOR LOW
+ HORN + ROTOR LOW
when NR > 111%
N2 NR
ROTOR HIGH + ROTOR HIGH
MAXIMUM 110% CONTINUOUS OPERATION MINIMUM 95% TRANSIENT 90%
20% AUTOROTATION format REVERSIONARY AUTOROTATION format

ICN-0B-A-151000-G-A0126-00020-A-02-1
Figure 1-25 EDU1 - Rotor Speed (Power-OFF)
EASA Approved
01-06-05
Page 1-45 Rev. 1
ON
ENG 1 OIL
PSI C
XMSN OIL
PSI C
OAT ENG 2 OIL

C PSI C
BRT
55 OFF
65
45
68
+15
55
65 DIM
KG
KG
HYD 1
PSI
225
PSI
FUEL
225
PSI
HYD 2
PSI
1450 CLR
22
23
1450
When engine oil pressure is outside limits:
ENG OIL
120 PSI
#1(2) OIL PRES

+ WARNING
MAXIMUM
CAUTIONARY
CAUTIONARY MINIMUM 0 PSI
ICN-0B-A-151000-G-A0126-00022-A-01-1
Figure 1-26 EDU2 (MAIN) - Engine Oil Pressure
Page 1-46 Rev. 1
01-06-05
EASA Approved
ON
ENG 1 OIL
PSI C
XMSN OIL
PSI C
OAT ENG 2 OIL

C PSI C
BRT
55 OFF
65
45
68
+15
55
65 DIM
KG
KG
HYD 1
PSI
225
PSI
FUEL
225
PSI
HYD 2
PSI
1450 CLR
22
23
1450
when engine oil temp. > 125C
#1(2) OIL HOT
ENG OIL
130C
MAXIMUM 125C
10C
0C
ICN-0B-A-151000-G-A0126-00023-A-01-1
Figure 1-27 EDU2 (MAIN) - Engine Oil Temperature
EASA Approved
01-06-05
Page 1-47
ON
ENG 1 OIL
PSI C
XMSN OIL
PSI C
OAT ENG 2 OIL

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

XMSN OIL
100 PSI
+ WARNING
MAXIMUM 70 PSI CAUTIONARY 50 PSI CONTINUOUS OPERATION MINIMUM 30 PSI
0 PSI
ICN-0B-A-151000-G-A0126-00024-A-01-1
Figure 1-28 EDU2 (MAIN) - Transmission Oil Pressure
Page 1-48
01-06-05
EASA Approved
ON
ENG 1 OIL
PSI C
XMSN OIL
PSI C
OAT ENG 2 OIL

C PSI C
BRT
55 OFF
65
45
68
+15
55
65 DIM
KG
KG
HYD 1
PSI
225
PSI
FUEL
225
PSI
HYD 2
PSI
1450 CLR
22
23
1450
when transmission oil temp. > 120C
XMSN OIL HOT

+ WARNING
XMSN OIL
130C
MAXIMUM 120C
0C
ICN-0B-A-151000-G-A0126-00025-A-01-1
Figure 1-29 EDU2 (MAIN) - Transmission Oil Temperature
EASA Approved
01-06-05
Page 1-49
EDU2 - AUXILIARY
EDU2 - MAIN
ON
ELECTRICS 118
AMP
FUEL 123 100

KG/HR
99
BRT
ON
ENG 1 OIL
PSI C
XMSN OIL
PSI C
OAT ENG 2 OIL

C PSI C
BRT
55 OFF 27.3 115

VDC VAC
65
45
68
+15
55
65 DIM
27.5 116 225

KG
227
DIM
OFF
XFEED UTIL
KG KG
HYDRAULICS
MAIN HYD 1 1450 CLR MENU 1/3 EXIT AUX MAIN POWER CHECK TEST EXIT AUX
PSI
HYD 2 1450
NORM 1450
PSI
EMER 1450 CLR
HYD 1
PSI
225
PSI
FUEL
225
PSI
HYD 2
PSI
1450
22
23
1450
MENU 1/3 ENT MAIN POWER CHECK TEST
ENT
HYD
MINIMUM 1200 PSI MINIMUM CONTINUOUS 1400 PSI MAXIMUM 1600 PSI
800 PSI CAUTIONARY CONTINUOUS OPERATION
2000 PSI
ICN-0B-A-151000-G-A0126-00026-A-01-1
Figure 1-30 EDU2 (MAIN/AUXILIARY) - Main Hydraulic System Pressure
Page 1-50
01-06-05
EASA Approved
ON
ENG 1 OIL
PSI C
XMSN OIL
PSI C
OAT ENG 2 OIL

C PSI C
BRT
55 OFF
65
45
68
+15
55
65 DIM
KG
KG
HYD 1
PSI
225
PSI
FUEL
225
PSI
HYD 2
PSI
1450 CLR
22
23
1450
FUEL
MINIMUM CONTINUOUS 7 PSI MINIMUM 0 PSI MAXIMUM 25 PSI
CAUTIONARY
30 PSI
ICN-0B-A-151000-G-A0126-00027-A-01-1
Figure 1-31 EDU2 (MAIN) - Fuel Pressure
EASA Approved
01-06-05
Page 1-51
ON
ELECTRICS 118
AMP
FUEL 123 100

KG/HR
99
BRT
OFF
27.3 115
VDC VAC
27.5 116 225

KG
225
DIM
HYDRAULICS
PSI

PSI
EMER 1450
ENT
AMMETER
MAXIMUM 160 AMP
0 AMP
CONTINUOUS OPERATION TRANSIENT 200 AMP
ICN-0B-A-151000-G-A0126-00028-A-01-1
Figure 1-32 EDU2 (AUXILIARY) - Ammeter
Page 1-52
01-06-05
EASA Approved
ON
ELECTRICS 118
AMP
FUEL 123 100

KG/HR
99
BRT
OFF
27.3 115
VDC VAC
27.5 116 225

KG
225
DIM
HYDRAULICS
PSI

PSI
EMER 1450
ENT
NORM
MINIMUM 500 PSI 300 PSI 1140 PSI MAXIMUM 1600 PSI 2000 PSI
CAUTIONARY
ICN-0B-A-151000-G-A0126-00029-A-01-1
Figure 1-33 EDU2 (AUXILIARY) - Utility Hydraulic System Pressure (Normal)

ON
ELECTRICS 118
AMP
FUEL 123 100

KG/HR
99
BRT
OFF
27.3 115
VDC VAC
27.5 116 225

KG
225
DIM
HYDRAULICS
PSI

PSI
EMER 1450
ENT
EMER
300 PSI MINIMUM 1140 PSI MAXIMUM 1600 PSI 2000 PSI
ICN-0B-A-151000-G-A0126-00030-A-01-1
Figure 1-34 EDU2 (AUXILIARY) - Utility Hydraulic System Pressure (Emergency)

SECTION 2 NORMAL PROCEDURES
TABLE OF CONTENTS Page GENERAL ....................................................................................... 2-1 FLIGHT PLANNING ........................................................................ 2-2 EXTERNAL PREFLIGHT CHECKS ................................................ 2-2 GENERAL................................................................................... 2-2 PILOTS PREFLIGHT CHECK.................................................... 2-3 ENGINE PRE-START CHECK ...................................................... 2-17 ENGINE START ............................................................................ 2-24 NORMAL ENGINE START ....................................................... 2-24 QUICK ENGINE START ........................................................... 2-29 DRY MOTORING RUN............................................................. 2-33 SYSTEMS CHECK ....................................................................... 2-35 HYDRAULIC SYSTEMS ........................................................... 2-35 FUEL SYSTEM ......................................................................... 2-36 ELECTRICAL A.C. SYSTEM .................................................... 2-38 MISCELLANEOUS ................................................................... 2-38 HELIPILOT SYSTEM................................................................ 2-40 BEFORE TAKE-OFF CHECKS..................................................... 2-42
EASA Approved
01-06-05
Page 2-i
Page GROUND TAXIING........................................................................2-43 TAKE-OFF .....................................................................................2-43 HOVER TAKE-OFF...................................................................2-43 ROLLING TAKE-OFF ...............................................................2-45 IN FLIGHT......................................................................................2-47 FLIGHT DIRECTOR OPERATION (IF INSTALLED) ................2-47 APPROACH AND LANDING ........................................................2-48 VERTICAL LANDING................................................................2-49 RUNNING LANDING ................................................................2-49 SHUTDOWN .................................................................................2-50 POST FLIGHT CHECK..................................................................2-51 FLIGHT HANDLING CHARACTERISTICS ...................................2-52 ENGINE LIMIT GOVERNING ...................................................2-52 CLIMB SPEED ..........................................................................2-53 AUTOROTATIVE DESCENT ....................................................2-53 STEEP APPROACHES AND VERTICAL DESCENT MANOEUVRES.........................................................................2-53 ADVISORY CAPTIONS DEFINITIONS .........................................2-54
Page 2-ii
01-06-05
EASA Approved
LIST OF FIGURES Figure Figure 2-1 Figure 2-2 Page Preflight Check Sequence .......................................... 2-3 IGN Circuit Breakers Location .................................. 2-34
EASA Approved
01-06-05
Page 2-iii
Page 2-iv
01-06-05
EASA Approved
01-06-05
Section 2 Normal Procedures
SECTION 2 NORMAL PROCEDURES

GENERAL
The following procedures are the result of extensive flight tests and experience with the A109S aircraft. They are intended to ensure that the level of safety established by the design and certification process is achieved. This section contains instructions and procedures for operating the helicopter from the planning stage, through actual flight conditions, to securing the helicopter after landing. Normal and standard conditions are assumed in these procedures. Pertinent data in other sections is referenced when applicable. The instructions and procedures contained herein are written for the purpose of standardization and are not applicable to all situations. The minimum and maximum limits, and the normal and cautionary operating ranges for the helicopter and its subsystems are indicated by instrument markings and placards. Refer to Section 1 for details of the operating limitations. Each time an operating limitation is exceeded, a malfunction or an emergency occurs, an appropriate entry shall be made in the logbook (airframe, engine, etc.). The entry shall state which limit was exceeded, the duration of time, the extreme value attained, and any additional information essential in determining the maintenance action required. As an aid to this task, the IDS software includes logs of limit exceedance data, fault data, and caution and warning signals which are stored in a Non-Volatile Memory for subsequent retrieval.
EASA Approved
01-06-05
Page 2-1
FLIGHT PLANNING
Each flight must be planned adequately to ensure safe operations and to provide the pilot with the data to be used during the flight. Essential weight and balance, and performance information should be compiled as follows: - Check type of mission to be performed and destination. - Select appropriate performance charts to be used form Section 4. - Review the appropriate Supplements of this Rotorcraft Flight Manual for the optional equipment installed. Ascertain proper weight and balance of the helicopter as follows: - Consult Section 6 - Weight and Balance; - Ascertain weight of fuel, oil, payload, etc; - Compute take-off and anticipated landing gross weights; - Check helicopter center of gravity (CG) locations; - Check that the weight and CG limitations in Section 1 are not exceeded during the flight.
EXTERNAL PREFLIGHT CHECKS

GENERAL Preflight checks are intended as those checks to be performed by the pilot in order to ascertain that the helicopter is flightworthy and adequately equipped. Note All checks are to be carried out before the first flight of the day. Checks in blue may be omitted if the AIRWORTHINESS CHECK has been performed as per Maintenance Manual. Furthermore, checks marked with an are required before each flight.
The inspection commences at the nose and continues clockwise around the helicopter. During the inspection, check that there are no leaks from overboard drains, that all vents, air intakes and air outlets are clear of obstructions, and all access panels and antennas are secure.
01-06-05
PILOTS PREFLIGHT CHECK
AREA N1: Helicopter nose AREA N2: Fuselage - RH side AREA N3: Tail boom - RH side AREA N4: Fins, tail gearbox, tail rotor and skid AREA N5: Tail boom - LH side AREA N6: Fuselage - LH side AREA N7: Cabin interior
Figure 2-1 Preflight Check Sequence

The following procedure outlines the pilot walk-around and interior checks (Figure 2-1): Main and tail rotor tie-downs : Removed.
Area N1 (Helicopter Nose) Nose exterior Ventilation air intake Pitot-static tubes (2) Nose landing gear : Condition. : Free of obstruction. : Cover removed, condition and free of obstruction. : Condition, shock strut extension, leaks, tire condition and pressure. : Condition and cleanliness. : Open. : Condition and secured. : Condition and free of leaks. : Secured. : Discharge by pressing two relevant red pushbuttons.
Landing light Nose compartment access door Avionic components Accumulators Nose compartment access door Accumulators
CAUTION The discharge of accumulators causes loss of parking brakes. Suitable measures (wheel chocks) should be taken to ensure helicopter will not move. Drains and vents : Condition.
Page 2-4
01-06-05
EASA Approved
01-06-05
Area N2 (Fuselage - RH side) Windshield and roof transparent panel : Condition and cleanliness.
IDS external air temperature sen- : Condition, free of obstruction. sor Fuselage exterior Pilot cabin door and window Antenna(s) Sliding door Sliding door jettison window : Condition. : Condition, cleanliness, retainer and secured. : Condition. : Condition, cleanliness of window and secured. : Security and condition of window, seal retainer and emergency markings. : Condition and secured. : Open. : Check for leaks and status (Red button out: filter clogged). : Check fluid level and filler cap for security. : Secured. : Open, if necessary, to reach upper part of helicopter. : Condition and secured. : Condition and secured. Check for correct charge indication. Main rotor pitch change links
EASA Approved
seal
Cowlings and fairings Middle access door Servo hydraulic system valves and filter group Hydraulic system tanks (2) Middle access door Service step Main rotor hub and blades Main rotor dampers
: Condition and secured.

01-06-05 Page 2-5
Upper anti-collision light

HYD. SERVOS
: Condition. : Open. : Condition and leaks. : Condition and leaks. : By-pass indication (red button out: filter clogged). : Secured. : Open. : Free of obstruction. : Condition and secured.
access door
Servo actuator (actuator with yellow decal) Main transmission and accessories (visible area) Transmission external oil filter
HYD. SERVOS
access door access door
ENGINE OIL COOLER
Cooler blower air intake Cooler system belt

ENGINE OIL COOLER
access
: Secured. : Open. : Condition and leaks. : Secured. : Covers removed; free of damage and/or obstruction. : Open. : Check for fuel and/or oil leaks. : Check gauge for oil level. : Condition. : Condition. : Condition, secured. : Secured. : Open.
EASA Approved
door Service step Airframe (A/F) fuel filter Service step Engine air intake screen and chamber Engine access door Engine area Engine oil Engine-transmission drive shaft Engine supports (visible area) Engine access door Fuel filler cap Igniter access door
Page 2-6 01-06-05
01-06-05
Igniter box Engine fire extinguisher bottle Igniter access door
: Condition. : Condition. : Secured.
Engine fire extinguisher indicator : Check in the red position. disc Note If the indicator disc is not in the red position, it means that the relevant bottle has already been discharged and needs to be replaced. Engine exhaust Main landing gear : Cover removed, condition and free of fuel. : Condition, shock strut extension, leaks, tire condition and pressure. : Condition. : Free of obstruction. : Condition. : Condition. : Secured. : Secured.
Taxi and landing lights Drain and vents lines Antenna(s) Navigation and position lights External Power door Battery door
Area N3 (Tailboom - RH side) Tailboom exterior Antenna(s) Lower anti-collision light Stabilizer
EASA Approved
: Condition. : Condition. : Condition. : Condition and secured.

01-06-05 Page 2-7
Area N4 (Fins, tail gearbox, tail rotor and skid) Tail fin and skid Tail navigation light Tail rotor gearbox access door Tail rotor gearbox Tail rotor pitch link control lever : Condition. : Condition. : Open. : Check no leaks. : Condition.
Tail rotor gearbox access door : Secured. Oil filler cap Tail rotor gearbox Tail rotor hub and blades : Secured. : Check oil level. Check for leaks. : Condition, cleanliness and freedom of flapping.
Tail rotor pitch change mecha- : Condition and secured. nism
Area N5 (Tailboom - LH side) Tailboom exterior Stabilizer Antenna(s) Tail rotor driveshaft cover Tail rotor driveshaft bearings Tail rotor driveshaft cover : Condition. : Condition and secured. : Condition. : Open. : Condition and secured. Check for grease leaks. : Secured.
Page 2-8
01-06-05
EASA Approved
01-06-05
Area N6 (Fuselage - LH side) Fuselage exterior Engine exhaust Engine fire extinguisher indicator disc : Condition : Cover removed, condition and free of fuel. : Check in the red position.
Note If the indicator disc is not in the red position, it means that the relative bottle has already been discharged and it needs to be replaced. Tail rotor driveshaft support access door Igniter box Engine fire extinguisher bottle : Open. : Condition. : Condition.
Tail rotor middle drive shaft bearings : Check condition. Verify no marks of slippage. Door secured. Access door Baggage compartment door Baggage compartment Tail rotor hydraulic servo actuator BATT RELAY circuit breaker : Secured. : Open. : Cargo (if on board) properly secured. : Check for oil leaks. : In. Access door closed.
EASA Approved
01-06-05
Page 2-9
Note The above mentioned circuit breakers are accessible from baggage compartment through an inspection door. Baggage compartment door Engine access door Engine area Engine oil Engine-transmission drive shaft Engine support (visible area) Engine access door Engine air intake screen and chamber ENGINE OIL COOLER ACCESS door Cooler blower air intake Cooler system belt ENGINE OIL COOLER ACCESS door Service step Main rotor hub and blades Main rotor dampers : Secured. : Open. : Check for fuel and/or oil leaks. : Check gauge for oil level. : Condition. : Condition. : Condition, secured. : Cover removed; free of damage and/or obstruction. : Open. : Free of obstruction. : Condition and secured. : Secured. : Open and use to reach upper part of helicopter. : Condition and secured. : Condition and secured. Check for correct charge indication. Main rotor pitch change links Swashplate and driving scissors
Page 2-10 01-06-05
: Condition and secured. : Condition and secured.

