Flight Manual S-76 C++ Part 2

SA 4047-76C-15
ROTORCRAFT
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FLIGHT MANUAL
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SIKORSKY
MODEL
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PART 2
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REVISION NO. 1
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AIRCRAFT SERIAL NUMBER 760607 AND SUBSEQUENT

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APPLICABLE TO ALL HELICOPTERS EQUIPPED WITH TURBOMECA AR-

RIEL 2S2 ENGINES INSTALLED (COMMONLY KNOWN AS S-76C++).
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Sikorsky
A United Technologies Company
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© Sikorsky Aircraft Corporation, 2005
DATE OF ISSUE:
DECEMBER 22, 2005
Date of Revision:
June 22, 2006
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J Revised June 22, 2006
SA 4047-76C-15 Part 1 Part 2
PART 2
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DECEMBER 22, 2005

Revised June 22, 2006 K
Part 2 SA 4047-76C-15
Log of Revisions
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on
the outer margin indicates the latest revised portion of each page. A vertical bar
next to the page number indicates the page has been retyped with no significant
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changes.
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REVISION PAGES
NO. REVISED REMARKS DATE
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1 1-1, 1-2, 1-8 through Revised high ambient tem- 6/22/06
1-14, 1-14A/1-14B, 1- perature limits; enhanced
15, 1-16, 1-16A, 1- DECU description; updated
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16B, 1-17, 1-18, 1-24, performance charts.
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1-35, 1-36, 1-38, 1-40,
1-43, 1-46, 1-47, 1-53,
1-54, 1-55, 1-59, 1-60,
1-61, 1-62, 1-70, 1-91,
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DECEMBER 22, 2005

L Revised June 22, 2006
SA 4047-76C-15 Part 2
Table of Contents
TABLE OF CONTENTS
PAGE
SECTION TITLE NUMBER
1 Systems Descriptions ........................................................ 1-1
General Description ........................................................ 1-1
Entrances and Exits 1-1
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Guidelines for Passenger Boarding and Exit, Cargo
Loading and Ground Operations with Engines
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and/or Rotors Turning................................................... 1-1
Main Rotor Clearance................................................... 1-1
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Tail Rotor Clearance..................................................... 1-2
Rotor Brake .................................................................. 1-2
Guidelines and Cautions .............................................. 1-2
Hinged Doors................................................................ 1-5
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Us en Co Sliding doors (Optional)................................................
Engines ...........................................................................
Engine Ratings and Recommended Usage .................
Engine Fuel System .....................................................
Engine Fuel Control System.........................................
1-5
1-6
1-7
1-7
1-8
Fuel Control Unit (FCU)................................................ 1-8
Digital Engine Control Unit (DECU).............................. 1-8
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DECU Controlled Limiting ............................................ 1-9
DECU Faults; Total, Degraded and Minor.................... 1-13
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DECU TOTAL Fault Specifics Listed By Fault ............. 1-17

DECU Degraded Fault Specifics Listed By Fault ......... 1-19
DECU Minor Fault Specifics Listed by Fault ................ 1-25
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Engine Training Mode .................................................. 1-28

Manual Control ............................................................. 1-29
Engine Oil System ........................................................ 1-29
Engine Levers............................................................... 1-30
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Annunciators................................................................. 1-35
DECU Annunciators ..................................................... 1-35
DECU Total Fault ......................................................... 1-35
ENG Control ................................................................. 1-35
Fuel Pressure Warning Lights ...................................... 1-36
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Engine Oil Low Pressure Warning Light....................... 1-36

Engine Chip Detector Caution Lights ........................... 1-36
Engine Fuel Filter Caution Lights ................................. 1-37
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Engine Starter and Ignition System.............................. 1-37

Starter/Generators........................................................ 1-37
Master Start Switch ...................................................... 1-37
Engine Starter Buttons and Ignition.............................. 1-37
Air Intake Sleeve Engine Anti-Ice System.................... 1-38
Barrier Filter System..................................................... 1-38
Overspeed Advisory Lights .......................................... 1-40
Fuel System .................................................................... 1-41
Fuel Levers................................................................... 1-41
Engine Prime Switches................................................. 1-43
Fuel Low Level Caution Lights ..................................... 1-43
DECEMBER 22, 2005

Revised June 22, 2006 i
Part 2 SA 4047-76C-15
Table of Contents
TABLE OF CONTENTS
PAGE
Transmission System...................................................... 1-44
Transmission Oil System ................................................ 1-46
Main Gear Box Oil Low-Pressure Warning Light ......... 1-46
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Main Gear Box Oil Hot Warning Light .......................... 1-46
Gear Box Chip Detector/Oil Hot System ...................... 1-46
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Rotor Brake System ..................................................... 1-46
Master Cylinder ............................................................ 1-47
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Rotor Brake Caution Light ............................................ 1-47
Rotor System .................................................................. 1-47
Main Rotor System ....................................................... 1-47
Tail Rotor System ......................................................... 1-49
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Circuit Breaker Panels..................................................
DC Power Supply System ............................................
Battery ..........................................................................
Battery Hot Warning Light ............................................
1-49
1-49
1-49
1-52
1-55
Battery Off Caution Light .............................................. 1-55
DC Power Distribution System ..................................... 1-57
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Emergency Load Shed Switch (Optional) .................... 1-58
AC Power Supply System ............................................ 1-60
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AC Power Distribution .................................................. 1-61

SPZ-7600 Digital Automatic Flight Control System
(DAFCS).......................................................................... 1-63
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System Components and Operation ............................ 1-63

Miscellaneous Switches ............................................... 1-79
COMMAND DISPLAY .................................................. 1-85
Annunciators................................................................. 1-85
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AFCS Indicator Panel ................................................... 1-87

Flight Instruments ......................................................... 1-88
Air Data......................................................................... 1-88
Servos .......................................................................... 1-89
Circuit Breakers ............................................................ 1-89
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Tests and Continuous Monitoring................................. 1-89

Power Up Test.............................................................. 1-90
Preflight Test ................................................................ 1-90
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Continuous Monitoring.................................................. 1-91

Electrical System .......................................................... 1-101
Electrical Load Impact .................................................. 1-101
Glossary of Terms ........................................................ 1-102
Litef LCR-92S AHRS....................................................... 1-103
System Description....................................................... 1-103
Data Provided by the LCR 92....................................... 1-103
LCR 92 ......................................................................... 1-104
System Configuration ................................................... 1-104
Operation...................................................................... 1-105
Concept of Operation ................................................... 1-105
DECEMBER 22, 2005

ii Revised June 22, 2006
SA 4047-76C-15 Part 2
Table of Contents
TABLE OF CONTENTS
PAGE
Operational Modes ....................................................... 1-105
Alignment on the Ground ............................................. 1-106
Alignment in the Air ...................................................... 1-106
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Operating Limitations.................................................... 1-108
Latitude Limits for Magnetic Heading ........................... 1-109
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Operating Instructions .................................................. 1-109
Annunciators................................................................. 1-110
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Warning Signals ........................................................... 1-110
ATT FAIL Warning........................................................ 1-111
Bendix/King CAS-66A TCAS Traffic Collision Avoid-
ance System (Optional) .................................................. 1-112
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Introduction...................................................................
TCAS ............................................................................
Theory of Operation and Symbology............................
Audio Announcements .................................................
1-112
1-112
1-113
1-113
1-120
Audio Messages ........................................................... 1-121
Controls and Displays................................................... 1-121
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Operational Procedures ............................................... 1-125
Post Flight..................................................................... 1-126
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System Considerations ................................................ 1-127

TCAS I Self Test........................................................... 1-128
Primus 440 Digital Weather Radar System .................... 1-132
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System Description....................................................... 1-132

System Configuration ................................................... 1-133
Weather Radar Indicator Operation ............................. 1-133
FSBY (Forced Standby) ............................................... 1-138
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Normal Operation ......................................................... 1-140

Preliminary Control Settings......................................... 1-140
Radar Facts .................................................................. 1-146
Variable Gain Control ................................................... 1-147
Rain Echo Attenuation Compensation Technique
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(REACT) ....................................................................... 1-147

Weather Avoidance ...................................................... 1-150
Maximum Permissible Exposure Level (MPEL) ........... 1-154
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In-Flight Troubleshooting.............................................. 1-154

Test Mode with Text Faults Enabled ............................ 1-156
Pilot Event Marker ........................................................ 1-158
Fault Code and Text Fault Relationships ..................... 1-158
Acronyms and Abbreviations .......................................... 1-162
Mechanical Flight Control System .................................. 1-164
Main Rotor Flight Controls............................................ 1-165
Tail Rotor Flight Controls.............................................. 1-167
Collective to Yaw Coupling........................................... 1-167
Self-Centering Tail Rotor Control Quadrant ................. 1-168
DECEMBER 22, 2005

Revised June 22, 2006 iii
Part 2 SA 4047-76C-15
Table of Contents
TABLE OF CONTENTS
PAGE
Flight Control Hydraulic Servo System ........................... 1-168
Tail Rotor Servo Shutoff Valve ..................................... 1-169
Flight Control Servo Switch .......................................... 1-169
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Flight Control Servo Hydraulic Pressure Indicator ....... 1-169
Flight Control Servo Low Pressure Caution Lights ...... 1-169
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Landing Gear System ..................................................... 1-170
Landing Gear Control Handle and Indicator Lights ...... 1-170
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Landing Gear Up Warning Light................................... 1-170
Emergency Landing Gear System ............................... 1-171
Instruments ..................................................................... 1-171
IIDS Display Format ..................................................... 1-173
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Scaling Linearity ...........................................................
T5 (Power Turbine Inlet Temperature)..........................
N1 (Gas Generator) Tachometer ..................................
Torquemeter .................................................................
1-173
1-174
1-180
1-180
1-182
Triple Tachometer ........................................................ 1-182
Single Engine Ranging and Limits ............................... 1-184
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System Advisories ........................................................ 1-184
Engine Display.............................................................. 1-185
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Engine Oil Temperature/Pressure Indicators ............... 1-185

Transmission Oil Temperature/Pressure Indicator....... 1-185
Fuel Flow/Totalizer Indicators ...................................... 1-186
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Hydraulic Pressure Indicators ...................................... 1-186

Engine Start Display ..................................................... 1-189
Caution/Warning Lights ................................................ 1-189
Power-Up/Self Test ...................................................... 1-190
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Press-To-Test............................................................... 1-190
Brightness..................................................................... 1-191
Reversion ..................................................................... 1-191
Performance Soft Key Functions.................................. 1-195
Controllers .................................................................... 1-207
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DC-811 Default Operation............................................ 1-211

RI-206S Remote Instrument Controller ........................ 1-212
Remote Switches and Controls .................................... 1-213
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Electronic Attitude Director Indicator (EADI) ................ 1-215

Full Time EADI Displays............................................... 1-215
Part Time EADI Displays.............................................. 1-217
Indicated Airspeed Display........................................... 1-220
Altitude Display............................................................. 1-222
Typical Approach Display............................................. 1-224
EADI Declutter Display................................................. 1-225
Electronic Horizontal Situation Indicator (EHSI)........... 1-229
EHSI Displays............................................................... 1-230
Part Time EHSI Compass Displays.............................. 1-233
Typical EHSI Full Compass Display Presentation ....... 1-238
DECEMBER 22, 2005

iv Revised June 22, 2006
SA 4047-76C-15 Part 2
Table of Contents
TABLE OF CONTENTS
PAGE
EHSI Arc Displays ........................................................ 1-238
EHSI Map Displays....................................................... 1-244
Short Range Navigation (SRN) Map for the EHSI ....... 1-244
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Long Range Navigation (LRN) Map for the EHSI ........ 1-246
Typical Composite Display Presentations .................... 1-254
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Pitot-Static System.......................................................... 1-255
Pitot Heaters................................................................. 1-255
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Tail Cone Static System ............................................... 1-256
Standby Compass ........................................................ 1-256
Free Air Temperature Indicator .................................... 1-256
Wheel Brake System....................................................... 1-256
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Lighting System...............................................................
Exterior Lights...............................................................
Interior Lights................................................................
Cabin Lighting Control System.....................................
1-256
1-257
1-257
1-259
1-261
Collins ALT-50 and ALT-55B .......................................... 1-261
DH Set and Test Controls ............................................ 1-262
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DH Visual Alert ............................................................. 1-262
DH Aural Alert............................................................... 1-262
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Emergency Equipment And Systems ............................. 1-262

Engine Fire Detector System ....................................... 1-262
Engine Fire Extinguisher .............................................. 1-263
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Engine Failure Warning System................................... 1-264

Smoke Detector – Baggage Compartment .................. 1-265
Fire Extinguishers......................................................... 1-265
First Aid Kit ................................................................... 1-265
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Emergency Lighting...................................................... 1-265

Emergency Locator Transmitter (ELT) ......................... 1-265
Sonic Locator (Optional)............................................... 1-266
Cockpit Voice Recorder................................................ 1-266
Flotation System (Optional).......................................... 1-266
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Heating And Ventilating System ..................................... 1-267

Heater Control Panel .................................................... 1-269
Miscellaneous Equipment ............................................... 1-269
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Windshield Wiper.......................................................... 1-269

Windshield Washer....................................................... 1-269
Windshield Heater ........................................................ 1-270
Pilots’ Seats.................................................................. 1-270
Door Open Caution Light.............................................. 1-271
No Smoking and Fasten Seat Belt Lights..................... 1-271
Vibration Absorbers ...................................................... 1-271
Headsup PBS-250 Passenger Briefer System............. 1-271
Retractable Boarding Steps ......................................... 1-272
Airdata Accessory Unit ................................................. 1-273
Landing Gear Up Warning System............................... 1-273
DECEMBER 22, 2005

Revised June 22, 2006 v
Part 2 SA 4047-76C-15
Table of Contents
TABLE OF CONTENTS
PAGE
Radio Master System ................................................... 1-273
ADI-335 Attitude Indicator............................................... 1-274
Description.................................................................... 1-274
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Attitude Display............................................................. 1-275
Navigation Display........................................................ 1-275
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Emergency Power Supply (if installed)......................... 1-275
Battery Test .................................................................. 1-276
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Navigation Switching (if installed)................................. 1-276
Navigation Modes of Operation.................................... 1-276
VOR Mode.................................................................... 1-276
Omnibearing Select (OBS)........................................... 1-276
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OBS Auto-Centering.....................................................
TO/FROM Ambiguity Indicator .....................................
ILS/BC Mode ................................................................
Instrument Landing System (ILS).................................
1-276
1-277
1-277
1-277
1-277
Back Course (BC)......................................................... 1-277
DME Sub-Modes .......................................................... 1-278
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VOR/DME..................................................................... 1-278
ILS/DME ....................................................................... 1-278
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DME Hold ..................................................................... 1-278

Flight Management System (FMS) Mode..................... 1-279
Course Deviation .......................................................... 1-280
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TO/FROM Indicator ...................................................... 1-280

Distance To Waypoint .................................................. 1-280
Selected Course ........................................................... 1-280
Bearing To Waypoint .................................................... 1-281
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Magnetic/True North Reference ................................... 1-281

Waypoint Passage Alert ............................................... 1-281
Declutter ....................................................................... 1-281
Power-On Self-Test ...................................................... 1-281
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II Loading Information ........................................................... 2-1

Empty Weight and Horizontal Center of Gravity Loca- 2-1
tion...................................................................................
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Loading Instructions ........................................................ 2-2
III Noise Abatement ............................................................... 3-1

Noise Abatement Procedures ......................................... 3-1
General Procedures Recommended to Minimize
Acoustical Impact ......................................................... 3-1
IV Supplemental Performance Data ...................................... 4-1

Introduction ........................................................................ 4-1
DECEMBER 22, 2005

vi Revised June 22, 2006
SA 4047-76C-15 Part 2
Table of Contents
TABLE OF CONTENTS
PAGE
Pilot Training Provisions .................................................... 4-44
Single-Engine Pilot Training .............................................. 4-44
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Simulated OEI Training.................................................. 4-47
Manual Control Training .................................................... 4-49
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Simulated Manual Reversion Training – DECU Total ... 4-50
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DECEMBER 22, 2005

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SA 4047-76C-15 Part 2
List of Illustrations
FLIGHT MANUAL
LIST OF ILLUSTRATIONS
FIGURE TITLE PAGE

1-1 Three-View Dimensional Diagram...................................... 1-3
1-2 Recommended Personnel Exit and Approach ................... 1-4
n
1-3 Pilot’s Compartment ........................................................... 1-31
1-4 Center Console (Sheet 1 of 2)............................................ 1-32
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1-4 Center Console (Sheet 2 of 2)............................................ 1-33
1-5 OEI Training Mode Light and Switch .................................. 1-34
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1-6 Aft Overhead Switch Panel and Fire Extinguisher Con-
trol Panel............................................................................. 1-34
1-7 Engine Control Quadrant.................................................... 1-36
1-8 Engine Starting System ...................................................... 1-39
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1-9
1-10
1-11
1-12
1-13
Overhead Switch Panels .................................................
Fuel System.....................................................................
Rotor Brake Master Cylinder ..............................................
Upper Circuit Breaker Panel, DC Primary Bus...................
Lower Circuit Breaker Panel, DC Essential and AC Bus....
1-42
1-45
1-48
1-53
1-54
1-14 Overhead Circuit Breaker Panel, 26 VAC Bus ................... 1-55
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1-15 DC Electrical System .......................................................... 1-56
1-16 Panel; Float Test, Generators Test and Engine Over-
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speed Test .......................................................................... 1-57

1-17 AC Power System............................................................... 1-62
1-18 PC-700 Autopilot Controller................................................ 1-64
1-19 MS-700 Flight Director Mode Selector ............................... 1-72
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1-20 STBY CDI Switch................................................................ 1-83

1-21 Emergency Power Switches............................................... 1-84
1-22 AL-300 Command Display.................................................. 1-87
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1-23 DAFCS Caution Panel ........................................................ 1-87

1-24 AFCS Indicator Panel ......................................................... 1-88
1-25 Non-Threat Traffic............................................................... 1-117
1-26 Proximity Intruder Traffic..................................................... 1-118
1-27 Traffic Advisory (TA) ........................................................... 1-118
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1-28 TA Traffic on 5-Mile Range................................................. 1-119

1-29 Same TA Traffic; Beyond Selected Range......................... 1-119
1-30 “Traffic, Traffic” ................................................................... 1-120
1-31 CP 66B TCAS I Control Panel............................................ 1-121
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1-32 TID-66A TCAS I Traffic Display.......................................... 1-124

1-33 TID 66A Traffic Display....................................................... 1-127
1-34 TID-66A TCAS I Test Pattern; 5nm Range ........................ 1-129
1-35 Typical PRIMUS 440 Digital Weather Radar Display......... 1-134
1-36 Weather Radar Indicator Front Panel View ........................ 1-135
1-37 Weather Radar Indicator Display Screen Features............ 1-136
1-38 EFIS Test Pattern (Typical) With Text Fault Enabled and
the Aircraft is in the Air........................................................ 1-141
1-39 Test Pattern With Text Faults Disabled .............................. 1-142
1-40 Indicator Test Pattern With TEXT FAULT Enabled ............ 1-143
1-41 REACT ON and OFF Indications........................................ 1-149
DECEMBER 22, 2005

Revised June 22, 2006 vii
Part 2 SA 4047-76C-15
FLIGHT MANUAL
FIGURE TITLE PAGE

1-42 Weather Display ................................................................. 1-150
1-43 MPEL Boundary.................................................................. 1-155
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1-44 Fault Annunciation on Weather Indicator with TEXT
FAULT Fields...................................................................... 1-157
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1-45 Fault Code on EFIS Weather Display with TEXT
FAULTS Disabled ............................................................... 1-157
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1-46 Radar Indication with Text Fault Enabled (On Ground) ..... 1-158
1-47 Cyclic and Collective Stick Grips ........................................ 1-166
1-48 Landing Gear Control Panel ............................................... 1-172
1-49 IIDS Display: Typical Power-Up/Self Test Page................. 1-173
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1-50
1-50
1-51
1-52
Instrument Panel (Sheet 1 of 2)..........................................
Instrument Panel (Sheet 2 of 2)..........................................
IIDS Display: Typical Performance Display (Right and
Left IIDS).............................................................................
IIDS Display: Range Mark Scale Change Example ...........
1-176
1-177
1-178
1-179
1-53 IIDS Display: Typical One Engine Inoperative Display....... 1-183
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1-54 IIDS Display: Typical Performance Display Showing 1-187
DECU Faults (Right and Left IIDS).....................................
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1-55 IIDS Display: Typical Engine Display (Center IIDS) ........... 1-188
1-56 IIDS Display: Typical Composite Display ........................... 1-192
1-57 IIDS Display: Typical Composite One Engine Inopera- 1-193
tive Display .........................................................................
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1-58 IIDS Display: Typical Start Sequence Display.................... 1-194

1-59 Performance Display – Soft Key Flow Diagram (Sheet 1
of 3)..................................................................................... 1-198A
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of 3)..................................................................................... 1-198B
of 3)..................................................................................... 1-199
1-60 Typical Power Assurance Display ...................................... 1-200
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1-61 Typical Electrical Power Monitor Display............................ 1-203

1-62 Engine Display – Soft Key Flow Diagram........................... 1-204
1-63 Fuel System Calibration Pages .......................................... 1-205
1-64 DC-811 Display Controller.................................................. 1-208
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1-65 RI-206S Remote Instrument Controller .............................. 1-212

1-66 EADI Functional Divisions .................................................. 1-216
1-67 EADI Symbol Locations and Definitions ............................. 1-221
1-68 Indicated Airspeed Display ................................................. 1-222
1-69 Altitude Scale...................................................................... 1-223
1-70 Typical EADI on ILS Approach Display .............................. 1-225
1-71 Typical EADI Declutter Display........................................... 1-225
1-72 EADI Caution Annunciators................................................ 1-227
1-73 EADI Failure Annunciations................................................ 1-228
1-74 Display System SG Failure................................................. 1-229
1-75 EHSI Functional Divisions .................................................. 1-230
DECEMBER 22, 2005

viii Revised June 22, 2006
SA 4047-76C-15 Part 2
FLIGHT MANUAL
FIGURE TITLE PAGE

1-76 Typical Vertical Speed Display ........................................... 1-236
1-77 EHSI Full Compass Display ............................................... 1-237
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1-78 Typical EHSI in Cruise Mode.............................................. 1-238
1-79 EHSI in Approach Mode ..................................................... 1-238
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1-80 Typical EHSI Preview Display ............................................ 1-238
1-81 EHSI ARC Mode Display Annunciators.............................. 1-239
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1-82 Typical EHSI ARC Mode Display ....................................... 1-240
1-83 EHSI ARC with SRN (VOR) Map Format ........................... 1-245
1-84 EHSI Map with VOR with Station in View........................... 1-246
1-85 EHSI Map with VOR with Station out of View..................... 1-247
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1-86
1-87
1-87
1-88
1-88
EHSI Map with LRN Display...............................................
EHSI Caution Annunciations (Typical) (Sheet 1 of 2) ........
EHSI Caution Annunciations (Typical) (Sheet 2 of 2) ........
EHSI Failure Annunciations (Typical) (Sheet 1 of 2)..........
EHSI Failure Annunciations (Typical) (Sheet 2 of 2)..........
1-248
1-249
1-250
1-251
1-253
1-89 Composite Display.............................................................. 1-253
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1-90 Composite Display During Cruise....................................... 1-254
1-91 Composite Display During Approach.................................. 1-254
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1-92 Composite Failure Annunciations (Typical) ........................ 1-255

1-93 Master Warning Panels ...................................................... 1-258
1-94 Cockpit Flood Light Panel and Utility Light ......................... 1-263
1-95 Flotation Equipment............................................................ 1-268
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1-96 Heater ................................................................................. 1-269

1-97 PBS-250 Control Panel....................................................... 1-272
1-98 ADI-335 Attitude Indicator .................................................. 1-274
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4-1 Instructions for Using Cruise Performance Charts ............. 4-4

4-2 Example Cruise Performance Chart................................... 4-5
4-3 Cruise Performance, 0 ft Altitude, ISA -30 ºC..................... 4-6
4-4 Cruise Performance, 0 ft Altitude, ISA -15 ºC..................... 4-7
4-5 Cruise Performance, 0 ft Altitude, ISA................................ 4-8
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4-6 Cruise Performance, 0 ft Altitude, ISA +15 ºC.................... 4-9

4-7 Cruise Performance, 0 ft Altitude, ISA +30 ºC.................... 4-10
4-8 Cruise Performance, 3000 ft Altitude, ISA –30 ºC.............. 4-11
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4-10 Cruise Performance, 3000 ft Altitude, ISA.......................... 4-13
4-11 Cruise Performance, 3000 ft Altitude, ISA +15 ºC.............. 4-14
DECEMBER 22, 2005

Revised June 22, 2006 ix
Part 2 SA 4047-76C-15
FLIGHT MANUAL
FIGURE TITLE PAGE

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4-23 Cruise Performance, 12000 ft Altitude, ISA –30 ºC............ 4-26
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4-24 Cruise Performance, 12000 ft Altitude, ISA –15 ºC............ 4-27
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4-25 Cruise Performance, 12000 ft Altitude, ISA........................ 4-28
4-26 Cruise Performance, 12000 ft Altitude, ISA +15 ºC............ 4-29
4-27 Cruise Performance, 12000 ft Altitude, ISA +30 ºC............ 4-30
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4-28
4-29
4-30
4-31
4-32
Cruise Performance, 15000 ft Altitude, ISA –30 ºC............
Cruise Performance, 15000 ft Altitude, ISA –15 ºC............
Cruise Performance, 15000 ft Altitude, ISA........................
Fuel Consumption per Nautical Mile Conversion Chart .....
Optimum Altitude for Maximum Range...............................
4-31
4-32
4-33
4-34
4-35
4-33 Configuration Drag Effect on Cruise Performance ............. 4-36
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4-34 Increase in Drag Due to External Load .............................. 4-37
4-35 IGE and OGE Hover Endurance, ISA -30 ºC ..................... 4-38
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4-36 IGE and OGE Hover Endurance, ISA -15 ºC ..................... 4-39
4-37 IGE and OGE Hover Endurance, ISA................................. 4-40
4-38 IGE and OGE Hover Endurance, ISA +15 ºC .................... 4-41
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4-39 IGE and OGE Hover Endurance, ISA +30 ºC .................... 4-42
4-40 Time, Fuel, and Distance to Climb at Maximum Con-
tinuous Power ..................................................................... 4-43
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4-41 Category "A" Training Maximum Takeoff and Landing

Gross Weight ...................................................................... 4-52
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DECEMBER 22, 2005

x Revised June 22, 2006
SA 4047-76C-15 Part 2, Section I
Systems Descriptions
FLIGHT MANUAL
SECTION I
SYSTEMS DESCRIPTIONS
GENERAL DESCRIPTION
n
The Model S-76C++ manufactured by Sikorsky Aircraft Corporation, is a twin
engine, single main rotor helicopter designed to carry up to 13 passengers and a
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pilot. Flight controls and instrumentation for a second pilot are also available as
optional equipment. Various cabin configurations are available and range from
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the standard interior arrangement to a four to eight place executive version. Four
large doors provide easy entrance and exit from the cabin. The four-bladed main
rotor is mounted on the main gearbox, which is directly above the cabin. The two
TURBOMECA ARRIEL 2S2 gas turbine engines are mounted side-by-side aft of
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the main gearbox. Both engines have separate drive inputs to the main
transmission, which reduce engine rpm and distribute torque upward to drive the
main rotor, and aft through intermediate and tail gear boxes to drive the four-
bladed tail rotor. Flight control forces from the main and tail rotor blades are
reacted by a two-stage hydraulic servo system. The main rotor flight controls
have a stick positioning and force gradient system. The tricycle-type landing gear
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is hydraulically retractable. Dimensions are shown on Figure 1-1.
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ENTRANCES AND EXITS
Four doors, two on each side of the fuselage, are provided. Entrance to the pilot's
compartment and the first row of passenger seats, when equipped with the
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standard three rows of passenger seats, is through the left and right forward
doors. Entrance to the second and third rows of passenger seats is through the
left and right aft doors.
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A visual check of all the passenger doors and external power door is provided on
the electric door lock panel. If any door is open, a yellow LED will illuminate along
with the DOOR OPEN caution light and master warning.
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GUIDELINES FOR PASSENGER BOARDING AND EXIT, CARGO LOADING AND GROUND
OPERATIONS WITH ENGINES AND/OR ROTORS TURNING
Turning rotors represent considerable hazard to any persons in their vicinity. The
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best method for prevention of rotor strike incidents are training of flight and
ground crew and effective briefing of passengers. Because well-trained and
briefed persons can become preoccupied and helicopter operations may involve
areas where access control is limited, special attention must be given to the
particular capabilities and characteristics of the S-76 whenever the engines
and/or rotors are turning.
MAIN ROTOR CLEARANCE
The minimum clearance of the main rotor at 107% Nr and flat pitch is nominally 8
feet at the front of the helicopter. This clearance, while normally sufficient for
DECEMBER 22, 2005

Revised June 22, 2006 1-1
Part 2, Section I SA 4047-76C-15
FLIGHT MANUAL
safe approach and departure can be reduced significantly by a number of factors.

These factors include control position, rotor speed, winds and terrain variation.
TAIL ROTOR CLEARANCE
The minimum clearance of the tail rotor is nominally 6 feet by 6 inches. Access
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to the tail rotor is somewhat limited by the horizontal stabilizer, but ground
clearance may be reduced greatly by uneven terrain.
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ROTOR BRAKE
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The S-76 rotor brake is capable of holding the rotor with both engines running at
ground idle. This allows convenient loading and unloading without the necessity
of stopping engines. Persons must not be complacent about the possibility of a
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rotor strike since brake slippage or release will allow the rotor to turn. Treat the
rotors as if they are turning whenever the engine(s) is/are running.
GUIDELINES AND CAUTIONS
The following guidelines are useful in planning operations and are

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recommended. Other appropriate guidelines should be considered when
conducting crew/passenger briefings and when writing operations manuals and
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instructions.
1. Never approach or depart the helicopter unless the pilot sees,

acknowledges your intention and approves.
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2. Approach only from the sides of the aircraft (see Figure 1-2). Never
approach from the front or rear.
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WARNING
Some persons may have prior experience with

helicopters for which approach from the front is
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preferred. Approach from the front of an S-76 is not

permitted. It is essential that all persons be properly
informed regarding the safe approach/departure
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angles of the S-76.
3. Ensure the cyclic control is centered and the trim is ON. Do not leave the
controls unattended. During rotor turning operations aboard a ship or
moving platform it is recommended that the automatic flight control system
be disengaged
4. Use ground guides whenever possible to assist passengers. If guides are

not available, use available flight crewmembers.
DECEMBER 22, 2005

1-2 Revised June 22, 2006
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Figure 1-1. Three-View Dimensional Diagram n
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1-3
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Figure 1-2. Recommended Personnel Exit and Approach
5. Never move under the rotor unless it is stopped or turning at idle or higher
speed. Do not approach or depart the helicopter while the rotor is coasting
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down with the engines off. If the wind is gusty, consider using a rotor speed
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above idle (approximately 70% Nr). n
DECEMBER 22, 2005
1-4
FLIGHT MANUAL
6. Always treat the rotor as if it is turning.
7. If practical, position the aircraft so that the natural approach and departure
lanes are from the sides of the helicopter.
8. Carefully observe the landing area terrain. Ensure that passengers and
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crew are not moving over rising or irregular terrain.
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9. Standardized procedures will reduce the likelihood of persons being
surprised by rotor or engine starts and stops.
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HINGED DOORS
Outside door handles, at the aft end of each door are lifted to open the doors.
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Inside door handles are at the rear of the forward doors and at the front and rear
of the aft doors, for convenience from either row of seats. The inside handles are
pulled aft to open the doors. Safety lockpins in the top aft corner of the doors
prevent accidental opening of the doors from inside the passenger compartment.
After the doors are closed and latched, the safety lockpins are engaged by
pressing lockpin buttons below the window frame of each door. Engagement can
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be visually checked by observing that the bottom of the lockpin moves upward
into the frame (no red showing). Before opening a door from the inside, the
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lockpin must be retracted by pulling up the lockpin button. When the door is
opened from the outside, the lockpin is retracted when the door latch is lifted.
Electric Door Locks

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Electric door locks may be installed as optional equipment in the passenger

doors. An ELECTRIC DOOR LOCK panel controls the door locks on the center
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console (Figure 1-4), with positions marked LOCK and UNLOCK. When the
passenger doors are shut properly, activation of the door lock switch will seat the
door lockpins. The door lock buttons on the passenger doors will still manually
lock and unlock the passenger doors. The electric door lock circuit is connected
to the essential bus by a circuit breaker marked DOOR LOCK.
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A door open advisory light system is incorporated in the panel to advise the crew
which doors are open. The advisory lights monitor the pilots’, cabin, baggage,
and external power doors. If any of these doors are open or unlocked, a yellow
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LED lights on the door lock panel.
SLIDING DOORS (OPTIONAL)
The sliding door(s) provides entrance and exit for passengers and crewmembers
in the cabin. The sliding door has a large window that can be jettisoned; the door
cannot be jettisoned. Operating controls are inside and outside rotating handles
and inside and outside window jettison handles. Labels on the doors indicate
operation of the handles. A microswitch on the lower latch hook and plunger type
microswitch on the edge of the fixed door sill indicates to the crew via the RHDR
DECEMBER 22, 2005

1-5
FLIGHT MANUAL
or LHDR caution light that the door is unlocked. The DOOR OPEN caution light
and master warning will accompany the RHDR or LHDR light but will be reset
when RHDR or LHDR are pressed to reset.
ENGINES
n
Two TURBOMECA ARRIEL 2S2 engines, with a takeoff rating of 922 SHP each,
are mounted aft of the main gear box. The power turbine of each engine is
o
connected to the main gear box with separate input shafts. The main gear box
input shafts contain the freewheel units.
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Each engine is made up of the following 5 modules:
M01 - Accessory gear box
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M02 - Axial compressor
M03 - High pressure assembly
M04 - Power turbine
M05 - Reduction gear box
The engines incorporate two independent shafts: compressor and gas generator
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turbines on the one shaft, power turbine and power off-take on the other shaft.
The gas generator consists of the following:
r t u re
One axial compressor stage

One centrifugal compressor stage
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One direct-flow annular combustion chamber with centrifugal fuel injection

One axial turbine stage driving the compressor assembly
One accessory gear box
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The power turbine assembly consists of one single-stage free turbine. The
reduction gear box at the rear of the engine reverses the output forward to mate
with the high speed shaft. The oil cooler blower is also driven by the reduction
gear box. The shaft is integrated into the accessory gear box through an
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enclosed tube, and the drive shaft terminates in a triangular flange to mate with
the main gear box by way of a Thomas coupling. The direction of rotation of the
output drive is clockwise, engine viewed from the exhaust, looking forward. This
drive has no freewheel unit.
Un
Ice protection is provided by a bleed-air anti-icing system. The engines are

started electrically using starter-generators.
DECEMBER 22, 2005

1-6
FLIGHT MANUAL
NOTE
When the helicopter has been operated in a corrosive

atmosphere, such as salt water spray, ensure that an
engine wash is performed.
n
ENGINE RATINGS AND RECOMMENDED USAGE
o
The ARRIEL 2S2 engine is FAA certified to the limits defined in Figure 1-7 of Part
1. However, in order to conform to the engine manufacturer's warranty policy and
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to prolong engine life, power settings should be limited to 97.1% N1, 893 °C T5,
and 100% transmission torque limit for continuous operation (Normal Cruise
Power) in lieu of maximum continuous power except as required to accomplish
the following operations and checks:
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●
●
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Takeoff, hover, and landing at power levels up to 100% N1, 930° C T5, and
100% transmission torque may be used for up to 5 minutes.
Periodic engine maintenance checks described in the maintenance manual

or engine manual.
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● Power assurance checks as defined in Part 1, Section II, Normal
r t u re
Procedures
● Conditions where power required to prevent aircraft damage or personal

injury exceeds that provided by normal cruise power
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ENGINE FUEL SYSTEM

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The ARRIEL 2S2 fuel system provides suction, filtering, metering and injection of
fuel. It consists of a low pressure pump, a fuel filter, a high pressure pump, a fuel
control unit, start and stop solenoids, a pressurizing valve, an injection wheel and
two starting injectors. The fuel filter includes an output for the impending bypass
caution light as well as a mechanical bypass indicator. Fuel also passes through
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a heat exchanger located in the oil filter that heats the fuel. The heated fuel
enables operation to -30º C without anti-ice additive. The fuel control system is a
dual channel electronic digital type with an electrically actuated manual back-up
Un
control. The low-pressure pump draws fuel from the helicopter tanks and delivers
it through a filter to the high-pressure pump. The fuel is then metered in the fuel
control unit, passes through the shutdown solenoid and pressurizing valve to the
injector wheel. Start fuel flows from the shutdown valve through the start solenoid
to the start injectors.
DECEMBER 22, 2005

1-7
FLIGHT MANUAL
ENGINE FUEL CONTROL SYSTEM
FUEL CONTROL UNIT (FCU)
A single FCU assembly is responsible for fuel-supply functions and control

interface-related tasks. The FCU is mounted on the accessory section of each
n
engine. Two electrically operated stepper motors (one for each DECU channel)
are mounted in the same casing and on the same output shaft. Either stepper
o
motor can position the metering valve provided the other stepper motor is
electrically disconnected. The metering valve acts as a common fuel output point
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The stepper motor acts in pulse increases and decreases to control the fueling
amount commanded by the DECU. The metering valve position is measured by
the resolver, which is used by the DECU to detect a stepper motor failure.
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The Auxiliary back-up system enables manual control of the engine in the event
of total DECU failure. It consists of an auxiliary metering valve, an electric
actuator mounted on the FCU, an ENGINE CONTROL switch mounted on the
overhead console, and a collective mounted ENG TRIM control switch. When
both DECU channel inputs are removed from the stepper motors an auxiliary
metering valve enables modulation of the fuel flow above or below the one set by
o rr d
the frozen metering valve position. The ENG TRIM switch mounted on the
collective controls the auxiliary metering valve. The ENGINE CONTROL switch,
r t u re
labeled NO 1 MAN, NO 2 MAN and AUTO freezes the stepper motors and
activates the collective switch.
DIGITAL ENGINE CONTROL UNIT (DECU)

io y C te
The Turbomeca 2S2 engine control is a dual channel Digital Engine Control Unit
(DECU) for each engine that controls the start sequence, normal operation, and
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emergency operation of the engine. The DECU is normally powered in flight by

an engine driven, dedicated alternator. Aircraft DC essential bus serves as a
backup power source in the event of alternator failure but is the primary source
during startup, idle, and shutdown or other regimes where gas generator speed
is less than 60.0% N1. The DECU black box units are mounted on the left and
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right-side-inner tailcone wall near the tailcone access panel.
Each DECU receives inputs from the engine control quadrant, a collective stick
position sensor, ambient pressure and temperature sensors, engine pressure
Un
and temperature sensors, N1 and N2 sensors and the other DECU
The DECUs communicate with each other by way of a cross channel ARINC 429
bus to acquire information such as backup sensor output for fault
accommodation purposes, N1 speed for load sharing and early warning engine
out detection, and engine out status for defaulting to the appropriate limiting
condition, dual or single engine. Transmission of engine N1 speed, backup T5,
and torque to the cockpit instruments and communication with the Integrated
Instrument Display System (IIDS) for the display of fault codes, single engine
usage counts, N1 and N2 cycle counts, and other associated engine and DECU
information, are also accomplished over ARINC 429 data links.
DECEMBER 22, 2005

FLIGHT MANUAL
The DECU is a single speed N2 governor that controls gas generator acceleration
and deceleration as required to maintain 107% N2 during dual and single engine
operation while load sharing through N1 matching and limiting at the appropriate
N1 or torque limit.
Automatic starting: After the ECL is moved out of the STOP gate, and the START
n
button on the control quadrant is pressed, the DECU controls fuel flow and
starting accessories to accelerate the engine to N1 idle rating without exceeding
o
T5 limits. DECU computes and controls Idle N1 speed based on T0.
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NOTE
The engine control lever must be in the STOP

position at least once after DECU power-up.
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Variable Runup Control: The DECU will only increase N1 from ground IDLE
speed when N2 exceeds 9%. When N2 exceeds 9%, the pilot may manually
control engine acceleration with the ECL, by slowly advancing it from IDLE to
FLY. If the ECL is moved rapidly to the FLY gate, the DECU controls engine
acceleration, maintaining N1, fuel flow and TGT within limits. In FLY, the DECU
o rr d
governs the engine N2 at 107%.
r t u re
Normal Operation: The DECU controls N2 in proportional/integral mode. It

calculates an N1 datum based on N2 speed, a second N1 datum based on
collective pitch position, and a third N1 datum derived from the cross talk data link
from the other DECU. A final N1 datum is calculated by adding the three datums
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and is then compared with measured N1. If the measured N1 is too high, the
DECU reduces fuel flow. If it is too low, the DECU increases fuel flow. DECU
modulates fuel flow by inputs to the stepper motors on the fuel-metering valve.
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Overspeed protection, early warning engine failure detection, and a fully realistic,
safety oriented single engine training system are additional DECU provided
features. Fault accommodation is addressed through redundant sensors in some
areas, cross channel data sharing in others, and performance protected default
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values or alternative control laws for the remainder.
DECU CONTROLLED LIMITING

Un
Limiting is provided at the dual engine takeoff power rating and at the 30-Second,
2-Minute, and Maximum Continuous Power single engine ratings for the purpose
of pilot workload reduction and, in the case of the 30-Second rating, the precision
needed to establish a very high, short duration power level that can be controlled
at that point without opportunity for excessive overshoot.
For all ratings where limiting is applied, the DECU controls at the first limit
encountered, whether torque or N1. The dual engine takeoff power torque limit,
100% torque, is reached first in the cooler temperatures at lower altitudes, while
DECEMBER 22, 2005

FLIGHT MANUAL
the takeoff power N1 limit, 100.0% N1, is the one encountered first at all other
ambients. During conditions when torque is the limiting parameter or where one
engine may be torque limited while the other engine is N1 limited, the normal load
sharing of N1 may become split in order to enable each engine to achieve its
maximum output at the takeoff power limit, whether torque or N1. As power is
reduced from the takeoff power limit in this case, the load sharing readily reverts
n
back to N1. Limiting at the single engine ratings follows the same trend of being a
torque function at the cooler temperatures and lower altitudes and an N1 function
o
at all other ambient combinations. There is no need for automatic limiting of T5,
because the confirmation of positive T5 margins demonstrated in periodic power
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assurance checks verifies that T5 cannot exceed the limit value at any of the
ratings in all ambients.
Dual engine limiting at the takeoff power N1 limit includes a soft limiter logic that
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is intended to provide for minor excursions above and below the limit. Power
required variability introduced as a result of gust disturbances or flight control
inputs associated with winching, for example, or other precision hover tasks
flown near the performance limit are potential situations benefited by the logic. If
more power is needed to maintain the 107% reference speed than is available at
the limit, the soft limiter allows a minor transient excursion to 100.5% N1 that
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immediately begins reducing to the 100.0% limit at 0.1% N1 per-second. The soft
limiter logic is reset, and 100.5% N1 is again transiently available if a
complementary drop in power required results in N1 decreasing to 99.9%. The
r t u re
controlled compliance afforded by the soft limiter logic is a suitable compromise

between the benefits of limiter protection and the power requirement variability
that may accompany operations performed at or near the limit. The soft limiter
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will not act if the power demanded (collective position) continuously exceeds the
takeoff power limit to the degree that rotor droop occurs. The N1 stays at the limit
in this case and will not decrease to 99.9% or below until rotor speed has been
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restored to the 107% Nr reference.
Dual engine limiting at the takeoff power torque limit includes a ramping function
that applies an additional 1% torque for each 1% Nr droop below 106% Nr. This
accommodates the effects of limiter saturation and resultant rotor droop that
occurs when power demanded (collective position) continues to exceed the
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takeoff power torque limit. The maximum torque allowed by the logic is 105%
torque which is reached at approximately 101% Nr.
Single engine limiting defaults to the 30-Second rating upon recognition of engine
Un
failure. Using the collective mounted OEI switch, the pilot can select the 2-Minute
limiter and from that the OEI MCP limiter. An additional default logic that results
in the automatic rearming of the 30-Second limiter at N1 speeds less than 94.4%
inhibits selection of the other limits below that N1 speed and is provided to ensure
that the higher rating is automatically available for the approach and landing in
single engine operation. If the 2-Minute or OEI MCP limiter had been selected
during single engine flight, enroute for example, the 30-Second limiter would arm
itself as the power reduction for the landing descent was initiated. Annunciation
of the limiter selected, limiter usage, and impending expiration of the current
usage is clearly presented within the N1 indicator display. A dual-color
DECEMBER 22, 2005

FLIGHT MANUAL
Armed/Usage light located along the dashed red radial line representing the 30-
Second limit will be illuminated as amber when the engine is operating (usage) in
the 30-Second range or as green when the limiter has been selected (armed) but
the engine is not operating in the range. An Armed/Usage light for the 2-Minute
limiter positioned along the dashed yellow radial provides the same status
verification. The 30-Second amber light will begin flashing at 2 Hz rate as a
n
reminder after 27 seconds usage that the allowable duration limit is approaching,
and the 2-Minute light will flash similarly after 1 minute and 57 seconds. Because
o
continuous operation at the limit is for the OEI MCP rating, no light is provided.
The 30-Second light has the additional function of annunciating that 30-Second
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usage has been recorded. The occurrence of 30-Second usage is latched by the
DECU and reported by the illumination of the amber light when the engine is not
running (refer to Operating Limitations, Section I, Part 1 and to the Maintenance
Manual for required actions). Cumulative counter information of 30-Second and
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2-Minute usage stored in the DECU can be reviewed for confirmation on the IIDS
when the engine is not running.
An exception to the limiting associated with normal operations as described

above is encountered if an engine lever is retarded from the FLY position. In this
case the 2-Minute limit will be armed on the engine remaining in FLY and will be
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indicated as so, but the pilot is free to select and maintain any of the three single
engine limits as desired without regard to N1 speed; the 94.4% N1 default is
inhibited. The ECL out of fly logic precludes unwanted usage of the 30-Second
r t u re
rating during situations where an engine is retarded for maintenance

troubleshooting or other precautionary reasons such as the occurrence of a chip
detected. Inadvertent 2-Minute usage can be avoided in this case by reducing
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power to an approximate single engine equivalent before retarding an engine

lever from FLY. Down-selection to OEI MCP can also be used to avoid
cumulative usage counting.
Pr rif gis
Some DECU faults result in the removal of normal dual engine limiting and the
substitution of 30-Second or 2-Minute limiting in its place. This situation is clearly
presented when it occurs by the illumination of the respective armed light(s) in
the N1 indicator(s). Any of the Total faults detected on one engine will result in a
default to the 30-Second armed condition on the other engine. Adherence to the
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emergency procedure will preclude any 30-Second usage, but the 95.0% N1
default is functional in this case and this will result in the rearming of the 30-
Second limiter during approach even though the limiting may have been down-
Un
selected during enroute cruise. Several Degraded faults, FLY GATE and ones
affected by the loss of the cross channel data link (XTALK, COLL POSITN, and
PO), will result in 30-Second arming; N1 indicator light(s) displayed. In this case,
down-selection to a lower limit will be unaffected by the 94.4% N1 default which is
inhibited, but automatic 30-Second rearming will not occur in the event of an
engine failure. If down-selection had been used in the case of continued flight in
degraded operation, reselection of a higher limit in the event of engine failure is a
pilot responsibility.
The functionality and interaction of limiting during single engine operation

including defaults, controls, and indications are best summarized through
DECEMBER 22, 2005

Revised June 22, 2006
1-11
FLIGHT MANUAL
description and chronology of the system design point. If an engine fails, limiting
for the other engine automatically defaults to the 30-Second limiter. Confirmation
is given by way of an illuminated amber 30-Second usage light in the N1 indicator
display and indicated N1 that is at or below the limit depending upon power
required. If power required is low and indicated N1 is less than the 30-Second
range, the light will be illuminated as green. When 30-Second usage begins, the
n
light will be illuminated as amber. At 27 seconds of 30-Second usage, the amber
light begins to flash at a 2.5 Hz rate. The pilot selects the 2-Minute limiter using
o
the collective mounted limit select switch, and the same limiter light functionality
just described is displayed in the N1 indicator at the marked 2 Minute radial. After
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1 minute and 57 seconds, the pilot down-selects to the OEI MCP limiter in
response to the flashing amber light and continues a single engine climb or
cruise condition; there are no N1 armed or usage lights displayed. As power is
reduced to commence descent for a single engine approach and landing, the 30-
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Second limiter is automatically rearmed as N1 decreases below 94.4%. During
the entire sequence, the 30-Second limiter can be selected at any time, the 2-
Minute limiter can be selected if N1 is 94.4% or greater, and the OEI MCP can be
selected if N1 is 95.0% or greater but only from 2-Minute limiter operation; OEI
MCP cannot be selected during 30-Second operation.
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Blowaway
Blowaway is an escape logic associated with dual engine limiting that removes
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the takeoff power limiter in certain cases to provide for extraordinary and
unforeseen circumstances where increased power beyond the takeoff power limit
is required for continued safe operation. Extraordinary turbulence encountered in
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the final moments of a landing approach to an oil platform or pilot misjudgment of

closure rate upon landing to a confined area can serve as operational examples
where increased power beyond the limit could be an important contribution.
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The blowaway logic can be latched in either of two ways: a slow to moderate
rotor decay rate to 100% Nr or an excessive decay rate of 5% per-second or
greater occurring at 104% Nr or less. In both cases rotor droop is occurring
because more power is being commanded than the engines can deliver at the
takeoff power rating, but in the latter one, the logic is applied sooner to counter
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the faster rate, presumably related to a more urgent situation. Blowaway is reset
over a ten second interval that is initiated when Nr is restored and exceeds
106%.
Un
When the logic is tripped, the dual engine takeoff limit is replaced by the 2-Minute
single engine N1 limit or 115% torque whichever occurs first or in combination.
Although normally both engines will blowaway, one engine may trip in some
cases at the 100% Nr point if the droop rate is slow and enough power is realized
from it to arrest droop and increase the rotor speed before the other engine trips.
Other than in the colder ambients where 115% torque can be achieved at low N1
values, blowaway may be expected to result in 2-Minute N1 usage, and therefore,
time added to the cumulative 2-Minute counters.
DECEMBER 22, 2005

FLIGHT MANUAL
DECU FAULTS: TOTAL, DEGRADED AND MINOR
Fault detection through extensive self-examination and sensor output monitoring

is used to latch faults that are categorized into three groups: Total, Degraded,
and Minor. These faults may be reviewed in flight or on the ground through the
IIDS. In the event of a Total (dual channel) failure, the engine control employs a
n
fail fixed principle control that results in a constant power output at the point
where the failure occurred irrespective of changes in power required (collective
o
position, angle of bank, flare, etc.). Assuming the occurrence of a Total failure
during normal operation in the FLY position, a backup control is available utilizing
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the ENG TRIM switch. The engine will continue to run even if the ENG TRIM
switch is held in the full DEC position, although the N1 may be expected to
proceed well below idle and the engine out annunciations will likely be tripped.
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Typically, if a dual channel Total DECU failure occurs in cruise flight or other
condition of moderate power, the engine with the fault can be left at the fixed
power setting without need of adjustment for the remainder of the flight up to the
point where a transition for approach and landing is initiated. During this time, the
other engine's DECU continues to maintain rotor governing precisely at 107%
throughout a broad range of power changes applied at moderate rates from
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minimum to maximum power.
r t u re
NOTE
When one engine has experienced an actual (not

training) dual channel Total DECU failure, the 30-
io y C te
Second OEI limiter will be armed on the other engine,

the dual engine limiter will not be enabled, and the
pilot must take the action to limit power at the takeoff
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power limit if desired.
In flight, varying degrees of control performance degradation will accompany

some Degraded faults, while Minor faults have no effect and are principally
related to loss of redundancy due to sensor failure or loss of a parallel provision.
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Because the degradation associated with some faults (e.g., XTALK) may result in
little or no apparent change in flight and yet deteriorate upon transition to hover, it
is important to check for the presence of DECU faults as part of the pre-landing
checks. Similarly, Minor faults (e.g., FLY GATE) have no effect in flight but can
Un
alter normal ground operation such as engine shutdown.
Channel A is the default or normal channel for the DECU. A level 3 fault in
Channel A of the DECU will cause that channel to become inactive and control of
the DECU will be taken over by Channel B. All faults that occur in an inactive
channel will cause a MINOR system status box to appear on the first line of the
fault display after the fault description.
DECEMBER 22, 2005

FLIGHT MANUAL
DECU faults are decoded from the ARINC 429 bus and then displayed in
alphanumeric for the following DECU detected fault categories:
Level 3 faults (LVL-3) – If Channel A of the DECU fails, control of the DECU will
change to Channel B.
n
Total faults (LVL-3) – If both channels of the DECU fail, the stepper motors are
frozen in place and there is no output to the FCU metering valve. The engine
o
may be controlled through manual control utilizing the ENG TRIM switch on the
collective.
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Degraded faults (LVL-2) - varied degradation of normal control.
Minor faults (LVL-1) - loss of redundancy or other fault with no effect in flight.
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The specific DECU fault information listed in the subsequent text by category and
fault is intended to further describe the abbreviated message that is presented on
the IIDS when DECU fault information is displayed.
The DECU faults (Figure 1-54) are presented on the Performance page in the
advisory area after the DECU Fault Access pushbutton is depressed on the
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collective or the Barrier Filter Panel. These faults replace the advisories and can
be scrolled through only with the DECU Fault switch next to the Barrier Filter
r t u re
Panel. The top portion of the performance display will be rearranged to left and
right halves for the display of DECU fault information for the #1 and #2 engines if
present. The DECU fault area for the engine without faults will be blank, and if
there are no faults, the advisory area of the performance display will change
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state briefly to a blank area equal to four lines of text and then return to advisory
when either collective scroll switch or the DECU fault switch next to the Barrier
Filter Panel is activated. Pressing down on the collective scroll switch will only
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access the fault. Pressing straight down brings up the fault page on the
performance displays; pressing a second time recalls the normal advisory area.
Pushing forward or aft on the DECU fault switch next to the Barrier Filter Panel
scrolls the display to allow viewing of multiple faults one at a time. Last input
received is the command to both performance displays. If there is a DECU fault
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present, the pilot can view it by using the scroll switch, return to normal
advisories or power assurance or other mode, and then reselect the faults for
review at a later time.
Un
During flight, if a total or degraded fault is received from either DECU, it will be
announced by the appearance of a magenta arrow in the advisory area, left or
right center for #1 or #2 DECU respectively. Minor faults will not be announced.
DECU faults, whether or not announced by the magenta arrows, can be viewed,
put away and reviewed as desired through the use of the DECU Fault Access
switch. When a total fault has been latched by a DECU, the display of other faults
relative to that engine are inhibited in flight but can be viewed with weight on
wheels after landing. When multiple faults are present, a magenta arrow as
described above will announce the arrival of a new total or degraded fault. If a
green arrow appears on the shaft of the magenta arrow, it indicates that
DECEMBER 22, 2005

FLIGHT MANUAL
advisories are present under the DECU faults and can be viewed by depressing
a DECU Fault Access switch. If the power assurance has been selected, the
arrival of a new fault will automatically cancel power assurance.
The first line of a fault display is in a cyan color and announces the fault text,
followed by the system status box displayed in inverse video of Total, Degrade,
n
or Minor. The second line in magenta shows the fault description. The third line
summarizes the results of the fault. The fourth line gives guidance on how to
o
handle a degraded or minor fault. The faults are stored in the IIDS after shutdown
of the engines and will not be cleared until the next start. Once electrical power
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has been removed from the aircraft and reapplied, old faults will appear in white
and will follow any new faults on the scroll sequence. The old faults will
automatically clear during engine start. The status/recommendations of the third
and fourth lines are engine specific for some faults. This specificity is shown by
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example within the list of DECU faults shown in Table 1-1.
o rr d
r t u re
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Un
DECEMBER 22, 2005

Revised June 22, 2006 1-14A/1-14B
Un
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Pr rif gis
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on
FLIGHT MANUAL
Table 1-1. DECU Total/Degraded/Minor Faults

(Shown as #1 Engine)
NOTE
A System Status Box will be displayed at the far right
n
side of the first line of fault text. This status box
indicates the highest level of fault present.
o
TOTAL FAULTS
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NOTE
A Level 3 fault in Channel A of the DECU will cause
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that channel to become inactive and control of the
DECU will be taken over by Channel B. If both
channels detect a TOTAL fault, the metering valve
will freeze and the pilot must control the engine
utilizing the ENG TRIM switch.
o rr d
A Channel A Level 3 Fault (LVL-3) will read like the following:
r t u re
1 DECU A FAIL MINOR 1 DECU A FAIL MINOR

FCU RESOLVER LVL-3 WATCHDOG TRIP LVL-3
CHANNEL B ACTIVE CHANNEL B ACTIVE
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STEPPER LVL-3 FLY GATE LVL-3
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N1 SIGNAL LVL-3 P3/T1 LVL-3
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N2 SIGNAL LVL-3 P3/P0 LVL-3
Un
1 DECU A FAIL MINOR

SOFTWARE LVL-3
CHANNEL B ACTIVE
DECEMBER 22, 2005

FLIGHT MANUAL
Table 1-1. DECU Total/Degraded/Minor Faults (Continued)
A dual channel DECU Total Fault will read like the following:
1 DECU A FAIL TOTAL 1 DECU A FAIL TOTAL

FCU RESOLVER LVL-3 WATCHDOG TRIP LVL-3
n
1 MANUAL / 2 GOVERNS 1 MANUAL / 2 GOVERNS
CAREFUL COLL INPUT CAREFUL COLL INPUT
o
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STEPPER LVL-3 FLY GATE LVL-3
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1 DECU A FAIL
N1 SIGNAL LVL-3
1 MANUAL / 2 GOVERNS
CAREFUL COLL INPUT
TOTAL 1 DECU A FAIL
P3/T1 LVL-3
CAREFUL COLL INPUT
TOTAL

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N2 SIGNAL LVL-3 P3/P0 LVL-3
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1 DECU A FAIL TOTAL

SOFTWARE LVL-3
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CAREFUL COLL INPUT
DEGRADED FAULTS
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1 DECU A FAIL DEGRADE 1 DECU A FAIL DEGRADE

FLY GATE LVL-2 TORQUE TRIM LVL-2
NO LOAD SHARE TORQUE ERROR
CK ACTIV OEI LIMIT USE #1 TQ AT LIM
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RUNUP LVL-2 P3 DRIFT LVL-2
Un
PUT THROT IN FLY DGRAD TRANS RSPON

KEEP THROT IN FLY CAREFUL COLL INPUT

COLL POSITN LVL-2 P0 LVL-2
DGRAD TRANS RSPON DGRAD TRANS RSPON
CAREFUL COLL INPUT MONITOR N1/T5 LIMIT
DECEMBER 22, 2005

FLIGHT MANUAL
DEGRADED FAULTS (Continued)

T5 SIGNAL LVL-2 BLEED VALVE LVL-2
NO AUTO START MONITOR T5 LIMIT
n
NORM INDICATED T5 CAREFUL COLL INPUT
o
T1 LVL-2 X-TALK LVL-2
e t R py
isi
DGRAD TRANS RSPON N2 GOVERNING DGRAD
MONITOR N1/T5 LIMIT CK ACTIV OEI LIMIT
ev
Us en Co
P3 LVL-2
DGRAD TRANS RSPON
CAREFUL COLL INPUT
1 DECU A FAIL DEGRADE

FUEL SHUTOFF LVL-2
NO EFFECT IN FLT
VARIED SHUTDOWN
1 DECU A FAIL DEGRADE

TORQUE SIGNL LVL-2 FCU RESOLVR LVL-2
NO TORQUE LIMITING NO MANUAL TRNG
o rr d
USE #2 TQ AT LIMIT STAY IN AUTO
r t u re

T5 TRIM LVL-2 AIRFRM ARINC LVL-2
T5 ERROR NO AUTO PWR ASSR
io y C te
VARIED AUTO START LOG BOOK ENTRY

Pr rif gis
SW CONFIG LVL-2 OFFSET N1 LVL-2

DO NOT RUN ENGINE NO EFFECT IN FLT
LOG BOOK ENTRY LOG BOOK ENTRY

Ve re
MAN TRN ABORT LVL-2 OUT OF NEUTRL LVL-2

RESET MAN TRNG OFF DGRAD LIMITING
CAREFUL MAN TRNG CAREFUL COLL INPUT
MINOR FAULTS
Un
1 DECU A FAULT MINOR 1 DECU A FAULT MINOR

FLY GATE LVL-1 T5 COMPARE LVL-1
VARIED SHUTDOWN ENG/AIRFRM DIFF

AIRFRM N2 LVL-1 TORQ TRIM LVL-1
NO EFFECT THIS FLT NO EFFECT THIS FLT
DECEMBER 22, 2005

Revised June 22, 2006 1-16A
FLIGHT MANUAL
MINOR FAULTS CONTINUED)
RUNUP LVL-1 AIRFRM N1 LVL-1
KEEP THROTTLE IN FLY NO EFFECT THIS FLT
n
o
COLL POSITN LVL-1 ENG P0 LVL-1
USE X-CHAN DATA USING AIRFRM DATA
e t R py
isi
ev
Us en Co
DECU ALTRNATR LVL-1
USES DC ESS PWR
NO EFFECT THIS FLT
1 DECU A FAULT MINOR

DC ESS LOSS LVL-1
USES DECU ALTRNATR
CH A MAY FAIL AT IDLE

ENG T5 SIGNL LVL-1 ENG T1 LVL-1
USING AIRFRM DATA USING AIRFRM DATA
o rr d
r t u re

T5 TRIM LVL-1 DECU INTERN LVL-1
NO EFFECT THIS FLT NO EFFECT THIS FLT
io y C te

AIRFRM T5 LVL-1 AIRFRM P0 LVL-1
Pr rif gis
NO EFFECT THIS FLT INVALID PWR ASSR


CH A/B COM LVL-1 P0 COMPARE LVL-1
Ve re
NO EFFECT THIS FLT ENG/AIRFRM DIFF

Un

OSPD PROTECT LVL-1 AIRFRM T1 LVL-1
NO O/S PROTECTION INVALID PWR ASSR

T1 COMPARE LVL-1
ENG/AIRFRM DIFF
LOG BOOK ENTRY
DECEMBER 22, 2005

1-16B Revised June 22, 2006
FLIGHT MANUAL
DECU TOTAL FAULT SPECIFICS LISTED BY FAULT
On the Ground:
NOTE
n
FLY GATE can occur as a DECU TOTAL fault only if
detected with the engine shut off. If FLY GATE is
o
detected at power-up prior to start, the following
procedure may be attempted to reset the fault.
e t R py
isi
FLY GATE LVL-3
At electrical power-up on the ground, one or both switches that establish the
ev
engine lever to be in FLY position or not in FLY has malfunctioned.
Us en Co
Recommendations:
If encountered on the ground before start, shutdown and secure electrical power.
Advance the engine lever to the FLY position, check that it positions correctly to
FLY and then retard the lever to STOP. Switch battery or external power on and
o rr d
if FLY GATE fault remains present with blue light indications for total faults,
remove electrical power and correct before flight.
r t u re
In Flight or on the Ground:
NOTE
io y C te
The pilot actions for all DECU TOTAL faults

encountered in flight are the same irrespective of
Pr rif gis
which fault is detected. DECU TOTAL faults result in

manual engine control at the power setting that
prevailed at the point of detection. Refer to
procedures described in Part 1 Section lll,
Emergency Procedures.
Ve re
If encountered on the ground, abort the flight and shutdown. After resetting
electrical power, check for continued presence of the fault. Some faults that are
cleared using the reset procedure, verifiable by absence of blue # ENG
Un
CONTROL PRESS TO DIM lights and clearance of the current faults page on the
IIDS display, may re-latch during or after engine start if the failure cause remains.
Faults that are cleared will be stored in the IIDS as previous flight information
until engine start and then cleared.
There are no unique recommendations in response to the following DECU

TOTAL faults that are described for information purposes only. The procedures
described in Part 1, Section III, Emergency Procedures address the appropriate
pilot actions for continued flight following detection of a DECU TOTAL fault and
the resultant reversion to manual engine control.
DECEMBER 22, 2005

FLIGHT MANUAL
WATCHDOG TRIP LVL-3
A fault within the DECU’s continual self-diagnostic program has been detected.
FLY GATE LVL-3
n
One or both switches that establish the engine lever to be in FLY position or not
in FLY position has malfunctioned and the engine has been subsequently
o
shutdown, or the fault was encountered at power-up, before start (see above).
e t R py
isi
P3/T1 LVL-3
Two individual degraded faults have been detected, but the combined loss of P3
and inlet temperature (T1) results in a TOTAL fault.
ev
Us en Co
o rr d
r t u re
io y C te
Pr rif gis
Ve re
Un
DECEMBER 22, 2005

FLIGHT MANUAL
P3/P0 LVL-3
Three faults have been detected, but the combined loss of P3, pressure altitude
(P0) and loss of crosstalk communication between DECUs results in a TOTAL
fault.
n
FCU RSOLVER LVL-3
o
A TOTAL DECU fault occurs when the DECU stops receiving resolver
information while in manual engine control.
e t R py
isi
STEPPER LVL-3
Both stepper motors that control the metering valve position have failed.
ev
Us en Co
N1 SIGNAL LVL-3
Both the normal and redundant N1 signal inputs to the DECU have failed.
N2 SIGNAL LVL-3
o rr d
Both the normal and redundant signal inputs to the DECU have failed.
r t u re
SOFTWARE LVL-3
io y C te
A real time software fault has been detected in the DECU.
DECU DEGRADED FAULT SPECIFICS LISTED BY FAULT

Pr rif gis
FLY GATE LVL-2
Encountered during run-up from IDLE to FLY, the control is unable to recognize
that the engine lever is in FLY. There is no N1 matching with this condition. If the
engine lever is positioned in FLY, the engine will maintain 107% N2, but there
Ve re
may be little or no power contribution. The fault is latched and cannot be

corrected in flight.
Un
Recommendations:
If encountered on the ground, shut down and correct before flight.
If encountered in flight, check for presence of an OEI armed light on the other
engine and, if confirmed, consider selecting the OEI MCP limit. Any subsequent
demand for high power such as transition to hover will result in some power
contribution from the affected engine proportional to any droop encountered
when the normal engine reaches the OEI limit selected. If droop is not
encountered, power contribution from the affected engine was not needed.
DECEMBER 22, 2005

1-19
FLIGHT MANUAL
Use caution when proceeding with OEI MCP selected and select the desired
limit, 30-Second or 2-Minute, if required.
RUNUP LVL-2
The ECL position signal has failed. Engine will start with the ECL in FLY only.
n
Recommendations:
o
Start engines with rotor brake on.
e t R py
isi
COLL POSITN LVL-2
As a degraded fault, the collective position fault (normally a minor fault) has
ev
Us en Co
occurred in combination with a crosstalk fault (XTALK latched for both engines)
or with a collective position fault of the other engine.
If in combination with a crosstalk fault, there is no load sharing, no dual engine

limiting, both engines are functioning in proportional control, but without collective
position, the affected engine cannot govern effectively.
o rr d
If in combination with a collective position fault the other engine, transient N2
r t u re
excursions from the 107% reference will accompany collective inputs.
Recommendations:
io y C te
If in combination with a crosstalk fault, check for presence of an OEI armed

light on either engine and, if confirmed, consider selecting the OEI MCP limit.
Any subsequent demand for high power such as transition to hover will result
Pr rif gis
in some power contribution from the affected engine proportional to any

droop encountered when the normal engine reaches the OEI limit selected.
There is no consistent load sharing. Anticipate droop as low as 102% N2
during low power demand such as approach or collective reduction after
landing. Use caution when proceeding with OEI MCP selected and select the
Ve re
desired limit, 30-Second or 2-Minute, if required.
If in combination with a collective position fault of the other engine, use

Un
smaller and reduced rate careful collective inputs anticipating transient N2

excursions proportional to the input used.
T5 SIGNAL LVL-2
The redundant T5 signal sent directly to the DECU has failed. The start function
will be disabled. You will not be able to start the engine: correct before flight. The
cockpit T5 indicator uses another T5 signal and should remain normal. Engine
operation other than start is unaffected; however, power assurance cannot be
performed.
DECEMBER 22, 2005

1-20
FLIGHT MANUAL
Recommendations:
Continue flight, as there is no effect to the engine other than start.
T1 LVL-2
n
The inlet temperature sensor has failed and the DECU is using a default value to
ensure continued satisfactory operation with full power available, although with
o
degraded transient response.
e t R py
isi
Recommendations:
Observe T5 when operating at high power and control as necessary to

prevent exceeding limits. Minimize any transient degradation and load
ev
Us en Co
sharing by avoiding aggressive maneuvering and associated large or high
rate collective inputs.
P3 LVL-2
The determination of engine P3 has been lost, and the control is using a backup
o rr d
law based on N1 acceleration.
r t u re
Recommendations:
Use careful collective inputs to minimize any transient degradation in load

sharing and response. Avoid aggressive maneuvering and associated large
io y C te
or high rate collective inputs.
TORQ SIGNL LVL-2

Pr rif gis
Torque signal is unreliable. Normal torque limiting provided by the DECU will be
disabled. Power assurance cannot be performed.
Recommendations:
Ve re
Using the torque indication of the other engine as a guide, manually control
power to prevent exceeding limit.
Un
T5 TRIM LVL-2
The normal T5 corrections applied at power-up were not entered. Indicated T5

will be correct but T5 used during automatic start will be incorrect and a default
start schedule will be used.
DECEMBER 22, 2005

1-21
FLIGHT MANUAL
Recommendations:
Confirm that indicated T5 is correct by judging the T5 relationship with the

other engine. During engine start, remain prepared to abort the start in the
event of hot start.
n
TORQ TRIM LVL-2
o
The torque corrections normally applied at power-up were not entered. Indicated
torque will be erroneous. Power assurance cannot be performed.
e t R py
isi
Recommendations:
Using the torque indication of the other engine as a guide, manually control
ev
Us en Co
power at the limit to prevent exceedance.
P3 DRIFT LVL-2
The tracking of the P3 rate of change has exceeded an established boundary and
the control is using a backup law based on N1 acceleration. The fault may also
o rr d
accompany an engine flameout. Bleed valve failure detection test inhibited.
r t u re
Recommendations:
Use careful collective inputs to minimize any transient degradation in load

sharing and response. Avoid aggressive maneuvering and associated large
io y C te
or high rate collective inputs. If associated with an engine flameout, the fault
will be reset during an engine re-light.
Pr rif gis
P0 LVL-2
As a degraded fault, the pressure altitude sensor fault (normally a minor fault)
has occurred in combination with a crosstalk fault (XTALK latched for both
engines) or P0 fault of the other engine. The DECU is using default P0 value to
Ve re
ensure continued satisfactory operation with full power available. Additionally and
only if in combination with a crosstalk fault, there is no precise N1 matching, no
dual engine limiting, both engines are functioning in proportional control and as a
Un
result, 107% N2 governing will appear degraded slightly.
Recommendations:
Check for presence of the OEI armed lights, and, if confirmed, consider
selecting the OEI MCP limit. Use caution when proceeding with OEI MCP
selected and select the desired limit, 30-Second or 2-Minute, if required.
prevent exceeding limits. The use of smaller and slower collective inputs will
minimize excessive transient degradation in load sharing. If in combination
DECEMBER 22, 2005

1-22
FLIGHT MANUAL
with a crosstalk fault, anticipate droop as low as 102% N2 during low power
demand such as approach or collective reduction after landing.
BLEED VALVE LVL-2
The bleed valve has failed. If the valve failed in the open position, maximum
n
power is not available. If it failed in the closed position, there is a risk of engine
surging.
o
Recommendations:
e t R py
isi
prevent exceeding limits. Use careful collective inputs to minimize any
transient degradation in load sharing and response and avoid aggressive
ev
Us en Co
maneuvering and associated large or high rate collective inputs.
X-TALK LVL-2
The cross channel communication between engine DECUs has failed. There is
no precise N1 matching, no dual engine limiting and both engines are operating in
o rr d
proportional control.
r t u re
Recommendations:
Check for presence of the OEI armed lights, and if confirmed, consider
selecting the OEI MCP limit. Use caution when proceeding with OEI MCP
io y C te
selected and select the desired limit, 30-Second or 2-Minute, if required.

