02a01-28 - T1 - T2 - System Operation Indicator

THM
T1-T2
2
SYSTEM OPERATION INDICATION
2.1 INDICATING SYSTEM PRINCIPLES
2.1.1 COLOR OF THE INDICATOR LIGHTS
2.1.2 HIERARCHY OF THE CAUTION AND WARNING LIGHTS
2.1.3 INDICATOR LIGHT LOCATION - INDICATING SYSTEM LOGIC
2.2 GENERAL FUNCTION ORGANIZATION OF THE INDICATING SYSTEM

2.2.1 ROLE OF THE SYSTEM COMPONENTS
2.2.2 SIGNAL ANALYSIS AND PROCESSING
2.2.3 SIMPLIFIED LAYOUT OF THE INDICATING SYSTEM STRUCTURE
2.3 INDICATING SYSTEM OPERATING PRINCIPLES

2.3.1 RED LIGHTS ON WARNING PANEL AND RED "WARN" REPEATER LIGHT
2.3.2 ILLUMINATION CONTROL OF THE AMBER AND "CAUT" INDICATOR LIGHTS
2.3.3 CANCELLATION OF LIGHTS ON THE CENTRAL WARNING PANEL
2.3.4 AURAL WARNING
2.3.5 AUTOMATIC VOICE ALARM DEVICE "AVAD"
2.4 INDICATING SYSTEM POWER SUPPLY

2.4.1 PCB POWER SUPPLY
2.4.2 CENTRAL WARNING PANEL POWER SUPPLY
2.4.3 INDICATION UNIT 5LW POWER SUPPLY
2.5 VEHICLE MONITORING SYSTEM

2.5.1 DESCRIPTION OF THE VMS
2.5.2 PRINCIPLE
2.6 VMS OPERATION IN OPERATIONAL MODE

2.6.1 ENGINE PAGE
2.6.2 VEHICLE PAGE
2.7 PAGES ACCESSIBLE IN FLIGHT

2.7.1 STATUS PAGE
2.7.2 FADEC PAGE
2.7.3 ENGINE POWER CHECK (EPC) PAGE
2.7.4 PERFORMANCE PAGE
2.8 PAGE ACCESSIBLE ON THE GROUND
2.9 SCREEN CONFIGURATION

2.9.1 MESSAGE MANAGEMENT
2.9.2 CONFIGURATION IN FLIGHT
2.9.3 CONFIGURATION ON THE GROUND
2.10 VMS OPERATION IN MAINTENANCE MODE

2.10.1 PAGE DESCRIPTION
2.10.2 SCREEN TESTING
2.11 VMS OPERATION IN DEGRADED MODE

2.11.1 SYSTEM RECONFIGURATION
2.11.2 FIRST LIMIT INDICATOR
FOR INSTRUCTION ONLY

Rev. Ce document est la propriété d' ETS ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite d' ETS
et son contenu ne peut être divulgué. This document is the property of ETS ; no part of it shall be reproduced or transmitted without
2.1
01-2006 the express prior written authorization of ETS and its contents shall not be disclosed. © Eurocopter Training Services 05-2006
THM
T1-T2
List of effective pages
Page 01 .................................................. Rev. 01-2006 Page 15 .................................................. Rev. 01-2006
Page 02 .................................................. Rev. 48-2008 Page 16 .................................................. Rev. 01-2006
Page 03 ................................................... Iss. 52-2004 Page 17 .................................................. Rev. 01-2006
Page 04 ................................................... Iss. 52-2004 Page 18 .................................................. Rev. 24-2007
Page 05 .................................................. Rev. 33-2008 Page 19 .................................................. Rev. 01-2006
Page 06 ................................................... Iss. 52-2004 Page 20 .................................................. Rev. 43-2007
Page 07 .................................................. Rev. 06-2008 Page 21 .................................................. Rev. 48-2008
Page 08 .................................................. Rev. 06-2008 Page 22 .................................................. Rev. 16-2008
Page 09 .................................................. Rev. 01-2006 Page 23 .................................................. Rev. 01-2006
Page 10 .................................................. Rev. 33-2008 Page 24 .................................................. Rev. 16-2008
Page 11 ................................................... Rev. 01-2006 Page 25 .................................................. Rev. 43-2007
Page 12 .................................................. Rev. 01-2006 Page 26 .................................................. Rev. 43-2007
Page 13 .................................................. Rev. 33-2008 Page 27 .................................................. Rev. 43-2007
Page 14 .................................................. Rev. 24-2007 Page 28 .................................................. Rev. 33-2008

Ce document est la propriété d' ETS ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite d' ETS
Rev.
2.2 et son contenu ne peut être divulgué. This document is the property of ETS ; no part of it shall be reproduced or transmitted without
the express prior written authorization of ETS and its contents shall not be disclosed. © Eurocopter Training Services 05-2006/2008
48-2008
THM
T1-T2
2.1 INDICATING SYSTEM PRINCIPLES

Based on the theory that when everything is operating correctly, there is no need to bother the pilot, the indicating
system generally indicates an ABNORMAL OPERATING SITUATION.
However, there are correct operation indicators which are mainly used for testing some systems. Two types of indicators
are used : visual indicators and aural indicators.
• The visual indicators are electrically operated indicator • The aural indicators are signals, of a given frequency,
lights. heard in the ICS.
Failure detection
The aural indicators always reinforce a visual indicator and are used for VERY SERIOUS functional cases only.
2.1.1 COLOR OF THE INDICATOR LIGHTS

• The blue lights (green on option) indicate correct • The "RED" lights indicate A SERIOUS OPERATING
operation (e.g.: conclusive system test, confirmation of DANGER.The pilot must react immediatly (e.g.: oil pres-
normal operating conditions). sure drop on an engine).
Blue light comes on to indicate that OIL P2 Oil pressure of the RH

the voltage output by the GPU is engine is too low:
correct it is likely to fail.
• The "AMBER" lights indicate a REDUCTION IN THE VERY SERIOUS DANGERS are indicated both by the
POSSIBILITIES OF AN ESSENTIAL SYSTEM or an illumination of a red warning light and an aural alarm. This
abnormal operating configuration (e.g.Failure of an is the case for indicating a fire and abnormal rotor speed.
alternator). This is not serious in that there is a second The aircraft is in danger and the pilot must react immediatly.
alternator capable of supplying the entire power system.
FIRE 2
Indication of FIRE in the
engine compartment.
ALT 1
LH alternator decoupled
NOTE THEN :
- The "RED" lights are WARNING lights (serious operating danger)
- The AMBER lights are CAUTION lights (reduction in the possibilities of a system or abnormal operating configuration).
NOTE : An abnormal operating configuration is for example "GPU door open before takeoff" but
it is not a failure.

Iss. Ce document est la propriété d' ETS ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite d' ETS
2.3
THM
T1-T2
2.1.2 HIERARCHY OF THE CAUTION AND WARNING LIGHTS
There are three types of indicating lights:

The lights which monitor a function of a system (e.g. the "RH LVL" light which comes on when the RH hydraulic
reservoir level drops below 2 litres). Q < 2 litres
RH LVL +
Q<2 litres
The two "COLLECTIVE-REPEATER" indicating lights which come on whichever system fails:
• a STEADY AMBER "CAUT" light which comes on when a "system" (or function) amber indicating light comes on.
When an AMBER FUEL CAUT

indicating light …the amber
comes on... "CAUT" repeater
light comes on.
• a FLASHING RED "WARN" light which comes on when a "function" red warning light comes on.
When a RED
indicating light MGB P WARN
…the red
comes on...
"WARN" repeater
light flashes.
The lights which monitor the general operation of a system (e.g.: the HYD light comes on to indicate any failure
of the hydraulic system).
Level
RH LVL
Q<2 liters
+
HYD
Pressure (P)
RH.P
P< 110 bars

+
other hydraulic failures

monitored

Iss.
the express prior written authorization of ETS and its contents shall not be disclosed. © Eurocopter Training Services 05-2006
22-2005
THM
T1-T2
2.1.3 INDICATING LIGHT LOCATION - INDICATING SYSTEM LOGIC
• 1st degree of the indicating system (1)

The "WARN", "CAUT", "L/G" et "NR/ILS" lights are located on the instrument panel in front of the pilot and copilot. They
constitute the first degree of the indicating system. The pilot and the copilot are warned that a system has failed or an
event has occured. The crew must clear the alarm by pressing the indicator lights in order to make them available for
another indication.
• 2nd degree : Central Warning Panel (2)

The crew is warned that a system has failed and before clearing the alarm, they must check the Central Warning Panel
in order to know which essential function or system is affected.
"ESSENTIAL FUNCTION" "SYSTEM" amber light

(or "function" if the system has
red light
only one function).
• 3rd degree : "Function" messages or indicating lights (3)

The crew must check the panels, the system control units or the VMS (Vehicle Monitoring System) screen to know
exactly which function has failed.
EXHAUST BLEED HTG

COLD A COLD
A
U U
T
FAN
T ON
HOT O O HOT
MANU EXT MANU

FAIL FAIL
ON AIR ON
NR
RAM AIR
CABIN OFF AVCS
VENT HEATING OFF
H FAIL
E AFT
A OFF
V
E T
L/G WARN CAUT

N I
N
ILS
T
G FAIL
FWD
OFF
POWER SUPPLY
AC PWR DC PWR
EMERG
ALT 1 ALT 2 TRU 1 TRU 2 SUPPLY
OFF CONTROL UNIT LIGHTING
ON
HOIST BUS TIE FLOW
OPEN
SLING
COPILOT PED OVHD PILOT
CHUTE DROP NORM
BAT LIGHTING
COCKPIT STORM LIGHT CABIN EMERGENCY
BUS 1 BUS 2 SEC BUS ESS BUS OFF OFF OFF