EASA Approved
01-06-05
Main transmission and accessories (visible area) Transmission oil access door Transmission Transmission oil
: Condition and leaks. : Open. : Filler cap secured. : Check correct secured. Note level. Door
Transmission oil level must be between the MIN and the MAX markings. Transmission oil access door HYD. SERVOS ACCESS door Servo actuators (visible ones: actuator with red decal and one with blue decal) : Secured. : Open. : Condition and leaks.
HYD. SERVOS ACCESS door : Secured. Airframe (A/F) fuel filter Service step Drains and vents lines Navigation and position lights Main landing gear : Condition and leaks. : Secured. : Free of obstruction. : Condition. : Condition, shock strut extension, leaks, tire condition and pressure. : Condition. : Security and condition of window, seal retainer and emergency markings. : Condition, cleanliness, window secured. : Condition and secured.
01-06-05 Page 2-11 Rev. 1
Taxi and landing lights Sliding door jettison window
Sliding door Cowling and fairings

EASA Approved
Co-pilot cabin door and window Antenna(s) Windshield and roof transparent panel
: Condition, cleanliness, retainer and secured. : Condition. : Condition and cleanliness.
seal
Area N7 (Helicopter interior) Cabin interior Sliding door jettison windows (RH and LH) Sliding doors (RH and LH) Passenger safety belts Cabin interior : Security and condition of seal retainer and strap. : Check correct operation of locking and mechanical stop devices. : Condition : Check security of equipment. Check presence of markings. Note Operation with passenger sliding doors open or removed requires removal or correct securing of all cabin equipment, installations and trim panels and that passenger safety belts be fastened if seats are unoccupied. First aid kit Cabin fire extinguisher Sliding doors (RH and LH) : Check on board and content. : Charged and secured. : Secured.
Page 2-12
01-06-05
EASA Approved
01-06-05
Cockpit interior Co-pilot door jettison handle : Correct position and secured.
Co-pilot safety belt and inertia reel : Condition and belt fastened if seat is unoccupied. Co-pilot seat Co-pilot flight controls Lower and lateral transparent panels Co-pilot door Pilot door jettison handle Pilot safety belt and inertia reel Pilot seat Pilot flight controls Lower and lateral transparent panels Landing gear lever Landing gear lever lock Parking brake Rotor brake lever Access door : Secured. : Condition and secured. : Cleanliness and integrity. : Secured. : Correct position and secured. : Condition. : Secured. : Condition and secured. : Cleanliness and integrity. : Check DOWN. : Check in NORMAL position and wirelocked. : ON (pull out and turn). : Leave disengaged (full forward). : Secured.
Instruments, panels and breakers : Condition and legibility. All interior and exterior lights PITOT 1 and 2 switches : Check OFF. : Check OFF.
EASA Approved
01-06-05
Page 2-13
For the following checks connect the d.c. supply. Note The following checks may require a large electrical consumption. Beware of possible battery charge depletion if not using external power. BAT switch GEN BUS 1 and GEN BUS 2 switches External Power : ON. : ON. : Connect (if required). If external power connected, the battery is automatically disconnected. Check BATT OFF caution message is displayed. : Check down and locked. Check 3 green lights lit (Nose, RH, LH). : Check for correct pre-charge (427 20 psi). : Gently drain while respective fuel pump is operating. Push red button on filter and check for by-pass indication and #1 A/F F FLTR caution message on EDU1. Note Fuel is pressurized, therefore drainage should be carried out by gently pushing red button. Failure to comply with this advice could result in some fuel being squirted around.
Landing gear indications
Accumulators (HYDRAULIC UTILITY NORM / EMER) LH airframe (A/F) fuel filter
Page 2-14
01-06-05
EASA Approved
01-06-05
LH fuel pump
: Drain by raising guard and setting FUEL DRAIN switch, located in baggage compartment, to VALVE 1 ON (lower position). Check for fuel dripping from the drain and verify FUEL DRAIN 1 caution message displayed on EDU1. Set switch to OFF (center position). Verify no fuel dripping and FUEL DRAIN 1 caution message suppressed.
RH fuel pump
: Drain by setting FUEL DRAIN switch to VALVE 2 ON (upper position). Check for fuel dripping from the drain and verify FUEL DRAIN 2 caution message displayed on EDU1. Set switch to OFF (center position). Verify no fuel dripping and FUEL DRAIN 2 caution message suppressed. Lower guard.
RH airframe (A/F) fuel filter
: Gently drain while respective fuel pump is operating. Push red button on filter and check for bypass indication and #2 A/F F FLTR caution message on EDU1.
EASA Approved
01-06-05
Page 2-15
Note Fuel is pressurized, therefore drainage should be carried out by gently pushing red button. Failure to comply with this advice could result in some fuel being squirted around.
Check following systems for correct operation: Navigation and anticollision lights. Landing lights.
Disconnect the d.c. electrical supply. External Power (if used) BAT switch GEN BUS 1 and GEN BUS 2 switches Pilot door : Disconnect. : OFF. : Check automatically to OFF. : Secured.
Page 2-16
01-06-05
EASA Approved
01-06-05
ENGINE PRE-START CHECK
Pedals and seat Seat belt Doors (RH and LH) Jettison mechanism on doors Landing gear lever Nose wheel lock Parking brake Cyclic stick
: Adjust. : Fasten and adjust. : Closed and locked. : Check secured. : Check DOWN. : ON (lever up). : Check ON. : Centered (or positioned to counter wind) and friction adjusted. : Fully down and friction adjusted.
Collective lever Engine Control Panel: ENG 1 MODE switch ENG 2 MODE switch OEI TNG (OEI training) switch Overhead Panel: Circuit breakers BAT switch GEN BUS 1 and GEN BUS 2 switches GEN 1 and 2 switches External power
: OFF (fully counterclockwise). : OFF (fully counterclockwise). : Off position (centered).
: All engaged. : ON. : ON. : ON. : Connect (if required).
EASA Approved
01-06-05
Page 2-17 Rev. 1
Note Be sure that external power source supplies not less than 28 V. Note The battery is automatically disconnected when an external power source is connected to the helicopter. Check that BATT OFF caution message is displayed on EDU1 if the external power is used. Engine power levers INV 1 and 2 switches LD-SH (Load share) switch : Check FLIGHT. : ON. : As required. Note The LD-SH switch allows the pilot to keep matched engine TORQUE or TOT, as required. Altimeter STATIC source switch SERVO (Main hydraulic) SAS 1 and 2 switches AUTOTRIM switch F-TRIM switch Electronic Display Units (EDU1 and EDU2) : Set. : NORM and protected. : BOTH. : OFF. : AUTOTRIM. : ON. : Check on.
Note BOTH EDUs are automatically activated when the helicopter is electrically powered.
01-06-05
EDU1
: Select MENU, press TEST key and check the following test sequences on both EDUs. Note The TEST function can also be selected on EDU2.
EDU1
: The test sequence shall display the CRUISE format with the following data: N1 TOT TRQ NR / N2 97.4% 820 C 100% 100%
The caution and warning messages, simulated by the DAU, shall be presented in the message area during the test routine. Note During the test, the DAU will activate the MWL, MCL and the ENG FIRE warning message; it will also illuminate the engine power lever grips and the FIRE warning lights on the engine control panel. If a failure is detected on engine fire and/or fuel low detectors, the caution message FIRE DET and/or F LOW FAIL will appear.
EASA Approved
01-06-05
Page 2-19 Rev. 1
Note Due to the short length of the EDU Test, only one of the ENG FIRE messages is heard. The ENG FIRE message of the second engine can be heard by pushing the MASTER WARNING RESET pushbutton. EDU2 : The test sequence shall display the MAIN format with the following data: ENG OIL pressure ENG OIL temperature XMSN OIL pressure XMSN OIL temperature FUEL pressure 50 PSI 100 C 40 PSI 100 C 20 PSI
Hydraulic oil pressure 1500 PSI Fuel quantity OAT Decreasing +25 C
In the advisory area (lower part of the screen) the test sequence shall display: EDU1 and EDU2 software identification number. DAU-A and DAU-B software identification number. EDU 1 BIT PASS EDU 2 BIT PASS DAU-A BIT PASS DAU-B BIT PASS
Page 2-20 Rev. 1
01-06-05
EASA Approved
01-06-05
EDU1 and EDU2 EDU1
: After 10 seconds automatically return to previous selected formats. : Select MENU and enter page 2. Verify CH-A and CH-B legends to be green and white respectively. : Set to EMER and check functionality. : Set AWG switch on TEST and maintain. Check the aural message TEST OK and after about 6 seconds the vocal alarm operates in the following sequence: ROTOR LOW ENGINE ONE OUT ENGINE TWO OUT ENGINE ONE FIRE ENGINE TWO FIRE WARNING ROTOR HIGH LANDING GEAR AIRSPEED (*) TWO HUNDRED FEET ONE FIFTY FEET
Pilots ICS Aural Warning Generator Test
(*) Only helicopters equipped with Aural Warning Generator P/N 109-0729-96-105. Note The vocal alarm message WARNING is activated when # 1 ECU FAIL, # 2 ECU FAIL, # 1 OIL PRES, # 2 OIL PRES, XMSN OIL PRES, XMSN OIL HOT, ROTOR BRK ON, BAGGAGE SMOKE, NOSE WHL UNLK, BATT HOT, BATT DISCH or ELECTRICAL are displayed on EDU1.
Note The test sequence includes the TWO HUNDRED FEET message, which is not utilized by the system and is only produced during the test, being a foreseen option of the Aural Warning Generator. ADI stand-by : Flag retracted, erect (operate PULL TO CAGE knob, if necessary). : Check. : Set to 100%.
Fuel quantity RPM switch (on collective grip)
CAUTION Avoid rapid movement of engine power levers in order to not damage the internal mechanism. # 1 ENG GOV switch # 2 ENG GOV switch ENG TRIM toggle switches (on collective grip) : AUTO. : AUTO. : Verify the operation, then leave the engine power levers in the FLIGHT position. Note Each engine trim toggle switch controls the respective power lever from MIN to FLIGHT position when in AUTO mode, and from MIN to MAX position when in MANUAL mode.
Page 2-22
01-06-05
EASA Approved
01-06-05
Note Both engine power levers should always be operated through the rocker switches located on the collective grip. These should be operated manually only in case of failure of the remote control (PLA MOTOR caution message active), or before starting, to position the levers to FLIGHT. EDU1 : Check #1 PLA and #2 PLA caution messages suppressed.
EASA Approved
01-06-05
Page 2-23
ENGINE START
NORMAL ENGINE START Either engine may be started first. In the following procedure, Engine 1 is started first.
EDU1
: Verify START page is selected.
Engine 1 start ENG 1 FUEL switch FUEL PUMP 1 switch : ON (bar vertical). : ON. Verify FUEL PUMP 1 caution message suppressed. Check pressure. : Check in NORM position. Verify bar horizontal. : Set to IDLE. Note It is recommended to start the engine to IDLE. Nevertheless, when OAT is above 0 C or during a warm engine start, it is possible to start to FLIGHT by setting the ENG MODE switch directly to FLT. Gas generator speed (N1) Engine temperature (TOT) : Note N1 increasing and START legend vertically displayed. : Note TOT increasing and IGN legend vertically displayed.
CROSS FEED switch ENG 1 MODE switch
Page 2-24 Rev. 1
01-06-05
EASA Approved
01-06-05
CAUTION Monitor engine start and if any of the following occurs: - lightup is not obtained within 15 seconds - abnormal noises are heard - TOT increases beyond start limits (#1(2) HOT START caution message displayed) - N1 or N2 increase beyond start limits - engine hangs (stagnation in N1 below 50%) Abort the start and shutdown the engine by setting the ENG MODE switch to OFF.
CAUTION Following an aborted start, perform the following procedure before restarting: - Allow 30 seconds fuel drain period. - Perform a 30 seconds DRY MOTORING RUN. Refer to Section 1 for engine starter limitations and to this section for DRY MOTORING RUN procedure. Engine oil pressure : Check rising. Note N1 must be at least 40% in order for the engine oil pressure to start rising.
EASA Approved
01-06-05
Page 2-25
Note During cold starting conditions, the engine oil pressure can rise up to 200 psi and will decrease as the oil temperature rises. The operation at an engine oil pressure up to 200 psi is permitted for a maximum period of 10 minutes. Engine oil temperature : Check.
CAUTION Do not apply power or allow NG to rise above 90% until engine oil temperature reaches 10 C.
CAUTION If the main rotor does not begin to rotate at N1 = 40%, abort the start by setting the ENG MODE switch to OFF. Transmission oil pressure : Check rising. Note During cold starting conditions, the transmission oil pressure may temporarily rise up to 100 psi. Remain at IDLE until the transmission oil pressure returns below 70 psi whilst the oil temperature increases. Engine starter : At N1 = 50%, engine starter is automatically deactivated. #1 DC GEN caution message suppressed. START and IGN legends are also automatically suppressed.
01-06-05
Main hydraulic system
: Check rise in main hydraulic pressure, when the main rotor begins to rotate. : Initially, when accumulators are discharged, as main rotor begins to rotate, note the activation of MAIN UTIL CHRG and EMER UTIL CHRG caution messages. Note both caution messages are suppressed when systems are charged. : Check stabilized to IDLE speed of 65% 1%. Note
Hydraulic utility system (normal and emergency)
Power turbine speed (N2)
If the engine was started directly to FLT, the N2 will stabilize at 100% with the rotor speed (NR). Note Below 85% NR, avoid any cyclic movement except to prevent hitting blade stops. Engine and transmission oil ENG 1 MODE switch NR / N2 : Check pressure and temperature within limits. : Set to FLT. : Check stabilized at 100%.
EASA Approved
01-06-05
Page 2-27
Engine 2 start Repeat above procedure for engine N2
CAUTION Ensure that the second engine engages as the N2 increases to FLT. A non-engaged engine shows positive N2 value and near zero torque. If a non-engagement occurs, shutdown the non-engaged engine first. When the non-engaged engine has stopped, shutdown the engaged engine. If a sudden or hard engagement occurs, shutdown both engines for maintenance action. Engine parameters Transmission parameters BAT switch : Check within limits. : Check within limits. : Check ON. (BATT OFF caution message displayed if EPU connected). : Disconnect and close door. Check EXT PWR ON and BATT OFF caution messages suppressed. : ON. : Check stabilized at 100%.
External power (if used)
RAD-MSTR switch NR / N2
Page 2-28
01-06-05
EASA Approved
01-06-05
QUICK ENGINE START This procedure can be followed whenever the situation requires to speed up the take-off.
BAT switch ENG 1 MODE switch ENG 2 MODE switch Gas generator speed (N1) Engine temperature (TOT)
: Set to ON. : Set to FLT. : Set to FLT, when GEN 1 load is 160 A or less. : Note increasing N1 and START legend vertically displayed. : Note increasing TOT and IGN legend vertically displayed.
CAUTION Monitor engines start and if any of the following occurs: - lightup is not obtained within 15 seconds - abnormal noises are heard - TOT increases beyond start limits (#1(2) HOT START caution message displayed) - N1 or N2 increase beyond start limits - engine hangs (stagnation in N1 below 50%) Abort the start and shutdown the affected engine by setting the appropriate ENG MODE switch to OFF.
EASA Approved
01-06-05
Page 2-29
CAUTION Following an aborted start, perform the following procedure before restarting: - Allow 30 seconds fuel drain period. - Perform a 30 seconds DRY MOTORING RUN. Refer to Section 1 for engine starter limitations and to this section for DRY MOTORING RUN procedure. Engine oil pressure : Check rising. Note N1 must be at least 40% in order for the engine oil pressure to start rising. Note During cold starting conditions, the engine oil pressure can rise up to 200 psi and will decrease as the oil temperature rises. The operation at an engine oil pressure up to 200 psi is permitted for a maximum period of 10 minutes.
CAUTION Do not apply power or allow N1 to rise above 90% until engine oil temperature reaches 10 C.
Page 2-30 Rev. 1
01-06-05
EASA Approved
01-06-05
CAUTION If the main rotor does not begin to rotate at N1 = 40%, abort the start by setting the ENG MODE switch to OFF. Transmission oil pressure : Check rising. Note During cold starting conditions, the transmission oil pressure may temporarily rise up to 100 psi. Remain at IDLE until the transmission oil pressure returns below 70 psi whilst the oil temperature increases. Engine starters : At N1 = 50%, engine starters are automatically deactivated. #1 DC GEN and #2 DC GEN caution messages suppressed. START and IGN legends are also automatically suppressed. Note If engine starters do not automatically deactivate at N1 = 50%, abort the start by setting the ENG MODE switch to OFF. Main hydraulic system : Check rise in main hydraulic pressure, when the main rotor begins to rotate.
EASA Approved
01-06-05
Page 2-31
Hydraulic utility system (normal and emergency)
: When accumulators are initially discharged, as main rotor begins to rotate, note the activation of MAIN UTIL CHRG and EMER UTIL CHRG caution messages. Note both caution messages are suppressed when systems are charged. Note
Below 85% NR, avoid any cyclic movement except to prevent hitting blade stops. Engine and transmission oil Engine parameters RAD-MSTR switch NR / N2 : Check pressure and temperature within limits. : Check within limits. : ON. : Check stabilized at 100%.
Page 2-32
01-06-05
EASA Approved
01-06-05
DRY MOTORING RUN The following procedure is used to clear the engine of internally trapped fuel and vapor, or if there is evidence of a fire within the engine.
ENG GOV switch ENG MODE switch Engine power lever (PLA) FUEL PUMP switch ENG FUEL VALVE switch IGN circuit breaker (on overhead circuit breakers panel - see Figure 2-2 ) Starter pushbutton (on engine power lever) Gas generator speed (N1) Engine temperature (TOT) Starter pushbutton
: AUTO. : OFF. : OFF. : OFF. : CLOSED. : Pull out.
: Push and hold as necessary. : Note increasing. : Note decreasing. : Release.
EASA Approved
01-06-05
Page 2-33 Rev. 1
8 7 ;R N G
ALTN
S T A T I C
NO RM
20
71/2
71/2
71/2
5
SRCH CTL
20
SRCH PWR
15
AUTO
5
TRIM
71/2
71/2
ATT
1
ENGAGE
71/2
71/2
1 EXTING 2
25
20
25
ICN-0B-A-152000-G-A0126-00002-A-02-1
Figure 2-2 IGN Circuit Breakers Location
Page 2-34 Rev. 1
01-06-05
EASA Approved
01-06-05
SYSTEMS CHECK
Engine and transmission oil HYDRAULIC SYSTEMS SERVO switch (Main Hydraulic) : BOTH, check. Make small clockwise cyclic movements, collective and pedal movements. Pressure drops must be equal for both systems (N1 and N2) and should not exceed 70 psi. Set to 2 OFF. SERVO 2 caution message displayed on EDU1. Check operation of system N1 with same cyclic, collective and pedal movements. Pressure drop should not exceed 70 psi and there should be no force increase, discontinuity or cyclic/collective coupling. Repeat check with system N1 OFF to check system N2. Then set to BOTH. Note Tail rotor boost is furnished by system N1. When system N2 is being checked, it is normal for the pedals to be unboosted. : Check pressure and temperature within limits.
EASA Approved
01-06-05
Page 2-35
FUEL SYSTEM CROSS FEED switch FUEL PUMP 1 switch : NORM (bar vertical). : OFF. Note fall in fuel N1 pressure and FUEL PUMP 1 caution message displayed on EDU1. CROSS FEED valve automatically open (bar horizontal) and XFEED advisory message displayed on EDU2. Note increase in fuel N1 pressure. Note When FUEL PUMP 1 (2) is OFF and crossfeed valve is open, N2 (1) FUEL quantity box shall appear in magenta. FUEL PUMP 1 switch : ON. FUEL PUMP 1 caution message suppressed. XFEED advisory message suppressed. : OFF. Note fall in fuel N2 pressure and FUEL PUMP 2 caution message displayed on EDU1. CROSS FEED valve automatically open (bar horizontal) and XFEED advisory message displayed on EDU2. Note increase in fuel N2 pressure.
FUEL PUMP 2 switch
Page 2-36
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EASA Approved
01-06-05
FUEL PUMP 1 switch
: OFF. Note fall in fuel pressure, activation of FUEL PUMP 1 caution message, crossfeed valve still open (bar horizontal) and XFEED advisory message still present. Verify operation of engine driven fuel pumps by checking that engine parameters remain stable. : CLOSED (bar vertical). XFEED advisory message suppressed.
CROSS FEED switch
CROSS FEED switch FUEL PUMP 1 and 2 switches
: NORM (bar horizontal). : ON. FUEL PUMP 1 and 2 caution messages out and crossfeed valve automatically closed (bar vertical) and XFEED advisory message suppressed. : OPEN (bar horizontal). Check XFEED advisory message on EDU2 activated, then back to NORM (bar vertical).
CROSS FEED switch
EASA Approved
01-06-05
Page 2-37
ELECTRICAL A.C. SYSTEM INV 1 switch : OFF. Check INV 1 caution message displayed. Check for proper reading (115V) on both AC systems on EDU2 AUX format. INV 1 switch : ON. Check INV 1 caution message suppressed. INV 2 switch : OFF. Check INV 2 caution message displayed. Check for proper reading (115V) on both AC systems on EDU2 AUX format. INV 2 switch : ON. Check INV 2 caution message suppressed.
MISCELLANEOUS PITOT 1 heat switch : ON. Check PITOT 1 HEAT advisory message displayed. Check current peak on loadmeter. PITOT 1 heat switch : OFF. Check PITOT 1 HEAT advisory message suppressed.
01-06-05
PITOT 2 heat switch
: ON. Check PITOT 2 HEAT advisory message displayed. Check current peak on loadmeter.
PITOT 2 heat switch
: OFF. Check PITOT 2 HEAT advisory message suppressed.
Set communication, navigation frequencies and ICS control panel as required and check audio panel. EFIS displays COMPASS switch : Adjust brightness as necessary. : Select MAG position. Verify pilot, co-pilot HSI and magnetic compass read same heading. Altimeters ADI stand-by : Set and check. : Erected and flag retracted. Cross-check with ADI. ADI : Erected and flag retracted. Cross-check with ADI stand-by. ATT REV pushbutton (on pilots EFIS) : Press. - Check pushbutton illuminated. - Check pilots EADI reverts to VG2. - Check consistency of new pilots EADI display with standby instrument. - Verify ATT 2 advisory message displayed on pilots EADI. : Press again.
ATT REV pushbutton (on pilots EFIS)
EASA Approved
01-06-05
Page 2-39
ATT REV pushbutton (on co-pilots EFIS)
: Press. - Check pushbutton illuminated. - Check co-pilots EADI reverts to VG1. - Check consistency of new copilots EADI display with standby instrument. - Verify ATT 1 advisory message displayed on co-pilots EADI. : Press again.
ATT REV pushbutton (on co-pilots EFIS) Flight director (if installed): SBY pushbutton (on pilots cyclic stick)
: Press and check: - ALL mode controller lights on (on FD control panel). - FD FAIL message displayed on ADI. : Check between 0 ft and 5 ft. Press RA pushbutton and verify for correct functioning.
Radio altimeter
HELIPILOT SYSTEM SAS 1 switch : Set to SAS1. Check SAS 1 OFF caution message suppressed. SAS 2 switch : Set to SAS2. Check SAS 2 OFF caution message suppressed. ATT HOLD switch : Set to OFF. Check ATTD OFF caution message displayed.
Page 2-40 Rev. 3
01-06-05
EASA Approved
01-06-05
Cyclic stick
: Move gently. Motion of cyclic stick will cause PITCH and ROLL helipilot bars to move.
Pedals
: Move gently. Motion of pedals will cause YAW helipilot bar to move.
SAS 1 switch
: Set to OFF. Check SAS 1 OFF caution message displayed.
Cyclic stick
: Move gently. Motion of cyclic stick will cause PITCH and ROLL helipilot bars to move. : Set to OFF. Check SAS 2 OFF caution message displayed. ATT HOLD switch automatically trips to ATTD HOLD. Check ATTD OFF caution message suppressed. : Set to SAS1. Check SAS 1 OFF caution message suppressed. : Set to SAS2. Check SAS 2 OFF caution message suppressed. : Check in COUPL. Verify FD green advisory message displayed on EFIS. : Check in AUTOTRIM. : Check centered.
01-06-05 Page 2-41
SAS 2 switch
SAS 1 switch
SAS 2 switch
COUPL / DECOUPL switch
AUTOTRIM switch HELIPILOT indicators