Anticipate droop as low as 102% N2 during low power demand such as
approach or collective reduction after landing.
Pr rif gis
FUEL SHUTOFF LVL-2
The electrical fuel shutoff valve has failed. The engine has lost overspeed
protection. When commanded, the DECU will shutdown the engine by means of
Ve re
the stepper motor. There is no effect in flight.
Recommendations:
Un
The engine can be shutdown using normal procedures. There will be a five
second delay before engine shutdown once the engine lever is moved to the
OFF position. The DECU will see the lever position below the known ILDE
position and will send a signal to shutdown the engine.
FCU RESOLVR LVL-2
The FCU Resolver has failed. The resolver measures the fuel metering valve’s
position. Manual engine control cannot be selected with a Degraded fault. If a
resolver fails while manual engine control is selected, the stepper motor does not
DECEMBER 22, 2005

1-23
FLIGHT MANUAL
know the fuel flow required to re-establish automatic control. A FCU RESOLVR
LVL-3 fault will be latched and the engine must be controlled manually.
Recommendations:
Manual engine control cannot be used. If a resolver fails while manual engine
n
control is selected, a FCU RESOLVR LVL-3 fault will be latched. Pilot must
control engine manually.
o
AIRFRM ARINC LVL-2
e t R py
isi
Airframe ARINC lost. No auto power assurance and loss of airframe P0, T0 and
T5 backup signals to engine.
ev
Us en Co
Recommendations:
N2 control in proportional mode. The N1 and torque twin-engine stops are

withdrawn; Failure reversible if detected not in run-up or flight mode.
SW CONFIG LVL-2
o rr d
Difference between airframe and DECU software versions. Engine control may
r t u re
not work.
Recommendations:
io y C te
Do not start or operate the engine.
Deleted.
Pr rif gis
MAN CTRL ABORT LVL-2
The engine has exited pilot selected manual control due to operating conditions
(pilot error or helicopter device problem) and has returned to automatic control.
Ve re
The fault is reversible if the problem does not appear two consecutive times in
ten seconds.
Un
Recommendations:
Ensure all manual control mode conditions are met before reselecting
manual control. Wait ten seconds before attempting to select. If manual
control criteria are not met, manual engine control cannot be selected.
DECEMBER 22, 2005

FLIGHT MANUAL
OUT OF NEUTRL LVL-2
Auxiliary metering valve is not in neutral position. Acceleration/deceleration and

maximum power available may be affected. Engine will not start.
Recommendations:
n
Avoid rapid collective inputs and high power requirements.
o
DGRAD NO INFO
e t R py
isi
IIDS detects loss of FADEC ARINC and FADEC DEGRADE DISCRETE.
DECU MINOR FAULT SPECIFICS LISTED BY FAULT
ev
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FLY GATE LVL-1
Encountered in the FLY position, the control is unable to recognize when the
engine lever is retarded from FLY. The DECU will recognize when the engine
lever is placed to the STOP position and will shut the engine down. The engine
cannot be placed in IDLE for cool down prior to shutdown.
o rr d
Recommendations:
r t u re
At shutdown, observe cool down requirements as stated in Part 1, Section II,

Normal Procedures and then retard the lever to STOP.
io y C te
RUNUP LVL-1
The engine control is unable to determine the engine lever position and variable
runup control is lost. As a result, normal operation, full power and governing will
Pr rif gis
be available when the engine lever is in the FLY position, but the engine will go
to or stay in idle for all other engine lever positions between IDLE and FLY.
Recommendations:
Ve re
Select or keep the engine lever in FLY for all normal operations. At
shutdown, the engine will decelerate to idle when the engine lever is pulled
from the FLY position and a normal shutdown following cool down will be
unaffected.
Un
COLL POSITN LVL-1
The engine is using collective position information of the other engine by way of
the cross channel communications link.
Recommendations:
If desired, use smaller and reduced rate collective inputs to avoid transient
degraded N1 matching.
DECEMBER 22, 2005

FLIGHT MANUAL
ENG T5 SIGNL LVL-1
The redundant T5 signal sent directly to the DECU has failed. The cockpit T5
indicator uses another T5 signal and should remain normal. The normal start
function is also still available as the DECU uses cockpit T5 signal as a back-up
source. Engine operation is unaffected; however, automated power assurance
n
cannot be performed.
o
Recommendations:
e t R py
isi
Continue flight, no effect to the engine other than automated power
assurance is not available.
T5 TRIM LVL-1
ev
Us en Co
No affect this flight. The normal T5 corrections applied at power up were not
entered. Indicated T5 will be correct, but T5 used during automatic start will be
incorrect and a default, as a default start schedule will be used.
Recommendations:
o rr d
Continue flight, no effect to the engine.
r t u re
TORQ TRIM LVL-1
Use calibration values read before power up. No affect this flight (until next power
io y C te
up)
DECU INTERN LVL-1

Pr rif gis
No affect this flight.
DECU ALTRNATR LVL-1

Ve re
Power input from the DECUs alternator has failed. The engine control will remain
powered by airframe DC Essential bus power. No affect this flight.
Un
DC ESS LOSS LVL-1
The engine control will remain powered by its dedicated alternator. No affect this
flight.
Recommendations:
At shutdown, cool the engine at 70% N1 with the engine lever positioned in
runup as required. Retard the engine lever to SHUTOFF following cool down.
The engine may flameout at less than 60% N1.
DECEMBER 22, 2005

1-26
FLIGHT MANUAL
T5 COMPARE LVL-1
There is a difference between airframe and engine T5 signals. No affect this

flight.
ENG T1 LVL-1
n
Engine T1 signal failure. DECU will use airframe T0 as backup. No affect this
o
flight.
e t R py
isi
ENG P0 LVL-1
Engine P0 signal failure. DECU will use airframe P0 as backup. No affect this
flight.
ev
Us en Co
AIRFRM T5 LVL-1
Failure of backup T5. No affect this flight.
AIRFRM T1 LVL-1
o rr d
Failure of backup T1. Engine power assurance not available. No affect this flight.
r t u re
AIRFRM P0 LVL-1
io y C te
No affect this flight. Engine power assurance not available.
CH A/B COM LVL-1

Pr rif gis
P0 COMPARE LVL-1
Difference between airframe and engine P0. DECU will continue to use engine
Ve re
P0. No affect this flight.
T1 COMPARE LVL-1
Un
Difference between airframe and engine T1. DECU will continue to use engine T1.
OSPD PROTECT LVL-1
Loss of overspeed protection. No effect unless actual over speed occurs, in

which case no automatic protection.
DECEMBER 22, 2005

1-27
FLIGHT MANUAL
AIRFRM N1 LVL-1
Loss of backup N1 signal to DECU. No affect this flight.
AIRFRM N2 LVL-1
n
Loss of backup N2 signal to DECU. No affect this flight.
o
COLL POSITN LVL-1
Loss of collective position signal to DECU. DECU will use crosstalk collective
e t R py
isi
position signal from other DECU. No affect this flight.
ARINC LOST
ev
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IIDS detects loss of FADEC ARINC.
ENGINE TRAINING MODE
The system has a training device to safely simulate maximum dual engine
performance and OEI operation modes without affecting the engine TBO.
o rr d
CAUTION
r t u re
The crew must ensure that the aircraft is loaded to

the training WAT curve or less before selecting any
mode of OEI training.
io y C te
For each engine the pilot can select:
● The training flight mode that derates dual engine power in the precise ratio
Pr rif gis
for the reduced weight training WAT curve.
● The training idle mode simulates an engine failure of the engine selected.
In this case the remaining engine will appear and function exactly as if an
actual engine failure of the other engine had occurred. The simulated failed
Ve re
engine is governed at 91% N2, can provide full power there if excessive
rotor droop is encountered, and when deselected the engine will readily
accelerate to join the other engine.
Un
A four-position switch, normally located behind the copilot’s Vne Power Off
placard, activates the system. Positions marked OFF, DUAL, ENG 1 and ENG 2
are provided. The system indicates the switching to training mode by an electrical
signal supplying an amber indicator light located on the instrument panel (Figures
1-2, 1-4, and 1-49) usually next to Copilot’s Vne Power Off placard. In addition,
the words TRNG PWR are displayed at the bottom of the pilot and copilot’s IIDS
performance pages.
Interlocks will inhibit OEI training idle if a DECU fault is detected or manual
training is selected. The training mode will not be selectable unless design
conditions are satisfied.
DECEMBER 22, 2005

FLIGHT MANUAL
MANUAL CONTROL
The system uses the collective mounted engine trim switch to manually control
the engine in the case of a total DECU fault. The FCU includes protection against
surge in the event excessive acceleration is commanded by the pilot and flame-
out if the engine is inadvertently commanded to a speed less than ground idle.
n
Manual control is automatic in the event of a Total DECU failure, or the pilot can
force manual mode by using the ENGINE CONTROL switch located on the aft
o
overhead switch panel (Figures 1-2 and 1-5). The ENGINE CONTROL switch is
electromagnetic and will automatically reset to the automatic mode if the
e t R py
isi
following criteria are met:
ACTION/CONDITION
ev
Us en Co
Throttle out of Fly Gate
(either engine)
Degraded Mode (LVL-2)
Active on either engine
a. Prohibit entry.
b. Exit out of manual mode.
a. Prohibit entry.
TOTAL Fault (LVL-3) a. Prohibit entry.
o rr d
Active on opposite engine b. Exit out of manual mode.
Opposite Engine Out a. Prohibit entry.
r t u re

OEI Training Activated Ignores command, engine stays in
manual mode.
Limit Exceedance Will exit manual mode if:
io y C te
a. N1 > 97.8 or < 48%

b. TRQ > 104%
c. N2 > 108.5 or < 100%
Pr rif gis
ENGINE OIL SYSTEM
Each engine has an independent dry sump oil system with separate oil coolers
and tanks between the engines. Oil capacity is about 1.25 U.S. gallons (1.04
Ve re
Imperial gallons or 4.73 liters) per tank. Oil flows from the tank to the engine-
driven oil pump, which distributes oil under pressure to lubricate the various
components of the engine. An oil filter, with a bypass, and an impending clogging
Un
indicator is incorporated into the system. Two magnetic plugs are installed, one
at the bottom of the gear box and the other at the bottom of the accessory drive
box. A magnetic chip detector installed at the outlet of the scavenge pump lights
a caution light when magnetic chips are detected. A caution light indicates low
pressure. Oil cooling for each engine is accomplished using air supplied by an N2
driven cooler blower through ducting to the oil coolers. Each engine also has a
fuel to oil heat exchanger located at the FCU.
DECEMBER 22, 2005

1-29
FLIGHT MANUAL
ENGINE LEVERS
NO. 1 and NO. 2 engine power control levers (ECL) on the engine control
quadrant (Figures 1-2 and 1-6) are connected electrically to the DECUs. The
engine control lever quadrant has three marked positions for normal operation:
STOP, IDLE, and FLY. Two stops limit the travel of the lever. The upper stop at
n
the FLY gate limits forward travel of the ECL, and establishes the FLY gate. The
lower stop establishes ground idle and prevents inadvertent shutdown. A trigger
o
on the lever allows retarding motion to shutdown. The trigger does not need to be
pulled to move the ECL from FLY. Pulling the fire extinguisher T-handle back will
e t R py
isi
also move the lever back to STOP.
ev
Us en Co
o rr d
r t u re
io y C te
Pr rif gis
Ve re
Un
DECEMBER 22, 2005

1-30
FLIGHT MANUAL
o n
e t R py
isi
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o rr d
r t u re
io y C te
Pr rif gis
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Un
Figure 1-3. Pilot’s Compartment
DECEMBER 22, 2005

1-31
FLIGHT MANUAL
TRANSPONDER
F CONTROL
W HEAD
D
NAV CONTROL
COLLINS HEAD
1600.0 XFR
0236
n
326.0 MEM I d
MEM tx
ADF
STO ATC
IDENT
ON
ADF CONTROL COMM CONTROL

V ALT
ADF STBY
ANT TONE
OFF
TEST
o
OFF PRE TEST
HEAD HEAD
PRE
COLLINS COLLINS COLLINS COLLINS
e t R py
XFR XFR XFR XFR
isi
126.82 113.00 113.00 126.82
MEM MEM MEM MEM
119.70 111.00 111.00 119.70
MEM MEM MEM MEM
STO COM NAV NAV STO COM

STO STO
SQ SQ
ON OFF ON HLD ON HLD ON OFF
OFF OFF
COMM
OFF TEST TEST TEST OFF TEST
ACT ACT ACT ACT
V V V V
CONTROL
HEAD
ev
Us en Co
REMOTE
INSTRUMENT
CONTROLLER
AUTOPILOT
CONTROLLER
COURSE 1
PULL
DIR
AP1
ON
SAS / ATT
SAS ATT
AP2
ON
TEST
ON
HEADING
PULL
SYNC
FDSEL
1 2
COLL
ON
RADALT
ON
COURSE 2
PULL
CPL
ON
DIR
VELHLD
ON
BARRIER FILTER
TEST PANEL
OFF PITCH CH1

o rr d
ROLL
YAW LFT / RT /
FWD AFT PLT INST LTS
AFCS INDICATOR
PBA
CH2
CPLT PLT
A
AFCS H PBS-250
r t u re
INDICATOR
BRIEFING OFF OFF
ON LAND PLAY PLAY SELECTION
PANEL
BRIEFING NON FLT GLR SHLD B
PASS BRIEFER
OFF OFF
FLIGHT
CONTROL
LWR CNSL
INSTRUMENT
OFF LIGHTING
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CONTROLS
DOOR OPEN WARN
CKPT
CABIN
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BAGG
EXT PWR
DOOR OPEN
WARNING PANEL
CABIN DOOR
LOCK
DOOR LOCK
UNLOCK
PANEL
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STICK TRIM
STICK TRIM PANEL
CLTV
CLTV
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ON
CYCL
CYCLIC
ON
COMPASS CONTROL
FREE FREE YAW
PARKING BRAKE
MAN SYN MAN SYN YAW

+ - + - ON
SLAVE SLAVE
NO. 1 NO. 2
EFIS BYPASS PARKING BRAKE

COMPASS CPLT PLT HANDLE
CONTROL
PANEL NORM
C
RADIO MASTER
RADIO MASTER
BYPASS
BYPASS PANEL
NORM
CC3650_1A
SA
Figure 1-4. Center Console (Sheet 1 of 2)
DECEMBER 22, 2005

FLIGHT MANUAL
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Figure 1-4. Center Console (Sheet 2 of 2)
DECEMBER 22, 2005

1-33
FLIGHT MANUAL
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Figure 1-5. OEI Training Mode Light and Switch

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EXT-FIRE TEST-DET NO. 1 NO. 2

ENG ENG ENGINE FIRE EXT
SHORT AFT BAG PRIME PRIME CONTROL RESERVE
O N O O
WARN P NO. 1 NO. 2 O
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O F F
E R F F MAN MAN F
N NORM F MAIN
M FWD AUTO
TEST
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CC3645
SA
Figure 1-6. Aft Overhead Switch Panel and Fire Extinguisher Control Panel
DECEMBER 22, 2005

1-34
FLIGHT MANUAL
ANNUNCIATORS
DECU ANNUNCIATORS
The DECUs discrete outputs for failure/advisory annunciations are all

open/ground logic and include Total, Degraded, and Minor fault flags, OEI 30
n
Sec and 2 Min Usage, OEI timer expiration, and OEI 30 Sec and 2 Min Limit
Armed.
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The IIDS receives and displays information from the DECUs via the ARINC 429
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bus to show cumulative time elapsed, and events of actual OEI usage. One light
is dedicated for OEI 30 SEC and the other for OEI 2 MN. The appropriate light
illuminates green to indicate what OEI limit is selected by the pilot and changes
to amber to denote usage.
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Following an engine failure, only the 30 SEC

selection is automatically made available. The pilot
may select 2 MIN if N1 is greater than 94.4%. OEI
o rr d
MCP may be selected if operating with 2-Minute
selected. The control will default to 30 Sec if N1
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decreases below 94.4% N1.
When an engine fails, the ENGINE OUT signal from the DECU illuminates the
ENGINE OUT annunciator on the master warning panel. When the engine is
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actually operating in the selected range of power, a countdown timer internal to

the DECU will start and the appropriate OEI light (30 SEC or 2 MN) will change
from steady amber to 2.5 Hz flashing amber at 27 seconds for 30 Sec Usage and
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1 minute 57 seconds for 2 Min Usage. The pilot may select 30-Second OEI
power if it is needed while in the 2-Minute limit. The amber light will extinguish
when the pilot reduces engine power below the selected limit. The IIDS displays
information via the ARINC 429 bus to show cumulative usage of 30 Sec and 2
Min Armed only. There are no OEI lights displayed when the OEI MCP limit is
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selected.
DECU TOTAL FAULT

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The annunciator ENG CONTROL is displayed on the master warning panel when
the DECU reports a Total fault. The IIDS decodes the ARINC 429 bus for Failure
Flags and Error Codes to determine specifically what caused the detected DECU
fault.
ENG CONTROL
The appropriate blue ENG CONTROL light is illuminated on the glare shield.
DECEMBER 22, 2005

FLIGHT MANUAL
X
F P
E
R
n
E
D I D
M
E I O
R F
F
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FL
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-ST
I DL
OP
E
-
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CC3647
SA
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Figure 1-7. Engine Control Quadrant

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FUEL PRESSURE WARNING LIGHTS
The #1 ENG FUEL PRESS or #2 ENG FUEL PRESS warning light on the engine
Pr rif gis
and composite displays (Figures 1-54 and 1-55) goes on when fuel pressure
drops below 7.25 PSI. Each low fuel pressure circuit is connected to the DC
essential bus by separate circuit breakers marked FUEL PRESS WARN.
ENGINE OIL LOW PRESSURE WARNING LIGHT

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The #1 ENG OIL PRESS or #2 ENG OIL PRESS warning lights on the engine
and composite displays (Figures 1-55 and 1-56) go on when engine oil pressure
drops below approximately 24 PSI. Each low-pressure circuit is connected to the
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DC essential bus by separate circuit breakers marked OIL PRESS WARN.
ENGINE CHIP DETECTOR CAUTION LIGHTS
The #1 ENG CHIP or #2 ENG CHIP caution lights on the engine and composite
displays (Figures 1-55 and 1-56) go on when metal chips are detected at the
outlet of the oil scavenge pump. After a light is switched on by the detector unit,
an electrical holding circuit will keep the light on until electrical power is removed
by pulling the appropriate circuit breaker, or until the electrical system is shut
down. Each chip detector circuit is connected to the DC essential bus by
separate circuit breakers marked CHIP DET.
DECEMBER 22, 2005

FLIGHT MANUAL
ENGINE FUEL FILTER CAUTION LIGHTS
The #1 FUEL FILTER and #2 FUEL FILTER caution lights provide an indication
of obstruction and imminent bypass.
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Engine Bleed-Air Advisory Annunciator
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The ENG BLEED AIR annunciator on the performance display (Figure 1-51) will
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go on whenever the engine bleed valve is open.
ENGINE STARTER AND IGNITION SYSTEM

(Figure 1-8)
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STARTER/GENERATORS
Starter/generators provide torque for engine starting when supplied with a DC

power source. After starting, the starter/generators are driven by the engine and
are the primary source of electrical power. The starter/generators, mounted on
o rr d
the engine accessory gear box, are connected to the DC essential bus when they
function as starters. Electrical power for engine starting may be provided by the
r t u re
battery, external power or from the opposite starter/generator, once the first
engine is started. Controls for starting consist of a master start switch and a
starter switch for each engine. Starter control circuits are connected to the DC
essential bus by three circuit breakers marked STR CONT (one for each engine)
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and MSTR START on the lower circuit breaker panel.
MASTER START SWITCH

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The MASTER START switch on the pilot upper overhead switch panel (Figure 1-
9) has two positions marked ON and OFF. ON provides DC starter power to the
individual starting circuits, which are then controlled by the engine starter
buttons; OFF removes power from starter circuits.
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ENGINE STARTER BUTTONS AND IGNITION

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The starter buttons in the knob of each ECL (Figure 1-7) provide DC power to the
starter and ignition systems for each engine. To perform a start, the MASTER
START switch must be ON, the engine lever in IDLE and the starter button
depressed. The DECU controls ignition, fuel introduction, and scheduling to
maintain T5 within start limits (the pilot is responsible for preventing hot starts).
Starter dropout at approximately 48% N1 is automatic. Ignition is provided only
during the starting cycle. The start is aborted by depressing the trigger and
retarding the lever to the STOP position. Dry venting is accomplished in STOP by
depressing the start button for the duration desired and releasing.
DECEMBER 22, 2005

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FLIGHT MANUAL
AIR INTAKE SLEEVE ENGINE ANTI-ICE SYSTEM
Hot compressor discharge air is used for anti-ice protection of the air sleeve
between the bellmouth and the engine air intake. An anti-icing air tube connected
to the compressor section, carries hot air forward and into the double skin air
sleeve. The system is controlled by a solenoid and is on when engine anti-ice is
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selected ON.
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Engine Anti-Ice Switches
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Two switches on the pilot overhead switch panel (Figure 1-9) marked ENG ANTI-
ICE - No. 1 - No. 2 have marked positions ON and OFF. Each switch controls the
solenoid valve in the engine anti-icing air tube of the corresponding engine. ON
provides anti-icing by opening the valve (deenergizing the solenoid). OFF closes
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the valve (energizing the solenoid).
Anti-Ice Caution Lights
The #1 and #2 ENG ANTI-ICE caution lights on the engine and composite
displays (Figures 1-55 and 1-56) will go on when an engine anti-ice pressure
o rr d
switch does not sense air pressure (valve does not fully open) when the
corresponding engine anti-ice switch is ON. The caution light and the ENG ANTI-
r t u re
ICE ON advisory light will also go on when an engine anti-ice pressure switch
senses air pressure (valve does not fully close) when the corresponding anti-ice
switch is OFF.
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Anti-Ice On Advisory Lights
The #1 and #2 ENG ANTI-ICE ON advisory light on the performance display

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(Figure 1-51) will go on whenever the corresponding engine anti-ice system is

operating regardless of the switch position. For normal operation (engine
operating) the light will go on when the switch is placed to ON. If the anti-ice air
valve does not close when the switch is placed OFF (engine operating), the
corresponding advisory and caution lights will be on.
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BARRIER FILTER SYSTEM

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The system consists of a barrier filter, pressure transducer and a maintenance

monitor panel.
The Barrier Filter is a porous media filter treated with oil to enhance filtration
performance. It is mounted inside the inlet plenum on the forward firewall, sealing
the engine bellmouth. The engine wash fitting is integrated into the filter face. A
differential pressure transducer converts the pressure difference between the
inside and outside of the filter.
DECEMBER 22, 2005

FLIGHT MANUAL
OVERSPEED TRIP
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IGNITORS
NO. 1 THROTTLE
STOPCOCK ON / OFF
FUEL VALVE
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INTERLOCK
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DC K21
ESSENTIAL NO. 1 ENG NO. 1 ENG
BUS START CONTROL START
NO. 1 ELECT VALVE /
DECU RELAY
INJECTOR
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BUTTON
NO. 1 ENG
START CONT
K5
NO. 1 START
GEN
MASTER
START
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(KY) MASTER
START CONT
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NO. 2 START
GEN
K6
NO. 2 ENG
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START CONT
STOPCOCK
OVERSPEED TRIP
K20
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NO. 2 ENG NO. 2 ENG

START CONTROL START
NO. 2 RELAY ELECT VALVE /
DECU INJECTOR
START
BUTTON
ON / OFF
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FUEL VALVE
NO. 2 THROTTLE
STOPCOCK
INTERLOCK IGNITORS
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STOPCOCK
CC2440A
SA
Figure 1-8. Engine Starting System
DECEMBER 22, 2005

1-39
FLIGHT MANUAL
Barrier Filter Maintenance Monitor Panel is used to indicate when the filter needs
servicing. Differential pressure of each engine is displayed as LED segments on
the monitor, each segment representing 1.5 in/H2O. Three advisories in the
middle of the panel indicate CHECK, MAINT, or CAUT. The advisories are
magnetically latched, and will be retained without electrical power. The TEST
button checks all aspects of the system with the exception of applying physical
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pressure to the differential pressure transducers. Depressing the TEST button
caused all LED indicators and filter condition lights to illuminate. Releasing TEST
o
button will clear the LED indicators, but not the advisories, which may only be
cleared by pressing and holding the RESET button for at least 5 seconds. The
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cautions and advisories are also annunciated on the IIDS.
Table 1-2. Barrier filter Maintenance Monitor
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Filter
pressure
differential
(in/H2O)
MONITOR LED
ILLUMINATION
MONITOR
ADVISORY
ILLUMINATION
IIDS
15.0 10
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13.5 9 CAUT CHK BAR FILT
12.0 8
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10.5 7
9.0 6 MAINT CHK BAR FILT*
7.5 5
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6.0 4
4.5 3 CHECK PWR ASSURANCE
3.0 2
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1.5 1
*Weight on Wheels indication
OVERSPEED ADVISORY LIGHTS

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The overspeed (O/S) lights for each engine are located on the IIDS performance
page on the N2 indicator. Their logic is described in the Table 1-3.
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Table 1-3. Overspeed Logic Tree
LIGHT OFF ON
N2 < 25% a) Eng. shutdown by NORM
overspeed
b) No rearm after test
START IMPOSSIBLE
N2 > 25% NORMAL NO OVSPEED
PROTECTION
DECEMBER 22, 2005

FLIGHT MANUAL
FUEL SYSTEM
(Figure 1-10)
Each engine has its own complete fuel system, which under certain conditions
can be connected to the opposite engine by crossfeed valves. Each system is a
suction-type supply system, and both systems operate in a similar manner. Two
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fuel tanks are mounted side by side beneath the baggage compartment floor.
The tank on the left supplies fuel to the No. 1 engine and is gravity-fueled
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through a filler neck on the left side of the fuselage. The tank on the right
supplies fuel to the No. 2 engine and is gravity-fueled through a filler neck on the
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right side of the fuselage. Suction to draw fuel from the fuel tank to the engine
fuel control unit is provided by the engine-driven fuel pump and jet-inducer unit.
Normal fuel flow is from the tank through the DIR position of the fuel selector
valve, through the jet inducer and filter assembly, and into the high-pressure
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stage of the gear pump. Fuel at pump pressure is supplied to the gas producer
fuel control. A bypass line returns fuel from the fuel control to the jet inducer and
also to the primer line leading to the opposite engine. The fuel crossfeed system
permits both engines to operate from either fuel tank, or either engine to operate
from the opposite tank. Positioning the fuel system control handles as shown
Table 1-4 uses fuel crossfeed. The primer system consists of a primer line
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extending from the fuel control bypass of one engine to the crossfeed line leading
to the opposite engine. A primer valve is contained in this line. One engine must
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be operating to supply priming fuel to the opposite engine. Positioning the fuel
system control handles as shown in Table 1-5 uses engine priming. Normally,
engine priming is not needed, since check valves in the system prevent fuel line
drainage back into the fuel tank. Refer to Table 1-6 for additional quantity data.
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NOTE
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Extended running of an engine in DIRECT with the

opposite engine's prime switch at ON and fuel lever
at PRIME or XFEED can result in vent overflow if
tanks are full.
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FUEL LEVERS
The NO. 1 ENG and NO. 2 ENG fuel levers are on the engine control quadrant
(Figure 1-7). The levers are connected by mechanical linkage to the fuel selector
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valve in each main fuel line. The quadrant has four positions marked OFF-DIR-
PRIME-XFEED. Detents on the valve at all positions except PRIME indicate
proper positioning of the lever. OFF closes the fuel line between a fuel tank and
its respective engine but does not close the crossfeed line to the opposite fuel
system. DIR opens the fuel line between a fuel tank and its respective engine.
DECEMBER 22, 2005

1-41
FLIGHT MANUAL
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Figure 1-9. Overhead Switch Panels
XFEED opens the fuel lines between this engine and the opposite tank. PRIME,
although not a true valve position, is used if the fuel line leading to one engine
has lost its prime. Fuel under pressure from the opposite engine or through the
ground primer connection is used to fill the evacuated line. The fuel line must be
full for the suction-type engine fuel pump to draw fuel from the fuel tank.
DECEMBER 22, 2005

1-42
FLIGHT MANUAL
Normally, priming is not necessary, except possibly after fuel line maintenance.
In addition to manual positioning, the lever will also be moved to OFF when the
respective T-handle is pulled to arm the engine fire extinguisher system.
ENGINE PRIME SWITCHES
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The NO. 1 ENG PRIME and NO. 2 ENG PRIME switches, on the aft overhead
switch panel (Figure 1-6) are lever-lock switches. Each switch is connected to an
o
electrical primer valve in the primer line of the opposite engine. To prime an
engine, the switch is selected to PRIME, with the fuel lever in PRIME. See Table
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1-5 for additional priming requirements. The No. 1 engine primer circuit is
connected to the No. 2 DC primary bus by a circuit breaker marked NO. 1 ENG
FUEL PRIME. The No. 2 engine primer circuit is connected to the No. 1 DC
primary bus by a circuit breaker marked NO. 2 ENG FUEL PRIME.
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FUEL PRESS
REQUIRED
NO. 1 FUEL
LEVER
NO. 2 FUEL
LEVER
NO. 1 TANK TO NO. 2 ENG OFF XFEED
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NO. 2 ENGINE
NO. 1 TANK TO NO. 1 ENG & NO. DIR XFEED
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BOTH ENGINES 2 ENG

NO. 2 TANK TO NO. 1 ENG & NO. XFEED DIR
BOTH ENGINES 2 ENG
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NO. 2 TANK TO NO. 1 ENG XFEED OFF

NO. 1 ENGINE
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Table 1-5. Engine Prime
FUEL PRESS NO. 1 FUEL NO. 2 FUEL PRIME

REQUIRED LEVER LEVER SWITCH
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TO PRIME NO. 2 ENG PRIME DIR NO. 1

NO. 1 ENG
ENGINE PRIME
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TO PRIME NO. 1 ENG DIR PRIME NO. 2

NO. 2 ENG
ENGINE PRIME
FUEL LOW LEVEL CAUTION LIGHTS
The #1 FUEL LOW and #2 FUEL LOW caution lights on the engine and
composite displays (Figures 1-55 and 1-56) light when 85 to 100 pounds of fuel
remains in the corresponding tank. The lights are connected to the No. 2 DC
DECEMBER 22, 2005

FLIGHT MANUAL
primary bus by circuit breakers marked NO. 1 FUEL LOW WARN and NO. 2
FUEL LOW WARN. Less than 20 minutes fuel remains when the lights go on.
Table 1-6. Fuel Quantity Data
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TOTAL CAPACITY USABLE
TANK U.S. Imperial Liters U.S. Imperial Liters
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Gallons Gallons Gallons Gallons
NO. 1 143.2 119.2 542 140.6 117.1 532
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NO. 2 143.2 119.2 542 140.6 117.1 532
TOTAL 286.4 238.4 1084 281.2 234.2 1064
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TRANSMISSION SYSTEM
The transmission system consists of three gear boxes and associated shafting
which transmit engine torque to the gear boxes. Each engine is connected to the
main gear box by freewheel units. The main rotor drive shaft, to which the main
rotor system is attached, extends upward from the main gear box. A drive shaft
o rr d
extends aft from the main gear box to the intermediate gear box at the base of
the tail rotor pylon. Shafting extends up the pylon to the tail rotor gear box, which
drives the tail rotor. The intermediate and tail gear boxes are splash-lubricated
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and have no pressure or temperature gages. An accessory drive section at the

rear of the main gear box drives the first and second stage hydraulic pumps, two
main gear box oil pumps, an AC generator, and a main gear box oil cooler
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blower.
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DECEMBER 22, 2005

1-44
FLIGHT MANUAL
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Figure 1-10. Fuel System
DECEMBER 22, 2005

1-45
FLIGHT MANUAL
TRANSMISSION OIL SYSTEM
Pressure for lubrication of the main gear box is provided by two oil pumps
mounted on and driven by the gear box accessory drive section. Oil is pumped
from the sump of the gear box through an oil filter and then to the oil cooler. A
thermostatically-controlled bypass valve directs the flow of oil either through the
n
core of the oil cooler if the oil is hot, or through the bypass line if the oil is cold.
An oil cooler blower is mounted on top of the gear box. The oil filler and oil level
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sight window are on the right side of the gear box.
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MAIN GEAR BOX OIL LOW-PRESSURE WARNING LIGHT
The MAIN XMSN OIL PRESS warning light, on the engine and composite
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displays (Figures 1-55 and 1-56) lights when oil pressure in the main gear box
drops below about 14 PSI. The system is connected to the DC essential bus by a
circuit breaker marked XMSN OIL WARN-PRESS.
MAIN GEAR BOX OIL HOT WARNING LIGHT

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The MAIN XMSN OIL HOT warning light, on the engine and composite displays
(Figures 1-55 and 1-56) lights when oil inlet temperature goes over about 120 °C.
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The system is connected to the DC essential bus by a circuit breaker marked

XMSN OIL WARN-TEMP.
GEAR BOX CHIP DETECTOR/OIL HOT SYSTEM

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The MAIN XMSN CHIP, INT GB CHIP/HOT, or TAIL GB CHIP/HOT engine and
composite displays go on when metal chips are detected in the oil sump of the
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respective gear box. "FUZZ" burn off units in each chip detector minimize false
indications of chips by burning off minute metallic particles (fuzz) that may collect
on the detector units and cause the caution lights to go on. The intermediate and
tail gear box caution lights will also go on whenever oil temperature goes over
about 140 °C. Once a light is switched on by the detector unit, a holding circuit
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will keep the light on until electrical power is removed by pulling the appropriate
circuit breaker, or until the electrical system is shut down. The chip
detector/overtemp systems are connected to the DC essential bus by circuit
Un
breakers marked CHIP DETECTOR-MGB and I/TGB.
ROTOR BRAKE SYSTEM
The rotor brake is a manually operated, hydraulically actuated system for

stopping the rotors at shutdown or holding the rotors while shut down, during
start or ground idle operation. The rotor brake system consists of a master
cylinder, pressure gage, accumulator/reservoir, rotor brake calipers, pressure
switch, and caution light.
DECEMBER 22, 2005

FLIGHT MANUAL
MASTER CYLINDER
The master cylinder (Figure 1-11) is mounted on the cockpit overhead. It is

operated manually to provide hydraulic pressure to actuate the rotor brake
calipers on the main gear box. The rotor brake is applied by pulling down and
pushing forward on the master cylinder handle. Two strokes are required to
n
develop the pressure necessary for stopping the rotor effectively. A pressure
relief valve set at 300 PSI prevents excessive application. The time required to
o
stop the rotor system can be controlled by varying the rate at which the master
cylinder handle is applied during the second stroke. For normal operation, the
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rotor brake should not be applied until rotor speed decreases below 65%. A clear
tray is installed under the cylinder as a leakage detector.
Accumulator/Reservoir
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The accumulator/reservoir is mounted on top of the main-transmission accessory
gear box. The unit includes an accumulator, reservoir, sight glass, relief valve,
and bleed valve and pressure switch. The relief valve relieves system pressure if
it goes over 300 PSI by venting fluid back to the reservoir. The accumulator
stores energy to extend rotor brake park time.
o rr d
Rotor Brake Caliper
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The rotor brake receives hydraulic power from the master cylinder and
accumulator. It consists of two opposed cylinder assemblies mounted in a
clamping arrangement, with the brake disc rotating between them. The brake
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disc is bolted to the main gear box tail takeoff flange.
ROTOR BRAKE CAUTION LIGHT

Pr rif gis
The ROTOR BRAKE caution light on the engine and composite (Figures 1-55
and 1-56) will be on when the hydraulic braking pressure is 10 PSI or above. The
caution light will go on as the rotor brake is applied and should be on before the
brake pucks begin to move. The light will be off when the master cylinder handle
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is in the off detent. The caution light circuit is connected to the DC essential bus
by a circuit breaker marked RTR BRK WARN.
ROTOR SYSTEM
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The rotor configuration is a single main rotor and anti-torque tail rotor. Both
systems are driven through the transmission, and blade angles are controlled
through the flight control system.
MAIN ROTOR SYSTEM
The main rotor consists of main rotor hub bolted to the main rotor drive shaft, four
main rotor blades, blade dampers, a swashplate assembly, and a bifilar vibration
absorber. The blades are attached to the main rotor hub by elastomeric bearings,
DECEMBER 22, 2005

FLIGHT MANUAL
which permit the blades to flap vertically, hunt horizontally, and rotate about their
spanwise axis. At low rotor speeds, anti-flapping restrainers limit the upward
movement of the blade and droop stops limit the downward movement. Droop
stops release at about 50% to 60% Nr increasing and are back in at about 45%
decreasing. Hydraulic dampers minimize hunting movement of the blades and
dampen the in-plane response of the blades when the rotor is started or stopped.
n
Flight control inputs are transmitted to the rotating blades through the
swashplate. The bifilar vibration absorber, mounted on top of the main rotor hub,
o
absorbs 3-per rev vibrations.
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Figure 1-11. Rotor Brake Master Cylinder
Main Rotor Blades
The four main rotor blades consist of a titanium spar and a Nomex honeycomb
core covered by a fiberglass skin. Titanium and nickel abrasion strips protect the
leading edge of the blade. A swept-back tip improves performance and reduces
DECEMBER 22, 2005

1-48
FLIGHT MANUAL
noise generated at the tip. Grounding of metal fittings and shielding with
aluminum mesh provides lightning protection.
TAIL ROTOR SYSTEM
A crossbeam tail rotor blade system provides anti-torque action and directional
n
control. The blades are of graphite and fiberglass construction. Blade flap and
pitch change motion is provided by deflection of the flexible graphite composite
o
spar eliminating all bearings and lubrication. The spar is a continuous member
running from the attachment joint of one blade, through the center hub, to the
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joint of the opposite blade. Like the main rotor blades, the four tail rotor blades
have a fiberglass skin that is internally supported by a Nomex honeycomb. Flight
control input is transmitted to the blades through control horns that twist the spar.
Grounding of metal fittings and shielding with aluminum mesh provides lightning
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protection.
ELECTRICAL SYSTEM
The primary source of electrical power is a 28 volt DC system. A 115-volt AC

system is powered by one AC generator and one (or two) stand-by inverter(s)
o rr d
powered by the essential bus.
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CIRCUIT BREAKER PANELS
Circuit breakers in the pilot's compartment are on three panels (Figure 1-12, 1-
13, and 1-14), two on the flight control housing between the pilot and copilot's
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seats and one in the overhead. The upper panel contains circuit breakers for
electrical circuits connected to the No. 1 and No. 2 DC primary buses. The lower
panel contains circuit breakers for electrical circuits connected to the DC
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essential and the No. 1 and No. 2 AC buses. The overhead panel contains circuit
breakers for the 26 VAC buses. The following circuit breakers are on the DC
junction box in the electrical compartment: GEN CONTR - NO. 1 and NO. 2,
BLWR PWR, and INV PWR.
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DC POWER SUPPLY SYSTEM

(Figure 1-15)
The primary power source for the DC system is two starter/generators. The
Un
secondary power source is the battery. For ground operation, an external source
of DC power may be used to supply power to the electrical system.
No. 1 and No. 2 Starter/Generators
A 200 amp starter/generator is mounted on the accessory gear box section of

each engine. They function as engine starters when provided with DC power
from the battery or an external power source. For starter operation, refer to
ENGINE STARTER AND IGNITION SYSTEM, in this section. After an engine
start when the engine is operating at idle, they function as DC generators.
DECEMBER 22, 2005

1-49
FLIGHT MANUAL
Generator control units regulate generator output and protect against

overvoltage, undervoltage, reverse current, and ground fault conditions.
Generator Switches
Two switches on the pilot upper overhead switch panel marked GENERATORS -
n
NO. 1 DC and NO. 2 DC have positions marked ON, OFF, and RESET. ON
connects each power distribution system when the generator control panel
o
senses that generator output is within limits. OFF switches off the generator and
disconnects it from the distribution system. If the generator has been dropped off
e t R py
isi
the line due to a momentary overvoltage or other fault (#1 or #2 DC GEN caution
light on), placing the switch to RESET and then ON will restore generator
operation. The reset circuits are connected to the DC essential bus by circuit
breakers marked DC GEN RESET.
ev
1.
Us en Co
Generator Contactors
Connects each generator to its primary bus if generator output is

acceptable to generator control panel.
2. Connects either generator to both primary buses if other generator is off or
o rr d
has failed.
r t u re
Battery Contactor
Connects battery to DC essential bus only. Disconnects battery from DC

io y C te
essential bus when external power is in use, when battery switch is off, or when a
batt feeder fault is sensed.
Pr rif gis
Battery Control Contactor
Connects battery to battery contactor if external power is not applied or no feeder

fault exists and battery switch is on.
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External Power Contactor
Connects external power to DC system except when one or both generators are
operating.
Un
Bus Tie Contactor
1. Connects DC essential bus to No. 1 DC primary bus when one or both

generators are operating or when external power is in use.
2. Isolates battery output from primary DC buses when operating on battery
only.
DECEMBER 22, 2005

1-50
FLIGHT MANUAL
ESS Bus RCVRY Contactor
Connects No. 2 DC primary bus to feed the DC ESS bus.
Generator Caution Lights
n
On when generator is off or inoperative and DC system is powered by other
generator, external power, or battery.
o
BATT HOT Warning Light
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isi
On when battery is in overtemp. When on, BATT OFF light will illuminate. Battery
in overtemp will be reconnected to the essential bus with subsequent dual
generator failure. When battery switch is off, light goes out.
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BATT OFF Caution Light
On when No. 1 DC bus is powered and battery switch is off, external power is in
use, during period of battery overtemperature, other battery malfunction or
battery feeder fault.
o rr d
BUS TIE OPEN Caution Light
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On if generator output does not go through the bus tie contactor to power the DC
essential bus. When on, DC essential bus is powered from battery only.
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BATT FEED FAULT Caution Light
On when a fault exists in feeder line between battery junction box and DC
Pr rif gis
junction box.
ESS BUS VOLTS LOW Caution Light
On when DC essential bus voltage drops to 23.5 to 24.5 volts DC.

Ve re
NOTE
Battery feeder fault on nose equipped aircraft only.
Un
Generator Test Switches
The GEN 1 and GEN 2 test switches are on a small panel marked TEST PANEL
(Figure 1-16) on the copilot's side of the instrument panel. Each switch has three
positions, marked GND FAULT, OFF, and OVERVOLT. GND FAULT and
OVERVOLT are used to test that the generator will drop off the line if either of
these conditions occur. To test the system, the switch is held at either GND
FAULT or OVERVOLT for 5 seconds, with the N1 of each engine at IDLE or
above. The generator should drop off the line as indicated by the lighting of the
generator caution light. To restore generator operation, the generator switch is
placed to RESET and then ON.
DECEMBER 22, 2005

1-51
FLIGHT MANUAL
Generator Caution Lights
The #1 DC GEN and #2 DC GEN caution lights, on the engine and composite
displays, go on when the respective generator has malfunctioned or the
generator switch is OFF and the DC system is operating from another power
source (other generator, battery, or external power). The lights are connected to
n
the No. 1 and No. 2 DC primary buses by circuit breakers marked DC GEN
WARN.
o
BATTERY
e t R py
isi
A nickel-cadmium 44-amp hour battery is installed in the left hand electrical
compartment in the nose of the helicopter or may be installed in the aft E-bay.
The battery is used for limited ground operations and as a secondary source of
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power in flight. The battery provides power only to the most essential equipment.
A battery overtemperature protection system automatically disconnects the
battery from the electrical system if battery temperature, due to normal
recharging, reaches 63 °C (145 °F). The battery is automatically reconnected to
the electrical system when its temperature drops to 52 °C (125 °F) or if both
generators malfunction. The battery will also be disconnected from the electrical
o rr d
system when external power is applied.
r t u re
Battery Switch
The BATTERY switch on the pilot upper overhead switch panel (Figure 1-9) has
positions marked ON and OFF. ON connects the battery to the DC essential bus
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except when DC external power is in use. OFF disconnects the battery from the
DC essential bus.
Pr rif gis
Ve re
Un
DECEMBER 22, 2005

1-52
FLIGHT MANUAL
CKPT FLOOD LT
ANTI-ICE ANTI-ICE ANTI-ICE ANTI-ICE
NO. 2 AC NO. 2 DC NO. 1 DC NO. 1 AC
n
10 35 35 10
o
e t R py
isi
DC GEN BUS #1 BLEED AC GEN ESS BUS BATT #2 BLEED BUS DC GEN
WARN TIE AIR WARN WARN WARN AIR TIE WARN
N
O 2 2 2 2 1 2 2
2 2
2
ev
FUEL LO WARN
Us en Co E NO. 1 FIRE BAR BAR FIRE NO. 2

N FUEL PRIME EXT FLTR NO. 2 NO. 1 FLTR EXT FUEL PRIME
G
2 5 1 2 2 1 5 2
LDG LT IIDS SEC CPLT IIDS VENT HEAT ECU

PWR PLT CTR CPLT CONT HTR CONT CONT CONT
20 5 5 5 5 2 4 4 2
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PLT HTR CPLT ADC CPLT CPLT WSHLD HTR CPLT PITOT HTR CPLT HTR
STATIC ACCESS ADC AP1 CONT CONT PWR WARN STATIC
4 2 2 10 2 2 10 2 4 N
N
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O O
CPLT EFIS AHRS AUX
2 EAD1 SG/DC EHSI FAN NO. 2 NO. 1
1
D D
5 5 5 1 5 5
C C
io y C te
P STBY EMER SMK INST LTG DIM CYC P

R ATT LTS DET PLT CNSL CPLT TRIM 1 R
I I
15 2 2 4 5 4 1
Pr rif gis
FLOAT LIGHTS PASS STAB NO. 1 AHRS

2-PWR-1 CONT POS CABIN FLOOD SIGN LIGHTS WARN
7.5 7.5 2 5 5 2 2 5 1
RADIO MSTR
#1 AHRS ICS
PRI PLT CONT NO. 2 NO. 1
Ve re
5 3 2 15 15
NO. 1 NO. 1 VHF RADAR

ADF
VOR CONT PWR RTA
Un
3 3 10 7.5 2
DC ESS 115 VAC REMOTE INV 26 VAC PRI

NO. 2 VHF PRI DC CONT
PWR CONT NO. 2 NO. 1 NO. 2 NO. 1 NO. 2 NO. 1 NO. 2 NO. 1
10 3 1 1 .5 .5 15 15 1 1
CC3651A
SA
Figure 1-12. Upper Circuit Breaker Panel, DC Primary Bus
DECEMBER 22, 2005

FLIGHT MANUAL
PLT PLT ADC ESS BUS BUS TIE INV WARN AC GEN CYC COLL MSTR
ADC ACCESS SENSE WARN NO. 2 NO. 1 WARN TRIM 2 TRIM START
2 2 1 2 2 2 2 2 1 2
n
FIRE CHIP STR OIL PRESS ENG AI OIL PRESS STR CHIP FIRE
EXT DET CONT WARN 2-ADV-1 WARN CONT DET EXT
o
5 2 7.5 2 2 2 2 7.5 2 5
N N
O ENG ENG ENG NEUT ENG AI NEUT ENG ENG ENG O
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isi
BACKUP CHB CHA POS CONT CONT POS CHA CHB BACKUP
2 1
E 5 5 5 5 2 2 5 5 5 5 E
N N
G G
ENG ENG FIRE DETECTOR FUEL PRESS ENG ENG
WARN OVSPD NO. 2 NO.1 TEST 2-WARN-1 OVSPD WARN
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D
C
3
PLT PITOT HTR

PWR
10
5
WARN
2
2
CHIP DET
MGB
2
2
1 / TGB
2
2
SVD SHUT OFF

NO. 2
2
NO. 1
2
2
2
XMSN OIL WARN CPLT LDG GR

TEMP
2
PRESS
5
ANNUN POS LTS
2 4
3
2
D
C
E E
S MSTR CAU RTR BRK WSHLD SVO PRESS DOOR DFCS LDG GR S
o rr d
S RESET WARN WIPER WSHR 2-WARN-1 LOCK WARN ANNUN CONT S
2 2 10 2 2 2 7.5 4 1 2
r t u re
PLT EFIS SVO JAM LAMP SEARCH LT ANTI-

EADI SG / DC EHSI FAN 2-WARN-1 TEST PWR CONT COLL LT
5 5 5 1 2 2 3 20 2 4
io y C te
PLT PLT NO. 2 AHRS RAD MSTR AUD CPLT

ICS AP2 PRI WARN PWR CONT PAGE BRIEF WARN ICS
3 10 5 1 10 2 7.5 2 2 3
Pr rif gis
FLOAT AVIO PLT CLOCKS NON-FLT AUTO

2-PWR-1 CONT SW UNIT ANNUN PLT CPLT INSTR DIM RTN
7.5 7.5 2 2 4 1 1 4 2
PLT IIDS IIDS HTR CTR IIDS CPLT AIR DATA RADAR
Ve re
PRI CONT PLT CTR PRI CONT IIDS PRI DISP IND
5 5 2 2 5 5 5 1 3
DC GEN NO. 2 DME XPDR RAD LIGHTS DC GEN

Un
RESET VOR ALT SEC UTIL BAG RESET
2 3 2 3 2 2 2 5 2
N PLT WSHLD AFCS AFCS CPLT WSHLD N

O HTR PWR IND 2 IND 1 HTR PWR O
2 1
15 1 1 15
A A
C C
CC3760
SA
Figure 1-13. Lower Circuit Breaker Panel, DC Essential and AC Bus
DECEMBER 22, 2005

FLIGHT MANUAL
CPLT PLT
AP1 AP2
1 1
NO. 1 AHRS NO. 2 AHRS
n
ATT HDG ATT HDG
1 1 1 1
N
O N
1 O
o
PLT CPLT PLT CPLT 2
SG SEC SG PRI SG PRI SG SEC
2
6 2
6
1 1 1 1
V
V
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A
isi
C A
C
AP RESET
1 2
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Us en Co CC3648
SA
Figure 1-14. Overhead Circuit Breaker Panel, 26 VAC Bus

o rr d
BATTERY HOT WARNING LIGHT
r t u re
The red BATT HOT warning light on the engine and composite displays (Figures
1-55 and 1-56) lights whenever the battery is disconnected from the electrical
system due to overtemp. When the battery cools it is automatically reconnected
io y C te
to the electrical system and the light will go off. The warning light is inoperative
when the battery switch is OFF. The BATT OFF caution light on the engine and
composite displays will also light when the BATT HOT light goes on.
Pr rif gis
BATTERY OFF CAUTION LIGHT
The BATT OFF caution light on the engine and composite displays (Figures 1-55
and 1-56) lights whenever the DC system is operating and the battery is
disconnected from the DC essential bus. The light is connected to the No. 1 DC
Ve re
primary bus by a circuit breaker marked BATT-WARN.
Battery Feed Fault Caution Light (Optional) (for nose battery installation)
Un
The BATT FEED FAULT caution light on the engine and composite displays
(Figures 1-55 and 1-56) lights when there is a ground fault in the battery feed
line. The light is connected to the ground fault panel by circuit breaker marked
BATT.
Battery Feeder Fault Test (Optional) (for nose battery installation)
The battery feeder fault test switch (Figure 1-16) checks the integrity of the
ground fault panel and associated current transformers by simulating an
unbalance in the current sensing circuit as a result of a ground fault. When the
DECEMBER 22, 2005

Revised June 22,2006 1-55
Un
1-56
NO. 2 DC
NO. 2
Ve re
ON GENERATOR NO. 2 DC
O CONTACTOR PRI BUS
F
F
Part 2, Section I
RESET
BATTERY
BATT HOT BUS
Pr rif gis
NO. 2 DC STARTER
GENERATOR WARNING
AND GENERATOR BATT OFF
LIGHT CAUTION
CONTROL PANEL BATTERY LIGHT
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ON BATTERY BATTERY DC ESS
O CONTROL CONTACTOR BUS
#2 DC F CONTACTOR
GEN F
BATTERY
r t u re
CAUTION LIGHT CAUTION
LIGHT
CAUTION BATT FEED ESS BUS
FAULT
o rr d
EXT LIGHT VOLTS
POWER LOW
#1 DC EXTERNAL
GEN ON POWER
O CONTACTOR CAUTION
CAUTION LIGHT F
Us en Co
DECEMBER 22, 2005

LIGHT
FLIGHT MANUAL
F
BUS TIE
EXTERNAL OPEN
NO. 1 DC STARTER
Figure 1-15. DC Electrical System

POWER
GENERATOR
AND GENERATOR
e t R py
CONTROL PANEL ESS BUS
BUS TIE
RCVRY
NO. 1 DC CONTACTOR
CONTACTOR
NO. 1
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ON GENERATOR N0. 1 DC
O CONTACTOR PRI BUS
F
F
RESET CC0807A
SA
SA 4047-76C-15
isi
o n
FLIGHT MANUAL
o n
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isi
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o rr d
Figure 1-16. Panel; Float Test, Generators Test
and Engine Overspeed Test
r t u re
BATT FEED FAULT test switch is held to either the FWD or AFT position and
then the battery is turned on, the BATT FEED FAULT caution lamp illuminates
and the battery is automatically disconnected from the DC essential bus.
io y C te
Releasing the test switch and setting the battery switch to OFF and then ON
resets the ground fault monitoring circuit.
Pr rif gis
External Power
A 28 vdc external power receptacle is on the right side of the fuselage aft of the
main landing gear door. External power will supply power to the entire DC
system. When external power is being used, the batteries are automatically
Ve re
disconnected from the DC system. When either generator is operating, external

power is automatically disconnected from the DC system.
External Power Switch

Un
The EXT PWR switch on the pilot upper overhead switch panel (Figure 1-9) has
two positions marked ON and Off. ON connects DC external power to the DC
system except when one or both DC generators are operating. OFF disconnects
the external power supply.
DC POWER DISTRIBUTION SYSTEM
DC power is distributed through three buses. The No. 1 DC primary bus is

powered by the No. 1 generator and the No. 2 DC primary bus is powered by the
No. 2 generator. The DC essential bus is connected to No. 1 generator output
DECEMBER 22, 2005

1-57
FLIGHT MANUAL
through a bus tie contactor. If either generator is inoperative as indicated by the

lighting of the appropriate DC GEN caution light, the other generator will provide
power to all three buses. If both generators are inoperative and external power is
not in use, only the DC essential bus will be powered from the batteries. The
lighting of both DC GEN and BUS TIE OPEN caution lights indicates this
condition. External power will power all three buses unless one or more
n
generators are operating; then external power will be disconnected from the DC
system.
o
EMERGENCY LOAD SHED SWITCH (OPTIONAL)
e t R py
isi
The EMER LOAD switch on the pilot upper overhead switch panel (Figure 1-9), if
installed, has positions marked NORM and SHED. The switch is kept at NORM
during normal operation of the electrical system. If both DC generators should
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Us en Co
fail, the primary buses are dropped from the system and the battery powers the
DC essential bus only. The lighting of both DC GEN cautions lights and the BUS
TIE OPEN caution light indicates this condition. To prolong battery output, the
switch may be placed to SHED. In this position, the following equipment is shed
from the DC essential bus:
o rr d
● Anti-collision lights
● Non-flight instrument lights
r t u re
● ATC transponder
● Weather radar (if installed)
● Copilot clock
● Data NAVIGATION (if installed)
io y C te
● DAFCS
● EHSI
DC Essential Bus Recovery System
Pr rif gis
If the DC essential bus voltage should go below 24 volts with one or both DC
generators operating, the ESS BUS VOLTS LOW caution light and a locator light
positioned above the ESS BUS RCVRY switch will illuminate. When this occurs,
the pilot may manually place the ESS BUS RCVRY switch ON, thereby initiating
Ve re
the following actions:
NOTE
Un
The DC Essential Bus Recovery System is disabled

when the No. 2 DC generator is off line.
1. Disconnecting the No. 1 DC generator from all loads-indicated by #1 DC

GEN caution light illuminating.
2. Disconnecting the bus tie contactor - indicated by BUS TIE OPEN caution
light on.
3. Connecting the No. 2 generator directly to the DC essential bus. At this

time the ESS BUS VOLTS LOW caution light and the locator light above
DECEMBER 22, 2005

1-58
FLIGHT MANUAL
the ESS BUS RCVRY switch will go out, indicating that the voltage on the
DC essential bus is greater than 24 volts.
With the ESS BUS RCVRY switch ON all three busses should be powered by the
No. 2 generator.
n
Essential Bus Volts Low Caution Light
o
The ESS BUS VOLTS LOW caution light on the engine and composite displays
(Figures 1-55 and 1-56) lights whenever the DC essential bus voltage goes
e t R py
isi
below 24 volts with the No. 2 primary bus powered.
Essential Bus Recovery Switch
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The ESS BUS RCVRY switch, normally mounted on the pilot's side of the center
console, has positions marked ON, OFF and TEST. The switch is kept in the
OFF position during normal operation of the electrical system. If the ESS BUS
VOLTS LOW caution light illuminates, the pilot may manually place this switch to
the ON position, thereby disconnecting the No. 1 generator feed to the essential
bus and providing a path to power the DC essential bus directly from the No. 2
o rr d
generator.
r t u re
When held to the TEST position a simulated low voltage condition causes the DC
essential bus voltage sense relay to illuminate the ESS BUS VOLTS LOW
caution light.
io y C te
A locator light, positioned above the switch, will illuminate whenever the ESS
BUS VOLTS LOW caution light is on.
Pr rif gis
Bus Tie Open Caution Light
The BUS TIE OPEN caution light on the engine and composite displays (Figures
1-55 and 1-56) lights when the circuit is open between the DC primary busses
and the external power receptacle or the DC essential bus. Then, only the battery
Ve re
can provide power to the DC essential bus, and the battery will not be recharged
by generator output. The caution light is connected to the DC essential bus by a
circuit breaker marked BUS TIE WARN.
Un
NOTE
The bus tie contactor will sometimes close

momentarily when some DC equipment is switched
on with battery as the only DC power source. A flash
of the BUS TIE OPEN caution light and possible
flashing of the DOOR OPEN or other caution lights
and a flicker of those instruments powered by the DC
primary bus will indicate this transient.
DECEMBER 22, 2005

FLIGHT MANUAL
AC POWER SUPPLY SYSTEM

(Figure 1-17)
The power source for the AC electrical system is two static inverters. The AC
generator provides power for the heated windshield only, and is not connected to
the ac power supply system.
n
Static Inverters
o
The static inverter is powered by the dc electrical system. Each inverter provides
e t R py
isi
single phase, 400 Hz, 115 vac at 250 VA, and 400 Hz, 26 vac at 150 VA to the
power distribution system. The inverters have integral overvoltage and
undervoltage protection, reverse polarity protection, and over and under
frequency protection. A dedicated circuit provides information to the IIDS power
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monitor. A separate ON/OFF switch on the master switch panel controls each
inverter. Failure indication consists of the IIDS caution NO. 1 INV FAIL for the
No. 1 inverter and NO. 2 INV FAIL for the No. 2 inverter. The No. 2 inverter is
powered by the dc essential bus and the No. 1 inverter is powered by the No. 2
dc primary bus
o rr d
The No. 1 inverter supplies ac power to the No. 1 primary 115 vac bus, and the
No. 1 primary 26 vac bus. The No. 2 inverter supplies ac power to the No. 2
primary 115 vac bus, and the No. 2 primary 26 vac bus. If either inverter fails, the
r t u re
appropriate caution light(s) will illuminate and the remaining inverter will supply
power to all ac buses through cross connects. The caution light(s) will remain
illuminated as long as the inverters are inoperative. One channel of DAFCS may
io y C te
disengage when an inverter failure occurs or when a failed inverter becomes

operative, but it may be reengaged. Both channels of DAFCS will disengage if
both inverters fail.
Pr rif gis
AC Generator
A three-phase 10 KVA generator is mounted on and driven by the main gear box.
A generator control unit regulates generator output and protects against
overvoltage, undervoltage, under frequency and feeder fault. A DC permanent
Ve re
magnet generator (part of AC generator) powers the generator control circuits.