DIM ARM
OFF ON ON ON
GPU GPU
+ RST SAFETY BELT NO SMOKING HEEL
ENGINE AIR INTAKES ANTI-ICING OFF
ENGINE 1
TEST
OFF
ENGINE 2 - ON
OFF OFF OFF
ARM
ON ON ON
ON
EMERG. PAX SIGNS
R2 EMERGENCY CUT-OFF EMERG. BAT. SUPPLY A/COLL POS LANDING LT
R1 R3
ALT 1 ALT 2 BAT STDBY OFF
OFF OFF PILOT
OFF OFF BOTH RIGHT LEFT
FLOW
ON ON
TOP
E. BAT
BOTH ON
ON DINGHY LT
FLOODS
NORM
OFF OFF
134 35
RIGHT LEFT BOTH
26V 150
120 120 TRU1 TRU2 ON ON CO-PILOT
A A A A 30 100
100 100 ESS EMER
L B B L 0
V 80 80 A SUS SUPP
MGB T T V 25
3
100 A
60 60 % 1 C C 2 TRAINING
FIRE DETECTION S/B COOL EMLUB 40 40
20 200
% IDLE NR ENGINE
300
20 20 15
1 TEST 2 0 400
FIRE
S 1 2 FAIL
H NR
ON O
T
START
FIRE EXTINGUISHER
TEST CRANCK
LINE FIRE FIRE RESET
SIMU SIMU
LINE LINE
TEST 1ST SHOT 2ND SHOT 1ST SHOT 2ND SHOT TEST
ENGINE 1 ENGINE 2
OVERHEAD PANEL
1 2 1
ENG 1 MGB OIL ENG 2

OIL T T
T P OIL
120
PITOT ELEC XMSN ENG BATT
°C °C
MGB.T °C A.NAV WSCRN
BAR GPU HYD FUEL DC
OIL P MP OIL P
DIM
IGB.T S/B.P N IFF MODE4 DEICE DOOR/COWL RB ON COMFORT MGB P
BAR TGB.T CHIP BAR
IFF GRD/FLT RB ARM FIRE DET MGB EMLUB
FUEL P 1 HYP P 2 FUEL P
COM
MGB FIRE 1
BAR 100 BAR 15.0 BAR BAR MPAI APU
T
MGB FIRE 2
MH.P RH.P E
NUM S OIL P1 DIFF PWR OIL P2
AP.P AUX.P T
A.PUMP LH.LVL RH.LVL FIRE 1 APU FIRE FIRE 2 MR ICE
ON PERFO EPC FADEC STATUS ENG +

OFF - 10WW
FUEL
FILT PRESS PRESS FILT
Kg
VMS ON ON
(PAGE VEHICLE AND ITS OO XFER
OO
VARIOUS MESSAGES) 1 OFF 2 OFF 3 OFF 4
LONGI
EXT
OFF
EXT AUTO EXT
TRANSFER
FUEL MANAGEMENT PANEL

2.5
33-2008 the express prior written authorization of ETS and its contents shall not be disclosed. © Eurocopter Training Services 05-2006/2008
THM
T1-T2
2.2 GENERAL FUNCTIONAL ORGANIZATION OF THE INDICATING SYSTEM

2.2.1 ROLE OF THE SYSTEM COMPONENTS
Three cases are to be considered:
• The white or blue indicating lights • The red indicating lights

They indicate "ON/OFF" or correct operation. In this case, They indicate a serious system operational danger. In this
the related lights are directly supplied via indication unit 5 case, the related lights are directly supplied by the red
LW. indicating PCBs of PCB rack 16 WW.
5 LW 16 WW
WARN
WARN
+
-
ON +
-
OFF
• The amber lights
CAUT They indicate a failure which causes system degraded

operation. In this case the related lights are supplied by
16 WW
indication unit 5 LW after the signals generated by the
CAUT amber indicating PCBs and the PCB rack 16 WW auxiliaries
have been analyzed. The amber indicating PCBs also
supply the "CAUTION" lights directly and transmit signals
to the VMS (Vehicule Monitoring System) computer to
5LW +
display the amber messages on the screens.
-
ENG 1 MGB OIL ENG 2
OIL T T P OIL T
°C 120 °C
°C BAR
OIL P MGB.T MP OIL P
IGB.T S/B.P
BAR TGB.T CHIP BAR
FUEL P HYP P 2 FUEL P

AMC 1
BAR BAR 210 BAR BAR
MH.P RH.P
NUM
AP.P AUX.P
A.PUMP LH.LVL RH.LVL

OFF -
• The detection circuitry

The detectors monitor the incorrect (or correct) operation of the functions which are to be indicated. They are generally
contacts (pressure switches, temperature switches, position contacts, etc.). The detectors can control the indicating
system by providing a "+" (1), a ground (2) or by opening a contact (3).
1 2 3
+
+
+
Iss.
22-2005
THM
T1-T2
2.2.1 ROLE OF THE SYSTEM COMPONENTS (CONT'D)
• Indication unit 5 LW
This unit can process 283 indicating lights. It supplies 28V in

normal mode, 14V in DIM (Dimming) mode or 12V in NVG (Night
Vision Goggle) mode to all the amber, white and blue lights. It
ensures a "TEST" function to check the condition of the indicator
lamps. There are two types of indicating channels : "Normal"
and "Special". The "Special" channel is active when both inputs
5 LW E+ and E- are effective.
Note: The "special" channel is used by two types of

equipment:
- those which cannot supply ground to activate the
indicating light.
- those which need a + and a - to activate the indicating
light.
5 LW
POWER
SUPPLY
+28v ess 28V
+28v sec
DIM 14V
10 WW
NORM NVG 12V
DIM
(option)
NVG
TEST
FUNCTION
E- S+ S- E+ S+ S- E-
+
NORMAL SPECIAL

2.7
06-2008 the express prior written authorization of ETS and its contents shall not be disclosed. © Eurocopter Training Services 05-2006/2008
THM
T1-T2
2.2.2 SIGNAL ANALYSIS AND PROCESSING

PCB rack 16 WW contains the PCBs which enable the analysis and processing of the signals generated by the
detectors.
There are 6 different PCBs related to the indicating system:
• Two identical indicating "amber" PCBs 16 WW Y2 and 16 WW X2
• Two identical indicating "red" PCBs 16 WW Y6 and 16 WW X6
• One "auxiliary indicating" PCB 16 WW X5
• One "auxiliary alarm" PCB 16 WW Y7
PCB RACK 16WW
TOP (right to left) BOTTOM (right to left)

Rev.
06-2008
THM
T1-T2
2.2.3 SIMPLIFIED LAYOUT OF THE INDICATING SYSTEM STRUCTURE

Interconnections are sometimes added.
BATT
DC
DIM
N MGB P
MGB
MGBEMLUB
EMLUB
MGB FIRE 1
MGB FIRE 1
T
MGB FIRE 2
E MGB FIRE 2
ES OIL P1 DIFF PWR OIL P2
ST DIFF PWR
FIRE 1 APU FIRE FIRE 2 MR ICE
FIRE 1 FIRE 2 MR ICE
Lights on management panel
pilot
Y6
L/G WARN
RED X6
5 LW
WARNING WARN
INDICATING PCBs
copilot
UNIT
AUXILIARY X5 ICS
INDICATING
PCBs
"FUNCTION"
DETECTORS PCBs
HYD Y7 ELEC
CHIP DOOR/COWL
AUXILIARY
ALARM
PCBs
XMSN
AMC FUEL
Y2 ENG
X2
AMBER pilot
CAUTION CAUT
OIL
ENG 1
T
MGB OIL
P OIL
ENG 2
T PCBs
NR/ILS
T
°C 120 °C
CAUT
°C BAR
OIL P MGB.T MP OIL P
BAR
IGB.T
TGB.T
S/B.P
CHIP BAR copilot
FUEL P 1 HYP P 2 FUEL P 5 LW
BAR
MH.P
BAR 210 BAR
RH.P
BAR
INDICATING
NUM
AP.P AUX.P
A.PUMP LH.LVL RH.LVL
UNIT
-
Light on system
OFF
management panel
PITOT ELEC XMSN ENG

PITOT ELEC XMSN ENG
WSCRN GPU HYD FUEL
A.NAV WSCRN GPU HYD FUEL
DIM
DIM N ADELT DEICE DOOR/COWL RB ON COMFORT
N IFF MODE4 DEICE DOOR/COWL RB ON COMFORT
AVAD
IFF GRD/FLT RB ARM
ARM FIRE DET
DET
GRD/FLT RB FIRE
COM
MPAI APU
TT
EE
SS
TT

2.9
THM
T1-T2
2.3 INDICATING SYSTEM OPERATING PRINCIPLES

2.3.1 RED LIGHTS ON WARNING PANEL AND RED "WARN" REPEATER LIGHT
It is the "red indicating" PCBs which make the "WARN" repeater light flash and illuminate the red lights on the warning
panel. The principle is simple : an activated indicating system lane, via the logic circuit (1), illuminates the relevant
indicator light on the central warning panel and via logic circuit (2), makes the "WARN" repeater light flash (oscillator
(3)).
The "WARN" light is switched off simply by pressing it. Contact (5) then actuates the cancelling logic circuit (4).
MGB EMLUB
MGB FIRE 1
MGB FIRE 2
E
S DIFF PWR
FIRE 1 FIRE 2 MR ICE
10 WW
"RED WARNING PCBs"
"Activated"
lane 1
AUXILIARY
INDICATING
PCBs
2
Activation of any
"FUNCTION" red lane
PCBs WARN
DETECTORS OSCILLATOR
5
3
4 Cancellation
Cancellation
2.3.2 ILLUMINATION CONTROL OF THE AMBER AND "CAUT" INDICATOR LIGHTS