EASA Approved
BEFORE TAKE-OFF CHECKS

Cockpit lights External lights Taxi and landing lights Pitot heat : As required. : Check and leave as required. : As required. : As required.
CAUTION Turn both pitot heat ON for flight in visible moisture and rain regardless of ambient temperature. RPM switch (on collective grip) NR / N2 LIM pushbutton (on collective grip) : Set to 102%. : Check stabilized at 102%. : Push, if required, to enable FADEC limiter function. Check LIMITER ON advisory message displayed.
CAUTION When engine torque limiter is enabled, the AEO engine total torque is limited to a combined torque value of 220%. OEI engine torque value remains at 162%. Parking brake : OFF. Check PARK BRK ON caution message suppressed. Caution and Warning messages : Check none.
Page 2-42
01-06-05
EASA Approved
01-06-05
GROUND TAXIING
Nose wheel lock Collective and cyclic : OFF (lever down). : Increase collective slowly and move the cyclic stick gently forward to start movement. : Check operation. : As required, to select direction. : To reduce speed and stop, lower the collective and apply pedal brakes.
Pedal brakes Pedals Collective and pedal brakes
TAKE-OFF
HOVER TAKE-OFF Nose wheel Nose wheel lock : Align forward. : ON.
CAUTION In the event of a self-centering device failure, retraction of a non-aligned nose wheel may cause damage. Flight controls Flight instruments Engine parameters Transmission parameters Hydraulic systems instruments : Apply as necessary to lift the helicopter to a hover. : Check. : Check within limits. : Check within limits. : Check within limits.
EASA Approved
01-06-05
Page 2-43
Flight controls Landing gear lever
: Apply as necessary to accelerate and climb to Vy. : UP (by 200 ft AGL) Check gear is retracted and locked.
CAUTION Do not operate landing gear at speeds above 140 KIAS. Do not fly with landing gear extended at speeds above 140 KIAS. MAIN UTIL CHRG caution message : Displayed during landing gear operation. RPM switch (on collective grip) : Set to 100%.
Note NR shall be set to 102% during take-off and landing in the airspeed range from 0 kts to 75 KIAS and in hovering condition. NR / N2 : Check stabilized at 100%.
Page 2-44
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EASA Approved
01-06-05
ROLLING TAKE-OFF Nose wheel Nose wheel lock : Align forward. : ON.
CAUTION In the event of a self-centering device failure, retraction of a non-aligned nose wheel may cause damage. Collective and cyclic : Apply collective and forward cyclic as necessary to obtain forward speed on the ground. Apply collective as necessary to become airborne. Accelerate to Vy and rotate to desired climb attitude. : Apply as necessary to maintain direction. : Check. : Check within limits. : Check within limits. : Check within limits. : UP (by 200 ft AGL) Check gear is retracted and locked.
Pedals Flight instruments Engine parameters Transmission parameters Hydraulic systems instruments Landing gear lever
EASA Approved
01-06-05
Page 2-45
CAUTION Do not operate landing gear at speeds above 140 KIAS. Do not fly with landing gear extended at speeds above 140 KIAS. MAIN UTIL CHRG caution message : Displayed during landing gear operation. Suppressed when landing gear is locked. RPM switch (on collective grip) : Set to 100%.
Note NR shall be set to 102% during take-off and landing in the airspeed range from 0 kts to Vy and in hovering condition. NR / N2 : Check stabilized at 100%.
Page 2-46
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EASA Approved
01-06-05
IN FLIGHT
Load Share (LD-SH) switch LIM pushbutton (on collective grip) Landing and taxi lights (if used) : As required. : As required. : OFF. LANDING LT ON advisory message suppressed. Pitot heat : As required.
CAUTION Turn both pitot heat on for flight in visible moisture and in rain, regardless of ambient temperature. Altitude Compass Radios / Navigation : As desired. : Check all synchronized. : As required.
FLIGHT DIRECTOR OPERATION (IF INSTALLED) COUPL / DECOUPL The Flight Director may be used either coupled or decoupled. A COUPL / DECOUPL switch is provided for that purpose. When flying coupled, the aircraft is automatically flown in pitch and roll to satisfy Flight Director commands. When flying decoupled, the pilot flies the helicopter to satisfy Flight Director command bars as programmed on the Flight Director Control Panel. Thus, when in this mode, the pilot should manually maintain the command bars centered.
EASA Approved
01-06-05
Page 2-47
APPROACH AND LANDING
Landing gear lever
: DOWN and engaged. Check gear extended and locked. If previously activated, LANDING GEAR caution message suppressed.
CAUTION Do not operate landing gear at speeds above 140 KIAS. Do not fly with landing gear extended at speeds above 140 KIAS. RPM switch (on collective grip) NR / N2 : Set to 102% : Check stabilized at 102%.
MAIN UTIL CHRG caution message : Displayed during landing gear operation. Nose wheel lock Parking brake : ON. : OFF. (ON only if landing vertically on a slope) External lights : As required.
Page 2-48
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EASA Approved
01-06-05
VERTICAL LANDING Landing path : Reduce the airspeed gradually and apply collective to bring the helicopter to a hover in ground effect. Descend vertically to the ground. After ground contact, lower the collective to the minimum pitch or as necessary if taxiing is required. Pedal brakes Nose wheel lock RUNNING LANDING Landing path : Reduce the airspeed gradually and apply collective to bring the helicopter to touchdown at a forward speed suitable with the landing surface and with minimum vertical speed. After ground contact, lower the collective as necessary to control the helicopter. Pedal brakes : As necessary to stop the helicopter or to reach a suitable taxiing speed. : As necessary. : As necessary. : As necessary. : As necessary.
Nose wheel lock Parking brake
EASA Approved
01-06-05
Page 2-49
SHUTDOWN
Collective lever Cyclic stick and pedals : Check fully down. : Centered and trimmed. Note Do not apply collective during rotor deceleration, particularly in windy conditions. Below 85% NR, avoid any cyclic movement except to prevent hitting blade stops. ENG 1 and 2 MODE switches FUEL PUMP 1 and 2 switches : Set to OFF. : Set to OFF. #1 FUEL PUMP and #2 FUEL PUMP caution messages displayed.
CAUTION If there is evidence of any abnormal TOT increase after shutdown, perform a DRY MOTORING RUN, as described in this section. ENG 1 & 2 FUEL VALVE switches : CLOSED. (bars horizontal) CROSS FEED switch Rotor brake PITOT 1 & 2 heat switches Cockpit lights External lights Miscellaneous switches RAD-MSTR switch : Check in NORM position. : Apply below 40% NR. : OFF. : OFF. : OFF. : OFF. : OFF.
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INV 1 and INV 2 switches Rotor brake lever BAT, GEN 1 and GEN 2 switches (gang bar)
: OFF. : Disengaged (fully forward). : OFF only when N1 at 0%.
POST FLIGHT CHECK

If conditions require, perform the following: Pitot-static tubes, intake and exhaust covers : Installed.
CAUTION Wait at least 5 minutes after pitot heat has been switched off before installing pitotstatic tube covers. Wait at least 30 minutes after engine shutdown before installing engine exhaust ducts covers. Refer the Maintenance Manual for additional information. Wheel chocks : Set in place.
CAUTION Following a slope landing, wheel chocks must be set in place whithin 2 minutes from rotor stop.
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FLIGHT HANDLING CHARACTERISTICS

Handling is conventional in normal forward, sidewards and rearwards flight manoeuvres. Flight controls forces may be adjusted by applying friction. ENGINE LIMIT GOVERNING The helicopter is provided with an engine torque limiter function aimed at reducing pilots workload. However, it is still the pilots responsibility to operate and maintain helicopter within engine and transmission limits. The torque limiter can be enabled, upon pilots decision, by pressing once the LIM pushbutton on the collective grip. Disabling the torque limiter is obtained by pressing again the LIM pushbutton. At helicopter power-up, the torque limiter is disabled by default, and the ECU will not prevent the pilot from exceeding the applicable limits. With the torque limiter disabled, the ECU controls the engine torque according to the following values: AEO: OEI: Torque (TRQ1 + TRQ2) Torque 324% 180%
When the LIM pushbutton is depressed (LIMITER ON advisory message displayed), the torque limiter is enabled and the ECU will prevent the pilot from exceeding the following applicable limits: AEO: OEI: Torque (TRQ1 + TRQ2) Torque 220% 162%
Note Regardless of torque limiter status, N1 and TOT always remain limited at 103% and 970 C respectively.
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CLIMB SPEED The climb speed recommended is the best climb speed of the helicopter, Vy. Vy is 75 KIAS up to 10,000 ft, and then decreases by 2 kts every 1,000 ft to become 55 KIAS at 20,000 ft. AUTOROTATIVE DESCENT 1. 2. 3. 4. Maintain speed to within the Vne Power-OFF/OEI envelope. Reduce collective to enter autorotation. Adjust collective to maintain NR within appropriate limits. Adjust attitude to obtain desired speed: - Maximum range is obtained at approximately 120 KIAS and minimum NR. - Minimum rate of descent is obtained at Vy and minimum NR. - Maximum rate of descent is obtained at Vne Power-OFF and maximum NR. 5. To recover to powered flight, increase collective pitch until freewheels are joined and finally, increase power to stop the rate of descent.
STEEP APPROACHES AND VERTICAL DESCENT MANOEUVRES Low speed steep approaches (up to 20 kts) and vertical descent manoeuvres should be performed with a rate of descent not exceeding 900 ft/min.
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ADVISORY CAPTIONS DEFINITIONS

The following advisory captions are displayed vertically in green on the EDU1 and are intended to convey non-critical information, to the crew, related to the state of the engines. The meaning of the Advisory captions is as follows: CAS Caption (Green) START Engine State Engine N1 or N2 in Start mode. (Advisory caption vertically displayed along the corresponding engines N1 bar.) Engine N1 or N2 in Ignition mode. (Advisory caption vertically displayed along the corresponding engines TOT bar.) Engine N1 or N2 in Idle mode. (Advisory caption vertically displayed along the corresponding engines N2 bar.)
IGN
IDLE
Advisory captions are displayed in green on the EDU2 and are intended to convey non-critical information, to the crew, related to the state of various aircraft systems. The meaning of the Advisory captions is as follows: CAS Caption (Green) LIMITER ON XFEED LANDING LT ON PITOT 1 HEAT PITOT 2 HEAT ECS ON System State Engine torque limiter ON. ECU limits engaged. Fuel cross feed valve open. Landing lights switched on. Active only when in VISIBLE mode. N1 Pitot heating on. N2 Pitot heating on. Cockpit/cabin switched on.
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air conditioner system
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VENT ON FT OFF CLTV BRK OFF VOICE ONLY ADVISORY Audio ONE FIFTY FEET AIRSPEED (*)
Vent fan running. Cyclic force trim switched off. Collective trim switched off.
System State Height below 150 ft. Vne speed exceeded.
(*) Only helicopters equipped with Aural Warning Generator P/N 109-0729-96-105.
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SECTION 3 EMERGENCY AND MALFUNCTION PROCEDURES
TABLE OF CONTENTS Page GENERAL ....................................................................................... 3-1 PROCEDURES LOGIC .............................................................. 3-1 DEFINITIONS .................................................................................. 3-2 SAFE OEI FLIGHT...................................................................... 3-2 EMERGENCY LANDING GUIDANCE........................................ 3-2 PILOT ALERTNESS LEVEL ....................................................... 3-3 CREW ALERTING SYSTEM ........................................................... 3-3 USING THE CAS WARNING AND CAUTION SYSTEM ............ 3-5
EMERGENCY PROCEDURES
CAS WARNING MESSAGES ..................................................... 3-9 AWG TEST PROCEDURE ......................................................... 3-9 EMERGENCY AUTOROTATION PROCEDURE .......................... 3-12 ROTOR UNDER SPEED ............................................................... 3-14 ROTOR OVERSPEED................................................................... 3-15
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Page ENGINE FAILURE .........................................................................3-16 GENERAL .................................................................................3-16 ENGINE FAILURE RECOGNITION..........................................3-16 SINGLE ENGINE FAILURE ......................................................3-16 SINGLE ENGINE FAILURE PROCEDURE ..............................3-17 DOUBLE ENGINE FAILURE ....................................................3-17 ENTRY IN AUTOROTATION....................................................3-17 ENGINE OUT............................................................................3-18 ENGINE DRIVE SHAFT FAILURE ...........................................3-19 ENGINE SHUTDOWN IN AN EMERGENCY ...........................3-20 EMERGENCY/POST CRASH SHUTDOWN AND EGRESS ........3-21 FIRE ...............................................................................................3-22 ENGINE FIRE DURING START ...............................................3-22 ENGINE FIRE DURING START ...............................................3-23 ENGINE FIRE IN FLIGHT.........................................................3-24 ENGINE FIRE IN FLIGHT.........................................................3-26 SMOKE IN CABIN, TOXIC FUMES, ETC.................................3-27 ENGINE SYSTEMS .......................................................................3-28 ENGINE OIL PRESSURE LOW................................................3-28 ENGINE ECU FAIL ...................................................................3-29 TRANSMISSION SYSTEM FAILURES .........................................3-30 MAIN GEARBOX...........................................................................3-31 OIL PRESSURE LOW ..............................................................3-31 OIL TEMPERATURE HIGH ......................................................3-32 MAIN ROTOR CONTROLS SEIZURE ..........................................3-33
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Page TAIL ROTOR SYSTEM FAILURES............................................... 3-34 GENERAL................................................................................. 3-34 TAIL ROTOR DRIVE FAILURE ................................................ 3-35 TAIL ROTOR CONTROL FAILURE.......................................... 3-40 TAIL ROTOR CONTROL SEIZURE ......................................... 3-42 ROTOR BRAKE SYSTEM ............................................................ 3-45 ROTOR BRAKE ON ................................................................. 3-45 ELECTRICAL SYSTEM ................................................................ 3-46 DOUBLE DC GENERATOR FAILURE ..................................... 3-46 DOUBLE DC GENERATOR FAILURE (EXTENDED FLIGHT ENDURANCE) .......................................................................... 3-50 BATTERY DISCHARGING ....................................................... 3-56 BATTERY HOT......................................................................... 3-60 ELECTRICAL FIRE / SMOKE (IN FLIGHT) .................................. 3-61 LANDING GEAR ........................................................................... 3-62 LANDING GEAR FAILS TO LOCK DOWN (Total or partial failure) ............................................................................ 3-62 EMERGENCY DOWN LANDING GEAR PROCEDURE .......... 3-63 STATIC PORT OBSTRUCTION.................................................... 3-64 FLIGHT IN THUNDERSTORM - LIGHTNING STRIKE................. 3-65 WIRE STRIKE ............................................................................... 3-65 EMERGENCY EXITS .................................................................... 3-66
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Page
MALFUNCTION PROCEDURES
CAUTION SYSTEM .......................................................................3-69 CAUTIONS WITH VOICE MESSAGE ......................................3-69 ENGINE MALFUNCTIONS............................................................3-75 COMPRESSOR STALL ............................................................3-75 UNUSUAL ENGINE NOISE ......................................................3-77 ENGINE OIL TEMPERATURE .................................................3-78 ENGINE OIL PRESSURE HIGH...............................................3-79 ENGINE OIL CHIP DETECTOR ...............................................3-80 ENGINE POWER LEVER REMOTE CONTROL FAIL .............3-81 ENGINE POWER LEVER POSITION.......................................3-82 ENGINE MODE SELECT SWITCH ..........................................3-83 ENGINE POWER TURBINE OVERSPEED..............................3-84 ENGINE POWER TURBINE OVERSPEED DETECT FAILURE ...................................................................................3-85 N2 OVERSPEED CONTROL CIRCUIT TEST FAILURE..........3-86 DATA COLLECTION UNIT MALFUNCTION ............................3-87 ENGINE CONTROL UNIT - MAINTENANCE REQUIRED .......3-87 ENGINE HOT START ...............................................................3-88 TURBINE OUTLET TEMPERATURE MALFUNCTION ............3-89 MGT MISMATCH ......................................................................3-90 ROTOR SPEED SELECTOR MALFUNCTION.........................3-91 ENGINE FIRE DETECTOR SYSTEM FAILURE ......................3-92 FIRE EXTINGUISHER BOTTLE DISCHARGED ......................3-92 ENGINE RESTART IN FLIGHT PROCEDURE ........................3-93 AUTO TO MANUAL MODE TRANSFER ..................................3-98 ENGINE SHUTDOWN IN MANUAL MODE..............................3-98 ENGINE OPERATION IN MANUAL MODE............................3-100 ENGINE POWER LEVER (PLA) JAMMING PROCEDURE ...3-105
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Page DRIVE SYSTEM .......................................................................... 3-106 MAIN GEARBOX OVERTORQUE.......................................... 3-106 MAIN TRANSMISSION CHIP ................................................. 3-107 TAIL GEARBOX CHIP ............................................................ 3-108 ROTOR BRAKE SYSTEM DEGRADED................................. 3-109 FUEL SYSTEM............................................................................ 3-110 FUEL LOW.............................................................................. 3-110 FUEL PRESSURE LOW......................................................... 3-111 AIRFRAME FUEL FILTER CLOGGED................................... 3-112 ENGINE FUEL FILTER CLOGGED........................................ 3-112 FUEL LOW SENSOR FAILURE ............................................. 3-113 FUEL DRAIN VALVE OPEN................................................... 3-113 HYDRAULIC SYSTEM ................................................................ 3-114 SERVO HYDRAULIC SYSTEM N1 MALFUNCTION............ 3-114 SERVO HYDRAULIC SYSTEM N2 MALFUNCTION............ 3-116 JAMMING OF A MAIN ROTOR SERVO VALVE.................... 3-117 TAIL ROTOR SERVO VALVE JAMMING............................... 3-118 NORMAL UTILITY HYDRAULIC PRESSURE LOW .............. 3-119 EMERGENCY UTILITY HYDRAULIC PRESSURE LOW....... 3-120 NORMAL UTILITY HYDRAULIC SYSTEM CHARGING ........ 3-121 EMERGENCY UTILITY HYDRAULIC SYSTEM CHARGING 3-121 ELECTRICAL .............................................................................. 3-122 DC GENERATOR CONTROL ................................................ 3-122 BATTERY OFF ....................................................................... 3-123 EXTERNAL POWER ON ........................................................ 3-124 FAILURE OF A GENERATOR................................................ 3-125 BUS TIE OPEN....................................................................... 3-126 INVERTER FAILURE.............................................................. 3-127
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Page COMMUNICATION SYSTEM ......................................................3-128 AURAL WARNING SYSTEM FAILURE..................................3-128 PILOTS ICS FAILURE ...........................................................3-128 RADIO-MASTER SWITCH FAILURE .....................................3-129 RADIO FREQUENCY SELECTOR FAILURE.........................3-129 STABILITY AUGMENTATION SYSTEM MALFUNCTION .........3-130 ATTITUDE MODE OFF...........................................................3-131 SAS FAILURE.........................................................................3-132 VERTICAL GYRO FAILURE...................................................3-133 HELIPILOT MALFUNCTIONS.....................................................3-134 REPEATED DISTURBANCES DURING PITCH, ROLL OR YAW HELIPILOT OPERATION ........................................3-134 OSCILLATORY MALFUNCTION ............................................3-135 INTEGRATED DISPLAY SYSTEM FAILURE.............................3-136 EDU1 FAILURE ......................................................................3-136 EDU2 FAILURE ......................................................................3-138 MISCOMPARE OF DAU PRIMARY PARAMETERS..............3-140 MISCELLANEOUS ......................................................................3-141 DOOR OPEN ..........................................................................3-141 BAGGAGE COMPARTMENT DOOR OPEN ..........................3-142 UTILITY DOOR OPEN............................................................3-142 BATTERY DOOR OPEN.........................................................3-143 PARKING BRAKE ON ............................................................3-144 PITOT HEAT FAILED .............................................................3-145 EFIS FANS FAILED ................................................................3-145 LANDING GEAR RETRACTED ..............................................3-146 LANDING GEAR FAILS TO RAISE ........................................3-147
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Page ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) FAILURE...................................................................................... 3-148 HELICOPTER HEADING DATA LOSS .................................. 3-148 ROLL OR PITCH DATA LOSS ............................................... 3-149 PITCH ATTITUDE DISCREPANCY........................................ 3-150 ROLL ATTITUDE DISCREPANCY ......................................... 3-150 PITCH AND ROLL ATTITUDE DISCREPANCY..................... 3-151 EXCESSIVE LOCALIZER DISCREPANCY............................ 3-151 EXCESSIVE GLIDE SLOPE DISCREPANCY........................ 3-152 EXCESSIVE LOCALIZER AND GLIDE SLOPE DISCREPANCY ...................................................................... 3-152 EFIS DISPLAY FAILURE ............................................................ 3-153 FAILURE OF PILOTS EADI................................................... 3-153 FAILURE OF CO-PILOTS EADI ............................................ 3-154 FAILURE OF PILOTS EHSI................................................... 3-155 FAILURE OF CO-PILOTS EHSI ............................................ 3-156 FAILURE OF BOTH EADIS ................................................... 3-157 FAILURE OF BOTH EHSIS ................................................... 3-158
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LIST OF FIGURES Figure Figure 3-1 Figure 3-2 Figure 3-3 Page CREW ALERTING SYSTEM Layout ..........................3-6 CREW ALERTING SYSTEM MWL and MCL Location ......................................................................3-7 Markings and Placards .............................................3-66
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LIST OF TABLES Table Page
Table 3-1 Table of Warning Messages ......................................... 3-10 Table 3-2 Table of Caution Messages .......................................... 3-70
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Section 3 Emergency and Malfunction Procedures
SECTION 3 EMERGENCY AND MALFUNCTION PROCEDURES
GENERAL
This section contains the procedures that must be performed in the event of an emergency or malfunction. These procedures are based on experience acquired in the operation of helicopters, in general, and on flight tests conducted on this particular model of helicopter. The procedures used in each actual emergency or malfunction must result from consideration of the complete situation. Multiple emergencies or malfunctions may require a departure from normal corrective procedures detailed in this section. All corrective action procedures listed herein assume the pilot gives first priority to aircraft control and safe flight path.
PROCEDURES LOGIC The majority of the Emergency and Malfunction procedures that follow are presented in the form of logic trees (flow charts). These flow charts have been formulated based on analysis and test of the cockpit indications that would be available to the flight crew following the failures/ malfunctions that are included in this section. For complex failures/ malfunctions, cockpit indications coupled with the answers to Yes/No type questions (as indicated on the charts) should enable the flight crew to analyze the type of failure/malfunction that has occurred, the branch of the tree that should be followed and the corrective action that should be taken.
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Page 3-1
In order to analyze some types of failures/malfunctions, answers to +, IF, AND and OR statements may be required. In these cases, the statements are presented in bold text (+, IF, AND, OR), as an attention getting device. It is emphasized that attention should be paid to this symbology to avoid a mistake in the emergency/malfunction analysis and subsequent incorrect crew action. Required crew actions are typed in bold.
DEFINITIONS
SAFE OEI FLIGHT In general, safe OEI flight is defined to mean flight with one engine inoperative and: 1. 2. 3. a sustainable airspeed of not less than 45 KIAS, the ability to obtain a positive rate of climb at acceptable power levels and an altitude which provides sufficient clearance from the ground / obstacles / clouds so that required manoeuvring can be reasonably achieved.
EMERGENCY LANDING GUIDANCE Throughout this Section, three terms are used to indicate the degree of urgency with which a landing must be effected. In cases where extremely hazardous landing conditions exist such as dense bush, heavy seas or mountainous terrain, the final decision as to the urgency of landing must be made by the pilot. 1. Land immediately: Land at once, even if it means ditching. Landing is the highest priority. The primary consideration is to assure the survival of the occupants. The consequences of continued flight are likely to be more hazardous than those of landing at a site normally considered unsuitable.
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2. Land as soon as possible: Do not continue flight for longer than is necessary to achieve a safe and unhurried landing at the nearest site. 3. Land as soon as practicable: Land at the nearest aviation location or, if there is none reasonably close, at a safe landing site selected for subsequent convenience. Extended flight beyond the nearest approved landing area is not recommended.
PILOT ALERTNESS LEVEL The level of alertness required by the pilot(s) is a function of the flight regime. Throughout this Section, the following terms are used: 1. Fly Attentive: Pilot to maintain close control of the flight path using hands-on when required. Pilot directly controls the flight path using hands-on.
2. Fly Manually:
CREW ALERTING SYSTEM