Three-phase AC is required if the windshield heater is installed. The AC
generator is interlocked with engine out warning system. Loss of either engine
Un
will cause the AC generator contactor to de-energize, dropping the AC generator

off line.
AC Generator Switch
The GEN - AC switch on the pilot upper overhead switch panel (Figure 1-9) has
three positions: ON, OFF, and TEST. ON connects the generator to the AC
power distribution system when the generator control panel senses that
generator output is within limits. OFF switches off the generator and disconnects
it from the AC system. If the generator is dropped off the line due to a momentary
overvoltage or other fault (AC GEN caution light on), placing the switch to OFF
DECEMBER 22, 2005

FLIGHT MANUAL
then ON will restore generator operation. The TEST position may be used to test
generator output before connecting it to the AC distribution system (switch on). If
generator output is satisfactory, placing the switch to TEST when operating at
107% Nr will cause the AC GEN caution light to go off.
AC Generator Test Switch
n
A small panel marked TEST PANEL (Figure 1-16) is on the copilot's side of the
o
instrument panel. The panel has two switches, one marked UNDERVOLT - OFF
- and OVERVOLT and the second marked FEEDER FAULT and OFF. The
e t R py
isi
switches are used to test that the generator will drop off the line if any of the
above conditions occur. Each condition is tested separately by holding a switch
at the desired position for about 5 seconds and then releasing it. The generator
should drop off the line as indicated by the lighting of the AC GEN caution light.
ev
ON.
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To restore generator operation, the AC generator switch is placed to OFF, then
AC Generator Caution Light
The AC GEN caution light on the engine and composite displays (Figures 1-55
and 1-56) lights when the DC essential bus is energized and the AC generator is
o rr d
inoperative. Engine failure detection will also result in loss of the AC generator.
The caution light is connected to the No. 2 DC primary bus and the DC essential
r t u re
bus by circuit breakers marked AC GEN WARN.
AC Generator Bearing Caution Light

io y C te
The rotor shaft of the AC generator has a set of main bearings and a set of
auxiliary bearings. Normally the main bearings carry the rotor shaft load and the
auxiliary bearings are clear of the shaft. If the main bearings fail, the auxiliary
Pr rif gis
bearings will take over the rotor shaft load. Then, a bearing failure switch will light
the AC GEN BEARING light on the engine and composite displays (Figures 1-55
and 1-56). Operation on the auxiliary bearings is limited to 5 hours. The caution
light is connected to the No. 2 DC primary bus and the DC essential bus by
circuit breakers marked AC GEN WARN.
Ve re
AC POWER DISTRIBUTION
Un
AC power is distributed from the inverters through 4 single-phase AC primary

buses.
DECEMBER 22, 2005

FLIGHT MANUAL
1 NO. 1 INV PWR

MONITOR
1 INV FAIL
CAUTION
n
IIDS
NO. 2
15 DC PRI NO. 1 PRI
BUS
o
115 VAC
e t R py
#1 INV NO. 1 PRI
isi
26 VAC
ON
OFF
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Us en Co NO. 1
INVERTER
o rr d
r t u re
15
io y C te
2 DC ESNTL
BUS
2 1
1
Pr rif gis
1 NO. 2 INV PWR

MONITOR
#2 INV
Ve re
2 INV FAIL
ON
CAUTION
OFF
IIDS
Un
NO. 2 PRI
115 VAC
NO. 2
INVERTER
NO. 2 PRI
26 VAC
CC3762
SA
Figure 1-17. AC Power System
DECEMBER 22, 2005

FLIGHT MANUAL
SPZ-7600 DIGITAL AUTOMATIC FLIGHT CONTROL SYSTEM (DAFCS)
The SPZ-7600 is a fully coupled, four axis (pitch, roll, yaw and collective) flight
control system combining autopilot and flight director functions. The system also
incorporates several additional features to reduce pilot workload: auto trim,
heading hold, automatic turn coordination, and auto level.
n
The autopilot provides two basic modes of operation: Stability Augmentation
o
System (SAS) and Attitude Retention (ATT). The SAS mode provides short-term
rate damping during hands-on flying while the ATT mode is used for hands-on or
e t R py
coupling to the flight director.
isi
The flight director provides steering commands which can be manually flown by
the pilot or can be coupled to the autopilots for fully automatic flight path control.
ev
Us en Co
The system consists of two FZ-706 flight control computers, a PC-700 autopilot
controller, two MS-700 flight director mode selectors, two P&G air data
computers, and an AL-300 command display. It is integrated to a variety of
avionics equipment such as NAV receivers (short range and long range),
gyros/AHRS, radar altimeters and cockpit indicators including Electronic Flight
Instrument System (EFIS) to provide pilot workload relief.
o rr d
Aircraft control inputs are achieved through the use of series actuators in pitch,
r t u re
roll and yaw. There are three series actuators per system, each with a linear
stroke of ±8 mm which is equivalent to ± 5 percent of total control authority per
actuator. Series actuator position is displayed on an AFCS indicator panel
io y C te
located in the pedestal.
Auto trim is achieved through parallel rotary actuators in pitch and roll with 100
percent authority. These actuators also provide magnetic brake and artificial feel
Pr rif gis
functions. A similar rotary actuator also provides collective control and trim. An
electro-hydraulic pedal damper/trim actuator provides yaw trim.
Autopilot malfunctions are annunciated on a DAFCS caution panel located on the

instrument panel.
Ve re
SYSTEM COMPONENTS AND OPERATION

Un
The following text is intended to familiarize the pilot with the major components of
the SPZ-7600 and their functions and operation within the system. For additional
information refer to the SPZ-7600 DAFCS System Maintenance Manual,
Honeywell Publication No. 09-1169-23.
Flight Control Computer
The FZ-706 is a digital flight control computer that is responsible for performance
of all functions and features of the autopilot and flight director.
DECEMBER 22, 2005

1-63
FLIGHT MANUAL
Two FZ-706 computers are installed to provide flight director coupling and
redundancy. Normal operation is with both systems on, however, either system
may be operated independently. The copilot's system is designated No. 1; the
pilot's system is No. 2. Both FZ-706 computers are identical and interchangeable
in the installation. When both systems are engaged, the computers are in direct
communication with each other via a serial data bus.
n
Autopilot Controller
o
The PC-700 Autopilot Controller, Figure 1-18, controls engagement of the
e t R py
autopilots as well as some flight director functions. The autopilot controller is
isi
located in the pedestal.
ev
Us en Co
o rr d
r t u re
io y C te
Pr rif gis
Figure 1-18. PC-700 Autopilot Controller
The left half of the autopilot controller contains switches dedicated to basic
autopilot functions and operates as follows:
Ve re
AP1 Engages or disengages autopilot No. 1. With cyclic trim on,

pressing the pushbutton switch will engage the system in the
ATT mode and the pushbutton light will annunciate on. The AP
Un
is turned off by again pressing the switch.
AP2 Same as AP1 except controls engagement of the autopilot No.

2.
DECEMBER 22, 2005

1-64
FLIGHT MANUAL
NOTE
If an amber AP1 or AP2 caution light is on,
engagement of the appropriate system may be
inhibited.
SAS/ATT Controls autopilot mode of operation in either SAS or ATT.
n
Pressing the pushbutton switch engages the mode illuminated
on the button.
o
ATT (Attitude Retention)
e t R py
isi
Normal operation is with both autopilots ON in the ATT mode.
If the autopilot(s) were engaged in SAS, the ATT mode is
selected by ensuring that the STICK TRIM CYCLIC switch is
ev
Us en Co ON and then pressing the SAS/ATT switch to illuminate ATT.
The ATT mode provides attitude retention, always returning
the aircraft to the desired reference attitude after being
disturbed. The attitude reference is updated every time cyclic
Force Trim Release (FTR) is pressed and released. Small
changes in attitude may be made using the four-way beep trim
o rr d
switch on the cyclic. Using this switch changes the pitch
attitude reference 2 degrees/second or the roll attitude
r t u re
reference 3 degrees/second of switch actuation. Pitch and/or

roll attitude beep is inhibited whenever a flight director mode is
selected for the appropriate axis. If only one axis is coupled to
io y C te
the flight director, the remaining axis will stay in the ATT mode.
For example, if HDG is selected on the FD mode selector, roll
attitude beep will be inoperative, but pitch attitude beep is still
functional.
Pr rif gis
When no lateral flight director modes are engaged, the ATT

mode provides a heading hold feature.
At airspeeds above 60 knots, the autopilot roll axis will hold
present heading. Roll beep is useful in making small
Ve re
adjustments to the heading hold reference. If roll attitude is

beeped less than 6 degrees left or right, the aircraft will return
to wings level after the pilot releases the beep switch. The
Un
aircraft will make a small heading change and this new

heading will be used as the heading hold reference. If roll
attitude is beeped in excess of 6 degrees from wings level, the
attitude will be maintained until beeped out or FTR is actuated
and the aircraft returned to within 6 degrees of wings level.
At airspeeds below 60 knots, heading hold is transferred to the
yaw axis (regardless of ATT or SAS mode selection) and all
roll beep attitudes will be maintained (including values less
than 6 degrees). This is useful for hovering in crosswinds.
DECEMBER 22, 2005

1-65
FLIGHT MANUAL
While in a hover, pedal turns can be performed manually by
placing feet on the pedal switches, turning to the desired
heading and releasing the pedal switches. If desired, the pedal
turn can also be done by using the left/right yaw beep switch
on the collective until the desired heading is obtained.
n
NOTE
o
• Feet must remain off pedal switches for heading hold to
operate.
e t R py
isi
• During single system autopilot operation above 60 knots, the
autopilot roll axis will normally hold heading. However, if
excessive roll activity is experienced in turbulence it may be
ev
Us en Codesirable to fly with feet on the pedal switches. This action
will cause the autopilot to hold wings level.
The ATT mode also provides auto trim in the pitch, roll and
yaw axes. This feature ensures that the series actuators are
always working from their normal, centered position for
optimum authority. Auto trim will be inoperative in pitch and roll
o rr d
during SAS mode operation.
r t u re
NOTE
Auto trim is automatically disabled when Aircraft On

io y C te
Ground (AOG) conditions are satisfied. Refer to the

Preflight Test description in the Tests and Continuous
Monitoring section.
Pr rif gis
When both autopilots are engaged, the auto trim feature will
automatically retrim the controls when both series actuators in
any axis are displaced 10 percent or more from center for
more than 1/4 second.
Ve re
If only one autopilot is engaged, auto trim will operate when a

single series actuator is displaced 25 percent or more from
center for more than 1.5 seconds. Additionally, 1/4 second
Un
auto trim is enabled as long as collective FTR is pressed plus

10 seconds. This prevents the single pitch axis actuator from
saturating during rapid collective movements thereby
improving longitudinal stability.
If auto trim is not functioning, the pilot may manually retrim the
controls by referring to the actuator position meters on the
AFCS indicator panel. For pitch and roll, the pilot presses
cyclic FTR and moves the cyclic in the direction of needle
deflection indicated on the panel. For yaw, the pedal switches
DECEMBER 22, 2005

1-66
FLIGHT MANUAL
are pressed and the pedals are moved in the direction of the
needle to center the actuator(s).
Detent switches are built in on the pitch, roll and collective trim
servos. When the controls are moved without using the
appropriate FTR, the artificial feel spring (bungee or force
n
gradient) will be felt and the detent switch will be open (out-of-
detent) which will prevent auto trim from working. Upon
o
release of the controls, the spring should return the stick to the
trimmed position and close the detent switch (in-detent). Auto
e t R py
trim will then be allowed to function.
isi
The pedals have a force switch installed which performs the
same function as a detent switch. However, there is no feel
ev
spring present and the pedals will simply remain in the position
Us en Co input by the pilot.
Automatic turn coordination is provided in both the SAS and

ATT modes. In the event that the inclinometer ball is not
centered, the left/right yaw beep switch can be used to center
the ball at airspeeds above 60 knots.
o rr d
SAS (Stability Augmentation System)
r t u re
The SAS mode provides stability augmentation via short-term

rate damping to reduce pilot workload and improve basic
io y C te
aircraft handling qualities. The SAS mode is normally used at a

hover or any time the pilot desires to be hands-on flying the
aircraft.
Pr rif gis
To engage the SAS mode, the SAS/ATT button is pressed to

illuminate SAS. The Autopilot(s) will automatically engage in
SAS or revert to SAS whenever the STICK TRIM CYCLIC
switch is OFF.
Ve re
TEST Pressing the TEST switch enables a two-level preflight test of

both flight control computers. Faults detected during preflight
test are displayed as error codes on the AL-300 display. Level
Un
1 preflight test checks all essential parameters necessary for

safe flight. Level 1 test should be performed before the first
flight of the day or before a planned IMC flight.
Level 2 tests are performed to allow more thorough

troubleshooting of system problems. Refer to the Tests and
Continuous Monitoring section.
DECEMBER 22, 2005

1-67
FLIGHT MANUAL
NOTE
Preflight test is inhibited in flight.
The preflight test is initiated after engine start with throttles at

FLY and engine torques matched, aircraft dc and ac power
n
operating normally, all gyros valid (i.e., attitude and heading
flags out of view), flight directors inflight directand autopilot(s)
o
off. Hands and feet should be off the controls during preflight
test to prevent nuisance error codes.
e t R py
isi
CAUTION
During these tests the tip path plane of the rotor is
ev
actually being deflected. Use caution not to endanger
Us en Co
persons or objects near the helicopter rotor disc.
Upon completion of the preflight test, any errors detected will

be displayed as error codes on the AL-300 display and the
SBY button on the flight director mode selectors will flash. To
proceed, the SBY buttons are pressed to display next error
o rr d
code in sequence. Error codes should be recorded and
reported to the maintenance technicians. If no Level 1 error
r t u re
codes were shown, the AL-300 should display END 1 with

SBY flashing on the flight director mode selector. At this point,
the pilot may turn off test by pressing the TEST button on the
io y C te
autopilot controller and then engage the autopilots or proceed

with Level 2 test by pressing SBY.
If no Level 2 error codes were present, the autopilot(s) may

Pr rif gis
then be engaged.
For a detailed description of preflight test performance, refer to

the preflight test description in the Tests and Continuous
Monitoring portion of this section.
Ve re
The right half of the autopilot controller contains switches that

pertain to flight director selection and coupling.
Un
VEL HLD Engages the Velocity Hold (VEL HLD) mode. VEL HLD may
be engaged if airspeed is less than 60 knots. In this mode,
accelerometer based, short-term inertial velocity is used in the
pitch and roll axes to assist the pilot in hovering the aircraft.
The pilot may still maneuver the aircraft normally with the
cyclic stick or may change the velocity reference by: a) use of
the four-way beep switch on the cyclic to vary longitudinal and
lateral velocity; b) positioning the cyclic with FTR until the
desired velocity is reached; or c) moving the cyclic against trim
DECEMBER 22, 2005

1-68
FLIGHT MANUAL
(out-of-detent) until the desired velocity is obtained and then
gently releasing the cyclic (in detent).
The Radar Altitude Hold (RAD ALT) mode may be used with
the hover mode to provide beep selectable hover height.
n
NOTE
o
The VEL HOLD mode is recommended for dual
system operation. Due to reduced actuator control
e t R py
authority, the pilot should be more attentive if VEL
isi
HOLD mode is selected during single system
operation.
ev
Engaging VEL HLD will bring the pitch and roll pointers into
Us en Co view. If not previously decoupled, CPL will engage

automatically. This mode may be hand flown by turning CPL
off and following the pitch and roll pointers.
COLL The collective switch is a collective couple switch in that if a 3

cue mode or RAD ALT is selected, the COLL ON annunciator
o rr d
will automatically light indicating the collective axis is engaged.
To fly 3 cue or RAD ALT with manual collective control, the
r t u re
pilot can press COLL to turn off the collective servo. The
collective mode will remain selected, and the pilot may then
hand-fly by following the collective pointer on the EADI.
io y C te
NOTE
• For enroute cruise flight in any turbulence, 2-cue operation is

Pr rif gis
recommended to prevent excessive collective activity.
• The FZ-706 flight control computer limits dual or single

engine power to approximately normal cruise power in
accordance with Table 1-7.
Ve re
RAD ALT The RAD ALT mode is used to couple the radar altimeter to
the collective to maintain a selected reference. With a valid
Un
radar altimeter, the RAD ALT mode may be engaged at radar

altitudes below 2000 feet AGL.
The RAD ALT reference is selected by: a) using the fore or aft
positions of the four-way collective beep switch; or b)
positioning the collective using its FTR until the desired radar
altitude is reached. The reference will continue to be displayed
on the AL-300 for 5 seconds after beep switch or FTR release.
RAD ALT mode may be disengaged by again pressing the
DECEMBER 22, 2005

1-69
FLIGHT MANUAL
RAD ALT switch or by pressing the remote SBY switch on the
appropriate cyclic grip or the SBY button on the FD mode
selector.
When in the RAD ALT mode, the collective command bar on

the Electronic Attitude Director Indicator (EADI) will be biased
n
out of view if the radar altimeter becomes invalid. When the
RAD ALT mode is engaged at low altitude, the pilot should be
o
attentive to the collective and hover height.
e t R py
Table 1-7. FZ-706 Collective Limiting for S-76C++ Arriel
isi
TORQUE REFERENCE(2)
(COLLECTIVE LEVER
ev
RESPONSE TO ARRIVAL
Us en Co
100%
N1
Greater than
T5
Not defined
TORQUE
Greater than
torque limit(1)
AT LIMIT)
Decrease proportional to
exceedance until below
limit
Greater than Not defined Not defined Collective freezes (CLTV
o rr d
100.0 for 5 annunciator on)
seconds
r t u re
Greater than Not defined Greater than Collective freezes (CLTV

or equal to torque limit annunciator on)
101.0 for any plus 4%(1)
io y C te
time period
NOTES:
Pr rif gis
1. Torque limit occurs between 96 ±4% and 100 ±4%.
2. Torque reference is a computer term that is not equivalent to cockpit

torque.
Ve re
WARNING
The collective RAD ALT mode is not intended to
function as a terrain following or terrain avoidance
Un
mode in forward flight. The collective command is

rate limited and will not climb the helicopter over
rapidly rising terrain.
FD SEL 1/2 Selects which flight director and mode selector is coupled to
the autopilots. This switch also determines which computer
drives pitch, roll, and yaw auto trim, and the collective actuator.
DECEMBER 22, 2005

FLIGHT MANUAL
The flight director selected is referred to as the active flight
director. Modes may be selected on both flight directors
simultaneously; however, the aircraft will only be steered by
the commands of the flight director selected on this switch.
When using this switch, the newly selected flight director is
automatically placed into standby (SBY), if not already in
n
standby. This prevents coupling to possibly old or invalid
information. A green CPLT FD light illuminates on the aircraft
o
IIDS panel when FD1 is selected.
e t R py
NOTE
isi
FD1 and FD2 heading/navigation coupling is
restricted to the copilot's and pilot's primary EHSIs,
ev
respectively.
Us en Co
CPL ON CPL ON indicates that the pitch and/or roll axis of the autopilot
is coupled to the steering commands of the active flight
director. Couple will automatically be engaged whenever a
mode is selected on the active flight director mode selector
and when both autopilots are in the ATT mode. Coupling is
o rr d
automatically inhibited when a FD mode selector mode is
engaged and only one AP is on. At times, the pilot may desire
r t u re
to uncouple the autopilots and manually steer the aircraft to

satisfy the pitch and roll commands on the EADI. This may be
done by pressing the CPL switch to extinguish ON. Thereafter,
io y C te
the switch must be pressed to reengage CPL mode. Automatic

coupling can be reactivated by again pressing the CPL switch
to illuminate ON or by cycling either AP off and back on.
Pr rif gis
Flight Director Mode Selector
Flight director modes are engaged by pressing the appropriate buttons on the
MS-700 Flight Director Mode Selector, Figure 1-19.
Ve re
There are two MS-700 FD mode selectors in the instrument panel, Figure 1-50.
The No. 1 (copilot's) mode selector is connected to the No. 1 (copilot's) FZ-706
flight control computer. The No. 2 (pilot's) is connected to the No. 2 FZ-706. Both
Un
mode selectors may be used simultaneously to select flight director functions, but
only the flight director selected on the FD SEL 1/2 button on the autopilot
controller will be coupled to the autopilots.
Normal operation is in the CPL (coupled) mode with the autopilots following the
commands of the active flight director. However, the pilot may deselect the pitch
and roll coupling, using the CPL button on the autopilot controller and manually
steer the aircraft by following the steering commands on the EADI. Flight director
coupling is automatically inhibited if only one autopilot is engaged.
DECEMBER 22, 2005

1-71
FLIGHT MANUAL
The terms 2 cue and 3 cue will be seen in the following paragraphs describing
flight director modes and operation. This refers to the number of steering
command bars (cues) seen by the pilot during flight director mode engagement.
2 Cue refers to the pitch command bar and roll command bar displayed on the
EADI during use of flight director modes requiring only pitch and roll control
n
inputs.
o
e t R py
isi
ev
Us en Co
o rr d
r t u re
io y C te
Figure 1-19. MS-700 Flight Director Mode Selector

Pr rif gis
3 Cue refers to the pitch, roll, and collective command bars displayed on the
EADI during use of flight director modes requiring collective control in addition to
pitch and roll. Specifically, the collective cue will always appear on the left side of
the EADI whenever IAS is engaged along with VS, ALT, ILS, or ALT PRE. If
Ve re
coupled to the autopilots, the collective actuator will automatically manage the
collective to keep the cue centered between the two triangles on the reference
scale. If the pilot desires to manually satisfy the collective command, he may turn
the collective coupling off by turning off the COLL switch, located on the autopilot
Un
controller. The collective is then adjusted manually as required to keep the cue
centered.
When flying 3 cue, the IAS (Indicated Airspeed) command will always be
presented on the pitch command bar. Therefore, the collective command will
maintain VS (Vertical Speed), ALT (Altitude) or GS (Glideslope) as appropriate.
The only exception to this is the GA (Go-Around) mode. In this case, the pitch
command bar will give a command to climb the aircraft at approximately 750
DECEMBER 22, 2005

1-72
FLIGHT MANUAL
FPM while the collective will command appropriate power to maintain at least
best rate of climb speed (Vy) of 75 knots.
There are a total of 12 modes available on the MS-700, including SBY (Standby).
The roll, or lateral, modes include HDG select, NAV, VOR APR, and BC. They
are located in the left most column of the mode selector.
n
The pitch modes occupy the two right columns and include, VS, ILS, IAS, ALT,
o
DECEL, ALT PRE, and GA. All modes are described in more detail below.
e t R py
HDG The heading select mode enables the pilot to select a desired
isi
heading by first adjusting the bug on the EHSI and then
pressing the HDG switch. If enroute heading changes are
required, simply dial in the new selected heading while already
ev
engaged and the aircraft will follow the bug to the new
Us en Co heading. Any previously selected lateral mode will be canceled

when HDG is engaged.
If the heading source becomes invalid, the roll command bar

will bias out of view but the HDG annunciator will remain on.
o rr d
NOTE
r t u re
FD1 and FD2 hdg/navigation coupling is restricted to

the copilot's and pilot's primary EHSIs, respectively.
io y C te
IAS The indicated airspeed hold mode will always control airspeed
through the pitch mode, even when more than one pitch axis is
engaged (i.e., 3 cue). When pressed, this mode will establish
Pr rif gis
the current IAS as the reference. The reference may be

changed (beeped) by fore-aft motion of the four-way beep
switch on the cyclic or by pressing the cyclic FTR while
maneuvering to a new airspeed which will become the new
reference when the FTR is released. The AL-300 will display
Ve re
the reference for 5 seconds after mode engagement or release

of the beep switch or cyclic FTR.
Un
If the air data sensor becomes invalid, the pitch command bar
will bias out of view but the IAS annunciator will remain on.
NOTE
The IAS reference displayed on the AL-300 is

provided by the P&G air data computer. Therefore,
the reference may differ slightly from indicated speed.
DECEMBER 22, 2005

1-73
FLIGHT MANUAL
ALT Altitude hold mode. Upon engagement, the current altitude will
be maintained. Altitude changes are made by pressing FTR on
the cyclic (if 2 cue), flying to the new altitude, then releasing
FTR. When flying 3 cue (collective engaged), altitude is
maintained with collective. Therefore, collective and collective
FTR are used to fly to the new altitude. As with the IAS mode,
n
the new reference will be established and maintained upon
release of the FTR switch.
o
If the air data sensor becomes invalid, the corresponding
e t R py
command bar (pitch or collective) will bias out of view. The
isi
ALT annunciator will remain on.
VS The vertical speed mode is normally used by pressing this
ev
switch and then selecting the VS reference on the AL-300 with
Us en Co fore-aft motion of the four-way beep switch on the cyclic if

flying 2 cue. If 3 cue (collective engaged), the reference is
selected using the four-way beep switch on the collective. The
reference will be blanked from the AL-300 five seconds after
selection. If desired, the mode may be engaged after manual
achievement of the desired climb or descent rate. During
o rr d
operation, the rate present at the moment of release of FTR
will then be the reference until a new reference is selected
r t u re
(beeped) or manually flown.
An invalid air data sensor will cause the command bar to bias
io y C te
out of view. The VS annunciator will remain on.
NOTE
Pr rif gis
If IAS is engaged, vertical speed may be manually

achieved using collective and collective FTR.
ALT PRE The altitude preselect mode is used to perform an automatic

level-off and capture of a desired altitude.
Ve re
To use this mode, the desired altitude is selected using the

SET knob on the AL-300 display followed by pressing the ALT
Un
PRE mode button on the FD mode selector. The pushbutton

will annunciate ARM. At this point, initiate the climb or descent
toward the desired altitude as follows:
Engage the VS mode. The AL-300 will annunciate FT/MIN

x100 and display the vertical speed reference.
If the IAS mode is also engaged, beep in the desired vertical

speed reference on the AL-300 using fore-aft motion of the
four-way beep switch on the collective or manually reposition
DECEMBER 22, 2005

1-74
FLIGHT MANUAL
the collective (using the force trim release trigger) to establish
the vertical speed.
If the IAS mode is not engaged, beep in the desired vertical

speed reference using fore-aft motion of the four-way beep
switch on the cyclic or manually reposition the cyclic (using
n
force trim release) to establish the vertical speed.
o
After establishment of the vertical speed reference, the AL-300
will continue to display the selected altitude until the flight
e t R py
director automatically transitions into ALT hold as described
isi
below.
As the aircraft nears the desired altitude, the ARM
ev
annunciation will change to CAP and the VS mode will
Us en Co disengage. The aircraft will then begin to level-off to capture

the selected altitude. When the aircraft reaches the selected
altitude, CAP will extinguish and ALT hold will turn ON. The
aircraft will now remain in ALT hold.
NOTE
o rr d
• The selected altitude may be changed while in the ALT PRE
r t u re
ARM phase by simply dialing in the new reference on the

AL-300 and adjusting the VS reference if required. However,
if the flight director has transitioned into ALT PRE CAP,
io y C te
level-off will still occur at the previously selected reference. If

it is desired to fly to the new reference, repeat the above
arming procedure.
Pr rif gis
• The ALT PRE mode should not be used to make altitude

changes of less than 300 feet or degraded performance may
result.
An altitude alert function is an optional feature of the SPZ-7600 system. This

Ve re
function will provide visual and aural annunciation as the aircraft approaches, or
deviates from, the selected altitude. To operate the altitude alert feature, the
desired altitude is selected using the SET knob on the AL-300. The system is
Un
now monitoring that reference altitude and will function as follows:
As the aircraft approaches 1000 feet from the selected altitude, the alert light
turns on. The light remains on until the aircraft is within 250 feet of the
selected altitude. If the aircraft later deviates from the selected altitude by
250 feet or more, the light comes back on, along with a continuous display of
the altitude reference on the AL-300. The light and AL-300 display remain on
until the aircraft returns to within 250 feet of the selected altitude or a new
altitude reference is set on the AL-300. An alert horn, which emits a one
DECEMBER 22, 2005

1-75
FLIGHT MANUAL
second beep in conjunction with illumination of the altitude alert light, is an
optional feature.
NOTE
It is not necessary to use the ALT PRE mode when
n
using the altitude alert function.
o
NAV This mode enables the flight director to capture and track a
desired course as selected on the EHSI. The navigation
e t R py
source is selected using the aircraft navigation switching
isi
function to display the desired radio on the EHSI. This mode is
normally used to track TO or FROM a VOR station; however,
RNAV, LNAV, or LOC may also be used if installed. The HDG
ev
bug must be set to fly the aircraft toward the desired course at
Us en Co the desired intercept angle. The preferred intercept angle is 30

to 60 degrees. Pressing the NAV switch will cause the ARM
light to illuminate and will also engage the HDG mode (if not
already engaged). When the aircraft nears an on-course
condition, the HDG and ARM lights will extinguish, the green
CAP light will illuminate and the aircraft will turn on course.
o rr d
VOR deviation is gain programmed as a function of DME
distance from the station, thus, the DME should be selected to
r t u re
the same VOR station that is being tracked for optimum

performance. When passing over the VOR station, an
overstation sensor (OSS) detects station passage, removing
io y C te
the VOR deviation signal from the command until it is no

longer erratic. While over the station, course changes are
made by selecting a new outbound course on the EHSI.
Pr rif gis
The localizer portion of this mode is enabled whenever a

localizer frequency is tuned on the navigation receiver. The
localizer deviation signal is gain programmed as a function of
radar altitude. Otherwise, the operation is the same as
described above.
Ve re
If the NAV is invalid, the system will remain in the ARM mode
and continue to follow the selected heading. Once captured,
Un
an invalid NAV will cause the roll command bar to bias out of
view.
VOR APR The VOR Approach mode is engaged by pressing this switch
on the flight director mode selector when the navigation
receiver is tuned to a VOR station. Operation is the same as
described under the NAV mode except that the computer
commands are optimized for a VOR approach.
DECEMBER 22, 2005

1-76
FLIGHT MANUAL
ILS Pressing the ILS switch with an ILS frequency tuned on the
navigation receiver will ARM both the NAV (localizer) and ILS
(glideslope) modes. The HDG mode will also engage if not
already being used. The initial localizer capture angle is set
using the HDG bug similar to that of the VOR mode. The
preferred intercept angle is 30 to 60 degrees. At localizer
n
capture the green CAP light in the NAV pushbutton will
illuminate as the HDG and ARM lights are extinguished.
o
The pitch axis may be engaged in any of the pitch modes such
e t R py
as ALT, VS, or IAS prior to capture of the glideslope. Upon
isi
capture of the glideslope, the previous pitch mode light will
extinguish and the green GS light will illuminate, while a
command is generated to asymptotically approach the
ev
glideslope beam. Capture can be made from either above or
Us en Co below the beam; however, localizer capture must occur first.

Glideslope performance is gain programmed as a function of
radar altitude or with reception of the marker beacon signals.
At the decision height the pilot must elect to execute a go

around or continue the approach to a landing. If the coupled
o rr d
approach is continued, the auto level feature will automatically
flare the aircraft to maintain a radar altitude of 50 feet over the
r t u re
runway.
WARNING
io y C te
If for any reason the computer does not receive a

valid radar altitude signal, the auto level will not
occur, and the aircraft will continue to follow the
Pr rif gis
glideslope signal.
NOTE
• If NAV, VOR APR, ILS, or BC flight director modes are

Ve re
captured, and the NAV radio signal becomes invalid, the roll
axis flight director command bar will be biased from view.
For single cue instruments, the entire cue will be biased from
Un
view. The command will reappear in view when the signal

again becomes valid.
• If manually satisfying ILS flight director commands in 2 cue

(pitch and roll) operation on the EADI, the glideslope
command is presented on the pitch command bar and flown
with cyclic.
• If 3 cue (pitch, roll and collective), the airspeed command is

presented on the pitch command bar and flown with cyclic,
DECEMBER 22, 2005

1-77
FLIGHT MANUAL
while the glideslope command is presented on the collective
command bar and satisfied with the collective.
DECEL This mode may only be utilized in conjunction with the ILS
mode. After arming the ILS mode with IAS mode engaged, this
switch may be pressed illuminating the ARM light. ARM will not
n
occur if the airspeed reference is 70 knots or less nor if the
RAD ALT is invalid or above 2500 feet AGL. At some
o
computed point after glideslope capture, the ARM light will
extinguish and the green CAP light will illuminate. The
e t R py
collective will be commanded to maintain the aircraft on the
isi
glideslope while the pitch axis will be commanded to
decelerate the aircraft from the present airspeed to a reference
airspeed of 70 ± 7 knots at or before 200 feet of radar altitude
ev
under zero wind conditions. At the point of capture the AL-300
Us en Co will display the 70 knot reference speed. If the pilot uses the
four-way switch on the cyclic, the DECEL mode will be
canceled and the IAS mode will reengage.
NOTE
o rr d
Maximum recommended entry speed when using ILS
DECEL is 130 KIAS.
r t u re
GA The Go-Around mode may be engaged by pressing the switch

on the flight director mode selector or by pressing the remote
io y C te
go-around switch on the collective. When engaged, this mode

will cancel all other modes. Upon engagement, the collective
will be commanded to obtain 75 knots or more, the pitch axis
will be commanded to a positive rate-of-climb of 750 FPM,
Pr rif gis
while the roll axis will return the aircraft to a level roll attitude
and will maintain the current aircraft magnetic heading. GA
engagement is inhibited when on the ground (AOG, see
TESTS AND CONTINUOUS MONITORING).
Ve re
BC Back Course operates the same as the NAV mode with the
deviation and course signals reversed to make a back course
localizer approach. Glideslope capture is locked out when in
Un
the BC mode. The normal front course localizer inbound

course must be set on the EHSI course selector for proper
operation.
SBY Pressing this switch, or the remote SBY switch on the cyclic,
will cancel all modes and place the flight director in standby
(SBY). This switch will cause all mode selector and associated
autopilot controller lights to illuminate as a lamp test. Holding
this button for more than 5 seconds will dim all mode lights and
test the altitude alert horn (if installed).
DECEMBER 22, 2005

1-78
FLIGHT MANUAL
MISCELLANEOUS SWITCHES
RESET
Switches Autopilot RESET switches are located in the pilot's overhead
circuit breaker panel, Figure 1-9. These switches are used
whenever the pilot wishes to perform a complete power-down
n
of either flight control computer. The switches may also be
used to clear power-up or continuous error codes displayed
o
prior to preflight test or during flight. Refer to the TESTS AND
CONTINUOUS MONITORING section.
e t R py
isi
The switches are operated separately and should be
depressed for one second. At power-down the computer will
disengage the autopilot and flight director. It will remain
ev
powered down until release of the switch. At that time, the
Us en Co flight director should power-up in SBY and the autopilot will

remain disengaged. It is reengaged by pressing the
appropriate AP switch on the autopilot controller.
Four-Way
Cyclic Switch The four-way beep switch on the cyclic, Figure 1-47, performs
o rr d
several functions depending upon modes engaged. With the
flight director in standby or with the flight director uncoupled
r t u re
and the autopilot Controller in ATT, the fore and aft movement
of the switch will change the pitch attitude reference at a rate
of 2 degrees per second of switch actuation.
io y C te
Left or right movement of the switch will change the roll

attitude reference at a rate of 3 degrees per second. Above 60
knots, if the roll attitude is within 6 degrees of wings level,
Pr rif gis
moving the switch left or right will establish a new heading hold
reference for the roll axis and always result in wings level.
Below 60 knots, the roll attitude will be maintained, since
heading hold is transferred to the yaw axis.
Ve re
In all other conditions, if a pitch mode is engaged on the flight

director mode selector, the fore and aft movement of the
Un
switch enables the pilot to command a new reference value for

that mode (i.e., IAS=5 knots per second, VS=500 FPM).
In the VEL HLD mode, if the Doppler is not installed or invalid,

the four-way switch may be used to bias the acceleration
signals to maneuver the aircraft via velocity hold.
DECEMBER 22, 2005

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FLIGHT MANUAL
Four-Way
Collective
Switch The four-way beep switch on the collective, Figure 1-47, also
performs several functions depending upon the modes
n
engaged.
o
At airspeeds less than 60 knots, the left/right movement of the
switch will turn the aircraft left or right through the yaw axis to a
e t R py
new magnetic heading at a rate of 5 degrees per second. This
isi
is useful for hovering pedal turns.
Above 60 knots airspeed, the left/right action of the switch is
ev
used to trim the yaw axis for coordinated flight (i.e., ball
Us en Co centered in the inclinometer).
NOTE
Feet must remain off pedal switches for proper yaw

beep operation.
o rr d
The fore/aft movement of the switch is used in conjunction with
r t u re
engaged collective modes. When flying with the RAD ALT

engaged, fore/aft movement of the switch will change the
desired reference radar altitude as shown on the AL-300. See
io y C te
RAD ALT mode description.
The fore/aft movement of the switch will also change the

Pr rif gis
desired VS (Vertical Speed) reference on the AL-300

whenever the IAS and VS modes are engaged. See VS mode
description.
FTR Switches Force Trim Release switches are located on the cyclic and
Ve re
collective grips (Figure 1-47). Pressing FTR releases the

magnetic brake to allow repositioning of the appropriate stick.
Pressing the FTR switch while the autopilot(s) and/or flight
Un
director are in operation will resynchronize various references

to current values upon release of the switch. Refer to
descriptions of autopilot controller and flight director mode
selector switches.
Pedal
Switches Pedal switches are similar to FTR on cyclic and collective. In
flight, at speeds below 60 knots, the yaw axis is responsible for
the autopilot heading hold function. Therefore, manual heading
changes at speeds below 60 knots should be made with feet
DECEMBER 22, 2005

1-80
FLIGHT MANUAL
on the pedal switches or a sideslip will result. Yaw beep may
also be used with feet off the pedals.
At speeds above 60 knots, turns should be performed with feet

off the pedals or degraded automatic turn coordination will
result. Also, yaw auto trim will not run when pedal switches are
n
pressed.
o
NOTE
e t R py
During single system autopilot operation at speeds
isi
above 60 knots, the autopilot roll axis will normally
hold heading. However, if excessive roll activity is
experienced in turbulence it may be desirable to fly
ev
with feet on the pedal switches. This action will cause
Us en Co
STICK TRIM
Switches
the autopilot to hold wings level.
Stick trim switches are provided for cyclic, collective and yaw
force trim. These switches are normally located in the center
console, and should be ON for normal system operation.
o rr d
Autopilot operation in the ATT mode will automatically revert to
(or engage in) SAS if the cyclic stick trim switch is off.
r t u re
Remote
Standby
io y C te
Switch A remote standby switch is located on the cyclic grip, Figure 1-

47. It is equivalent in all functions to the SBY switch on the
flight director mode selector, respective of copilot vs. pilot side.
That is, the copilot's cyclic remote standby switch is dedicated
Pr rif gis
to the No. 1 flight director; the pilot's is dedicated to the No. 2

flight director. During preflight test performance, either side
may be used to bypass the lamp test or sequence through
error codes.
Ve re
Remote
Go-Around
Switch A remote go-around switch is located on each collective grip,
Un
Figure 1-47. Pressing the switch will only engage go-around

on its respective flight director. Go-around cannot be
disengaged by the remote switch. This prevents accidental
disengagements during missed approach procedures.
NOTE
The remote standby and go-around switches noted

above control their respective flight directors only.
That is, the switches located on the copilot's controls
DECEMBER 22, 2005

1-81
FLIGHT MANUAL
only affect FD1 while those on the pilot's controls only
affect FD2.
FD DCPL The purpose of the optional Flight Director De-couple

Annunciator is to advise the flight crew that the controlling
flight director has been de-coupled. The annunciator will
n
illuminate when the active flight director is de-coupled
purposefully by any of the following actions:
o
1. The couple (CPL) button is pressed on the autopilot
e t R py
control panel.
isi
2. The active flight director is set to Standby (SBY) on its
mode selector.
ev
Us en Co 3. The active flight director is set to Standby with the
corresponding cyclic DECOUPLE switch.
Although the primary function of the system is to alert the flight

crew that the controlling flight director has been manually de-
coupled, the FD DCPL annunciator will also illuminate if the
o rr d
active flight director is de-coupled by the following equipment
shutdowns:
r t u re
1. Failure of AP1 or AP2

io y C te
2. De-selection of AP1 or AP2
3. AHRS failure
Pr rif gis
4. Air data computer failure if the same side active flight

director is coupled in a single cue air data mode.
5. Air data computer failure if the same side active flight

director is coupled in a two cue air data mode, if both cues
Ve re
are air data modes (example: IAS and ALT).
The FD DCPL annunciator will activate in response to the

Un
previously described de-couple events in a flashing mode,

accompanied by a non-repeating aural tone. The aural tone or
voice alert is an additional option. When the annunciator is
pressed, the flashing stops, and the annunciator remains
illuminated until the active flight director is again placed in a
coupled mode.
The annunciator will also activate if RAD ALT HOLD is

selected when BAR ALT HOLD is coupled. In this case the
flight director is still coupled but a de-couple action (BAR ALT
DECEMBER 22, 2005

1-82
FLIGHT MANUAL
HOLD off) in reference to the mode selector has occurred.
Note that RAD ALT HOLD (Figure 1-20) is not a selectable
feature of the mode selector.
WARNING
n
The FD DCPL annunciator is not intended to detect
system failures and the flight crew should monitor the
o
cockpit for all standard failure annunciations.
e t R py
STBY CDI The STBY CDI switch, Figure 1-20, is used to turn on the
isi
optional standby Course Deviation Indicator, which is used for
back-up navigation during single pilot operations.
ev
To utilize the standby CDI, the switch is pressed to illuminate
Us en Co ON, on the pushbutton switch front.

o rr d
r t u re
STBY
CDI
io y C te
ON OFF
Pr rif gis
CC3525
Ve re
SA
Figure 1-20. STBY CDI Switch

Un
EMERG
POWER In case of total aircraft electrical failure, an emergency battery
will come on line automatically to power the standby attitude
indicator. When fully charged, the emergency battery will
supply power to the indicator for a minimum of 30 minutes.
In normal operation, the switch, Figure 1-21, is pressed to

illuminate ON indicating that the standby attitude indicator is
powered.
DECEMBER 22, 2005

1-83
FLIGHT MANUAL
When the switch annunciates OFF, the standby attitude
indicator will not be powered.
An audio tone generator will sound in the cockpit (not in the

headsets) to advise the pilot that the emergency battery is
supplying power to the indicator. This is intended to prevent
n
inadvertent battery discharge after aircraft shutdown.
o
e t R py
isi
ev
Us en Co
o rr d
r t u re
Figure 1-21. Emergency Power Switches

io y C te
BATTERY
TEST The BATTERY TEST switch, Figure 1-21, is used to verify that
the emergency battery, which powers the standby attitude
Pr rif gis
indicator, has sufficient charge for a minimum of 30 minutes

operating time.
The battery is tested as follows:

Ve re
With no power on the aircraft (both switch’s legends not

illuminated), depress the SBY ATT switch. The “SBY ATT”
and “ON” legends on the SBY ATT switch and the “BATT
Un
TEST ALRM OFF” legend on the BATT TEST switch will

illuminate, the alarm will commence sounding, the attitude
gyro will start to spin up, and its flag will pull out of view.
Depress and hold the BATT TEST switch for five seconds.
The alarm will cease sounding. All legends on the SBY

ATT switch will extinguish as the five-volt inverter is de-
selected during battery test. The “GOOD” legend on the
DECEMBER 22, 2005

1-84
FLIGHT MANUAL
battery test switch will illuminate if the emergency battery
tests ≥ 75% capacity.
After five seconds, release the BATT TEST switch.
The “GOOD” legend on the BATT TEST switch will
n
extinguish and the “SBY ATT” and “ON” legends on the
SBY ATT switch will illuminate.
o
COMMAND DISPLAY
e t R py
isi
AL-300 Display The primary function of the AL-300, Figure 1-22, is to display
the command, or reference, numbers that are used with the
ALT PRE, IAS, VS, RAD ALT, VEL HLD, or altitude alert
ev
Us en Co mode(s). Refer to appropriate mode descriptions for more
information.
Whenever the IAS, VS, RAD ALT, or VEL HLD (Doppler valid)
modes are selected the display will show the reference
number for that mode for a period of 5 seconds. Any time the
appropriate four-way switch is actuated to beep to a new
o rr d
reference, the display will show the appropriate mode value
being changed. When FTR is pressed with a mode engaged,
r t u re
the AL-300 will display the current reference value for that
mode. When FTR is released, the displayed value will become
the new reference for that mode. For example, when engaging
io y C te
IAS while flying at 100 KIAS, the display will show 100 knots
for a period of 5 seconds. The pilot may then use the four-way
switch on the cyclic to increase or decrease the airspeed
reference as desired.
Pr rif gis
When SBY is pressed, the AL-300 will display all eights

(88888) and face legends as a lamp test. At power up, the
display will show all dashes (-----). During preflight test, the
pilot (or copilot) may cycle the display to show error codes by
Ve re
pressing the SBY switch.
ANNUNCIATORS
Un
DAFCS
Caution Panels Failures of autopilot No. 1 or No. 2 are annunciated in amber
on the DAFCS caution panels, Figure 1-23. Emergency
procedures pertaining to autopilot failures are presented in
Part I, Section III, Emergency Procedures.
The AP1 or AP2 annunciator will illuminate whenever the

respective autopilot disengages during normal operation. The
disengagement may be caused by a number of different
DECEMBER 22, 2005

1-85
FLIGHT MANUAL
malfunctions such as ac or dc electrical power interrupts,
invalid vertical gyro and AP computer failure, to name a few.
Refer to the Tests and Continuous Monitoring section.
The amber CLTV annunciator will illuminate under the

following circumstances:
n
Engagement of a collective mode while the STICK TRIM -
o
CLTV switch is OFF.
e t R py
Engagement of a collective mode when torque or N1 of
isi
either engine is already in the limiting range.
Manually increasing collective into the limiting range
ev
during collective mode operation.
Us en Co The DCPL annunciator indicates when a normal condition

exists for coupled operation, but the pilot has chosen to
decouple the AP from the FD. Normal coupled conditions are
with both autopilots engaged in ATT with a flight director mode
selected. In either of these conditions, pressing the CPL switch
o rr d
will decouple pitch and roll, and pressing COLL will decouple
the collective axis. When decoupled, pitch and roll will hold
r t u re
attitude and heading respectively, with the cyclic beep switch

functioning as attitude beep. When decoupled, the collective
requires manual pilot input to satisfy the collective flight
io y C te
director command bar. Whenever a decoupled condition

exists, as defined above, the DCPL annunciator will be on.
Coupled operation can be enabled by turning on the
corresponding CPL or COLL switch or engaging the active AP.
Pr rif gis
CPLT FD The green CPLT FD annunciator on the IIDS panel, Figure 1-

50, will illuminate whenever FD1 is selected on the FD 1/2
switch on the autopilot controller. This indicates that the
copilot's flight director is the active FD.
Ve re
Un
DECEMBER 22, 2005

1-86
FLIGHT MANUAL
o n
e t R py
isi
ev
Us en Co Figure 1-22. AL-300 Command Display
o rr d
r t u re
io y C te
Pr rif gis
Figure 1-23. DAFCS Caution Panel

Ve re
DAFCS The amber DAFCS annunciator on the IIDS panel, Figure 1-

50, will illuminate in conjunction with the lighting of AP1, AP2,
Un
CLTV segment of the four segment DAFCS caution panel,

Figure 1-23. Activation of the DAFCS capsule on the
caution/advisory panel will also trigger the master caution
annunciators in front of the pilot and copilot.
AFCS INDICATOR PANEL
The position of the pitch, roll or yaw series actuators may be checked at any time
by observing the AFCS Indicator Panel, Figure 1-24. The rotary switch is used to
select the actuators to be displayed on the two meters.
DECEMBER 22, 2005

1-87
FLIGHT MANUAL
During normal operation in the ATT mode, the actuator positions should remain
fairly close to center. If it becomes necessary to manually retrim the controls, the
pilot presses FTR on the cyclic, or pedal switches for yaw, and moves the control
in the direction of needle deflection to recenter the actuator(s). When recentered,
the switches are then released.
n
FLIGHT INSTRUMENTS
o
EADI/EHSI The SPZ-7600 is compatible with a number of Electronic
Attitude Director Indicator (EADI) and Electronic Horizontal
e t R py
Situation Indicator (EHSI) versions. This includes the
isi
Honeywell EDZ-756 EFIS.
AIR DATA
ev
Us en Co
Air Data
Computer Two P&G air data computers, as part of the SPZ-7600 system,
are installed. Each supplies its respective FZ-706 with altitude
and airspeed data. This data is used not only for pitch flight
director modes (IAS, VS, ALT, GS, ALT PRE, DECEL, and
GA) but also for autopilot gain programming, AOG and
o rr d
heading hold switching.
r t u re
Loss of an air data valid to its own FZ-706 will cause the pitch
and collective flight director command bars to bias from view
but the selected modes will remain engaged. Additionally,
regardless of which sensor failed, the autopilot(s) will assume
io y C te
a fixed value of 110 knots causing the VEL HLD mode and low
speed (yaw) heading hold to be inoperative.
Pr rif gis
Ve re
Un
Figure 1-24. AFCS Indicator Panel
DECEMBER 22, 2005

1-88
FLIGHT MANUAL
SERVOS
Linear
Actuator A total of six electromechanical linear actuators are used.
Three per flight control computer in the pitch, roll and yaw
axes. Each actuator has a stroke length of ± 8 mm (± 0.315
n
inches) and is installed in series in the cyclic and pedal control
linkages. The stroke length gives each actuator ± 5 percent
o
authority from its centered position. The position of each
actuator may be checked by referring to the AFCS indicator
e t R py
panel located in the pedestal.
isi
Trim Servos Auto trim, magnetic brake and artificial feel functions are
accomplished in the pitch and roll axes using two trim servos.
ev
Us en Co This servo is also installed in the collective axis. These servos
are driven by the No. 1 or No. 2 flight control computer
depending upon the FD 1/2 select switch on the autopilot
controller. That is, if FD1 is selected, the trim servos will be
commanded by AP1. If FD2 is selected, the trim servos will be
driven by AP2.
o rr d
The yaw axis uses an electro-hydraulic pedal damper/trim
actuator that is driven by the No. 1 or No. 2 flight control
r t u re
computer as described above. There is no force feel spring in

the unit; therefore, the pedals will hold their position when
displaced by the pilot.
io y C te
Detent switches are incorporated in the pitch, roll and

collective trim servos and a force switch is installed on the
pedal damper/trim actuator. If the pilot moves the controls
Pr rif gis
without pressing the FTR switch or the pedal switches, auto

trim will be inhibited for that axis. Releasing the control will
allow auto trim to function normally.
CIRCUIT BREAKERS
Ve re
Figures 1-11 and 1-12 show typical upper and lower circuit breaker panels. The
pilot's overhead circuit breaker panel is shown in the Miscellaneous Switches
Un
section. Circuit breaker panel layout will change depending on customer

configuration.
TESTS AND CONTINUOUS MONITORING
To verify the integrity of the FZ-706 flight control computers prior to flight, a
power-up test and a preflight test are performed. During flight, continuous
monitoring checks are performed at least once per second to ensure continued
integrity.
DECEMBER 22, 2005

1-89
FLIGHT MANUAL
POWER UP TEST
Upon initial power-up of the aircraft, the FZ-706 computers perform a self-
initiated power-up test. Failure to pass this test will result in the following:
The FD flag will remain in view in the EADI (the SBY switch on the FD mode
n
selector will be extinguished).
o
The AP1 and/or AP2 fail light on the DAFCS caution panel will illuminate.
e t R py
Power-up error code(s) will be displayed on the AL-300.
isi
This is considered a computer failure and will cause engagement of the failed
autopilot(s) to be inhibited.
ev
Us en Co
Briefly, the following areas are tested:
RAM Read/Write Test - A test to check that all bits of each scratch pad
location can be set (reset) and read.
CPU Register Read/Write Test - Checks that all bits of each of the CPU
o rr d
registers used by the operational program can be set (reset) and read.
r t u re
Power Supply Monitor Test - A check is made to verify that the power supply
monitor is operational.
io y C te
PREFLIGHT TEST
Preflight test in the SPZ-7600 a two-level test of both the No. 1 and No. 2 flight
Pr rif gis
control computers (Autopilots) that checks hardware and software considered to

be airworthiness critical and tests system functions that can be automatically
checked prior to dispatch.
Preflight test is inhibited while in flight through AOG logic. That is, the test can
Ve re
only be engaged when the following three conditions are satisfied:
Airspeed is less than 60 knots.

Un
Radar altitude is less than 20 feet.
Collective position is less than 25% up travel.
If any one of these parameters is exceeded, the aircraft is assumed to be

airborne and test engagement will be inhibited. If the air data computer is invalid,
AOG will be based on conditions 2 and 3 as stated above. If radar altitude is
invalid, conditions 1 and 3 will define AOG. If both air data and radar altitude are
invalid, AOG will be determined solely by collective position.
DECEMBER 22, 2005

1-90
FLIGHT MANUAL
The preflight test is performed with the aircraft parked on a reasonably level
surface with the throttles at FLY, engine torques matched, aircraft dc and ac
power operating normally, all gyros valid (i.e., attitude and heading flags out of
view) and autopilot(s) off. When the above conditions are met, the TEST switch
on the autopilot controller is pressed and will annunciate ON. Since the preflight
test checks for proper command response of cyclic, collective and pedals, hands
n
and feet should be off the controls to prevent nuisance error codes.
o
CAUTION
e t R py
During these tests, the rotor tip path plane is actually
isi
being deflected outside the aircraft. Use caution not
to endanger persons or objects near the helicopter
rotor disc.
ev
Us en Co
While TEST is ON, the pilot should be attentive to the flashing pushbutton
annunciators on the autopilot controller and flight director mode selectors. The
flashing indicates that the pilot must press that pushbutton switch for the test to
continue. For example, several seconds after TEST is turned on, the AP1
annunciator will begin flashing. The pilot then presses the switch for the test to
continue. This will be repeated for the AP2 switch. Test will not continue until the
o rr d
flashing button is pressed.
r t u re
Test level 1 performs checks of all essential parameters for autopilot and flight
director mode engagements. Level 2 is typically used for more thorough
io y C te
troubleshooting after failing a level 1 test. The level 2 test also contains a lamp
and switch test for all pushbutton switches on the autopilot controller and flight
director mode selectors. The pilot may press each flashing pushbutton
individually or may elect to bypass this portion by pressing SBY twice.
Pr rif gis
Upon completion of each level of the preflight test, any errors detected will be
displayed as error codes on the AL-300 display and the SBY annunciator will
flash. To proceed, the SBY switch is pressed to display the next error code in
Ve re
sequence. Error codes should be recorded and reported to the maintenance

technicians. After sequencing through all error codes, the AL-300 should display
END 1 or END. When END 1 is displayed, the SBY annunciator will flash. Press
Un
SBY to begin test level 2 or press the TEST switch to turn TEST off. When END
is displayed, the TEST switch on the AP Controller will flash. TEST is then turned
off by pressing the TEST switch.
CONTINUOUS MONITORING
During flight, each FZ-706 performs continuous checks of the following major
areas at least once per second:
DECEMBER 22, 2005

FLIGHT MANUAL
Program Memory Sum Check - The contents of each memory location is
summed and compared against the known value for this sum.
Analog Loop Test - Dedicated analog input and output is checked using a 12-
bit test word, confirming that the test word is received at the analog input,
complementing the test word and repeating the loop check.
n
CPU Monitor - The function of this monitor is to assure that the CPU is
o
executing its real time programs. The monitor is designed to automatically
disconnect the autopilot and drop the flight director valid in the event of a
e t R py
CPU failure.
isi
Trim Monitor - The computers monitor auto trim operation by sensing control
stick position and motion versus command. That is, if a control moves without an
ev
accompanying trim command, and the trim servo is in detent, and FTR is not
Us en Co
actuated, then it is considered a trim failure and the FZ-706 will disable trim by
removing power from the trim servo.
Error Code Memory
All error codes, regardless of power-up, continuous test or preflight test, are
o rr d
repetitively stored in nonvolatile memory (EEPROM), for later retrieval by
maintenance personnel.
r t u re
This feature is most useful for verifying pilot reported error codes on a flight-by-
flight basis or verifying system integrity on a regular basis. This regular basis may
io y C te
be in conjunction with normal periodic aircraft inspections. Since a particular error

code may be stored repeatedly, trends may be spotted in system and/or
component performance. These trends may prove helpful in diagnosing chronic
problems. After system or component has been performed, the memory should
Pr rif gis
be erased and then read again after the next flight to help ensure that the
problem has been corrected.
1. Reading Stored Error Codes

Ve re
The following procedure will allow access to read and erase the DAFCS
error codes on the SPZ-7600 system (-903) computer.
Un
a. Apply power to the aircraft.
b. Select the computer that you want to read or erase the error codes on
using the FD select switch on the autopilot controller.
c. Using the mode selector of the flight director, press and hold
momentarily the VS, ALT and SBY buttons simultaneously. If the
copilot’s flight director is being used, the display (AL-300) will read
“1rEAd”. If the pilot’s flight director is being used, the display will read
“2rEAd”.
DECEMBER 22, 2005

1-92
FLIGHT MANUAL
d. Momentarily press either the remote SBY switch or the SBY switch on
the mode selector. The AL-300 display will start scrolling through the
present error codes displaying them for approximately 5 seconds
each. The error codes are displayed with the most recent code being
displayed first. At the end of the error code list, the display will revert
back to either “1rEAd” or “2rEAd” depending on which flight director is
n
being used.
o
2. Erase Stored Error Codes
e t R py
a. With “1rEAd” or “2rEAd” being displayed, press and hold the SBY
isi
button on the mode selector for three seconds. The AL-300 will display
“1-ErAS” or “2-ErAS” and then “ErASE” while erasing the error codes
in EEPROM. The AL-300 should display dashes after the erasing is
ev
complete.
Us en Co
b. Select the other computer by using the FD select switch on the
autopilot controller. Repeat the above steps.
SYSTEM ERROR CODE NUMBER

o rr d
1 or 2 E XXX
r t u re
The following Tables 1-8 and 1-9 show the error codes that will be displayed on
the AL-300 if failures are detected during power up, preflight test, or continuous
monitoring, and failure monitoring display and warning logic.
io y C te
Table 1-8. Error Codes

Pr rif gis
PWR PRE CONT

UP FLT TEST
X X X E 0 LOST PROCESSOR
X X X E 1 RAM PARTITION FAIL
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X E 2 INSTRUCTION SET FAIL

X E 3 REGISTER TEST FAIL
Un
X X X E 4 RAM RD/WR FAIL (1)

X X X E 5 EPROM CHECKSUM FAIL
X X E 6 CPU FAIL
X X X E 7 D/A-A/D FAIL
X E 8 INTERRUPT REG FAIL
X E 9 +15V MONITOR FAIL (POSSIBLE HARD-
WARE E/A FAIL)
DECEMBER 22, 2005

1-93
FLIGHT MANUAL
PWR PRE CONT

UP FLT TEST
X E 10 - 15V MONITOR FAIL
n
X E 11 + 5V MONITOR FAIL
X E 12 + 10V MONITOR FAIL
o
X E 13 LVC MONITOR FAIL
e t R py
isi
X E 14 SAWTOOTH MONITOR FAIL
X E 15 ACTUATOR REFERENCE MONITOR
FAIL
ev
X
X
Us en Co
X X
X
X
E
E
E
E
16
17
18
19
WATCHDOG MONITOR FAIL
TICKET FAILURE
LVC FAIL
SAWTOOTH FAIL
o rr d
X E 20 ACTUATOR REFERENCE FAIL
X E 21 WATCHDOG FAIL
r t u re
E 22
E 23
io y C te
E 24
X E 25 TRIM END AROUND FAIL
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X E 26 TRMMON CKSUM FAIL

X E 27 NO YAW TRIM
X E 28 NO ROLL TRIM
X E 29 NO PITCH TRIM
Ve re
X E 30 YAW TRIM FAIL

X E 31 ROLL TRIM FAIL
Un
X E 32 PITCH TRIM FAIL

X E 33 YAW TRIM RUNAWAY
X E 34 ROLL TRIM RUNAWAY
X E 35 PITCH TRIM RUNAWAY
X E 36 TRMRUN CKSUM FAIL
X E 37 COLLECTIVE SERVO FAIL
DECEMBER 22, 2005

1-94
FLIGHT MANUAL
PWR PRE CONT

UP FLT TEST
X E 38 YAW SERIES SERVO FAIL
n
X E 39 ROLL SERIES SERVO FAIL
X E 40 PITCH SERIES SERVO FAIL
o
X E 41
e t R py
isi
X E 42
X E 43 N1 (OT) OPEN
X E 44 TORQUE (OT) OPEN
ev
Us en Co X
X
X
E
E
E
45
46
47
TEMPERATURE (OT) OPEN
TORQUE >100% AND COLL ON
TEMP >880 DEG AND COLL ON
X E 48 N1 >99% + 100% AND COLL ON
o rr d
E 49
E 50
r t u re
X E 51 RADALT COMPARISON FAIL

X E 52 VRTACC FAIL
io y C te
X E 53 COLLECTIVE CMT FAIL

E 54
Pr rif gis
X E 55 EEPROM NEARLY FULL (>924 ERR

CODES)
X E 56 EEPROM FULL (1024 ERR CODES)
X E 101 PITCH ARL TEST FAIL
Ve re
X E 102 ROLL ARL TEST FAIL

X E 103 PITCH ACT MOVED DURING ARL TEST
Un
X E 104 ROLL ACT MOVED DURING ARL TEST

X E 105 PITCH TRIM ACT MOVED
X E 106 ROLL TRIM ACT MOVED
X E 107 YAW TRIM ACT MOVED
X E 108 SPARE
X E 109 NO YAW TRIM
DECEMBER 22, 2005

1-95
FLIGHT MANUAL
PWR PRE CONT

UP FLT TEST
X E 110 NO ROLL TRIM
n
X E 111 NO PITCH TRIM
X E 112 YAW TRIM BACKWARDS
o
X E 113 ROLL TRIM BACKWARDS
e t R py
isi
X E 114 PITCH TRIM BACKWARDS
X E 115 SERVO VALID DELAY (2 SEC) FAIL
X E 116 WATCHDOG CANNOT DISENGAGE AP
ev
Us en Co
X
X
X
E
E
E
117
118
119
YAW ACT/SERVO AMP FAIL
ROLL ACT/SERVO AMP FAIL
PITCH ACT/SERVO AMP FAIL
X E 120 COLL ACT/SERVO AMP FAIL
o rr d
X E 121 FD ANN FAIL
X E 122 COLL RELAY INOPERATIVE
r t u re
X E 123 COLL INHIBIT INOPERATIVE