The "amber indicating" PCBs operate in the same way as those for a "red" indication, but there is no oscillator and the
"CAUT" light does not flash. PITOT
WSCRN
ELEC
GPU
XMSN
HYD
ENG
FUEL
DIM
N ADELT DEICE DOOR/COWL RB ON COMFORT
AVAD GRD/FLT RB ARM FIRE DET
T
E
S
T
10 WW
"AMBER INDICATING" PCBs
"Activated"
lane
AUXILIARY
INDICATING
PCBs
Activation of any
FUNCTION
"amber" lane
PCBs CAUT
DETECTORS
AUXILIARY
ALARM PCBs
Cancellation
Cancellation

Rev.
33-2008
THM
T1-T2
2.3 INDICATING SYSTEM OPERATING PRINCIPLES (COND'T)

2.3.3 CANCELLATION OF LIGHTS ON THE CENTRAL WARNING PANEL
• 1st Rule: The indicator lights which monitor a single function cannot be switched off directly by the pilot. They will go
out only when the circumstances which led to their illumination return to normal. This applies particularly to the red
warning lights.
• 2nd Rule : The pilot must be able to cancel the indicator lights which monitor several functions of a single system, so
that they are available again after indicating a failure.
Example: the " FUEL" indicator light can be lit when the fuel pressure drops, when a filter is clogged or when the
fuel level drops in the feeder tank.
The indicator lights which can be cancelled by the pilot are switched off either by the control switch of the failed function,
if there is one for each of the system functions, or via the "CAUT" light if one of the functions monitored does not have
a control switch.
EXAMPLE 1 - Switch (1) must be set to OFF to extinguish the "WSCRN" light.
ON
Other "Amber"
indication lanes
RH windscreen panel
de-icing failure
ON
WSCRN
Center windscreen panel
de-icing failure Activation
of any lane
ON 1
LH windscreen panel
de-icing failure CAUT
Cancellation
Windscreen panel "de-icing"
control switches and Cancellation
X2/Y2 "AMBER
indicator lights
CAUTION" PCBs
EXAMPLE 2 - The "CAUT" light must be pressed to switch off the "FUEL" caution light; both lights go out. Only the
"FUEL", "HYD", "XMSN" and "ENG" caution lights can be switched off in this way.
FILTER "Function" indicator lights

on the fuel management panel
DETECTORS
Y7 "AUX" PCBs
Fuel 2 LP
memory
Fuel 2 low pressure
Filter 2
clogging
Filter 2 clogging memory
Low level 2 Other "amber"
memory lanes
Fuel 2 low level Activation of a
FUEL lane
Low level1
memory
Fuel 1 low level
Filter 1 FUEL
clogging
memory Cancellation Activation of
Filter 1 clogging
any "amber"
Fuel 1 low lane
pressure
memory
Fuel 1 low pressure
CAUT
Cancellation
"AMBER Cancellation
INDICATING" PCBs

2.11
THM
T1-T2
2.3.4 AURAL WARNING
• Warning generated by auxiliary indicating PCB 16WW X5

- A 285Hz aural warning sounds for three seconds, when the landing gear is retracted at low speed and low height.
- A 800 Hz aural warning sounds for 1.2 seconds, when the aircraft goes below the "decision height" (DH).
• Warning received by auxiliary indicating PCB 16WW X5

- A 1600Hz aural warning generated by the red indicating PCBs (16WW X6 and Y6), when an engine (1 or 2) or MGB
fire is detected for other red alarm an audio "GONG" signal (400Hz) is generated.
- Aural warning generated by the NR function PCB (16 WW X3). A 1200Hz frequency signal sounds, when the NR
exceeds the maximum value. A 600 Hz frequency signal sounds when the NR drops below the minimum value.
- Aural warning generated by the GONG Unit (25 WW) when the VMS computer (AMC) detects an exceedance of the
maximum take off power (MTOP) or maximum continuous power (MCP). More over a "GONG" signal is elaborated in
case of total failure of one hydraulic system ( RH or LH ) combined with high load factor on the flight controls computed
by the Air-Craft Management Computer.
AURAL WARN
CANCELLATION
16 WW X6/Y6
RED ALARM
MGB Fire 1/2

X5
ENG Fire 1/2
L/G Conditions L/G NOT

EXTENDED
Speed/height conditions
AMP
ICS
From radio-altimeter
DECISION
High HEIGHT
NR FREQUENCY RESET
COMPARATOR
Low
AMC
MCP 25 WW
16WW X3 or
MTOP GONG UNIT
or
HIGH LOAD FACTOR
Except for the "MCP/MTOP" Gong, the pilot has to press either the "AURAL" push-button on the sub-panel or one of the
"WARN" lights to temporarily cancel the warnings.

Rev.
2.12 et son contenu ne peut être divulgué. This document is the property of ETS ; no part of it shall be reproduced or transmitted without 01-2006
THM
T1-T2

In response to some customer requests, aural warnings are replaced by voice warnings. This installation delivers up
to 8 different warnings: - 5."ROTOR HIGH",
- 1."FIRE ENGINE ONE",
- 6."ROTOR LOW",
- 2."FIRE ENGINE TWO",
- 7."ONE HUNDRED FEET",
- 3."FIRE MAIN GEAR BOX",
- 8."CHECK HEIGHT".
- 4."UNDERCARRIAGE",
2.3.5.1 Composition of the Installation

A.NAV WSCRN GPU HYD FUEL DC
DIM
N IFF MODE4 DEICE DOOR/COWL RB ON COMFORT MGB P
COM
MGB FIRE 1
FAIL
FAIL PITOT ELEC XMSN ENG BAT T
MPAI APU
MGB FIRE 2
DIM
TAWS N DOOR/COWL RB ON COMFORT MGB P
ICE STATUS LOW ALT TERR AUDIO
NR/2NF
NR/2NF
TEST
ON
GPWS
ON
ICE.DET
INHIB
GRD/FLT
INHIB
RB ARM FIRE DET
SMOKE
MGB EMLUB
MGB FIRE 1
NR/2NF
NR/2NF
ICE
T
E
TERR
ACAS
OFF T MGB FIRE 2
NR
OIL P1 DIFF PWR OIL P2

E ON/OFF INHIB T.INHIB
L/G WARN CAUT NR
S
ILS S OIL P1 DIFF PWR OIL P2 MGB T
T
CAUT WARN L/G
ILS
FIRE 1 FIRE 2 C.FIRE
T
DMAP MISD NAVD FND
MR ICE
FND ON/OFF - CRTS + DMAP MISD NAVD FND FND
FIRE 1 APU FIRE FIRE 2

ON/OFF - CRTS + ON/OFF - CRTS + ON/OFF - CRTS +
ALT ANAV IAS DGN ANAV DTK 061 DGN ANAV DTK 061 ALT ANAV IAS
061 o/ 36.2NM GPS
GS 142 /TAS 136 R 061o/ 36.2NM GPS R
N 15min N GS 142 /TAS 136
FROM TO S 15min FROM TO S
A E A
V V E
T T
6 N1 % TRQ % N1 %
10 S
6 10
42
+ 3 T 90.3 78.5 90.3 S 42
E 46:47 O
+ 3 E T
160 20 20 R P 39.0 39.5
46:47 O 160 20 20
41 R P 41
N N
10 G G 10
8 10 N LFNA A LFNA A 8 10
4000 GA 12 C N GA 12 C 4000
140 - DGN A - DGN A 140
S TOT OC TOT O
C S
OAT 4.5 O
C
10 10 39
A
640 630 10 10 39
D GWT Ks
ON
+ D GWT Ks
A
A L A L
6 120 20 38 T
9145
33 15 T _ T
9145
33 15 T 6 120 20 38
20 A PAY Ks 10
R
OFF
A PAY Ks 10
R 20
LOAD LOAD
6 400 40 6
3 E 37 400 40
3 E 37
1028 DH 200 1028 DH 200
V
A
N ANAV hPa 80 N
V
A ANAV hPa
N 12 80 N 12
GPS GPS
30 S 30
DGN
1.0
DTK
061
S DGN
1.0
DTK
061
061°/36.2 NM 33 15 ANAV 061°/36.2 NM 33 15
ENG 1 OIL MGB OIL ENG 2 OIL
ANAV
DGN DGN
ADF VOR2 P T P P ADF VOR2
297.0
30 S
113.85 36.2 NM W 21 36.2 NM W 21 297.0
30 S
113.85
W O W
21 24 0.0 BAR 0.0 C BAR 0.0 BAR 24 21
24 SCT WXR 24
SCT SCT WXR SCT
T MGB.T 0.0 T
IGB.T M.P
- LUM + - BRG + - LUM + - BRG + O TGB.T S/B.P OC - LUM + - BRG + - LUM + - BRG +
C
FUEL HYD P FUEL
P 1 2 P
VS ALT.A ALT RH.T BARO UPLIM

0.0 BAR 0.0 BAR 0.0 BAR 0.0 BAR
IAS HDG IAS HDG VS ALT.A ALT RH.T BARO UPLIM
MH.P RH.P NUM
42
1
AP.P AUX.P
160
ON AP.P MH.P RH.LVL + 20 20 41
NAVD CPL FND CPL CRS DH PERFO EPC FADEC STATUS ENG 10 10 NAVD CPL FND CPL CRS DH
OFF
_ 150
40
10 10
140
20 20 39
AUX
PUMP 1028 hPa
3 EMERG. SUPPLY ISI LIGHTING
S
E
T NORM
MAXT°
G
T
H BRT STD
MINT°
DIM
PRIVATE PITOTS AURAL WIPERS WASH WINDSCREEN C.FIRE BLD/OFS

ON
F F C S
E
T
L FAIL FAIL M C L FAIL FAIL FAIL
R E R
H OFF H OFF
A
I
S E
N
S H ON N ON H ON
1 2
OFF T
N MAN T OFF
REARM FUEL PRESS TO INFLATE

P FILT PRESS PRESS FILT
ARM
Kg
ON ON 1 2
XFER
CP OFF
OFF EMERG. FLOATATION GEAR
1 OFF 2 3 OFF 4
VHF1 VHF/FM 1 SPARE SPARE PA VHF2
LONGI
CAB AUTO EXT VOR1 MKR1 DME/CH1 DME/CH2 MKR2 VOR2