The Crew Alerting System (CAS) is a dedicated window in the lower portion of the EDU, Ref. Figure 3-1 . Many of the emergencies described in this section are indicated by the illumination of red CAS warning messages on EDU1 and with the flashing of the red Master Warning Light (MWL), Ref. Figure 3-2 , or by the illumination of yellow CAS caution messages on EDU1 with the flashing of the amber Master Caution Light (MCL), Ref. Figure 3-2 .
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The red warnings are accompanied by an audio tone and, usually, a voice warning and can be acknowledged by pressing the flashing red MWL (on the cockpit) or the Master Reset pushbutton (on the collective grip). By cancelling the flashing red MWL, the aural and vocal warnings are also cancelled and the light is reset for future indication. The amber Master Caution Light can be acknowledged by pressing the flashing amber MCL (on the cockpit) or the Master Reset pushbutton (on the collective grip). By cancelling the flashing amber MCL, the light is reset for future indication. Green advisory and cyan status / maintenance messages are also presented on the CAS system. Refer to Section 2 for more details. The EDUs present a specific area partitioned in three columns, each one capable of displaying up to 3 lines of 14 characters each, for warning, caution, advisory and status messages. The display of the messages uses the following prioritization: Priority 1: Warnings (red) Priority 2: Cautions (yellow) Priority 3: Advisory messages (green) Priority 4: Status / Maintenance messages (cyan)
The last-in message is always displayed on top of the relative column on the dedicated screen area, and displaces the list down. When messages are listed on more pages, the scroll function can be activated through the rocker switch with vertical arrows positioned on the right side of the EDU control panel. Warning and Caution messages remain displayed until the cause of the condition has been corrected.
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USING THE CAS WARNING AND CAUTION SYSTEM Whenever a warning or caution illuminates, appropriate actions should be taken to deal with the indicated emergency or malfunction. Whenever convenient, the MWL and/or the MCL must be reset for possible future warnings or cautions, by pressing on them or the Master Reset pushbutton (on the collective grip). In this section, the following convention is used:
A WARNING
- A CAS RED WARNING
A CAUTION
- A CAS YELLOW CAUTION
Note In this manual, use of the caption notation #1(2) OIL PRES (for example) to indicate captions that may apply to more than one component. A failure involving N2 engine oil pressure (for example) would be displayed as #2 OIL PRES.
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Page 3-5
87 ;R N G
ALTN
S T A T I C
NORM
ON
ENG 1 OIL
PSI C
XMSN OIL
PSI C
OAT ENG 2 OIL

C PSI C
BRT
ON
N1
95.5 95.5
TOT
770 770
TRQ
95 95 N2
NR
100 100 N2
BRT
55 OFF
65
45
68
+15
55
65 DIM OFF
DIM
KG
KG
HYD 1
PSI
225
PSI
FUEL 227 XFEED PSI

23
HYD 2
PSI
1450 CLR PITOT 1 HEAT HEATER ON ENT
22
1450 CLR
FT OFF LANDING LT OFF
PITOT 2 HEAT VENT ON ENT
BATT HOT XMSN OIL PRES PARK BRK ON
EDU 2 - ADVISORY AND STATUS MESSAGES
EDU 1 - WARNING AND CAUTION MESSAGES
ICN-0B-A-153000-G-A0126-00001-A-02-1
Figure 3-1 CREW ALERTING SYSTEM Layout
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Co-pilot MWL and MCL
Pilot MWL and MCL
MASTER CAUTION
PRESS TO RESET
MASTER WARNING
PRESS TO RESET
MASTER CAUTION
PRESS TO RESET
MASTER WARNING
PRESS TO RESET
8 7;R N G
ALTN
S T A T I C
NORM
ICN-0B-A-153000-G-A0126-00002-A-02-1
Figure 3-2 CREW ALERTING SYSTEM MWL and MCL Location
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EMERGENCY PROCEDURES
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CAS WARNING MESSAGES An active Warning message is displayed in red text on black background, accompanied with an audio tone / voice warning and the flashing of the MWL until it is acknowledged by pressing the MWL or the Master Reset pushbutton on the collective grip. Once acknowledged, the audio tone and voice warning is cancelled and the MWL is reset for future indication. The Warning message remains until the cause of the warning is corrected. The last-in Warning message is displayed on the top of the CAS display area, and the existing list is displaced down. Warning messages cannot be scrolled off the CAS display area. Table 3-1 lists the Warning captions, the voice warnings and the corresponding failure. AWG TEST PROCEDURE Setting the AWG TEST switch on the miscellaneous panel to the TEST position and maintaining for more than 6 seconds, will generate the entire voice warning sequence in the following priority: 1. ROTOR LOW 2. ENGINE ONE OUT 3. ENGINE TWO OUT 4. ENGINE ONE FIRE 5. ENGINE TWO FIRE 6. WARNING 7. ROTOR HIGH 8. LANDING GEAR 9. AIRSPEED (*) 10. TWO HUNDRED FEET 11. ONE FIFTY FEET (*) Only helicopters equipped with Aural Warning Generator P/N 109-0729-96-105.
The system logic will cause a high priority message to interrupt a lower priority message.
Table 3-1 Table of Warning Messages CAS Caption

ROTOR LOW Page 3-14
Voice Warning
ROTOR LOW
Audio Tone
Tone + Horn
Failure/System State
Rotor speed below 96% (Power-ON). Rotor speed below 95% (Power-OFF). When NR reaches 80%, voice warning and audio tone are deactivated. Rotor speed above 105% (Power-ON). Rotor speed above 110% (Power-OFF). Engine #1(2) N1 abnormally low (N1 below 35%). Probable engine failure. Fire in engine #1(2) compartment. Critical hardware failure of the #1(2) engine electronic control unit (ECU). Automatic reversion of engine #1(2) to manual mode. Oil pressure in associated engine outside the operating range. Low pressure in transmission lubricating system. Oil pressure below 30 psi.
ROTOR HIGH Page 3-15
ROTOR HIGH
Tone
ENG 1(2) OUT Page 3-16/3-18 ENG 1(2) FIRE Page 3-22/3-26 #1(2) ECU FAIL Page 3-29
ENGINE ONE(TWO) OUT ENGINE ONE(TWO) FIRE WARNING
Tone
Tone
Tone
#1(2) OIL PRES Page 3-28 XMSN OIL PRES Page 3-31
WARNING
Tone
WARNING
Tone
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Table 3-1 Table of Warning Messages (Continued) CAS Caption

XMSN OIL HOT Page 3-32 ROTOR BRK ON Page 3-45 BATT HOT Page 3-60 BATT DISCH Page 3-56 ELECTRICAL Page 3-46/3-54
Voice Warning
WARNING
Audio Tone
Tone
Failure/System State
Overheating of transmission lubricating system. Oil temperature above 120 C. Rotor brake in operation. Braking pads of rotor brake not in fully retracted position. Battery overheating. Battery discharging. Output voltage of both generators below 26.5 V. Failure of both DC generators.
WARNING
Tone
WARNING WARNING
Tone Tone
WARNING
Tone
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EMERGENCY AUTOROTATION PROCEDURE

The procedure which follows outlines the steps required to execute a successful emergency power-off landing. Time permitting, consult the appropriate Emergency procedure for the additional steps required to deal with a specific failure. 1. Collective pitch 2. Attitude Reduce to enter autorotation. Adjust as required to obtain and maintain desired airspeed. Adjust as required to maintain rotor speed limit. DOWN. Select and manoeuvre into wind. Brief cabin crew and occupants. Locked and tight.
3. Collective pitch
4. Landing gear 5. Landing site
6. Briefing 7. Harness If time and conditions permits: 8. ENG 1 & 2 MODE switches 9. FUEL PUMP 1 & 2
OFF (fully counterclockwise). OFF (FUEL PUMP 1 and FUEL PUMP 2 caution messages displayed). Both CLOSED (bars horizontal).
10. ENG FUEL VALVE switches
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11. Flare
At approximately 100 to 70 ft AGL, depending on the weight, initiate a flare, at approximately 10 deg per second, to a maximum 30 deg nose-up angle to reduce the rate of descent and the forward speed. Adjust, as required, to maintain NR at 110% maximum during the flare.
12. Collective pitch
13. Pitch attitude /Collective pitch At approximately 10 ft AGL, reduce pitch attitude to a near level attitude. As the helicopter settles, apply collective pitch, as required, at approximately 4 ft to cushion touchdown. 14. Touchdown airspeed As required by surface characteristics. If terrain permits, land with forward speed. Following promptly. touchdown, lower
15. Collective pitch 16. Wheel brakes 17. Shutdown
Apply as required. Execute the EMERGENCY/ POST CRASH SHUTDOWN procedure. Evacuate the aircraft as soon as possible.
18. Evacuate
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ROTOR UNDER SPEED
ROTOR LOW
Audio Tone and Horn and voice warning ROTOR LOW
Rotor NR outside limits: Below 95.5%, Power-ON. Below 94.5%, Power-OFF.
Check NR.
If rotor speed low
Lower collective to increase rotor speed.
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ROTOR OVERSPEED
ROTOR HIGH
Audio Tone and voice warning ROTOR HIGH
Rotor NR outside limits: Above 105,5%, Power-ON. Above 110,5%, Power-OFF.
Check NR.
If rotor speed high
Raise collective to decrease rotor speed.
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ENGINE FAILURE
GENERAL In the event of partial or complete power failure, the establishment of a safe flight condition is the prime consideration, until the cause of the failure can be analyzed. Care should be taken in confirming the failed engine prior to commencing engine shutdown as given in the ENGINE SHUTDOWN IN AN EMERGENCY procedure. ENGINE FAILURE RECOGNITION The following cues will be available to the crew following a single or double engine failure: Illumination of the MWL and CAS Warning ENG 1(2) OUT caption. An audio tone and an ENGINE 1(2) OUT voice warning (activated when N1 < 35%). The failed engine TRQ will split significantly from the live engine TRQ. Dependent on collective position at the time of the failure(s), a drop in rotor speed (NR) may occur, accompanied by a yawing tendency. SINGLE ENGINE FAILURE A single engine failure will result in an increase in TRQ on the live engine. Depending on collective position and flight condition at the time of the failure, a drop in rotor speed (NR) may occur requiring a collective pitch adjustment in order to maintain rotor speed within limits. If the execution of the ENGINE FAILURE procedure has resulted in shutting down the engine, consider analyzing the cause of the failure with a view toward re-starting the engine. To attempt the re-start use the ENGINE RESTART IN FLIGHT procedure.
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EASA Approved
xx-xx-xx
SINGLE ENGINE FAILURE PROCEDURE 1. Collective 2. Helicopter 3. Engine restart Adjust as necessary to maintain NR and TRQ within limits. Establish Safe OEI flight. Refer to ENGINE RESTART IN FLIGHT procedure. Do NOT attempt to restart the engine if the cause of the failure has not been ascertained. If engine restart fails or no attempt to restart is made, carry out the ENGINE SHUTDOWN IN AN EMERGENCY procedure.
4. Engine
DOUBLE ENGINE FAILURE A sequential or simultaneous failure of both engines will require an immediate entry into autorotation. ENTRY IN AUTOROTATION Depending on collective pitch and flight condition at the time of the failures, a simultaneous engine failure will result in a large and very rapid drop in rotor speed (NR) requiring a large and rapid collective pitch adjustment in order to recover and maintain rotor speed within limits. It is imperative that these adjustment be made quickly and decisively. If the failure occurs at considerable height above ground level (AGL), it is possible that sufficient time will be available for attempting an engine re-start (assuming that the cause of the failure can be rapidly analyzed). If time and conditions permits, carry out the ENGINE SHUTDOWN IN AN EMERGENCY procedure while the helicopter is manoeuvred toward the landing area. If sufficient additional time is available to attempt an engine re-start, refer to the ENGINE RESTART IN FLIGHT procedure.
EASA Approved
01-06-05
Page 3-17 Rev. 3
ENGINE OUT
Audio tone and voice warning ENGINE 1(2) OUT
ENG 1(2) OUT
On affected engine: N2, TRQ and TOT (on EDU1) rapidly decreasing. Probable engine failure.
Adjust collective as required to maintain NR and live engine parameters within appropriate limits.
Achieve safe OEI flight.
Carry out ENGINE SHUTDOWN IN AN EMERGENCY procedure.
Land as soon as practicable. Consider relight only if cause of failure known and relight essential.
Refer to ENGINE RESTART IN FLIGHT procedure.
Page 3-18 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
ENGINE DRIVE SHAFT FAILURE
ENG 1(2) OUT
Audio tone and voice warning ENGINE 1(2) OUT
Eng 1(2) N2 above NR and/or possible
#1(2) OVSPD
Drive shaft failure on affected engine.
Land as soon as practicable.
Note Following engine drive shaft failure, N2 may overspeed and reach the N2 overspeed trip point, as a result the engine will shutdown.
EASA Approved
01-06-05
Page 3-19 Rev. 3
ENGINE SHUTDOWN IN AN EMERGENCY
CAUTION Care should be taken in confirming the failed engine prior to commencing this shutdown procedure. Following an engine failure/malfunction, establish a safe OEI flight condition. On the failed engine, carry out the following shutdown procedures: 1. ENG MODE switch 2. Engine PLA 3. FUEL PUMP switch OFF (fully counterclockwise). OFF. OFF. #1(2) FUEL PUMP caution message displayed. CLOSED (fuel valve indicator bar horizontal). CLOSED (bar vertical). Monitor, use crossfeed and fuel pumps as required.
4. ENG FUEL VALVE switch
5. XFEED VALVE switch 6. Fuel contents
Land as soon as practicable. If terrain permits, land maintaining some forward speed.
CAUTION If there is evidence of combustion after engine shutdown in flight, perform DRY MOTORING procedure, as per Section 2, to extinguish any possible fire.
Page 3-20 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
EMERGENCY/POST CRASH SHUTDOWN AND EGRESS