X E 124 FD ANN FAIL OTHER
io y C te
X E 125 POD DURING TEST

X E 126 ROD DURING TEST
Pr rif gis
X E 127 YOD + YFTR DURING TEST

X E 128 COD DURING TEST
X E 129 FTR DURING TEST
Ve re
X E 130 CFTR DURING TEST

X E 131 TRIM SWITCH OFF DURING TEST
X E 132 COLL TRIM SWITCH OFF DURING
Un
TEST
DECEMBER 22, 2005

1-96
FLIGHT MANUAL
PWR PRE CONT

UP FLT TEST
n
X E 139 YAW SERIES ACT MOVED
X E 140 COLL ACT MOVED
o
X E 141 PITCH TRIM (H) E/A ON
e t R py
isi
X E 142 PITCH TRIM (L) E/A ON
X E 143 ROLL TRIM (H) E/A ON
X E 144 ROLL TRIM (L) E/A ON
ev
Us en Co
X
X
X
E
E
E
145
146
147
YAW TRIM (H) E/A ON
YAW TRIM (L) E/A ON
TRIM ENABLE FAIL
X E 148 TRIM ONE-SHOT FAIL
o rr d
X E 149 PITCH TRIM (H) E/A OFF
X E 150 PITCH TRIM (L) E/A OFF
r t u re
X E 151 ROLL TRIM (H) E/A OFF

X E 152 ROLL TRIM (L) E/A OFF
io y C te
X E 153 YAW TRIM (H) E/A OFF

X E 154 YAW TRIM (L) E/A OFF
Pr rif gis
X E 155 SERVO VALID FAIL

X E 156 TRIM END AROUND FAIL
X E 157 APON OTHER INPUT FAIL
Ve re
X E 201 AL-300 KNOB MOTION

X E 202 AIRSPEED MORE THAN 60 KNOTS
X E 203 PRIMARY RAD ALT MORE THAN 20 FT
Un
X E 204 ANALOG GROUND FAIL

X E 205 LATERAL ACCELEROMETER FAIL
X E 206 LONGITUDINAL ACCELEROMETER
FAIL
X E 207 VERTICAL ACCELEROMETER FAIL
X E 208 ROLL ATTITUDE MORE THAN 10 DEG
DECEMBER 22, 2005

1-97
FLIGHT MANUAL
PWR PRE CONT

UP FLT TEST
X E 209 PITCH ATTITUDE MORE THAN 10 DEG
n
X E 210 YAW RATE GYRO MORE THAN 10
DEG/SEC
o
X E 211 DIRECTIONAL GYRO FAIL
X E 212 VERTICAL GYRO NOT VALID
e t R py
isi
X E 213 DIRECTIONAL GYRO NOT VALID
X E 214 PRIMARY RADAR ALTIMETER NOT
VALID
ev
Us en Co
X
X
X
E
E
E
215
216
217
AIR DATA SENSOR NOT VALID
SERIAL l/O NOT VALID
OTHER AUTOPILOT NOT IN TEST
X E 218 MODE SELECTOR BUTTON(S)
o rr d
PRESSED
X E 219 AP CONTROLLER BUTTON(S)
r t u re
PRESSED
X E 221 HARDWARE NOT VALID
io y C te
X E 222 FOUR-WAY BEEP SWITCH PRESSED

X E 223 ENC ALT <600 FT OR >12,000 FT
Pr rif gis
X E 224 BARO ALT <600 FT OR >12,000 FT

X E 225 POD DURING TEST
X E 226 ROD DURING TEST
X E 227 YOD + YFTR DURING TEST
Ve re
X E 228 COD DURING TEST

X E 229 FTR DURING TEST
Un
X E 230 CFTR DURING TEST

X E 231 TRIM SWITCH OFF DURING TEST
X E 232 COLL TRIM SWITCH OFF DURING
TEST
X E 233 ENG TORQUE <3% OR >30%
X E 234 ENG TEMP <400 DEG OR >800 DEG
DECEMBER 22, 2005

1-98
FLIGHT MANUAL
PWR PRE CONT

UP FLT TEST
X E 235 ENG N1 <35% OR >99%
n
X E 236 AIRSPEED INPUT OPEN
X E 237 HEADING NOT VALID
o
X E 238 ENCODING ALTIMETER NOT VALID
e t R py
isi
X E 239 DOPPLER ARINC 429 BUS NOT VALID
X E 240 LNAV ARINC 429 BUS NOT VALID
X E 241 C/A RESET BUTTON PRESSED
ev
Us en Co
X
X
X
E
E
E
242
243
244
DFCS FAIL OTHER ON DURING TEST
CYCLIC BEEP ACTIVE ON DURING
TEST
ERASE EEPROM SWITCH ON DURING
TEST
o rr d
X E 245 READ EEPROM SWITCH ON DURING
TEST
r t u re
X E 246 VEL HLD SYNC SWITCH ON DURING

TEST
io y C te
X E 247 SECONDARY RAD ALT MORE THAN 20

FEET
X E 248 SECONDARY RADAR ALTIMETER NOT
Pr rif gis
VALID
Table 1-9. Failure Monitoring, Display and Warning Logic

AUTOPILOT/ FLIGHT
Ve re
FLIGHT DIRECTOR
DIRECTOR WARNING COMMAND AUTOPILOT
MODE FAILURE DISPLAY RESPONSE RESPONSE
Un
Any Vertical ATT Flag Bars or Cue Autopilot

Gyro on EADI BOV* Disengages
Flight FD Flag on Modes Reset Autopilot
Director EADI Disengages
Computer
Heading Hold Vertical ATT Flag Autopilot
Pitch Hold (No Gyro on EADI Disengages
FD Mode
DECEMBER 22, 2005

1-99
FLIGHT MANUAL
AUTOPILOT/ FLIGHT
FLIGHT DIRECTOR
selected)
n
Directional HDG Flag Roll Attitude
o
Gyro on EHSI Level,
Autopilot
e t R py
isi
Remains
Engaged
HDG Directional HDG Flag Roll Bar BOV Autopilot
Gyro on EHSI Remains
ev
Us en Co EHSI HDG Flag
on EHSI
Roll Bar BOV
Engaged
Autopilot
Remains
Engaged
NAV/BC/VOR Directional HDG Flag Roll Bar BOV Autopilot
o rr d
APR Gyro on EHSI Remains
Engaged
r t u re
EHSI HDG Flag Roll Bar BOV Autopilot

on EHSI Remains
Engaged
io y C te
NAV/BC/VOR NAV NAV Flag Flight Director Autopilot

APR (Cont.) Deviation on EHSI Remains in Remains
(Before and LOC HDG Mode Engaged
Pr rif gis
Capture) Flag on
EADI (If in
LOC Mode)
NAV NAV Flag Roll Bar BOV Autopilot
Ve re
Deviation on EHSI Remains

(After and LOC Engaged
Capture) Flag on
EADI (If in
Un
LOC Mode)
ILS GS GS Flag on Flight Director Autopilot
Deviation EADI and Remains in ILS Remains
(Before VERT Flag ARM Engaged
Capture) on EHSI
GS GS Flag on Pitch or Autopilot
Deviation EADI and Collective Bar Remains
(After VERT Flag BOV Engaged
DECEMBER 22, 2005

1-100
FLIGHT MANUAL
AUTOPILOT/ FLIGHT
FLIGHT DIRECTOR
Capture) on EHSI
n
ALT/VS/DECEL/ Air Data None Pitch or Autopilot
o
GA/ALT PRE Sensor Collective Bar Remains
BOV Engaged
e t R py
isi
IAS Air Data None Pitch Bar BOV Autopilot
Sensor Remains
Engaged
ev
Us en Co
RAD ALT
ELECTRICAL SYSTEM
Radar
Altimeter
RAD ALT
Flag on
Indicator
Collective Bar
BOV
Autopilot
Remains
Engaged
o rr d
The dc electrical system is unchanged with the installation of the SPZ-7600
system. Refer to the Rotorcraft Flight Manual for a description.
r t u re
The ac electrical system is modified to provide for separation between the No. 1
and No. 2 flight control computers.
io y C te
Figure 1-17 shows the AC power system and describes its operation.
ELECTRICAL LOAD IMPACT

Pr rif gis
The DC and AC electrical load impacts are shown in Tables 1-10 and 1-11.
Table 1-10. DC Electrical Impact

Ve re
ITEM/SYSTEM DC LOAD (AMPS) REMARKS
DAFCS 26.3 SPZ-7600 System

Un
Table 1-11. AC Electrical Impact
ITEM/SYSTEM 115 VAC VA 26 VAC VA TOTAL VA REMARKS
AC BUS 1
DAFCS 30.0 40.5 70.5 SPZ-7600
System
DECEMBER 22, 2005

1-101
FLIGHT MANUAL
ITEM/SYSTEM 115 VAC VA 26 VAC VA TOTAL VA REMARKS
AC BUS 2
DAFCS 30.0 40.5 70.5 SPZ-7600
System
n
GLOSSARY OF TERMS
o
The following is a list of terms and abbreviations used with this digital Autopilot
e t R py
isi
and Flight Director:
ABS Absolute Altitude (also called RAD ALT)
ev
ALT
AOG
AP
APR
Us en Co
ALT PRE
Altitude Hold
Altitude Preselect
Aircraft On Ground
Autopilot - Inner Loop
Approach
ATT Attitude
o rr d
BC Back Course
BITE Built-In-Test Equipment
CAP Capture
r t u re
COLL or CLTV Collective

CPL Couple
CPU Central Processing Unit
io y C te
DECEL Deceleration
DG Directional Gyro
EADI Electronic Attitude Director Indicator
FD Flight Director - Outer Loop (also called Coupler)
Pr rif gis
FTR Force Trim Release

GA Go-Around
GS Glideslope
HDG Heading
HOV Hover Augmentation System
Ve re
IAS Indicated Airspeed

IFR Instrument Flight Rules
IMC Instrument Meteorological Conditions
Un
INNER LOOP Autopilot

LNAV Long Range Navigation (INS, LORAN, VLF/OMEGA, etc.)
LOC Localizer
LOW SPEED Low Speed features are enabled at 50 knots when
decreasing airspeed, and remain functional until 65 knots
with increasing airspeed.
NAV Navigation
OSS Overstation Sensor
OUTER LOOP Flight Director
Q Torque
DECEMBER 22, 2005

1-102
FLIGHT MANUAL
GLOSSARY OF TERMS (Cont.)
RAD Radar Altitude Hold
RADALT Radar Altitude or Altimeter
RAM Random Access Memory
RNAV Area Navigation (VOR/DME based systems)
RT Rate of Turn
n
SAS Stability Augmentation System
SBY Standby
o
SEL Select
TWO CUE Flight Director pitch and roll command bars displayed on
THREE CUE Flight Director pitch, roll and collective command bars
e t R py
isi
displayed on EADI
VFR Visual Flight Rules
VMC Visual Meteorological Conditions
ev
VOR APR VOR Approach
VS
Us en Co
Vmini
Vnei
Vy
Vyi
Vertical Speed
Minimum airspeed for IFR
Maximum airspeed for IFR
Best Rate of Climb Speed
Climb speed for IFR
o rr d
LITEF LCR-92S AHRS
r t u re
SYSTEM DESCRIPTION
The LITEF LCR-92 is an Attitude and Heading Reference System (AHRS). It

combines the functions of a vertical gyro, a gyro stabilized magnetic compass
io y C te
and 3 rate gyros within one single unit.
The LCR-92 is a strapdown system in which the sensors - Fiber Optic Gyros
Pr rif gis
(FOGs) and level sensors - are literally “strapped” to the aircraft structure. Unlike
conventional gyros, aircraft motion is not decoupled from the sensors by means
of a stable mechanical “platform”. Omission of the mechanical platform and use
of FOGs eliminate any moving parts within the system, enabling a significant
improvement of reliability.
Ve re
DATA PROVIDED BY THE LCR-92

Un
The AHRS provides attitude and heading data to the cockpit displays, the flight
control system, and other users in the aircraft (e.g., WX, FDR, etc.).
The principal data provided by the LCR-92 AHRS is:
● Pitch angle
● Roll angle
● Magnetic heading
● Turn rate
DECEMBER 22, 2005

1-103
FLIGHT MANUAL
The following information from the AHRS is displayed on the cockpit instruments:
● Pitch and roll on the EADI

● Magnetic heading on the EHSI
● Rate of turn on the TR indicator/EHSI
n
LCR-92
o
The LCR-92S has an attitude accuracy of 2° and a free directional gyro (DG) drift
rate of 9°/hour. The magnetic heading accuracy is 2°.
e t R py
isi
SYSTEM CONFIGURATION
General
ev
●
●
Us en Co
The LCR-92 system consists of the following components:
AHRU (Attitude and Heading Reference Unit)

MSU CalPROM
● Flux valve
o rr d
● Compass controller
AHRU
r t u re
The AHRU is the main AHRS component, containing the sensors (FOGs and
level sensors), processor, power supply, and interfaces to the users. There is no
io y C te
requirement for pilot access to the unit. It is located in the nose avionics
compartment.
Pr rif gis
MSU CalPROM
The MSU CalPROM is an external detachable device, located at the AHRU front
plate. It stores the aircraft specific information necessary to compensate the flux
valve errors.
Ve re
Flux Valve
The flux valve provides the AHRU with information about the earth’s magnetic
Un
field. The flux valves are located in the tail boom assembly. This area is selected
to minimize interference by ferromagnetic materials and magnetic fields
generated by the aircraft. As the AHRS provides heading information with
respect to the earth’s magnetic field (MAG HDG), a flux valve is a standard part
of the system.
DECEMBER 22, 2005

1-104
FLIGHT MANUAL
Compass Controller
The compass controller allows the pilot to decouple the AHRS from the flux valve
and adjust the system to any desired heading. The system then operates in the
DG mode with heading performance similar to a free directional gyro.
n
Additionally it allows aligning the AHRS heading output with the heading as
detected by the flux valve, by means of a “fast slew” function. This is used to
o
eliminate heading errors caused by disturbances of the earth’s magnetic field due
to local interference on the ground.
e t R py
isi
OPERATION
CONCEPT OF OPERATION
ev
Us en Co
Operation of the LCR-92 AHRS is automatic upon the application of power to the
system. No operator inputs are required unless the DG mode is selected and
setting of the aircraft heading is required. After application of power, the system
performs an alignment, during which orientation is determined with respect to the
local vertical and magnetic north and performs self-test functions.
o rr d
As the system’s sensors (Gyros and level sensors) are used during the alignment
phase to determine the earth’s gravity vector and rotation, the aircraft must
r t u re
remain stationary during this phase in order to allow successful completion of the
alignment. However, aircraft motion due to wind buffeting and cargo or
passenger loading does not affect the alignment.
io y C te
After the nominal 30 second alignment is finished, the AHRS enters normal
operation, and the ATT, HDG, and TR warning flags on the cockpit displays
disappear.
Pr rif gis
OPERATIONAL MODES
Depending on the flight condition of the aircraft at the application of power the
AHRS will enter into either an alignment on ground or an alignment in the air.
Ve re
Upon successful completion of this alignment (warning flags show all output data
is valid) the LCR-92 enters the Normal mode. Depending on the heading mode
selection the system will go either to the Slaved or DG mode.
Un
● Alignment on the ground

● Alignment in the air
● Normal mode
● Slaved mode
● DG mode
The operation in either Slaved mode or DG mode causes a difference in heading

performance depending on the availability of valid flux valve input to the AHRS.
DECEMBER 22, 2005

1-105
FLIGHT MANUAL
The various operational modes are explained in the following chapters.
ALIGNMENT ON THE GROUND
Following initial power application, the AHRS performs an alignment, which lasts
30 seconds. During the alignment the ATT and HDG warning flags are in view at
n
the cockpit displays. The TR flag disappears 15 seconds after power on. When
the alignment is finished, the ATT and HDG flags also disappear. At this time the
o
aircraft may be moved.
e t R py
The LCR-92 will perform to the specified DG free drift accuracy at the end of the
isi
nominal 30 second alignment period. A refinement of the estimated earth’s rate
and free drift compensation will continue for an additional 90 seconds as long as
the aircraft is stationary. This will result in DG free drifts lower than the specified
ev
Us en Co
value of 9°/hr.
If the AHRS ambient temperature is outside of the range of +0° C to +35° C,

alignment time is extended by a FOG temperature stabilization phase with a
duration of up to 15 seconds.
NOTE
o rr d
During this phase the AHRS is very sensitive to
r t u re
motion. It is therefore imperative, that the aircraft be

kept stationary during the alignment. The AHRS is
measuring the rotation of the earth in space at this
io y C te
time; however, aircraft motion due to wind buffeting,

cargo, or passenger loading does not affect the
alignment.
Pr rif gis
As the alignment of the AHRS is automatic upon application of power, there is no

provision for the pilot to realign the AHRS. However, if the pilot desires a new
alignment, realignment can be initialized by pulling and resetting the AHRS circuit
breakers (C/Bs) and ensuring a power interrupt of more than 0.5 seconds.
Ve re
NOTE
The AHRS has dual power inputs connected to

Un
separate C/Bs. For realignment both C/Bs need to be

pulled in order to cut the power to the AHRS.
ALIGNMENT IN THE AIR
The LCR-92 AHRS is capable of recovery from a power loss in flight. Depending
on the duration of the power interrupt, the system either recovers immediately
(interrupt up to 0.5s and no high dynamics), or it performs an inflight alignment.
In the first case, the ATT, HDG and TR warning flags are in view only during the
DECEMBER 22, 2005

1-106
FLIGHT MANUAL
interrupt, in the second case these flags disappear after the inflight alignment is
finished.
In order to perform an inflight AHRS alignment, the aircraft has to be flown

straight and level (Pitch < ± 10°, Roll < ± 5°, Yaw Rate < 1°/s, Lateral and
Longitudinal Acceleration < 0.05g) for a minimum of 30 seconds for attitude and
n
HDG to become valid.
o
Aircraft dynamics are determined by angular rates, accelerations, and attitude
computations by the AHRS. In turbulent air, it is possible that attitude and
e t R py
heading is kept invalid for a long period of time, although the aircraft is flying
isi
straight and level. Attitude and heading may become valid at different times,
depending on A/C motion.
ev
Under normal conditions, there is no need for the pilot to perform an AHRS
Us en Co
realignment in flight. On rare occasions, however, a manually initiated inflight
realignment might become necessary. As on the ground, a realignment of the
AHRS in flight can be initialized by the pilot by cycling the AHRS circuit breakers,
producing a power interrupt of more than 0.5 seconds.
Normal Mode
o rr d
Normal mode is the operational mode, that the AHRS enters after the alignment
r t u re
is finished.
Both the Slaved mode and the DG mode, as described below, belong to the
io y C te
Normal mode category.
Slaved Mode
Pr rif gis
The AHRS operates in the Slaved mode as long as it receives valid input data
from the flux valve, and it is not switched manually by means of the compass
mode control switch into the DG mode.
In this mode, the AHRS heading is synchronized to the data from the flux valve,
Ve re
thus providing gyro stabilized magnetic heading information. The flux valve is
used as a long term reference, while the gyros within the AHRS provide the
required short term stability to provide accurate magnetic heading information
Un
under dynamic flight conditions.
DG Mode
Under certain conditions, there is a possibility that magnetic heading is not

desirable. This could be because of local disturbances of the earth’s magnetic
field, or for flights in the vicinity of the magnetic poles of the earth, where
magnetic heading and true heading might differ by as much as 180°.
DECEMBER 22, 2005

1-107
FLIGHT MANUAL
To provide the pilot with usable heading information in this case, it is possible to
manually switch the AHRS into the DG mode. The AHRS operates as a free
directional gyro in this mode, which means, that it does not reflect any
abnormalities of the earth’s magnetic field. As there is no long term stabilization
by the flux valve in this case, the heading is subject to a drift, specified to be <
9°/h after a full alignment. To remind the pilot of the degraded heading
n
performance, the AHRS provides an output signal to drive a “DG” annunciator on
the EADI.
o
If the flux valve fails, the AHRS continues to provide heading information in the
e t R py
same way, as if it had been manually switched into the DG mode. In this case,
isi
the HDG warn flag is activated to make the pilot aware of the problem. If the
AHRS is then switched manually into the DG mode, the HDG warn flag
disappears, and the DG mode annunciator is activated.
ev
Us en Co
OPERATING LIMITATIONS
Angular Rates
The angular rate capability of the AHRS is limited to 600°/s. If this limit is
exceeded, the AHRS loses its reference, and ATT, HDG and TR warning flags
o rr d
will be set and latched. The AHRS cannot provide valid attitude and heading
information, until it has performed a realignment.
r t u re
Normal AHRS operation can be restored after these limits have been exceeded
by performing a realignment, using the AHRS circuit breakers to create a power
io y C te
interrupt of more than 0.5 seconds.
Compass Splits
Pr rif gis
Local magnetic interference can affect the flux valves providing different
information to one AHRS than to the other. Thus, the two AHRSs can provide
different heading information causing differences in the pilot’s and co-pilot’s
cockpit displays and may trigger the comparator monitor.
Ve re
Possible causes for heading splits can be vehicles parked by the aircraft, or
ferromagnetic material or electrical installations on the ground (e.g., taxiway or
Un
runway heating).
After takeoff the magnetic distortion leading to compass splits normally

disappears. It will then take several minutes for the heading difference to “slow
slave” out. The system may be instantly realigned by switching from Slaved
mode to DG mode and back again to Slaved mode through use of the compass
control switches.
DECEMBER 22, 2005

1-108
FLIGHT MANUAL
LATITUDE LIMITS FOR MAGNETIC HEADING
Magnetic heading sensing is unreliable in the vicinity of the magnetic poles. This
is due to the steep inclination of the magnetic field, reducing drastically the
usable horizontal component of the magnetic field. In addition, other effects, like
the convergence of the magnetic field and magnetic variations of up to 180°
n
prevent the use of magnetic stabilized heading in these areas. Therefore, the DG
mode should be selected by the pilot.
o
OPERATING INSTRUCTIONS
e t R py
isi
Alignment on Ground
Alignment is automatic on application of power. No pilot action is required.
ev
Us en Co
After a temporary aircraft power loss (voltage drop due to engine start etc.) a
realignment is initiated automatically upon restoring of power. No pilot action is
required.
NOTE
o rr d
• The DG/Slaved switch has to be set to the “Slaved” position
in order to achieve a correct heading alignment.
r t u re
• Do not move the aircraft until all of the three warning flags
from the AHRS, (ATT, HDG, and TR) have disappeared.
io y C te
To achieve full performance (lowest drift) of the system, an alignment time of 2

minutes should be used. This is done by keeping the aircraft stationary for 90
Pr rif gis
seconds after the flags have disappeared.
Alignment in Air
Alignment in the air is automatic on application/restoring of power to the AHRS.

Ve re
No pilot action is required to initialize an in-flight alignment. However, to allow the

AHRS to successfully finish the alignment, the aircraft has to be flown straight
and level, until all of the warning flags have disappeared (ATT, HDG, TR).
Un
NOTE
• The DG/Slaved switch has to be set to the “Slaved” position

in order to achieve a correct heading alignment.
• If a realignment is required due to invalid AHRS output a

power interrupt of more than 0.5 seconds can be generated
by cycling the AHRS circuit breakers.
DECEMBER 22, 2005

1-109
FLIGHT MANUAL
Compass Controller Operation
DG/Slaved Switch
The “DG/Slaved” switch allows the pilot to manually select either the Slaved
mode or the DG mode. In “Slaved” position, heading from the flux valve is used
n
as long term heading reference, whereas in “DG” position no long term reference
for heading is used, and the AHRS operates as a conventional free directional
o
gyro.
e t R py
The DG mode may be used on the ground prior to flight in an area where the
isi
magnetic field is disturbed and the resulting slaved heading is unreadable. If this
condition exists when the aircraft is aligned for take-off, the AHRS systems
should be switched into the DG mode and an accurate heading for the takeoff
ev
should be set on the display. Once the aircraft is airborne the systems should be
Us en Co
switched to the Slaved mode.
Systems may be cycled from Slaved to DG and back to Slaved mode in the air to
relieve minor heading splits.
Manual SYN Switch

o rr d
The function of the manual SYN switch is to manually slew the AHRS heading
r t u re
output to a desired value.
When set to the left or right +/- marker, the indicated heading is slewed left or
io y C te
right respectively, at 2°/sec, for the first 3 seconds. Thereafter, at 8°/sec.
Slaving Error Indicator

Pr rif gis
This indicator on the EHSI displays a magnetic slaving error, defined as system
heading output minus magnetic heading input from the flux valve. Indication is
not displayed in DG mode.
Ve re
ANNUNCIATORS
DG Mode Annunciator
Un
The DG mode annunciator on the EFIS indicates that the DG mode has been
selected. This annunciator does not indicate system operation in the unslaved
heading mode because of a flux valve malfunction.
WARNING SIGNALS
Several warning signals are provided by the AHRS to warn the pilot, that the data
from the AHRS is not safe for use. Depending on the cause for setting the
warning signals, they can be temporarily or permanently set.
DECEMBER 22, 2005

1-110
FLIGHT MANUAL
ATT FAIL WARNING
The ATT FAIL warning indicates that the attitude information from the AHRS is
not safe for use. This may be, because the AHRS is still in the alignment phase,
or because of a detected failure either within the AHRS or with an input signal
affecting attitude accuracy/availability (e.g., missing attitude synchro reference
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signal).
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The ATT FAIL warning signal drives the “ATT FAIL” annunciator on the EADI.
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HDG FAIL Warning
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Similar to the function of the ATT FAIL warning, the HDG FAIL warning indicates
that the heading information from the AHRS is not safe for flight. This may be
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because of the AHRS still being in the alignment phase, or because of a failure
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detected within the AHRS or with any of the required input signals to provide
magnetic heading.
In case of a failure with the flux valve, this signal is set to the “Warn” condition,
however, after switching the AHRS into the DG mode. The HDG FAIL warning
signal disappears.
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The HDG FAIL warning signal drives the “HDG” annunciator on the EHSI.
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Turn Rate Warning Signal

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The turn rate warning signal indicates, that the rate of turn signal from the AHRS
is not usable. Again, this may be because of the system still performing an
alignment, or because of a detected failure.
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The turn rate warning signal drives the TURN RATE FAILURE annunciator on
the EADI.
NOTE
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Because all three warning indicators are driven from

the AHRS, it is not advisable to take off as long as
any of the flags are in view.
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AHRS Warn Signal
The AHRS provides an AHRS warn signal, which functions as an optional master
warn signal that indicates a detected internal failure of the AHRS.
As the AHRS warn signal does not provide any additional information for the pilot
besides that which is provided by the warning flags described above, there is
normally no indicator in the cockpit, that is driven by this signal.
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BENDIX/KING CAS-66A TCAS TRAFFIC COLLISION AVOIDANCE SYSTEM (OPTIONAL)
SYSTEM COMPONENTS
Traffic Displays – TID 66A
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TCAS Controls
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● CP 66A/B TCAS I Controller
● Discrete Switches
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TPU 66A & ANT 67A w/ Optional OMNI
INTRODUCTION
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TCAS (an acronym formed from the phrase Traffic Alert and Collision Avoidance
System) is an airborne system used for detecting and tracking aircraft near your
own aircraft. TCAS I includes a TCAS processor, antennas, a traffic display and
a means to control the system. The TCAS processor and antennas detect and
track other aircraft by interrogating their transponders. Aircraft detected, tracked,
and displayed by TCAS are referred to as Intruders. TCAS analyzes the
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transponder replies to determine range, bearing and relative altitude, if the
Intruder is reporting altitude. Should the TCAS processor determine that a
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possible collision hazard exists, it issues visual and aural advisories to the crew.
The visual advisory is shown by symbols on the traffic display. Complementing
the traffic display, TCAS provides appropriate synthesized voice announcements
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in the cockpit. A complete list of traffic symbols and announcements is given in

the Theory of Operation and Symbology section of this Pilot's Guide.
NOTE
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TCAS is unable to detect any Intruding aircraft

without an operating transponder. TCAS can detect
and track aircraft with either ATCRBS (operating in
Mode A or C) or Mode S transponders.
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The traffic display shows the Intruding aircraft's position. TCAS identifies the
relative threat of each Intruder by using various symbols and colors. The
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Intruder's altitude, relative to your own aircraft's altitude, is annunciated if the

Intruder is reporting altitude. A trend arrow is used to indicate if the Intruder is
climbing or descending more than 500 feet per minute. TCAS traffic may be
displayed on a weather radar indicator, on a dedicated TCAS display, on a TCAS
compatible EFIS Display Unit or a TA/VSI (combination traffic display and vertical
speed instrument).
TCAS modes and functions are controlled by switches located on a TCAS control
panel or in combination with various other controls. A description of controls is
given in the Controls and Displays section of this Pilot's Guide.
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ATC procedures and the "see and avoid concept" will continue to be the primary
means of ensuring aircraft separation. However, if communication is lost with
ATC, TCAS adds a significant backup for collision avoidance.
TCAS:
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● Is compatible with the ATC System
● Determines if a threat exists from 1030/1090 ATCRBS or Mode S
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Transponder equipped aircraft
● Provides display and audio announcement to the crew
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– Position information displayed on a traffic display
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– Synthesized voice
● Incorporates sensor inputs and sophisticated algorithms to minimize
nuisance visual and aural annunciations.
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THEORY OF OPERATION AND SYMBOLOGY
TCAS Operation
TCAS monitors the airspace surrounding your aircraft by interrogating the

transponder of the Intruding aircraft. The interrogation reply enables TCAS to
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compute the following information about the Intruder:
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1. Range between your aircraft and the Intruder.
2. Relative bearing to the Intruder.

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3. Altitude and vertical speed of the Intruder, if the Intruder is reporting

altitude.
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4. Closing rate between the Intruder and your aircraft.
Using this data TCAS predicts the time to, and the separation at, the Intruder's
Closest Point of Approach (CPA). Should TCAS predict that certain safe
boundaries may be violated, it will issue a Traffic Advisory (TA) to alert the crew
Ve re
that closing traffic is nearby.
TCAS I Sensitivity Level

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TCAS I separates the surrounding airspace into two altitude layers. A different
sensitivity threshold level for issuing TAs (traffic advisories) is applied to each
altitude layer. Lower altitudes have less sensitive TA threshold levels to prevent
unnecessary advisories in the higher traffic densities anticipated at lower flight
levels (i.e., terminal areas).
TCAS I has two sensitivity levels (SL) which are described in Table 1-12, TCAS
Sensitivity Levels. SL A is invoked using the following order of precedence: (1)
when the TCAS aircraft is below 2,000 feet AGL (if equipped with radio altimeter)
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OR (2) when the landing gear is extended (no radio altimeter installed). SL B
occurs under all other flight conditions. Table 1-13, Typical Traffic Advisory
Conditions for Sensitivity Levels describes what conditions will cause a TA to be
issued. If aircraft is not equipped with either a radio altimeter or retractable
landing gear, TCAS I will stay in SL B at all times.
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TCAS I Surveillance Volumes
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Surveillance volume is that volume of airspace within which other aircraft with
Mode S or ATCRBS transponders are tracked by own aircraft's TCAS.
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Table 1-12. TCAS Sensitivity Levels
Sensitivity DESCRIPTION
Level
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SL A In sensitivity level A, TCAS I performs surveillance
tracking functions and provides traffic advisories.
conditions for sensitivity level A are any one of
following:
and
The
the
1. Own aircraft is in-flight and is below 2,000 feet

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AGL, if a radio altimeter is installed.
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2. Own aircraft is in-flight and the Landing Gear is

extended, if a radio altimeter is NOT installed.
SL B In sensitivity level B, TCAS I performs surveillance and

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tracking functions and provides traffic advisories. The

conditions for sensitivity level B are based on own aircraft
in-flight and:
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1. If radio altitude source is installed and own aircraft

altitude is above 2,000 feet AGL (radio altitude).
2. If radio altitude source is NOT installed and own

aircraft has Landing Gear Retracted.
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3. If the aircraft has a fixed landing gear and no radio

altimeter is installed.
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Range Tracking Volumes
The shape and size of the range tracking volume is dependent on whether Mode
S or ATCRBS transponders are being interrogated, whether tracking is occurring
on a directional or OMNI antenna, and attenuation levels applied to the
transmitted pulses from the TCAS processor's transmitter. The typical range
tracking volume is pictured as an ellipse. The distance behind own-aircraft is
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about one half of the forward distance. The tracking range to either side of own-
aircraft is about two thirds of the maximum forward distance.
Table 1-13. Typical Traffic Advisory Conditions for Sensitivity Levels
Sensitivity CONDITIONS FOR TRAFFIC ADVISORIES (TAs)
n
Level
SL A The following conditions cause TCAS I to generate a TA
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in sensitivity level A:
TCAS calculates that if current closing rate is maintained,
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separation of less than 600 feet in altitude between own
and Intruder will occur in 20 seconds.
Separation between own and Intruder is less than 1200
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SL B
feet in altitude and less than 0.20 nautical mile range.
NAR (Non-Altitude Reporting) Intruder is within 15
seconds or 0.20 nautical mile range.
The following conditions cause TCAS I to generate a TA
in sensitivity level B:
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TCAS I calculates that if current closing rate is
maintained, separation of less than 800 feet in altitude
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between own and Intruder will occur in 30 seconds.

Separation between own and Intruder is less than 800
feet in altitude and less than 0.55 nautical miles in range.
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NAR (Non-Altitude Reporting) Intruder is within 20

seconds or 0.55 nautical mile range.
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Standby or Fail TAs are not generated.

Mode
The maximum forward range for TCAS is 40 nm. TCAS reduces range tracking
volumes in high density areas to reduce the number of receptions to be
Ve re
processed by TCAS and for interference limiting. TCAS can track as many as 45
aircraft and displays up to 30 of them.
Altitude Tracking Volumes

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TCAS I tracks other transponder equipped aircraft that are within a relative
altitude of +/-9,000 feet.
TCAS I Aural Inhibits
TCAS I will inhibit the aural annunciation using the following order of precedence:
(1) below 400 feet AGL or (2) when the landing gear is Extended (no radio
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FLIGHT MANUAL
altimeter installed). The aural annunciation is enabled above 600 feet AGL in
aircraft equipped with a radio altimeter.
TCAS Traffic Display Symbols
TCAS I will display three different traffic symbols on the traffic display. The type
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of symbol selected by TCAS is based on the Intruder's location and closing rate.
Relative bearing and distance to the Intruder are shown by the position of the
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Intruder symbol in relation to the own-aircraft symbol.
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The symbols change shape and color as separation decreases between your
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aircraft and Intruders to represent increasing levels of urgency.
The traffic symbols may also have an associated altitude tag that shows relative
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altitude in hundreds of feet, indicating whether the Intruder is climbing, flying level
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or descending. A + sign and number above the symbol means the Intruder is
above your altitude. A - sign and number beneath indicates the Intruder is below
your altitude. A trend arrow appears when the Intruder's vertical rate is 500 feet
per minute or greater.
No altitude number or trend arrow will appear beside any Intruder that is Non-
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Altitude Reporting (NAR).
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If TCAS direction finding techniques fail to locate the azimuth of another aircraft,
a NO BEARING message appears on the screen when the Intruder becomes a
threat.
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Non-Threat Traffic
(Figure 1-25)
Pr rif gis
An open white diamond indicates that an Intruder's relative altitude is greater

than ±1200 feet, or its distance is beyond 5 nm range. It is not yet considered a
threat.
This traffic is 1700 feet above your own altitude, descending at 500 feet per
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minute or greater.
Proximity Intruder Traffic

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(Figure 1-26)
A filled white diamond indicates that the Intruding aircraft is within ±1200 feet and
within 5 nm range, but is still not considered a threat.
This Intruder is now 1000 feet above your aircraft and descending.
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FLIGHT MANUAL
Traffic Advisory (TA)
(Figure 1-27)
A symbol change to a filled yellow circle indicates that the Intruding aircraft is
considered to be potentially hazardous. Depending upon TCAS sensitivity level,
TCAS I will display a TA when time to CPA (Closest Point of Approach) is 15 to
n
30 seconds.
o
Here the Intruder is 500 feet above your aircraft. A voice is heard in the cockpit,
advising: "Traffic, Traffic"
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The crew should attempt to gain visual contact with the Intruder and be prepared
to maneuver upon visual acquisition.
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Off Scale Traffic
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(Figures 1-27 and 1-28)
Threat aircraft (TA's) that are beyond the selected display range are indicated by
one half of the traffic symbol at the edge of the screen. The position of the half-
symbol represents the bearing of the Intruder.
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WARNING
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The crew should take no evasive action based solely

on the TCAS display.
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Figure 1-25. Non-Threat Traffic
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FLIGHT MANUAL
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Figure 1-26. Proximity Intruder Traffic

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Figure 1-27. Traffic Advisory (TA)
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FLIGHT MANUAL
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Figure 1-29. Same TA Traffic; Beyond Selected Range
Indications and Voice Announcements

(Figure 1-30)
"'Traffic, Traffic"
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FLIGHT MANUAL
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Situation:
Figure 1-30. “Traffic, Traffic”
One Intruder is ahead near the 2:00 o'clock position, between 2 and 3 miles, 400
feet below your altitude and closing. TCAS recognizes the threat and issues a
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TA.
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TCAS Traffic Advisory Annunciation (TA):
AURAL VISUAL CREW RESPONSE

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“TRAFFIC, TRAFFIC” A filled yellow circle on Conduct visual search

the Traffic Display for the Intruder. If
successful, maintain
Pr rif gis
visual acquisition to
ensure safe operation.
WARNING
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The pilot should NOT initiate evasive maneuvers

using information on the Traffic Display only. Use the
TA (Traffic Advisory) symbol to visually acquire the
Un
Intruder and be prepared to maneuver upon visual

acquisition.
AUDIO ANNOUNCEMENTS:
Synthesized voice announcements are issued by TCAS over the aircraft audio
system. The following table lists all the audio messages, and advisories, in the
TCAS I vocabulary.
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FLIGHT MANUAL
AUDIO MESSAGES
CONDITION ADVISORY MESSAGE

Traffic Advisory "TRAFFIC, TRAFFIC"
Self-Test Passed "TCAS SYSTEM TEST OK"
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Self-Test Failed “TCAS SYSTEM TEST FAIL”
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CONTROLS AND DISPLAYS
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TCAS Controls
This section describes the CC-66B control unit for the TCAS equipment. The
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TCAS functions can be controlled by other optional control panels or discrete
switches.
TCAS I Control Panel; CP-66B

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Pr rif gis
Figure 1-31. CP 66B TCAS I Control Panel
The CP 66B can have up to four separate knobs as shown above. Depending
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upon the system interface, the Range Knob and/or Display Selector may be
removed.
Un
The CP 66B amber Fail Annunciator will light during self-test and in normal
operation will flash if a system failure has been detected. If a failure has been
detected, turning the Power Switch to OFF will turn off the flashing annunciator.
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FLIGHT MANUAL
Power Switch The OFF position deactivates selector switches and push
buttons and extinguishes FAIL annunciation if on.
The SBY position places the TCAS in Standby mode. In

Standby mode, all TCAS broadcast, surveillance, and
n
tracking operations are disabled and the traffic display is
blanked except for a "TCAS STBY" mode annunciation.
o
The ON position enables the TCAS broadcast, tracking
and surveillance operations at the selected range, display
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and altitude limit.
Pressing the TEST button in the center of the knob
initiates a comprehensive self-test lasting approximately
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TCAS Range
Knob
twelve seconds. Refer to the appendix for a description of
the self-test function.
The TCAS RANGE knob is used to select the range on
the traffic display. The range selections are 3, 5, 10, 15,
20, and 40. All ranges are in nautical miles.
NOTE
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This feature may not be available in all installations or
r t u re
this feature may be superseded by a range control on the

traffic display bezel.
Display Select The Display Select Switch is used in installations where
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Switch the weather radar indicator is the traffic display. It selects

between T/Wx (TCAS w/Weather), Wx (Weather Only),
and TCAS (Traffic Only) presentations on the radar
screen. Details of the various modes are described later
Pr rif gis
in this section under Weather Radar Indicators.

Altitude Limit The Altitude Limit Select Switch selects altitude display
Switch limits. It has no effect on the TCAS logic giving TAs.
There are three selections available.
Ve re
1. ABOVE - Traffic that is between 8700 feet above and

2700 feet below own aircraft will be displayed.
Typically ABOVE is used during the climb phase of
Un
flight.
2. NORMAL - Traffic that is between 2700 feet above
and 2700 feet below will be displayed. Typically
NORMAL is used during the en route phase of flight.
3. BELOW - Traffic that is between 2700 feet above
and 8700 feet below will be displayed. Typically
BELOW is used during the descent phase of flight.
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The FL (Flight Level) push button in the center of the

Altitude Limit Select Switch replaces Intruder's relative
altitude with absolute altitude for 15 seconds. During this
period the altitude is displayed in flight level format. That
is, 19,000 ft. is displayed as 190. After 15 seconds the
absolute reading reverts to relative altitude.
n
The FL function is flagged below 18,000 feet MSL on
most traffic displays unless barometric corrected altitude
o
is available from an air data source. FL is inhibited on the
IVA 81A and the TID 66A units, but not on the Radar
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indicator when used with GC 362A.
If FL is selected while inhibited, “FL - - -“ will show in
place of own flight level.
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Traffic Displays
TCAS traffic can be displayed on a variety of instruments or indicators.
The following describes the various TID-66A TCAS traffic displays.

o rr d
The TID-66A is a dedicated TCAS traffic display (Figure 1-32) similar to the
r t u re
TA/VSI without any vertical speed functions. The bearing and distance of Intruder
aircraft are relative to the own-aircraft symbol. The own-aircraft symbol is located
a third up from the bottom of the screen.
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The full scale display range directly ahead of the aircraft is annunciated in the
upper right-hand corner. The distance aft is one-half the annunciated range. The
distance to the sides of the aircraft (at 90° and 270°) is two-thirds the
Pr rif gis
annunciated range. A 2 nm circle indicated by blue dots every 30° is present at

every range except 40 nm.
The lower right-hand corner of the TID 66 annunciates the Above/Below and FL
display formats. The FL feature is inhibited below 18,000 feet MSL unless
Ve re
barometric corrected altitude is available from an air data source. If FL is

selected while inhibited, “FL - - -“ is annunciated. When appropriate Flight Level
data is available, current aircraft Flight Level is displayed.
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FLIGHT MANUAL
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Figure 1-32. TID-66A TCAS I Traffic Display
r t u re
The lower left-hand corner annunciates the TCAS mode and TCAS flag
condition. See the list of Mode & Failure Annunciations below.
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Two blocks are reserved in the lower center of the screen to display No Bearing
TA traffic. Occasionally TCAS can compute range and range closure but not
relative bearing to Intruder aircraft. "No Bearing" traffic will be depicted as text
Pr rif gis
and not a traffic symbol. A message such as "2.0NM/-020" in yellow is a No

Bearing TA for an Intruder 2.0 nm away 200 Ft. above and descending.
TA/VSI and TID Controls

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Range Select
Pressing the "UP" or "DN" buttons on the front bezel will increase or decrease
the selected display range. The "04" software versions of the TA/VSI and all TID
Un
66A units will have selectable ranges of 3, 5, 10, 15, 20, and 40 nm. The range
selections on earlier TA/VSI units will be 3, 5, 10, 15 nm OR 5, 10, 20, & 40 nm,
depending upon aircraft wiring.
BRT Control
This knob controls the brightness of the traffic display screen.
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FLIGHT MANUAL
Light Sensor
The light sensor in the lower left corner controls the automatic dimming function
that adjusts the display brightness to compensate for changing ambient lighting
levels.
n
Mode & Failure Annunciations
o
The following annunciations can be seen in the lower left-hand corner of the TID-
66A.
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ANNUNCIATION (IVA 81A) (TID 66A) INDICATES
COLOR COLOR
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TCAS STBY (Blue) (Blue) NO TCAS
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TEST
TA ONLY
TCAS
(Yellow)
(Blue)
(Yellow)
(Blue)
(Blue)
(Yellow)
TEST Mode
TA ONLY Mode
FLAG (TCAS
FAIL)
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OPERATIONAL PROCEDURES
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TCAS Operating Procedures
TCAS warns the operator with an aural and visual Traffic Advisory whenever
TCAS detects another transponder equipped aircraft and predicts the Intruder to
io y C te
be a threat. The pilot should not initiate evasive maneuvers using information
from the traffic display only or on a traffic advisory (TA) only, without visually
sighting the traffic. These displays and advisories are intended only for
Pr rif gis
assistance in visually locating the traffic and lack the resolution necessary for use
in evasive maneuvering. The flight crew should attempt to visually acquire the
intruder aircraft and maintain/attain a safe separation in accordance with the
regulatory requirements and good operating practice. If the flight crew cannot
acquire the aircraft, air traffic control should be contacted to obtain any
Ve re
information that may assist concerning the intruder aircraft. Based on the above
procedures minor adjustment to the vertical flight path consistent with air traffic
requirements are not considered evasive maneuvers.
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Before Takeoff
TCAS should be tested using the pilot initiated self-test feature during cockpit
preparation. After passing self-test, TCAS should remain in SBY before takeoff.
TCAS Traffic on the Radar Display:
If the weather radar indicator is used as the TCAS Traffic Display, select Radar
to "STBY", “TST” or "ON". Note that the weather radar RT is radiating when the
DECEMBER 22, 2005

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FLIGHT MANUAL
radar is On. See the weather radar operator's guide for proper radar operation.
Select the "T/WX" (TCAS/Weather) Display Mode switch to display TCAS, i.e.,
"TA AUTO" or "TA ONLY".
Before taking the active runway, TCAS should be turned ON. Range, if available,
may be selected to 10 nm or lower. Above/Norm/Below, if available, may be
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selected to ABOVE.
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Flight Procedures
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The TCAS TA (traffic advisory) should alert the flight crew to use extra vigilance
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to identify the Intruding aircraft. Any time the traffic symbol becomes a yellow
circle or "TRAFFIC, TRAFFIC" is announced in the cockpit, conduct a visual
search for the Intruder. If successful, maintain visual acquisition to ensure safe
ev
operation.
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Use of the TCAS self-test function in-flight will inhibit TCAS operation for up to 15
seconds depending upon the number of targets being tracked.
During initial departure, select the 10 nm TCAS range or lower because the
traffic density is the greatest near the airport.
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During the climb phase of flight, select the 10 nm range or greater and continue
r t u re
to use the Above display volume mode, if available. If a TA occurs, select the 10
nm range or lower on the TCAS traffic display.
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During cruise, the longer TCAS ranges may be used. The Above/Norm/Below
selection should be NORM. A 10 NM (or greater) range may be selected for high
altitude cruise.
Pr rif gis
During Descent and Approach, Below may be selected using the

Above/Norm/Below switch. A TCAS range of 10 nm or lower maybe used.
After Landing
Ve re
After clearing the active runway or helipad, TCAS should be turned to Standby
(SBY) or Off.
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POST FLIGHT
If a failure of the TCAS system has occurred, give Maintenance as much specific
information about the problem as possible. Avoid phrases such as "TCAS Inop."
Provide information in terms of fault lights lit, audio announcements, test pattern
discrepancies and screen annunciations that indicate which unit was observed to
have failed.
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SYSTEM CONSIDERATIONS
Limitations and Notes
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Figure 1-33 TID 66A Traffic Display
Limitations
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NOTE
• The capability of TCAS is dependent upon the type of

transponder in the Intruding aircraft:
Ve re
The Intruding aircraft must be equipped with a properly operating

transponder for normal TCAS operation. TCAS is unable to detect
any aircraft without an operating transponder.
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If the Intruder is Non-Altitude Reporting (NAR), TCAS will display

only the range and bearing. It can issue a TA (Traffic Advisory)
based on distance and direction of flight. TCAS assumes Non-
Altitude Reporting (NAR) traffic is at the same altitude as your own
aircraft.
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• Wiring options for TCAS include the following:
– TCAS can be wired to display all traffic full time or all traffic only
as a result of the presence of a TA.
– The maximum number of targets displayed (3 - 30) can be
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selected by strapping.
o
– The TCAS system can be automatically placed in standby when
the aircraft is on the ground.
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• If a radio altimeter is installed, the TCAS I aural warning
(TRAFFIC, TRAFFIC) is inhibited below 400 feet AGL during
descent and below 600 feet during ascent. If no radio
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•
altimeter is installed, then the aural warning is inhibited
whenever the Landing Gear is EXTENDED.
It is possible to see an aircraft flying the same course and

direction as your own aircraft, yet TCAS may not consider it
a threat. TCAS calculates the closure rate of the Intruder,
o rr d
and derives the time to the Closest Point of Approach (CPA).
If there is no closure rate, no advisory will be issued, unless
the Intruder is very close (within approximately 0.2 mile).
r t u re
Conversely, traffic at the same altitude very far ahead (about

10 miles) may be shown as a TA by TCAS because of a very
rapid closure rate.
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TCAS I SELF TEST

(Figure 1-34)
Pr rif gis
The TCAS self-test determines the operational status of the entire TCAS system.
Select self-test on the TCAS control panel. Once begun, self-test continues
automatically for approximately 15 seconds. During self-test, normal TCAS
operation is inhibited. For optimum display during self-test, selection of the 5 nm
range is recommended.
Ve re
If the traffic display is a weather radar indicator and the indicator is OFF, turn On
the indicator before selecting TCAS self-test. The warm up time for weather radar
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indicators is about five seconds.
During the first few seconds of the test sequence, the traffic display allows
verification of each type of Intruder symbol. The test generates the symbols
arranged as shown. The traffic display annunciates the word TEST. If the
weather radar is in the TEST function, this pattern appears over the radar test
pattern. If in a weather function, this test appears over the weather.
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CAUTION
Use of the TCAS self-test function in flight will inhibit

normal TCAS operation for up to 15 seconds. For this
reason, the pilot should use caution when initiating
the test in flight.
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A Traffic Advisory (yellow circle) will appear at 9 o'clock, range of 2 miles, 200
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feet below and climbing.
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Proximity traffic (solid white diamond) will appear at 1 o'clock, range 3.6 miles,
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1000 feet below, descending.
Non-Threat traffic (open white diamond) will appear at 11 o'clock, range of 3.6
ev
miles, flying level 1000 feet above.
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At the conclusion of a successful Self-Test, a synthesized voice announces:
"TCAS SYSTEM TEST OK"
Failure Conditions:
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Should a failure be detected during self-test, the audio message says:
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"TCAS SYSTEM TEST FAIL "

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A “TCAS” flag will be annunciated on the traffic display. A self-test failure may
indicate that the auxiliary equipment required for TCAS is not operational. Check
the associated equipment.
Pr rif gis
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Un
Figure 1-34. TID-66A TCAS I Test Pattern; 5nm Range
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CP 66A/B Control Panel Test
Pressing the TST button on the CP 66A/B initiates a comprehensive TCAS self-
test lasting approximately 15 seconds. The system will return to the previously
selected modes when the test is complete.
n
Glossary of TCAS Terms
o
ABBREVIATIONS AND DEFINITIONS
AFM or AFMS Airplane Flight Manual or Airplane Flight Manual
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Supplement.
AGL Above Ground Level. Height above the ground.
ATC Air Traffic Control. A federally operated ground based
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ATCRBS
system that manages aircraft traffic flow.
ATC Radar Beacon System. A ground based secondary
radar and airborne transponder system used to monitor
traffic.
Absolute Altitude The altitude shown on a traffic display is described as
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Absolute whenever the FL mode has been selected.
Otherwise, TCAS displays the Relative Altitude between
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your own aircraft's pressure altitude and the encoded

altitude of the Intruder aircraft.
Altitude Tag Data tag shown above or below threat symbol giving the
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relative altitude of the Intruder.

BITE Built-In Test Equipment. A feature of TCAS that
continuously monitors itself for operational errors.
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CPA Closest Point of Approach. CPA refers to predicted point

at which the Intruder will be closest to your own aircraft.
FL Flight Level. This is a TCAS mode that allows the
annunciation of Absolute Altitude on the traffic display.
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The traffic display will indicate the altitude in hundreds of

feet (i.e., 190 is 19,000 feet).
Indicated Altitude shown on the altimeter with barometric correction
Un
Altitude setting set to local sea level pressure. Indicated altitude

is used by the crew below 18,000 feet but not used for
TCAS processing.
Intruder Any aircraft that is in the surveillance range of TCAS.
LRU Line Replaceable Unit. A self-contained avionics
component that can be replaced in the field.
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Mode A ATCRBS transponder that replies to ATC interrogations

Transponder sending identification code but without giving altitude
data.
Mode C ATCRBS transponder that replies to ATC interrogations
n
Transponder giving identification code or encoded altitude data.
Mode S Transponder that replies to ATC interrogations giving an
o
Transponder ATCRBS identification code, encoded altitude and other
data fields including discrete aircraft address and
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airspeed capability.
NAR Non-Altitude Reporting traffic.
Non-Threat An aircraft that has entered the TCAS surveillance
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Intruder
Pressure Altitude
volume at a distance greater than 5 miles or altitude
greater than 1200 feet above or below your own aircraft.
Indicated altitude when barometric pressure is set to
29.92” Hg. (1013mb). Pressure altitude is used by TCAS
to determine the relative altitude of traffic.
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Proximity An aircraft that is within 5 miles range and within 1200
Intruder feet above or below your own aircraft but does not meet
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the TCAS definition of a threat.

Rad Alt or RALT Radio Altitude is the height above the ground as
determined by a radio altimeter. RALT is used by TCAS
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to inhibit TAs close to the surface. Radio altitude above

terrain is absolute. As such, RALT height is sometimes
referred to as absolute altitude in some systems. RALT
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systems typically function below 2,500 ft AGL.

Relative Altitude The difference in altitude between two aircraft. TCAS
calculates relative altitude as the difference between your
own aircraft’s pressure altitude and the encoded pressure
altitude of the Intruder.
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Self-test A functional test that determines equipment status. Self-

test differs from BITE performance monitoring because it
is initiated by the crew and is not performed continually or
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automatically.
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Sensitivity Level TCAS I has two sensitivity levels (SL). SL A shall be

automatically invoked using the following order of
precedence: (1) when the TCAS aircraft is below 2,000
feet AGL (if equipped with radio altimeter) OR (2) when
n
the landing gear is Extended (no radio altimeter
installed). SL B occurs under all other flight conditions. If
aircraft is not equipped with either a radio altimeter or
o
retractable landing gear, TCAS I shall stay in SL B at all
times.
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Surveillance The volume of airspace surrounding your aircraft that
Volume TCAS scans for Intruding traffic. The TCAS system scans
approximately 40 NM in front of and 9000 feet above and
ev
TA
Us en Co below the aircraft. The volume will automatically begin to
decrease when flying into a high density area and may
be reduced to approximately 15 NM in front of the
aircraft.
Traffic Advisory. An audio and visual indication that
another aircraft is a potential threat.
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TA/VSI Traffic Advisory/Vertical Speed Indicator. A flight
instrument that gives standard VSI indication and plan
r t u re
position of TCAS traffic.

Threat An aircraft that has satisfied TCAS threat detection logic
and thus requiring a Traffic Advisory.
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PRIMUS 440 DIGITAL WEATHER RADAR SYSTEM

Pr rif gis
SYSTEM DESCRIPTION
The PRIMUS 440 Digital Weather Radar System is a lightweight, high power, X-
band digital radar designed for weather (WX) detection.
Ve re
The primary purpose of the system is to detect storms along the flightpath and
give the pilot a visual indication in color of their rainfall intensity. After proper
evaluation, the pilot can chart a course to avoid these storm areas.
Un
WARNING
The system performs the functions of weather

detection. It should not be used nor relied upon for
proximity warning or anti-collision protection.
In weather detection mode, storm intensity levels are displayed in four bright
colors contrasted against a deep black background. Areas of very heavy rainfall
appear in magenta, heavy rainfall in red, less severe rainfall in yellow, moderate
DECEMBER 22, 2005

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rainfall in green, and little or no rainfall in black (background). If selected at
installation, the antenna sweep position indicator is a yellow band at the top of
the display.
Range marks and identifying numerics, displayed in contrasting colors, are given
to facilitate evaluation of storm cells.
n
The radar indicator is equipped with the Universal Digital Interface (UDI). This
o
feature expands the use of the radar indicator to display information such as
checklists, short and long range navigation displays and electrical discharge
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data.
isi
SYSTEM CONFIGURATION
ev
The PRIMUS 440 Digital Weather Radar System can be operated to display
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weather on a radar indicator or Electronic Flight Instrument System (EFIS).
The system consists of two units:
● Receiver transmitter antenna (RTA)

● Dedicated radar indicator.
o rr d
In this configuration, the radar indicator contains all the controls to operate the
r t u re
PRIMUS 440 Digital Weather Radar System. A single or dual Honeywell EFIS
can be added to the stand-alone configuration. In such a case the Electronic
Horizontal Situation Indicator (EHSI) repeats the data displayed on the radar
io y C te
indicator. System control remains with the radar indicator.
WEATHER RADAR INDICATOR OPERATION

Pr rif gis
All controls used to operate the system display shown in Figure 1-35, are located
on the WI-440 Weather Radar Indicator front panel.
The controls and display features of the WI-440 Weather Radar Indicator are
indexed and identified in Figure 1-36. Brightness levels for all legends and
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controls on the indicator are controlled by the dimming bus for the aircraft panel.
1. AZ (AZIMUTH)
Un
The AZ button is an alternate-action switch that enables and disables the

electronic azimuth marks. When enabled, azimuth marks at 30° intervals are
displayed. The azimuth marks are the same color as the other
alphanumerics.
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Figure 1-35. Typical PRIMUS 440 Digital Weather Radar Display

io y C te
2. RCT (RAIN ECHO ATTENUATION COMPENSATION TECHNIQUE

(REACT)
Pr rif gis
The RCT button is an alternate-action switch that enables and disables

REACT.
The REACT circuitry compensates for attenuation of the radar signal as it

passes through rainfall. The cyan field indicates areas where further
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compensation is not possible. Any target detected within the cyan field
cannot be calibrated and should be considered dangerous. All targets in the
cyan field are displayed as fourth level precipitation, magenta.
Un
REACT is available in the WX mode only, and selecting REACT forces the
system to preset gain. When engaged, the white RCT legend is displayed in
the REACT field.
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Figure 1-36. Weather Radar Indicator Front Panel View

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NOTE
• REACT'S three main functions (attenuation compensation,

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cyan field, and forcing targets to magenta) are switched on

and off with the RCT switch.
• Refer to Section 5, Radar Facts, for a description of REACT.

Un
3. DISPLAY AREA
See Figure 1-37 and the associated text that explains the alphanumeric
display.
DECEMBER 22, 2005

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FLIGHT MANUAL
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Figure 1-37. Weather Radar Indicator Display Screen Features
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4. FUNCTION SWITCH
A rotary switch is used to select the following functions:

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● OFF- This position turns off the radar system.

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● SBY (Standby) - This position places the radar system in standby, a ready
state, with the antenna scan stopped, the transmitter inhibited, and the
display memory erased. STBY, in white, is shown in the mode field.
If SBY is selected before the initial RTA warm-up period is complete

Ve re
(approximately 90 seconds), the white WAIT legend is shown in the mode field.
When warm-up is complete, the system changes the mode field to SBY.
Un
● WX - This position selects the weather mode of operation. When selected,

the system is fully operational and all internal parameters are set for
weather detection.
Alphanumerics are white, and WX is displayed in the mode field.
If WX is selected prior to the expiration of the initial RTA warm-up period, the
white WAIT legend is displayed in the mode field. In wait mode, the transmitter
and antenna scan are inhibited and the memory is erased.
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FLIGHT MANUAL
Upon completion of the warm-up period, the system automatically switches to
WX mode.
The system, in preset gain, with WX selected, is calibrated as listed in Table

1-14.
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Table 1-14. Rainfall Rate Color Coding
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Rainfall Rate Color
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in/hr mm/hr
0.04-0.16 1-4 Green
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0.16-0.47 4-12 Yellow
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0.47-2
>2
12-50
>50
Red
Magenta
● FP (Flight Plan) - The FP position puts the radar system in the flight plan
o rr d
mode that clears the screen of radar data so ancillary data can be
displayed. Examples of this data are:
r t u re
– Electronic checklists
– Navigation displays
– Electrical discharge (lightning) data.
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NOTE
Pr rif gis
In the FP mode, the radar RTA is put in standby, the

alphanumerics are changed to cyan, and the FLTPLN
(flight plan) legend is shown in the mode field.
● TST (Test) - The TST position selects the radar test mode. A special test
Ve re
pattern is displayed to verify system operation. The TEST legend is shown

in the mode field. Refer to Section 4, Normal Operation, for a description of
the test pattern.
Un
WARNING
In the test mode, the transmitter is on and radiating

X-band microwave energy. Refer to Section 6,
Maximum Permissible Exposure Level (MPEL), and
the Appendix, Federal Aviation Administration (FAA)
advisory circulars, to prevent possible human body
damage.
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FLIGHT MANUAL
FSBY (FORCED STANDBY)
FSBY is an automatic, non-selectable radar mode. The indicator is wired to

the weight-on-wheels (WOW) squat switch. The RTA is in the FSBY mode
when the aircraft is on the ground. In FSBY mode, the transmitter and
antenna scan are both inhibited, and the forced standby legend is displayed
n
in the mode field.
o
The FSBY mode is a safety feature that inhibits the transmitter on the ground
to eliminate the X-band microwave radiation hazard. Refer to Section 6,
e t R py
Maximum Permissible Exposure Level (MPEL).
isi
When in FSBY mode, you can restore normal operation by pulling the tilt
control out, pushing it in, pulling it out, and pushing it in within three seconds.
ev
Us en Co WARNING
Standby or forced standby mode must be verified for

ground operation by the operator to ensure safety for
ground personnel.
o rr d
5. GAIN
r t u re
The GAIN knob is a single-turn rotary control and push/pull switch that is
used to control the receiver gain. Push the GAIN switch to enter the system
into preset calibrated gain mode. Preset gain is the normal mode of operation
io y C te
and is used for weather avoidance. In calibrated gain, the rotary portion of
the GAIN control does nothing. The color bar legend is labeled 1, 2, 3, 4 in
WX mode.
Pr rif gis
Pull out on the GAIN switch to enter the system into the variable gain mode
with VAR (variance) displayed in the color bar. Variable gain is useful for
additional weather analysis. In WX mode, variable gain can increase receiver
sensitivity over the calibrated level to show very weak targets or it can be
reduced below the calibrated level to eliminate weak returns.
Ve re
WARNING
Un
Hazardous targets can be eliminated from the display

with low settings of variable gain.
Minimum gain is with the control at its full counterclockwise (CCW) position.
Gain increases as the control is rotated clockwise (CW) from full CCW. At full
CW position, the gain is at maximum.
In variable gain, the color bar legend contains the variable gain (VAR)
annunciation. Selecting RCT or TGT (target) forces the system into
calibrated gain.
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FLIGHT MANUAL
6. TILT
The TILT knob is a rotary control that is used to select the tilt angle of the
antenna beam with relation to the horizon. CW rotation tilts beam upward to
+ 15°; CCW rotation tilts beam downward to - 15°.
n
WARNING
o
To avoid flying under or over storms, frequently
adjust the tilt to scan both above and below your
e t R py
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flight level.
Stabilization is normally ON to compensate for pitch and roll maneuvers.