VOR1 MKR1 DME/CH1 DME/CH2 MKR2 VOR2 TRANSFER
OFF
EXT CAB EXT
N S
N S APP TB/ICS ADF SPARE TB/ICS
TB/ICS ADF SPARE TB/ICS
APP
FUEL EXT FWD TANK
ALT PTT Kg ALT PTT START
ENG 1
START
ENG 2
PUMP1
ENG 1
PUMP2
ENG 2
10 10 5 5
CALL RAD
CALL RAD
EMER N
EMER N BACK UP
DECU 1 DECU 2 M ISS LT 2
A A SEL UTIL
5 5 5 5
Collin s Collins
Collins Collins FW TK
OFF XFR XFR
XFR XFR LH TK FIRE FIRE FIRE LT/AN
EXT EXT DET CTRL
. MEM
. MEM 5 5 1 3
. MEM
. MEM
COM NAV
COM NAV SO BATT EMERG EMERG
ACAS O N OFF STO STO ICS
SO NORM/STBY TEST AUDIO HLD CNTOR L/G ANNUN
O N OFF STO STO OFF ON 3 3 3 3
HLD ON ON
OFF ON OFF
OFF
TEST TEST
TEST TEST ACT ACT
ACT ACT OFF OFF AFCS 2 RTU ATC AFCS 2
STBY ONLY AFCSU 2
10 3 3 5
TAWS STATUS LOW ALT TERR AUDIO

TEST
ELT
8.33 Khz ON
VHF VHF GPWS ON
ON ON INHIB INHIB EMERG EMERG EMERG
COPIL PIL TERR ARMED FLOT FLOT FLOT ADELT
10 10 10 3
OFF TEST/RESET
ON/OFF INHIB T.INHIB TEST
25 Khz
EMERG LT
TEST / BEACON
CVFDP ADU
TX / TEST
FLOT DINGY
RESET GO NE 10 3 3 3
T
R D
ICE DETECTOR INT/REF INDEX 1/2 A
N
E
P
S
M
L
O
ON IDENT WPT DATA I
T Y
.4 .6 .81.0 CPI CO NTROLLER
.2
0
PRESS
TO
FAIL
POS INIT WPT LISTS CWP
WARN
LOGIC
HYD
LVL L
TEST 5 1 5
OFF NEAREST ON/OFF TEST ON/OFF
DISPLAY FMS RA
FUEL
IND R
FUEL
IND L
DECU 2
B
3 3 3
NPX 138N FM TRANSCEIVER SCAN SET UP NAV STATUS

MN NORM
MSG RECALL DES + SAR DECU 1 TORQ TRIPL VENT
07 FORESTRY NS c P 1 GDTX ON/OFF COMP AHRS ON/OFF COMP B
5 1
TACHO
3
LOG IC
3
OFF GD1
TX MODE = DUPLEX INIT DEP
GD MENU PREV NEXT
REF
RTE
ARR
LEGS PROG EXEC 1 2
DISP CHAN BRIGHT EDIT SQ ANNUM LT WIPER
GD2 CTRL STROB SIDE
MIN 10 10 10
ID TX - + - + CH ST 1 2 3 FREQ FUEL MARK HOLD FIX BRT DG/MG HDG TR/MG HDG DG/MG
RX SELECT NEXT HELP
LH RH LH RH
ON
4 5 6 A B C D E F G
VHF 2 PITOT EID 1 LT
60O HT R LDG
Wx W xA 10 3 3 3
TST
FCP AHRS ADC AMC
STBY
OFF SR CH BCN
7 8 9 H I J K L M N
N N N N
DN TILT UP
1 2 1 2
SRCH GAIN
PULL
-5 +5
. 0 +/- O P Q R S T U
1 2 1 2
HYD
APSW
AMC LTS
MAP
XM SN
WARN
3 5 3 1
BCN STAB -10 +10
GAIN OFF
PUSH
CODE
/ SP V W X Y Z CLR
MIN MAX -15 +15 BACKUP BACKUP
MIN MAX
HYD ADF HEEL
HTG
Collins Co llin s
AUTO-TRIM TRIM FEEL 3 3 3
HELICOPTER MONITORING EVENT
YAW ROLL PITCH COL CYC
Data transfert 1 XFR
Rotor tuning ERASE

VHF 2 AUX
2
2 MEM PUM P
. . 3 3
BACK ENTER TEST

ATC ADF RST AP1 RST AP2
AP1 AP2 P FLT TST
ON ALT IDENT ADF TONE STO DC WARN EMERG
STBY ANT FAIL LOGIC SPLY
3 1 5
OFF OFF
L
TEST TEST
PRE ACT
3
RESET
AVAD
EXT INT INT EXT
REF REQUIRED CANCEL TEST

Kg
OFF VOR1 MKR1 DME/CH1 DME/CH2 MKR2 VOR2
P EMERG
L/G
EXT
A
DEF TEST
INCR DECR R
N S
ADF SPARE
REFUEL/DEFUEL APP TB/ICS TB/ICS K
ALT PTT I
CALL
EMER N
RAD N
G
RESET
AVAD
CANCEL TEST
5 4 3
An electronic box supplied with 28 V (ESS and SEC) is The CANCEL push-button (4) is used to stop the voice
activated by electrical command signals, each signal message in progress or inhibit its repetition if the mes-
corresponding to a fault or a failure. It generates voice sage has already been heard once. This push-button is
messages that are then transmitted to the crew via the only active for the first six messages.
ICS.
A push-button (2), located on the pilot’s and copilot’s cyclic
A toggle switch (3) with two instable positions (TEST and sticks, is used to temporarily interrupt the message
RESET), on the console-mounted control unit (5), is used CHECK HEIGHT for 3 minutes.
to test the electronic box. The test is indicated by the
voice message AVAD TEST and by the AVAD indicator
A logic “blocking” function prevents the messages CHECK
light (1) illuminated on the central warning panel 10 WW.
HEIGHT and ONE HUNDRED FEET from being
transmitted by the AVAD when a sudden variation in the
After the test, the switch (3) must be switched to the radio-altimeter height id detected (rate > 5000ft/min).
“RESET” position to cause:
The message ONE HUNDRED FEET cannot been either
- AVAD indicator light (1) to go out, stopped (using the CANCEL push-button) or temporarily
- the system to be completely reinitialized. interrupted (using the AVAD push-button).

Rev.
2.13
33-2008 et son contenu ne peut être divulgué. This document is the property of ETS ; no part of it shall be reproduced or transmitted without
THM
T1-T2

2.3.5.1 Block diagram DIM

N IFF MODE4 DEICE DOOR/COWL RB ON COMFORT MGB P
COM
MGB FIRE 1
MPAI APU
T
MGB FIRE 2
E
S OIL P1 DIFF PWR OIL P2
T
10 WW
RESET
RESET
TEST
AVAD FAIL
AVAD TEST
CANCEL
16 WW
FIRE ENGINE TWO

X6
FIRE ENGINE ONE
Y6
FIRE MGB
UNDERCARRIAGE
X5
ICS
ROTOR HIGH
X3
ROTOR LOW
AUTOMATIC
RESETTING
RADIO
ONE HUNDRED FEET
ALTIMETER
DH CHECK HEIGH
MFD AVAD SWITCHS

TEMPO BLOCKING
3 MN TAUX > 5000FT/MN
CYCLICS STICKS GRIPS

Rev.
THM
T1-T2

ALT ALT
The electric power is distributed by the essential and
1 2
secondary distribution bus bars. The essential buses are
normally supplied from 2 transformer-rectifiers in flight or
from the aircraft battery on the ground, with the rotor Transformer- Transformer-
stopped (or in flight in the event of transformer-rectifier rectifier 1 rectifier 2 BATTERY
failure).
The secondary buses cannot be supplied from the battery
as the only source.
Secondary Essential
In order to maintain the "indicating" function in the different

cases of electrical failures, the indicating system has a Double indicating system
double power supply: one power supply system from an general power supply
essential bus and from a secondary bus. Hence, except
for the case of total failure, the indicating system is Note that a third power supply system from the battery
available in all cases of electrical power failure. direct + is provided for the FIRE detection circuits. This
is the only one. Further details are given below.
2.4.1 PCB POWER SUPPLY Secondary Essential
The"RED", "AMBER" and "AUXILIARY" PCBs as well

as the "AUXILIARY INDICATING" PCBs are supplied
from the essential and secondary buses.
"RED" "AMBER" AUXILIARY ALARM AUXILIARY
PCBs PCBs PCBs INDICATING
2.4.2 CENTRAL WARNING PANEL POWER SUPPLY

Each AMBER indicating caption consists of 5 lamps, 3 of them are connected to the essential bus; the other two lamps
are connected to the secondary bus.
Each RED indicating caption consists of 5 lamps, 3 of them are connected to the essential bus whilst the two others are
connected to the secondary bus. Should one system fail, there are always lamps to be lit.
When operating on the battery only (on the ground prior to start or in flight with both transformer-rectifiers unserviceable),
a transfer system supplies both groups of lamps from the essential bus.
The figure shows the power supply system in "Battery supply only" configuration.
Secondary Essential Secondary Essential Secondary Essential
"AMBER" "RED"
caption caption
(5 lamps) (5 lamps)
11WW to "Amber" PCBs to "red" PCBs
PITOT ELEC XMSN BATT CENTRAL WARNING

PANEL 10WW
DETECTION
SYSTEMS
"RED" and
"AMBER"
PCBs

2.15
THM
T1-T2
2.4.3 INDICATION UNIT 5LW POWER SUPPLY
The indicating unit receives, when the aircraft is in nominal operation, a dual supply from the essential and secondary
buses.
If the emergency cut-off gang bar is activated, the overhead panel zone (electrical monitoring panel) remains supplied by
PP1.
On the ground, when the aircraft is supplied using an a.c. GPU only, the overhead panel zone will be supplied as soon
as transformer-rectifier 2 is supplied.
CTRL
ESS
CTRL
SEC
5lw
TO CONSOLE AND
INSTRUMENT PANELS
ZONES PCBs
EMER G
7 LW
PP1
TO OVERHEAD PANEL
ZONE PCBs
GANG BAR
"ACTIVATED"
8 LW
AC GPU
TRU 2 PP2 "CONNECTED"
2.5 VEHICLE MONITORING SYSTEM

The VMS substitutes the conventional instruments for the display of the following engine and vehicle parameters:
• Engine temperature T4.5 ( TOT)
• N1 and ΔN1 gas generator speed
• Engine torque
• Engine oil pressure and temperature
• Intermediate, tail and main gearbox oil pressures and temperatures
• Hydraulic pressure
• Fuel pressure
• Outside Air Temperature (OAT)
The aircraft configuration is taken into account : measuring system, training mode, position of the starter selector
switch and the governing system. It calculates and displays the total torque values and engine limitations (AEO and
OEI).
Additional functions are included : First limit indicator, cycle counting, engine power check, and performance calculation.
A maintenance mode is used to locate faulty VMS and peripheral components.