In the event of an emergency or crash landing, priority must be given to ensure that personnel are evacuated safely at the most appropriate time. 1. ENG MODE 1 & 2 switches 2. Engine PLA 1 & 2 3. FUEL PUMP 1 & 2 switches 4. ENG FUEL VALVE 1 & 2 switches If risk of engine fire exists: 5. ENG 1 & 2 S/OFF FIRE pushbuttons 6. ENG EXTING switch 7. Gang bar Thus: BAT switch: OFF GEN 1 & 2 switches: OFF When rotor stopped: 8. Helicopter Egress. Press appropriate pushbutton. Select BTL 1 and/or 2. Full aft. OFF. OFF. OFF. CLOSED.
EASA Approved
01-06-05
Page 3-21 Rev. 3
FIRE
ENGINE FIRE DURING START (with engine fire extinguisher installed)
ENG 1(2) FIRE
Audio Tone and voice warning ENGINE 1(2) FIRE
- affected engine PLA illuminated. - affected engine control panel FIRE light illuminated. - affected engine S/OFF FIRE pushbutton FIRE wording illuminated. Confirm engine fire. Abort start of affected engine: ENG MODE switch: OFF (fully counterclockwise) Lift FIRE/ARM guard. Press S/OFF FIRE pushbutton (only once. S/OFF wording illuminates. FIRE EXTING switch: BTL1.
On affected engine: PLA: OFF FUEL PUMP switch: OFF ENG FUEL VALVE switch: CLOSED XFEED VALVE switch: CLOSED
NO
fire warning persists
YES
fire warning clears.
FIRE EXTING switch: BTL2.
Carry out EMERGENCY / POST CRASH SHUTDOWN AND EGRESS procedure.
Page 3-22 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
ENGINE FIRE DURING START (without engine fire extinguisher installed) Audio Tone and voice warning ENGINE 1(2) FIRE
ENG 1(2) FIRE
- affected engine PLA illuminated. - affected engine control panel FIRE light illuminated.
Confirm engine fire.
Abort start of affected engine: ENG MODE switch: OFF (fully counterclockwise)
On affected engine: PLA: OFF FUEL PUMP switch: OFF ENG FUEL VALVE switch: CLOSED XFEED VALVE switch: CLOSED
EASA Approved
01-06-05
Page 3-23 Rev. 3
ENGINE FIRE IN FLIGHT (with engine fire extinguisher installed)
ENG 1(2) FIRE
- affected engine PLA illuminated. - affected engine control panel FIRE light illuminated. - affected engine S/OFF FIRE pushbutton FIRE wording illuminated.
On affected engine: ENG MODE switch:
IDLE
PLA: OFF Lift FIRE/ARM guard. Press S/OFF FIRE pushbutton (only once). S/OFF wording illuminated. FIRE EXTING switch: BTL1.
On affected engine: FUEL PUMP switch: OFF ENG FUEL VALVE switch: CLOSED XFEED VALVE switch: CLOSED GEN switch: OFF If installed: HTR/ECS switch: OFF SHUT-OFF 1 & 2 switches:OFF
Continued Next Page
Page 3-24 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
ENGINE FIRE IN FLIGHT (Contd) (with engine fire extinguisher installed)
Continuation from previous page
NO
YES
FIRE EXTING switch: BTL2. fire warning clears.
NO
YES
Land as soon as possible.
LAND IMMEDIATELY.
CAUTION Do not attempt to restart the engine.
EASA Approved
01-06-05
Page 3-25 Rev. 3
ENGINE FIRE IN FLIGHT (without engine fire extinguisher installed)
ENG 1(2) FIRE
- affected engine PLA illuminated. - affected engine control panel FIRE light illuminated.
On affected engine: ENG MODE switch:
IDLE
On affected engine: PLA: OFF FUEL PUMP switch: OFF ENG FUEL VALVE switch: CLOSED XFEED VALVE switch: CLOSED GEN switch: OFF If installed: HTR/ECS switch: OFF SHUT-OFF 1 & 2 switches:OFF
LAND IMMEDIATELY.
CAUTION Do not attempt to restart the engine.

xx-xx-xx
SMOKE IN CABIN, TOXIC FUMES, ETC.
Front ventilation ports: VENT CKPT switch: If installed: HTR/ECS switch: SHUT-OFF 1 switch: SHUT-OFF 2 switch:
Open Set to HIGH OFF OFF OFF
If an electrical fire is suspected: Isolate source by switching OFF electrical circuits. (Refer to ELECTRICAL FIRE procedure.)
NO
smoke indications persist
YES
Smoke indications disappear and no indication of fire.
Smoke indications persist.
LAND IMMEDIATELY.
EASA Approved
01-06-05
Page 3-27 Rev. 3
ENGINE SYSTEMS
ENGINE OIL PRESSURE LOW Audio Tone and voice warning WARNING
#1(2) OIL PRES
Check oil pressure and temperature on affected engine.
NO
engine oil pressure outside limits
YES
On affected engine: - Set ENG MODE switch: IDLE.
NO
engine oil pressure outside limits
YES
On affected engine: Carry out ENGINE SHUTDOWN IN AN EMERGENCY procedure. Land as soon as practicable.
Proceed with flight, monitoring oil pressure and temperature.
Page 3-28 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
ENGINE ECU FAIL
#1(2) ECU FAIL
Audio Tone and voice warning WARNING
Critical hardware failure of the engine electronic control unit (ECU). Automatic reversion to manual mode of the affected engine.
Check MAIN mode on EDU2.
Check engine parameters on affected engine.
Cycle ENG MODE switch to MAN, and then from MAN to AUTO.
NO
#1(2) ECU FAIL warning message clears
YES
Control engine using ENG TRIM or PLA manual control. Land as soon as practicable. Proceed with flight.
Note
In presence of an ECU failure, the engine control system reverts and operates in MANUAL mode regardless of the ENG GOV switch position. However, it is recommended to set the ENG GOV switch to MANUAL for congruence with the mode condition.
EASA Approved
01-06-05
Page 3-29 Rev. 3
TRANSMISSION SYSTEM FAILURES

The most common transmission system (main and tail rotor gearbox) failures are of three general types: 1. 2. 3. Lubrication system failure (oil pump, ducts, nozzles, etc) Transmission component failure (gears, bearings, etc) Accessory component failure (coolers, etc)
The main gearbox is monitored with oil pressure and oil temperature indicators and chip detectors, whilst the tail rotor gearbox is monitored with chip detectors. These indicators and chip detectors, as well as the CAS Warning and Caution messages inform the pilot of operating condition of the system. It is probable that one or more of these indications will be present if a mechanical transmission failure is imminent. However, whether these indications are present or not, crew sensory perceptions such as: - abnormal mechanical noise and/or - heavy vibration levels and/or - the odour of hot metal fumes all play an important part in the diagnosis of impending transmission system failures and assist the pilot in determining what actions are required. In general a single failure indication dictates that the helicopter Land as soon as practicable, while a double failure dictates Land as soon as possible. If multiple failure indication, including abnormal noise and/or vibration are present LAND IMMEDIATELY.
Page 3-30 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
MAIN GEARBOX
OIL PRESSURE LOW Audio Tone and voice warning WARNING
XMSN OIL PRES
Transmission oil pressure below minimum limit.
Check XMSN oil pressure.
NO
XMSN oil pressure below 30 psi
YES
Continue flight monitoring oil pressure and temperature.
Reduce power as soon as operational conditions permit.
EASA Approved
01-06-05
Page 3-31 Rev. 3
OIL TEMPERATURE HIGH Audio Tone and voice warning WARNING
XMSN OIL HOT
Transmission oil temperature above maximum limit.
Check XMSN oil temperature.
NO
XMSN oil temperature above 120 C
YES
Continue flight monitoring oil pressure and temperature.
Reduce power as soon as operational conditions permit.
Page 3-32 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
MAIN ROTOR CONTROLS SEIZURE
WARNING If a seizure occurs in the aircraft controls systems, greater forces will be required to operate the controls. A reduction in the available control ranges may result and, in this situation, the low speed flight envelope may be restricted. Note If the seizure occurred at an airspeed greater than 25 KIAS, the aircraft should be landed into the wind as soon as practicable using a running landing procedure and a touchdown speed of approximately 25 KIAS. If the airspeed is less than 25 KIAS, carry out a running landing at the speed at which the seizure occurred. If the aircraft is in a hover, land vertically.
EASA Approved
01-06-05
Page 3-33 Rev. 3
TAIL ROTOR SYSTEM FAILURES

GENERAL Tail rotor emergencies may be divided into three major categories: 1. Tail Rotor Drive failure: - Tail rotor drive failure in hover - Tail rotor drive failure in powered flight - Tail rotor drive failure in low power or power-off. 2. Tail Rotor Control failure: - Tail rotor control failure in hover - Tail rotor control failure in forward flight. 3. Tail Rotor Control Seizure: - Tail rotor control seizure in hover - Tail rotor control seizure in forward flight. Controllability Check Controllability check consists in a slow, progressive and cautious cyclic and collective manoeuver in level flight aimed at determining the lowest airspeed at which the helicopter directional control can be maintained with the correct power setting. This airspeed should be recorded, and used as a minimum speed for touchdown. Touchdown Run-on landings and autorotation landings shall always be carried out nose wheel locked and park brake off. Wheel brakes should be applied to slow down the helicopter only after the collective has been lowered to minimum pitch.
Page 3-34 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
TAIL ROTOR DRIVE FAILURE A tail rotor drive failure is a situation that involves a disconnect in the drive system, such as a severed drive shaft, wherein the tail rotor stops turning and thus delivers no thrust. This failure may be accompanied by noise, vibration or oscillation in the tail section. The severity of the initial reaction, which is a sudden yaw rate, will be determined by the airspeed, altitude, gross weight, center of gravity and torque settings at the time that the failure occurs. The vertical fin produces an aerodynamic anti-torque component which is a function of forward speed. Fin effectiveness increases with higher airspeeds. The resulting undemanded yaw due to a tail rotor drive failure, depends on the flight condition at the time of the failure. Three cases are to be distinguished: - Tail rotor drive failure in hover. - Tail rotor drive failure in powered flight. - Tail rotor drive failure in low power or power-off. However in all three cases the following indications are present and determine a definite tail rotor drive failure: - Attempt to maintain flight condition, may require unusual pedal position. - Pedal input does NOT produce any sustained aircraft response. - Possible noise and vibration from the aft fuselage area. Although there might be some helicopter behaviour differences, the general procedure to bring the helicopter to a safe landing are basically the same in all flight conditions. Following a tail rotor drive failure, safe landing can be achieved almost solely in autorotation. Even though in some circumstances, powered flight can be maintained or re-established through a correct combination of airspeed and power setting, autorotation must always be reentered for a safe landing. CAUTION Powered run-on landing should not be attempted as airspeed required to maintain directional control is too high compared with landing gear limitations.
Tail rotor drive failure in hover Further to the general indications of a drive failure, the helicopter will start a slow but accelerated swing to the right. Application of left pedal down to control stop does not diminish the phenomenon.
Collective: Lower immediately.
PLAs:
Both OFF (if time and conditions permit).
Collective: As required to cushion touchdown.
Note A rotation to the right can be expected on touchdown. If PLAs are not in OFF position, the rate of rotation will be a function of the weight and collective application. Tail rotor drive failure in powered flight Further to the general indications of a drive failure, the helicopter will exhibit symptoms that will differ depending on the combination of airspeed, power setting, density altitude, gross weight and rotor speed. A possible behaviour is an undemanded yaw rate oscillating or rapidly diverging.
Page 3-36 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
Collective:
Lower immediately.
Enter EMERGENCY AUTOROTATION as per procedure. Airspeed: Vy.
WARNING
Keep NR between 95% and 110%.
YES
suitable landing area found

NO
NO
sufficient height
YES
Sufficient height to try to regain forward flight.
Gently raise collective.
Maintain EMERGENCY AUTOROTATION as per procedure.
Find a TRQ / speed combination that will allow forward flight.
ENG MODE 1 & 2: Set to IDLE.
Prepare for EMERGENCY AUTOROTATION landing as per procedure.
EASA Approved
01-06-05
Page 3-37 Rev. 3
Note If run-on landing is not possible, decision should be made to zero out forward speed and accept the yaw rate.
Tail rotor drive failure in low power or power-off Depending on speed and torque applied, loss of thrust on the tail rotor may cause either LEFT or RIGHT yaw rate. Two cases are thus possible: 1. 2. Development of left yaw, typically coupled with a left roll. Development of right yaw, typically coupled with a right roll and a pitch down attitude.
Note In a low power descent or in autorotation, a tail rotor drive failure could cause the helicopter to yaw left because of the aerodynamics forces produced by the vertical fin.
Page 3-38 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
Helicopter develops LEFT yaw.
Helicopter develops RIGHT yaw.
Development of left yaw typically coupled with left roll. Development of right yaw typically coupled with right roll and pitch down attitude.
Gradually raise collective to regain directional control.
Maintain or carefully reduce airspeed.
Note In this condition, a banked, uncoordinated flight is acceptable to maintain directional control.
Acquire EMERGENCY AUTOROTATION as per procedure. ENG MODE 1 & 2: Set to IDLE.
WARNING
Keep NR between 95% and 110%.
Prepare for EMERGENCY AUTOROTATION landing as per procedure.
Note If run-on landing is not possible, decision should be made to zero out forward speed and accept the yaw rate.
TAIL ROTOR CONTROL FAILURE

The indications of a tail rotor control failures are: - Undemanded yaw to the left or to the right. - Loss of yaw control: Pedals are free but ineffective or partially effective.
In the event of a control rod separation in the tail rotor system, between the pedals and the hydraulic servo actuator, the T/R pitch should remain at the last value retained by the hydraulic servo actuator before the failure. In the event of a failure between the hydraulic servo actuator output and the tail rotor, the T/R pitch will be reduced to a value that will produce little or no thrust at all. Once control of the helicopter is regained, if time and conditions permit, a controllability check at safe altitude should be performed. Tail rotor control failure in hover
Collective: Lower to LAND IMMEDIATELY.
Cyclic: As necessary to maintain level attitude.
ENG GOV switches:MAN.
Page 3-40 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
Tail rotor control failure in forward flight

Helicopter develops LEFT yaw. Helicopter develops RIGHT yaw.
Gradually raise collective and/or reduce speed to regain directional control.
Gradually lower collective and/or increase speed to regain directional control.
If time and conditions permit, perform controllability check.
Approach:
Perform keeping nose to the left.
Landing:
Touchdown at lowest airspeed obtained in the controllability check.
Maintain collective on touchdown, then carefully lower it while slowing down. Carefully use wheel brakes to slow down helicopter.
PLAs: Retard to OFF only once helicopter has stopped.

Note Wind from the left quadrant of the helicopter may be beneficial.
TAIL ROTOR CONTROL SEIZURE
Tail rotor control seizure is characterised by locked pedals. Depending on power setting and airspeed combination, failure may not be detected until parameters are changed or until directional control application is required. The indications of a control seizure is provided by: - Pedals seized or excessive force required. If the pedals cannot be moved with a moderate effort, a control linkage fouling can be suspected.
CAUTION If pedals cannot be moved with a moderate amount of force, DO NOT ATTEMPT TO APPLY MAXIMUM EFFORT, since a more serious malfunction could result. Note When conditions permit, a run-on landing should be planned, preferably on a flat strip/ runway, in order to minimise loss of directional control and avoid tipping over upon touchdown. If a run-on landing is not possible, forward speed can be nearly zeroed by increasing the flare amplitude and duration. Landing will have to be sustained while rotating since a yaw rate will develop.
Page 3-42 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
Tail rotor control seizure in hover Collective: Lower gently to LAND IMMEDIATELY. Note Lowering the collective may cause the helicopter to start rotating. Touching down while rotating at nearly zero ground speed should result in little or no hazard. Note Do not retard PLAs to OFF, unless a severe right yaw develops. If left yaw develops, reducing NR to 100% may be beneficial.
EASA Approved
01-06-05
Page 3-43 Rev. 3
Tail rotor control seizure in forward flight Speed and power setting to maintain directional control during approach and landing depends on the conditions at the time of failure. In general: - Slower touchdown speed result from a failure at low speed and high power setting. - Faster touchdown speed result from a failure at high speed and/ or low power setting.
If time and conditions permit, perform controllability check. Approach and Landing: Perform at lowest airspeed found in controllability check.
Maintain collective on touchdown, then carefully lower it while slowing down.
Carefully use wheel brakes to slow down helicopter.
PLAs: Retard to OFF only once helicopter has stopped.
Page 3-44 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
ROTOR BRAKE SYSTEM

ROTOR BRAKE ON
ROTOR BRK ON
Rotor brake in operation. Braking pads of rotor brake not in fully retracted position.
NO
A/C in flight
YES
NO
A/C in shutdown mode AND NR below 40%
YES
Set rotor brake lever to OFF position (fully forward).
Set rotor brake lever to OFF position (fully forward). Monitor main rotor decelerration. Shutdown engines immediately.
LAND IMMEDIATELY
WARNING WHEN LANDING GEAR IS EXTENDED IN FLIGHT DO NOT MOVE ROTOR BRAKE LEVER AFT. Note When the landing gear is retracted a locking pin is automatically engaged to prevent the rotor brake lever moving aft.
ELECTRICAL SYSTEM
DOUBLE DC GENERATOR FAILURE (Helicopters without CAT A Electrical system modification P/N 109-0823-96)
ELECTRICAL
BATT DISCH
Both DC generators failed.
- Reduce power (if practicable.) - Reduce airspeed to 128 KIAS maximum. - Reduce rate of climb to 1,000 ft/min maximum.
Cockpit pilot utility light: ON (at night)
CAUTION Both SAS 1 and SAS 2 may be momentarily lost as a result of GEN BUS 1 & 2 switches disconnection. Immediate SAS 1 re-engagement is possible.
GEN BUS 1: GEN BUS 2:
BUS TIE
OFF OFF
caution message displayed.
SAS 1: ON GEN 1 and GEN 2: Reset, then set to ON.
Continued Next Page
Page 3-46 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
DOUBLE DC GENERATOR FAILURE (Cont.d) (Helicopters without CAT A Electrical system modification P/N 109-0823-96) Continuation from previous page
NO
Both GEN remain ON
YES
GEN BUS 1 & 2: ON SAS 1 & 2: ON
NO
#1(2) DC GEN
YES
caution message displayed

ELECTRICAL
All caution and warning messages disappear.
warning message still displayed. Double DC generator failure confirmed. GEN 1 & 2: OFF
Proceed with flight.

ELECTRICAL warning message disappeared.
Land as soon as possible. (within 30 min maximum). Refer to page 3-49 for operative equipment. Continue flight with one SAS only: Refer to FLIGHT WITH ONE HELIPILOT OPERATIVE ONLY limitations in Section 1. Continued Next Page
Refer to FAILURE OF A GENERATOR procedure.
EASA Approved
01-06-05
Page 3-47 Rev. 3
DOUBLE DC GENERATOR FAILURE (Cont.d) (Helicopters without CAT A Electrical system modification P/N 109-0823-96)
WARNING With a double generator failure, simultaneous operation of the landing lights and searchlight is prohibited.
WARNING With a double generator failure, if the generator busses are not disconnected, the battery is capable of supplying power for only 10 minutes maximum, providing that VHF radio is not used in transmission for more than 3 minutes. Note When ELECTRICAL warning message is activated, #1 DC GEN and #2 DC GEN caution messages are suppressed.
Page 3-48 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
Services retained during double generator failure

(Helicopters without CAT A Electrical system modification P/N 109-0823-96)
ELECTRICAL BATT DISCH
BATTERY BUS EDU 1 DAU-CH#A NAV/COMM/GPS 1 (Pilot)

ICS PILOT EFIS FANS
EMERGENCY BUS 1
INVERTER SAS
EMERGENCY BUS 2
SEARCH LIGHT CKPT PLT UTILITY LIGHT ADI STANDBY
ATT ENGAGED LANDING GEAR HYD. CNTR LANDING GEAR CNTR PNL LANDING LIGHTS
DC ESSENTIAL BUS 1
ENG
DC ESSENTIAL BUS 2
ENG
1 FIRE DETECT and FIRE 1 1
2 FIRE DETECT AND FIRE 2 2
EXTINGUISHER SYSTEMS FUEL PUMP FUEL XFEED VALVE FUEL SHUT-OFF VALVE ICS CO-PILOT FORCE TRIM
EXTINGUISHER SYSTEMS FUEL PUMP FUEL SHUT-OFF VALVE HYDRAULIC SYSTEM GOV CTL SPEAKER AMPLIFIER EADI PILOT EDU
DAU-CH#B
EASA Approved
01-06-05
Page 3-49 Rev. 3
DOUBLE DC GENERATOR FAILURE (EXTENDED FLIGHT ENDURANCE) (Helicopters with CAT A Electrical system modification P/N 109-0823-96)
ELECTRICAL
BATT DISCH
Cockpit pilot utility light: ON (at night)
CAUTION Both SAS 1 and SAS 2 may be momentarily lost as a result of GEN BUS 1 & 2 switches disconnection. Immediate SAS 1 re-engagement is possible.
GEN BUS 1: GEN BUS 2:
BUS TIE
OFF OFF
caution message displayed.
SAS 1: ON GEN 1 and GEN 2: Reset, then set to ON.
Continued Next Page
Page 3-50 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
DOUBLE DC GENERATOR FAILURE (EXTENDED FLIGHT ENDURANCE) (Cont.d) (Helicopters with CAT A Electrical system modification P/N 109-0823-96) Continuation from previous page
NO
Both GEN remain ON
YES
NO
#1(2) DC GEN
YES

ELECTRICAL
All caution and warning messages disappear.
warning message still displayed. Double DC generator failure confirmed. GEN 1 & 2: OFF