Refer to Section 5, Radar Facts, for a description of stabilization.
ev
Us en Co
Stabilization can be turned OFF by pulling out the TILT knob. STAB OFF will
then be annunciated on the display.
The knob is also used to operate the hidden modes. Refer to Section 7, In-
Flight Troubleshooting, for details.
7. BRT (BRIGHTNESS) OR BRT/LSS (OPTIONAL LIGHTNING SENSOR

o rr d
SYSTEM)
r t u re
The BRT knob is a single-turn control that adjusts the brightness of the
display. CW rotation increases display brightness and CCW rotation
decreases brightness.
io y C te
An optional BRT/LSS four-position rotary switch selects the separate LSZ-

860 Lightning Sensor System (LSS) operating modes and the brightness
Pr rif gis
control on some models. Its LSS control switch positions are as follows:
● OFF - This position removes all power from the LSS.
● SBY (Standby) - This position inhibits the display of LSS data, but the
Ve re
system accumulates data in this mode.
● LX (Lightning Sensor System) - In this position the LSS is fully operational

and data is being displayed on the indicator.
Un
● CLR/TST (Clear/Test) - In this position accumulated data is cleared from

the memory of the LSS. After 3 seconds the test mode is initiated in the
LSS. Refer to the LSZ-860 Lightning Sensor System Pilot's Handbook, for
a detailed description of LSS operation.
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8. RANGE
The RANGE buttons are two momentary-contact buttons used to select the
operating range of the radar. The range selections are from 5 to 200 nautical
miles (NM) full scale. In FP mode, additional ranges of 500 and 1000 NM are
available. The up arrow selects increasing ranges, and the down arrow
n
selects decreasing ranges. Each of the five range rings on the display has an
associated marker that annunciates its range.
o
NORMAL OPERATION
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PRELIMINARY CONTROL SETTINGS
Table 1-15 gives the power-up procedure for the PRIMUS® 440 Digital Weather
ev
Us en Co
Radar System.
Step
Table 1-15: Power-Up Procedure
Procedure
1 Verify that the system controls are in the positions
o rr d
described below before powering up the radar system.
Mode control: Off
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GAIN control: Preset Position

TILT control: +15°
2 Take the following precautions if the radar system is
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operated in any mode other than standby or forced

standby while the aircraft is on the ground:
Pr rif gis
• Do not operate the radar system during aircraft

refueling or during refueling operations within 100
feet (30 meters).
• Do not operate the radar if personnel are standing
too close to the 120° forward sector of aircraft. (Refer
Ve re
to Section 6, Maximum Permissible Exposure Level

(MPEL), in this manual.)
• Operating personnel should be familiar with FAA AC
Un
20-68B, which is reproduced in Appendix A of this

manual.
3 If the system is being used with an EFIS display, power-
up by selecting the weather display on the EHSI. Apply
power to the radar system using either the indicator or
controller power controls.
4 Select either standby or test mode, as shown in Figure 1-
36.
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FLIGHT MANUAL
Step Procedure
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Figure 1-38. EFIS Test Pattern (Typical) With Text Fault
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Enabled and the Aircraft is in the Air
NOTE
io y C te
• Figure 1-38 shows a typical EFIS display, but there

may be differences between systems. Refer to the
specific EFIS manual for a detailed description.
Pr rif gis
• If the radar BITE detects a fault in the test mode, the

EFIS may display fault codes differently. Refer to the
specific EFIS manual for a detailed description.
• Figure 1-38 shows a test pattern of the radar system
Ve re
where the color patterns change on alternate sweep

directions. The figure shows a portion of each color
pattern. The color pattern displayed in a sweep
direction is randomly initialized, so if they are the
Un
reverse of what is shown, the system is still operating

normally.
• Figure 1-38 shows the test pattern with text faults
enabled. When the text faults are disabled, the test
pattern color bands are displayed, as shown in
Figure 1-39.
• Figure 1-38 shows the test pattern when it is enabled
during flight. If the test mode is selected on the
DECEMBER 22, 2005

1-141
FLIGHT MANUAL
Step Procedure
ground (i.e., weight on wheels), the XMIT and
STRAPS information is displayed, as shown in
Figure 1-40.
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Figure 1-39. Test Pattern With Text Faults Disabled

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5 When power is first applied, the radar is in WAIT for

approximately 90 seconds to allow the magnetron to
warm up. Power interruptions lasting less than 3 seconds
Pr rif gis
result in a 6-second wait period.

NOTE
If forced standby is incorporated, it is necessary to exit
forced standby.
Ve re
WARNING
OUTPUT POWER IS RADIATED IN TEST MODE.
6 After the warm-up, select the test mode and verify that
Un
the test pattern is displayed, as shown in Figure 1-39.
DECEMBER 22, 2005

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FLIGHT MANUAL
Step Procedure
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Figure 1-40. Indicator Test Pattern With TEXT FAULT
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Enabled
NOTE
io y C te
• The color pattern changes on alternate sweep

directions. Figure 1-40 shows a portion of each color
pattern. The color pattern displayed is randomly
Pr rif gis
initialized, so if they are the reverse of what is shown

in Figure 1-40, the system is still operating normally.
• The XMIT and STRAPS information is not displayed
it the test mode is selected in flight.
Ve re
If the radar is being used with an EFIS, the test pattern is

similar. The antenna position indicator (API) is shown as
a yellow arc at the top of the display.
NOTE
Un
• On alternating sweeps, many of the colors in the test

pattern change. Figure 1-38 shows some of each
color pattern.
• The API (a strap option) paints and unpaints on
alternate sweeps. The moving edge of the API shows
the antenna location.
• If forced standby is not defeated, the XMIT
DECEMBER 22, 2005

1-143
FLIGHT MANUAL
Step Procedure
annunciation is OFF.
• The straps code may vary depending on the
n
installation. The 073FB code shown is the most
common; indicating stab trim enabled, API enabled,
text faults enabled, 12-inch antenna, and analog
o
stabilization.
e t R py
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• On the ground, faults from previous power on counts
may be displayed (see Section 7, Troubleshooting,
for details) don't let it confuse you. If RADAR OK is
on the final page displayed, the radar is OK.
ev
Us en Co
7
• In flight, the bottom line (XMIT on/off and strap code)
is not displayed.
Verify that the azimuth marks and
operational.
controls are
8 Select the desired mode, range, and tilt setting.

o rr d
Standby
r t u re
When Standby is selected the antenna is stowed in a tilt-up position and is

neither scanning nor transmitting.
io y C te
Standby should be selected when the pilot wants to keep power applied to the
radar without transmitting.
Pr rif gis
Radar Mode - Weather (WX)
For purposes of weather avoidance, pilots should familiarize themselves with

FAA Advisory Circular AC 00-24B (1-20-83). Subject: "Thunderstorms." The
Ve re
advisory circular is reproduced in Appendix A of this manual.
To help the pilot categorize storms as described in the advisory circular

referenced above, the radar receiver gain is calibrated in the WX mode with the
Un
GAIN control in the preset position. The radar is not calibrated when variable
gain is being used, but calibration is restored if RCT is selected.
To aid in target interpretation, targets are displayed in various colors. Each color
represents a specific target intensity. The intensity levels chosen are related to
the National Weather Service (NWS) video integrated processor (VIP) levels.
In the WX mode, the system displays five levels as black, green, yellow, red, and
magenta in increasing order of intensity.
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FLIGHT MANUAL
If RCT is selected, the radar receiver adjusts the calibration automatically to
compensate for attenuation losses, as the radar pulse passes through weather
targets on its way to illuminate other targets.
There is a maximum extent to which calibration can be adjusted. When this

maximum value is reached, REACT compensation ceases. At this point, a cyan
n
field is added to the display to indicate that no further compensation is possible.
o
In the absence of intervening targets, the range at which the cyan field starts is
approximately 200 NM with a 12-inch antenna.
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The RCT feature includes attenuation compensation (Refer to Section 5, Radar
Facts, for a description of attenuation compensation.). Rainfall causes
attenuation and attenuation compensation modifies the color calibration to
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maintain calibration regardless of the amount of attenuation. Modifying the color
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calibration results in a change in the point where calibration can no longer keep
the radar system calibrated for red level targets. The heavier the rainfall, the
greater the attenuation and the shorter the range where extended sensitivity time
control (XSTC) runs out of control. Therefore, the range at which the cyan
background starts varies depending on the amount of attenuation. The greater
the attenuation, the closer the start of the cyan field.
o rr d
The radar's calibration includes a nominal allowance for radome losses.
r t u re
Excessive losses in the radome seriously affect radar calibration. One possible
means of verification is signal returns from known targets. Honeywell
recommends that the pilot report evidence of weak returns to ensure that radome
io y C te
performance is maintained at a level that does not affect radar calibration.
Test Mode
Pr rif gis
The PRIMUS 440 Digital Weather Radar System has a sophisticated continuous
BITE (built-in test equipment) monitoring system, and additional testing is
performed when the radar is operated in the TEST mode.
● Color Bands - A family of color bands indicates that the returned signal level
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to color conversion, signal processing, RTA video output, and display video
receiver circuits are functioning properly. On alternate sweeps, the colors
change.
Un
On the left to right sweep there is 10 miles each of black, green, yellow, and
red, followed by 30 miles of yellow, 2 miles of magenta, and 10 miles of blue.
On the right to left sweep there are 10 miles each of blue, magenta, gray-
white, and cyan, followed by 30 miles of yellow and 2 miles of green. See
Figure 1-40 for a typical test display.
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● Fault Codes - Fault codes developed by the receiver transmitter (RT) can be
displayed on the radar indicator and EFIS. Table 1-18 contains the possible
fault codes along with the fault description. The fault codes help the pilot or
maintenance technician identify and resolve a potential failure of the radar
system.
n
– Radar Indicator - If the BITE circuit detects a malfunction, a FAIL
annunciation is shown at the top left corner of the display. If the radar
o
mode is switched to TEST, the fault code(s) is displayed above the color
band in the lower left corner of the display.
e t R py
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– On the EFIS, a fault message from the RTA causes the WX mode
annunciation to change color to amber. If you change the radar mode to
TEST, the fault code is annunciated in conjunction with a FAIL
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annunciation (e.g., FAIL 13).
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– The EFIS will show an amber WX if the radar is turned off and WX is
selected on the EFIS display controller.
● Text Fault - Text fault is an option determined at installation. When enabled,

a brief plain English test, the fault code, and other information is displayed in
o rr d
the large yellow band in the test pattern. Refer to Figure 1-44 for additional
information.
r t u re
NOTE
io y C te
• If forced standby is not defeated, the transmitter (XMIT)

annunciation is OFF.
•
Pr rif gis
The straps code may vary depending on the installation. The

073FB code shown is the most common; indicating
stabilization (STB) trim enabled. API enabled, text faults
enabled, 12-inch antenna, and analog stabilization.
•
Ve re
On the ground, faults from previous power on counts may be

displayed. Don't let it confuse you; if RADAR OK is on the
final page displayed, the radar is OK.
Un
• In flight, the bottom line (XMIT on/off) is not displayed.
RADAR FACTS
Refer to Honeywell Primus 440 Digital Weather Radar System Pilot’s Manual,
Part No. A28-1146-110-00, dated November 1998, or later approved version, for
additional information.
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VARIABLE GAIN CONTROL
The PRIMUS 440 Digital Weather Radar System variable gain control is a single
turn rotary control and a push/pull switch that is used to control the radar's
receiver gain. With the switch pushed in, the system is in the preset, calibrated
gain mode. In calibrated gain, the rotary control does nothing.
n
When the GAIN switch is pulled out, the system enters the variable gain mode.
o
Variable gain is useful for additional weather analysis. In the WX mode, variable
gain can increase receiver sensitivity over the calibrated level to show very weak
e t R py
targets or it can be reduced below the calibrated level to eliminate weak returns.
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WARNING
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Low variable gain settings can eliminate hazardous
Us en Cotargets.
RAIN ECHO ATTENUATION COMPENSATION TECHNIQUE (REACT)
The REACT feature has three separate, but related functions:

o rr d
● Attenuation Compensation - As the radar energy travels through rainfall, the
raindrops reflect a portion of the energy back toward the aircraft. This results
r t u re
in less energy being available to detect raindrops at greater ranges. This

process continues throughout the depth of the storm, resulting in a
phenomenon known as attenuation. The amount of attenuation increases
io y C te
with an increase in rainfall rate and with an increase in the range traveled
through the rainfall (i.e., heavy rain over a large area results in high levels of
attenuation, while light rain over a small area results in low levels of
attenuation).
Pr rif gis
Storms with high rainfall rates can totally attenuate the radar energy making
it impossible to see a second cell hidden behind the first cell. In some cases,
attenuation can be so extreme that the total depth of a single cell cannot be
shown.
Ve re
Without some form of compensation, attenuation causes a single cell to

appear to weaken as the depth of the cell increases.
Un
Honeywell has incorporated attenuation compensation that adjusts the

receiver gain by an amount equal to the amount of attenuation. That is, the
greater the amount of attenuation, the higher the receiver gain and thus, the
more sensitive the receiver. Attenuation compensation continuously
calibrates the display of weather targets, regardless of the amount of
attenuation.
With attenuation compensation, weather target calibration is maintained

throughout the entire range of a single cell. The cell behind a cell remains
DECEMBER 22, 2005

1-147
FLIGHT MANUAL
properly calibrated, making proper calibration of weather targets at long
ranges possible.
● Cyan REACT Field - From the description of attenuation, it can be seen that
high levels of attenuation (caused by cells with heavy rainfall) cause the
attenuation compensation circuitry to increase the receiver gain at a fast rate.
n
Low levels of attenuation (caused by cells with low rainfall rates) cause the
o
receiver gain to increase at a slower rate.
e t R py
The receiver gain is adjusted to maintain target calibration. Since there is a
isi
maximum limit to receiver gain, strong targets (high attenuation levels) cause
the receiver to reach its maximum gain value in a short time/short range.
Weak or no targets (low attenuation levels) cause the receiver to reach its
ev
maximum gain value in a longer time/longer range. Once the receiver
Us en Co
reaches its maximum gain value, weather targets can no longer be
calibrated. The point where red level weather target calibration is no longer
possible is highlighted by changing the background field from black to cyan.
Any area of cyan background is an area where attenuation has caused the
receiver gain to reach its maximum value, so further calibration of returns is
o rr d
not possible. Extreme caution is recommended in any attempt to analyze
weather in these cyan areas. The radar cannot display an accurate picture of
r t u re
what is in these cyan areas. Cyan areas should be avoided.
NOTE
io y C te
If the radar is operated such that ground targets are

Pr rif gis
affecting REACT, they could cause REACT to give

invalid indications.
Any target detected inside a cyan area is automatically forced to a magenta

color indicating maximum severity. Figure 1-41 shows the same storm with
Ve re
REACT OFF and with REACT ON.

Un
DECEMBER 22, 2005

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r t u re
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Un
Figure 1-41. REACT ON and OFF Indications
DECEMBER 22, 2005

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WEATHER AVOIDANCE
Figure 1-42 illustrates a typical weather display in WX mode.
o n
e t R py
isi
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o rr d
r t u re
io y C te
Pr rif gis
Figure 1-42. Weather Display
Table 1-16 shows recommended procedures when using the radar for weather
avoidance.
Ve re
Table 1-16: Weather Avoidance Procedure
Step Procedure
Un
1 Keep the gain in preset. The gain control should be in

preset except for brief periods when variable gain is used
for detailed analysis. Immediately after the analysis,
switch back to preset gain.
WARNING
DO NOT LEAVE THE RADAR IN VARIABLE GAIN.

SIGNIFICANT WEATHER CAN NOT BE DISPLAYED.
DECEMBER 22, 2005

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Step Procedure
2 Any storm with reported tops at or greater than 20,000
feet must be avoided by 20 NM.
WARNING
n
Dry hail can be prevalent at higher altitudes within, near,
o
or above storm cells, and since its radar reflectivity is
poor, it cannot be detected.
e t R py
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3 For brief periods use increased gain (rotate GAIN control
to its maximum CW position) when flying near storm
tops. This helps display the normally weaker returns that
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could be associated with hail.
Us en Co
4 When flying at high altitudes, tilt downward frequently to
avoid flying above storm tops.
Studies by the National Severe Storms Laboratory
(NSSL) of Oklahoma have determined that
thunderstorms extending to 60,000 ft show little variation
o rr d
of turbulence intensity with altitude.
r t u re
Ice crystals are poor reflectors. Rainwater at the lower

altitudes produces a strong echo, however at higher
altitudes, the nonreflective ice produces a weak echo as
the antenna is tilted up. Therefore, though the intensity of
io y C te
the echo diminishes with altitude, it does not mean the

severity of the turbulence has diminished.
NOTE
Pr rif gis
If the TILT control is left in a fixed position at the higher

flight levels, a storm detected at long range can appear to
become weaker and actually disappear as it is
approached. This occurs because the storm cell that was
Ve re
fully within the beam at 100 NM gradually passes out of

and under the radar beam.
5 When flying at low altitudes rotate tilt upward frequently
Un
to avoid flying under a thunderstorm.

There is some evidence that maximum turbulence exists
at middle heights in storms (20,000 to 30,000 ft);
however, turbulence beneath a storm is not to be
minimized. However, the lower altitude can be affected
by strong outflow winds and severe turbulence where
thunderstorms are present. The same turbulence
considerations that apply to high altitude flight near
storms apply to low altitude flight.
DECEMBER 22, 2005

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FLIGHT MANUAL
Step Procedure
6 Avoid all rapidly moving echoes by 20 miles.
A single thunderstorm echo, a line of echoes, or a cluster
n
of echoes moving 40 knots or more often contain severe
weather. Although nearby, slower moving echoes can
o
contain more intense aviation hazards, all rapidly moving
echoes warrant close observation. Fast moving, broken-
to solid-line echoes are particularly disruptive to aircraft
e t R py
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operations.
7 Avoid the entire cell if any portion of the cell is red or
magenta by 20 NM.
ev
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8
The stronger the radar return, the greater the frequency
and severity of turbulence and hail.
Avoid all rapidly growing storms by 20 miles.
When severe storms and rapid development are evident,
the intensity of the radar return can increase by a huge
o rr d
factor in a matter of minutes. Moreover, the summit of the
storm cells can grow at 7000 ft/min. The pilot cannot
r t u re
expect a flightpath through such a field of strong storms

separated by 20 to 30 NM to be free of severe
turbulence.
io y C te
9 Avoid all storms showing erratic motion by 20 miles.

Thunderstorms tend to move with the average wind that
exists between the base and top of the cloud. Any motion
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differing from this is considered erratic and can indicate

the storm is severe. There are several causes of erratic
motion. They can act individually or in concert. Three of
the most important causes of erratic motion are:
Ve re
1. Moisture Source. Thunderstorms tend to grow toward

a layer of very moist air (usually south or southeast in
the U.S.) in the lowest 1500 to 5000 ft above the
earth's surface. Moist air generates most of the
Un
energy for the storm's growth and activity. Thus, a

thunderstorm can tend to move with the average
wind flow around it, but also grow toward moisture.
When the growth toward moisture is rapid, the echo
motion often appears erratic. On at least one
occasion, a thunderstorm echo moved in direct
opposition to the average wind!
2. Disturbed Wind Flow. Sometimes thunderstorm
updrafts block winds near the thunderstorm and act
DECEMBER 22, 2005

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FLIGHT MANUAL
Step Procedure
much like a rock in a shallow riverbed. This pillar of
updraft forces the winds outside the storm to flow
around the storm instead of carrying it along. This
n
also happens in wake eddies that often form
downstream of the blocking updraft.
o
3. Interaction With Other Storms. A thunderstorm that is
located between another storm and its moisture
e t R py
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source can cause the blocked storm to have erratic
motion. Sometimes the blocking of moisture is
effective enough to cause the thunderstorm to
dissipate.
ev
Us en Co Three of the most common erratic motions are:
1. Right Turning Echo. This is the most frequently
observed erratic motion. Sometimes a thunderstorm
echo traveling the same direction and speed as
nearby thunderstorm echoes, slows, and turns to the
right of its previous motion. The erratic motion can
o rr d
last an hour or more before it resumes its previous
motion. The storm should be considered severe
r t u re
while this erratic motion is in progress.

2. Splitting Echoes. Sometimes a large (20-mile or
larger diameter) echo splits into two echoes. The
io y C te
southernmost echo often slows, turns to the right of

its previous motion, and becomes severe with large
hail and extreme turbulence.
Pr rif gis
If a tornado develops, it is usually at the right rear

portion of the southern echo. When the storm
weakens, it usually resumes its original direction of
movement. The northern echo moves left of the
mean wind, increases speed and often produces
Ve re
large hail and extreme turbulence.

3. Merging Echoes. Merging echoes sometimes
become severe, but often the circulation of the
Un
merging cells interfere with each other preventing

intensification. The greatest likelihood of aviation
hazards is at the right rear section of the echo.
10 Never continue flight towards or into a radar shadow or
the blue REACT field.
WARNING
Storms situated behind intervening rainfall can be more

severe than depicted on the display.
DECEMBER 22, 2005

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Step Procedure
If the radar signal can penetrate a storm, the target
displayed seems to cast a shadow with no visible returns.
This indicates that the storm contains a great amount of
n
rain that attenuates the signal and prevents the radar
from seeing beyond the cell under observation.
o
The REACT blue field shows areas where attenuation
could be hiding severe weather. Both the shadow and the
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blue field are to be avoided by 20 miles. Keep the
REACT blue field turned on. The blue field forms fingers
that point toward the stronger cells.
ev
Us en Co
MAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL)
Heating and radiation effects of weather radar can be hazardous to life.

Personnel should remain at a distance greater than R from the radiating antenna
in order to be outside of the envelope in which radiation exposure levels equal or
exceed 10 mW/cm2 the limit recommended in FAA Advisory Circular AC No. 20-
o rr d
68B, August 8, 1980, Subject: Recommended Radiation Safety Precautions for
Ground Operation of Airborne Weather Radar. The radius, R, to the maximum
r t u re
permissible exposure level boundary is calculated for the radar system on the
basis of radiator diameter, rated peak-power output, and duty cycle. The greater
of the distances calculated for either the far field or near field is based on the
io y C te
recommendations outlined in AC No. 20-68B.
The IEEE Standard for Safety Level with Respect to Human Exposure to Radio
Frequency Electronic Fields 3kHz to 300 GHz (IEEE C95.1-1991) recommends
Pr rif gis
an exposure level of no more than 6 mW/cm2.
Honeywell Inc. recommends that operators follow the 6 mW/CM2 standard.

Figure 1-43 shows MPEL for both exposure levels.
Ve re
IN-FLIGHT TROUBLESHOOTING
The PRIMUS 440 Digital Weather Radar System can give troubleshooting
Un
information on one of two formats:
● Fault codes
● Text faults
DECEMBER 22, 2005

1-154
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o n
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Figure 1-43. MPEL Boundary
ev
Us en Co
The selection is made at the time of installation. This section describes access
and use of this information.
With the EFIS option, fault codes are shown in place of the tilt angle if the fault
code option is selected. The text fault option provides English text as well as fault
codes in the radar test pattern areas.
o rr d
Critical functions in the receiver transmitter antenna (RTA) are continuously
r t u re
monitored. Each fault condition has a corresponding 2-digit fault code (FC).
Additionally, a fault name, a pilot message, and a line maintenance message are
associated with each fault condition.
io y C te
Faults can be accessed on the ground or while airborne.
● Display, indicator, or RTA malfunction.

Pr rif gis
● FAIL annunciation on weather indicator or EFIS display.
If the feature TEXT FAULTS is enabled, the radar test pattern area displays plain
English text fault information. If it is not enabled, only the fault code is shown on
the indicator or EFIS display.
Ve re
The PRIMUS 440 Digital Weather Radar System also contains a feature called
"Pilot Event Marker" that enables the pilot to record a full set of BITE parameters
Un
at any time, typically if the radar seems to be malfunctioning.
NOTE
With TEXT FAULTS enabled, the fault codes are also

presented as part of the FAIL annunciation (e.g.,
FAIL 13).
DECEMBER 22, 2005

1-155
FLIGHT MANUAL
TEST MODE WITH TEXT FAULTS ENABLED
(Figures 1-43, 1-44, and 1-45)
When airborne, if the radar is switched to TEST mode, any current faults are
displayed.
n
When on the ground (weight-on-wheels active) and the radar is switched to
TEST mode, any current faults are displayed, followed by up to 32 faults from the
o
last 10 power on cycles. The historic faults are displayed going from the most
recent to the oldest and are cycled every two antenna sweeps (approximately 8
e t R py
seconds). The power on count (POC) number indicates how many power on
isi
counts back into the history the fault occurred. After the last fault, an END OF
LIST message is displayed. To recycle through the list again, exit and re-enter
the TEST mode.
ev
Us en Co
Table 1-17 describes the six fault data fields that are displayed in Figure 1-44.
Field No.
Table 1-17. Fault Data Fields
Description
o rr d
1 Pilot message
2 Line maintenance message
r t u re
3 Fault code/power-on count

4 Fault name
io y C te
5 Transmit ON/OFF
6 Strap code
Pr rif gis
NOTE
• If airborne, only fault fields 1, 2, and 3 are displayed.
• Airborne, only the current faults are displayed.

Ve re
• Strap codes indicate the configuration that was done at

the time of installation. Refer to the System Description
Un
and Installation manual for further explanation.
DECEMBER 22, 2005

1-156
FLIGHT MANUAL
o n
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Figure 1-44. Fault Annunciation on Weather Indicator with TEXT FAULT Fields
Figure 1-45 shows the fault codes displayed on EFIS with text faults disabled.
o rr d
r t u re
io y C te
Pr rif gis
Ve re
Un
Figure 1-45. Fault Code on EFIS Weather Display

with TEXT FAULTS Disabled
DECEMBER 22, 2005

1-157
FLIGHT MANUAL
Figure 1-46 shows the radar indication with text faults enabled.
o n
e t R py
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o rr d
Figure 1-46. Radar Indication with Text Fault Enabled (On Ground)
r t u re
PILOT EVENT MARKER

io y C te
At any time a full set of BITE parameters can be recorded by going in and out of
variable gain four times (pull GAIN knob for VAR, push for preset, pull for VAR,
and push for preset) within three seconds. There is no annunciation on the
Pr rif gis
display after this operation.
This feature can be useful if the radar appears to be malfunctioning and a fail
annunciation is not shown on the display. If the pilot event marker is used, it is
best to record several sets of data during the period of miss-operation. Refer to
Ve re
the PRIMUS® 440 Digital Weather Radar System Description and Installation
Manual for information on constructing an interconnect cable for accessing this
information.
Un
FAULT CODE AND TEXT FAULT RELATIONSHIPS

Table 1-18 lists the relationship between:
● Fault codes (FC)

● Pilot/Maintenance (MAINT) Messages
● Fault Name/type/description/cross reference (XREF)
DECEMBER 22, 2005

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FLIGHT MANUAL
Table 1-18. Text Faults

FAULT PILOT LINE
FC XREF DESCRIPTION FAULT NAME MSG MAINT FAULT TYPE
4808 Startup Code CRC
n
4809 IOP Code CRC
4810 DSP Code CRC RADAR PULL
o
01 FLASH CRC FAIL RTA POWER ON
4904 CONFIG Table CRC
e t R py
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4905 FPGA Firmware CRC
4846 2V ADC Reference CONTINUOUS
4903 IOP Ready IOP RADAR PULL
ev
02
Us en Co
4908
4910
INT ARINC 429
Loopback
Spurious ARINC
Interrupt IOP
FAIL
RADAR
RTA
PULL
POWER ON
CONTINUOUS
4913 ARINC 429 INT FAIL RTA

Coupling IOP POWER ON
o rr d
4806 EEPROM Timer CRC FLASH CRC POWER ON
RADAR PULL
r t u re
4811 EEPROM POC FAIL RTA POWER ON
03 EEPROM
4842 STAB Trim CRC REDO REDO

io y C te
STAB STAB
TRIM TRIM
POWER ON
4912 Calibration CRC IOP RADAR PULL
Pr rif gis
FAIL RTA
4812 IOP Mailbox

04 MAILBOX RADAR PULL POWER ON
4818 DSP Mailbox RAM FAIL RTA
4813 Timing FPGA RAM

Ve re
4814 Timing FPGA REG

05 4815 IO FPGA RAM FPGA RADAR PULL POWER ON
FAIL RTA
Un
4828 FPGA Download
4906 IO FPGA REG
06 4847 STC Monitor STC DAC RADAR PULL POWER ON

FAIL RTA
07 4830 HVPS Monitor HVPS MON RADAR PULL CONTINUOUS

FAIL RTA
DECEMBER 22, 2005

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FAULT PILOT LINE
4816 DSP RAM

POWER ON
4817 DSP Video RAM
n
4855 DSP Watchdog CONTINUOUS
o
10 4900 Mailbox Miscompare DSP RADAR PULL
FAIL RTA
4901 DSP HOLDA
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Asserted POWER ON
4902 DSP HOLDA Not
Asserted
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4825 Filament Monitor
11
12
Us en Co
4827
4829
4831
Severe Magnetron
PFN Trim Monitor
Pulse Width
MAGNETRON
HVPS MON
PULSE WIDTH
RADAR
FAIL
RADAR
UNCAL
PULL
RTA
PULL
RTA
LATCHED
CONTINUOUS
CONTINUOUS
o rr d
13 4832 Elevation Error EL POSITION TILT CHK CONTINUOUS
UNCAL RADOME/
RTA
r t u re
14 4833 Azimuth Error AZ POSITION AZIMUTH CHK CONTINUOUS

UNCAL RADOME/
RTA
io y C te
15 4836 Over TEMP OVER-TEMP RADAR PULL CONTINUOUS

CAUTION RTA
16 4837 XMITTER Power XMTR POWER RADAR PULL CONTINUOUS

Pr rif gis
UNCAL RTA
4839 No SCI Control

CHK CNTL CHK CNTL
20 4911 No ARINC 429 NO CNTL IN SRC SRC PROBE
Control
Ve re
4840 AGC Limiting PICTURE CONTINUOUS

UNCAL
4927 AGC RX DAC PULL

21 AGC RTA
Monitor
Un
RADAR POWER ON
4928 AGC TX DAC Monitor FAIL
22 4841 Selftest OSC Failure RCVR PICTURE

SELF-TEST UNCAL CONTINUOUS
DECEMBER 22, 2005

1-160
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FAULT PILOT LINE
4843 Multiple AFC Unlocks

SPOKING
4845 AFC Sweeping LIKELY CONTINUOUS
n
PULL
24 4929 AFC RX DAC Monitor AFC RTA
o
4930 AFC Trim DAC RADAR POWER ON
Monitor FAIL
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4848 AHRS/IRS Source STAB CHK ATT
27 NO STAB SRC UNCAL SRC INSTALLATION
4852 Analog STAB REF
34 4853 Scan Switch Off SCAN SCAN CHK INSTALLATION
ev
35
Us en Co
4854
4914
XMIT Switch Off
Invalid Altitude/
Airspeed/STAB
SWITCH
XMIT SWITCH
SWITCH
XMIT
SWITCH
SWITCH
CHK
SWITCH
INSTALLATION
Strapping INVALID RADAR CHK

STRAPS UNCAL STRAPS
o rr d
36 4915 Invalid Controller POWER ON
Source Strapping
r t u re
4916 Config 1 Database

Version/Size IOP RADAR PULL
Mismatch FAIL RTA
io y C te
Table 1-19 describes the pilot messages.

Pr rif gis
Table 1-19. Pilot Messages
Pilot MSG Description

RADAR FAIL The radar is currently inoperable and should not be relied
upon. It needs to be replaced or repaired at the next
Ve re
opportunity.
RADAR CAUTION A failure has been detected that can compromise the
Un
calibration accuracy of the radar. Information from the

radar should be used only for advisory purposes such as
ground mapping for navigation.
PICTURE UNCAL The radar functions are ok, but receiver calibration is
degraded. Color level calibration should be assumed to
be incorrect. Have the RTA checked at the next
opportunity.
DECEMBER 22, 2005

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Table 1-19. Pilot Messages
Pilot MSG Description

TILT UNCAL An error in the antenna position system has been
detected. The displayed tilt angle setting could be
incorrect. This can also cause ground spoking. Have the
n
RTA checked at the next opportunity.
o
SPOKING LIKELY A problem has been detected that can cause spoking to
occur. Have the system checked at the next opportunity.
e t R py
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STAB UNCAL An error in the antenna positioning system has been
detected. Groundspoking or excessive ground returns
during roll maneuvers can occur. This can be due either
to the RTA or the source of pitch and roll information to
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SCAN SWITCH
XMIT SWITCH
the RTA.
The SCAN SWITCH located on the RTA is off, disabling
the antenna scan. Check at the next opportunity.
The XMIT switch located on the RTA is off, disabling the
transmitter. Check at the next opportunity.
o rr d
ACRONYMS AND ABBREVIATIONS
r t u re
Abbreviations used in this manual are defined as follows:

io y C te
TERMS DEFINITION
AC Advisory Circular
Pr rif gis
ADC Air Data Computer

AFC Automatic Flight Control
AGC Automatic Gain Control
AGL Above Ground Level
Ve re
AHRS Attitude Heading Reference System

API Antenna Position Indicator
AZ Azimuth
Un
BITE Built-in Test Equipment

BRT Brightness
CCW Counterclockwise
CHK Check
CLR Clear
CNTL Control
CONFIG Configuration
DECEMBER 22, 2005

1-162
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TERMS DEFINITION
CRC Cyclic Redundancy Check
CW Clockwise
DAC Digital to Analog Converter
DSP Display
n
EEPROM Electrically Erasable Programmable Read-Only Memory
EFIS Electronic Flight Instrument System
o
EHSI Electronic Horizontal Situation Indicator
e t R py
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EL Elevation
FAA Federal Aviation Administration
FC Fault Code
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FP
Us en Co
FLTPLN
FPGA
FPLN
Flight Plan
Flight Plan
Field-Programmable Gate Array
Flight Plan
FSBY Forced Standby
o rr d
ft Feet, Foot
GMAP Ground Mapping
r t u re
GSPD Groundspeed
HOLDA Hold Acknowledge
HVPS High Voltage Power Supply
io y C te
INT Interrupt
IO Input/Output
Pr rif gis
IOP Inoperative
IRS Inertial Reference System
kt Knot(s)
LEWP Line Echo Wave Patterns
Ve re
LSS, LX Lightning Sensor System

MAINT Maintenance
MFD Multifunction Display
Un
MIN Minute
MON Monitor
MPEL Maximum Permissible Exposure Level
MSG Message
ND Navigation Display
NM Nautical Mile
NSSL National Severe Storms Laboratory
DECEMBER 22, 2005

1-163
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TERMS DEFINITION
NWS National Weather Service
OSC Oscillator
PFN Pulse Forming Network
POC Power on Count
n
PPI Plan-Position Indicator
RCT, REACT Rain Echo Attenuation Compensation Technique
o
RCVR Receiver
e t R py
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REF Reference
REG Register
RT Receiver Transmitter
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RX
Us en Co
RTA
SBY, STBY
SCI
Receiver Transmitter Antenna
Receiver
Standby
Serial Control Interface
STAB, STB Stabilization
o rr d
TEMP Temperature
TGT Target
r t u re
TST Test
TX Transmitter
UDI Universal Digital Interface
io y C te
UNCAL Uncalibration
VAR Variance
Pr rif gis
VIP Video Integrated Processor

WOW Weight-on-Wheels
WX Weather
XMIT, XMITTER, Transmitter
Ve re
XREF Cross Reference

XSTC Extended Sensitivity Time Control
Un
MECHANICAL FLIGHT CONTROL SYSTEM
Conventional helicopter flight controls consist of a collective pitch lever and a

cyclic control stick to control main rotor blade angles, and tail rotor pedals to
control tail rotor blade angles. A two-stage servo system reacts to the loads
imposed on the rotor system and reduces control forces required by the pilot.
Collective and cyclic trim and a force gradient system permit trimming of the
controls in the cockpit to the desired position. A set of dual controls for a copilot
may be installed as optional equipment.
DECEMBER 22, 2005

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FLIGHT MANUAL
MAIN ROTOR FLIGHT CONTROLS
Control movements from the collective pitch lever for vertical control and from the
cyclic for longitudinal and lateral control are transmitted by mechanical linkage to
a mixing unit, which combines the inputs. The combined input is then transmitted
to the stationary ring of the swashplate by mechanical linkage, and through the
n
two-stage hydraulic servo system. Movement is transmitted from the stationary to
the rotating ring of the swashplate to vary the pitch of the main rotor blades. A
o
collective to yaw coupling automatically changes tail rotor blade angle and thrust
to compensate for changes in main rotor torque when collective pitch is
e t R py
increased or decreased. The collective control and cyclic longitudinal and lateral
isi
controls have viscous dampers attached at the bottom of the controls closet.
The dampers have a share device that allows the dampers to be bypassed in the
ev
event of a jam. Typical force required for shear is collective 55-62 pounds, pitch
Us en Co
17-20 pounds, and roll 35-40 pounds.
Collective Pitch Lever
The collective pitch lever (Figure 1-47) increases or decreases the collective
pitch of the main rotor blades. The collective pitch lever may be trimmed to any
o rr d
desired position by use of the trim system. Collective pitch lever movement from
the trimmed position is resisted by a gradient spring.
r t u re
Collective Pitch Lever Trim and Force Gradient Spring

io y C te
The collective pitch lever may be trimmed to any desired position and held there
with magnetic brake. The trim system operates from the DC essential bus
through a circuit breaker marked CLTV TRIM on the lower circuit breaker panel.
The trim is controlled by the STICK TRIM CLTV switch on the center console
Pr rif gis
with positions marked ON and OFF and a switch on the collective pitch grip
marked TRIM REL. When the magnetic brake is energized electrically, it holds
the lever position. When the magnetic brake is de-energized, the lever is
released. With the master switch ON, pressing the pushbutton switch to de-
energize the brake, moving the lever to the desired position, and then releasing
Ve re
the pushbutton may trim the collective lever. The lever will remain trimmed to that
position. Any movement from the trimmed position will be resisted by the force
gradient spring, which creates a stick "feel".
Un
DECEMBER 22, 2005

1-165
FLIGHT MANUAL
ICS
FWD
L R
RADIO
n
FLOATS AFT CARGO
IM
TR L
RE
o
e t R py
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RADIO
DECOUPLE
AFCS
BEEPER
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Us en Co CYCLIC STICK GRIP
TRIM
o rr d
r t u re
C )
30 SE (PRESSM
O C
E P
I
2 MIN
TV
CLDEC
io y C te
IN
INCRIM TRA D
T FW R
T I
L AFT U E
DEC LT N R N
FAU S) G I C
(PRES M-
D
E
Pr rif gis
M C
TRRI EL
Ve re
GO-AROUND
BUTTON
Un
COLLECTIVE STICK GRIP CC2400A

SA
Figure 1-47. Cyclic and Collective Stick Grips
DECEMBER 22, 2005

FLIGHT MANUAL
Cyclic Control Stick
The cyclic control stick (Figure 1-47) changes the pitch of the main rotor blades
to provide longitudinal and lateral control. The cyclic control stick may be trimmed
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to any desired position by use of the magnetic brakes. Cyclic control stick
movement from the trimmed position will be resisted by a gradient spring.
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Cyclic Control Stick Trim and Force Gradient Spring
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The cyclic control stick trim system functions similar to the collective trim system,
except that two magnetic brakes, one for pitch control, and one for roll control,
are used. The trim system operates from the DC essential bus through a circuit
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breaker marked CYC BRK. The master switch on the master switch panel is
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marked STICK TRIM-CYCLIC and has positions marked ON and OFF. A
pushbutton switch is on the cyclic stick grip and is marked TRIM REL.
TAIL ROTOR FLIGHT CONTROLS
Tail Rotor Pedals

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The tail rotor pedals control the pitch and thrust of the tail rotor blades to
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compensate for main rotor torque and to provide a means of changing the
heading of the helicopter. Control rods and cables connect the pedals to the pitch
changing mechanism at the tail rotor. Control forces are relieved by the two-
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stage tail-rotor servo. A pedal damper provides "feel" in the tail rotor pedals by
resisting pedal movements, to prevent over control. Toe-operated wheel brakes
are part of the tail rotor pedals.
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Tail Rotor Pedal Adjustment Knobs
A tail rotor pedal adjustment knob is below the instrument panel and centered
between the pedals. The knob is marked PEDAL ADJUST-TURN. Arrows
indicate direction to turn for FWD and AFT adjustments.
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COLLECTIVE TO YAW COUPLING

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Mechanical collective to yaw coupling incorporated in the flight control system

provides automatic tail rotor pitch (thrust) changes proportional to collective pitch
(torque changes). The coupling reduces pilot workload by automatically
compensating for main rotor torque as collective pitch is increased or decreased.
Though mechanical stops prevent tail rotor pitch limits from being exceeded,
mechanical feedback can be felt in the controls at certain control extremes. Full
down collective and application of full right pedal will result in upward movement
of the collective. Further movement of the right pedal, however, produces no
further change in tail rotor pitch, since the tail rotor servo is at its mechanical
stop. Likewise, at high collective settings, application of left pedal may result in
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system limits being attained before the pedal stops are reached. Further
application of left pedal will result in downward movement of collective and no
change in tail rotor pitch. The extreme control positions where the collective to
yaw feedback occurs are not normally encountered within the normal flight
envelope but may be felt during dynamic maneuvers (e.g., arresting a rapid
descent rate in a right crosswind at maximum gross weight).
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SELF-CENTERING TAIL ROTOR CONTROL QUADRANT
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The self-center aft quadrant will return the tail rotor blade pitch to -2 in case of a
dual control cable failure or single failure unopposed by the remaining cable. The
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quadrant uses two pivoting arms with concentrically-mounted torsion springs at
the base end and reaction rollers at the outer end. When control cable tension is
lost, the respective torsion spring pivots its arm to a fixed reaction plate imparting
a rotational force to the quadrant. In the case of the singe cable failure, this force
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may be reacted by the pilot through the remaining cable to retain a desired trim
condition dependent upon pre-failure pedal position and failed cable combination.
In the case of the dual cable failure, the quadrant will rotate unopposed to the -2
setting. The -2 setting is a compromise that results in coordinated level flight at
about 40 KIAS in addition to varied combinations of trimmed and untrimmed
climbs, descents, autorotative descents, and level flight conditions up through
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Vne. Flight conditions at airspeeds less than 20 knots may be considered outside
a recoverable envelope using -2.
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A single cable failure affecting the right cable will retain normal left yaw control
from the -2 setting to full left pedal. In level flight the helicopter will yaw left
between 40 and 135 KIAS requiring right lateral cyclic to maintain track. A left
cable failure will retain normal right yaw control from the -2 setting to full right
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pedal. The helicopter will trim normally in level flight at airspeeds 40-135 KIAS
but yaw right at airspeed outside the band. Left cyclic input will maintain track
during right yaw conditions. During single cable failure conditions normal
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collective to yaw coupling will be available through the remaining cable varies
from near zero at -2 to as much as 20 pounds at the control extremes.
Helicopter response to a cable (or cables) failure will depend upon airspeed and
flight condition (level, climb, or descent) at the time of the failure.
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FLIGHT CONTROL HYDRAULIC SERVO SYSTEM

Dual servo units in the main and a tandem servo unit in the tail rotor flight control
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systems, react to flight loads from the rotor system and reduce the force required
to operate the flight controls. The dual servo units consist of a first stage and a
second stage, each of which operate on 3,000 PSI hydraulic pressure from
separate hydraulic pumps. The main gear box drives the pumps. Full pressure is
available at about 10% Nr. Three main rotor dual servo units are mounted on the
main gear box and attached to the stationary swashplate. The tail rotor tandem
servo is mounted on the tail rotor gear box. Hydraulic pressure for extending and
retracting the landing gear is supplied by the second stage hydraulic pump. The
first and second stage servo systems are controlled electrically by switches on
the collective stick grips. Electrical interlocks between the first and second stage
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systems prevent one system from being shut off unless there is 1,600 PSI in the
opposite system. If one stage is shut off and a pressure loss occurs in the system
in operation, the interlocks will switch on the system that was originally shut off.
TAIL ROTOR SERVO SHUTOFF VALVE
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A solenoid shutoff valve, tube assembly and check valve are installed in the first
stage hydraulic system tail rotor servo pressure line. A hydraulic fluid level switch
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is installed on the No. 1 hydraulic system module. If there is a leak in the first
stage hydraulic system, the fluid level switch activates the solenoid shutoff valve
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blocking flow to the No. 1 tail rotor servo, and the #1 SERVO SYSTEM caution
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light illuminates. In the unlikely event both tail rotor hydraulic lines are severed,
No. 1 hydraulic system pressure will be available to the main rotor servos. The
solenoid valve and hydraulic fluid level switch are powered through the No. 1
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SVO SHUT OFF circuit breaker located on the DC essential bus.
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FLIGHT CONTROL SERVO SWITCH
A three-position SERVO switch on the collective pitch grip controls the first and
second stage servo systems (Figure 1-40). The switch has positions marked NO.
1 OFF and NO. 2 OFF. The switch is normally centered, with both stages
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operating. To turn off either stage, the switch is placed to the corresponding OFF
position. If there is at least 1,600 PSI hydraulic pressure in the other stage, the
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selected system will go off. The shutoff system is connected to the DC essential
bus by circuit breakers marked SVO SHUT OFF - NO. 1 and NO. 2. When dual
flight controls are installed, the copilot's collective grip has a similar switch. Either
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switch may be used to shut off one stage; however, the same switch must be
used to turn that stage back on again. When one stage has been shut off, the
opposite switch cannot shut off the other stage.
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NOTE
If a DC electrical system failure has occurred, a

malfunctioning servo system cannot be shut off. If a
malfunctioning servo system has been shut off, it will
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be reactivated if a DC failure occurs.
FLIGHT CONTROL SERVO HYDRAULIC PRESSURE INDICATOR

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A dual indicator marked HYD PRESS - PSI X 1,000 has scales marked 1 and 2
for first and second stage hydraulic pressure. The indicator is connected to the
DC essential bus by two circuit breakers marked PRESS, HYD 1 and HYD 2.
FLIGHT CONTROL SERVO LOW PRESSURE CAUTION LIGHTS
The #1 SERVO SYSTEM and #2 SERVO SYSTEM caution lights, on the engine
and composite displays (Figures 1-54 and 1-55) go on when the hydraulic
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pressure in the corresponding stage drops to 1,600 PSI. The light will go off
when pressure increases to 2,200 PSI. The same caution lights also sense a jam
in one or more of the servo units. When a servo becomes jammed, the
corresponding caution light will go on. During flight, the caution light will be kept
on through a holding circuit even if the jammed pilot valve returns to normal
operation. The holding relay operates through the landing gear interlock and
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therefore will only function when the helicopter is airborne. To differentiate
between a system pressure loss or a jammed servo, note the pressure on the
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system hydraulic pressure indicator of the affected system. A loss in indicated
pressure with the caution light on indicates a loss in system pressure. Normal
indicated pressure with the caution light on could indicate a jammed servo. The
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caution light circuits are connected to the DC essential bus by circuit breakers
marked SVO PRESS-2 WARN 1 and SVO JAM-2 WARN 1.
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LANDING GEAR SYSTEM
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The tricycle landing gear consists of a full swiveling, self centering nosewheel
assembly and two main landing gear assemblies equipped with hydraulic brakes.
Hydraulic pressure from the second stage servo hydraulic pump is used to
extend or retract the landing gear. The extension-retraction is controlled
electrically on power from the DC essential bus through a circuit breaker marked
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LDG GR CONT. Indicator lights are connected to the DC essential bus by a
circuit breaker marked LDG GR POS LTS. An emergency extension system uses
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compressed air to extend the gear if the normal system malfunctions. All landing
gear controls and position indicator lights are contained on a panel marked LDG
GEAR (Figure 1-48) on the right side of the instrument panel.
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LANDING GEAR CONTROL HANDLE AND INDICATOR LIGHTS
The landing gear control handle marked NORMAL, UP, and DN, three green
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indicator lights marked L (left), N (nose), and R (right), and a red indicator light
marked UNLKD, are on the landing gear control panel. The control handle must
be pulled up to move it to the UP or DOWN position. The red UNLKD indicator
light will be on whenever the gear is in the retraction or extension cycle, or
whenever one or more landing gear assemblies is not locked in the up or down
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position. Each green indicator light will be on only when the corresponding gear
assembly is down and locked.
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LANDING GEAR UP WARNING LIGHT
A LDG GEAR UP - PRESS TO RESET warning light capsule is installed on the

instrument panel. The light will go on and an intermittent 250 Hz tone will be
heard in the headset if the landing gear is up and airspeed is less than about 60
KIAS. Pressing in the warning light capsule may eliminate the tone but the light
will remain on until either the landing gear is lowered or airspeed is increased to
over 60 KIAS. A second warning light capsule is on the copilot's side of the
instrument panel.
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The tone will not be heard following the first takeoff, power has been applied, if
the airspeed is less than 60 knots, and the radar altitude is below 200 feet.
EMERGENCY LANDING GEAR SYSTEM
A pneumatic system can be used to lower the landing gear if the hydraulic
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system malfunctions. The contents of an air container charged to 3,000 PSI air
pressure is discharged into the system to pressurize the down side of the
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hydraulic pistons. The air charge also repositions a valve, which bypasses the
main landing gear valve and opens the return flow line. The system is operated
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by turning and then pulling the red T-handle marked EMER DN - TURN & PULL
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on the landing gear control panel. After the system is used, the T-handle and the
valve, which bypasses the main landing gear valve (right wheel well), must be
manually reset, and the air container recharged. The air container in the
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electronics compartment has a charging valve and pressure gage.
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INSTRUMENTS
Integrated Instrument Display System (IIDS)
The Gull Integrated Instrument Display System (IIDS) consists of three identical
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and fully independent processing/display channels to provide triple redundancy
and is used for acquiring and displaying Engine Instrumentation and Crew
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Advisory System (EICAS) data. System parts consist of three identical and
interchangeable Display Units (DU) and one Remote Data Acquisition Unit
(RDAU). One DU is installed at the pilot location; the second in the copilot
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location while the third is in the center location of the instrument panel (Figure 1-
50). The RDAU is located in the Avionics Compartment and provides input/output
processing of all EICAS data and interface to the three DUs. Two IIDS REV
reversion pushbutton switches (pilot and copilot) are located on the instrument
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panel to provide “Fail Operational” reversion capability following a single IIDS

channel failure.
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The DU includes a self-contained dual processor symbol generator, fluorescent

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lamp/heater assembly, and power supply. The DU is multi-functional, can act as
either primary display (engine or performance), and has the ability to display any
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of the available sub-page formats by command from the function soft keys. The
DU incorporates a 3.5 in. x 4.5 in. sunlight readable Active Matrix Liquid Crystal
Display (AMLCD) panel, five function keys (one menu and four soft keys), a
Bright/Dim rocker switch, a Press to Test (TST) switch, and an ambient light
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sensor. The IIDS is powered by dual power sources for redundancy, the dc
essential bus, and the No. 2 dc primary bus, and are protected by nine circuit
breakers. Each channel performs self-test during power-up. A multi-function
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switch is located on the pilot and copilot collective stick grips to allow scrolling of
caution/warning/advisories and to view DECU failure annunciations.
The IIDS system displays N1, T5, engine oil temperature/pressure, transmission
temperature/pressure, dual fuel quantity, dual hydraulic oil pressure, fuel flow
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rate, dual torque, triple tachometer, and the caution/advisory panel. Colors
consist of red for warning information, yellow for precautionary information, green
for normal operation information, and white for the volt/ammeter electrical page
and digital display of fuel flow. Cyan is used for fuel quantity, OAT as well as the
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DECU fault, power assurance, and engine systems related sub-pages. With the
exception of hydraulics parameter, operating range information is presented
vertically with range limits shown horizontally. These range limit lines begin at the
border and extend past the color bar and are the color of the most critical range
at that limit.
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FLIGHT MANUAL
IIDS DISPLAY FORMAT
After initial power up, each DU will display the power-up/self test page (Figure 1-
49), indicating the software version, aircraft type, position ID and IBIT status. This
page will time out within 10 seconds and then default to the following display
page formats: Pilot and copilot positions will have the performance displays as
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shown in Figure 1-51. The center DU will be the engine display as shown in
Figure 1-55. Pressing the pilot or copilot IIDS REV switch cycles the IIDS
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displays in a counterclockwise direction (reversion) one position per actuation.
The pilot and copilot performance displays are also used to display DECU
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maintenance troubleshooting pages, cycle counters, DECU fault pages, fuel
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calibration, one engine inoperative (OEI) training, OEI preview, and failure history
pages. The center engine display is also used to display the electrical power
monitor display (Figure 1-61) and engine start pages.
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PERFORMANCE DISPLAY
The performance displays (Figure 1-51 for normal operation and Part 1, Section
I, Figure 1-8 for limitations) are normally located just inboard of each pilot's
primary flight instrument cluster and include those instruments used to manage
power and control rotor speed: specifically, power turbine inlet temperature (T5),
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gas generator speed (N1), torque (TQ), power turbine speed (N2), and rotor speed
(Nr). The indicators are grouped by parameter for ease of identification with
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scaling and ranging shown vertically along the center of each parameter and
extensible vertical columns or color bars, positioned outboard that provide a clear
analog instrument indication. No. 1 engine indications appear on the left side of
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the vertical scale and No. 2 engine indications on the right.

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Figure 1-49. IIDS Display: Typical Power-Up/Self Test Page
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FLIGHT MANUAL
Each parameter, except N2, includes analog and digital representations with
vertical color bars extending up towards digits boxes located at the top. Inboard
facing arrows follow the top of each color bar to facilitate load sharing tasks and
apparent indicator precision. Relative position of an indicated value with respect
to ranges and limits is enhanced through the use of color with the color bar
assuming the colors of adjacent ranging (except as noted) and digits box
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reflecting the range of the indicated value.
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Warning and caution lights (Table 1-20) are shown in the top portion of the
engine display in three columns of five legends. Except when displace by
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commanded sub-pages, the advisory lights are shown in the upper portion of the
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performance display in three columns of three legends with the lower center
position reserved for OAT.
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SCALING LINEARITY
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Performance display indicator scaling is not linear except for the torque indicator.
Expansive rescaling is used to improve resolution in ranges of normal use and
criticality, and additional rescaling is applied to the OEI presentations to
accommodate higher indicated values and limits (Figure 1-52). The range and
limit graphics for the engine display indicators are linear except for hydraulics.
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Table 1-20. IIDS Warning/Caution/Advisory Displays, Including Options
RED WARNINGS
1 OIL PRESS MGB PRESS 2 OIL PRESS

1 FUEL PRESS MGB OIL HOT 2 FUEL PRESS
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1 DC GEN HOT AFT BAG SMOK 2 DC GEN HOT
BATT HOT
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AMBER CAUTIONS
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1 SERVO SYS MGB CHIP 2 SERVO SYS
1 DC GEN IGB CHIP/HOT 2 DC GEN
1 FUEL LOW TGB CHIP/HOT 2 FUEL LOW
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1 ENG CHIP BATT OFF 2 ENG CHIP
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1 INV FAIL
CPLT PITOT
1 CRT FAN
W/S HEAT HOT
1 AHRS
ESS VOLTS LOW
BATT FEED
BUS TIE OPEN
AC GEN BRNG
DOOR OPEN
2 INV FAIL
PLT PITOT
2 CRT FAN
2 AHRS
2 ANTI-ICE
1 ANTI-ICE DAFCS 2 FUEL FILTER
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1 FUEL FILTER ROTOR BRAKE
BD STEP
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RAWS ALT
ADELT SAFE
AVAD FAIL
AUX BAT OFF
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TRIM FAIL
AC GEN
CHK BAR FILT
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INV FAIL
GREEN ADVISORIES
1 ANTI-ICE FLOATS ARM 2 ANTI-ICE

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CPLT FD INV ON PARK BK ON

W/S HEAT ON BLEED AIR ON BD STEP
BV HOOK ARMED LAND LT ON
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HOOK OPEN SEARCH LT ON

RAWS
FOOTPADS ON
CHECK MAINT
PITOT HEAT
OEI LOADSHED
PWR ASSURANCE
DECEMBER 22, 2005

1-175
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1-176
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1 8 1 15 23 1 8 1
2
Part 2, Section I
2
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26 27
7 22 7
12
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3 3
12 12
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4 4
7 7
16 24
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13 21 13 30
20 25
9 9
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DECEMBER 22, 2005

FLIGHT MANUAL
11 18 28 29 11
5 19
6 6
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10
Figure 1-50. Instrument Panel (Sheet 1 of 2)

10
14 17 17 14
A
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CC2998_1
SA
SA 4047-76C-15
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FLIGHT MANUAL
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Figure 1-50. Instrument Panel (Sheet 2 of 2)
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FLIGHT MANUAL
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Figure 1-51. IIDS Display: Typical Performance Display (Right and Left IIDS)
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FLIGHT MANUAL
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Figure 1-52. IIDS Display: Range Mark Scale Change Example
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FLIGHT MANUAL
T5 (POWER TURBINE INLET TEMPERATURE)
The T5 indicators include a central analog scale of T5 in °C x 100 with range and
limit information shown in color adaptable to dual- and single-engine operation.
Two thermocouple harnesses in the T5 area (gas producer turbine) of each
n
engine sense temperature changes and send out separate electrical signals on
Chromel and Alumel wires to the indicator by way of the IIDS and to the DECU.
o
An additional input to the indication is provided by the T5 conformation box that is
used to correct the T5 signal displayed by the cockpit indicator and used by the
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DECU during start.
The analog presentation includes left and right extensible color bars with pointers
that reflect the color of adjacent ranging. Specifically, that portion of the color bar
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below the maximum continuous limit for dual- and single-engine will maintain the
color of the adjacent normal ranging (green), while the bar color above the limit,
for higher power indications, will be yellow or red as appropriate. The dashed red
line and dashed yellow line representing the 30-Second and 2-Minute single
engine limits are displayed within the scale presentation during dual-engine
operation. Digital indications read to the nearest whole °C are located at the top
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of the analog scale and are in white bordered boxes with green digits on a black
background during normal range operation, black digits on a yellow background
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during precautionary range operation, and white digits on a red background

during warning range operation. During OEI operation, the scale is reranged
(Figure 1-52) for improved resolution, and the ranging and limits graphics are
changed for the remaining engine to reflect appropriate single-engine limit
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information. Additionally, the digit box for the remaining engine will be enlarged
for emphasis and recognition. The failed engine will continue to show dual-
engine ranging and limits, and the normal size digit box will be retained.
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N1 (GAS GENERATOR) TACHOMETER
The N1 indicators include a central analog scale of N1 in percent x 10 with parallel

range and limit information shown in color adaptable to dual- and single-engine
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operation.
The DECU receives raw N1 signal from the alternator. This N1 data is corrected
using air inlet temperature (T1) and ambient pressure (P0) by the DECU and
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output on the ARINC 429 bus as the primary N1 signal to the IIDS. If the primary
N1 from the DECU is invalid or not present, IIDS computes backup N1 from raw
N1 received directly from a separate sensor, and its own P0 and T0 inputs. If there
is no P0 or T0 inputs to the IIDS, the raw N1 signal will be displayed. Selecting
MENU, then N1 TEST will cause the backup N1 value to be displayed for 8
seconds in the lower area of the IIDS.
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FLIGHT MANUAL
below the maximum power overlimit indications will be yellow or red as
appropriate. The single-engine dashed red limit line and dashed yellow limit line
are displayed within the scale presentation during dual-engine operation.
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Digital indications read to the nearest 0.1 percent N1 are located at the top of the
analog scale and are in white bordered boxes with green digits on a black
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during warning range operation. During OEI operation, the ranging and limits
graphics are changed for the remaining engine to reflect appropriate single-
engine limit information, and the digit box is enlarged (Figure 1-53) for added
emphasis and recognition. The failed engine will continue to show dual-engine
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ranging and limits, and the normal size digit box will be retained.
There are two lights on the N1 color bar associated with 30-Second and 2-Minute
power. Either can be green or yellow. The top light, when green, indicates that
the 30-Second limiter is armed and power will be limited at 30-Second power.
When yellow, this light indicates that 30-Second power is being used. When
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flashing yellow, it indicates that the 30-Second time limit will expire in 3 seconds.
If 30-Second usage had occurred during the flight, the yellow light will be on after
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both engines are shut down. The bottom light, when green, indicates that 2-
Minute power is armed. Yellow indicates 2-Minute usage, and flashing yellow
indicates that the 2-Minute time limit will expire in 3 seconds. During dual engine
operation, these lights will appear on the N1 scale of their respective engines.
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During single engine operation, the lights will appear in the center of the N1 scale
and will be in larger format. Additionally, whenever the yellow light flashes, the
upper half of the enlarged OEI N1 digits box will flash at the same rate to draw
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further attention to the expiration of the time of the selected power level.
During normal usage, primary N1 is provided to the IIDS from the DECU via
ARINC-429. Primary N1 is corrected for temperature and altitude. The sensor
provided raw N1 is not biased before coming to the IIDS, therefore the IIDS
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applies a biasing equation. During normal operation, the DECU provided N1 is

used. If this is unavailable, the IIDS calculates and displays backup N1. This is
the value viewed when N1 TEST is commanded. This operation is seamless to
the pilot.
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The 30-Second/2-Minute lights are normally turned on when commanded by the

DECU via ARINC-429. In the event the ARINC command is not available, the
IIDS will use the hardwired discretes as backup. As a last chance backup, these
lights will come on when N1 is = 101.6% for the yellow 30-Second light and N1 =
100.9% and less than 101.6% for the yellow 2-Minute light. The armed lights and
the flashing feature for 30-Second and 2-Minute lights will not be available during
this condition.
Bleed Valve open indication is provided for each engine above each N1 indicator.
When the bleed valve is open on either engine, a BV appears in the area of the
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FLIGHT MANUAL
N1 digits corresponding to that engine. When the bleed valve is closed, the
indication will disappear.
TORQUEMETER
The torquemeter (TQ) indicators include a central analog scale representing TQ in
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percent x 10 with parallel range and limit information in color adaptable to dual-
and single-engine operation.
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The torque trim box located in the reduction gearbox sends a correction signal to
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the DECU which receives and processes the torque data and sends it on the
ARINC 429 bus to the indicator. The torque sensor in the output section utilizes a
phase shift principle.
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below the takeoff limit (dual-engine) or maximum continuous limit (single-engine)
will maintain the color of the adjacent normal ranging (green), while the bar color
above the limit, for high power over-limit indications, will be yellow or red as
appropriate. The single-engine dashed yellow and red limit lines are displayed
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within the scale presentation during dual-engine operation.
r t u re
Digital indications read to the nearest whole percent are located at the top of the
analog scale and are in white bordered boxes with green digits on a black
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during warning range operation. During OEI operation, the scale is reranged
(Figure 1-52) for improved resolution, and the ranging and limits graphics are
changed for the remaining engine to reflect appropriate single-engine limit
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information. Additionally, the digit box for the remaining engine will be enlarged
for emphasis and recognition. The failed engine will continue to show dual
ranging and limits, and the normal size digit box will be retained.
TRIPLE TACHOMETER
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The power turbine (N2) and rotor speed (Nr) indicators consist of a centered
analog scale of percent speed x 10 with parallel range and limit information
presented in color. The triple tachometer displays the N2 (power turbine speed) of
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each engine and the Nr (rotor speed) .
DECEMBER 22, 2005

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FLIGHT MANUAL
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Figure 1-53. IIDS Display: Typical One Engine Inoperative Display
DECEMBER 22, 2005

FLIGHT MANUAL
There are three N2 sensors per engine, two of which are used by the DECU (N2B
and N2C), for control purposes and the remaining (N2A) is linked directly to the
indicator. Two Nr sensors are also linked directly to the indicator; one to the
copilot and one to the pilot. A broad color bar using an anvil top as a pointer
provides the analog representation of Nr. It is positioned over the fixed scale
pointing out at the scaling indices and ranging information. Pointers that follow
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outboard of the scale and ranging information pointing in indicate power turbine
speed (N2). Color bars are not used for N2.
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The digital indicator above shows Nr to the nearest whole percent in a white
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bordered box, with green digits on a black background during normal range
operation, black digits on a yellow background during precautionary range
operation, and white digits on a red background during warning range operation.
The N2 pointer color is green in the range 0 to 86.9% and 90.6% to 108%, yellow
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87% to 90.5% and 108% to 115.5%, and red 115.5% to 125%. The Nr bar is all
red when indicating 90% and below, all yellow at 91% through 105%, and all
green at 106% to 108%. The portion of the bar exceeding 108% is yellow in the
range 109% through 115%, and the bar is all red when indicating 116% and
greater. The triple tachometer indicator retains the same display for single- and
dual-engine operation.
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Overspeed protection status is indicated by illumination of the letter O/S above
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each N2 indicator. With overspeed protection operating normally, O/S will be on

below 25% N2. Above 25% N2 it will be off. In the event that overspeed protection
fails during flight, O/S will come on (see section entitled OVERSPEED
ADVISORY LIGHTS in this section of the RFM).
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SINGLE ENGINE RANGING AND LIMITS

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During single-engine operation (Figure 1-53), optimized ranging and the unique
dashed red and yellow single-engine limits will be depicted for the remaining
engine. For additional emphasis, the digit boxes are enlarged on T5, N1, and TQ.
The OEI mode is inhibited on the ground so that starts and normal ground
operations are accomplished with a consistently normal display, the same one
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that will be used throughout the flight. If an engine failure is experienced in-flight,
the OEI range and limit information come into view and remain until the engine is
restarted or, if a single-engine landing is performed, the OEI information will be
retained until shutdown.
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SYSTEM ADVISORIES
The upper portion of the performance display (Figure 1-54) is used to show
DECU faults and aircraft system advisories. In the advisory mode, the display
shows three columns of advisories. Because OAT is permanently displayed at
the bottom of the center column, there are two available legends in the center
column and three in the outer columns. Remote scrolling retrieves advisories at
the same time as cautions and warnings. OAT is shown as 1 OAT on the copilot
performance display and 2 OAT on the pilot performance display. The color of 1
and 2 OAT is normally cyan. If a miscompare of 1 OAT and 2 OAT of 5ºC or
DECEMBER 22, 2005