Rev.
THM
T1-T2
2.5.1 DESCRIPTION OF THE VMS

The VMS is a system which comprises an AMC (Aircraft
Management Computer) and two EID (Electronic Instru-
ment Display) screens. The computer processes the
signals from the sensors and transmits the data intended
for the screens via a digital line.
A set of sensors, the two FADECs and some discrete
signals are connected to the computer, either directly or
via LH and RH signal processing boards.
AMC computer
The system is completed by independent instruments: a
warning panel and two pilot and copilot NR/NF indicators.
Warning lights Copilot's NR/NF Warning panel Pilot's NR/NF indicator Warning lights
indicator

II I2 I DIM NR
120 130 NVG N IFF MODE4 DEICE DOOR/COWL RB ON COMFORT MGB P 120 130
ICE 110 ILS
ICE
I0 2 IFF GRD/FLT RB ARM FIRE DET MGB EMLUB
110
% %
100
9 3 COM
MGB FIRE 1
100
0 0
90
80 40 8 4 MPAI APU
MGB FIRE 2
90
80 40
NR 7 6 5 T
E
S
OIL P1 DIFF PWR OIL P2
NR
L/G WARN CAUTION ILS T ILS CAUTION WARN L/G
ON/OFF DMAP MISD NAVD IND -- CRS + ON/OFF DMAP MISD VMS NAVD IND -- CRS + ON/OFF DMAP MISD VMS NAVD IND -- CRS + ON/OFF DMAP MISD NAVD IND -- CRS +
ALT NAV IAS ISTO ANAV DTK 090 ISTO ANAV DTK 090 ALT NAV IAS
CRHT 090°/ 0.5NM IND / GPS 105 /TAS 100 090°/ 0.5NM IND / GPS 105 /TAS 100 CRHT
180 N GS N GS 180
A ROUTE RTE1 A ROUTE RTE1
120 V 9min V 9min 120
1.000 N N 1.000
10 10
33 3 N1 % TRQ % N1 % 33 3
0.9 +
C
T 0. 0 0. 0 0. 0 +
C
T
0.9
8 100 9 O
P
O
P 8 100 9
LA73 LA73
0.8 R 0. 0 0. 0 R
0.8
N
G 30 6 29 52 N
G 30 6 29 52
8 M M 8
_ IGTO G _ IGTO G
80 0.7 RGN2
E
T RGN2
E
T 80 0.7
6 6 TOT °C TOT °C 6 6
OAT 23. 5 °C
0.6 D A ON 25 15 + D A 0.6
A
T
W MAR2 FROXR0 E L
T
SEE STATUS PAGE A
T
W MAR2 FROXR0 E L
T
60 5 A A
OFF
_ A A 60 5
N
0.500 N
0.500
33 3 33 3
STD DA 500 P P STD DA 500
ANAV 30 6
0.4 20 L 20 L ANAV 30 6
0.4
G G
ROUTE 2 DTK ORG / 019° 21 LAC0
12 21 LAC0
12 ROUTE 2 DTK ORG / 019°
MISSION1 020 W E 22. 5 NM MISSION1 020 W E 22. 5 NM
VOR1 VOR2 VOR1 VOR2
DF TACAN 108 . 00 108 . 00 108 . 00 108 . 00 DF TACAN
153 . 975 24 12
121 Y 0 . 0 NM ENG 1 OIL MOD OIL ENG 2 OIL 0 . 0 NM 153 . 975 24 12
121 Y
43 . 2 NM 24 15 P T P P 24 15 43 . 2 NM
21 15 21 15
S S S S
SCT HOV BCT RDR
BAR °C 0. 0 BAR BAR BCT RDR SCT HOV
1 M. P T
-- LUM + -- BRG + -- LUM + -- BRG +
S/B. P - LUM + -- BRG + -- LUM + -- BRG +
°C
FUEL HYD P FUEL
P 1 2 P
IAS HDG VS ALT.A ALT RH.T ALTSET UPLIM 0. 1 BAR 1 BAR 0 BAR 0. 1 BAR IAS HDG VS ALT.A ALT RH.T ALTSET UPLIM
LH. P RH. P NUM 30
00
AP. P AUX. P 20 20 20
ON +
FND CPL NAVD CPL F/TDNL -01 FND CPL NAVD CPL F/TDNL
HT/HOV CRS DH 0
10 10 HT/HOV CRS DH
OFF PERFO EPC FADEC STATUS ENG _
-02
10 10
-03
A.PUMP ISI LIGHTING 1013 hPa
NORM
DIM
NVG
MFD EID : engine page EID : vehicle page MFD
2.5.2 PRINCIPLE
The AMC is a duplex computer comprising two channels (one master and one slave) each including one Input/Output
board, a processor unit, a dual power supply and protection against lightning and electromagnetic radiation. The signals
from the sensors are conditioned by one or the other I/O boards with LH/RH segregation provided by independent
connectors. The signals are then transmitted to the two processors. All the detectors are "simplex" type except for the
OAT, T°, PO, IAS and TAS detectors.
Each Input/Output is associated with the two processors. After processing, the processors echange their data via the
"cross-talk" line, which compares them. An error message is displayed if a discrepancy is detected. In the event of a
failure, all the functions are available on the other module. The data are then transmitted to the 2 EID screens.
Each power supply unit is connected to both of the aircraft 28V DC systems. They supply the power necessary for
each Input/Output board and for one processor. If one power supply fails, the associated processor is lost.
Two ADCs (Air Data Computers) supply the air data (according to the pilot's selection on the MFDs).
A PC-type computer can be connected in order to upload or download data.

Rev.
2.17
2.18
DATA TRANSFER/LOADING
28V 1
PIN PROG.
POWER SUPPLY 1
LH SENSORS TOT, DAY/NIGHT
TRQ, EOT, EOP, FP; NVG
HYDP, N1, N2,
DISCRETES, FF, FT
2.5.2 PRINCIPLE (CONT'D)
ADAPTATION VALIDITÉ
EID
OF SIGNAL 1
MISC. LEFT 28V 1 FLI
PROCESSOR 1
IGBOT, XMSNOP 28V 2
2 1
1 1
L/H FADEC 2 2 APM 2 PILOT
RCU
FND
AHRS TRIM
MFD SCALE
ADC ACTUATOR
TALK" CO-
"CROSS
ADC PILOT
AHRS MFD APM 1 FND
"CROSS CHECK"
1

2 2 1
R/H FADEC 1
28V 1
FLI
2 28V 2
EID
RH SENSORS TOT, ADAPTATION PROCESSOR 2 VALIDITY
TRQ, EOT, EOP, FP; OF SIGNAL 2
HYDP, N1, N2
DISCRETES, FF, FT
DAY/NIGHT
POWER SUPPLY 2 NVG
MISC. RIGHT GONG
RIGHT TGBOT, UNIT PIN PROG.
XMSNOT 25WW
28V 2 FLT/GND
DATA TRANSFER/LOADING
T1-T2
THM
24-2007
Rev.
THM
T1-T2
2.6 VMS OPERATION IN OPERATIONAL MODE

There are two operating modes: the operational mode and the maintenance mode. The maintenance mode is only
accessible on the ground.
The VMS is supplied as soon as the aircraft electrical power systems are energized, and performs a self-test. During
the test, the message “TEST IN PROGRESS” is displayed on the EID screens. These screens perform their own self-
test. If no defect is detected, the system switches to operational mode.The upper screen displays the engine parameters.
The lower screen displays the vehicle parameters. It is possible to change over the upper and lower screens.
The computer manages the operating mode according to the pilot inputs via the EID keys, the system status and the
"flight/ground" status. It allocates the key functions according to the current mode. The most important parameters are
displayed in graphic form including the usual layouts of the limitations for N1, T4.5 and torque values (colored sectors,
triangles or dotted lines, etc…..). The digital value of the monitored parameters is diplayed according to the selected
system of units. If preset thresholds are exceeded, a yellow or red rectangle is displayed under the value concerned.
2.6.1 EID PRESENTATION (Electronique Instrument Display)
OFS CT CT OFS
1 - Keys dedicated to the functions associated

with the current page: LSKs %
N1 % TRQ N1 %
2 - Screen brightness adjustment 50 2.1 0.0
3 - Keys used to selected the page displayed: 1 2.0 0.1 1
MSKs
4 - Module ON/OFF control
TOT °C TOT °C
57.4 24
OAT 24.5 °C
START
4 2
2.6.2 OPERATIONAL MODE

2.6.2.1 Engine page display
6
• Engine N1 % value in digital form (2) and ΔN1 scale with

limits (1). LO OFS
1
BLEED LO
• T4.5 value in digital form and T4.5 scale with limits (3).
• TRQ1, TRQ2 and TRQ 1+2 values in digital form and
N1 % TRQ % N1 %
TRQ 1+2 torque scale with limits (5). 98.0 70.0
65.0 2
• Outside Air TemperatureOAT (4). 5 FADEC 45.0 25.0 GOV
• Engine data: start, training, P3 air bleed, bleed valve off-

set, OEI engagement. TOT °C
CHIP CHIP
TOT °C 3
750 650
OAT 24.5 °C
• Message system. ON
START MESSAGE LINE START
4
• Selected OEI rating: CT, LO, HI and associated LED (6). OFF
• Underlined parameters.