ELECTRICAL warning message disappeared.
Continued Next Page Proceed with flight.
EASA Approved
01-06-05
Page 3-51 Rev. 3
DOUBLE DC GENERATOR FAILURE (EXTENDED FLIGHT ENDURANCE) (Cont.d) (Helicopters with CAT A Electrical system modification P/N 109-0823-96) Continuation from previous page - Set XFEED VALVE: CLOSED - FUEL PUMP 1 and 2 switches OFF - EDU 2 Switch OFF
WARNING
When the indicated fuel quantity in each tank is 100 Kg or less, avoid bank turns above 30 deg and sustained pitch angle below 0 deg.
NO
OAT less than 4 C
YES
- Confirm PITOT HEAT 2 OFF - Land as soon as practicable within 49 minutes Continue flight with one SAS only: Refer to FLIGHT WITH ONE HELIPILOT OPERATIVE ONLY limitations in Section 1.
- Confirm PITOT HEAT 2 ON - Land as soon as practicable within 41 minutes Continue flight with one SAS only: Refer to FLIGHT WITH ONE HELIPILOT OPERATIVE ONLY limitations in Section 1.
Continued Next Page
Page 3-52 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
DOUBLE DC GENERATOR FAILURE (EXTENDED FLIGHT ENDURANCE) (Cont.d) (Helicopters with CAT A Electrical system modification P/N 109-0823-96)
Note
The battery endurance reported above assumes the pilot operates the VHF2 radio system in transmission for a maximum of 1 minute every 15 minutes. The LDG LT or Search Light can be turned ON for 1 minutes before landing.
WARNING With a double generator failure, simultaneous operation of the landing lights and searchlight is prohibited. Note When ELECTRICAL warning message is activated, #1 DC GEN and #2 DC GEN caution messages are suppressed.
EASA Approved
01-06-05
Page 3-53 Rev. 3
Services retained during double dc generator failure (extended flight endurance)

(Helicopters with CAT A Electrical system modification P/N 109-0823-96)
ELECTRICAL
EDU
BATT DISCH
BATTERY BUS 1 DAU-CH#A NAV/COMM/GPS 1 (Pilot)

ICS PILOT EFIS FANS
EMERGENCY BUS 1 1 SAS 1

INVERTER ATT ENGAGED LANDING GEAR HYD. CNTR LANDING GEAR CNTR PNL LANDING LIGHTS TRANSPONDER
EMERGENCY BUS 2
SEARCH LIGHT CKPT PLT UTILITY LIGHT ADI STANDBY PITOT HEAT
DC ESSENTIAL BUS 1
ENG
DC ESSENTIAL BUS 2
ENG
1 FIRE DETECT and FIRE 1 1
2 FIRE DETECT AND FIRE 2 2
EXTINGUISHER SYSTEMS FUEL PUMP FUEL XFEED VALVE FUEL SHUT-OFF VALVE ICS CO-PILOT FORCE TRIM EHSI PILOT
EXTINGUISHER SYSTEMS FUEL PUMP FUEL SHUT-OFF VALVE HYDRAULIC SYSTEM GOV CTL SPEAKER AMPLIFIER EADI PILOT EDU
DAU-CH#B
Page 3-54 Rev. 3
01-06-05
EASA Approved
xx-xx-xx
EASA Approved
01-06-05
Page 3-55 Rev. 3
BATTERY DISCHARGING
BATT DISCH
Battery discharging.
CAUTION Both SAS 1 and SAS 2 may be momentarily lost as a result of GEN BUS 1 or GEN BUS 2, and BAT switches disconnection. Immediate SAS 1 re-engagement is possible.
NO
ELECTRICAL
warning message displayed
YES
GEN BUS 1: Check ON GEN BUS 2: Check ON SAS1 & 2: Check ON
Continued Next Page
Refer to DOUBLE DC GENERATOR FAILURE procedure.
Page 3-56
01-06-05
EASA Approved
xx-xx-xx
BATTERY DISCHARGING (Contd) Continuation from previous page
NO
BATT DISCH
warning message still displayed
YES

NO
#1(2) DC GEN
YES
caution message displayed BAT switch: OFF SAS 1: Check ON On affected generator: GEN BUS switch: OFF GEN switch: Reset, then ON GEN BUS switch: ON SAS 1 and 2: Check ON
NO
BATT DISCH
YES
warning message still displayed Refer to BUS TIE OPEN procedure. Land as soon as possible.
Continue flight with one SAS only: Refer to FLIGHT WITH ONE HELIPILOT OPERATIVE ONLY limitations in Section 1.
EASA Approved
01-06-05
Page 3-57
CAUTION With BUS TIE caution message displayed, i.e. with GEN BUS 1(2) open, corresponding engine may not be restarted in case of engine flame-out. Note With the BAT switch to OFF, GEN BUS 1 OFF and DC GEN 2 OFF, all loads of DC Bus 2, Emergency Bus 2 and Battery Bus are lost. Refer to table below for inoperative equipment. All loads on DC Bus 1, Emergency Bus 1 and both Essential Busses are maintained by DC GEN 1. Services lost during BUS failures
BATT DISCH
DC BUS 2
COCKPIT FAN PITOT HEAT ENG
EMERGENCY BUS 2
SEARCH LIGHT CKPT PLT UTILITY LIGHT ADI STANDBY
2 (*)
2 IGN / START (no ENGINE 2 restart)
PLT WIPER POSITION LIGHTS TAXI LIGHTS OVERHEAD CONSOLE ILLUMINATION INSTRUMENT PANEL ILLUMINATION EHSI PILOT
(*) INVERTER 2 SAS 2

RAD ALT
BATTERY BUS
EDU
1 1 (Pilot)
DAU-CH#A NAV/COMM/GPS ICS PILOT
ADF NAV/COMM/GPS
2 (Co-pilot)
EFIS FANS
(*) Not lost on helicopters with Cat A Electrical system modification P/N 109-0823-96.
xx-xx-xx
Note With the BAT switch to OFF, GEN BUS 2 OFF and DC GEN 1 OFF, all loads of DC Bus 1, Emergency Bus 1 and Battery Bus are lost. Refer to table below for inoperative equipment. All loads on DC Bus 2, Emergency Bus 2 and both Essential Busses are maintained by DC GEN 2. Services lost during BUS failures
BATT DISCH
DC BUS 1
HEATER PITOT HEAT ENG
EMERGENCY BUS 1
INVERTER
SAS
1 IGN / START (no ENGINE 1 restart)
ATT ENGAGED LANDING GEAR HYD. CNTR
CO-PILOT WIPER CABIN LIGHTS CKPT CPLT UTILITY LIGHT PEDESTAL LIGHT ANTICOLLISION LIGHTS EADI CO-PILOT EHSI CO-PILOT DME TRANSPONDER ICS CREW FLIGHT DIRECTOR MOVING MAP
(loss of landing gear ELECTRICAL RETRACTION CONTROL.) (loss of landing gear status indication on panel)
LANDING GEAR CNTR PNL
LANDING LIGHTS
(*) BATTERY BUS EDU 1 DAU-CH#A NAV/COMM/GPS 1 (Pilot)

ICS PILOT EFIS FANS
& AUTOTRIM (if installed) WEATHER RADAR (if installed) CHIP BURNER (if installed)
(*) Not lost on helicopters with Cat A Electrical system modification P/N 109-0823-96.
BATTERY HOT
BATT HOT
Battery temperature exceeding limits.
BAT switch: OFF.
CAUTION
Do NOT attempt engine restart in case of engine flame-out.
Page 3-60
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EASA Approved
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ELECTRICAL FIRE / SMOKE (IN FLIGHT) Visible signs of smoke in cockpit, with distinct acrid smell of burning insulation. - Reduce speed to Vy. - Ventilate cockpit and cabin and prepare to land as soon as possible. Maintain safe flight condition and use following procedure to isolate busbars in order to establish source of fire. Turn on RH Pilot Utility Light. GEN BUS 1: GEN BUS 2: GEN 1: BAT: SAS2: smoke clears OFF OFF OFF OFF Check ON Loss of:
DC BUS
1 1
EMERG BUS
BATTERY BUS
YES
NO
Loss of: GEN 1: ON GEN 2: OFF SAS1: Check ON

YES
DC BUS
2 2
EMERG BUS
BATTERY BUS
smoke clears
NO
Land as soon as possible. If smoke severe LAND IMMEDIATELY.
Note For inoperative equipment list due to loss of any bus, refer to Pages 3-58 and 3-59.
Carry out EMERGENCY / POST CRASH SHUTDOWN procedure.

LANDING GEAR
LANDING GEAR FAILS TO LOCK DOWN (Total or partial failure) If, after selecting the landing gear DOWN, one or more green indicators remain blank or red indicator remains on, do the following:
Check UTIL NORM pressure on EDU2 Auxiliary Mode.
NO
pressure low
YES
Reduce speed and check if 3 green landing gear indicators illuminate.
Check LDG GEAR circuit breakers (2) not tripped. Cycle LDG GEAR lever up to three times to achieve down lock.
Perform EMERGENCY DOWN LANDING GEAR procedure.
NO
Landing gear down and locked
YES
Continue to land.
Page 3-62
01-06-05
EASA Approved
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EMERGENCY DOWN LANDING GEAR PROCEDURE
EMER/NORM switch: Turn clockwise breaking safety wire and selecting EMER.
Set landing gear lever to DOWN EMERG (full down).
NO
Landing gear down and locked
YES
Proceed to a hover at a height sufficient for ground personnel to check the gear.
Land vertically and cautiously on flat level surface.
CAUTION
Extending the landing gear using the DOWN EMERG lever position, the toe brakes and rotor brake are inoperative. There is sufficient pressure in the emergency accumulator for only one extension of the landing gear, and for operation of the parking brake handle for emergency braking.
EASA Approved
01-06-05
Page 3-63
STATIC PORT OBSTRUCTION

When operating in adverse weather conditions (rain, snow, etc.), if erratic readings from the airspeed indicator and altimeter are suspected, with the STATIC source switch in the NORMAL position, select the alternate static source which uses cabin air. Proceed as follows:
Close all vents and doors.
SHUT-OFF 1 switch: SHUT-OFF 2 switch:
OFF OFF
STATIC source switch:
Lift guard. Select ALTERNATE.
CAUTION When the ALTERNATE static source is used, decrease the altimeter readings by 80 ft.
Note The airspeed indication obtained through the alternate static source is slightly higher than the actual value in all speed range.
Page 3-64 Rev. 1
01-06-05
EASA Approved
xx-xx-xx
FLIGHT IN THUNDERSTORM - LIGHTNING STRIKE

When flying near thunderstorm activity, the helicopter may be struck by lightning. If it is suspected that the rotorcraft has been struck by lightning, proceed as follows:
Reduce airspeed to 80 KIAS
CAUTION Avoid performing extreme manoeuvers.
If it is suspected that the pilots Pitot system has been damaged by lightning, proceed as per STATIC PORT OBSTRUCTION procedure. If it is suspected that the aircraft has been struck by lightning this must be noted in the helicopter log-book.
WIRE STRIKE
In the event of a wire strike, land as soon as possible and perform engine shutdown.
EASA Approved
01-06-05
Page 3-65 Rev. 3
EMERGENCY EXITS
Figure 3-3 show the positions of the aircraft emergency entrances and exits. The emergency release mechanisms are also illustrated.
LH SHOWN LH SHOWN
EMERGENCY EXIT 1 PULL RED STRAP TO REMOVE CORD 2 PUSH OUT WINDOW
EMERGENCY PUSH HERE
EMERGENCY PUSH HERE
IT EX CY EN RG ME G RE RIN LE ES FO LIFT AND ING
SH PU
H H OF RN TU AR CLE SE A OR DO RELE
Internal view cockpit door emergency release handle
EMERGENCY PUSH HERE
FOR EMERGENCY EXIT

LIFT RING TURN HANDLE PUSH DOOR CLEAR OF HINGES RELEASE
Internal view sliding door window

ICN-0B-A-153000-G-A0126-00003-A-01-1
Figure 3-3 Markings and Placards

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EASA Approved
01-06-05
Page 3-67
MALFUNCTION PROCEDURES
Page 3-68
01-06-05
EASA Approved
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CAUTION SYSTEM
Many of the malfunctions described in this section are indicated by the illumination of the yellow caution captions on the CAS window and the flashing of the amber Master Caution Light (MCL). An active Caution message is displayed in yellow text on a black background. The caution can be acknowledged by pressing the MCL or the Master Reset pushbutton on the collective grip. Once acknowledged, the MCL is reset for future indication. The Caution message remains until the cause of the caution is corrected. The last-in Caution message is displayed on top of the caution list of the CAS display area, and the existing list is displaced down. The Caution messages not displayed on the screen are available line by line using the Arrow rocker switch located on the display unit. CAUTIONS WITH VOICE MESSAGE The LANDING GEAR caution message, in LANDING GEAR RETRACTED procedure is accompanied by a LANDING GEAR voice message, when height is less than 200 ft and undercarriage is retracted. The XMSN OVTRQ caution message, in TRANSMISSION OVERTORQUE procedure is accompanied by a audio tone warning.
EASA Approved
01-06-05
Page 3-69
Table 3-2 Table of Caution Messages CAS Caption Page Failure/System State
ENGINE MALFUNCTIONS #1(2) DCU #1(2) ECU DATA #1(2) ECU MAINT #1(2) FIRE DET #1(2) HOT START #1(2) OIL CHIP #1(2) OIL HOT #1(2) OVSPD #1(2) OVSPD DET #1(2) OVSPD TEST #1(2) PLA 3-86 3-86 3-87 3-92 3-88 3-80 3-78 3-84 3-85 3-86 3-82 Associated Data (DCU) failure. Collection Unit
Loss of data from associated ECU. Associated engine electronic control unit (ECU) non-critical failure. Associated engine fire detection system inoperative. Associated engine TOT exceeded limit on engine starting. Presence of metal particles in associated engine oil circuit. Associated engine oil temperature above maximum value of 125 C. Associated engine N2 overspeed control system triggered. Associated engine N2 overspeed control system failed. Associated engine N2 overspeed control circuit test failure. Associated engine power lever (PLA) out of FLIGHT position whilst in AUTO mode. Associated engine power lever (PLA) remote control inoperative. Beep trim failed. Associated engine mode selection switch failed.
#1(2) PLA MOTOR
3-81
#1(2) PMS
3-83
Page 3-70 Rev. 1
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#1(2) TOT LIMITER FIRE BTL 1(2) MGT MATCH RPM SELECT
3-89 3-92 3-90 3-91
Associated engine TOT limiter not operative. Associated fire extinguisher bottle discharged. Crosstalk between the 2 FADECs failed. No engine TOT matching possible. NR switch inoperative. Inability to trim NR.
ELECTRICAL MALFUNCTIONS BATT OFF BUS TIE INV 1(2) #1(2) DC GEN #1(2) GEN CNT 3-123 3-126 3-127 3-125 3-122 Battery off-line. Associated bus tie open. Associated inverter failed. Associated DC generator failed. Associated DC generator control box breaker in relay box tripped.
FUEL MALFUNCTIONS #1(2) A/F F FLTR FUEL DRAIN 1(2) #1(2) FUEL FLTR #1(2) FUEL LOW #1(2) F LOW FAIL 3-112 3-113 3-112 3-110 3-113 Associated airframe fuel filter partially blocked. Impeding by-pass. Associated fuel drain valve open. Associated fuel filter partially blocked. Impeding by-pass. Fuel quantity in associated tank below 32 kg. Associated fuel-low sensor test failed. No fuel-low indication for associated fuel tank. Associated fuel pump failed.
FUEL PUMP 1(2)
3-111
EASA Approved
01-06-05
Page 3-71
ROTOR AND TRANSMISSION MALFUNCTIONS ROTOR BRK TGB OIL CHIP XMSN OIL CHIP XMSN OVTRQ 3-109 3-108 3-107 3-106 Rotor break system degraded. Presence of metal particles in the tail rotor gearbox oil. Presence of metal particles in the main gearbox oil. Transmission overtorqued. In AEO: TRQ1 + TRQ2 > 215% In OEI: TRQ1 or TRQ2 > 162%
HYDRAULIC MALFUNCTIONS EMER UTIL CHRG 3-121 Solenoid valve of emergency utility hydraulic system open. Emergency utility hydraulic system is operative. Low pressure in emergency utility hydraulic system. Solenoid valve of main utility hydraulic system open. Main utility hydraulic system is operative. Low pressure in main utility hydraulic system. A servo valve in one of the 3 main rotor servo actuators is jammed. Associated servo-hydraulic system failed.
EMER UTIL PRES MAIN UTIL CHRG
3-120 3-121
MAIN UTIL PRES MAIN RTR SERVO SERVO 1(2)
3-119 3-117 3-114 & 3-116
Page 3-72
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MISCELLANEOUS MALFUNCTIONS AWG FAIL BAG DOOR BATT DOOR CABIN DOOR EFIS FAN EXT PWR ON LANDING GEAR PARK BRK ON PITOT 1(2) FAIL UTILITY DOOR 3-128 3-142 3-143 3-141 3-145 3-124 3-146 3-144 3-145 3-142 Aural Warning Generator (AWG) system failure. Baggage compartment door not correctly closed. Battery door not closed Pilots, co-pilots and/or passengers door not correctly closed. EFIS fans failed. External power connected to the helicopter or external power door open. Landing gear retracted below 200 ft (or 20 ft when in regrade mode). Parking brake ON. Associated Pitot heat failed. Utility door not correctly closed.
AUTOPILOT MALFUNCTIONS ATTD OFF SAS 1(2) OFF VG 1(2) 3-131 3-132 3-133 No attitude retention. Associated SAS failure. Associated vertical gyro not erected.
EASA Approved
01-06-05
Page 3-73
DISPLAY UNIT MALFUNCTIONS IDS 3-136 & 3-138 Failure of Integrated Display System (IDS). Possible degradation in system function. Some primary data from one or both channels of the Data Acquisition Unit (DAU) are invalid. Possible degradation in system function.
DAU MISCMP-P
3-140
Page 3-74
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EASA Approved
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ENGINE MALFUNCTIONS
COMPRESSOR STALL A compressor stall is normally recognized by an audible bang or pop accompanied by a possible increase in TOT and fluctuating N1 and TRQ. The compressor stall may be transient or steady. The degree of compressor stall may be indicated by one or all of the following: Fluctuating N1 speed coupled with failure to respond to power demand. Loud banging or popping noises (similar to back-firing). A reduction in torque (due to reduced air flow through the engine). A rapid increase in TOT (due to mis-matching between fuel flow and N1 speed).
EASA Approved
01-06-05
Page 3-75
If compressor stall occurs, carry out the following procedure:

- Select MAIN mode on EDU2. - Identify and Verify malfunctioning engine. - Monitor engine parameters for abnormal indications.
If stall persists, on affected engine - Select IDLE on ENG MODE switch.
If TOT decreases, N1 stabilize and other abnormal indications clear. If stall does not clear and TOT continues to rise. ENG MODE switch: FLT.
NO
engine still responds abnormally
YES
Page 3-76
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UNUSUAL ENGINE NOISE Compressor damage as a result of FOD may increase the engine noise level and is detectable by a high-pitched whining sound. The noise level of the high pitched whine should vary with N1 and should be significantly higher than the usual engine noise. If an unusual noise is detected and FOD damage suspected:
Monitor engine parameters for abnormal indications.
Switch ENG MODE to IDLE sequentially to determine the affected engine.
Shutdown affected engine as soon as practicable to avoid possible secondary compressor damage.
EASA Approved
01-06-05
Page 3-77
ENGINE OIL TEMPERATURE
#1(2) OIL HOT
Associated engine oil temperature above 125 C.
On affected engine: Confirm oil temperature.
NO
Oil temperature above 125 C
YES
On affected engine: Shutdown engine using ENGINE SHUTDOWN IN AN EMERGENCY procedure.
Page 3-78 Rev. 1
01-06-05
EASA Approved
xx-xx-xx
ENGINE OIL PRESSURE HIGH
If engine oil pressure operates above oil pressure limit carry out the following:
On affected engine: - Check MAIN mode on EDU2. - Monitor engine parameters.
On affected engine: Shutdown engine using ENGINE SHUTDOWN IN EMERGENCY procedure.
EASA Approved
01-06-05
Page 3-79
ENGINE OIL CHIP DETECTOR
#1(2) OIL CHIP
Presence of metal particles in affected engine oil.
- Check MAIN mode on EDU2. - Check affected engine and engine oil parameters.
Reduce power by lowering collective.
As soon as practicable, carry out ENGINE SHUTDOWN IN AN EMERGENCY procedure.
Page 3-80
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EASA Approved
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ENGINE POWER LEVER REMOTE CONTROL FAIL
#1(2) PLA MOTOR
Associated engine power lever (PLA) remote control beep not functioning.
If engine manual control is required, this must be carried out moving PLA manually.
EASA Approved
01-06-05
Page 3-81
ENGINE POWER LEVER POSITION
#1(2) PLA
Associated engine power lever (PLA) out of FLIGHT position detent. (Message active in AUTO mode only).
Confirm PLA position and correct if required.
If caution message remains
On affected engine: - Check MAIN mode on EDU2. - Monitor engine parameters.
Page 3-82
01-06-05
EASA Approved
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ENGINE MODE SELECT SWITCH
#1(2) PMS
Associated engine power mode switch failure.
Engine shutdown could be accomplished through the affected ENG MODE switch. If necessary, utilize the engine power lever (PLA) to shutdown the engine.
EASA Approved
01-06-05
Page 3-83
ENGINE POWER TURBINE OVERSPEED
#1(2) OVSPD
Associated engine N2 at or above maximum threshold (112.4%) and engine in overspeed condition. N2 overspeed control system triggered.
Check affected engine fluctuates around 110%.
Page 3-84
01-06-05
EASA Approved
xx-xx-xx
ENGINE POWER TURBINE OVERSPEED DETECT FAILURE
#1(2) OVSPD DET
Associated engine N2 overspeed detection system not operational.
NO
A/C in flight
YES
Shutdown affected engine.
On affected engine: Be aware that N2 overspeed protection system will not function in the event of an N2 overspeed.
EASA Approved
01-06-05
Page 3-85
N2 OVERSPEED CONTROL CIRCUIT TEST FAILURE
#1(2) OVSPD TEST
Associated engine N2 overspeed control circuit test failure.
Correct problem before flight.
Note #1(2) OVSPD TEST caution messages active only on ground with ENG MODE switch in OFF position.
Page 3-86
01-06-05
EASA Approved
xx-xx-xx
DATA COLLECTION UNIT MALFUNCTION
#1(2) DCU
Associated Data Collection Unit (DCU) failure. TOT and TRQ trim values for engine calibration not available.
Note #1(2) DCU caution messages active only on ground with ENG MODE switch in OFF position.
ENGINE CONTROL UNIT - MAINTENANCE REQUIRED
#1(2) ECU MAINT
Associated engine control unit (ECU) non-critical failure.
Note #1(2) ECU MAINT caution messages active only on ground with ENG MODE switch in OFF position.
EASA Approved
01-06-05
Page 3-87
ENGINE HOT START
#1(2) HOT START
Associated engine TOT limits exceeded during start. (TOT between 650 C and 875 C for longer time than allowed.)
NO
A/C in flight
YES
Shutdown helicopter.
Monitor engine parameters.
Page 3-88 Rev. 1
01-06-05
EASA Approved
xx-xx-xx
TURBINE OUTLET TEMPERATURE MALFUNCTION
#1(2) TOT LIMITER
Associated engine TOT thermocouple failed. TOT limiter function of associated EEC inoperative. Possible loss of TOT reading. Engine TOT matching inoperative.
NO
Loss of TOT reading
YES
Do not exceed TOT limits.
- Select MAIN mode on EDU2. - Monitor remaining engine parameters. - Avoid operating near limits. - Avoid exceeding 92% N1 and 10,000 ft pressure altitude. - Avoid, as far as possible, to bleed air from engine.
EASA Approved
01-06-05
Page 3-89
MGT MISMATCH
MGT MATCH
Crosstalk between the 2 FADECs failed. No engine TOT matching possible.
Set MATCH switch to TORQUE.
Avoid operating engines near limits.
Page 3-90
01-06-05
EASA Approved
xx-xx-xx
ROTOR SPEED SELECTOR MALFUNCTION
RPM SELECT
RPM Switch Malfunction
100%.
NR Locked
102%.
Proceed with flight. Be aware that NR will remain locked at 100%.
Proceed with flight. Airspeed limit 140 KIAS.
EASA Approved
01-06-05
Page 3-91 Rev. 3
ENGINE FIRE DETECTOR SYSTEM FAILURE
#1(2) FIRE DET
Associated engine fire detection system inoperative.
On affected engine: - Check MAIN mode on EDU2 - Monitor engine parameters for abnormalities and check for signs of fire.
FIRE EXTINGUISHER BOTTLE DISCHARGED
FIRE BTL 1(2)
Associated fire extinguisher bottle discharged.
Refill bottle before next flight.
Page 3-92
01-06-05
EASA Approved
xx-xx-xx
ENGINE RESTART IN FLIGHT PROCEDURE General If an engine is shutdown or a flame-out occurs during flight, and if there is no indication of a mechanical malfunction or engine fire, the engine may be restarted. This engine restart can be carried out at any altitude within the approved flight envelope.
CAUTION Do NOT attempt to restart the engine if the cause of the flame-out has not been ascertained. Starting malfunctions and associated abort actions Monitor engine start and if any of the following occurs: - lightup is not obtained within 15 seconds - abnormal noises are heard - TOT increases beyond start limit - engine hangs (stagnation in N1 below 50%) - starter and igniter do not automatically deactivate at N1 = 50%
Abort start and shutdown engine by: 1. ENG MODE switch 2. PLA 3. FUEL PUMP 4. ENG FUEL VALVE switch OFF. OFF. OFF. CLOSED.
EASA Approved
01-06-05
Page 3-93
CAUTION Failure to follow the appropriate Abort Procedure may cause damage to the engine. Note Observe the igniter and starter generator duty cycle limitations. In flight restart procedure in auto mode The following is the procedure for restarting flame-out engine in flight with ECU operative (in AUTO mode). 1. Recommended airspeed 2. HTR/ECS switch 3. Engine power lever (PLA) 4. ENG FUEL VALVE switch 5. FUEL PUMP switch Vy. OFF. FLIGHT. OPEN (Bar vertical). ON.
CAUTION For engine restarts below 15,000 ft, the ENG MODE switch should only be moved from the OFF position, once N1 is below 20%. Above 15,000 ft, the ENG MODE switch should only be moved from the OFF position, once N1 is below 5%. 6. ENG MODE switch IDLE.
Page 3-94
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Note It is recommended to start the engine to IDLE, nevertheless, if necessary, it is possible to start to FLIGHT by setting the ENG MODE switch directly to FLT. 7. N1 Note N1 increasing and START legend vertically displayed. Note TOT increasing at light-off and IGN legend vertically displayed. Check rising. Note N1 must be at least 40% in order for the engine oil pressure to start rising. 10. N2 Confirm stabilized below 100%. Note If the engine was started to FLT, the N2 will stabilize at 100%. In flight restart procedure in manual mode The following is the procedure for restarting flame-out engine in flight with ECU inoperative (in MANUAL mode). 1. Recommended airspeed 2. HTR/ECS switch 3. Engine power lever (PLA) 4. ENG GOV switch Vy. OFF. OFF. MANUAL.
8. Engine temperature (TOT)
9. Engine oil pressure
EASA Approved
01-06-05
Page 3-95
Note In presence of an ECU failure, the engine control system reverts and operates in manual mode regardless of the ENG GOV switch position. However, it is recommended to set the ENG GOV switch to MANUAL for congruence with the mode condition. 5. ENG FUEL VALVE switch 6. FUEL PUMP switch OPEN (Bar vertical). ON.
CAUTION For engine restarts below 15,000 ft, the starter and igniter shall only be engaged once N1 is below 20%. Above 15,000 ft, the starter and igniter shall only be engaged, once N1 is below 5%. 7. ENG MODE switch 8. Engine power lever (PLA) 9. Starting button IDLE. IDLE. Push and hold. START and IGN legends vertically displayed beside N1 and TOT scales on EDU1. Note increasing. Move forward to obtain light-off.
10. N1 11. Engine power lever (PLA)
Page 3-96
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Note At low altitude (below 3,000 ft), light-off is expected to occur when the PLA is nearly in FLIGHT position. At high altitude (above 15,000 ft), light-off may occur as soon as the PLA is out-of the IDLE position 12. Engine temperature (TOT) Note increasing at light-off. Monitor TOT value and control with slight movements of the engine power lever (PLA) to insure TOT transient value is not exceeded. Note If engine hangs at N1 below 50%, slowly move engine power lever (PLA) forward, if necessary even beyond FLIGHT position, until the engine accelerates. Monitor TOT, N1 and NR. If engine does not accelerate, shutdown engine by setting PLA to OFF position and release starting button. 13. Starting button Release when N1 reaches 50%. START and IGN legends suppressed. Set the power as required by using either the engine power lever or the ENG TRIM toggle switch on the collective grip. Check rising. Note N1 must be at least 40% in order for the engine oil pressure to start rising.
14. Engine power lever (PLA)
15. Engine oil pressure
AUTO TO MANUAL MODE TRANSFER Transfer from AUTO to MANUAL mode can occur as a result of: 1. 2. pilot request by ENG GOV switch on collective grip. automatic reversion to MANUAL due to ECU critical hardware failure. Note #1(2) ECU FAIL warning message displayed and audio tone and voice warning WARNING audible. Note In presence of an ECU failure, the engine control system reverts and operates in MANUAL mode regardless of the ENG GOV switch position. However, it can be convenient to set the ENG GOV switch to MANUAL for congruence with the mode condition. Note #1(2) PLA caution message is active only when operating in AUTO mode. The MANUAL mode condition is indicated by the activation of the MAN legend. ENGINE SHUTDOWN IN MANUAL MODE This procedure applies in case of ECU failure and consequent reversion to MANUAL mode. Note #1(2) ECU FAIL warning message and MAN legend displayed.
Page 3-98
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ENG GOV switch (on collective grip)
: MANUAL.
Note In presence of an ECU failure, the engine control system reverts and operates in MANUAL mode regardless of the ENG GOV switch position. However, it is recommended to set the ENG GOV switch to MANUAL for congruence with the mode condition. Engine power lever (PLA) Engine power lever (PLA) ENG MODE switch : Set to IDLE to set N1 at approximately 60%. : Set to OFF. : OFF (fully counterclockwise). Note The engine will shut-off as soon as either the PLA or the ENG MODE switch is set to OFF. FUEL PUMP switch : OFF. #1(2) FUEL PUMP caution message displayed.
CAUTION During shutdown, check that N1 decelerates freely. Note any abnormal noise or rapid rundown.
CAUTION If there is evidence of any abnormal TOT increase after shutdown, perform a DRY MOTORING RUN, as described in Section 2.
ENGINE OPERATION IN MANUAL MODE Following a reversion to manual mode (MAN legend displayed), the electric stepper motor of the corresponding engine is frozen at its current position, maintaining the engine torque at its current value just prior to manual reversion. In case of failure during transient condition, the pilot should control engine ensuring that parameters stay within operating range. The MANUAL mode control characteristics will vary depending on the engine condition at the time of the reversion to MANUAL mode. One engine in MANUAL mode and one in AUTO mode It is recommended to set the engine which is in MANUAL mode to a suitable fixed power related to the particular flight condition, and let the ECU of the other engine (in AUTO mode) maintain NR.
Monitor engine parameters and maintain within operating limits.
Any change of fuel flow and consequently of N1 may be accomplished through engine power lever (PLA) movements. Each engine power lever (PLA) is motorized and should be operated through the relative ENG TRIM toggle switch on collective grip.
Page 3-100
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Both engines in MANUAL mode In case of critical malfunction of both ECUs (double failure), the pilot shall control both engines in MANUAL mode. Each electric stepper motor is frozen at its current position and engine power.
Perform a running landing, if terrain permits.
Cruise flight to reach the landing site ENG TRIM toggle switches : Operate to adjust torque of one engine to about 50% of the total torque required for the desired airspeed.
EASA Approved
01-06-05
Page 3-101
Note To simplify manual control of the engines, only one engine should be adjusted by operating only one toggle switch. Furthermore, avoid adjusting collective and engine at the same time. Transient NR between 95% and 102% are acceptable during adjustments. Note Avoid torque settings too close to engine operating limits. Airspeed Manoeuvres : It is recommended to respect OEI Vne limits. : Avoid any manoeuvre requiring large and rapid changes of torque.
CAUTION When adjusting collective, monitor N2 to avoid exceeding limits.
Page 3-102
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EASA Approved
xx-xx-xx
Approach and landing Landing gear lever Utility hydraulic system Nose wheel lock Parking brake External lights Approach : DOWN. : Check pressure within limits. : ON. (lever up). : OFF. : As required. : If at high gross weight (GW = 3000 kg or more): - Set one engine torque at 40%. If at low gross weight (GW below 3000 kg): - Set one engine torque at 30%. - Use other engine to establish a fairly flat power assisted approach (35 10 KIAS and 400 fpm maximum rate of descent at 102% NR). - Control the landing point by changing the airspeed and minimize any further power adjustment. Landing : Gently flare helicopter to minimize ground speed at landing. Use collective to cushion touchdown and, if necessary, leave NR to drop down to 95%. After touchdown, contemporarily lower collective and reduce both engines at the same time as necessary to maintain NR within limits.
EASA Approved
01-06-05
Page 3-103
CAUTION When lowering collective, monitor N2 to avoid exceeding limits. Apply toe brakes. Shutdown : Refer to paragraph ENGINE SHUTDOWN IN MANUAL MODE.
Page 3-104
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xx-xx-xx
ENGINE POWER LEVER (PLA) JAMMING PROCEDURE
An engine power lever (PLA) jamming is characterized by the two following conditions: 1. When using the ENG TRIM toggle on the collective grip, the engine power lever does not respond (i.e. no movement of the lever); #1(2) PLA MOTOR caution message NOT displayed.
2.
If, when using ENG TRIM toggle, no response of the relevant PLA
AND
#1(2) PLA MOTOR caution message NOT displayed.
Pull aft (towards IDLE position) the affected PLA. Pull strongly enough to break the internal pin holding the PLA stepper motor.
Once the stepper motor pin is broken, the PLA is free to be manually moved.
Set PLA as required.
EASA Approved
01-06-05
Page 3-105
DRIVE SYSTEM
MAIN GEARBOX OVERTORQUE
XMSN OVTRQ
Audio Tone
Transmission torque limit exceeded.
Lower collective to maintain torque within limits.
Page 3-106
01-06-05
EASA Approved
xx-xx-xx
MAIN TRANSMISSION CHIP
XMSN OIL CHIP
Presence of metal particles in the main transmission oil.
Monitor XMSN oil pressure and temperature.
Maintenance action required before next flight.
EASA Approved
01-06-05
Page 3-107
TAIL GEARBOX CHIP
TGB OIL CHIP
Presence of metal particles in the tail rotor gearbox oil.
Maintenance action required before next flight.
Page 3-108
01-06-05
EASA Approved
xx-xx-xx
ROTOR BRAKE SYSTEM DEGRADED
ROTOR BRK
Rotor brake system degraded.
EASA Approved
01-06-05
Page 3-109
FUEL SYSTEM
FUEL LOW
#1(2) FUEL LOW

On affected tank, usable fuel quantity below 33 kg.
Check fuel contents and CROSS FEED valve CLOSED. (see Note)
Land as soon as practicable. (within stated time limits).
Note When each engine is drawing fuel from its tank, the remaining flight duration is approximately 15 minutes from caution message activation. In the unusual event that both engines are drawing fuel from same tank, the remaining flight duration is approximately 6 minutes from caution message activation.
Page 3-110
01-06-05
EASA Approved
xx-xx-xx
FUEL PRESSURE LOW
FUEL PUMP 1(2)

Associated fuel pump failed or Low fuel pressure in associated fuel line.
Switch OFF associated pump. Confirm XFEED VALVE OPEN automatically (bar horizontal). (XFEED advisory message displayed).
NO
Fuel pressure within limits
YES
Possible fuel leak, be attentive for signs of fuel leak or engine loss of power. Set XFEED VALVE:CLOSED.
CAUTION
With one fuel pump failed and the Xfeed valve open, a maximum of 100 kg fuel indicated will become unusable in the tank with the failed fuel pump.. Set XFEED VALVE:CLOSED When the indicated fuel quantity in each tank is 100 kg or less.
WARNING
Avoid bank turns above 30 deg and sustained pitch angle below 0 deg.
AIRFRAME FUEL FILTER CLOGGED
#1(2) A/F F FLTR
Associated airframe fuel filter partially clogged.
Continue flight monitoring fuel pressure.
ENGINE FUEL FILTER CLOGGED
#1(2) FUEL FLTR
Associated engine fuel filter partially clogged.
Proceed with flight monitoring fuel pressure.
Page 3-112
01-06-05
EASA Approved
xx-xx-xx
FUEL LOW SENSOR FAILURE
#1(2) F LOW FAIL
Associated fuel low sensor failure. No fuel low indication available.
On affected system: Monitor fuel quantity. Low level caution inoperative.
FUEL DRAIN VALVE OPEN
FUEL DRAIN 1(2)
Associated fuel drain valve open.
Close relevant drain valve, before refuelling and/or take-off.
EASA Approved
01-06-05
Page 3-113
HYDRAULIC SYSTEM
SERVO HYDRAULIC SYSTEM N1 MALFUNCTION
SERVO 1
N1 Servo hydraulic system failed.
Verify N1 servo hydraulic system pressure on EDU2.
NO
pressure below 1200 psi
YES
Proceed with flight monitoring system pressure.
- Gradually reduce airspeed below 90 KIAS. - Avoid pull-up manoeuvres and bank angles above 25 deg to maintain acceptable loads. - Avoid rapid movements of flight controls.
SERVO HYD switch: 1 OFF in order to set the N1 Servo hydraulic system off.
Page 3-114 Rev. 1
01-06-05
EASA Approved
xx-xx-xx
WARNING Following the pressure loss of N1 main servo hydraulic system, avoid landing and/ or operating in conditions which require a high degree of control activity such as confined areas or out-of-wind hovering, particularly with wind from right. Note The tail rotor pedals are only boosted by the N1 servo hydraulic system.
Note Pedals will tend to move to zero thrust position (Right pedal slightly more forward than the left pedal). Control force on pedals will increase in hover and in forward flight. Cyclic and collective forces will remain normal.
Note The helicopter is equipped with two independent hydraulic servo systems for cyclic and collective control. Either system can deliver adequate power to control the helicopter. The hydraulic system is designed such to prevent the de-activation of the operative system when one of the SERVO 1(2) caution messages is activated.
EASA Approved
01-06-05
Page 3-115
SERVO HYDRAULIC SYSTEM N2 MALFUNCTION
SERVO 2
N2 Servo hydraulic system failed.
Verify N2 servo hydraulic system pressure on EDU2.
NO
pressure below 1200 psi
YES
Proceed with flight monitoring system pressure.
- Gradually reduce airspeed below 90 KIAS. - Avoid pull-up manoeuvres and bank angles above 25 deg to maintain acceptable loads. - Avoid rapid movements of flight controls. Control forces remain normal. SERVO HYD switch: 2 OFF in order to set the N2 Servo hydraulic system off.
Note In the event of pressure loss in N2 main hydraulic system, sufficient pressure remains in the accumulator of the normal utility hydraulic system for one extension of
Page 3-116 Rev. 1
01-06-05
EASA Approved
xx-xx-xx
the landing gear and to operate the toe brakes and the rotor brake. JAMMING OF A MAIN ROTOR SERVO VALVE The helicopter is equipped with three hydraulic servo actuators, tandem type, on main rotor controls (cyclic and collective).
MAIN RTR SERVO
A servo valve in one of the 3 main rotor servo actuators is jammed.
- Gradually reduce airspeed below 90 KIAS. - Avoid pull-up manoeuvres. - Avoid bank angle above 25 deg. - Avoid rapid movement of the cyclic and collective controls.
When on the ground, conduct Hydraulic Systems Check described in Section 2.
If servo valve jamming is confirmed, do NOT resume flight.
EASA Approved
01-06-05
Page 3-117 Rev. 1
TAIL ROTOR SERVO VALVE JAMMING Jamming of the servo valve of the tail rotor servo actuator will result in an increase of pedal control force in hovering and in forward flight. Procedure:
- Gradually reduce airspeed below 90 KIAS. - Avoid pull-up manoeuvres. - Avoid bank angle above 25 deg. - Avoid rapid movement of the cyclic and collective controls.
WARNING Following the loss of tail rotor servo actuator avoid landing and/or operating in conditions which require a high degree of manoeuverability (i.e. avoid operating in enclosed areas, avoid operation with sideward winds, in particular with wind from the right.)
Page 3-118 Rev. 1
01-06-05
EASA Approved
xx-xx-xx
NORMAL UTILITY HYDRAULIC PRESSURE LOW
MAIN UTIL PRES
Failure of the normal utility hydraulic system. Pressure in the system is below minimum pressure of 500 psi.
- Select AUXILIARY mode on EDU2. - Verify normal utility system pressure.
If normal utility pressure below 500 psi.
WARNING In the emergency accumulator, there is sufficient pressure for one extension of the landing gear, after which there is sufficient pressure to operate the emergency brakes. The parking brake handle is used for the emergency brake system and does not provide differential braking. The toe brakes and the rotor brake are inoperative.
EASA Approved
01-06-05
Page 3-119
EMERGENCY UTILITY HYDRAULIC PRESSURE LOW
EMER UTIL PRES
Failure of the emergency utility hydraulic system. Pressure in the system is below minimum pressure of 1140 psi.
- Select AUXILIARY mode on EDU2. - Verify emergency utility system pressure.
If emergency utility pressure below 1140 psi.
- Maintain AUXILIARY mode on EDU2. - Proceed with flight, carefully monitoring NORM UTIL pressure.
If normal utility pressure below 1140 psi.
Reduce speed to 140 KIAS maximum.
Extract landing gear using the normal procedure.
Page 3-120
01-06-05
EASA Approved
xx-xx-xx
NORMAL UTILITY HYDRAULIC SYSTEM CHARGING
MAIN UTIL CHARG
Normal utility hydraulic system solenoid valve open. The normal utility hydraulic system is operative.
Note
If the solenoid valve between the normal utility hydraulic system and the N2 servo hydraulic system is locked open, an external oil leakage in any of the 2 systems will automatically induce failure of the other system.
EMERGENCY UTILITY HYDRAULIC SYSTEM CHARGING
EMER UTIL CHARG
Emergency utility hydraulic system solenoid valve open. The emergency utility hydraulic system is operative.
Do NOT take-off. Note EMER UTIL CHARG is only triggered on ground. If caution remains displayed, do NOT take-off.
EASA Approved
01-06-05
Page 3-121
ELECTRICAL
DC GENERATOR CONTROL
#1(2) GEN CNT
Associated DC generator control box breaker in relay box tripped.
NO
A/C in flight
YES
#1(2) DC GEN Do NOT attempt to start corresponding engine. caution message appears.
Page 3-122
01-06-05
EASA Approved
xx-xx-xx
BATTERY OFF
BATT OFF
Battery disconnected.
Check BAT switch ON.
NO
BATT OFF message remains
YES
CAUTION With the battery OFF, no engine restart is possible if engine failure occurs. Note When the external power is connected, the battery is automatically disconnected and the BATT OFF caution message is displayed.
EASA Approved
01-06-05
Page 3-123
EXTERNAL POWER ON
EXT PWR ON
External power door open.
NO
A/C in flight
YES
Close external power door before flight.
Reduce speed to below 70 KIAS.
Page 3-124
01-06-05
EASA Approved
xx-xx-xx
FAILURE OF A GENERATOR
#1(2) DC GEN
Affected DC generator failed.
On affected generator: GEN BUS switch:OFF GEN switch: Reset, then ON GEN BUS switch:ON
NO
#1(2) DC GEN
YES
caution message displayed Set affected GEN switch to OFF.
CAUTION Check ammeter does not exceed limit.
Note Power is supplied to all loads by remaining generator.