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greater is detected, the 1 and 2 OAT legends are displayed in yellow. When a
miscompare occurs, the pilot determines which value, 1 or 2, is most reasonable
and uses it for OAT reference.
ENGINE DISPLAY
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The engine display (Figure 1-55 for normal operation and Part 1, Section I,
Figure 1-7 for limitations) is normally located in the upper center of the instrument
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panel and includes system condition instruments and fuel quantity/flow. The
temperature and pressure instruments employ indicator bars that parallel fixed
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ranging and limit information with scaling deleted for simplicity. Digit boxes
provide readability precision for engine and transmission instruments, and all
indicators use color effectively to enable immediate limit excursion recognition.
Where some parameters are additionally protected by caution or warning lights
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(Table 1-20), exact correlation between illumination of the light and indicated
digital value or color change should not be expected because the sensors for the
indicators and lights are in different locations by design for redundancy.
ENGINE OIL TEMPERATURE/PRESSURE INDICATORS

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Engine oil temperature and pressure are presented for each engine with two
vertical columns each with independent ranging and limit graphics and a digital
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display. The indicators measure engine oil pressure at the outlet of the oil filter
and engine oil inlet temperature. The indicators are connected to the dc essential
bus by circuit breakers marked 1 ENG TEMP and OIL PRESS and 2 ENG TEMP
and OIL PRESS.
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Digital indications read to the nearest whole °C or PSI are located above the
vertical analog indicators and are contained in a white bordered box with green
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digits on a black background during normal range operation, black digits on a

yellow background during precautionary range operation, and white digits on a
red background during warning range operation. The vertical color bar provides
an analog display that matches the corresponding ranges of operation.
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TRANSMISSION OIL TEMPERATURE/PRESSURE INDICATOR
Transmission oil temperature and pressure are presented in two vertical

columns, temperature on the left and pressure on the right, with independent
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ranging and limit graphics and a digital display for each. The indicators measure
oil pressure at the main gearbox oil inlet port and oil temperature in the main
gearbox sump. The temperature and pressure indicators are connected to the dc
essential bus by circuit breakers marked OIL XMSN-PRESS and OIL XMSN-
TEMP.
Digital indications are read to the nearest whole °C or PSI located above the
vertical analog indicators and are contained in a white bordered box with green
digits on a black background during normal range operation, black digits on a
yellow background during precautionary range operation, and white digits on a
DECEMBER 22, 2005

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red background during warning range operation. The vertical color bar provides
an analog display that matches the corresponding ranges of operation.
FUEL FLOW/TOTALIZER INDICATORS
This system indicates the rate at which fuel is being consumed and the total fuel
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remaining in the fuel tanks. Flowmeters in the high-pressure fuel line to each
engine fuel manifold contain turbine wheels, which rotate at speeds proportional
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to the volume of fuel flow. These speeds are converted to pulse signals, which
are conditioned by a computer unit into a signal, which drives the fuel flow
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indicators on the instrument panel. The computer unit to drive a totalizing
indicator, which reflects fuel remaining in the fuel system, also combines the
pulses. The No. 1 engine fuel flow system is connected to the No.1 dc primary
bus by a circuit breaker marked FUEL FLOW, and the No. 2 engine fuel flow
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system is connected to the No. 2 dc primary bus by a circuit breaker marked
FUEL FLOW. Fuel quantity, contrasted in cyan, is presented in two scaled
vertical columns with a digital totalizer box between them representing the sum of
both tank contents read to the nearest 10-pound increment. Both change from
cyan to yellow below 100 pounds. Fuel quantity digits on the inner scale are fuel
in pounds x 100.
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A failure in the RDAU of either the pilot or copilot’s channels will result in the loss
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within 20 seconds of the corresponding fuel quantity indicator. The fuel totalizer
will then reflect only the quantity on the remaining indicator. The fuel low caution
lights are not selected by a failure of the pilot or copilot channels and will
continue to function normally.
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Fuel flows may be read directly as white digits arranged vertically and rounded to
the nearest 10 pph, or as an analog indicator by an accompanying white pointer
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that follows the fuel quantity scale. The display will indicate dashes if fuel
consumption exceeds 800 pph.
HYDRAULIC PRESSURE INDICATORS

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Hydraulic pressure indicators are located outboard and to the bottom of the
engine display. The indicators are labeled HYD-1 and HYD-2 and are read from
left to right. The moving range pointer and color bar display in green while in the
normal range and red while in the warning ranges. The indicator is connected to
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the dc essential bus by two circuit breakers marked PRESS, HYD 1 and HYD 2.
Composite Display
The Composite Display (Figure 1-56) is a combination of the Performance

Display and the Engine Display. The Composite Display may be accessed on
any DU by pressing the MENU key for three seconds. While in the Composite
Display, pushing the MENU key will cause it to revert to the previous display.
DECEMBER 22, 2005

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1 DECU B FAIL TOTAL 2 ENG DECU A FAULT DEGRADE
SA 4047-76C-15
STEPPER LVL-3 15 SIGNAL LVL-2

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1 MANUAL / 2 GOVERNS NO AUTO START
CAREFUL COLL INPUT NORM INDICATED T5
880 850 101.9

. 97.3 117 98 N2 107 N2
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10 BV NR
9 10 10
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110
8 100
9
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8 TST
6
90
FLIGHT MANUAL
7 8
(Right and Left IIDS)

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DECEMBER 22, 2005

T5 70

N1 TQ 4
6 7 50
4 2 B
5 30 R
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2 3 T
1 10
0 0 0
D
I
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MENU
SA
CC3757
Figure 1-54. IIDS Display: Typical Performance Display Showing DECU Faults
Part 2, Section I
1-187
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Figure 1-55. IIDS Display: Typical Engine Display (Center IIDS)
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FLIGHT MANUAL
The Composite Displays are organized into three areas. The upper portion, a
miniaturization of the engine page, shows engine and transmission temperatures
and pressures along with hydraulic pressures. These indications use the same
convention as the normal engine page in that number 1 engine is displayed on
the left, transmission in the center and number 2 engine on the right. The
hydraulics follows the same logic. The center portion displays cautions and
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warnings along with digital fuel quantity, fuel totalizer, and OAT. On this display
the legends are only three deep and in the center group only the center legend is
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available for cautions and warnings due to fuel and OAT information occupying
the top and bottom of this group. Advisories are not displayed and sub-pages
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such as the volt/ammeter pages and those associated with power assurance,
DECU faults, counter, and maintenance troubleshooting are unavailable. The
bottom section is identical to the normal performance page with the exception
that the lower portion of the vertical scales have been removed to make room for
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the information presented in the top section. A composite OEI display (Figure 1-
57) provided in the unlikely event that an engine fails while operating in the
composite mode. All scaling, color, boxing, and OEI logic are retained in the
composite displays.
ENGINE START DISPLAY

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The Engine Start Display is automatically called up during engine start (Figure 1-
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58) to enable the pilot to focus attention on one display while monitoring all
possible information required for the task (e.g., if a rotor brake off start is
performed) N1, T5, and fuel flow are presented on the center display in addition to
engine oil pressure, main gearbox oil pressure, hydraulic pressures, as well as all
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caution and warning lights. When the engine start button is depressed, N1 and T5
indicators, rearranged for start, are repeated on the engine display adjacent to
and inboard of the appropriate engine temperature/pressure indicator, the main
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gear box parameters are moved to provide display space, and the fuel totalizer
and one half the fuel quantity/flow display are deleted. A red arrow reminder
appears in the T5 scale at the maximum limit for starting. After completing the
start and with ground idle established if appropriate, the pilot should transition to
the performance display for N1 and T5 information. The Engine Start Display is
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removed when the engine is advanced beyond 65% N1, if a start of the other
engine is commanded, if MENU is commanded, or if none of these has occurred,
when 1 minute duration has elapsed since starter button actuation.
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CAUTION/WARNING LIGHTS
The upper portion of the engine display is dedicated to the displaying of all
available cautions and warnings in three columns of five rows. The left column
displays No. 1 systems and those with left side sense, the right column displays
No. 2 system annunciators and those with right side sense, and the center
column displays those systems not directly associated with either No. 1 or No. 2
systems. The legends appear in chronological order of occurrence with the latest
event being added to the top of the column. If the column is filled with five
legends, the earliest event will be pushed down out of sight with the addition of
another event. An arrow, color coded to indicate the most critical of these events,
DECEMBER 22, 2005

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FLIGHT MANUAL
will appear between columns to indicate the presence of additional out-of-sight

event legends. Remote scrolling switches on each collective grip may be used to
retrieve displaced legends for review. When actuated in the direction indicated,
the remote scroll will cause any overfilled column of caution/warning, or advisory
on the performance display to increment one legend per actuation. As legends
are retrieved from below, the ones at the top will be displaced above as
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annunciated by the arrow, but if a new caution/warning is added, it is considered
most significant and will be entered at the top which, because of chronology,
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results in the re-displacement below of the retrieved legends. Arrows that show
the location of excess capacity appear in the space between columns and are
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colored yellow if no warnings are displaced in the column or red if there is a
warning. Refer to Table 1-20 for available legends listed by hierarchy. Initial
power-on of the engine display will force the cautions and warnings to be
displayed in the priority sequence shown in Table 1-21.
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Additional cautions and warnings, not shown, will follow in whichever order the
IIDS presents them. Once the initial power-on cautions and warnings have been
reset, the system will revert to chronological order.
Table 1-21. Initial Caution/Warning Power-On Priority Order

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1 OIL PRESS MGB PRESS 2 OIL PRESS
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1 FUEL PRESS ROTOR BRAKE 2 FUEL PRESS

1 SERVO SYS MGB CHIP 2 SERVO SYS
1 ENG CHIP TGB CHIP/HOT 2 ENG CHIP
1 DC GEN IGB CHIP/HOT 2 DC GEN
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1 INV FAIL AC GEN 2 INV FAIL

BATT OFF 2 INV FAIL
BUS TIE OPEN
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INV FAIL
DOOR OPEN
POWER-UP/SELF TEST
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The displays will initially self test during power-up (Figure 1-49) for approximately
8 seconds duration, and the result will be posted. The display will post the
software version, aircraft type, ID (PILOT, COPILOT, or CENTER display), and
test results (PASS or FAIL).
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PRESS-TO-TEST
Each DU is equipped with a press to test feature that is enabled by pressing the
TST switch above the BRT/DIM rocker switch. When the switch is actuated and
held, the display parameters increase in appropriate coloration from low indicated
values to high until maximum bar-graphs and digital values are achieved.
Additionally, the master warning panel, engine control lights, landing gear unlock,
float panel test, OEI training access, fire extinguisher test, engine lever lights,
mixed mode lights, and avionics annunciators will illuminate. Other remotely
located advisory capsules will also illuminate depending on which aircraft options
DECEMBER 22, 2005

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FLIGHT MANUAL
are installed. If no faults are detected, the display reverts to the normal format
even if the switch is held continuously. If faults are detected, a "FAIL" message
(black letters on a red background) will be displayed. To read the fault codes,
press soft key sequence: MENU, MAINT, HIST to bring up the fault code history
page. The fault code history page will have a column each for the board that
failed, the fault code, and fault description. Each fault code history page can log a
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maximum of 4 faults. Multiple fault code history pages are available if more than
4 faults are logged and is indicated by PAGE 1 of 2 etc. to denote more than one
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page and may be accessed by pushing the NEXT and PREV soft keys. To exit
the fault code history page, press MENU key or the RTN soft key. The TST
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switch must be released and reactuated if a repeat test is desired. The press to
test function is inhibited in flight except for the lights test referred to above that is
always available.
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BRIGHTNESS
The IIDS uses variable intensity fluorescent lamp backlighting to illuminate the
display. The bright/dim rocker switch provides a pilot selectable brightness
setting suitable for day and night operations; an ambient light sensor to
automatically adjust for varying ambient light conditions complements this.
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REVERSION
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A reversion capability is provided to accommodate the failure of an individual

IIDS channel. If a failure is experienced the actuation of the pilot or copilot IIDS
REV switch will initially command the entire display functions to move one
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position per activation counter-clockwise resulting in the engine display being

presented initially at the copilot position and performance displays at the
remaining two locations. The displays retain full capability irrespective of position
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on the panel.
As a rule, the pilot would actuate the IIDS REV switch one time to accommodate
a display failure, or if the copilot is flying the aircraft, two times is appropriate. As
an example, if the center display had failed, the pilot would command a single
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reversion and then continue to fly the aircraft by monitoring performance

parameters at the pilot position while referring to the copilot position for engine
display information including caution/warning status. Normal scan of condition
related instruments at the reverted display is expected, but the illumination of
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Master Caution will draw specific attention to acknowledge the addition of a new
caution or warning light. If the pilot display had been the failed unit, the example
remains the same except that performance would be monitored at the center
location. The copilot depresses the IIDS REV switch two times to force the
engine display to the pilot position and then continues to fly the aircraft using
performance instruments displayed in the center or at the copilot position as
available.
DECEMBER 22, 2005

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FLIGHT MANUAL
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Figure 1-56. IIDS Display: Typical Composite Display
DECEMBER 22, 2005

FLIGHT MANUAL
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Figure 1-57. IIDS Display: Typical Composite One Engine Inoperative Display
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FLIGHT MANUAL
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Figure 1-58. IIDS Display: Typical Start Sequence Display
DECEMBER 22, 2005

FLIGHT MANUAL
PERFORMANCE SOFT KEY FUNCTIONS
The Performance page is the default display for the left and right IIDS. The lower
bezel of each unit includes a MENU button and four soft key buttons. The MENU
button is an alternating action switch that has the capability to command four
options. Depressing the soft key positioned directly below accesses an option
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along the menu, and then the resultant prompts are followed as desired. The
menu and subroutine functions may be deleted at any time by actuation of MENU
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a second time except as described below. The menu options are unique to the
engine and performance displays and follow the respective display in reversion.
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The performance display menu (Figure 1-51) contains four options: PWR
ASSUR, N1 TEST, OEI and MAINT. Figure 1-59 shows a flow diagram of the
Performance page soft keys and displays that will appear during the PWR
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ASSUR, N1 TEST, OEI and MAINT processes.
PWR ASSUR
PWR ASSUR soft key automatically starts the power assurance process by
displaying the configuration from the last power assurance test selected (Figure
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1-60). A greater than three-second push and hold of the PWR ASSUR soft key
brings up the Configuration screen with additional soft keys that allow the pilot to
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customize the engine configuration for ground or in-flight with either ANTI-ICE on
or off. A less than three-second push and hold of the PWR ASSUR soft key
leads directly to the initial Flight Assurance screen.
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When ground power (GND PWR) with ANTI-ICE either on or off is requested by
selection of the power assurance soft key on the Configuration screen, the initial
Ground Power Assurance screen displays. At this time the IIDS waits until one
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engine is above 70% N1 and the other engine is below 55% N1. The IIDS then
establishes the target torque by referring to a torque vs. P0 and T0 plot and enters
it on the display as a 5% increment digital target. If the DECU is unable to
calculate a valid target torque the words NO TARGET TORQUE will appear.
Once the actual torque is within the target torque range, the No Power Change
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symbol will appear along with a 2-minute 45-second (2:45) countdown timer
instructing the pilot to hold power steady for the power assurance stabilization
period. An increase power symbol will guide the pilot back to the target torque if
actual torque becomes 10 or more percent less than the target. If this occurs
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during the last one minute of the 2-minute 45-second period, the timer will
suspend until the proper correction is made to put the actual torque back within
range, at which time the timer will resume. At the end of the stabilization period,
the IIDS sends a request to the DECU for a power assurance check. During this
time the word SAMPLING will appear in place of the countdown timer, and the
target torque must be maintained within ± 3% to be considered acceptable by the
DECU. If the power level is not held to the above tolerance, the DECU will
display INVALID and will not provide a power assurance solution. The DECU will
respond with results of a valid power check within 30 seconds by displaying the
power and T5 margin along with the words PASS or FAIL. The T0 and P0 used in
the power assurance calculation will also be displayed and should be cross-
DECEMBER 22, 2005

FLIGHT MANUAL
checked against cockpit instruments (± 250 ft and ± 2°C). Additionally, two soft
keys will appear labeled CONTINUE and REPEAT. Pressing CONTINUE
completes the power assurance for that engine and allows up to 60 seconds to
reset the engine levers to start the same process on the second engine. Pressing
REPEAT will start the power assurance over for the same engine using the same
configuration with a 10 second countdown, as long as N1 remains above 70%. If
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the DECU does not respond to the IIDS request for a power assurance check
within a 30-second period or if it responds that the power check is invalid, the
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word SAMPLING will be replaced with NO RESPONSE or INVALID. In both
cases, the CONTINUE and REPEAT soft keys will appear giving the above
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described options. The power assurance process can be aborted any time by
pressing the MENU key.
When flight power (FLT PWR) with ANTI-ICE either on or off is selected, IIDS will
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display ESTABLISH AIRSPEED AND POWER CONDITIONS, with the additional
instruction XXX KTS INDICATED AIRSPEED = 135 KTS TRUE AIRSPEED. IIDS
also displays DO ENG 1, DO ENG 2, and EXIT. After establishing the correct
airspeed and power conditions, pressing DO ENG 1 or DO ENG 2 will initiate the
test for the respective engine. When the test is initiated, SAMPLING will be
displayed for up to 30 seconds, followed by the results of the test along with
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pressure altitude (HP), OAT N1, raw N1 and torque. These results will be
accompanied by CONTINUE or EXIT to allow the pilot to check the other engine
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or exit the test. If the DECU does not respond to the IIDS request for a power
assurance check within the 30-second period or if it responds that the power
check is invalid, the word SAMPLING will be replaced with NO RESPONSE or
INVALID. In both cases, the CONTINUE and REPEAT soft keys will appear
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giving the above described options. The power assurance process can be
aborted any time by pressing the MENU key
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NOTE
When taking power assurance it is prudent to record

the engine parameters manually. This will preclude
having to repeat the automatic power assurance
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process. The recorded data can then be used to

check power assurance using Turbomeca supplied
software program.
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N1 TEST
Selection of the N1TEST soft key on the Performance screen displays the IIDS
biased backup N1 value for 8 seconds in a box under the N1 indicator to allow the
pilot to verify that the biasing is being performed. The biased N1 value is the raw
(indicated) N1 taken from an alternate source corrected for temperature and
pressure. Since the normal N1 that appears on the Performance page is taken
from the aircraft alternator and biased through the DECU, the pilot can compare
the two values and verify that the IIDS is performing the biasing within ± 0.2% N1.
The Performance page will use the IIDS biased value as a backup, in the event
that the DECU fails to send N1 to the IIDS.
DECEMBER 22, 2005

FLIGHT MANUAL
Pressing the menu key returns the display to the default Performance screen.
OEI
When the one engine inoperative (OEI) soft key is selected on the Performance
screen, the initial OEI screen is displayed for pilot review of limits and formats.
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Two soft keys, ENG1 and ENG 2, are displayed and may be selected. Once
selected, either may be deselected with the menu key, or it will time out after 20
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seconds.
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Pressing the menu key returns the display to the default Performance screen.
MAINT
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The maintenance (MAINT) soft key on the Performance screen provides access
to four additional soft keys on the initial Maintenance screen: CYCLE COUNT,
ENG MAINT, CAL and HIST. These functions are available only on the ground
with weight on wheels enabled.
CYCLE COUNT (Table 1-22) is available when the aircraft is on the ground with
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engines shut off. The information available includes duration in seconds and
number or events that each engine has experienced at 30-Second and/or 2-
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Minute power, and the number of N1 and N2 cycles the engine has logged. The
30-Second and/or 2-Minute usage counts are divided into cumulative durations
and events and last flight durations and events. OEI CUMULATIVE COUNTERS
give a history of the total time the engine has been at the indicated power level,
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and the total events that produced that time. LAST FLIGHT OEI COUNTERS
show the duration and event number for an OEI power occurrence during the last
flight. Since there can be several events of OEI power in one flight, the IIDS has
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the capability of storing up to twenty. The LAST FLIGHT OEI COUNTERS are
stored during shutdown and reset during the next engine start. N1 and N2 cycles
are recorded and stored for maintenance purposes. The cycles are stored when
the aircraft is shut down and can be viewed by activating the CYCLE COUNT
soft key and using collective scroll switch to scroll through the various screens.
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The ENG MAINT soft key provides help in the maintenance troubleshooting of
DECU problems. This feature is only available on the ground. Selection of the
ENG MAINT soft key produces the DECU Maintenance troubleshooting display
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in the advisory area of the Performance screen. Subsequent presses of the ENG
MAINT key will toggle through the six maintenance troubleshooting screens. All
ENG MAINT screens display with cyan messages on a black background.
The CAL soft key is available only on the ground. Although prompts may be
followed to check calibration date information, further exploration is normally
prevented by way of maintenance interlock. The RTN option may be used to
back up one step at a time, up/down keys control the cursor box, and SEL would
be used to gain further access during calibration.
DECEMBER 22, 2005

FLIGHT MANUAL
Table 1-22. Typical Cycle Count
NO. 1 < OEI CUMULATIVE COUNTERS > NO. 2

SECS/EVENTS SECS/EVENTS
11/1 < 30 SECONDS > 0/0
582/28 < 2 MINUTES > 105/11
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NO. 1 < LAST FLIGHT OEI COUNTERS > NO. 2
SECS/EVENTS SECS/EVENTS
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11/1 < 30 SECONDS > 0/0
12/2 < 2 MINUTES > 0/0
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NO. 1
CYCLES
632.5
234.4
< CUMULATIVE CYCLE COUNTS >
< N1 CYCLES - TOTAL >

< N2 CYCLES - TOTAL >
NO. 2
CYCLES
876.0
568.9
HIST is a historical list of internal IIDS faults detected and recorded by the IIDS.
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These faults are retained in nonvolatile memory and cannot be deleted unless
the Maintenance connector key is installed. Each time a fault is recorded, the
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pilot will be alerted by the display of a FAIL page after the aircraft has landed
(weight on wheels enabled). He can then use HIST to recover the fault codes to
report to maintenance. MAINT is not a menu option on the engine display.
Reverting to the Performance screen and then using the MAINT and HIST soft
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keys will display the fault history on the center IIDS display.
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The Engine page is the default display for the center IIDS. The engine display
menu has three selection options: RECALL, ELEC, and START.
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DECEMBER 22, 2005

FLIGHT MANUAL
1 GND PA
MARG 12.1 PWF
23 o C T5 PASS
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N1 91.1 N1 RAW 92.6 HP 2591 OAT 5 TQ 73.0
B
CONTINUE EXIT R
T
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D
I
PWR
MENU
g M
PWR
ASSUR
ASSUR N1 TEST OEI MAINT
BUTTON
>3 SEC MENU
OR
1 GND PA 1 GND PA 2 GND PA PERFORMANCE SCREEN
A/I OFF A/I OFF PWR
A/I OFF
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ASSUR
BUTTON
SAMPLING <3 SEC
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B GND PWR FLT PWR
R A/I ON A/I OFF A/I ON A/I OFF
CONTINUE EXIT T
D
I
MENU M MENU
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CONFIGURATION SCREEN
1 FLT PA
MARG 12.1 PWF
1 GND PA 2 GND PA 1 FLT PA 2 FLT PA
23 o C T5 PASS
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A/I OFF A/I OFF A/I OFF A/I OFF
N1 91.1 N1 RAW 92.6 HP 2591 OAT 5 TQ 73.0
B
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EXIT R
CONTINUE T
D
CONTINUE EXIT CONTINUE EXIT I
MENU M
MENU MENU
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GROUND POWER ASSURANCE SCREEN (INITIAL) FLIGHT POWER ASSURANCE SCREEN (INITIAL)
1 FLT PA 2 FLT PA 1 FLT PA

A/I OFF A/I OFF A/I OFF
SET AIRSPD / PWR COND
134 KTS IND= 135 TAS SAMPLING
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DO ENG 1 DO ENG 2 EXIT
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MENU MENU
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SA
Figure 1-59. Performance Display – Soft Key Flow Diagram (Sheet 1 of 3)

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DECEMBER 22, 2005
Revised June 22, 2006 1-198A
Un FLIGHT MANUAL
THE MAINT PROMPT, AND THEREFORE

THIS PATH, IS ONLY AVAILABLE WHEN
THE AIRCRAFT IS ON THE GROUND (WOW).
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TST
g
PWR B
ASSUR N1 TEST OEI MAINT R
T
TST D
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I
MENU M
N1 TEST B PERFORMANCE
102.9 102.9 R
T
SCREEN
D
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MENU M
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TST
TST
CYCL ENG B
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COUNT MAINT CAL HIST R
T
D
B I
MENU M
R
ENG 1 ENG 2 T
D
I MAINTENANCE
MENU M TO
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SCREEN
SHEET
(INITIAL) 3
ONE ENGINE
INOPERATIVE
SCREEN (INITIAL)
CALIBRATION
CALIBRATION DATA MATCH
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VIEW CALIBRATION STATUS
TRANSFER FROM RDAU
TRANSFER FROM DU
FUEL QUANTITY NO 2 TST
T5 NO 1
T5 NO 2
MAINTENANCE INTERLOCK INSTALLED
TST
B
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R
RTN SEL T
D
I
B MENU M
OEI PRE-V R
T
D
I CALIBRATION SCREEN
MENU M
(INITIAL)
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CC3761_2
SA

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DECEMBER 22, 2005
1-198B Revised June 22, 2006
FLIGHT MANUAL
327 PO / FEET 320

20 T1 / o C 20
19 T5 / OFFSET / o
C 24
FROM .097 T5 SLOPE / % 1
SHEET TST
2
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PAGE 1 OF 5
CYCL ENG B
R
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COUNT MAINT CAL HIST
T
D
I
MENU M
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0/1 FLY / NOT FLY 0/1
YES NEUTRAL POS YES
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13
77
65
0.0
RESOLVER /
STEPPER
N1 DEMAND / %
RAW N1 /%
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13
77
65
0.0
STOP
25
CYCL
COUNT
ENG
MAINT
THROT POS
COMMAND
PAGE 2 OF 5
CAL HIST
STOP
25
TST
B
R
TST T
D
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PAGE 3 OF 5 MENU M
CYCL ENG B
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T
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MENU M
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75 FUEL FLOW / LPH 75

1.06 P3 / BARS 1.06
20 COLL POS / % 21
NO PROPORTIONAL NO
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TST
PAGE 4 OF 5
CYCL ENG B
T
D
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MENU M
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OEI TRAINING
OEI LIM SW CHK
OFF PS MANUAL OFF
YES ENG OUT DETECT YES
TST
PAGE 5 OF 5
CYCL ENG B
T
D
I
MENU M
CC3761_3
SA
DECEMBER 22, 2005

Un
1-200
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Part 2, Section I
1 GND PA
A/I OFF
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INCREASE POWER
95 % TQ
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750 525 85.1 50.0 60 00 N2 107 N2
10 NR
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9 10 10
110
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8 100
8 9
TST
6
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DECEMBER 22, 2005

90
FLIGHT MANUAL
7 8
T5 N1 TQ 70
4
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6 7 50
Figure 1-60. Typical Power Assurance Display

4 5 2 B
30 R
2 3 T
10
0 1 0
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0
D
I
M
SA 4047-76C-15
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MENU
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CC2659A
SA
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FLIGHT MANUAL
RECALL
RECALL, when held, flashes at 1 Hz the last caution or warning legend

displayed. This feature is intended to retrieve an intermittently occurring legend
such as FUEL LOW that may be difficult to catch and read initially due to
detection duration.
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ELEC
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ELEC presents a volt/ammeter page (Figures 1-60 and 1-61). Although
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caution/warning information is retained while the volt/ammeter page is in view,
the addition of a legend and resultant illumination of Master Caution will result in
the deletion of the volt/ammeter page to enable direct review of
temperature/pressure instruments. If desired, the function can be immediately
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reselected by touching MENU and ELEC. The menu, if in view, is not deleted
with the addition of a new caution/warning.
START
START enables pre-selection of the start page if the pilot wants to review the
o rr d
format before pressing the engine start button. Sub-options provide selection of
engine 1 or 2. This page is not available when the selected engine is running,
r t u re
and if the feature is selected for one engine but a start is commanded on the
other, the display will respect the starter button selection.
TRAINING
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The words TRNG PWR will be displayed in the menu location centered under the
N1 and Torque indicators when the DUAL TRAIN LIMIT switch is engaged. If the
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switch is subsequently moved to TRAIN IDLE the IIDS will display the OEI page
for the good engine. In the training mode, the DECU sends N1 and torque values
to the IIDS that are greater than the actual values in order to simulate a higher
aircraft gross weight. This allows the use of the dual and single engine limiters
without actually using the high power levels normally associated with these limits.
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WARNING
Un
Prior to use of the single engine pilot training feature,

the crew must ascertain that the aircraft is loaded
properly and that procedures described in Part 2
Section V, Pilot Training Provisions, and the pertinent
Normal and Emergency Procedures in Part 1 are
followed in strict accordance.
CALIBRATION
There are two methods of calibration, manual and automatic (Figure 1-63). Each
replacement DU must be calibrated prior to ground run or flight using either of the
DECEMBER 22, 2005

1-201
FLIGHT MANUAL
procedures specified in the maintenance manual. Each IIDS channel can be

automatically calibrated using the calibration information stored in either of the
three DUs or RDAU. A component change affecting the source of calibrated
information provided to IIDS will require recalibration of that parameter using the
maintenance manual calibration procedures. A maintenance plug P610A circuit is
introduced into the system to enable calibration of fuel quantity. During flight, the
n
pilot cannot access calibration information. When the helicopter is on the ground
without maintenance plug P610A installed, the pilot may call up the main menu,
o
and then, using the soft key prompts, proceed to the calibration page to the point
of confirming calibration date information. Further access is denied.
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All three DUs must be calibrated, because any one of them can be called upon to
act as engine or performance display using the IIDS REV command in the event
of a unit failure. Although fuel quantity is presented on the engine display, it is
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calibrated at the performance display. This occurs because fuel quantity for the
left and right side tanks are processed by the copilot channel and pilot channel
respectively before being fed to the engine display by way of interchannel
communication within the RDAU. Calibration information is inserted simply by
following the prompts.
o rr d
Up and down soft keys are used to box the desired parameter and SEL brings up
the calibration value to be adjusted. The appropriate up or down soft key is then
r t u re
used to adjust the boxed value before being locked in with the CAL key when
value agreement is achieved. RTN may be used at any time to back up one step
at a time, and MENU will result in clearing the calibration page or menu if
desired. When the calibration of all required parameters is complete and with
io y C te
maintenance plug P610A removed, a check of the calibration date information

and verification that the calibration inhibit is effective should be checked prior to
procedure completion.
Pr rif gis
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Figure 1-61. Typical Electrical Power Monitor Display
DECEMBER 22, 2005

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FLIGHT MANUAL
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Figure 1-62. Engine Display – Soft Key Flow Diagram
DECEMBER 22, 2005

Un FLIGHT MANUAL
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Pr rif isg
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o Figure 1-63. Fuel System Calibration Pages
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DECEMBER 22, 2005
1-205
FLIGHT MANUAL
EDZ-756 Integrated Electronic Flight Instrument System (EFIS)

Un
The EDZ-756 EFIS consists of the following components:
● ED-800 Electronic Display

● SG-705 Symbol Generator
● DC-811 Display Controller
Ve re
● RI-206S Remote Instrument Controller
g It may also include optional components. These include various weather radars,
lightning sensors, navigation maps and electronic checklists.
Pr rif is
The advantages of the EFIS are its versatility, built-in redundancy and reliability.
The pilot can choose whatever attitude, heading, navigation, direction finding
and/or weather information he wants to be displayed and how it is formatted. The
composite and reversionary modes are used to continue a mission with a
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minimum of additional flight crew procedures. Elimination of electromechanical
devices such as meters, mechanical counters, gearing, etc., provide unequalled
reliability with fewer removals and a higher mean time between failures (MTBF).
r t u re
The dual electronic flight instrument system consists of a pilot’s system and
copilot’s system, each of which integrates and displays air data, Electronic
Attitude Director Indicator (EADI) data, and Electronic Horizontal Situation
o rr d
Indicator (EHSI) data to the flight crew. The components of each system are
identical and interchangeable.
NOTE
Us en Co
Since a helicopter pilot-in-command may be seated
in either the left or right seat, depending on the
aircraft type, the left side of the aircraft will be
designated the No. 1 side, and the right side will be
e t R py
designated the No. 2 side in this manual. This
includes all avionic systems installed; EFIS, flight
controls, radios, gyros, etc.
If installed, the symbol generators supply a flight control computer flight director
ev
with command cue tracking information. In turn, the Electronic Attitude Director
Indicators (EADIs) display the lateral, vertical and collective modes that are
engaged.
Each pilot’s system contains a symbol generator (SG), a display controller (DC),
isi
and two Electronic Displays (EDs). A remote instrument controller (RI) serves
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both systems. n
DECEMBER 22, 2005
1-206
FLIGHT MANUAL
The symbol generators (SGs) transform all incoming data into a video format that
is then transmitted to the EDs. Additionally, the two SGs communicate with each
other over the avionics standard communication bus (ASCB). The EFIS operates
with a display controller that provides the pilot with the means to control the
display formatting for partial compass display, map range control, weather data,
n
and hover displays (optional). The DC is also used to select and display
navigation and bearing. Auxiliary switches select alternate heading and attitude
sources and symbol generator reversionary modes.
o
The ED-800 Electronic Display contains a full-color, high-resolution cathode ray
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tube (CRT) and the necessary electronics to convert the video format from the
SG into graphic symbology. Photo sensors located to the left and right of the
CRT automatically increase brightness as required for daytime operation.
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Us en Co
Each SG drives an Electronic Attitude Director Indicator (EADI) and an Electronic
Horizontal Situation Indicator (EHSI). The displays are identical and fully
interchangeable. An inclinometer is fastened to the EADIs to provide slip and
skid information.
The RI is used to select course and heading on the EHSIs. Remote switches
o rr d
select some EFIS options and air data set values. The system primarily operates
off 28 vdc with some 26 VAC at 400 Hz. Edge-light panels on the controllers use
r t u re
5 vdc and 28 vdc.
CONTROLLERS
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DC-811 Display Controller
The DC-811 Display Controller shown in Figure 1-64, is used to select the
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desired display format and the data sources to be displayed. The buttons are
used to select the display formats and sources; the knobs control bearing pointer
selection, dimming, weather radar (WX) display, composite mode selection, flag
test and selection of decision height (DH).
Ve re
The display controller continually sends a digital identifier to control the symbol
generator, verifying that it is operating. If the display controller should fail, the
identifier is lost and the failure causes the symbol generator to default to the
Un
displays normally shown at system power-up. In addition to the power-up

reversion, the failure becomes evident when the displays fail to respond to pilot
input.
DECEMBER 22, 2005

1-207
FLIGHT MANUAL
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Figure 1-64. DC-811 Display Controller
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The functions of the DC-811 Display Controller are described below. Refer to
r t u re
Figure 1-64 for the location of controls being described.

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BUTTON FUNCTION
FULL/MAP The FULL/MAP button allows selection of full, arc or map
EHSI compass formats. The full mode displays a 360-
Pr rif gis
degree compass card on the EHSI at system power-up if

the WX knob is in the OFF detent position. If the WX
knob is on, the compass will initially be in the arc format.
The arc (sometimes called partial compass) mode is
used to display an expanded 90-degree arc of heading or
Ve re
when weather radar (WX) and/or lightning information is

desired for display.
The map mode also displays a 90-degree arc of heading
Un
combined with a waypoint map display. Weather radar

may still be displayed with the map mode as desired.
Toggling sequence of the FULL/MAP button after power-
up is ARC, MAP, FULL, REPEAT.
DECEMBER 22, 2005

1-208
FLIGHT MANUAL
BUTTON FUNCTION
MAP RNG (Map The MAP RNG button provides immediate selection of
Range) the map mode and map range selection. In the map
mode, the range function is only active when the weather
radar is off, or the DC-811 Display Controller WX knob is
n
in the OFF detent position. If either condition is not
satisfied, range selection will continue to be performed by
o
the weather radar.
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To select the range, the button is pushed repeatedly until
the desired range appears at the inner range ring on the
EHSI. The outer range ring (compass card) represents
twice the range of the inner ring.
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GSPD/TTG
(Groundspeed/
Time-to-Go)
Pressing the GSPD/TTG button alternately displays
either groundspeed or time-to-go in the lower right comer
of the Electronic Horizontal Situation Indicator (EHSI).
Groundspeed is always displayed on power-up.
ATT REV, HDG NOTE
REV (Attitude
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Pushing the HDG REV button while the flight director is
and Heading
coupled in the HDG mode may result in a turn to recenter
Reversion)
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the heading bug on the EHSI, since some variation in

directional gyro outputs is possible.
Upon power-up, each SG will display attitude and
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heading from its primary sources. In the S-76, the pilot’s

AHRS are primary for the pilot’s SG an secondary for the
copilot’s SG. Similarly, the copilot’s AHRS is primary for
the copilot’s SG and secondary for the pilot’s SG. In the
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event of a primary source failure, the reversionary button

is used to select the secondary source.
Pushing the ATT REV or HDG REV button alternates
primary and secondary attitude or heading sources
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displayed on the EADI or EHSI. An amber source

annunciation is appropriately displayed on both EADIs or
EHSIs whenever both sides are using the same source.
Un
NAV (Navigation) Selects the desired short-range navigation source for

display on the EHSI. Upon power-up, each symbol
generator (SG) displays navigation information from its
primary short range NAV source. Short-range NAV
sources are annunciated in green on the left side of the
EHSI.
The toggling sequence of the NAV button is CROSS-
SlDE VOR, PRIMARY VOR, REPEAT. An amber source
annunciation is displayed whenever both sides are using
the same source.
DECEMBER 22, 2005

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FLIGHT MANUAL
BUTTON FUNCTION
LNAV or FMS The LNAV or FMS button selects the desired long-range
navigation (LRN) system for display on the EHSI. If more
than one LRN system is installed, repeated presses of
the button toggles through the selections available. LNAV
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sources are annunciated in green on the left side. An
amber source annunciation is displayed when both sides
o
are using the same source.
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Bearing Pointers The EHSI can display two independent bearing pointers.
(○ and ◊) The selections are as follows:
Bearing ○ Bearing ◊
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NAV1
ADF
LNAV
DF
OFF
NAV2
ADF
LNAV
DF
NOTE
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Depending on the installation options selected, either
bearing pointer may allow some combination of the
r t u re
selections listed above with the following:

- DF
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- LNAV
- ADF
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EADI (Electronic Turning the DIM knob adjusts the overall brightness of
Attitude Director the EADI screen. Once the reference level is set,
Indicator) DIM photoelectric sensors maintain the brightness level no
Knob (Outer matter what the ambient light conditions. The OFF
Concentric) position turns the EADI off and selects the composite
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mode on the EHSI.

DH (Decision The DH knob is used to adjust the value of the decision
Height) Knob height that is displayed on the EADI. Rotating the DH
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(Inner knob completely counterclockwise (CCW) removes the

Concentric) decision height from the display.
DECEMBER 22, 2005

1-210
FLIGHT MANUAL
BUTTON FUNCTION
TEST Button Pressing the TEST button while on the ground displays
(Inner the flags and caution legends on the EADI and EHSI.
Concentric) These test displays are inhibited while in flight. A
magenta PASS and TEST are displayed on the EADI
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when TEST is pressed, unless over-ridden by an amber
FD FAIL message that indicates the flight director is
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invalid.
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Pressing TEST also engages the radio altimeter test
mode. The test altitude value received from the radio
altimeter is displayed on the EADI.
EHSI (Electronic Rotating the DIM knob adjusts the over-all brightness of
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Horizontal
Situation
Indicator) DIM
Knob (Outer
Concentric)
the EHSI. Once the reference level is set, photoelectric
sensors maintain the brightness level no matter what the
ambient light conditions. The OFF position turns the
EHSI off and selects the composite mode on the EADI.
WX (Weather Rotating the WX knob clockwise (CW) out of the detent

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Radar) DIM Knob OFF position selects the WX for display and changes the
(Inner FULL compass format to the ARC format. Further CW
r t u re
Concentric) rotation controls weather radar brightness on the EHSI if

the EHSI is in the ARC format. Full CW rotation brings
the WX to maximum brightness.
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Whenever the WX knob is past detent and in the

brightness control range, MAP range selection through
the remote RNG button is disabled. Range in this case is
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controlled by the weather radar controller.
DC-811 DEFAULT OPERATION
If the DC-811 Display Controller becomes invalid, the selected functions default
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to the following conditions:
• FULL EHSI with

Un
- GSPD
- Primary VOR with bearing
• EADI with
- Default white airspeed bug at 35 knots, cyan bug at 220 knots
- Altitude and heading with the primary source selected
• SG REV and ADC REV not selected.
DECEMBER 22, 2005

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FLIGHT MANUAL
RI-206S REMOTE INSTRUMENT CONTROLLER
The RI-206 Remote Instrument Controller shown in Figure 1-65 is used to adjust
the heading bug and course selection on the EHSI.
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Us en Co Figure 1-65. RI-206S Remote Instrument Controller
Refer to Figure 1-65 for the location of functions described below.
KNOB FUNCTION
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COURSE Rotating the COURSE knob selects the desired course
on the associated EHSI.
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HEADING Rotating the HEADING knob selects the desired

heading on the associated EHSI.
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PULL DIR (Pull Pulling the PULL DIR knob actuates the pull direct
Direct) function that automatically points the course select
arrow on the EHSI at the selected short-range
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navigation aid. For example, if the pilot pulls the course

select knob while displaying a VOR (annunciated in the
upper right corner of the EHSI), the course select arrow
automatically points to the station tuned on the VOR
receiver. This function is used when the pilot wants to fly
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directly to the VOR.

NOTE
The DIR (direct) function operates only if the VOR is
Un
selected on the EHSI.

PULL SYNC Pulling the PULL SYNC knob actuates the PULL SYNC
(Synchronization) function that automatically aligns the heading bug with
the current aircraft heading (lubber line). This function is
used to set the heading bug when the pilot wants to fly
the current aircraft heading. This function is particularly
useful in the ARC or COMPOSITE modes since the
heading bug location may not be visible, as it would be
on a FULL compass card.
DECEMBER 22, 2005

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FLIGHT MANUAL
REMOTE SWITCHES AND CONTROLS
Some additional EFIS functions and optional sources are controlled by remote
switches located elsewhere in the cockpit. Refer to the appropriate flight manual
supplement for the location of the switches described below and for a description
n
of any additional switches not described in this manual.
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CONTROL FUNCTION
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Airspeed Set The airspeed set knob is used to set the selected speed
Knob bug on the airspeed tape.
Indicated The IAS push to change switch is used to select which
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Airspeed (IAS)
Select PUSH
CHG (Push to
Change) Switch
BARO
settable airspeed bug (white or cyan) is to be set with the
airspeed set knob.
The BARO set knob is used to set the barometric

(Barometer) Set altimeter for barometric pressures in terms of inches of
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Knob mercury (in Hg) or hecto-pascals (HPa).
SG REV (Symbol The SG REV switch allows continued use of all displays
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Generator after the failure of a single SG. If an SG has failed, the

Reversionary) SG REV switch on the failed side is put in the
Switch reversionary position. This removes power from the
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malfunctioning SG and provides duplicate displays from

the remaining SG. The SG driving the displays is
annunciated in amber on both EADIs.
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NOTE
• SG REV is always a remote switch that prevents loss
of reversionary capability in the event of a display
controller malfunction.
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• If both pilot's and copilot's SG REV switches are

pressed, the pilot's switch overrides the copilot's.
ATT REV The ATT REV and HDG REV switches are pressed to
Un
(Attitude respectively display the alternate attitude or heading

Reversionary) information on the EADI or EHSI.
and HDG REV
Upon initial power-up, each SG displays attitude and
(Heading
heading from its primary sources. Pressing the ATT REV
Reversionary)
or HDG REV button selects attitude or heading
Switches
information from the secondary source for display on the
EADI or EHSI. Toggling sequences of buttons are
dependent on the number of alternate sources available.
The following sequences are identical for attitude and
heading, assuming the primary source is initially
DECEMBER 22, 2005

1-213
FLIGHT MANUAL
CONTROL FUNCTION
displayed: SECONDARY, PRIMARY, SECONDARY, etc.
for two sources. An amber source annunciation is
presented in the appropriate location on both electronic
displays whenever both sides are using the same source.
n
NOTE
o
Pressing the HDG REV button while the optional flight
director is coupled in the HDG mode may result in a turn
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to recenter the heading bug on the EHSI, since some
variation in directional gyro outputs is likely.
ADC REV (Air Pressing the ADC REV displays airspeed, altitude and
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Data Computer vertical speed information on the EADI and EHSI from
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Reversionary)
Button
RNG (Range)
Button
alternate air data computers.
Toggling the RNG button changes the ranges for the

MAP and hover display modes. Each display has its own
display range.
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NOTE
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The installed WX range controls EHSI range in the ARC

mode anytime weather radar data is displayed.
If WX data is not displayed, the remote RNG button can
io y C te
toggle the MAP display range. The toggling sequence for

the MAP range is: 50, 25, 12.5, 5. 2.5, 1.25, 0.5, 0.25,
150, 100, and then repeats starting at 50. The range is
annunciated on the inner range ring. The actual display
Pr rif gis
range is twice the range shown on the inner ring.

The display range for the EHSl APR HOV or hover
display is always controlled by the RNG button. The
toggling sequence for the hover range is 25, 10, 5, 2.5, 1,
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and then repeats starting at 25. The range is displayed in

the lower right corner of the hover display.
FD CMD (Flight With an optional flight director installed, pressing this
Un
Director switch toggles the command bars between single cue or

Command) Bars cross pointer styles.
Switch
DECEMBER 22, 2005

1-214
FLIGHT MANUAL
CONTROL FUNCTION
ET (Elapse Time) Pressing the optional ET switch replaces the
Switch groundspeed/time-to-go display on the EHSl with elapsed
time. When elapsed time is displayed, the button toggling
n
sequence becomes START, STOP, RESET, and
REPEAT.
o
Selection of the groundspeed/time-to-go function
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replaces the time display, however, the timer continues to
run if it is started.
COMP MON The COMP MON RESET switch is used to reset the
(Comparison EFIS comparison monitor functions. Pressing the switch
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Monitor) RESET
Switch
removes the miscompare annunciation and resets the
monitors for the next event.
ELECTRONIC ATTITUDE DIRECTOR INDICATOR (EADI)
The Electronic Attitude Director Indicator (EADI) combines the familiar true
o rr d
sphere-type attitude display with lateral and vertical computed steering signals to
provide the pilot commands required to intercept and maintain a desired
r t u re
flightpath. The EADI provides the following display information:
● Autopilot (AP) Engage Status (option)

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● Flight Director (FD) Mode Annunciators (option)

● Roll and Pitch Attitude Pointer and Scale
● Marker Beacon Annunciation
Pr rif gis
● Comparison Monitor Annunciation "C"

● Glideslope (GS)
● Cross-side Attitude Source
● Radio Altitude
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● Decision Height (DH)

● Flight Director (FD) Command Cues (option)
● Airspeed Display and Set Bugs
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● Altitude Display
● Rate of Turn Display
FULL TIME EADI DISPLAYS
The EADI is divided into the following displays as shown in Figure 1-66
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Figure 1-66. EADI Functional Divisions
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Displays that are always present are described below. Refer to Figure 1-67 to
reference the location of each display description.
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FULL-TIME EADI
DISPLAYS FUNCTION
Attitude Sphere The blue and brown attitude sphere moves with respect
Pr rif gis
to the aircraft symbol to display actual pitch and roll

attitude.
Pitch Scale Pitch is displayed by the relationship of the pitch scale
reference marks to the aircraft symbol. The pitch scale
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has white reference marks at 0°, 5°, 10°, 15°, 20°, 25°,
30°, 45°, 60° and 90° nose-up and nose-down on the
attitude sphere.
Un
Roll Scale The roll scale is displayed by the relationship of the white
moveable roll index to the fixed roll scale at the top of the
EADI. The roll scale has reference marks at 0°, 10°, 20°,
30°, and 45° of left and right bank angles.
Aircraft Symbol The stationary miniature aircraft symbol depicts the
aircraft attitude with respect to the moving attitude
sphere.
Inclinometer The EADI uses a conventional inclinometer that provides
the pilot with display of aircraft slip or skid information.
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PART TIME EADI DISPLAYS
Several displays shown in Figure 1-67 are in view only when being used. When
not in use, these displays are automatically removed from the display.
n
NOTE
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Most of the displays described in this section are in
the EADI display area of the EADI. Those that are not
e t R py
are noted as such.
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PART-TIME EADI
DISPLAYS FUNCTION
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Air Data or
Attitude Source
Annunciation
Depending on the source being displayed, a source
annunciation is present near the right corner of the
attitude sphere.
A white source annunciation is shown on the appropriate
EADI when the primary (on-side) source is NOT being
displayed. When the primary attitude source is being
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displayed, as in normal operation, the annunciation is not
shown.
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When the same attitude sources are displayed on both

sides, an amber source annunciation is displayed on both
EADIs.
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Radio Altitude The radio altitude is a four-digit display with a range of -

20 to 2550 feet. Display resolution above 200 feet is in
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10-foot increments; display resolution below 200 feet is in

5-foot increments. Depending on the installed radio
altimeter, at altitudes above 2050 (or 2550) feet above
ground level, the display is not shown.
Decision Height The selected DH is a three digit blue display in the lower
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(DH) left corner of the EADI. Display resolution between 5 and

200 feet is in 5-foot increments. Above 200 feet, the DH
setting resolution is in 10-foot increments. Total setting
range is between 0 and 999 feet.
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When the radio altitude is at 50 feet or less above the

decision height, the cyan DH annunciator flashes. When
radio altitude reaches and goes below DH, both the DH
annunciator and the radio altitude set digits turn amber.
Marker Beacon Marker beacon information is displayed in the upper right
corner of the EADI above the barometric altitude display.
The markers are standard colors of a blue "OM" (outer),
amber "MM" (middle) and white "IM" (inner or airway).
When the marker beacon is received, the appropriate
OM, MM or IM appears and flashes approximately once
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PART-TIME EADI
DISPLAYS FUNCTION
per second.
Glideslope (GS), A vertical deviation scale and pointer are automatically
n
Vertical displayed on the Electronic Attitude Director Indicator
Navigation (EADI) for instrument landing system (ILS), microwave
(VNAV), or landing system (MLS) and VNAV when required. Aircraft
o
Glidepath (GP) placement from beam center is indicated by the
Deviation relationship of the aircraft symbol to the pointer (i.e., the
e t R py
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aircraft is below glideslope if the pointer is placed
upward). For ILS and MLS each dot on the scale
represents 1/3 degree of displacement from beam center.
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For VNAV, each dot represents the linear displacement
Us en Co from the computer vertical path center. Scaling is

dependent on the VNAV installed.
NOTE
When the back course (BC) knob is selected on the flight
director, the glideslope scale and pointer are
o rr d
automatically removed from the displays.
Expanded Tuning to an ILS/LOC frequency while the VHF omni
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Localizer range (VOR) is the selected navigation (NAV) causes the

rate-of-turn display to be replaced by an expanded
localizer (EX LOC) display. Raw localizer displacement
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data from the navigation receiver is amplified 7.5 times

so the EX LOC display can be used as a sensitive
reference of the localizer centerline. When tuning to other
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than an ILS/LOC frequency, the EX LOC display is

replaced by the rate-of-turn display.
NOTE
When the back course (BC) mode is selected on the
Ve re
flight director, or when the selected course is more than

90 degrees from aircraft heading, the expanded localizer
deviation is automatically reversed to provide proper
deviation sensing with respect to the localizer centerline.
Un
Rate-of-Turn By tuning to other than an ILS/LOC frequency the rate-of-

(ROT) turn (ROT) is displayed at the bottom of the EADI.
Alignment of the turn needle with the left or right index
("dog house") indicates a standard rate of turn (i.e.,
3°/sec).
Flight Director FD vertical and lateral modes are annunciated along the
(FD) Modes top of the EADI. Armed vertical and lateral modes are
(Option) annunciated in white. Captured mode annunciators are
displayed in green. Lateral modes are displayed in the
top left center of the display; vertical modes are shown in
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FLIGHT MANUAL
PART-TIME EADI
DISPLAYS FUNCTION
the upper right center.
Flight Director FD steering commands are presented using cross
n
Command Cues pointers or a single cue. When a flight director mode is
(Option) engaged, the cross pointers or single cue come into view.
To satisfy the flight director steering commands, the
o
aircraft symbol is flown to center the cross pointers on
the symbol or to align the symbol with the single cue.
e t R py
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Depending on the flight director installed, loss of valid
pitch or roll information biases the cue(s) out of view.
NOTE
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Us en Co •
•
The display of cross pointer versus single cue is
determined by SG installation wiring.
An optional single cue/cross pointer switch may be
installed that allows cue style selection at the pilot's
discretion. Refer to the DC-811 Display Controller
o rr d
description.
Collective Cue Selecting a collective vertical mode on the flight director
r t u re
and Scale brings the collective cue and scale into view on the left
(Option) side of the EADI. The yellow collective cue displays
collective commands from the flight director. The vertical
io y C te
mode that is controlled by the collective is annunciated in

green above the scale identification. The command is
satisfied by moving the collective stick as required to
center the cue between the magenta triangles.
Pr rif gis
Maximum The red maximum operation velocity indicator Vmo

Operation moves up and down the IAS scale to indicate the
Velocity Indicator maximum operating velocity (airspeed) as calculated by
the digital air data computer (DADC).
Ve re
Vne Range (CAA The Vne range is an amber region shown at the
only) beginning of the Vmo area. Vne depicts the region from
Vne to Vmo less 10 knots or Vne less 10% of Vmo
Un
(whichever is less).
IAS Scale and The IAS scale and digital readout are displayed anytime
Digital Readout a valid DADC is selected. The scale is white and the
digital readout is green. The scale range is 0 to 450
knots. The digital readout turns red if the IAS exceeds the
Vmo indicator.
NOTE
• The 0-30 knot range is displayed in amber to indicate
that airspeed data is unreliable in this region.
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FLIGHT MANUAL
PART-TIME EADI
DISPLAYS FUNCTION
• The airspeed scale can be displayed with large
numbers at the top or bottom of the display. This
location is determined at installation. If large numbers
n
are displayed at the bottom, no airspeed trend vector
is provided.
o
Airspeed Trend • The magenta trend vector provides an indication of
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Vector IAS when airborne. The trend vector is inhibited for
airspeeds below 30 knots IAS.
INDICATED AIRSPEED DISPLAY
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Us en Co
The IAS shown in Figure 1-68 contains the functions described below. Refer to
Figure 1-68 for the location of each element described.
IAS Speed Bug Display

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The three IAS speed bugs are described in Table 1-23.
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Table 1-23. IAS Speed Bug Definitions
SPEED BUG SET RANGE

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Cyan triangle ► 30 to 220 knots

White arrow > 30 to 220 knots
Pr rif gis
Amber arrow > Non-settable. This bug is always 10

knots greater than the white bug.
Three IAS bugs move along the airspeed scale. Each bug set value is shown in
the IAS bug read-out box above the airspeed tape for 5 seconds after it is set.
Ve re
The IAS read-out box is always the same color as the bug being set.
The bugs are set and controlled with the remote mounted airspeed set and bug
select controls.
Un
On power-up, the white bug is set at 35 knots, the cyan bug is a 220 knots.
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Figure 1-67. EADI Symbol Locations and Definitions n
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Figure 1-68. Indicated Airspeed Display
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ALTITUDE DISPLAY
The barometric altitude display shown in Figure 1-69 contains the functions
e t R py
described below. Refer to Figure 1-69 for the location of each element described.
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FLIGHT MANUAL
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Figure 1-69. Altitude Scale

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DISPLAY FUNCTION
Barometric The altitude scale and digital readout are displayed
Altitude Scale anytime a valid digital air data computer (DADC) is
and Digital present. The white scale has a range from minus 5000 to
Ve re
Readout 65,000 feet, with index marks every 100 feet. The five-
digit readout is green. A V-shaped notch marks every
500 feet. Below 0 feet, an amber "N" is displayed in the
left most digital readout location to annunciate negative
Un
altitudes. White diagonal dashes replace the ten

thousand digit below 10,000 feet.
The whole thousand altitudes are marked by a double
chevron on the altitude tapes. The half thousand (500
feet) altitudes are marked by a single chevron. When
flying either a whole or half thousand altitude value, the
chevrons fit around the digital altitude readout window.
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FLIGHT MANUAL
DISPLAY FUNCTION
BARO The cyan BARO set value is displayed below the altitude
(Barometric) Set scale whenever BARO set and BARO altitude are valid.
Display The display can be inches of mercury (in Hg). Barometric
pressure is set by an aircraft-mounted BARO knob and
n
values between 00.01 and 31.00 in Hg, or 1 to 1051 milli-
bars (Mb) can be displayed. If the BARO set or altitude
o
information is invalid, the display is removed.
NOTE
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• The pilot's BARO set knob controls only DADC 2
BARO and the copilot's BARO set knob controls only
DADC 1 BARO.
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Us en Co • The BARO set display is normally selected to be in.
Hg or Mb at the time of installation. In some
installations, the selection could be made with a
cockpit mounted switch.
• The actual range of the BARO set is determined by
o rr d
the installed air data computer.
Ground An amber tape indicator is displayed when the radio
r t u re
Awareness altitude is below 300 feet to warn the pilot of the aircraft's
Indicator proximity to ground. At 50 feet radio altitude, the top of
the indicator is aligned with the bottom of the digital
io y C te
altitude window. On the ground, the two indicator tick

marks align with the bottom of the window.
Altitude Trend The cyan altitude trend vector originates at the altitude
Pr rif gis
Vector reference line. It indicates the current altitude rate and

predicts the altitude expected in 6 seconds. The vector is
segmented approximately 500 ft/min. blocks. When the
trend vector reaches or exceeds 1500 ft/min. (3
segments) a small bar is placed in the end of the vector.
Ve re
Altitude rate is an output of the DADC.
TYPICAL APPROACH DISPLAY

Un
Figure 1-70 shows the EADI during a typical ILS approach.
The declutter display removes certain symbology when the following pitch or roll
limits are exceeded:
● Pitch: +30° or greater: -20° or lower

● Roll: ± 65° are exceeded
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FLIGHT MANUAL
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Figure 1-70. Typical EADI on ILS Approach Display
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EADI DECLUTTER DISPLAY

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Pr rif gis
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Figure 1-71. Typical EADI Declutter Display
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FLIGHT MANUAL
The normal declutter symbology includes the following:
● Attitude sphere
● Indicated airspeed (IAS) scale with Vmo
● Barometric (BARO) altitude scale with ground proximity
n
● Comparator monitor "C"
o
When the declutter display is presented, the following functions are removed
from the display:
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● IAS bugs and digital readouts
● Flight director (option) cue and mode annunciation
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●
●
●Us en Co
Vertical deviation scale
Radio altitude decision height (DH) set
Expanded localizer with rate of turn scales
EADI Caution Annunciators

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The conditions described below result in amber caution annunciations. See
Figure 1-72 for the location of each caution element described.
r t u re
AMBER
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CAUTION
ANNUNCIATION FUNCTION
Common When both pilot and copilot display the same attitude
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Attitude Source source, an amber source annunciation is presented in the

right corner of both EADIs. If the pilot and copilot swap
sources (i.e., both use their secondary source), white
attitude annunciations are present.
Ve re
NOTE
Refer to Air Data or Attitude and Heading Reversionary in
the Remote Switches description and the Air Data or
Un
Attitude Source Annunciation in the Part-Time EADI

Displays description.
Common Symbol When in the SG REV mode, one symbol generator is
Generator (SG) driving both the pilot's and copilot's display tubes. In this
mode, a reversionary annunciation is given in amber
indicating the display source. This annunciation appears
in the right side of the attitude sphere and displays SG1
or SG2 depending on which symbol generator is the
source.
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FLIGHT MANUAL
AMBER
CAUTION
Decision Height When the radio altitude is below the selected DH, the DH
(DH) annunciator, the numerical DH value set, and the radio
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altitude data all turn amber.
Comparison The input data selected by the pilot and copilot is
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Monitor compared in each symbol generator, if the difference
(split) between the selected data exceeds predetermined
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level, a flashing amber "C" is displayed in the upper left
corner of the altitude sphere. The flashing stops after 5
seconds. And, the "C" can be removed and reset with the
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external COMP MON reset button. The upper left corner
Us en Co of the EHSI annunciates the miscompare condition

described in Table 1-25.
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r t u re
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Figure 1-72. EADI Caution Annunciators
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FLIGHT MANUAL
EADI Failure Annunciations
The conditions described below cause red failure annunciations to be displayed.

See Figure 1-73 for the locations of each element described.
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Figure 1-73. EADI Failure Annunciations

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RED FAILURE
Attitude Failure In the event of an attitude source failure, the pitch scale
and roll pointer are removed, the sphere changes to
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entirely blue and a red ATT is displayed in the middle of

the sphere.
Glideslope (GS), In the event of a failure of any of these systems, the
Un
Expanded pointer and scale are removed. A red GS, LOC and ROT
Localizer (EX annunciation are displayed in place of the pointer and
LOC) and Rate- scale.
of-Turn (ROT)
Failures
Indicated IAS or altimeter failures are indicated by the removal of
Airspeed (IAS) the respective scale and a red IAS or ALT annunciation is
and Altimeter displayed.
Failure
Radio Altitude If the RA fails, the radio altitude data is removed and is
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FLIGHT MANUAL
RED FAILURE
(RA) replaced with a boxed red radio RA annunciation.
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Symbol In the event of internal SG failures, a red SG is displayed
Generator (SG) in the center of the EADI and/or EHSI as shown in Figure
o
Failure 1-74.
Annunciation
e t R py
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Flight Director Flight director failures are indicated by the removal of the
(FD) Failure (if FD modes and cues, a red FD annunciation is displayed
installed) in the upper left corner of the EADI.
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Us en Co
Symbol
Generator Failure
Certain failures in the SG are shown by a red SG on the
EADI and/or EHSI as shown in Figure 1-74.
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r t u re
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Figure 1-74. Display System SG Failure
ELECTRONIC HORIZONTAL SITUATION INDICATOR (EHSI)
The electronic horizontal situation indicator (EHSI) combines numerous displays

that provide a map-like display of aircraft position. The indicator displays aircraft
displacement relative to VOR radials, long range navigation (LRN) tracks or
localizer inputs. The desired display (full compass, partial compass, partial
compass with map or weather) is selected using buttons on the DC-811 Display
Controller. The EHSI is divided into two functional areas shown in Figure 1-75.
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FLIGHT MANUAL
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Figure 1-75. EHSI Functional Divisions
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DISPLAY FUNCTION
Electronic The EHSI display provides compass displays and also
Horizontal map and weather information.
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Situation
Indicator (EHSI)
Display
Pr rif gis
Vertical Speed The VS display is an analog scale with a pointer and

(VS) Display digital readout of vertical speed from the digital air data
computer (DADC).
EHSI DISPLAYS
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Compass Display Summary

Un
The following list highlights the symbology on the full compass:
● Aircraft Symbol
● Heading
● Course Select
● Course Deviation
● Distance
● Groundspeed
● To/From Selected VOR
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FLIGHT MANUAL
● Desired Track
● Bearing 1 and 2
● Heading Select
● Time-To-Go
● Heading and Navigation Source Annunciations
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● Comparator Monitor Annunciations
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● Vertical Speed
● Wind Display
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● Drift Angle Bug
● Preview Course Pointer
● VOR/WPT (Waypoint) Identifier
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●
●
Us en Co
Flight Management System (FMS) Message Annunciator
Weather Radar (WX) Transmit Annunciator
Partial Compass Display Summary
Partial compass displays are capable of displaying the following additional

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information:
r t u re
● Weather Radar
● 90° ARC and Navigation Map
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Full Compass Displays
The full compass symbology on the EHSI is described below. See Figure 1-76 for
Pr rif gis
the location of the described displays.
DISPLAY FUNCTION
Ve re
Aircraft Symbol The aircraft symbol gives a reference of the aircraft

position in relation to the selected course and heading or
actual heading.
Un
Compass Card Heading information is displayed on a rotating compass

card (sometimes called the heading dial) that is
graduated in 5-degree increments. Fixed heading
indexes are located at each 45-degree position.
Compass When the on-side heading source is selected, is valid,
Synchronization and is not in directional gyro (DG), the +|o annunciation
(SYNC) of the compass flux valve magnetic slewing activity is
shown.
Heading Select The notched cyan heading bug is positioned around the
Bug and Heading rotating compass card by the heading select knob on the
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FLIGHT MANUAL
DISPLAY FUNCTION
Select Readout RI-206S Remote Instrument Controller. A digital heading
select readout is also provided for convenience in setting
the heading bug.
Course Deviation The course deviation bar represents the centerline of the
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Indicator, Course selected navigation or localizer course. The aircraft
Select Pointer, symbol pictorially shows aircraft position in relation to the
o
and Course displayed deviation. For VHF omni range (VOR), each
Select Readout dot represents five degrees of deviation on the lateral
e t R py
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deviation scale. For instrument landing system (ILS),
each dot represents about one degree of deviation. For
flight management system (FMS), each dot represents
2.5 nautical miles (NM) from centerline. A digital course
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Us en Co select readout is also provided for convenience in setting
the course select pointer.
When FMS is displayed, the selected course is replaced
with the desired track.
Distance Display The distance display indicates the nautical miles to the
o rr d
selected VOR/distance measuring equipment (DME)
station or FMS waypoint. For the VOR/DME, the distance
r t u re
is displayed in a 0 - 399.9 NM range. For the FMS, the

distance ranges are 0 – 99.9 NM and 100 - 3999 NM. If
the DME is put in HOLD, an amber H is shown next to
the distance readout.
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Navigation The navigation source is annunciated in the upper left

Source side of the display. Navigation sources are displayed in
Annunciators green. Normally, they are shown in green. If the pilot and
Pr rif gis
copilot are displaying the same source, the annunciator is

amber.
If available, the waypoint or navigation station identifier is
displayed below the navigation source annunciation.
Ve re
TO/FROM Arrow An arrowhead in the center of the EHSI indicates whether

the selected course takes the aircraft TO or FROM the
station or waypoint. The TO/FROM arrow is not in view
Un
during localizer operation.