Rev.
2.19
THM
T1-T2
2.6.2 OPERATIONAL MODE (CONT'D)

Engine alarms:
• "IDLE" is displayed when an engine is in idle mode (starting selector set to IDLE). The signal is transmitted by the
FADEC via the ARINC 429 or RS 422 lines.
• "GOV" is activated by the FADEC via the ARINC 429 or RS 422 lines. The alarm flashes (only on the ground) if
redundancy is lost. The alarm is steady in the event of a minor governing failure.
• "FADEC" is displayed via a FADEC logic output. This output also activates the amber "ENG" light on the warning
panel and the amber "CAUT" light. "FADEC" is displayed in the event of a major FADEC failure.
• "BLEED" is displayed in the event of failure of the bleed valve control.
• "CHIP" is displayed if metal particles are detected.
Counters:
T < 115s T < 25s
115s< t <150s 25s< t <30s
t > 150s t > 30s
OEI LO OEI HI
After the flight (ground condition), any OEI range use will be reminded to the crew by mean of a flashing red symbol.
This symbol may be reset on ELC page
The VMS displays the pages selected by the pilot with the appropriate symbology. It determines the engine status in
accordance with a logic based on the N1 gas generator speeds and the FADEC data. It selects the symbology on the
engine page based on six different statuses.
STATUS DESCRIPTION DISPLAY
STAND BY N1 below 40% or IDLE or STOP OEI and AEO llimits except MTP
START Starting START
OPERATIONAL Engine at nominal power AEO Limits
OEI TRAINING Training mode with reduced Training OEI limits of the operative
FLIGHT power on one engine engine
OEI TRAINING
Training mode requested OEI Limits
IDLE
MAJOR
Major FADEC failure AEO limits without MTP limits
FAILURE

Rev.
THM
T1-T2
2.6.2 OPERATIONAL MODE (CONT'D)
2.6.2.2 vehicle PAGE

ENG 1 MGB OIL ENG 2
Each indicator includes: P P P
• A yellow sector which represents the min. or max. ranges of

MP
the limitations. If the parameter enters this range, its value in
digital form, highlighted in amber, is displayed automatically CHIP
FUEL P HYP P FUEL P
regardless of the display mode selected by the pilot.
• A red line which represents the min. or max. values. If the
MH.P RH.P
parameter reaches this limit, its value in digital form, highlighted
in red and flashing, is displayed automatically regardless of A.PUMP LH.LVL A
the display mode selected by the pilot. ON PERFO FADEC STATUS ENG
Key A is used to select or unselect the digital display mode. Keys B are page selection keys (the keys are activated
if the target page is identified).
SYSTEMS CONCERNED PARAMETERS CHECKED

- Oil pressure
Engine 1 and 2 lubrification
- Oil temperature
Engine 1 and 2 fuel suppply - Fuel pressure
- Oil temperature
MGB lubrification - Main system oil pressure or emergency system oil pressure
(indicator)
- MGB, IGB and TGB oil temperature
MGB lubrification + "CAUTION" lights - Main pump oil pressure
+XMSN - Emergency pump oil pressure
- Chip is displayed if presence of particles are detected on MGB, IGB or TGB
magnetic plugs
- LH and RH hydraulic system pressure

- LH and RH hydraulic system pressure, auxiliary hydraulic system pressure
Hydraulic systems + "CAUTION" lights
- LH and RH hydraulic fluid levels
- Auxiliary pump failure
- AP hydraulic power unit pressure loss
Metal particle detection test
A metal particle detection test can be performed using the switch located on the overhead panel associated with a
board in board rack 16 WW (X8). This test is performed over four sequences lasting 1.8 seconds per sequence with a
pause of 0.2 seconds.
• Sequence 1: particle burner test
• Sequence 2: ENG 1 particle detection test
• Sequence 3: ENG 2 particle detection test
• Sequence 4: IGB, TGB, MGB1 (flared housing), MGB2 (inter-module) and MGB3 (gearbox bottom) particle
detection test.
If there is no line break, the Engine 1 and 2 "CHIP" caption on the engine page and the "CHIP" caption on the vehicle
page are displayed.

Rev.
2.21
THM
T1-T2
2.7 PAGES ACCESSIBLE IN FLIGHT

2.7.1 STATUS PAGE
PARAMETERS INFORMATION DISPLAYED
- Outside Air Temperature (OAT). SYSTEM STATUS

Air data - Altitude (Zp). SESSION 222
- True Air Speed (TAS). -1- -2-
XXX OAT 17 °C
- Fuel Flow 1 and 2 (F.F). XXX ALT 900 FEET
Engine fuel supply XXX TAS 120 KNOTS
- Température (F.T).
120 F.F 120
30 F.T 30 °C
Main rotor - Rotor speed (NR). NR 280 RPM
LRU FAILED :
- "LRU FAILED" if the failure is not located. ADC1
Failure identification ON VEH
- The name of the LRU if the failure is located.
OFF
2.7.2 FADEC PAGE

PARAMETERS DESCRIPTION
T1 -OAT, in °C or °F, used by the FADEC (engine 1 and 2) FADEC

SESSION 222
CLP -Collective pitch, in %, used by the FADEC -1- -2-
17 T1 18 °C
26 CLP 26 %
N2 -Free turbine speed in % (engine 1 and 2) 0 N2 0 %
25.3 N1 CC 39.3
17.5 N2 CC 29.1
1018 P0 1018hpa
N1CC -Gas generator total cycle counter (engine 1 and 2) < TEST 1 P3 TEST 2 >
< TEST 1 ALARM TEST 2 >
STA1 9004 4188 0001 1000
STA2 9000 4188 0001 1000
ON VEH ELC
N2CC -Free turbine total cycle counter (engine 1 and 2)
OFF
STA -Fadec status words
These data are displayed in real time, in flight and on the ground. The tests are not available in flight.
2.7.3 ENGINE POWER CHECK (EPC) PAGE

The engine power check can be carried out in flight.
When the "EPC" key is pressed on the vehicle page, the

ENGINE POWER CHECK
SESSION 222 EPC 01 VMS checks whether the parameters (NR, N1, IAS, BLEED
valve, BLEED air consumers) on at least one engine are in
- NR OUT OF RANGE
- N1 OUT OF RANGE the correct sector or in the correct status.
- IAS OUT OF RANGE
- BLEED AIR CONSUMERS If, at least for this engine, all the parameters are correct, the
- BLEED VALVE OPEN
VMS checks the stability of N1, N2, T4.5, TRQ, Hp for 50
seconds (the time bar progresses). The VMS transmits a
request to the corresponding FADEC (FADEC 1 or 2) if the
ON VEH
stability of the engine parameters is correct.
OFF
Time bar

Rev.
THM
T1-T2
2.7.3 ENGINE POWER CHECK (EPC) PAGE (CONT'D)
The FADEC performs the EPC (engine power and thermal load check), checks the stability of the parameters (N1, N2,
T4.5, TRQ) and calculates the mean value for 15 seconds. It then transmits the results and validities to the VMS EPC
page.
ENGINE POWER CHECK RESULTS

SESSION 222 EPC 01 The VMS then calculates the torque and temperature (T4.5)
-1- -2-
95 N1 98 %
margins using the FADEC data, taking into account the IAS
789 TOT 825 °C (three conditions), the optional installations (jet deflectors,
55 TRQ 57 %
86 N2 89 % specific exhaust installations and multi-purpose air intakes)
P0 1017 hpa
OAT 2 °C and the power loss of the installation. The margins and all the
120 120 KNOTS
IAS
MARGINS
values used for the calculations are displayed on the EPC
MPAI closed
5
1
TOT
TRQ
-40
-0.1
°C
%
page.
ON VEH
OFF
Note:
MPAI CLOSED -JD INSTALLED: Jet deflector installed
JD INSTALLED -JD NOZZLE: Exhaust pipe compatible with
JD NOZZLE the jet deflector installation
The last 10 pages of results are stored by the VMS. These pages can be reviewed on the ground using the EID +/- keys
when an EPC page is selected. If a FADEC power control is invalid, the "EPC NOT AVAILABLE" message is displayed
in place of the result.
2.7.4 PERFORMANCE PAGE

This page is used to enter the data that can be modified according to the mission equipment.
The parameters that can be modified are as follows:

• "EEW" : entered by the pilot S
PERFO E
• "CREW" : entered by the pilot L
E
EEW C
• "FUEL" : AMC data CREW

FUEL
FUEL DENSITY
Oxxx at xx.c °C
T
HOOK
• "HOOK" : AMC data PAYLOAD
UPDATE
• "PAYLOAD" : entered by the pilot
TOTAL
• "UPDATE" : weight modification
VEH
The "TOTAL" value is transmitted to the AMCs for flight calculations. ON
OFF

Rev.
2.23
THM
T1-T2
2.8 PAGE ACCESSIBLE ON THE GROUND ONLY

Engine health page (ELC: Engine Life Counter)
ELC SESSION 220

-1- -2-
The following information is given on this page, which is accessi- 1s OEI LO 0s
ble on the ground: 1Nb 0Nb
0s OEI HI 0s
• "OEI LO": Total time used in seconds and number of times 0Nb 0Nb
0% USAGE 0%
•"OEI HI": Total time used in seconds and number of times 137s N1 Stop 129s
< RESET 1 RESET 2 >
•"% COUNTER": Damage counter, expressed as a percentage COUNTERS
ON VEH
• "N1 STOP": Gas generator run-down time OFF
FADEC
• "USAGE": Usage counter