BUS TIE OPEN
BUS TIE
One of the 2 DC generator busses failed.
Set affected GEN BUS switch ON.
SAS 1: Check ON
NO
GEN BUS switch stays ON
YES
DC generator bus failure confirmed.
CAUTION With a DC generator bus open, corresponding engine cannot be restarted in case of engine flame-out.
Page 3-126
01-06-05
EASA Approved
xx-xx-xx
INVERTER FAILURE
INV 1(2)
Associated inverter failed.

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

NO
VG 1(2)
YES
Set SAS 1(2) to ON.
Affected AC bars (115 V and 26 V) lost.
Set affected INV to OFF.
Refer to page for lost loads.
EASA Approved
01-06-05
Page 3-127
COMMUNICATION SYSTEM
AURAL WARNING SYSTEM FAILURE
AWG FAIL
Aural warning generator system failure. Loss of aural warnings and audio tone.
Continue flight monitoring CAS system as aural warnings and audio tone do not function.
PILOTS ICS FAILURE
Pilot ICS (Inter-Communication System) failed
Pilots ICS:
EMER
Use co-pilots ICS control panel to control radio communications.
Page 3-128
01-06-05
EASA Approved
xx-xx-xx
RADIO-MASTER SWITCH FAILURE Radio-Master (RAD-MSTR) switch failure.
Pull out both RAD MSTR OVRD circuit breakers (2).
Use radio equipment as desired by means of their control panels.
Note Radio-Master switch failure may only occur when helicopter is on the ground.
RADIO FREQUENCY SELECTOR FAILURE GNS530 and GNS430 radio frequency selector failed or selected VHF frequency unstable.
Press once on COMM 1 GUARD and COMM 2 GUARD pushbuttons.
Note
Whenever the COMM 1 GUARD and/or COMM 2 GUARD pushbutton is pressed, the radio(s) frequency is automatically set to 121.5 MHz.
EASA Approved
01-06-05
Page 3-129
STABILITY AUGMENTATION SYSTEM MALFUNCTION
CAUTION With the Flight Director coupled, following a single SAS failure or ATT mode failure, the AUTOTRIM function is inoperative. Without the Flight Director coupled, the AUTOTRIM function is always inoperative. In these conditions, the pilot is recommended to fly checking the API position or fly decoupled, due to the reduced system authority. Note HELIPILOT indicators normally refer to SAS 1. Turning SAS 1 off, HELIPILOT indicators will automatically switch to SAS 2.
Page 3-130
01-06-05
EASA Approved
xx-xx-xx
ATTITUDE MODE OFF
ATT OFF
No attitude retention.
Check ATT switch ON.
EASA Approved
01-06-05
Page 3-131
SAS FAILURE
SAS 1(2) OFF
Associated SAS failure.
Confirm affected SAS circuit breaker not tripped.
Reset associated SAS switch.
NO
SAS 1(2) OFF
YES
Confirm SAS1(2) OFF.
Page 3-132
01-06-05
EASA Approved
xx-xx-xx
VERTICAL GYRO FAILURE
VG 1(2)
Associated vertical gyroscope failed.
SAS 1(2) OFF
also displayed.
Whenever VG 1(2) fails, associated SAS 1(2) is OFF. Confirm affected VG circuit breaker not tripped.
Refer to STDBY instrument.
If
VG 1
If
VG 2
Pilot to push ATT REV pushbutton to revert EFIS1 display to VG 2.
Co-pilot to push ATT REV pushbutton to revert EFIS2 display to VG 1.
HELIPILOT MALFUNCTIONS
During operation of the Helipilot System, malfunctions may occur which require pilots intervention. These malfunctions are described below.
REPEATED DISTURBANCES DURING PITCH, ROLL OR YAW HELIPILOT OPERATION
Indication Pilot needs to retrim the helicopter repeatedly due to disturbances in pitch, roll or yaw.
Observe HELIPILOT indicators (API), helicopter attitudes/rates and ADIs (normal and STBY) to identify affected system.
Note
SAS 2 pitch and roll actuators position may be observed by pressing the monitor switch SAS2 PUSH on HELIPILOT panel.
Disengage the failed system.
Page 3-134
01-06-05
EASA Approved
xx-xx-xx
OSCILLATORY MALFUNCTION - Reduce power (if practicable.) - Reduce airspeed to 128 KIAS maximum. - Reduce rate of climb to 1,000 ft/min maximum. Observe HELIPILOT indicators (API), helicopter attitudes/rates and ADIs (normal and STBY) to identify affected system. Switch OFF affected SAS.
NO
oscillation stops
YES
- Switch ON both SAS. - Switch OFF other SAS. If oscillation is on yaw axis, - Switch OFF SAS 1. - Switch ON SAS 2. Continue flight with one SAS only: Refer to FLIGHT WITH ONE HELIPILOT OPERATIVE ONLY limitations in Section 1.
Note SAS 2 pitch and roll actuators position may be observed by pressing the monitor switch SAS2 PUSH on HELIPILOT panel. Continue flight with one SAS only: Refer to FLIGHT WITH ONE HELIPILOT OPERATIVE ONLY limitations in Section 1.
WARNING
Landing shall not be attempted while oscillatory malfunction exists.
INTEGRATED DISPLAY SYSTEM FAILURE

EDU1 FAILURE
ELECTRONIC DISPLAY UNIT 1 COMPLETE FAILURE
87 ;R N G
ALTN
S T A T I C
NORM
ICN-0B-A-153000-G-A0126-00004-A-02-
Complete loss of EDU1
IDS
displayed on EDU2.
NO
pilot in control of aircraft
YES
Co-pilot in control of helicopter.
Pilot in control of helicopter or single pilot.
EDU2 automatically switched to reversionary mode.
When convenient pilot to take control of helicopter.
No action required. Pilot must remain in control of helicopter.

EASA Approved
Page 3-136 Rev. 1
01-06-05
xx-xx-xx
ELECTRONIC DISPLAY UNIT 1 DEGRADATION
Visible degradation (graphical and/or lighting) of EDU1 display.
Turn EDU1 OFF by setting ON/OFF switch to OFF.
IDS
displayed on EDU2.
NO
YES
Pilot in control of helicopter or single pilot.
When convenient pilot to take control of helicopter.
No action required. Pilot must remain in control of helicopter.
EASA Approved
01-06-05
Page 3-137
EDU2 FAILURE
ELECTRONIC DISPLAY UNIT 2 COMPLETE FAILURE
87; R N G
ALTN
S T A T I C
NORM
ICN-0B-A-153000-G-A0126-00005-A-02-1
Complete loss of EDU2 display
IDS
displayed on EDU1.
NO
YES
Pilot in control of helicopter.
EDU1 automatically switched to reversionary mode. (CAS message and system parameters displayed on EDU1).
NO
dual pilot
YES
Proceed with flight. Land as soon as practicable.
Whenever required, co-pilot to take control of helicopter. Proceed with flight.
Page 3-138 Rev. 1
01-06-05
EASA Approved
xx-xx-xx
ELECTRONIC DISPLAY UNIT 2 DEGRADATION
Visible degradation (graphical and/or lighting) of EDU2 display.
Turn EDU2 OFF by setting ON/OFF switch to OFF.
IDS
displayed on EDU1.
NO
YES
Pilot in control of helicopter.
EDU1 automatically switched to reversionary mode. (CAS message and system parameters displayed on EDU1.)
NO
dual pilot
YES
Proceed with flight. Land as soon as practicable.
Whenever required, co-pilot to take control of helicopter.
EASA Approved
01-06-05
Page 3-139
MISCOMPARE OF DAU PRIMARY PARAMETERS
DAU MISCMP-P
Miscompare of DAU primary parameters. Some primary data from one or both channels of Data Acquisition Unit (DAU) are invalid. Possible degradation in system functions.
- Access MENU 2/3 page on EDU1 and verify DAU channels status. - Select DAU channel indicated by yellow legend and check for data discrepancy. - Deselect affected channel to return to normal operation mode.
Page 3-140
01-06-05
EASA Approved
xx-xx-xx
MISCELLANEOUS
DOOR OPEN
CABIN DOOR
One or more of the pilot, co-pilot and/or sliding doors may be open.
Confirm which cabin door is not secured.
NO
A/C in flight
YES
Close cabin door before flight.
- Reduce speed to below 70 KIAS. - Land as soon as possible and secure door.
EASA Approved
01-06-05
Page 3-141
BAGGAGE COMPARTMENT DOOR OPEN
BAG DOOR
Baggage compartment door not closed.
NO
A/C in flight
YES
Close baggage door before flight. - Reduce speed to below 70 KIAS. - Land as soon as possible and secure door.
UTILITY DOOR OPEN
UTIL DOOR
Utility bay door not closed.
NO
A/C in flight
YES
Close utility door before flight.
Page 3-142
01-06-05
EASA Approved
xx-xx-xx
BATTERY DOOR OPEN
BATT DOOR
Battery door not closed.
NO
A/C in flight
YES
Close battery door before flight.
EASA Approved
01-06-05
Page 3-143
PARKING BRAKE ON
PARK BRK ON
Parking brake ON.
Check parking brake handle in OFF position.
NO
PARK BRK ON
YES
Avoid any running landing. Avoid taxiing.
Page 3-144
01-06-05
EASA Approved
xx-xx-xx
PITOT HEAT FAILED
PITOT 1(2) FAIL
Associated pitot heat failed.
EFIS FANS FAILED
EFIS FAN
One or both EFIS FAN failed. Check EFIS FAN circuit breaker not tripped.
NO
OAT
greater than 45 C
YES
Front ventilation ports : Open VENT CKPT switch : Set to HIGH If installed : ECS switch : ON
Land as soon as practicable within 30 minutes
EASA Approved
01-06-05
Page 3-145 Rev. 1
LANDING GEAR RETRACTED
LANDING GEAR
Audio Tone and voice message LANDING GEAR
Landing gear retracted when height is less than 200 ft AGL.
Extend landing gear.
Page 3-146
01-06-05
EASA Approved
xx-xx-xx
LANDING GEAR FAILS TO RAISE Landing gear selected up but one or more green lights or the red light remains illuminated.
Confirm landing gear circuit breakers (2) not tripped.
- Cycle landing gear lever from UP to DOWN. - Allow time for the landing gear to lock down. - Select UP.
Check DOWN EMERG selector not selected.
If one or more green lights or the red light remains illuminated: - Select landing gear DOWN. - Continue flight.
Set NR to 100%.
Maximum speed = 140 KIAS.
CAUTION
The crew should have due regard to the performance implications of the lowered undercarriage.
EASA Approved
01-06-05
Page 3-147
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) FAILURE

The following error messages are displayed on the corresponding EFIS display.
HELICOPTER HEADING DATA LOSS
HDG FAIL
displayed on EHSI.
Helicopter heading data invalid or unavailable.
Refer to magnetic compass.
Page 3-148
01-06-05
EASA Approved
xx-xx-xx
ROLL OR PITCH DATA LOSS ATT FAIL

displayed on EADI.
Loss of Roll or Pitch data on EADI. Pitch ladder, roll indicator and horizon reference are removed from on EADI. Associated vertical gyroscope failed.
VG 1(2)
also displayed on IDS.
Confirm affected VG circuit breaker not tripped.
Refer to STDBY instrument.
If
VG 1
If
VG 2
caution message displayed Pilot to push ATT REV pushbutton to revert EFIS1 display to VG 2.
caution message displayed Co-pilot to push ATT REV pushbutton to revert EFIS2 display to VG 1.
PITCH ATTITUDE DISCREPANCY PIT

displayed on EHSI.
Pitch attitude discrepancy between the two vertical gyros data.
Compare EADIs data with ADI stand-by data. Press ATT REV pushbutton on EADI providing misleading data.
ROLL ATTITUDE DISCREPANCY ROL

displayed on EHSI.
Roll attitude discrepancy between the two vertical gyros data.
Compare EADIs data with ADI stand-by data.
Press ATT REV pushbutton on EADI providing misleading data.
Page 3-150
01-06-05
EASA Approved
xx-xx-xx
PITCH AND ROLL ATTITUDE DISCREPANCY ATT

displayed on EHSI.
Pitch and roll attitude discrepancy between the two vertical gyros data.
Compare EADIs data with ADI stand-by data.
Press ATT REV pushbutton on EADI providing misleading data.
EXCESSIVE LOCALIZER DISCREPANCY LOC

displayed on EHSI.
Excessive discrepancy between the two localizers data.
Verify that both receivers are tuned to the same frequency.
If both receivers are on same frequency: - abort ILS approach.
EASA Approved
01-06-05
Page 3-151
EXCESSIVE GLIDE SLOPE DISCREPANCY GS

displayed on EHSI.
Excessive discrepancy between the two glide slopes data.
EXCESSIVE LOCALIZER AND GLIDE SLOPE DISCREPANCY ILS

displayed on EHSI.
Excessive discrepancy between the localizers and glide slopes data.
Page 3-152
01-06-05
EASA Approved
xx-xx-xx
EFIS DISPLAYS FAILURE

An EFIS display failure can affect separately or simultaneously each of the four system display (two EADIs and two EHSIs). The cause of the failure can be an internal system failure or a connection failure. In the case of an internal system failure, the affected display (EADI or EHSI) becomes blank or the amber error message EFI FAIL is displayed on it, depending on the type of failure. FAILURE OF PILOTS EADI
87;RNG
ALTN
S T A T I C
NORM
ICN-0B-A-153000-G-A0126-00006-A-02-1
Failure of pilots EADI.
Pilots EHSI automatically reverts to Composite mode.
MON DGRD
(monitor degraded)
error message appears on all three remaining operational displays. Proceed with flight.
EASA Approved
01-06-05
Page 3-153 Rev. 1
FAILURE OF CO-PILOTS EADI
87;RNG
ALTN
S T A T I C
NORM
ICN-0B-A-153000-G-A0126-00007-A-02-1
Failure of co-pilots EADI.
Co-pilots EHSI automatically reverts to Composite mode.
MON DGRD
(monitor degraded)
Page 3-154 Rev. 1
01-06-05
EASA Approved
xx-xx-xx
FAILURE OF PILOTS EHSI
87;RNG
ALTN
S T A T I C
NORM
ICN-0B-A-153000-G-A0126-00008-A-02-1
Failure of pilots EHSI.
Pilots EADI automatically reverts to Composite mode.
MON DGRD
(monitor degraded)
EASA Approved
01-06-05
Page 3-155 Rev. 1
FAILURE OF CO-PILOTS EHSI
87;RNG
ALTN
S T A T I C
NORM
ICN-0B-A-153000-G-A0126-00009-A-02-1
Failure of co-pilots EHSI.
Co-pilots EADI automatically reverts to Composite mode.
MON DGRD
(monitor degraded)
Page 3-156 Rev. 1
01-06-05
EASA Approved
xx-xx-xx
FAILURE OF BOTH EADIS
87;RNG
ALTN
S T A T I C
NORM
ICN-0B-A-153000-G-A0126-00010-A-02-1
Failure of both EADIs.
Both EHSIs automatically reverts to Composite mode.
MON DGRD
(monitor degraded)
error message appears on all two remaining operational displays. Proceed with flight.
EASA Approved
01-06-05
Page 3-157 Rev. 1
FAILURE OF BOTH EHSIS
87;RNG
ALTN
S T A T I C
NORM
ICN-0B-A-153000-G-A0126-00011-A-02-1
Failure of both EHSIs.
Both EADIs automatically reverts to Composite mode.
MON DGRD
(monitor degraded)
error message appears on all two remaining operational displays. Proceed with flight.
Page 3-158 Rev. 1
01-06-05
EASA Approved

Fm-A109s 241100009

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A109S RFM Document N109G0040A013

Section 1 Table of Contents

--- For Training Use Only ---

Section 1 Table of Contents

A109S RFM Document N109G0040A013

Page 1-ii Rev. 1

--- For Training Use Only ---

A109S RFM Document N109G0040A013

Section 1 Table of Contents

--- For Training Use Only ---

Section 1 Table of Contents

A109S RFM Document N109G0040A013

LIST OF FIGURES Figure Page

Page 1-iv Rev. 1

--- For Training Use Only ---

A109S RFM Document N109G0040A013

Section 1 Table of Contents

--- For Training Use Only ---

Section 1 Table of Contents

A109S RFM Document N109G0040A013

--- For Training Use Only ---

A109S RFM Document N109G0040A013

MINIMUM FLIGHT CREW

--- For Training Use Only ---

A109S RFM Document N109G0040A013

CENTER OF GRAVITY LIMITATIONS

Page 1-2 Rev. 1

--- For Training Use Only ---

A109S RFM Document N109G0040A013

2050 3415 3520

Longitudinal Station (mm)

Figure 1-1 Weight and Longitudinal CG Envelope (metric units)

--- For Training Use Only ---

A109S RFM Document N109G0040A013

7000 6500 Gross Weight (lbs) 6000 5500

127,0 4519 134,4 138,6

4000 3500 126

Longitudinal Station (in)

Figure 1-2 Weight and Longitudinal CG Envelope (imperial units)

--- For Training Use Only ---

A109S RFM Document N109G0040A013

3200 3000 Gross Weight (kg) 2800 2600 2400 2200

2000 1800 1600 -100

Late ral Station (mm)

Figure 1-3 Weight and Lateral CG Envelope (metric units)

--- For Training Use Only ---

A109S RFM Document N109G0040A013

7000 6500 Gross Weight (lbs) 6000

5500 5000 4500 4000

Late ral Station (in)

Figure 1-4 Weight and Lateral CG Envelope (imperial units)

--- For Training Use Only ---

A109S RFM Document N109G0040A013

GROUND SPEED LIMITATIONS

WIND SPEED LIMITATIONS FOR ROTOR STARTING AND STOPPING

--- For Training Use Only ---

Page 1-7 Rev. 1

A109S RFM Document N109G0040A013

This Page Intentionally Left Blank

Page 1-8 Rev. 1

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A109S RFM Document N109G0040A013