Heading Source When present, the heading source annunciation is
Annunciation located in the top left of the EHSI. The secondary
heading source is displayed in white when the pilot and
copilot sources are not the same. If the heading sources
are the same, the annunciation is amber.
NOTE
The primary heading source is not annunciated.
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FLIGHT MANUAL
DISPLAY FUNCTION
Wind Display Wind information is provided by a single green vector that
shows the direction of the wind relative to the airplane
symbol. The wind velocity must be 1 knot or greater for
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display.
NOTE
o
Wind information is supplied from the installed long range
e t R py
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navigation system. If the long range navigation is
incapable of supplying wind data, no wind data is
displayed.
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Us en Co
PART TIME EHSI COMPASS DISPLAYS
The displays that are present only when in use are described below. See Figure
1-76 for the location of the described displays.
o rr d
DISPLAY FUNCTION
r t u re
Bearing Pointer The bearing pointers indicate bearing to the selected

Source navaid or waypoint. Two bearing pointers can be
Annunciations selected from the display controllers to either navaids or
OFF. When in the OFF position, the bearing pointer and
io y C te
annunciator are removed from the EHSI display. The

bearing source annunciations are symbol and color
coded to the bearing pointers. When the bearing pointer
Pr rif gis
for the short range navigation source is invalid, or a

localizer (LOC) frequency is tuned, the respective
bearing pointer is removed. Bearing pointers for long
range navigation sources are also removed when
sources are invalid.
Ve re
Time-To-Go TTG, GSPD and ET are displayed when selected and are
(TTG), supplied from the sources listed below:
Groundspeed
FUNCTION SOURCE
Un
(GSPD) and
Elapsed Time TTG Selected NAV source
(ET) GSPD LRN or DME (installation
dependent)
ET Symbol Generator
NOTE
On the hover display, only GSPD is available.
DECEMBER 22, 2005

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FLIGHT MANUAL
DISPLAY FUNCTION
Drift Angle Bug If an appropriate LRN system is selected for display, the
drift angle is displayed as a green T that is located on the
perimeter of the compass card. The drift angle bug
indicates the direction of aircraft drift if crosswinds are left
n
uncompensated.
The drift angle bug is visible in FULL, ARC, or MAP
o
compass formats. The aircraft is on desired track (DTK)
when the drift angle bug position (i.e., actual track)
e t R py
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equals the selected desired track readout and the
crosstrack deviation is zero.
If the actual track does not equal the DTK, the drift bug is
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Us en Co displaced in the direction of aircraft drift, and the
crosstrack deviation gradually increases. The drift angle
is read between the bug and the lubber fine. To
compensate for the drift angle, aircraft heading must be
adjusted to place the drift angle bug over the DTK value.
If the actual track equals DTK, but the crosstrack
o rr d
deviation is other than zero, the aircraft is flying parallel
to the DTK. Heading adjustments are necessary to
r t u re
intercept the DTK and then remain on it with drift

correction.
Desired Track When a long range navigation system is selected for
io y C te
(DTK) display, the course pointer becomes a DTK pointer. The

position of the DTK pointer is controlled by the long range
navigation system. A digital display of DTK replaces the
Pr rif gis
selected course (CRS) readout.

Weather Radar When the WX is ON and selected, variable (VAR), target
(WX) (TGT) and transmitting (TX) are displayed. Display of the
Annunciations actual WX modes selected using the WX controller are
only shown on the ARC and MAP formats.
Ve re
NOTE
The magenta TX annunciation is shown when the
Un
weather radar is transmitting but the WX is not selected

for display.
LRN Message Two LRN messages are displayed. When the LRN has a
Annunciators status message, a flashing amber MSG is displayed on
the upper right of the EHSI. When the LRN is in the
approach (APP) phase, a cyan APP is displayed on the
left side of the EHSI.
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FLIGHT MANUAL
DISPLAY FUNCTION
Preview Course The short range navigation (SRN) magenta preview
Pointer (if course pointer is displayed when the following sequence
available) of events occur:
n
FIRST
• An LRN source is displayed on the EHSI
o
• The long range navigation (LNV) is the flight director
e t R py
mode displayed on the EADI.
isi
• The appropriate VOR/LOC frequency (or MLS
channel) on the on-side NAV receiver is tuned.
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SECOND
Us en Co NAV is selected on the DC-811 Display Controller

NOTE
A flight director system with the capability of LRN capture
and tracking must be installed for the preview mode to
o rr d
operate.
The course pointer can be rotated using the RI-206S
r t u re
Remote Instrument Control COURSE knob. The EHSI

digital course display is also shown in magenta (for 5
seconds after course rotation) and is changed as the
io y C te
preview course pointer is rotated. The preview course

deviation bar responds to VOR/LOC signals as
appropriate. When ready to transition from long range
navigation to short range navigation, the pilot should
Pr rif gis
disengage the flight director LRN to cause the LNAV

EHSI display to be replaced by the preselected short
range navigation display. The magenta preview course
pointer is removed. The pilot can immediately re-engage
the flight director NAV mode, that functions in the normal
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ARM/CAP sequence for short range navigation

operation.
Should the pilot choose not to transition to the pre-
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selected short range navigation, the magenta preview

display can be removed by pressing the LNAV button on
the DC-811 Display Controller.
NOTE
Short range navigation (SRN) course preselect capability
is dependent on the long range navigation and flight
director installation. Refer to the FAA approved flight
manual or supplement for specific information.
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Vertical Speed (VS) Display
The vertical speed (VS) display shown in Figure 1-76 has a white scale and cyan
pointer that is in view when the vertical speed input from the selected DADC is
valid. The scale range is ±3200 feet/minute. The pointer parks at the end of the
scale for vertical speed values greater than ±3200 feet/minute. A cyan digital
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display indicates the absolute value of the VS from 100 to 9999 feet/minute. The
resolution is 20 feet/minute from 100 to 300 feet/minute, 50 feet from 300 to 1000
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feet/minute, and 100 feet/minute above 1000 feet/minute.
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Figure 1-76. Typical Vertical Speed Display

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Figure 1-77. EHSI Full Compass Display
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DECEMBER 22, 2005
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TYPICAL EHSI FULL COMPASS DISPLAY PRESENTATION Typical Preview Display
Figure 1-78 shows a typical EHSI display in the cruise mode. Figure 1-79 shows Figure 1-80 shows a typical preview display.
the same display in the approach mode.
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Figure 1-78. Typical EHSI in Cruise Mode Figure 1-80. Typical EHSI Preview Display
● A magenta preview course pointer and its course deviation information is

shown to the pilot for a preview of data prior to its use.
● The preview navigation source (VOR/LOC) is annunciated to the right of
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the navigation source annunciator.
● When the preview mode is selected, the FMS desired track digital readout
is changed to preview course readout and is displayed in magenta while
the course pointer is in motion and for 5 seconds after that.
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EHSI ARC DISPLAYS
The ARC displays are described below. See Figure 1-81 for the location of the
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described displays. Figure 1-82 shows a typical EHSI ARC mode display.
Selection of the ARC mode is done using the FULL/ARC button on the DC-811
Display Controller. The ARC mode replaces the full EHSI compass with an
expanded 90° ARC format.
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Figure 1-79. EHSI in Approach Mode
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DECEMBER 22, 2005
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Figure 1-81. EHSI ARC Mode Display Annunciators
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DECEMBER 22, 2005
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Figure 1-82. Typical EHSI ARC Mode Display
Most of the EHSI ARC display symbology is the same as the full compass. The
displays that operate in conjunction with the ARC mode are described below.
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DISPLAY FUNCTION
Range Rings Range rings are displayed to determine the distance of
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radar returns, navaids and waypoints from the aircraft.
The compass card boundary acts as the outer range ring
and corresponds to the selected range on the WX radar.
A mid-range ring, located midway between the aircraft
symbol and the outer ring, appears when a MAP mode
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has been selected or when WX radar is being displayed
in either the ARC or MAP modes. The range value of the
middle ring is displayed at the far right end of the ring.
Depending on what is selected for display, range is
selected by either the WX radar controller or the EFIS
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range control button.
Course/Heading The course/heading out-of-view arrow is displayed near
Select Out-of- the compass ring to indicate the closest direction to either
View the course pointer or heading bug. The course arrow is
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yellow and is displayed on the inside of the compass ring.
o The heading arrow is cyan and is displayed outside the
ring.
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DECEMBER 22, 2005
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FLIGHT MANUAL
TO/FROM The To/From is annunciated with a TO or FR next to the

digital course display.
Weather Radar WX and ground mapping (GMAP) information from a
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(WX) (Option) typical Honeywell weather radar can be displayed in the
ARC mode. The colors used for various weather radar
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returns are listed in Table 1-24.
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Table 1-24. WX and GMAP Return Color Codes
FUNCTION WX GMAP
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Level 0
Level 1
Level 2
Black
Green
Yellow
Black
Cyan
Yellow
Level 3 Red Magenta
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Level 4 Magenta N/A
Turbulence Dim White N/A
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REACT Cyan N/A

Dead Zone N/A Red
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Antenna Sweep Yellow Yellow

Position
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NOTES:
1. Level 0 through 4 denote radar target return values.
2. The functions listed are not available on all radars.
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There are two weather radar annunciations on the left side of the EHSI: the WX
mode annunciation, and the WX tilt annunciation. These annunciations appear
whenever the weather radar supplies that information. Variable gain is
annunciated at the top of the EHSI.
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If variable gain is selected for weather radar, an amber boxed V appears. If the
target alert function is selected for weather radar, a cyan boxed T appears.
Target alert is selectable in all but the 300-mile range. When selected, target
alert monitors beyond the selected range and 7.5 degrees on each side of the
aircraft heading. If a return with certain characteristics is detected in the
monitored area, the target alert legend on the EHSI changes from the cyan
boxed T armed condition to the amber boxed T warning condition. Refer to Table
1-25 for target alert characteristics.
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Selecting target alert forces the system to preset gain. Target alert can be
selected only in the WX mode. In order to activate the target alert/warning, the
target must have the depth and range characteristics shown below. And it should
be noted that while target alert is functional at the ranges shown, it is improbable
that a realistic target would be strong enough to be detected if its range exceeds
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five times the displayed range.
Table 1-25. Target Alert Characteristics
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SELECTED RANGE TARGET DEPTH (NM) TARGET RANGE (NM)
(NM)
5 2 5-155
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25
50
2
4
4
10-160
25-150
50-150
100 6 100-175
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200 6 200-250
300 Inactive
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All radar mode annunciations can be displayed in the ARC and MAP modes. The
radar mode annunciations and their meanings are listed below.
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NOTE
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The radar modes described may not be available in

any one system.
MODE
ANNUNCIATORS MEANING
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TX The magenta TX for the full compass display means the

weather radar is transmitting. For the ARC and MAP
displays, the TX means the weather radar is transmitting
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and weather radar has not been selected on the DC-811

Display Controller.
WAIT The green WAIT indicates that the magnetron is warming
up.
STBY The green STBY indicates the antenna is stowed in a tilt-
up position and is neither scanning nor transmitting.
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MODE
TEST The green TEST indicates that the radar test mode is
active. This annunciation is only green. If a failure is
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detected while in the TEST mode an amber FAIL
replaces TEST.
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WX WX, when green, indicates the radar system is set for
enroute weather detection. When WX is amber, a radar
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fault has been detected. If the radar TEST mode is
selected and then exited, the amber WX is cleared.
GMP1, GMP2, These green annunciators indicate the radar system is in
CR1 or CR2 the GMAP mode. Weather returns are reduced, and
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WX/R
ground returns are enhanced.
The green WX/R annunciator indicates the rain echo
attenuation compensation technique (REACT) mode is
selected for the radar system. The REACT display is
compensated for attenuation of the radar signal as it
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passes through rainfall.
WX/T The green WX/T annunciator indicates that the
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Turbulence mode has been selected. WX/T acts

identically to the WX indication except that areas of
turbulence are shown in low intensity flashing white.
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R/T The green R/T annunciation indicates that both REACT

and Turbulence modes are selected.
FSBY The green FSBY annunciator indicates the forced stand
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by mode that is caused by the weight-on-wheels (WOW)

signal being in effect.
ROC The amber ROC annunciator indicates the roll offset
compensation adjustment may be performed.
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FAIL The amber FAIL annunciator indicates that a radar fault

has been detected. This annunciation only occurs during
radar TEST mode.
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GCR The amber GCR indicates that ground clutter reduction

has been applied to the WX mode. This annunciation
times out after 10 seconds.
ERR! The amber ERR! annunciation indicates selection of an
invalid combination of weather functions.
BEACON The white BEACON annunciation indicates data is being
supplied per beacon radar.
TILT Below the radar mode annunciator are WX tilt
annunciations. Tilt annunciations are not present in the
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FLIGHT MANUAL
MODE
FULL compass format. If a WX fault is detected, a WX
fault code is displayed in place of the tilt angle.
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The normal WX tilt annunciation indicates the angle of
the weather radar antenna position in positive degrees
o
for tilt up, and negative degrees for tilt down. The display
limits are ±15°. Tilt indications are annunciated in green.
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When auto-tilt (if available) is selected on weather radar
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controller, the letter A is displayed next to the tilt angle. If
auto-tilt is not selected, the auto-tilt subfield is blank.
When FAIL is displayed in the radar mode field, the tilt
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Lightning
angle field is used to display radar hexadecimal fault
codes (00 through FF).
Lightning (LX), when installed, displays lightning bolts in
conjunction with the weather radar information. Under
normal conditions, an LX mode annunciation is displayed
near the weather mode displays.
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Refer to Primus 440 Digital Weather Radar System, this section.
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EHSI MAP DISPLAYS

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ARC Map
The ARC map is similar to the EHSI ARC display except SRN or LRN map data
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has been added and weather data can be displayed (refer to Electronic
Horizontal Situation Indicator (EHSI) ARC display, Figure 1-82). The SRN and
LRN maps each have their own unique features.
NOTE
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If the navigation source is ILS or microwave landing

system (MLS), selection of the map mode forces the
EHSI to the ARC display.
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SHORT RANGE NAVIGATION (SRN) MAP FOR THE EHSI
When VOR/DME is in the SRN navigation source, the EFIS displays a SRN map
on the EFIS as shown in Figure 1-83. When a short range NAV (VOR) is
displayed on the EHSI, the MAP button is used to select the SRN map mode.
Selection of this map mode removes the course select pointer, course deviation
indicator and scale, and both bearing pointers. Simultaneously, the inner range
ring and its value appear, along with a course deviation indicator (CDI) scale and
yellow deviation diamond located beneath the aircraft symbol.
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FLIGHT MANUAL
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Figure 1-83. EHSI ARC with SRN (VOR) Map Format
NOTE
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The course deviation indicator operates as a fixed

card indicator. When VOR or LOC frequencies are
selected on the NAV receiver, aircraft heading,
desired course, and the aircraft’s physical position
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must be considered when using the deviation

indicator.
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In SRN map, the VORTAC or VOR/DME station selected for display appears as
a magenta VOR symbol when the bearing and distance of the station are valid
and within the perimeter of the map display. If the station becomes invalid, the
symbol and deviation diamond are removed and a red X is placed over the
deviation scale.
When a magenta selected course reference line traverses the VOR symbol, its
orientation corresponds to the course selected on the remote instrument
controller (as shown by the digital CRS readout). Refer to Figure 1-84, the solid
portion of the line represents the TO course; the dashed segment represents
FROM course. This representation scheme makes estimating course intercept
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FLIGHT MANUAL
angle and distance easier. When the station symbol is outside the lateral limits of
the display, the course reference line includes an arrow pointing toward the
station as shown in Figure 1-85.
The bearing knobs on the display controller are used to select VOR stations
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and/or LNAV waypoints for bearing marked display. Bearing markers appear
(assuming valid distance and bearing) as VOR or waypoint symbols and are
o
color coded according to the bearing knob. Setting a bearing knob to the
displayed VOR overlays the magenta VOR symbol with the appropriate bearing
marker (blue and/or green). When distance or bearing become invalid, the invalid
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marker is removed from the display. Moving a knob to the OFF position removes
the marker and its annunciator from the display.
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When the DC-811 Display Controller WX knob is on and weather radar is
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displayed, the range MAP mode display is controlled by the range selected on
the weather radar. The external MAP RNG button is used to control display
range when the WX knob is OFF or when weather radar is off or not installed.
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Figure 1-84. EHSI Map with VOR with Station in View
LONG RANGE NAVIGATION (LRN) MAP FOR THE EHSI
When an appropriate long-range navigation system is the displayed navigation

source as shown in Figure 1-86. The MAP button is used to select the map
mode. As many as eight waypoints that are defined by longitude-latitude
coordinates in the LRN can be displayed.
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Except for the inbound (active or TO) waypoint, which is colored magenta, all
waypoints are shown as white four-point stars with identifiers. The desired
waypoint route is displayed with white track lines between waypoints. When a
search pattern is selected by the LRN, the waypoint stars are removed. The LRN
can choose not to display the track lines. Waypoints that are not connected by
n
track lines are called unconnected, or off-route waypoints.
A white desired track DTK annunciator and its most recent readout replaces the
o
selected course (CRS) annunciator and readout in the lower left corner of the
EHSI. A white TO or FR is displayed to the right of the DTK readout when
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inbound to or outbound from the waypoint.
When WX is selected using the WX/DIM knob on the DC-811 Display Controller,
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and WX radar is displayed, the range of the map mode display is controlled by
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the range selected on WX radar controller. When WX is not selected, or if WX is
not installed, the external range (RNG) button is located on the instrument panel
is used to control display range.
The crosstrack deviation indicator (CDI) is shown beneath the aircraft symbol as
a CDI scale with a yellow deviation diamond. Each dot represents 2.5 NM.
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Figure 1-85. EHSI Map with VOR with Station out of View
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Figure 1-86. EHSI Map with LRN Display
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EHSI CAUTION AND FAILURE ANNUNCIATIONS
Caution Annunciations (Amber)

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Figure 1-87 shows the location of caution annunciations. Figure 1-88 shows the
location of FAILURE annunciations. Both caution and failure annunciations are
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described below:
Heading Source When both the pilot and copilot select the same heading
Annunciators source, the source annunciator(s) are amber.
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DME HOLD When DME is set in the HOLD position, an amber H is

displayed to the right of the numerical DME readout.
Cautions Due to When any of these systems fail, the digital displays of the
Un
Failures of DME, failed function are removed.

GSPD, or TTG
Target Alerts Weather radar target alerts are annunciated on the EHSI
in the upper right corner. A boxed cyan T indicates an
armed condition. An amber boxed T indicates an alert
condition.
Wind Vector Some failures can result in an amber wind vector, other
failures result in removal of the wind vector.
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Comparison Table 1-26 defines the various comparison monitor

Monitor annunciations when they occur on the EHSI, and amber
Annunciations C appears on the EADI.
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Figure 1-87. EHSI Caution Annunciations (Typical) (Sheet 1 of 2)
Table 1-26. Compared Signal Annunciations and Thresholds

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COMPARED SIGNALS ANNUNCIATION THRESHOLD (SPLIT)

Pitch Attitude PIT 6 degrees
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Roll Attitude ROL 6 degrees

Pitch and Roll Attitude ATT See Pitch and Roll
Attitudes
Heading HDG See notes 1 and 2
Localizer LOC See note 3. About ½
dot
Glideslope GS See note 3. About 1 dot
Localizer and Glideslope ILS See note 3
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Table 1-26. Compared Signal Annunciations and Thresholds
COMPARED SIGNALS ANNUNCIATION THRESHOLD (SPLIT)

Airspeed IAS 5 knots (IAS greater
than 90 knots on at
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least one side)
Altitude ALT 200 feet
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Airspeed and Altitude IAS/ALT See Airspeed and
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Altitude.
Radio Altitude RA (RA1 + RA2)/16 + 10
feet
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NOTES:
1. The heading comparison is disabled when the sources are not north
referenced identically (i.e., MAG vs TRUE).
2. An amber HDG comparison annunciator is displayed as follows:
• When bank angle is less than 6°, heading split must be 6° or greater.
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• When bank angle exceeds 6°, heading split must be 12° or greater.
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3. These comparisons are only active during flight director localizer and
glideslope capture with both NAV receivers tuned to a LOC frequency.
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Figure 1-87. EHSI Caution Annunciations (Typical) (Sheet 2 of 2)
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Failure Annunciations (Red)
Heading Failure A heading system failure results in the removal of bearing

annunciators, bearing pointers, course select pointer,
course deviation pointer, and course scale. The digital
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course select and digital heading select readouts are
removed and a red, boxed HDG is displayed in the
o
heading dial (shown in Figure 1-88).
Preview A preview deviation failure results in removal of the
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Deviation Failure preview pointer. The preview source annunciator is
(if available) magenta with a red box around it.
Vertical Speed A vertical speed system valid failure results in removal of
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(VS) Failure
Navigation (NAV)
Source Failure
the vertical speed scale and pointer. The VS is boxed in
red.
The navigation source annunciator is boxed in red.
Bearing pointers are removed. The same happens to the
preview navigation source (if available) when it fails.
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Figure 1-88. EHSI Failure Annunciations (Typical) (Sheet 1 of 2)
COMPOSITE DISPLAY
In the event of an electronic display failure, the composite display shown in

Figure 1-89 is used to display a composite airspeed, altitude, attitude and
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FLIGHT MANUAL
navigation format on the remaining good cathode ray tube (CRT). The composite
mode is selected by rotating the DIM knob for the faulty display on the DC-811
Display Controller fully counterclockwise (CCW) to the OFF detent.
Most of the information displayed in the composite mode is shown and
n
interpreted in the same manner as for the normal displays.
o
Airspeed Tape The airspeed tape is a rolling tape with a digital readout
that gives the current airspeed.
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TO/FR (To/From) The TO/FR annunciation indicates whether the aircraft is
Indicator going to or is leaving from the selected VOR or LRN
waypoint. The TO/FR annunciation is not in view during
localizer operation.
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CRS/DTK
(Course/Desired
Track) Pointer
CRS/DTK
The CRS/DTK pointer displays the desired CRS or DTK
on the heading tape. When a LRN is displayed, the
selected course is replaced with the desired track.
The CRS/DTK is a digital readout of the CRS/DTK
(Course/Desired pointer setting used to set the desired CRS or DTK.
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Track) When a LRN is displayed, the selected course is
replaced with the desired track.
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Heading Select The notched cyan heading bug is positioned along the
Bug heading tape and is controlled by the heading select
knob on the RI-206S Remote Instrument Controller.
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NAV (Navigation) The navigation source is annunciated in the lower left

Source hand corner. If the pilot and copilot are displaying the
Annunciators same source, the annunciations are amber.
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Lateral Deviation The lateral deviation symbol (diamond) gives a graphic

representation of lateral deviation left or right from the
course or desired track.
Heading Tape A linear heading tape replaces the circular compass. The
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tape is divided in 10° increments.

BARO The BARO set digital readout displays the current
(Barometric) Set barometric pressure set by the pilot in inches of mercury
Readout (in. HG) or millibars (Mb).
Un
Heading Select The digital heading readout displays the location of the
Readout heading select bug set point.
Altitude Scale The altitude scale is the same form as the normal altitude
scale. 1000 foot altitudes are shown by a double chevron
shape; 500 foot altitudes are shown by a single chevron.
Vertical Speed The vertical speed scale is replaced with a digital readout
(VS) and up or down arrow in the top center of the display.
The digital read out gives the vertical speed; the up arrow
indicates climb; the down arrow indicates descent.
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Figure 1-88. EHSI Failure Annunciations (Typical) (Sheet 2 of 2)

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Figure 1-89. Composite Display
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TYPICAL COMPOSITE DISPLAY PRESENTATIONS
Figure 1-90 shows a typical composite display during cruise. Figure 1-91 shows
the same display during approach.
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Figure 1-90. Composite Display During Cruise

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Figure 1-91. Composite Display During Approach
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Composite Failures (Red)
Failures are annunciated in a similar fashion to other displays. Figure 1-92 shows
a composite display with multiple failures indicated.
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Figure 1-92. Composite Failure Annunciations (Typical)
PITOT-STATIC SYSTEM
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Separate pitot-static systems for pilot and copilot's instruments provide pitot and
static pressure to the airspeed indicators. Transducers and switches in the pitot-
static system are used as sensors for the landing gear warning system and
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DAFCS systems. Electrical heaters prevent the formation of ice on the heads.
PITOT HEATERS
Two switches on the pilot lower overhead switch panel marked PITOT HEAT,
PILOT, and COPILOT control Pitot heater operation. Both switches have marked
positions ON and OFF. When icing conditions are anticipated, the switches are
placed ON to prevent the formation of ice on the pitot heads. Caution lights
marked PLT PITOT HEAT and CPLT PITOT HEAT will light when the
appropriate switch is ON but the pitot heater electrical circuit is inoperative. The
pilot's system is connected to the DC essential bus by two circuit breakers
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FLIGHT MANUAL
marked PLT PITOT HTR PWR-WARN. The copilot's system is connected to the
No. 1 DC primary bus by circuit breakers marked CPLT PITOT HTR PWR-
WARN.
TAIL CONE STATIC SYSTEM
n
Two sets of static ports are located on the tail cone of the helicopter. The two aft
o
ports (left and right) provide static pressure to the standby altimeter and the IIDS
RDAU. The aft ports are heated with power from the No. 1 DC primary bus
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through a circuit breaker marked CPLT HTR STATIC. Heating control is provided
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by the No. 1 pitot heat switch on the pilot’s lower overhead switch panel.
The two forward ports (left and right) are provided for future use. The forward
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ports are heated with power from the No. 2 DC primary bus through a circuit
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breaker marked PLT HTR STATIC. Heating control is provided by the No. 2 pitot
heat switch on the pilot’s lower overhead switch panel.
STANDBY COMPASS
A standby magnetic compass is mounted on the center frame of the windshield.

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A CMPS, ON-OFF compass light switch is directly above the compass.
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FREE AIR TEMPERATURE INDICATOR
A free-air temperature indicator on the right side of the pilot's compartment below
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the windshield indicates temperature in degrees Celsius. An OAT, ON-OFF light

switch is directly above the standby compass.
WHEEL BRAKE SYSTEM

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The wheel brake system is a self-contained hydraulic system that operates on

hydraulic pressure from toe-operated brake cylinders on the pilot's tail rotor
pedals. A parking brake handle is on the right side of the aft control console. To
set the parking brake, press pedals, pull up on brake handle, and then release
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pedals. To release brake, press pedals and guide the brake handle down. Brake
pedals may also be installed on the copilot's tail rotor pedals.
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MASTER WARNING PANEL
Each master warning panel (Figure 1-93) consists of an amber master caution
light, two red lights to indicate engine fire, two red lights to indicate engine failure,
and spaced outboard, the blue # ENG CONTROL lights. To direct the pilot's
attention to the IIDS displays when a warning or caution light goes on, the
MASTER CAUTION-PRESS TO RESET light will also go on. After the condition
has been noted, the master caution should be reset to allow it to light again if
another caution light should go on. The master caution light does not light when
an advisory light on the performance display goes on. For a description of the
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NO. 1 and NO. 2 ENG FIRE and the NO. 1 and NO. 2 ENG OUT warning lights,
refer to paragraph titled EMERGENCY EQUIPMENT AND SYSTEMS.
LIGHTING SYSTEM
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EXTERIOR LIGHTS
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Position Lights
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The three position lights are controlled by an EXTERIOR LTS - POSITION switch
isi
on the copilot upper overhead switch panel (Figure 1-9). The switch has marked
positions ON and OFF and is connected to the No. 2 DC primary bus by a circuit
breaker marked LIGHTS POS. The red (left) and green (right) position lights are
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on the stabilizer tips. The white position light is on the aft end of the tail rotor
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pylon.
Anti-Collision Light
The anti-collision light, mounted on the top of the tail rotor pylon, is controlled by
an EXTERIOR LTS - ANTI COLL switch on the copilot upper overhead switch
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panel (Figure 1-9). The switch has positions marked ON and OFF. The light
circuit is connected to the DC essential bus by a circuit breaker marked ANTI-
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COLL LT. An optional second anti-collision light may be mounted on the belly of
the helicopter. This installation has a three-position switch marked TOP, OFF,
and BOTH.
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Controllable Searchlight
A full swiveling, tiltable searchlight is installed on the bottom of the fuselage

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forward of the nosewheel. The searchlight may be tilted downward and turned in
any direction by electric motors controlled by switches in the pilot's compartment.
The searchlight circuits are connected to the DC essential bus by circuit breakers
marked SEARCH LT - PWR and CONT.
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Searchlight Master Switch
The SEARCH LT master switch on the copilot upper overhead switch panel
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(Figure 1-9) has positions marked ON, OFF, and STOW. ON turns on the light
and energizes control switches on the collective stick grips. STOW retracts the
light to the stowed position and turns it off. OFF turns off the light but does not
retract it.
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Figure 1-93. Master Warning Panels
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Searchlight Control Switch
Thumb switches on the collective control stick grips marked SLT TRAIN have
four positions marked FWD, AFT, L, and R, with directional arrows for each.
When the SEARCH LT master switch is ON, the control switches are moved to
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any of the four positions to direct the searchlight beam in the desired direction.
The switch is spring loaded to return to center when released.
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Fixed Landing Light(s)
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The fixed landing light is installed on the right main landing gear. If a second
fixed landing light is installed, it is on the left-hand main gear and on some
installations may be protected by an additional circuit breaker. Some installations
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provide an annunciator that alerts the pilot/copilot when the light(s) is/are on.
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Landing Lights Powered by Aircraft Generators
Some landing light installations (non-pulselite equipped) utilize AC power for

landing light operation. In such cases, a landing test switch is located in the
baggage compartment. Raising the switch guard and placing the test switch to
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the test position will enable the landing lights to be momentarily tested with EXT
PWR.
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Pulselite System (Optional)

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A Pulselite System is installed to pulse the landing and/or recognition lights to

enhance flight path recognition.
Recognition Lights (Optional)

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Two recognition lights are mounted in the forward E Bays; one on the right-hand
side and one on the left-hand side, facing forward. The lights are protected by a
circuit breaker labeled RCGN LTS.
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Logo Light System (Optional)
The logo lights are installed on each intermediate gear box intake in order to
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illuminate a logo or painted design on the vertical surface of the tail. This system
is protected by a circuit breaker labeled LOGO LT.
INTERIOR LIGHTS
Flight Instrument Lights
A rotary FLIGHT INST LTS, PLT switch on the center console turns on and
controls the intensity of the flight instrument lights. The light circuit is connected
to the No. 2 DC primary bus by a circuit breaker marked INST LTG DIM - PLT.
When copilot's instruments are installed they are controlled by a similar switch
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marked CPLT located aft of the pilot's switch. The copilot's instrument light circuit
is connected to the No. 1 DC primary bus by a circuit breaker marked INST LTG
DIM - CPLT.
Nonflight Instrument Lights
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A rotary NON-FLT INST light switch on the center console turns on and controls
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the intensity of the nonflight instrument lights. The light circuit is connected to the
DC essential bus by a circuit breaker marked NON-FLT INSTR DIM.
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Lower Console Lights
A rotary LOWER CONSOLE light switch on the center console turns on and
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controls the intensity of the panel lights on the lower console. The light circuit is
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connected to the No. 2 DC primary bus by a circuit breaker marked INST LTG
DIM-CSL.
Pilot's Compartment Secondary Lights
Six lights recessed in the instrument panel glare shield provide a secondary
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source of lighting for the instrument and control console. A GLARE SHIELD
switch on the center console controls the lights with positions marked BRIGHT,
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OFF, and DIM. The light circuit is connected to the DC essential bus by a circuit
breaker marked LIGHTS-SEC.
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Standby Compass and OAT Gage Lights
Individual light switches mounted on the bracket directly above the standby
compass control lights for the standby compass and OAT gage. The switches,
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marked CMPS and OAT, have positions marked ON and OFF. The light for the
compass is connected to the DC essential bus by the LIGHTS-SEC circuit
breaker, and the light for the OAT gage is connected to the NO. 2 DC primary
bus.
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Cockpit Floodlight
A cockpit floodlight, a flood light control switch, and a rheostat are on a panel
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(Figure 1-94) above the circuit breaker panels in the aft center section of the
cockpit canopy. The switch marked CONT, OFF, and BRT control the light. Light
intensity may be adjusted by turning the rheostat when the switch is at CONT.
The floodlight circuit is connected to the No. 2 DC primary bus by a circuit
breaker marked LIGHTS-FLOOD.
Cockpit Utility Light
A cockpit utility light and extension cord is mounted on the side of the cockpit
floodlight panel. The light is turned on and off by pressing the back end of the
light casing. Turning the back of the casing may vary light intensity. The light
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FLIGHT MANUAL
circuit is connected to the DC essential bus by a circuit breaker marked LIGHTS-

UTIL.
Baggage Compartment Light
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A light in the baggage compartment is switched on whenever either baggage
compartment door is opened. The light circuit is connected to the DC essential
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bus by a circuit breaker marked LIGHTS-BAG.
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Cabin Dome Light
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A cabin light is mounted in the ceiling of the cabin. A switch on the copilot upper
overhead switches panel controls the light (Figure 1-9) marked CABIN. The
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switch has positions marked BRT, OFF, and DIM. The light circuit is connected to
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the No. 2 DC primary bus by a circuit breaker marked LIGHTS-CABIN.
CABIN LIGHTING CONTROL SYSTEM
The cabin lights are controlled from the cockpit by a switch in the master switch
panel or in the overhead switch panels. The switch has three positions, BRT,
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OFF, and CONT (DIM). Aircraft with a VIP interior have a CONT position; aircraft
with a utility interior have a DIM position. The BRT position turns the cabin lights
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on full brightness. The OFF position turns the cabin lights off. The cabin has no
control over the cabin lights in either of these positions. When the switch is in the
CONT position, the cabin has control of the brightness of the cabin lighting.
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When the switch is in the DIM position, the cabin lights will be set to a fixed dim
level. The reading lights are individually switched with switches located in the
cabin (if installed).
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The entry lights are controlled with the entry switch by the cabin door. The entry
lights are available prior to turning on aircraft power (if installed).
Cabin Lights set to BRT with Either Cabin Door Unlocked (Optional)
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With the cabin lighting switch set to CONT and both cabin doors locked, the
cabin lighting operates as described above. If either of the cabin doors becomes
unlocked, the cabin lights will be set to the bright mode. Locking both cabin doors
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will again return the cabin lighting to the normal control mode.
COLLINS ALT-50 AND ALT-55B
Power to the Radio Altimeter System is applied as soon as aircraft power is

initialized or if Radio Master (optional) is selected on.
The Radio Altimeter System is powered by the dc essential bus.
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The primary radio altimeter indications are displayed on the pilot’s respective
EADI in a numeric format from 0 to 2,500 feet. The analog radio altimeter
indicators, if installed, provide a secondary display from the other pilot’s system.
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The Radio Altimeter System’s primary indicators are the pilot’s and copilot’s
EADI displays, while the secondary indicators, if installed, are the pilot’s and
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copilot’s radio altimeter indicators.
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DH SET AND TEST CONTROLS
The pilot’s primary indicators’ DH set and test controls are located on the pilot’s
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EFIS control panel, while the copilot’s primary indicators’ DH set and test controls
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are located on the copilot’s EFIS control panel. The secondary indicators, if
installed, have the DH set and test controls on the radio altimeter indicators.
DH VISUAL ALERT
DH visual alert is provided on both EADIs and both radio altimeter indicators. Its
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own set knob controls each DH alert; the EFIS display DH set is located on the
display controller. The RAD ALT indicator, if installed, DH SET is located on the
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indicator face.
DH AURAL ALERT
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The pilot and copilot each have an independent tone generator for DH Aural
Alert. Only the respective EFIS control panel DH set knob controls each pilot’s
tone generator.
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EMERGENCY EQUIPMENT AND SYSTEMS
ENGINE FIRE DETECTOR SYSTEM

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A flame detector is located in the forward and aft section of each engine
compartment. When the detector senses a flame, it transmits a signal to an
amplifier unit to light the appropriate ENG FIRE PRESS-TONE OFF warning light
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on the master warning panels. The amplifier also transmits a continuous tone
signal to the pilot and copilot's headset, and lights the appropriate engine
quadrant T-handle warning light marked NO. 1 FIRE or NO. 2 FIRE. The tone
signal can be reset for other emergencies by pressing the affected fire warning
light capsule. The warning lights will remain on until the fire is out. The No. 1 and
No. 2 engine fire detector circuits are connected to the DC essential bus by
separate circuit breakers marked FIRE DETECTOR - NO. 1 and NO. 2 test
circuit is provided to test the system for proper operation; however, it does not
test the spectrum sensors.
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FLIGHT MANUAL
Fire Detector Test Switches
A switch marked DET on the aft overhead switch panel (Figure 1-5) has positions
marked AFT/BAG, NORM, and FWD. When the switch is moved to AFT/BAG or
FWD, both engine fire warning lights on the master fire warning panels and both
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T-handle lights should light and the continuous tone signal should be heard in
each headset. Pressing the fire warning light capsules on the master warning
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panels will reset the tone signals for other emergencies. Placing the switch to
NORM will switch off the lights and arm the system to indicate an actual engine
fire. The test circuit is connected to the DC essential bus by a circuit breaker
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marked FIRE DETECTOR-TEST. The SMOKE DET BAGGAGE warning light on
the engine and composite displays will also go on when the switch is moved to
AFT/BAG.
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ENGINE FIRE EXTINGUISHER
A CF3Br fire extinguisher system is installed in the engine compartment. The fire
extinguisher agent is stored in a pressurized container under the front end of
each engine. Each container has a main and a reserve discharge valve which will
release the agent into the compartment of the selected engine. The main
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discharge valve of each container releases the agent into its respective engine
compartment and the reserve valve of each container releases the agent into the
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opposite engine compartment. The engine compartment to receive the agent is

selected by pulling back the appropriate T-handle on the engine control quadrant.
Each fire extinguisher unit has a redundant electrical power supply. The No. 1
engine system is connected to the DC essential bus and the No. 1 DC primary
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bus by circuit breakers marked FIRE EXT and the No. 2 engine system is
connected to the DC essential bus and the No. 2 DC primary bus by circuit
breakers marked FIRE EXT.
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Figure 1-94. Cockpit Flood Light Panel and Utility Light
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Engine T-Handles
The engine control quadrant (Figure 1-7) has a T-handle for each engine, which
is normally in the full forward position. If an engine compartment fire is indicated
by the continuous tone signal in the headsets, and the lighting of the master
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warning light and the T-handle light of the affected engine, the lever is pulled full
aft. When the T-handle is moved full aft, the engine lever and the fuel lever are
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moved to OFF, the DC generator is switched off, and the fire extinguisher is
armed to fire into the affected engine compartment.
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Fire Extinguisher Switch
The FIRE EXT switch, on the windshield center column above the standby
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compass, is used to release the fire extinguisher agent from one or both
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containers into the compartment of the engine selected by the T-handle. The
switch has positions marked MAIN, RESERVE and OFF. After selecting the
engine compartment with the T-handle, the MAIN position will release the agent
through the main valve of the corresponding container. The RESERVE position
releases the agent through the reserve valve of the opposite container.
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Fire Extinguisher Test Switch and Indicator Lights
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The EXT test switch, a red WARN indicator light, and a green TEST light are on
the aft overhead switch panel. The lever lock type switch has three positions
marked SHORT, OPEN, and NORM. The switch must be pulled out to move it
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out of the NORM position. To test for an open circuit in the system, place test
switch to OPEN; the red WARN light should go on. Pull both T-handles back
about 1 inch or more and place the FIRE EXT switch to MAIN then RESERVE.
The green TEST light should go on in each position if there is no open circuit. To
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test for a short circuit in the system, place test switch to SHORT with both T-
handles pulled back. The red WARN and green TEST lights should go on, the
green light should stay on when the FIRE EXT switch is moved to MAIN, then
RESERVE. Moving the T-handles full forward and returning the test switch to
NORM restores normal operation. Both the red and green lights should then go
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off.
ENGINE FAILURE WARNING SYSTEM

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The NO. 1 or NO. 2 ENG OUT - RESET TONE warning light on the master
warning panels (Figure 1-93) will go on and an alternating tone (550 Hz and 700
Hz) will be heard in the headset when the DECU engine failure detection logic
detects an engine out condition for that engine or when N1 for the corresponding
engine drops to 48%. The tone signal is reset for other emergency conditions by
pressing in on the warning light capsule. The alternating tone signal is
inoperative when the helicopter is on the ground; however, the warning lights will
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FLIGHT MANUAL
be on whenever N1 is less than 48%. An engine-out ground test switch on the

right side of the center console is used to test the tone signal when on the
ground. The alternating tone will be heard when the switch is held into TEST.
Pressing the #1 and #2 ENG OUT warning capsules will shut off the audible
warning. The warning circuit is connected to the DC essential bus by a circuit
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breaker marked AUD WARN.
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SMOKE DETECTOR – BAGGAGE COMPARTMENT
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A SMOKE DET BAGGAGE warning light on the engine and composite displays,
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and the master caution light will go on a detector on the forward bulkhead of the
baggage compartment senses when smoke. The smoke detector circuit is
connected to the No. 1 DC primary bus by a circuit breaker marked SMK DET. A
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test circuit will light both the warning light and the caution light when the fire
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detector switch is moved to AFT/BAG.
FIRE EXTINGUISHERS
Two hand-operated fire extinguishers are provided. One is secured to the right
side of the flight controls enclosure in the pilot's compartment and the other in the
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cabin.
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FIRST AID KIT
A first aid kit is along the left side of the flight controls enclosure.
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EMERGENCY LIGHTING
Emergency lighting is provided by a power pack with a two-bulb light mounted on

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the cabin ceiling. It is controlled by a switch marked EMER LTS on the copilot
upper overhead switch panel, with marked positions ON, ARM, and OFF. On
some installations there are two one-bulb lights separated and mounted away
from the power pack. Electrical power control of the system is provided by the
battery bus with system monitoring tied to the No. 1 DC primary bus. At ARM the
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light (lights) will go on when power supply is interrupted to the No. 1 DC primary
bus. The system is protected by circuit breakers marked EMER LTG on the No. 1
DC primary bus and EMER LT on the DC junction box. Place switch OFF before
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shutting down last engine or DC GEN.
EMERGENCY LOCATOR TRANSMITTER (ELT)
An emergency locator transmitter is attached to the right side of the flight controls
enclosure in the pilot's compartment. The ELT may be used to transmit a signal
on the international distress frequencies of 121.5 and 243 MHz. Power to
transmit is from a self-contained battery. The signal can be received at a distance
of about 100 miles at a search altitude of 10,000 feet. A switch on the transmitter
has three positions marked ON, OFF, and ARM. ON energizes the transmitter.
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ARM automatically energizes the transmitter when a 5G impact load is

encountered. OFF de-energizes the transmitter. If the 5G force (ARM) activates
the transmitter, the switch must be placed ON, then OFF, to de-energize the
transmitter. The transmitter is portable and is easily removed from the helicopter.
Disconnect the antenna cable and release the strap attaching it to the flight
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controls enclosure. After removal, connect the portable antenna, stored on the
side of the transmitter case, to the top of the transmitter. Placing the switch ON
then energizes the transmitter.
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SONIC LOCATOR (OPTIONAL)
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An underwater sonic locator system may be installed as optional equipment in
the forward left cabin overhead. It automatically radiates a pulsed signal to aid in
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locating the helicopter after a crash landing in fresh or salt water. Power to
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transmit the signal is from a self-contained battery. The operating depth of the
signal is from sea level to 20,000 feet, and the operating life is 30 days. Portable
receivers equipped with directional hydrophones can detect the signal.
COCKPIT VOICE RECORDER

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A cockpit voice recorder is installed in the center console. It records on a
continuous tape, all transmissions and receptions from pilot and copilot radios, all
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ICS stations, and an area microphone in the cockpit. A self test button is
provided which allows a functional test of the system in approximately 35
seconds. A bulk erase button allows the tape to be erased if the aircraft is on the
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ground and the brakes are set. The recorder is equipped with an underwater
locator beacon.
FLOTATION SYSTEM (OPTIONAL)

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For emergency water landings an emergency flotation system (Figure 1-95) may
be installed. It is designed to provide flotation time for the immediate evacuation
of personnel and survival equipment after ditching the helicopter. The system is
actuated electrically by the pilot just before contacting the water or at speeds up
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to 75 KIAS. A flotation bag is installed in each main landing gear wheel well and
two are installed in compartments next to the nosewheel well. Each bag is
divided into two compartments. The contents of two air bottles are used to inflate
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the nosewheel flotation bags with helium or nitrogen. One bottle discharges into
the forward compartment of each nosewheel flotation bag and one into the aft
compartment of each to provide balanced flotation. Two additional bottles are
used to inflate the main landing gear float-bags in the same manner. Float
inflation time is within 5 seconds when helium is used as the inflation medium.
Nitrogen is an approved substitute for helium but requires 7 to 10 seconds for
inflation. Explosive links are discharged to fully open the main landing gear doors
when the system is activated. The floats should be discharged with landing gear
extended. Redundant electrical circuits for inflation are connected to the DC
essential and No. 2 primary buses by three circuit breakers on each panel
marked FLOAT.
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Flotation System Arming Switch and Advisory Light
The FLOATS arming switch on the pilot upper overhead switch panel has
positions marked ARMED and OFF. ARMED provides power to switches on the
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cyclic stick grips which are used to inflate the floats. A FLOTATION ARMED
advisory light on the performance display goes on whenever the arming switch is
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ARMED. OFF removes electrical power from the flotation system. The arming
switch is normally kept in OFF to prevent accidental inflation of the floats.
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Floats Inflation Switch
The FLOATS switch on the cyclic stick grip is pressed to fully open the landing
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gear doors and inflate the floats. The inflation switch is inoperative unless the
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flotation arming switch is ARMED. If dual controls are installed an identical switch
is on the copilot's cyclic stick grip.
Flotation System Test Switch and Indicator Lights
The flotation system TEST switch, a red WARN indicator light, and two green
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TEST indicator lights marked 1 and 2 are on a FLOATS TEST panel (Figure 1-
16) mounted on the instrument panel. The test switch has positions marked
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TEST and NORM. The flotation circuit is tested by placing the flotation system to
ARMED (FLOTATION ARMED advisory light on). With the test switch in TEST,
the 1 and 2 TEST lights should go on when the inflation switch is pressed. After
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completing test, release inflation switch, place arming switch OFF and test switch
to NORM.
HEATING AND VENTILATING SYSTEM

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The 25,000 BTU heating system mixes hot air from the engine compressor
sections with cold air drawn into a mixing valve by venturi action. The air then
passes through a sound suppressor and into the pilot's compartment and cabin
heater ducts. Some ducted air flows across the windshield for defogging. The
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heater can be operated only when both engines are operating. The heater will
automatically shut off if one engine is shut down, if bleed-air pressure is lost, or if
bleed-air pressure or temperature is too high. The ventilating system uses the
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heater ducts and an electrically operated blower to circulate outside air

throughout the interior of the helicopter. Heater and ventilation control circuits are
connected to the NO. 1 DC primary bus by circuit breakers marked HEAT CONT
and VENT CONT. A panel marked HEATER CONTROL in the copilot overhead
contains all controls for the operation of these systems. An additional ventilating
system consists of a manually controllable inlet in each door and two exhaust
valves, one on each side of the helicopter near the aft cabin bulkhead. This
ventilating system should be locked closed for proper heater system operation.
To do this, close all door vents and press the lock arm on both exhaust valves,
one on each side of the helicopter on the aft cabin bulkhead.
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Figure 1-95. Flotation Equipment
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FLIGHT MANUAL
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Figure 1-96. Heater
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HEATER CONTROL PANEL
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The heater control panel (Figure 1-96) contains a bleed-air switch, a heater on-
off switch, a temperature control switch and a blower switch. The BLEED AIR
switch has two positions marked ON and OFF. ON opens a bleed-air valve,
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which directs engine compressor air into the heater system. The bleed-air valves
will open only when both engines are operating. OFF closes the bleed-air valves.
The HEATER switch has positions marked ON and OFF. ON permits airflow
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through the mixing valve and into the interior of the heater. OFF closes the valve.
When the heater switch is ON, turning the TEMP CONT switch to the desired
setting may regulate cabin temperature. The BLOWER switch controls the
ventilation blower.
MISCELLANEOUS EQUIPMENT
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WINDSHIELD WIPER
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A WINDSHIELD WIPER switch on the pilot lower overhead switch panel controls
the electrically-operated windshield wipers (Figure 1-9) with positions marked
OFF-SLOW-FAST. The windshield wiper circuit is connected to the DC essential
bus by a circuit breaker marked WSHLD-WIPER.
WINDSHIELD WASHER
A WINDSHIELD-WASH switch on the pilot lower overhead switch panel controls

the electrically-operated windshield washer (Figure 1-9) with positions marked
ON and OFF. The 6-quart reservoir and pump are installed in the electronics
DECEMBER 22, 2005

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FLIGHT MANUAL
compartment. The windshield washer circuit is connected to the DC essential bus

by a circuit breaker marked WSHLD-WSHR.
WINDSHIELD HEATER
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Electrically-operated windshield heaters and glass windshields may be installed
as optional equipment on helicopters equipped with an AC generator. The pilot
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and copilot's windshields are heated by separate systems that are controlled by
WINDSHIELD-HEAT switches on the pilot lower overhead switch panel (Figure
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1-9). One switch marked PILOT and the other marked COPILOT have positions
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marked ON and OFF. Controllers in each system will switch the circuits on and
off to keep temperature within limits. The pilot's system will always have priority
over the copilot's system. If both systems are switched on, the pilot's system will
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heat first. When the controller switches the pilot's system off, power will be
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applied to the copilot's circuit. If the copilot's system does not operate and the
pilot's system operates poorly when both systems are switched on, the cause
may be a malfunctioning pilot's controller. To correct this, switch off the pilot's
system and the copilot's system will be restored to normal operation. The pilot
and copilot's systems are controlled by circuits connected to the No. 2 and No. 1
DC primary buses, respectively, by circuit breakers marked WSHLD HTR CONT.
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Windshield Hot Caution Light
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The WINDSHIELD HOT caution light on the engine and composite displays
(Figures 1-54 and 1-55) lights whenever the pilot's or copilot's system does not
shut off the heater when the high temperature limit of 58 °C (135 °F) is exceeded.
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When the light goes on, shut off both systems. If continued use of windshield
heat is required, switching the pilot may identify the system at fault's system on
and monitoring the caution light. If the light remains off, the copilot's system is at
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fault. If the caution light goes on, the pilot's system is at fault. Continue using
operating system and place windshield heater switch of the failed system to OFF.
If necessary to use the system at fault, the system can be cycled on and off
manually with the heater switch, while closely monitoring the caution light for
overtemp. If the WINDSHIELD HOT caution light remains on after the switch of
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the system at fault is placed OFF, it is possible that the electrical contactors to
that system have become welded together. To eliminate the overheat condition
when this occurs, pull the three WSHLD HTR PWR circuit breakers of the system
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at fault.
PILOTS’ SEATS
The pilot and copilot seats have lap-type belts and inertia-type shoulder
harnesses. A vertical adjustment bar is under the front edge on the seat. A two-
position (LOCKED-UNLOCKED) inertia reel lock handle is on the left side.
LOCKED will lock the shoulder harness in place. UNLOCKED will permit the reel
of the shoulder harness to extend, allowing the pilot to lean forward; however, the
cable reel will automatically lock when an impact force of 2 to 3 Gs is
encountered. Then, to release the lock, it is necessary to move the handle to
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FLIGHT MANUAL
LOCKED and then back to UNLOCKED. Storage provisions for a life vest are on
the bottom of each seat.
DOOR OPEN CAUTION LIGHT
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The DOOR OPEN caution light on the engine and composite displays (Figures 1-
54 and 1-55) will go on when any of the four passenger doors, either of the two
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baggage compartment doors or the external power door, are not fully closed and
latched. The light circuit is connected to the DC essential bus by a circuit breaker
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marked DOOR WARN.
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NO SMOKING AND FASTEN SEAT BELT LIGHTS
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The no smoking and fasten seat belt lights in the cabin are controlled by PASS
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ADV FSB/NS and FSB switch on the copilot upper overhead switch panel (Figure
1-9). Both light circuits are connected to the No. 2 DC primary bus by a circuit
breaker marked PASS SIGN.
VIBRATION ABSORBERS
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Lateral Vibration Absorber
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The lateral vibration absorber is located in the cabin overhead just aft of the flight
controls enclosure. It consists of a weight assembly suspended by coil springs
secured within a covered box. The nominal weight of the weight assembly is 30.5
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pounds and can be adjusted within a range of 25 to 33 pounds by adding or

subtracting weights. A removable cover on the bottom of the absorber allows
access for adjusting the weight. The helicopter is delivered with the absorber
tuned to generate forces that oppose the 4/rev lateral vibration of the helicopter.
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Nose Vibration Absorber
A nose vibration absorber may be installed in the electronics compartment in the

nose of the helicopter. This absorber suppresses vertical 4P vibrations. It
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consists of dynamic inertial masses supported on a base structure. The masses

are connected by means of pins and bushings to the base structure in a manner
similar to the main rotor bifilar vibration absorber. Internal springs exert forces
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between opposing masses and the preload in the springs are adjusted by means
of two jackscrews.
HEADSUP PBS-250 PASSENGER BRIEFER SYSTEM
The HeadsUp PBS-250 Passenger Briefer System consists of a Control Panel,

Remote Computer, and aircraft harness that connects to Page Chime Amplifier
and Speaker Assembly in the cabin, cockpit circuit breaker panel and cockpit
non-flight dimmer control (Figure 1-97).
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RETRACTABLE BOARDING STEPS
The Steps are an electrically operated boarding aid for passengers. These steps
may be installed on either or both sides of the fuselage at the passenger doors.
The steps are controlled by a recessed switch with three positions labeled TEST,
n
AUTO, and RET. This switch and the status annunciators are located in the
center console. Each step has independent annunciation indicating a fully
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retracted (green) or extended (amber) condition. During transition of the step(s)
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Figure 1-97. PBS-250 Control Panel
between the fully extended and retracted positions, both lights are extinguished
to indicate the transition period or failure of either step to lock in position.
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Another indicator labeled BD STEP (amber) is located in the instrument panel.

The annunciator illuminates whenever the aircraft is airborne and either or both
of the steps are not in the retracted and locked position. The indicator may be
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tested by pressing and holding the TEST position on the step control switch.
After approximately 10 seconds the amber indicator will illuminate. After the
indicator illuminates, release the switch. This test feature should be utilized on
the ground before flight.
Automatic operation is activated by placing the console mounted switch in the

AUTO position. In AUTO, the step(s) are controlled automatically by the weight
on wheels logic. During ground operation the steps are extended, and as the
aircraft transitions to hover and takeoff, the steps automatically retract. The steps
extend again upon landing.
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If desired, the automatic step extension feature can be overridden by selecting

the step switch to RET.
AIRDATA ACCESSORY UNIT
n
The Airdata Accessory Unit is a multifunction unit that provides two basic
features; it receives Arinc 429 Airdata information and provides altitude out in
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Gilham (Gray) Code to other users. Also, it incorporates all of the computation
and annunciation drives for the landing gear up warning. There are two identical
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but totally independent circuit boards housed in one chassis.
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The altitude output is utilized by the automatic flight control system,
transponders, and other miscellaneous systems (such as a Davtron 5 Function
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Indicator).
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LANDING GEAR UP WARNING SYSTEM
The Landing Gear Up Warning System’s function is to alert the pilot that the
helicopter is in a phase of flight that typically indicates an approach to a landing
and that the landing gear has not been lowered. The warning consists of an
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illuminated annunciator/switch on the lower portion of each pilot’s instrument
panel and an intermittent 250 Hz tone. The annunciator is labeled LDG GEAR
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UP and is red when illuminated. The lower section of the lens is marked PRESS
TO RESET.
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After the system has been armed on takeoff and the landing gear is retracted, the
warnings are generated whenever the airspeed is reduced below 60 knots or the
altitude is reduced below the radio altimeter decision height.
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NOTE
All decision height (DH) information is paralleled to

the unit; the land gear warning system will therefore
respond to the highest DH altitude setting.
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RADIO MASTER SYSTEM

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With a Radio Master System installed in the aircraft, the pilot can protect
electrical equipment from spikes during engine start. The Radio Master System
can also be used to turn off all radios connected to it.
A typical Radio Master System has a cockpit switch labeled RADIO MASTER.
This switch normally controls PRI 1, PRI 2 and ESS Radio Master Buses. In
some cases, an aircraft may be configured with individual switches for each
electrical bus labeled PRI 1, PRI 2 and ESS. Some aircraft may not include
Radio Master control to all three buses.
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FLIGHT MANUAL
The RADIO MASTER BYPASS panel is located in the lower console. In the
event that the RADIO MASTER switch or relay fails, an alternate path is supplied
to restore power to the equipment. Moving the Bypass switch from the NORM
position to the BYPASS position for the affected bus is the only action required.
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EFIS equipped aircraft shall have two additional BYPASS switches labeled EFIS
MASTER 1 and EFIS MASTER 2 which operate in a similar manner.
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ADI-335 ATTITUDE INDICATOR
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EMER PWR GOOD NAV 1 NAV
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BATTERY
TEST NAV 2 LNAV
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G
/ 20 20
S
O
10 10 F
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10 10
V
NA
20 20
PUSH FOR
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PUSH
MODE
AUTO
LL
CENTER VOR 323 O PU
TO
C
OBS AGE
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CC3577
SA
Figure 1-98. ADI-335 Attitude Indicator
The model ADI-335 Attitude Indicator provides a visual display of pitch and roll
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attitude and both enroute Course Deviation Indicator (CDI)/Very High Frequency
Omnirange (VOR)/Distance Measuring Equipment (DME)/Flight Management
System (FMS) navigation aids and precision approach Instrument Landing
System (ILS) information. The indicator may be used as a long running standby
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attitude reference during a primary power failure with its emergency power
supply. Nine minutes of useful attitude information is presented after a complete
loss of power.
DESCRIPTION
The attitude indicator is a three-inch completely self-contained attitude and

navigation display instrument. A display sphere is mechanically coupled to a self-
contained vertical gyroscope. The indicator has mechanical erection with manual
caging, a CDI/VOR/Localizer and Glideslope cross-pointers, and appropriate
validity flags. The display window uses a fixed miniature airplane for a reference
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FLIGHT MANUAL
symbol. A light emitting diode (LED) display presents navigation and

maintenance information. Mode selections are made with two multifunction
controls on the face of the instrument. An integral lighting system operates with
aircraft power. A photocell mounted on the indicator bezel senses ambient
lighting conditions and determines optimal LED display brightness in conjunction
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with cockpit dimmer control settings.
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CAUTION
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Attitude information is invalid when the indicator is
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caged. Do not use displayed information when the
indicator is in the caged position. To unlock and
uncage gyroscope gimbals, pull PULL TO CAGE
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knob to fully extended position, turn counter-
Us en Coclockwise approximately 1/4 turn, and while still

holding pull to cage knob, allow the knob to quickly
return to the inward position avoiding a snap release.
The indicator may be momentarily caged without locking the gyroscope gimbals
by pulling PULL TO CAGE knob to the fully extended position, holding knob until
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the display stabilizes, and then allowing the knob to return quickly to the normal
position. An increase in noise when the indicator is operated in the caged
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position may be evident, but is not abnormal.
ATTITUDE DISPLAY
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The pitch and roll attitude display is a stand-alone function of the indicator. Under
normal circumstances, after initial application of power and manual fast erect
caging of the vertical gyro using the PULL TO CAGE knob, no other operator
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interaction is required to provide attitude information to the operator.
NAVIGATION DISPLAY
Electronic assemblies within the indicator provide interface with navigational

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equipment installed in the aircraft. The indicator performs data processing tasks
required to translate digital signals from navigational equipment into navigational
information on the LED display, vertical and horizontal cross-pointers, and
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appropriate validity flags. The navigation display elements, associated

electronics and applicable software that perform navigation functions are totally
isolated from the pitch and roll attitude display functions.
EMERGENCY POWER SUPPLY (IF INSTALLED)
A lead acid battery is provided to supply 24 vdc and 5v internal lighting power to
the attitude indicator when all other power sources have failed. EMER PWR and
BATTERY TEST switches provide the pilot control and test of the power supply.
When the EMER PWR switch is OFF, the attitude indicator is disconnected from
DECEMBER 22, 2005

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FLIGHT MANUAL
the power supply. EMER PWR switch in ARM connects the power supply to the
attitude indicator when aircraft power is not present.
BATTERY TEST
n
When the BATTERY TEST switch is pressed, battery voltage is applied to the
internal battery heater, which places a load on the battery. GOOD segment will
o
light if the loaded battery voltage level is greater than 24vdc, indicating a fully
charged battery.
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NAVIGATION SWITCHING (IF INSTALLED)
When dual navigation radios are installed, a NAV 1/NAV 2 switch is installed to
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enable the operator to choose between No. 1 and No. 2 radio input to the attitude
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indicator. NAV/LNAV switch enables the pilot to choose between a
VOR/ILS/DME navigation radio and an FMS input to the attitude indicator.
NAVIGATION MODES OF OPERATION
The modes of operation are selected by the attitude indicator front panel controls
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and external NAV/FMS switching, if applicable. The information displayed on the
attitude indicator is based on the received digital input data provided on the data
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bus. The available modes are dependant upon the installed equipment and the
way in which the attitude indicator is configured during installation.
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VOR MODE
OMNIBEARING SELECT (OBS)

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When the NAV receiver is in VOR, the LED display

VOR 325° annunciates the mode with VOR and the selected
OBS. The left hand knob on the front of the
indicator is labeled OBS and is used for selecting the desired course.
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Rotating and holding the OBS knob counter-clockwise decreases the selected
course, while clockwise rotation increases the selected course. The knob is
spring-loaded to center. Variable speed indexing is used to increment the
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selected course slowly at first, increasing in speed the longer the knob is held in
the rotated position.
COURSE DEVIATION
In VOR, the CDI/VOR/Localizer cross-pointer is used as the Course Deviation

Indicator (CDI). The CDI displays the course deviation relative to the selected
course and provides steering information to guide the operator.
Course Deviation is computed by subtracting the present bearing to the VOR

station from the selected OBS. Positive deviation deflects the cross-pointer to the
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FLIGHT MANUAL
left as an indication to the operator to fly left. Negative deviation deflects the
cross-pointer to the right as an indication to fly right.
OBS AUTO-CENTERING
n
Automatic centering is activated by pressing the PUSH AUTO CNTR knob.
Pushing the knob changes the LED display to show a TO arrow, changes the
o
selected course to the bearing to the VOR station the NAV receiver is tuned to
and the CDI moves to the center of the display.
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TO/FROM AMBIGUITY INDICATOR
When the selected OBS is displaced by more than plus or minus 90 degrees
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from the current VOR radial, the appropriate TO indication is shown with an
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arrow pointing upward in the LED display. When the selected OBS is displaced
by less than, or equal to, plus or minus 90 degrees from the current VOR radial,
the appropriate FROM indication is shown with an arrow pointing downward in
the LED display.
ILS/BC MODE
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INSTRUMENT LANDING SYSTEM (ILS)
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When the NAV receiver is tuned to an ILS

ILS 325° frequency and the received input data indicates
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normal ILS operation, the indicator changes

automatically to the ILS /BC mode.
In ILS, the vertical and horizontal cross-pointers present Localizer and Glideslope
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information, respectively. The LED display annunciates the mode with ILS and
the indicator provides the capability of manually scrolling the display to the
inbound course using the OBS knob.
BACK COURSE (BC)

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After the indicator has been automatically switched

BC 325° into the ILS/BC mode, the operator can select Back
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Course by pressing the left hand knob. The ILS/BC

nomenclature is included on the front bezel near the left hand knob as an
indication of the knob's function. In Back Course, the Localizer cross-pointer
phasing is reversed, the G/S flag is brought into view and the Glideslope cross-
pointer is forced to the center of the display to provide the appropriate deflection
scaling for Localizer left/right deviation. The LED display annunciates the mode
and the indictor provides the capability of manually scrolling the display to the
inbound course using the OBS knob.
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FLIGHT MANUAL
DME SUB-MODES
64.5 NM 546 KTS 123 MIN