• "RESET": Reset the red symbol on engine page (without erasing
OEI counters).
When ever OEI range has been used (LO or HI) and after landing it is necessary to RESET the red flashing clock
generated by the FADEC on the engine display.
If is not reset, this symbol will be displayed at each power on until engine starting.
2.9 SCREEN CONFIGURATION
2.9.1 CONFIGURATION IN FLIGHT
The crew can modify the pages displayed using the keys located below the screens. The "ENG" page is always
displayed on one screen. The other screen displays the page selected by the crew.
2.9.2 CONFIGURATION ON THE GROUND
The maintenance pages are displayed from the STATUS page.
2.9.2 MESSAGE MANAGEMENT
The "ENG LMT" or "VEH OVER LMT" message warns the crew just before an engine parameter or vehicle parameter
limit value is exceeded. A message asks the crew to carry out a check each time a failure is detected. When the check
is performed, the message is cleared.
The message line will indicate the faulty component if the computer can locate the failure. The messages are displayed
on the engine page. If this page is unavailable, the messages will be displayed on another available page.
Three colors are used according to the level of probability:
• Red: definite failure
• Yellow: probable failure
• White: possible failure

Rev.
THM
T1-T2
2.10 VMS OPERATION IN MAINTENANCE MODE

Each VMS sub-assembly (AMC, EID, ADC) records the incidents detected in flight. These failures can be revealed by
built-in tests in the event of illogical values or erroneous cross-checks. These data and the contextual environment are
centralized in the AMC memories. By referring to a pre-recorded diagnostics table, the computer generates a list of
suspect components. If it can locate the failure with certainty, it informs the crew during the flight.
The computer also generates the flight numbers. For each failure, it displays the numbers of the tests that detected the
errors, the flight number and the flight time.
System self-test
At power-up, and then during operation, the reliability of the system is continuously checked by tests. It must be
ensured that a single failure does not lead to the loss of display of more than one parameter.
The AMC computer includes 2 channels which operate as Master and Slave. A three-position "AMC 1/N/2" switch can
be used to select AMC1 or AMC2 if a problem is detected on a channel. In this case, no parameter cross-check is
performed.
The EIDs transmit a power-up signal and a correct-operation signal to the computer. If a screen is switched off by the
crew, the system is automatically reconfigured. All the functions are available on the remaining screen.
NR
50%
20%
Session X Session X Session X+1 Session X+1

time zero time t time zero time t
Session X Session X+1
During a session X, the VMS stores the possible failures with a reference time zero.
As soon as the NR exceed 50%, clock starts and failures will be recorded at the time t of their appearance.
In case of NR information loss (NR sensor failure or after jacking the helicopter), a signal from the ground flight logic may
maintain or initiale the clock operation.
Likewise, the ground signal from the same logic will stop the clock and will close the session once the helicopter will be
grounded.

Rev.
2.25
THM
T1-T2
2.10.1 SCREEN TESTING

•Equipment test
The following messages can be displayed.
During the test: In the event of a major EID failure: If a difference in configuration is
detected between the two EIDs
BAD CONFIGURATION
EID ADDRESS X
EID FAIL EID PART NUMBER XXXX
TEST IN PROGRESS
PARITY BIT X
EID PIN PROGRAM
ON ON ON
OFF OFF OFF
If no A429 signal is transmitted by the AMC
The "DATA LINK NOT AVAILABLE"

message has two meanings:
DATA LINK • either an A739 protocol is
AMC FAIL NOT AVAILABLE requested but remains unanswered.
• or there is an A739 message
ON ON
difference between the 2 AMC
OFF OFF
computers.
In the event of system failure
• Total failure of a computer channel:

No parameter is lost. The "AMC FAIL" message is displayed on the screens in the event of failure of the Master
channel; "AMC2 FAIL" is displayed in the event of failure of the Slave channel. The remaining channel manages all the
VMS functions.
• Total failure of a screen:
The second screen displays the main page. A message instructs the pilot to switch off the failed screen. Similarly, a
warning message is displayed if a non-displayed parameter exceeds the limits.
TEST PATTERN
•Display test
Done from the test push-button 10WW (CWP) OK
EID PART NUMBER : CCCCCCCC

EID PIN PROGRAM : I I
AMC PART NUMBER : CCCCCCCC
AMC PIN PROGRAM : I I
CONF FILE: xxxxxxxx
DIAGNOSIS MEMORY TABLE N° : I I
ON
OFF
2.10.2 PAGE DESCRIPTION
•Stand-alone maintenance
MAINTENANCE (SIDE 1)
This page is used to display the failures that occurred during FAIL IN SESSION 335
AT 0h35mn32s
the flight, on the ground, at LRU (Line Replaceable Unit) level.
TEST N: 432 IAS DIS
The three-position "AMC" switch (1/N/2) must be set to "1" or ADC1 SNSR
"2" in order to read the data recorded in computer 1 or computer ADC2 SNSR
AMC
2. IAS DISCREPANCIE
The lateral keys are used to access the various recordings. ON CONFIG VEH STATUS
OFF

Rev.
THM
T1-T2
2.10.2 PAGE DESCRIPTION (CONT'D)

•Configuration page
The top of the screen is used to display the units. These units
can be changed by selecting the values to be modified and by AIRCRAFT CONFIGURATION S
E
L
scrolling the units using two lateral keys (LSKs). UNIT SYSTEM :
ALTITUDE UNIT :
IMPERIAL
METER
E
C
FUEL UNIT : IMP. GAL T
The available units are: SPEED UNIT

WEIGHT UNIT :
: KM/H
Kg
HOOK : +
NOZZLE TYPE : NORMAL
• IMPERIAL or SI, PSI or Bar for the EOP, MGBP, Fuel P and
HYD P values, SELECT AMC "N" TO MODIFY
• Kgs or Lbs or Liters or US gallons or Imp gallons for the fuel ON MAINT VEH
OFF
flow value on the STATUS page.
•Maintenance using an external computer

By connecting a PC-type computer via a test connector
located in the cabin, the data recorded by the two EIDs
and the two AMCs at "SRU" (Shop Repairable Unit) level,
can be accessed. The screens display the "PC LINKED" PC LINKED
message and the keys are ineffective.
This mode is also used to enter data such as: configura-
tion, diagnostics table, and for resetting the failure and ON
flight number memories. OFF
This mode is not authorized in flight.
•fadec page FADEC

222
• "P3 SHUT-OFF TEST": When a "TEST x" LSK is pressed, the VMS -1-
SESSION
-2-
sends a test request to FADEC x. The test result takes into account 0
0
T1
CLP
0
0
°C
%
the status of the P3 valve. The test result is incorrect if "P3 VALVE" 0 N2 0 %
0.0 N1 CC 0.0
remains displayed on the "ENG" page. 0.0 N2 CC 0.0
TEST 1 P3 TEST 2
• "ALARM": When a "TEST x" LSK key is pressed, the VMS sends TEST 1 ALARM TEST 2
a test request to FADEC x. This test activates a logic output signal

ON VEH ELC
which checks the continuity of the electrical wiring and activates the
OFF
"OVERSPEED" test.
•EMV (Engine Matching Value) page

The "EMV" page (used to enter the T4.5 values) is available on the ground when the "CONFIG" page is displayed and
using the two specific L1 and R4 keys, one after the other. When the "EMV" page is displayed, the value which can be
modified is selected using the "SELECT" key (reverse video); this correction is made using the EID +/- keys.
Engine serial No.
ENGINE MATCHING VALUES S

The comparative "SLOPE", "OFFSET" and "CHECK SUM"
E
XXXX XXXX L Slope values for the T4.5 (TOT) are used by the VMS and the
E
-1- -2- C
T
FADECs to check that the T4.5 value is representative of
X,XX SLOPE X,XX the engine T41 value.
OFFSET Offset
X,X X,X These values are given by TURBOMECA (engine log book).
XXXX CHECKSUM XXXX E
N
T
SELECT AMC "N" TO MODIFY E
ON VEH
R Checksum
OFF
A test for consistency between "SLOPE" and "OFFSET" is carried out for each engine, on the ground only. In the event
of inconsistency, a message is displayed on the engine page (T4.5 matching) and the value displayed is underlined in
red. Consequently, the FADEC will inhibit starting of the engine concerned.

Rev.
2.27
THM
T1-T2
2.11 VMS OPERATION IN DEGRADED MODE ON

PRIVATE PITOTS AURAL WIPERS
F F
WASH
C
WINDSCREEN C.FIRE BLD/OFS
S
E
T
FAIL FAIL M C FAIL FAIL FAIL
L R L E R
H
OFF H OFF
A
I
S E
N
S H
ON N ON H ON
1 2
OFF T
N MAN T OFF
2.11.1 SYSTEM RECONFIGURATION REARM

P
CP
FILT
ON
PRESS
FUEL
XFER
OFF
Kg
PRESS
ON
FILT
ARM
OFF
PRESS TO INFLATE
EMERG. FLOATATION GEAR

2
1 OFF 2 3 OFF 4
LONGI
•Reconfiguration unit (RCU) VOR1 MKR1 DME/CH1
N S
DME/CH2
ADF
MKR2
SPARE
VOR2
EXT CAB
CAB AUTO
TRANSFER
OFF
EXT
EXT
VOR1
APP
MKR1
TB/ICS
DME/CH1
N S
DME/CH2
ADF
MKR2
SPARE
VOR2
TB/ICS
APP TB/ICS TB/ICS
FUEL EXT FWD TANK
ALT PTT Kg ALT PTT START
ENG 1
START
ENG 2
PUMP1
ENG 1
PUMP2
ENG 2
10 10 5 5
CALL RAD
CALL RAD
EMER N
EMER N BACK UP
DECU 1 DECU 2 MISS LT 2
A A SEL UTIL
5 5 5 5
Collins Collins
AHRS COMP
Collins Collins FW TK
ON/OFF COMP ON/OFF .

XFR
MEM
.
XFR
MEM
OFF
LH TK
.
XFR
MEM
.
XFR
MEM
FIRE
EXT
5
FIRE
EXT
5
FIRE
DET
1
LT/AN
CTRL
3
COM NAV
COM NAV SO BATT EMERG EMERG
ACAS ON OFF STO STO ICS
SO NORM/STBY TEST AUDIO OFF
HLD CNTOR L/G ANNUN
ON OFF STO HLD STO ON 3 3 3 3
OFF ON
ON ON
OFF
OFF
TEST TEST
TEST TEST ACT ACT
ACT ACT OFF OFF AFCS 2 RTU ATC AFCS 2
STBY ONLY AFCSU 2
1 2
10 3 3 5
TAWS STATUS LOW ALT TERR AUDIO

TEST
ELT
8.33 Khz ON
VHF VHF GPWS ON
COPIL
ON ON INHIB INHIB EMERG EMERG EMERG
PIL TERR ARMED ADELT
FLOT FLOT FLOT
10 10 10 3
OFF TEST/RESET
ON/OFF INHIB T.INHIB TEST
25 Khz
EMERG LT CVFDP ADU
TEST / BEACON FLOT DINGY
DG/MG TR/MG DG/MG

TX / TEST 10 3 3 3
T RESET GONE
HDG HDG
R D
ICE DETECTOR INT/REF INDEX 1/2 A
N
E
P
S
L
M
O
ON IDENT WPT DATA I
T Y
.4 .6 CPI CONTROLLER
.2 .8
0 1.0
PRESS
TO
FAIL
POS INIT WPT LISTS CWP
WARN
LOGIC
HYD
LVL L
TE ST 5 1 5
OFF NEAREST ON/OFF TEST ON/OFF
LH RH LH RH NPX 138N FM TRANSCEIVER SCAN

DISPLAY
SET UP NAV STATUS
FMS RA
FUEL
IND R
3
FUEL
IND L
3
DECU 2
B
3
MN NORM
MSG RECALL DES + SAR DECU 1 TORQ TRIPL VENT
07 FORESTRY NSc P1 GDTX ON/OFF COMP AHRS ON/OFF COMP B
5 1
TACHO
3
LOG IC
3
OFF GD1
TX MODE = DUPLEX INIT DEP
GD MENU PREV NEXT RTE LEGS PROG EXEC 1 2
REF ARR
DISP CHAN BRIGHT EDIT SQ ANNUM LT WIPER
GD2 CTRL STROB SIDE
MIN 10 10 10
ID TX - + - + CH ST 1 2 3 FREQ FUEL MARK HOLD FIX BRT DG/MG HDG TR/MG HDG DG/MG
FCP AHRS ADC AMC RX
ON
SELECT
60O
NEXT
Wx W xA
HELP
4 5 6 A B C D E F G
LH RH LH RH
VHF 2 PITOT
HT R
EID 1 LT
LDG
N N N N
10 3 3 3
TST
FCP AHRS ADC AMC
STBY
OFF SRCH BCN
7 8 9 H I J K L M N
N N N N
DN TILT UP
SRCH GAIN
PULL
-5 +5
. 0 +/- O P Q R S T U
1 2
1 2 1 2
1 2
HYD
APSW
AMC LTS
MAP
XMSN
WARN
3 5 3 1
BCN STAB -10 +10
GAIN OFF
PUSH / SP V W X Y Z CLR
1 2 1 2
CODE
MIN MAX -15 +15 BACKUP BACKUP
MIN MAX
HYD ADF HEEL
HTG
Collins Collins
AUTO-TRIM TRIM FEEL 3 3 3
HELICOPTER MONITORING EVENT
YAW ROLL PITCH COL CYC
1 2 1 2
Data transfert 1 XFR
Rotor tuning ERASE

VHF 2 AUX
2 MEM PUMP
. . 3 3
BACK ENTER TEST

ATC ADF RST AP1 RST AP2
AP1 AP2 P FLT TST
ON ALT IDENT ADF TONE STO DC WARN EMERG
STBY FAIL LOGIC SPLY
ANT
3 1 5
OFF OFF
L3
TEST TEST
PRE ACT
BACKUP BACKUP 1 EXT INT INT EXT

REF REQUIRED
Kg
OFF VOR1 MKR1 DME/CH1 DME/CH2 MKR2 VOR2 EMERG
P L/G
EXT
A
DEF TEST
INCR DECR R
N S
ADF SPARE
REFUEL/DEFUEL APP TB/ICS TB/ICS K
I
•"AMC" switch (1)

ALT PTT
CALL RAD N
EMER N G
Three positions are possible:

•"N": the value displayed is the one calculated by channel 1 but which is continuously cross-checked with the
channel 2 value.
• "1": the value displayed is the one calculated by channel 1. No cross-check is carried out with channel 2. The
"AMC2" symbol is displayed on the EID.
• "2": the value displayed is the one calculated by channel 2. No cross-check is carried out with channel 1. The
"AMC1" symbol is displayed on the EID.
2.11.2 FIRST LIMIT INDICATOR

CPL FLI
CO-
FADEC APM1
AMC PILOT
N1, T45, TQ FND
TRIM
FADEC ACTUATOR
N1, T45, TQ PILOT
APM2 FND
CPL FLI
The "N1", "T4.5" and "Torque" margins, calculated by the FADECs according to the AEO (All Engines Operative) or OEI
(One Engine Inoperative) situation, are transmitted to both channels of the AMC computer. Based on these margins, the
AMC calculates the six "MCP", "MTOP" and "MTP" AEO - "OEI CT" - "OEI LO" (2 mn) and "OEI HI" (30 s) margins and
converts them into a collective pitch (CPL) margin.
The APM1 and 2 autopilot computers, receiving this "CPL" margin, locate it on an actual collective pitch scale measured
on the collective pitch trim actuator. In the event of total failure of the AMC, the autopilot computers will only transmit the
"collective pitch scale" signal to the FNDs.

Rev.

02a01-28 - T1 - T2 - System Operation Indicator

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THM

2.2 GENERAL FUNCTION ORGANIZATION OF THE INDICATING SYSTEM

2.3 INDICATING SYSTEM OPERATING PRINCIPLES

2.4 INDICATING SYSTEM POWER SUPPLY

2.5 VEHICLE MONITORING SYSTEM

2.6 VMS OPERATION IN OPERATIONAL MODE

2.7 PAGES ACCESSIBLE IN FLIGHT

2.8 PAGE ACCESSIBLE ON THE GROUND

2.9 SCREEN CONFIGURATION

2.10 VMS OPERATION IN MAINTENANCE MODE

2.11 VMS OPERATION IN DEGRADED MODE

FOR INSTRUCTION ONLY

List of effective pages

Page 01 .................................................. Rev. 01-2006 Page 15 .................................................. Rev. 01-2006

Page 02 .................................................. Rev. 48-2008 Page 16 .................................................. Rev. 01-2006

Page 03 ................................................... Iss. 52-2004 Page 17 .................................................. Rev. 01-2006

Page 04 ................................................... Iss. 52-2004 Page 18 .................................................. Rev. 24-2007

Page 05 .................................................. Rev. 33-2008 Page 19 .................................................. Rev. 01-2006

Page 06 ................................................... Iss. 52-2004 Page 20 .................................................. Rev. 43-2007

Page 07 .................................................. Rev. 06-2008 Page 21 .................................................. Rev. 48-2008

Page 08 .................................................. Rev. 06-2008 Page 22 .................................................. Rev. 16-2008

Page 09 .................................................. Rev. 01-2006 Page 23 .................................................. Rev. 01-2006

Page 10 .................................................. Rev. 33-2008 Page 24 .................................................. Rev. 16-2008

Page 11 ................................................... Rev. 01-2006 Page 25 .................................................. Rev. 43-2007

Page 12 .................................................. Rev. 01-2006 Page 26 .................................................. Rev. 43-2007

Page 13 .................................................. Rev. 33-2008 Page 27 .................................................. Rev. 43-2007

Page 14 .................................................. Rev. 24-2007 Page 28 .................................................. Rev. 33-2008

FOR INSTRUCTION ONLY

2.1 INDICATING SYSTEM PRINCIPLES

2.1.1 COLOR OF THE INDICATOR LIGHTS

Blue light comes on to indicate that OIL P2 Oil pressure of the RH

FOR INSTRUCTION ONLY

2.1.2 HIERARCHY OF THE CAUTION AND WARNING LIGHTS

There are three types of indicating lights:

When an AMBER FUEL CAUT

P< 110 bars

other hydraulic failures

FOR INSTRUCTION ONLY

2.1.3 INDICATING LIGHT LOCATION - INDICATING SYSTEM LOGIC

• 1st degree of the indicating system (1)

• 2nd degree : Central Warning Panel (2)

"ESSENTIAL FUNCTION" "SYSTEM" amber light

• 3rd degree : "Function" messages or indicating lights (3)

EXHAUST BLEED HTG

MANU EXT MANU

L/G WARN CAUT

BUS 1 BUS 2 SEC BUS ESS BUS OFF OFF OFF

ENG 1 MGB OIL ENG 2

A.PUMP LH.LVL RH.LVL FIRE 1 APU FIRE FIRE 2 MR ICE

ON PERFO EPC FADEC STATUS ENG +

FUEL MANAGEMENT PANEL

FOR INSTRUCTION ONLY

2.2 GENERAL FUNCTIONAL ORGANIZATION OF THE INDICATING SYSTEM

• The white or blue indicating lights • The red indicating lights

• The amber lights

CAUT They indicate a failure which causes system degraded

FUEL P HYP P 2 FUEL P

BAR BAR 210 BAR BAR

ON PERFO EPC FADEC STATUS ENG +

• The detection circuitry

2.2.1 ROLE OF THE SYSTEM COMPONENTS (CONT'D)

This unit can process 283 indicating lights. It supplies 28V in

Note: The "special" channel is used by two types of