VOR/DME
n
When the indicator is in the VOR mode, the right hand knob is used to select
o
DME navigation sub-modes, which are discretely annunciated in the LED display.
PUSH FOR MODE nomenclature is included on the front bezel near the right
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hand knob as an indication of the knob's function. The DME sub-modes
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available, and associated LED displays, are Slant Range Distance, in Nautical
Miles (NM); Groundspeed, in Knots (KTS); and Time- To-Station, in Minutes
(MIN).
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The resolution of displayed distance is 0.1 from 0.0 to 99.9 nautical miles, and 1
from 100 nautical miles up to the limit of the DME equipment installed on board
the aircraft The resolution of displayed groundspeed and time-to-station is 1 from
0 knots up to the limit of the DME equipment installed on board the aircraft The
CDI/VOR/Localizer cross-pointer continues to display the appropriate course
deviation information relative to the VOR mode.
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Whenever the LED display is in one of the DME sub-modes, and the left hand
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knob (PUSH AUTO CNTR) is either rotated or pressed, the LED display
immediately switches back to the VOR mode. The knob must be released and
then rotated to change the selected OBS radial, or pressed a second time to
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accomplish Auto-Centering.
ILS/DME
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When the indicator is in the ILS sub-mode, pressing the PUSH FOR MODE knob
selects the DME sub-mode. The only DME mode available, when in the ILS sub-
mode, is Distance. The CDI/VOR/Localizer and Glideslope cross-pointers
continue to display the appropriate course deviation information relative to the
ILS sub-mode.
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Whenever the LED display is in the DME sub-mode, and the PUSH AUTO CNTR
knob is either rotated or pressed, the LED display immediately switches back to
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the ILS sub-mode. The knob must be released and then rotated to change the
displayed inbound course or pressed a second time to select Back Course.
All DME sub-modes are disabled when the indicator is in the Back Course sub-
mode. Pressing the PUSH FOR MODE knob when in the Back Course sub-mode
has no effect.
DME HOLD
When the LED display is in any DME sub-mode, the ADI-335 compares the
incoming digital bus data from the NAV receiver and DME transceiver and
DECEMBER 22, 2005

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FLIGHT MANUAL
determines when DME HOLD has been selected by the operator. If DME HOLD
has been selected, an H is placed in the extreme left position of the LED display.
FLIGHT MANAGEMENT SYSTEM (FMS) MODE.
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NOTE
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This manual assumes that the ADI-335 Attitude
Indicator has been installed and configured on an
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aircraft that has navigation and flight management
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systems installed which take full advantage of the
modes provided by the indicator. Indicators installed
on aircraft with navigation and flight management
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systems installed, which do not take full advantage of
Us en Cothe modes provided by the indicator, do not have all

of the modes shown. The panel mounted switch may
be a switch, or a set of relay contacts and depends
on the manner in which the indicator has been
installed. A method of switching between NAV and
FMS modes is required on those aircraft with a FMS
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system.
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Typical FMS mode LED displays appear as shown.
64.5 NM DTK 325° BRG 325°

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or
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VOR 325°
When the FMS mode has been selected, pressing the right hand PUSH FOR
MODE knob selects the FMS navigation sub-modes, which are annunciated in
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the LED display in the format and order as shown. The Glideslope cross-pointer
and GIS validity flag are stowed, and the left hand OBS knob is inoperative.
The FMS sub-modes available, and associated LED displays, are Distance To
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Waypoint, in Nautical Miles (NM), Desired Track (DTK), in Degrees (°), Selected
Course (CAS), in Degrees (°) and Bearing To Waypoint (BRG), in Degrees (°).
Pressing the right hand PUSH FOR MODE knob when in the last available FMS
sub-mode returns the LED display to the first available FMS sub-mode.
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FLIGHT MANUAL
COURSE DEVIATION
FMS navigation and steering information are displayed as Cross Track Distance
n
on the CDI/VOR/Localizer cross-pointer for both Enroute and Approach modes of
operation.
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FMS
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The indicator can be used to display FMS course deviation only. This is
accomplished during installation by disabling all LED display functions relative to
the FMS mode. When configured in this manner, the LED display reads FMS as
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an indication of the operating mode.
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TO/FROM INDICATOR
When operating in the FMS mode and navigating TO the active waypoint, the
appropriate TO indication is shown by an arrow pointing upward in the LED
display. When navigating FROM the active waypoint, a FROM indication is
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shown by an arrow pointing downward in the LED display.
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DISTANCE TO WAYPOINT
The resolution of displayed distance is 0.1 from 0.0 to

64.5NM 99.9 nautical miles (NM), and 1 from 100 to 9999
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nautical miles or up to the limit of the FMS equipment

installed on board the aircraft, whichever is less. For distances greater than 9999
nautical miles, the LED display will read ---NM.
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Desired Track
When the FMS navigator is operating in the LEG

DTK 325° mode along the path established between two
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waypoints in the active flight plan, the north

referenced angle of this desired track is displayed in the LED display with the
nomenclature DTK.
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SELECTED COURSE
When the FMS navigator is operating in the OBS or

CRS 325° Pseudo VOR (PVOR) mode, along the path
established by the active waypoint and the selected
course through the waypoint, the selected course is displayed in the LED display
with the nomenclature CRS.
DECEMBER 22, 2005

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FLIGHT MANUAL
BEARING TO WAYPOINT
The LED display displays the Bearing To Waypoint

BRG 325° as the bearing from the present aircraft position to
the active waypoint. The arrow is pointing upward in
n
the LED display at all times as an indication that the data displayed is the bearing
TO the waypoint.
o
MAGNETIC/TRUE NORTH REFERENCE
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The LED display provides the Desired Track, Selected Course and Bearing To
Waypoint referenced to Magnetic North or True North depending on the FMS
navigator mode of operation.
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WAYPOINT PASSAGE ALERT
WPTALERT
When the Waypoint Alert message is being
transmitted by the FMS navigator, the LED display
flashes. During the Waypoint Alert transmittal period,
the display alternates between the current display window and the Waypoint Alert
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display.
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At the instant the FMS navigator stops transmitting

WAYPOINT WAYPOINT Alert message, the ADI-335 indicates the
Waypoint Passage by displaying the window shown
io y C te
for approximately four seconds before returning to normal operation.
DECLUTTER
Pr rif gis
Pressing and holding the PUSH FOR MODE knob for more than four seconds
switches the indicator to the Declutter function. In Declutter, the cross-pointers
and validity flags are stowed out of view and the LED display is turned off. The
vertical gyroscope and associated attitude display are unaffected.
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The Declutter function supersedes all operation except Power-On Self-Test

When in the Declutter function, pressing either knob (PUSH AUTO CNTR or
PUSH FOR MODE) or rotating the OBS knob exits the Declutter function and
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returns the indicator to normal operation.
POWER-ON SELF-TEST
Immediately upon application of input power, the indicator enters Power-On Self-
Test. The indicator display functions follow time-dependent actions as described
in the following paragraphs.
1. Power-on self-test begins by performing an internal EPROM test which

includes a checksum check, an RAM check, an EEPROM check and a
functional wrap-around check of the ARINC 429 and CSDB input circuits. If
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FLIGHT MANUAL
the indicator fails the internal check, the LED display reads TESTFAIL, the
validity flags remain in view and the cross-pointers stow. This indication
remains for as long as power is applied, unless the Declutter function is
used to remove it. The only way to repeat the self-test is to recycle input
power applied to the indicator.
n
If the indicator successfully passes the internal check, the CDI/VOR/Localizer
o
and Glideslope cross-pointers are deflected to full scale right and up, the
NAV and G/S validity flags are stowed and the even rows of the LED display
pixels are illuminated at full brightness.
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2. After approximately two seconds, the indicator returns the cross-pointers to
the center of the display, the validity flags are brought into view, the LED
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display turns off and the odd rows of the display pixels are illuminated at full
3.
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brightness.
After approximately four seconds, the indicator exits Power-On Self-Test

and switches automatically to the default VOR mode with OBS set to 000°
or to the mode appropriate for the data being received.
o rr d
r t u re
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DECEMBER 22, 2005

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SA 4047-76C-15 Part 2, Section II
Table of Contents
FLIGHT MANUAL
TABLE OF CONTENTS
SECTION TITLE PAGE NO.
Loading Information........................................................................................... 2-1

Empty Weight and Horizontal Center of Gravity Location .............................. 2-1
n
Loading Instructions........................................................................................ 2-2
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i
Part 2, Section II SA 4047-76C-15
FLIGHT MANUAL
FIGURE
NO. TITLE PAGE NO.
n
LIST OF ILLUSTRATIONS.....................................................................................ii
Figure 2-1. Center of Gravity Chart .................................................................... 2-4
o
Figure 2-2. Weight and Center of Gravity Envelope........................................... 2-5
Figure 2-3. Aircraft Diagram ............................................................................... 2-6
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isi
Figure 2-4. Weighing Procedure (Sheet 1 of 2).................................................. 2-7
Figure 2-4. Weighing Procedure (Sheet 2 of 2).................................................. 2-8
Figure 2-5. Standard 15-Place Configuration - Crew, Passenger and Baggage
Centroids ........................................................................................................ 9
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Figure 2-6. Standard Cargo Configuration - Cargo Centroids............................. 10
Figure 2-7. Chart A (Sheet 1 of 12) ..................................................................... 11
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Figure 2-7. Chart A (Sheet 10 of 12) ................................................................... 20
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Figure 2-8. Chart B (Sheet 1 of 4) ....................................................................... 23
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Figure 2-9. Chart C (Sheet 1 of 2) ....................................................................... 27
Figure 2-9. Chart C (Sheet 2 of 2) ....................................................................... 28
Figure 2-10. Chart E - Cockpit and Cabin Compartment Weight and Moment
Table (Sheet 1 of 3)...................................................................................... 29
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Table (Sheet 2 of 3)...................................................................................... 30
Table (Sheet 3 of 3)...................................................................................... 31
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Figure 2-11. Chart E - Usable Fuel Weight and Moment Table (Gravity Fueling)
(Sheet 1 of 2)................................................................................................ 32
(Sheet 2 of 2)................................................................................................ 33
Figure 2-12. Chart E – Engine Oil Weight and Moment Table............................ 33
Figure 2-13. Chart E - Internal Cargo Weight and Moment Table ...................... 34
Figure 2-14. Sample Loading Conditions ............................................................ 35
ii
Loading Information
FLIGHT MANUAL
SECTION II
LOADING INFORMATION
NOTE
n
Each copy of this manual which is assigned to a specific aircraft (i.e., aircraft
copy) must contain all data referred to herein and must be maintained to the
o
current aircraft configuration. Copies issued on general distribution only need not
contain such data.
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EMPTY WEIGHT AND HORIZONTAL CENTER OF GRAVITY LOCATION
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The current empty weight, moment/100 and center of gravity location of this
1.
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aircraft are as shown in the Empty Weight and Balance Record, Chart C herein.
The current empty weight includes all items marked (√) in the Empty
Weight Check List, Chart A, herein. Items not included are marked (0).
2. Chart C (Figure 2-9) must be kept up to date. If any items of equipment are
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added to or removed from the aircraft, Charts A and C must be updated as
follows:
r t u re
a. When items are added, make the appropriate entry in the Empty
Weight and Balance Record, Chart C. On Chart A mark (√), in both the
io y C te
"In Aircraft" and "Chart C Entry" columns opposite the items added,
dating the columns where indicated. Add the new entry or entries on
Chart C to the previous totals of empty weight and moment/100 shown
on Chart C and compute the new empty weight, moment/100 and
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center of gravity location.
b. When items are removed from the aircraft, follow a similar procedure
to (a) above except mark (0) in the "In Aircraft" column and (√) in the
"Chart C Entry" column of Chart A, and subtract the new entry or
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entries from the previous totals of empty weight and moment/100,

shown on Chart C (Figure 2-9).
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c. New items to be added to the aircraft and not previously listed may be
"written in" on the next available line in the appropriate aircraft
compartment. Do not erase or obliterate any Chart A entry when items
are moved from the aircraft.
d. The aircraft empty weight center of gravity location (CG) is initially

obtained by actual weighing (Figure 2-8). The updated CG is obtained
by dividing the updated moment/100 by the updated empty weight and
multiplying the result by 100.
2-1
Loading Information
FLIGHT MANUAL
e. The "In Aircraft" column in Chart A may be used for periodic checking
of the aircraft inventory. It is recommended that the first check be
made prior to the first flight by a new operator.
The original empty weight and center of gravity location values were determined
by Sikorsky Aircraft, as shown in the Aircraft Actual Weight and Balance Form on
n
Chart B (Figure 2-8), which is included in the aircraft copy of this manual for
reference.
o
NOTE
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isi
• Lateral center of gravity limits permit indiscriminate lateral
loading of passengers or cargo if maximum fuel loading
imbalance is kept below 250 lbs with baggage compartment
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Us en Co symmetrically loaded. Maximum cargo compartment and
baggage floor loading is 75 pounds per square foot.
or
• Lateral center of gravity limits permit indiscriminate lateral

o rr d
loading of passengers or cargo if maximum baggage
imbalance is kept below 150 pounds with fuel symmetrically
r t u re
loaded. Maximum cargo compartment and baggage floor

loading is 75 pounds per square foot.
LOADING INSTRUCTIONS
io y C te
1. Obtain the current aircraft empty weight and aircraft empty weight
moment/100 from Chart C (Figure 2-9) and enter each in the appropriate
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columns of the manifest.
2. Obtain the aircraft takeoff gross weight and moment/100 by adding, to the
current aircraft empty weight and moment/100, the weight and moment/100
of each useful load item to be carried. The weight and moment/100 of
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useful load items is shown in Chart E Weight Moment Charts. Useful load
items include fuel, oil, crew, passengers, baggage and/or cargo. Do not
exceed the specified compartment capacities at any time.
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3. Determine by reference to the Center of Gravity (CG) Chart, Figure 2-1,

that the takeoff gross weight and moment/100 thus obtained is within the
recommended weight and CG limits.
4. Check that the aircraft will remain within CG limits throughout the flight: (a)
deduct the Weight and Moment/100 of expendable items (e.g. fuel), (b)
compute the landing gross weight and moment/100 and (c) determine by
reference to the CG Chart, Figure 2-1, if landing gross weight and
moment/100 is within the recommended weight and CG limits. Bring the
aircraft weight and/or balance within limits if either the weight or
2-2
Loading Information
FLIGHT MANUAL
moment/100 is outside of the recommended limits by loading and/or

redistribution of useful load.
5. The CG limits are tabulated below and are also shown for reference in
Figure 2-2.
o n
Gross Weight Forward CG Limit Aft CG Limit
(Pounds) (Station) (Station)
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7,350 208.30 208.30
7,500 199.00 208.43
7,600 198.50 208.52
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7,800
8,000
8,200
197.50
196.50
195.50
208.70
208.88
209.06
8,400 194.50 209.24
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8,500 194.00 209.33
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9,000 194.00 209.78

9,250 194.00 210.00
9,500 194.00 209.42
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9,600 194.20 209.19

9,800 194.60 208.72
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10,000 195.00 208.26

10,200 195.40 207.79
10,400 195.80 207.33
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10,600 196.20 206.86

10,800 196.60 206.40
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11,000 197.00 205.93

11,200 197.63 205.47
11,400 198.26 205.00
11,600 198.89 204.53
11,700 199.20 204.30
6. The maximum permissible gross weight is 11,700 pounds.
7. Sample loading conditions are shown in Figure 2-14.
2-3
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Figure 2-1. Center of Gravity Chart
2-4
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Figure 2-2. Weight and Center of Gravity Envelope
2-5
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Figure 2-3. Aircraft Diagram
2-6
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FLIGHT MANUAL
S-76 WEIGHING PROCEDURE
1. THE AIRCRAFT MUST BE LEVEL WHEN WEIGHED. IT IS

RECOMMENDED THAT THE AIRCRAFT BE WEIGHED ON JACK POINTS
TO PROVIDE EASE IN LEVELING.
n
2. SUSPEND A PLUMB BOB AVOVE THE LEVEL PLATE (LOCATED ON THE
LEFT HAND PASSENGER DOOR FRAME AT STATION 176) FOR
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LEVELING THE AIRCRAFT DURING WEIGHING.
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3. WHEN WEIGHING ON JACK POINTS, ACTUAL MEASUREMENTS
DURING WEIGHING ARE NOT NECESSARY. AFTER LEVELING THE
AIRCRAFT, THE FOLLING DIMENSIONS MAY BE ADDED DIRECTLY TO
THE WEIGHING FORM (CHART B).
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K (HORIZONTAL DATUM TO CL OF FORWARD JACK POINTS) = 92.0
INCHES
N (HORIXONTAL DATUM TO CL OF AFT JACK POINTS) = 252.0

INCHES
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4. WHEN WEIGHING ON WHEELS, MEASURE DIMENSIONS J AND L
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AFTER LEVELING AND DURING WEIGHING. USING THESE ACTUAL

DIMENSIONS AND THE FORWARD JACK POINT (AIRCRAFT STATION
92.0). DETERMINE THE DISTANCE FROM THE HORIZONTAL DATUM TO
THE CL OF THE NOSE WHEEL, AND TO THE CL OF THE MAIN WHEELS.
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FOR CHECKING PURPOSES, THESE DIMENSIONS ARE APPROXIMATELY

AS FOLLOWS:
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HORIZONTAL DATUM OF THE CL OF THE NOSE WHEEL = 60.0

INCHES
HORIZONTAL DATUM TO THE CL OF THE MAIN WHEELS = 257.0

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INCHES
NOTE: WHEN WEIGHING ON WHEELS, THE MAIN AND NOSE OLEO’S

SHOULD BE RESERVICED TO PROPER FLUID LEVELS WITH HYDRAULIC
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FLUID IF THE OLEO’S HAVE BEEN USED TO LEVEL THE AIRCRAFT. REFER
TO INSTRUCTION PLATES FOR PROPER SERVICING PROCEDURES.
5. IF BLADES ARE INSTALLED, THEY MUST BE EQUALLY SPACED

DURING WEIGHING.
Figure 2-4. Weighing Procedure (Sheet 1 of 2)
2-7
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Figure 2-4. Weighing Procedure (Sheet 2 of 2)
2-8
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Figure 2-5. Standard 15-Place Configuration - Crew, Passenger and Baggage

Centroids
2-9
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Figure 2-6. Standard Cargo Configuration - Cargo Centroids
2-10
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Figure 2-7. Chart A (Sheet 1 of 12)
2-11
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2-12
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2-13
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2-14
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2-15
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2-16
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2-17
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2-18
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2-19
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2-20
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2-21
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2-22
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Figure 2-8. Chart B (Sheet 1 of 4)
2-23
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2-24
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FLIGHT MANUAL
ITEMS ADDED
ITEM WEIGHT ARM MOMENT
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TOTAL
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ITEMS SUBTRACTED
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TOTAL
2-25
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FLIGHT MANUAL
ITEMS ADDED
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TOTAL
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ITEMS SUBTRACTED

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TOTAL
2-26
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Figure 2-9. Chart C (Sheet 1 of 2)
2-27
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Figure 2-9. Chart C (Sheet 2 of 2)
2-28
Loading Information
FLIGHT MANUAL
COCKPIT CABIN
PILOT AND
BAGGAGE/
COPILOT/ PASSENGERS CARGO
PASSENGER
WEIGHT
B1 C1 C2 C3 C6
n
(POUNDS)
B
ARM = 102.5 ARM = 135.5 ARM = 166.5 ARM = 197.5 ARM = 235.0
MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100
o
50 51 68 83 99 118
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60 62 81 100 119 141
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70 72 95 117 138 165
80 82 108 133 158 188
90 92 122 150 178 212
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100
110
120
130
140
103
113
123
133
144
136
149
163
176
190
167
183
200
216
233
198
217
237
257
277
235
259
282
306
329
150 154 203 250 296 353
o rr d
160 164 217 266 316 376
170 174 230 283 336 400
r t u re
180 185 244 300 356 423

190 195 257 316 375 447
200 205 271 333 395 470
210 215 285 350 415 494
io y C te
220 226 298 366 435 517

230 236 312 383 454 541
240 246 325 400 474 564
Pr rif gis
250 256 339 416 494 588

260 267 352 433 514 611
270 277 366 450 533 635
280 287 379 466 553 658
290 297 393 483 573 682
Ve re
300 308 407 500 593 705

310 318 420 516 612 729
320 328 434 533 632 752
Un
330 338 447 549 652 776

340 349 461 566 672 799
350 474 583 691 823
360 488 599 711 846
370 501 616 731 870
380 515 633 751 893
390 528 649 770 917
Table (Sheet 1 of 3)
2-29
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FLIGHT MANUAL
COCKPIT CABIN
PILOT AND
BAGGAGE/
PASSENGER
WEIGHT
B1 C1 C2 C3 C6
n
(POUNDS)
B
o
400 542 666 790 940
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410 556 683 810 964
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420 569 699 830 987
430 583 716 849 1011
440 596 733 869 1034
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450
460
470
480
490
610
623
637
650
664
749
766
783
799
816
889
909
928
948
968
1058
1081
1105
1128
1152
500 678 833 988 1175
o rr d
510 691 849 1007 1199
520 705 866 1027 1222
r t u re
530 718 882 1047 1246

540 732 899 1067 1269
550 745 916 1086 1293
560 759 932 1106 1316
io y C te
570 772 949 1126 1340

580 786 966 1146 1363
590 799 982 1165 1387
Pr rif gis
600* 813 999 1185 1410

610 827 1016 1205
620 840 1032 1225
630 854 1049 1244
640 867 1066 1264
Ve re
650 881 1082 1284

660 894 1099 1304
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2-30
Loading Information
FLIGHT MANUAL
COCKPIT CABIN
PILOT AND
BAGGAGE/
PASSENGER
WEIGHT
B1 C1 C2 C3 C6
n
(POUNDS)
B
o
670 908 1116 1323
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680 921 1132 1343
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NOTE:
1. CAUTION MUST BE TAKEN TO BE SURE THAT PASSENGER, FUEL, AND/OR
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BAGGAGE/CARGO COMPARTMENT LOADING DOES NOT CAUSE AIRCRAFT MAXIMUM
2.
3.
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GROSS WEIGHT AND/OR CG LIMITS TO BE EXCEEDED.
BAGGAGE/CARGO CENTROID MUST BE LOCATED AT COMPARTMENT CENTROID.
MAXIMUM ALLOWABLE FLOOR LOADING FOR BAGGAGE COMPARTMENT IS 75

POUNDS PER SQUARE FOOT FOR WEIGHTS UP TO 600 POUNDS MAXIMUM
COMPARTMENT WEIGHT.
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* MAXIMUM CAPACITY OF COMPARTMENT C6
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2-31
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FLIGHT MANUAL
FUEL SYSTEM (2 TANKS)

CAPACITY = 281.2 GALLONS (2 TANKS)
TOTAL MOMENT/ TOTAL WEIGHT MOMENT/ TOTAL WEIGHT MOMENT/
WEIGHT – LB 100 – LB 100 – LB 100
n
20 44 640 1379 1360 2944
40 86 680 1465 1400 3031
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60 128 720 1552 1440 3118
80 171 760 1639 1480 3204
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100 213 800 1727 1520 3292
120 255 840 1814 1560 3379
160 341 880 1901 1600 3466
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200 426 920 1988 1640 3552
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240
280
320
360
512
598
685
772
960
1000
1040
1080
2075
2161
2248
2335
1680
1720
1760
1800
3641
3727
3814
3901
400 858 1120 2423 1840 3987
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440 946 1160 2509 1880 4074
480 1032 1200 2597 *1884 (JET A1) 4083
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520 1119 1240 2683 **1912 (JET A) 4143

560 1205 1280 2770
600 1292 1320 2856
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NOTE:
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1. (*) THE SINGLE ASTERISK INDICATES THE APPROXIMATE WEIGHT AND MOMENT/100
FOR FULL FUEL TANK USING JET A1 (JP-8) FUEL AT 6.7 POUNDS PER GALLON UNDER
STANDARD CONDITIONS (60 °F).
2. (**) THE DOUBLE ASTERISK INDICATES THE APPROXIMATE WEIGHT AND MOMENT/100
FOR FULL FUEL TANKS USING JET A (JP-5) FUEL AT 6.8 POUNDS PER GALLON UNDER
STANDARD CONDITIONS (60 °F).
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3. THE TOTAL USABLE CAPACITY OF 281.2 U.S. GALLONS (140.6 GALLONS PER TANK) IS
BASED ON ACTUAL TEST RESULTS.
4. THE USABLE FUEL TABLE (GRAVITY FUELING) AND THE FUEL ARM TABLE ARE FOR
EQUAL WEIGHTS OF FUEL IN EACH TANK.
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5. THE STANDARD S-76 HELICOPTER IS EQUIPPED WITH A CAPACITOR TYPE FUEL

QUANTITY GAGE WHICH IS CALIBRATED IN POUNDS. AIRCRAFT FUEL VARIES IN
WEIGHT PER GALLON DEPENDENT UPON THE SPECIFIC GRAVITY AND TEMPERATURE
OF THE FUEL. THEREFORE, THE NOTATION "FULL" DOES NOT APPEAR ON THE
INSTRUMENT DIAL. THE PILOT SHOULD ANTICIPATE VARIATIONS IN THE INSTRUMENT
READINGS WHEN TANKS ARE FULL.
6. THE FUEL ARM TABLE IS INCLUDED FOR REFERENCE.
(Sheet 1 of 2)
2-32
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FLIGHT MANUAL
FUEL ARM TABLE

FUEL SYSTEM (2 TANKS)
FUEL QUANTITY TOTAL WEIGHT (POUNDS) ARM MOMENT/100
1/4 FULL (JET A) 478 215.1 1028
n
1/2 FULL (JET A) 956 216.1 2066
3/4 FULL (JET A) 1434 216.5 3105
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FULL JET A1 (JP-8) *1884 216.7 4083
FULL JET A (JP-5) **1912 216.7 4143
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(Sheet 2 of 2)
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ENGINE OIL TABLE

ENGINE OIL SYSTEM (2 TANKS)
TOTAL CAPACITY = 2.54 U.S. GALLONS (2 TANKS)
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ARM = 231.0
MIL-L-7808 OIL MIL-L-23699 OIL
GALLONS WEIGHT – POUNDS MOMENT/100 WEIGHT – POUNDS MOMENT/100
1 7.7 18 8.4 19
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2 15.4 36 16.8 39
2.5 19.3 45 21.0 49
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* TWO OIL COOLER/TANKS CONTAIN 1.27 GALLONS EACH FOR A TOTAL

CAPACITY OF 2.54 GALLONS.
Figure 2-12. Chart E – Engine Oil Weight and Moment Table
2-33
Loading Information
FLIGHT MANUAL
INTERNAL CARGO TABLE

CABIN CABIN
WEIGHT WEIGHT
C4 C5 C4 C5
(POUNDS) (POUNDS)
ARM = 134.25 ARM = 168.25 ARM = 134.25 ARM = 168.25
MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100
n
10 13 17 550 738 925
20 27 34 600 806 1010
o
30 40 50 650 873 1094
40 54 67 700 940 1178
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50 67 84 750 1007 1262
60 81 101 800 1074 1346
70 94 118 850 1141 1430
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80 107 135 900 1208 1514
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90
100
150
200
250
121
134
201
269
336
151
168
252
337
421
950
965*
1000
1050
1100
1275
1296
1598
1624
1683
1767
1851
300 403 505 1150 1935
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350 470 589 1200 2019
400 537 673 1250 2103
r t u re
450 604 757 1300 2187

500 671 841 1337** 2250
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* MAXIMUM CAPACITY OF COMPARTMENT C4

** MAXIMUM CAPACITY OF COMPARTMENT C5
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NOTE:
1. CAUTION MUST BE TAKEN TO BE SURE THAT CARGO LOADING DOES NOT CAUSE
AIRCRAFT MAXIMUM GROSS WEIGHT AND/OR CG LIMITS TO BE EXCEEDED.
2. CARGO CENTROID MUST BE LOCATED AT COMPARTMENT CENTROID.

Ve re
3. MAXIMUM ALLOWABLE FLOOR LOADING FOR CARGO IS 75 POUNDS PER SQUARE

FOOT.
4. SEE COCKPIT AND CABIN COMPARTMENT TABLE FOR BAGGAGE COMPARTMENT (C6)
Un
WEIGHT AND MOMENT/100 VALUES AND LOADING REQUIREMENTS.
Figure 2-13. Chart E - Internal Cargo Weight and Moment Table
2-34
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Figure 2-14. Sample Loading Conditions
2-35
SA 4047-76C-15 Part 2, Section III
Table of Contents
FLIGHT MANUAL
TABLE OF CONTENTS
SECTION TITLE PAGE NO.
Noise Abatement ............................................................................................... 3-1
n
Noise Abatement Procedures ......................................................................... 3-1
General Procedures Recommended to Minimize Acoustical Impact .......... 3-1
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II
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Noise Abatement
Part 2, Section IV
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FLIGHT MANUAL
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SA 4047-76C-15
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on
SA 4047-76C-15 Part 2, Section III
Noise Abatement
FLIGHT MANUAL
SECTION III
NOISE ABATEMENT
n
NOISE ABATEMENT PROCEDURES
o
GENERAL PROCEDURES RECOMMENDED TO MINIMIZE ACOUSTICAL IMPACT
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1. In general, maximum distance/altitude separation from noise sensitive
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areas is the most effective noise abatement procedure.
2. Control inputs should be made in as gradual a manner as possible.
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3.
4.
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Noise exposure is lower upwind from the helicopter than downwind.
Noise exposure is lower on the inside of a turn than on the outside.
5. Noise exposure is lower during right turns than left turns.

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Approach Procedure
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1. Plan routes and approach paths to keep noise sensitive areas to the left
side of the helicopter.
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2. Maintain airspeed at 80 KIAS or greater as long as possible. Avoid low

speed low rate-of-descent (creeping) approaches.
Pr rif gis
3. Descend at 85 KIAS and 1200 to 1400 fpm rate of descent (ROD) to

minimize noise and maximize separation from noise-sensitive areas.
4. If more moderate approach angles are required, descend at 95 KIAS and

700 to 900 fpm ROD or 105 KIAS at 500 to 700 fpm ROD.
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5. Delay deceleration to touchdown speed or hover as long as practical.
6. When clear of the noise sensitive area, return to Category A or Category B

Un
flight procedures as applicable.
Take-Off Procedure
1. If possible, plan takeoff path away from noise sensitive areas.
2. Keep noise sensitive areas to the right side of the helicopter.
3. If possible, takeoff into the wind to maximize climb angle.
3-1
Part 2, Section III SA 4047-76C-15
Noise Abatement
FLIGHT MANUAL
4. Avoid right hand crosswinds as additional tail rotor torque can significantly
increase climb noise levels. In general, avoiding right hand crosswinds
takes precedence over keeping noise sensitive areas to the right side of the
helicopter.
5. Climb to cruise altitude at takeoff power and at an airspeed lower than best
n
rate of climb (approximately 65 to 70 KIAS) to achieve a higher climb angle.
o
Enroute Procedure
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1. Maintain a minimum altitude of 2000 feet when transiting noise sensitive
areas.
2. When 2000 feet cannot be maintained, reduce airspeed to not exceed 120
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3.
4.
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KIAS.
Plan routes to keep noise sensitive areas to the right side of the helicopter.
If noise complaints arise, altitude should be increased.

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NOTE
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The procedures described in this section are to be

considered as guidelines and should not take
precedence over the requirements of normal
operating procedures, Part 1 Section II, of the flight
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manual.
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3-2
SA 4047-76C-15 Part 2, Section IV
Supplemental
FLIGHT MANUAL Performance Data
SECTION IV
n
SUPPLEMENTAL PERFORMANCE DATA
o
INTRODUCTION
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This section includes:
(1) Cruise, endurance and climb information to enable operating pilots to

compute approximate fuel requirements for flight. These charts have
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been produced using Arriel 2S2 information, and are for reference only.
(2) Description of pilot training provisions including reduced gross weight

single engine Category training and Engine manual control training. The
Category “A” training chart supplied has been produced using Arriel 2S2
information, which provides a conservative OEI training weight limit.
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DECEMBER 22, 2005

Part 2, Section IV SA 4047-76C-15
Supplemental
Performance Data FLIGHT MANUAL
LIST OF PERFORMANCE CHARTS

FIGURE
NUMBER TITLE PAGE
n
4-1 Instructions for Using Cruise Performance Charts .............. 4-4
4-2 Example Cruise Performance Chart .................................... 4-5
o
4-3 Cruise Performance, 0 ft Altitude, ISA –30°C ...................... 4-6
4-4 Cruise Performance, 0 ft Altitude, ISA -15°C....................... 4-7
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4-5 Cruise Performance, 0 ft Altitude, ISA ................................. 4-8
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4-6 Cruise Performance, 0 ft Altitude, ISA +15°C ...................... 4-9
4-7 Cruise Performance, 0 ft Altitude, ISA +30°C ...................... 4-10
4-8 Cruise Performance, 3000 ft Altitude, ISA -30°C................. 4-11
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4-10
4-11
4-12
4-13
Cruise Performance, 3000 ft Altitude, ISA ...........................
Cruise Performance, 3000 ft Altitude, ISA +15°C................
Cruise Performance, 3000 ft Altitude, ISA +30°C................
Cruise Performance, 6000 ft Altitude, ISA –30°C ................
4-13
4-14
4-15
4-16
4-15 Cruise Performance, 6000 ft Altitude, ISA ........................... 4-18
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4-16 Cruise Performance, 6000 ft Altitude, ISA +15°C................ 4-19
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4-20 Cruise Performance, 9000 ft Altitude, ISA ........................... 4-23
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4-23 Cruise Performance, 12000 ft Altitude, ISA -30°C............... 4-26
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4-25 Cruise Performance, 12000 ft Altitude, ISA ......................... 4-28

4-26 Cruise Performance, 12000 ft Altitude, ISA +15°C.............. 4-29
4-27 Cruise Performance, 12000 ft Altitude, ISA +30°C.............. 4-30
4-28 Cruise Performance, 15000 ft Altitude, ISA –30°C .............. 4-31
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4-30 Cruise Performance, 15000 ft Altitude, ISA ......................... 4-33

4-31 Fuel Consumption per Nautical Mile Conversion Chart....... 4-34
4-32 Optimum Altitude for Maximum Range ................................ 4-35
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4-33 Configuration Drag Effect on Cruise Performance .............. 4-36

4-34 Increase in Drag Due to External Load................................ 4-37
4-35 IGE and OGE Hover Endurance, ISA -30°C........................ 4-38
4-36 IGE and OGE Hover Endurance, ISA -15°C........................ 4-39
4-37 IGE and OGE Hover Endurance, ISA .................................. 4-40
DECEMBER 22, 2005

Supplemental
LIST OF PERFORMANCE CHARTS (Cont.)

FIGURE TITLE PAGE
NUMBER
4-38 IGE and OGE Hover Endurance, ISA +15°C....................... 4-41
n
4-39 IGE and OGE Hover Endurance, ISA +30°C....................... 4-42
4-40 Time, Fuel, and Distance to Climb at Maximum
o
Continuous Power................................................................ 4-43
4-41 Category "A" Training Maximum Takeoff and Landing
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Gross Weight ....................................................................... 4-52
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Ve re
Un
DECEMBER 22, 2005

Supplemental
EXAMPLE: S-76C++ CRUISE PERFORMANCE

ISA 107% Nr
PRESSURE ALT: 6000 FT ACTUAL TEMP: 3.1° C
o n
WANTED KNOWN
e t R py
isi
A. CRUISE CONDITIONS FOR MAXIMUM RANGE OAT = 0° C
B. CONDITIONS FOR MAXIMUM ENDURANCE PRESSURE ALTITUDE = 5800 FT
C. MAXIMUM AIRSPEED IN LEVEL FLIGHT GW = 9500 LB
D. MAXIMUM AND MINIMUM AIRSPEED FOR ADDITIONAL DRAG = 7.5 SQ FT
SINGLE ENGINE (OEI) LEVEL FLIGHT
E. ADDITIONAL TORQUE NEEDED DUE TO
ev
Us en Co
ADDITIONAL DRAG AT BEST RANGE SPEED
METHOD
A. TURN TO CRUISE CHART NEAREST KNOWN C. AT INTERSECTION OF GROSS WEIGHT AND

FLIGHT CONDITIONS. AT INTERSECTION OF MAXIMUM CONTINUOUS OR AIRSPEED LIMIT,
o rr d
LONG RANGE LINE AND THE KNOWN VALUE WHICHEVER OCCURS FIRST:
OF GROSS WEIGHT: MOVE UP, READ TAS = 152 KTS
MOVE UP, READ TAS = 140 KTS MOVE DOWN, READ IAS = 138 KTS
MOVE DOWN, READ IAS = 128 KTS MOVE LEFT, READ TORQUE = 70%
r t u re
MOVE LEFT, READ TORQUE = 56% MOVE RIGHT, READ TOTAL

MOVE RIGHT, READ TOTAL FUEL FLOW = 650 LB/HR
FUEL FLOW = 565 LB/HR
D. AT INTERSECTIONS OF MAX CONTINUOUS
B. AT INTERSECTION OF MAX END AND R/C OEI TORQUE AND GROSS WEIGHT LINE:
io y C te
LINE AND KNOWN VALUE OF GROSS WEIGHT: MOVE DOWN, READ MAX IAS = 113 KTS (D1)
MOVE UP, READ TAS = 79 KTS MOVE DOWN, READ MIN IAS = 43 KTS (D2)
MOVE DOWN, READ IAS = 72 KTS FOR FUEL FLOW, ENTER TORQUE SCALE AT 97%
MOVE LEFT, READ TORQUE = 35% MOVE FAR RIGHT AND READ
MOVE RIGHT, READ TOTAL 840 LB/HR 2 = 420 LB/HR (D3)
FUEL FLOW = 445 LB/HR
Pr rif gis
E. AT INTERSECTION OF AIRSPEED AND

ADDITIONAL DRAG LINE:
MOVE RIGHT, READ ADDITIONAL TORQUE = 11%
FOR FUEL FLOW, ADD THIS AMOUNT TO TOTAL
TORQUE, MOVE RIGHT AND READ FUEL FLOW
Ve re
FUEL FLOW NOTES

Un
WITH ENGINE ANTI-ICE ON INCREASE FUEL FLOW

OBTAINED FROM ALL CHARTS BY 14 LB/HR
WITH HEATER CONTROL ON INCREASE FUEL FLOW
OBTAINED FROM ALL CHARTS BY 36 LB/HR
CC3664_1
SAF
Figure 4-1. Instructions for Using Cruise Performance Charts
DECEMBER 22, 2005

Un
S-76C++ CRUISE PERFORMANCE
ISA 107% Nr
Ve re
TRUE AIRSPEED ~ KTS

SA 4047-76C-15
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Pr rif gis
100 D3
8.5
TAKEOFF
POWER
8.0
90
MAX CONTINUOUS
io y C te
7.5
80 NORMAL CRUISE Vne
11.7 GW ~ 138 KTS 7.0
1000 LB
r t u re
11
70 LONG 6.5
10 RANGE C
o rr d
A 6.0
60 9
8 MAX END 5.5

AND R/C D1
50 D2
7
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

5.0

FUEL FLOW ~ 100 LB/HR
40 B 20
4.5
10
E
30 MAX CONTINUOUS 10
TORQUE PER ENGINE (AVERAGE) ~ %

e t R py
OEI TORQUE (91%) 5 4.0
TORQUE ~ %
Figure 4-2. Example Cruise Performance Chart

20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

ev
DRAG AREA ~ SQ FT
INDICATED AIRSPEED ~ KTS
CC3664_2
NOTE: FUEL CONSUMPTION MAY INCREASE BY AS MUCH AS 3% AT TBO SAF
4-5
Part 2, Section IV
Performance Data
Supplemental
isi
o n
Un
4-6
ISA -30° C 107% Nr
PRESSURE ALT: 0 FT ACTUAL TEMP: -15.0° C
Ve re
Supplemental
TRUE AIRSPEED ~ KTS

Part 2, Section IV
Performance Data
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

Pr rif gis
100 8.5
TAKEOFF
POWER NORMAL CRUISE
90 8.0
io y C te
GW ~ 7.5
80 11.7 1000 LB Vne
LONG 155 KTS
RANGE
r t u re
11
7.0
70
10
6.5
o rr d
60 9
8 6.0
50 30
7 MAX END
FLIGHT MANUAL
Us en Co
AND R/C
DECEMBER 22, 2005

5.5

10
40 20
5.0
MAX CONTINUOUS
OEI TORQUE (116%) 5 10
TORQUE ~ %
30

e t R py
4.5
20 0
Figure 4-3. Cruise Performance, 0 ft Altitude, ISA -30ºC

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
ev
DRAG AREA ~ SQ FT
CC3665_1
SA 4047-76C-15
isi
o n
Un
ISA -15° C 107% Nr
Ve re
TRUE AIRSPEED ~ KTS
SA 4047-76C-15
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

Pr rif gis
100
TAKEOFF
POWER NORMAL CRUISE 8.5
90
8.0
io y C te
GW ~ Vne
11.7 1000 LB 155 KTS
80 7.5
LONG
r t u re
11
RANGE
70 7.0
10
o rr d
9 6.5
60
8 6.0
50 30
7 MAX END
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

AND R/C

5.5
10
40 20
MAX CONTINUOUS 5.0
OEI TORQUE (116%) 5
10
TORQUE ~ %
30
e t R py

4.5
20 0
Figure 4-4. Cruise Performance, 0 ft Altitude, ISA –15ºC

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
ev
DRAG AREA ~ SQ FT
CC3665_2
4-7
Part 2, Section IV
Performance Data
Supplemental
isi
o n
Un
4-8
ISA 107% Nr
Ve re
Supplemental
TRUE AIRSPEED ~ KTS

Part 2, Section IV
Performance Data
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

Pr rif gis
100
TAKEOFF
POWER NORMAL CRUISE
8.5
90 Vne
io y C te
155 KTS 8.0
GW ~
80 11.7 1000 LB
11 7.5
r t u re
70 LONG
10 7.0
RANGE
o rr d
60 9 6.5
8
50 30 6.0
7 MAX END
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

AND R/C

10 5.5
20
40
MAX CONTINUOUS
OEI TORQUE (115%) 5 5.0
10
TORQUE ~ %
30
e t R py

4.5
Figure 4-5. Cruise Performance, 0 ft Altitude, ISA

20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

ev
DRAG AREA ~ SQ FT
CC3665_3
SAF
NOTE: FUEL CONSUMPTION MAY INCREASE BY AS MUCH AS 3% AT TBO
SA 4047-76C-15
isi
o n
Un
ISA +15° C 107% Nr
Ve re
TRUE AIRSPEED ~ KTS
SA 4047-76C-15
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Pr rif gis
100 9.0
TAKEOFF
POWER
90 8.5
io y C te
MAX CONTINUOUS Vne
GW ~ 155 KTS
11.7 1000 LB 8.0
80 NORMAL CRUISE
11
r t u re
7.5
70 LONG
10 RANGE
7.0
o rr d
60 9
6.5
8
50 30 6.0
7 MAX END
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

AND R/C

10
40 20 5.5
MAX CONTINUOUS
OEI TORQUE (104%) 5 5.0
10
e t R py
TORQUE ~ %
30

4.5
20 0
Figure 4-6. Cruise Performance, 0 ft Altitude, ISA +15ºC

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
ev
DRAG AREA ~ SQ FT
CC3665_4
SAF
4-9
Part 2, Section IV
Performance Data
Supplemental
isi
o n
Un
4-10
ISA +30° C 107% Nr
Ve re
Supplemental
TRUE AIRSPEED ~ KTS

Part 2, Section IV
Performance Data
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Pr rif gis
100
9.0
GW ~
11.7 1000 LB
90 8.5
io y C te
11 TAKEOFF
POWER 8.0
80 MAX CONTINUOUS
r t u re
10 Vne
153 KTS 7.5
70 NORMAL CRUISE
9 7.0
LONG
o rr d
60 RANGE
8 6.5
50 7 MAX END 30
6.0
FLIGHT MANUAL
10
Us en Co
AND R/C
DECEMBER 22, 2005

20
40 5.5
MAX CONTINUOUS 5
OEI TORQUE (91%) 10 5.0
TORQUE ~ %
30

e t R py
4.5
20 0

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
ev
DRAG AREA ~ SQ FT
CC3665_5
SAF
SA 4047-76C-15
isi
o n
Un
ISA -30° C 107% Nr
Ve re
TRUE AIRSPEED ~ KTS
SA 4047-76C-15
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

Pr rif gis
100
TAKEOFF NORMAL CRUISE Vne
POWER 155 KTS 8.0
90
io y C te
GW ~ 7.5
11.7 1000 LB
80
7.0
11
r t u re
LONG
70 RANGE 6.5
10
o rr d
60 9 6.0
8
30 5.5
50 MAX END
7
FLIGHT MANUAL
AND R/C
Us en Co
DECEMBER 22, 2005

10 5.0
40 20
MAX CONTINUOUS
OEI TORQUE (116%) 5 4.5
10
e t R py
TORQUE ~ %
30

4.0
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

ev
DRAG AREA ~ SQ FT
CC3666_1
SAF
4-11
Part 2, Section IV
Performance Data
Supplemental
isi
o n
Un
4-12
ISA -15° C 107% Nr
Ve re
Supplemental
TRUE AIRSPEED ~ KTS

Part 2, Section IV
Performance Data
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Pr rif gis
100 8.5
TAKEOFF NORMAL CRUISE
POWER Vne
155 KTS 8.0
90
GW ~
io y C te
11.7 1000 LB
7.5
80
11
7.0
r t u re
70 10 LONG
RANGE 6.5
o rr d
60 9 6.0
8
50 MAX END 30 5.5
AND R/C
FLIGHT MANUAL
Us en Co
7
DECEMBER 22, 2005

10
40 20 5.0
MAX CONTINUOUS 5 4.5

10
TORQUE ~ %
30 OEI TORQUE (114%)

e t R py
4.0
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

ev
DRAG AREA ~ SQ FT
CC3666_2
SAF
SA 4047-76C-15
isi
o n
Un
ISA 107% Nr
Ve re
TRUE AIRSPEED ~ KTS
SA 4047-76C-15
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Pr rif gis
100
TAKEOFF 8.5
POWER MAX CONTINUOUS
90 NORMAL CRUISE Vne 8.0

io y C te
155 KTS
GW ~
11.7 1000 LB 7.5
80
11
r t u re
7.0
70 10
LONG
RANGE 6.5
9
o rr d
60
8 6.0
50 7 MAX END 30
AND R/C 5.5
FLIGHT MANUAL
Us en Co
10
DECEMBER 22, 2005

40 20 5.0
MAX CONTINUOUS 5
OEI TORQUE (106%) 10 4.5
e t R py
TORQUE ~ %
30

4.0
20 0

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
ev
DRAG AREA ~ SQ FT
CC3666_3
SAF
4-13
Part 2, Section IV
Performance Data
Supplemental
isi
o n
Un
4-14
ISA +15° C 107% Nr
Ve re
Supplemental
TRUE AIRSPEED ~ KTS

Part 2, Section IV
Performance Data
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Pr rif gis
100
TAKEOFF
POWER 8.0
90
io y C te
7.5
MAX CONTINUOUS
GW ~ Vne
80 11.7 1000 LB
143 KTS 7.0
11 NORMAL CRUISE
r t u re
70 6.5
10
LONG 6.0
o rr d
60 9 RANGE
8 5.5
MAX END 30
50 AND R/C
7
FLIGHT MANUAL
5.0
Us en Co
DECEMBER 22, 2005

10 20
40
4.5
MAX CONTINUOUS
TORQUE ~ %
30 4.0

e t R py
20 0 3.5
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

ev

DRAG AREA ~ SQ FT
CC3666_4
SAF
SA 4047-76C-15
isi
o n
Un
ISA +30° C 107% Nr
Ve re
TRUE AIRSPEED ~ KTS
SA 4047-76C-15
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Pr rif gis
100
GW ~ 8.5
90 11.7 1000 LB
io y C te
8.0
11 TAKEOFF
80 POWER
7.5
Vne
r t u re
10 136 KTS
70 MAX CONTINUOUS 7.0
9
o rr d
NORMAL CRUISE LONG 6.5
60 RANGE
8
6.0
MAX END 30
50 AND R/C
7
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

5.5
40 20
10 5.0
MAX CONTINUOUS
OEI TORQUE (85%) 10
TORQUE ~ %
e t R py
30

5 4.5
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

ev

DRAG AREA ~ SQ FT
CC3666_5
SAF
4-15
Part 2, Section IV
Performance Data
Supplemental
isi
o n
Un
4-16
ISA -30° C 107% Nr
Ve re
Supplemental
TRUE AIRSPEED ~ KTS

Part 2, Section IV
Performance Data
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Pr rif gis
100
TAKEOFF
POWER MAX CONTINUOUS 8.0
Vne
90 GW ~ 153 KTS 7.5
io y C te
11.7 1000 LB NORMAL CRUISE
80 7.0
11
r t u re
6.5
70 LONG
10
RANGE 6.0
o rr d
60 9
5.5
8 MAX END
50 AND R/C 30
5.0
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

10

7
40 20
4.5
MAX CONTINUOUS 5
10
TORQUE ~ %
30

e t R py
OEI TORQUE (111%) 4.0
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

ev

DRAG AREA ~ SQ FT
CC3667_1
SAF
SA 4047-76C-15
isi
o n
Un
ISA -15° C 107% Nr
Ve re
TRUE AIRSPEED ~ KTS
SA 4047-76C-15
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Pr rif gis
100
Vne
TAKEOFF MAX CONTINUOUS 149 KTS
POWER 8.0
90 NORMAL CRUISE
io y C te
7.5
80 GW ~
11.7 1000 LB 7.0
r t u re
11
6.5
70
10 LONG
RANGE 6.0
o rr d
60 9
8 5.5
MAX END
50 AND R/C 30
7
FLIGHT MANUAL
Us en Co
5.0
DECEMBER 22, 2005

40 10 20
4.5
MAX CONTINUOUS
e t R py
TORQUE ~ %
30

4.0
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

ev

DRAG AREA ~ SQ FT
CC3667_2
SAF
4-17
Part 2, Section IV
Performance Data
Supplemental
isi
o n
Un
4-18
ISA 107% Nr
Ve re
Supplemental
TRUE AIRSPEED ~ KTS

Part 2, Section IV
Performance Data
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Pr rif gis
100
8.5
TAKEOFF
POWER
8.0
90
MAX CONTINUOUS
io y C te
7.5
80 NORMAL CRUISE Vne
11.7 GW ~ 138 KTS 7.0
1000 LB
r t u re
11
70 LONG 6.5
RANGE
10
o rr d
6.0
60
9
MAX END 5.5
8 AND R/C
50
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

7 5.0

40 20
MAX CONTINUOUS 4.5
OEI TORQUE (97%) 10
30 10

e t R py
5 4.0
TORQUE ~ %
20 0

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
ev
DRAG AREA ~ SQ FT
CC3667_3
SAF
SA 4047-76C-15
isi
o n
Un
ISA +15° C 107% Nr
Ve re
TRUE AIRSPEED ~ KTS
SA 4047-76C-15
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Pr rif gis
100
GW ~ 8.5
11.7 1000 LB
90 8.0
io y C te
11 TAKEOFF
POWER 7.5
80 MAX CONTINUOUS
Vne
7.0
r t u re
10 129 KTS
70 NORMAL CRUISE
6.5
9
o rr d
60 6.0
LONG
8 MAX END RANGE
AND R/C 5.5
50
7
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

5.0
40 20
MAX CONTINUOUS 10 4.5

30 OEI TORQUE (83%) 10
e t R py

5
TORQUE ~ %
4.0
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

ev

DRAG AREA ~ SQ FT
CC3667_4
SAF
4-19
Part 2, Section IV
Performance Data
Supplemental
isi
o n
Un
4-20
ISA +30° C 107% Nr
Ve re
Supplemental
TRUE AIRSPEED ~ KTS

Part 2, Section IV
Performance Data
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Pr rif gis
100
GW ~ 85
11.7 1000 LB
90
80
io y C te
11
80 75
10 TAKEOFF LONG
r t u re
POWER RANGE 70
70
9 MAX CONTINUOUS
65
Vne
o rr d
60 NORMAL CRUISE 120 KTS
8 60
MAX END
50 7 AND R/C 55
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

50
20
40
MAX CONTINUOUS
30 10

e t R py
5
TORQUE ~ %
40
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

ev

DRAG AREA ~ SQ FT
CC3667_5
SAF
SA 4047-76C-15
isi
o n
Un
ISA -30° C 107% Nr
Ve re
TRUE AIRSPEED ~ KTS

SA 4047-76C-15
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Pr rif gis
100
8.0
TAKEOFF MAX CONTINUOUS
90 POWER 7.5
io y C te
NORMAL CRUISE
Vne 7.0
80 126 KTS
GW ~
6.5
r t u re
11.7 1000 LB
70 11 LONG 6.0
10 RANGE
o rr d
60 9 5.5
MAX END
8 AND R/C
5.0
50 7
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

4.5
40 20
MAX CONTINUOUS
OEI TORQUE (101%) 10 4.0
30 10

e t R py
5
TORQUE ~ %
3.5
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

ev

DRAG AREA ~ SQ FT
CC3668_1
4-21
Part 2, Section IV
Performance Data
Supplemental
isi
o n
Un
4-22
ISA -15° C 107% Nr
Ve re
Supplemental
TRUE AIRSPEED ~ KTS

Part 2, Section IV
Performance Data
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Pr rif gis
100 8.5
GW ~
11.7 1000 LB 8.0
90 TAKEOFF
7.5
io y C te
11 POWER MAX CONTINUOUS
NORMAL CRUISE 7.0

80
10 Vne
r t u re
6.5
126 KTS
70
9 6.0
o rr d
60 8 5.5
MAX END
AND R/C LONG
RANGE 5.0
50 7
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

4.5
40 20
MAX CONTINUOUS 10
30 10

e t R py
5
TORQUE ~ %
3.5
20 0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

ev

DRAG AREA ~ SQ FT
CC3668_2
SAF
SA 4047-76C-15
isi
o n
Un
ISA 107% Nr
Ve re
TRUE AIRSPEED ~ KTS
SA 4047-76C-15
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Pr rif gis
100
8.5
GW ~ 8.0
90 11.7 1000 LB
io y C te
7.5
11 TAKEOFF
80 POWER MAX CONTINUOUS 7.0
r t u re
NORMAL CRUISE Vne
10 6.5
121 KTS
70
9 6.0
o rr d
60
MAX END 5.5
8 AND R/C LONG
50 RANGE 5.0
7
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

40 20 4.5
MAX CONTINUOUS 10
30 10

e t R py
5
TORQUE ~ %
3.5
20 0

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
ev
DRAG AREA ~ SQ FT
CC3668_3
SAF
4-23
Part 2, Section IV
Performance Data
Supplemental
isi
o n
Un
4-24
ISA +15° C 107% Nr
Ve re
Supplemental
TRUE AIRSPEED ~ KTS

Part 2, Section IV
Performance Data
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Pr rif gis
100
8.5
90 8.0
io y C te
GW ~
11.7 1000 LB 7.5
80 LONG
11 TAKEOFF 7.0
RANGE
r t u re
POWER
MAX CONTINUOUS 6.5
70 10
Vne
NORMAL CRUISE 112 KTS 6.0
o rr d
9
60 MAX END
8 AND R/C 5.5
50
7 5.0
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

40 20 4.5
MAX CONTINUOUS 10
30 OEI TORQUE (81%) 10 4.0

e t R py
5
TORQUE ~ %
0 3.5
20
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
ev

DRAG AREA ~ SQ FT
CC3668_4
SAF
SA 4047-76C-15
isi
o n
Un
ISA +30° C 107% Nr
Ve re
TRUE AIRSPEED ~ KTS
SA 4047-76C-15
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Pr rif gis
100
8.5
90 GW ~ 8.0
io y C te
11.7 1000 LB
7.5
80 11 GW > 11,000 LB
Vne 65 KTS 7.0
r t u re
Vne
10 102 KTS
70 TAKEOFF 6.5
POWER MAX END
9 AND R/C
o rr d
6.0
60 MAX CONTINUOUS
8 NORMAL CRUISE
5.5
50 7
FLIGHT MANUAL
5.0
Us en Co
DECEMBER 22, 2005

40 20
4.5
MAX CONTINUOUS
30 OEI TORQUE (72%) 10 10 4.0

e t R py
5
TORQUE ~ %
20 0 3.5
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

ev
Figure 4-22. Cruise Performance, 9000 ft Altitude, ISA +30°C

DRAG AREA ~ SQ FT
CC3668_5
SAF
4-25
Part 2, Section IV
Performance Data
Supplemental
isi
o n
Un
4-26
ISA -30°C 107% Nr
Ve re
Supplemental
TRUE AIRSPEED ~ KTS

Part 2, Section IV
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Performance Data
Pr rif gis
100 8.5
GW ~ 8.0
11.7 1000 LB Vne
90 99 KTS 7.5
io y C te
TAKEOFF
80
NORMAL CRUISE 6.5
r t u re
LONG
10 RANGE 6.0
70
MAX END 5.5

o rr d
9
60 AND R/C
5.0
8
50
7 4.5
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

40 4.0
MAX CONTINUOUS
OEI TORQUE (91%)
10
e t R py
30

3.5
10
5
20 0
TORQUE ~ %
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

ev
Figure 4-23. Cruise Performance, 12000 ft Altitude, ISA -30ºC

DRAG AREA ~ SQ FT
NOTES: 1. FUEL CONSUMPTION MAY INCREASE BY AS MUCH AS 3% AT TBO CC3669_1
SAF
2. ACTUAL TEMP BELOW LIMIT, CHART PRESENTED FOR INTERPOLATION ONLY
SA 4047-76C-15
isi
o n
Un
ISA -15° C 107% Nr
Ve re
TRUE AIRSPEED ~ KTS
SA 4047-76C-15
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Pr rif gis
100
8.5
GW ~
11.7 1000 LB 8.0
90 Vne 7.5
io y C te
99 KTS
11 TAKEOFF 7.0
80 POWER MAX CONTINUOUS
6.5
r t u re
LONG
NORMAL CRUISE RANGE
70 10 6.0
MAX END
o rr d
AND R/C 5.5
60 9
5.0
8
50
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

4.5

7
40
MAX CONTINUOUS 4.0
OEI TORQUE (85%)
10
e t R py
30

10 3.5
5
20 0
TORQUE ~ %
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

ev

DRAG AREA ~ SQ FT
CC3669_2
SAF
4-27
Part 2, Section IV
Performance Data
Supplemental
isi
o n
Un
4-28
ISA 107% Nr
Ve re
Supplemental
TRUE AIRSPEED ~ KTS

Part 2, Section IV
Performance Data
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Pr rif gis
100
8.5
GW ~
11.7 1000 LB 8.0
90
io y C te
GW > 11,000 LB 7.5
11 Vne 62 KTS Vne
80 104 KTS 7.0
TAKEOFF
r t u re
70 NORMAL CRUISE
9 6.0
LONG
o rr d
60 RANGE 5.5
8
5.0
50 7
MAX END
FLIGHT MANUAL
Us en Co
AND R/C
DECEMBER 22, 2005

4.5
40 20
MAX CONTINUOUS
30 10

e t R py
10
3.5
TORQUE ~ %
5
20 0

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
ev
DRAG AREA ~ SQ FT
CC3669_3
SAF
SA 4047-76C-15
isi
o n
Un
ISA +15° C 107% Nr
Ve re
TRUE AIRSPEED ~ KTS

SA 4047-76C-15
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Pr rif gis
100
GW ~
1000 LB 8.5
90 11.7 8.0
io y C te
TAKEOFF 7.5
11 POWER
80 7.0
GW > 11,000 LB Vne
93 KTS
r t u re
10 Vne 62 KTS
6.5
70
9 6.0
MAX CONTINUOUS
o rr d
60 NORMAL CRUISE 5.5
8
7 MAX END 5.0

50
AND R/C
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

4.5
40
MAX CONTINUOUS 4.0
OEI TORQUE (73%) 10
30

e t R py
10 3.5
5
20 0
TORQUE ~ %
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

ev

DRAG AREA ~ SQ FT
CC3669_4
SAF
4-29
Part 2, Section IV
Performance Data
Supplemental
isi
o n
Un
4-30
ISA +30° C 107% Nr
Ve re
Supplemental
TRUE AIRSPEED ~ KTS

Part 2, Section IV
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Performance Data
Pr rif gis
100 9.0
8.5
GW ~
90 11.7 1000 LB 8.0
io y C te
7.5
80 11 GW > 11,000 LB
Vne 62 KTS 7.0
Vne
r t u re
TAKEOFF 83 KTS 6.5
70 POWER 10
6.0
o rr d
9
60
5.5
8 MAX END MAX CONTINUOUS
AND R/C NORMAL CRUISE 5.0
50
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

7

4.5
40
4.0
10
e t R py
30 MAX CONTINUOUS

OEI TORQUE (65%)
10 3.5
5
20 0
TORQUE ~ %
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

ev

DRAG AREA ~ SQ FT
SAF
2. DENSITY ALTITUDE ABOVE LIMIT, CHART PRESENTED FOR INTERPOLATION ONLY
SA 4047-76C-15
isi
o n
Un
ISA -30° C 107% Nr
Ve re
TRUE AIRSPEED ~ KTS
SA 4047-76C-15
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Pr rif gis
100
GW ~ 8.5
1000 LB 8.0
TAKEOFF
90 POWER 7.5
11.7 Vne
io y C te
GW > 11,000 LB 81 KTS 7.0
11 Vne 59 KTS
80 6.5
r t u re
10 MAX CONTINUOUS 6.0
70 NORMAL CRUISE
5.5
9
o rr d
60 5.0
8
MAX END
AND R/C 4.5
50 7
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

4.0
40 MAX CONTINUOUS
OEI TORQUE (82%)
3.5
10
e t R py
30

10
3.0
5
20 0
TORQUE ~ %
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

ev

DRAG AREA ~ SQ FT
SAF
2. ACTUAL TEMP BELOW LIMIT, CHART PRESENTED FOR INTERPOLATION ONLY
4-31
Part 2, Section IV
Performance Data
Supplemental
isi
o n
Un
4-32
ISA -15° C 107% Nr
Ve re
Supplemental
TRUE AIRSPEED ~ KTS

Part 2, Section IV
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Performance Data
Pr rif gis
100
GW > 11,000 LB 8.5
Vne 59 KTS Vne
83 KTS 8.0
90
11.7 7.5
io y C te
11 7.0
80
6.5
r t u re
TAKEOFF 10
9
NORMAL CRUISE
5.5
o rr d
60 8
MAX END 5.0
7 AND R/C
50
4.5
FLIGHT MANUAL
GW ~
Us en Co
DECEMBER 22, 2005

1000 LB
40 4.0
MAX CONTINUOUS
10
e t R py
30

10
5 3.0
20 0
TORQUE ~ %
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

ev

DRAG AREA ~ SQ FT
CC3670_2
SAF
SA 4047-76C-15
isi
o n
Un
ISA 107% Nr
Ve re
TRUE AIRSPEED ~ KTS
SA 4047-76C-15
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Pr rif gis
100 9.0
8.5
11.7
90 GW > 11,000 LB 8.0
Vne 59 KTS
io y C te
11 7.5
Vne
80 96 KTS 7.0
TAKEOFF 10
r t u re
POWER 6.5
70 6.0
9
MAX CONTINUOUS
o rr d
5.5
60 8 NORMAL CRUISE
MAX END 5.0
LONG
AND R/C
7 RANGE
50
4.5
FLIGHT MANUAL
Us en Co
GW ~
DECEMBER 22, 2005

1000 LB
40 4.0
MAX CONTINUOUS
30 OEI TORQUE (72%) 10 3.5
e t R py

10
5 3.0
20 0
TORQUE ~ %

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
ev
DRAG AREA ~ SQ FT
CC3670_3
SAF
4-33
Part 2, Section IV
Performance Data
Supplemental
isi
o n
Supplemental
o n
e t R py
isi
ev
Us en Co
o rr d
r t u re
io y C te
Pr rif gis
Ve re
Un
Figure 4-31. Fuel Consumption per Nautical Mile Conversion Chart
DECEMBER 22, 2005

Supplemental
OPTIMUM ALTITUDE FOR MAXIMUM RANGE

DUAL ENGINE
ZERO WIND 107% Nr
n
WANTED METHOD
o
OPTIMUM ALTITUDE FOR MAXIMUM RANGE ENTER CHART AT 2000 FT / 16 °C, MOVE ALONG
e t R py
isi
TEMPERATURE TREND LINES TO GROSS WEIGHT
INTERSECTION, MOVE DOWN AND READ
KNOWN OPTIMUM ALTITUDE = 10,750 FT
CONDITIONS AT TAKEOFF: MOVE LEFT, READ PREDICTED TEMP = -1 °C
OAT = +16 °C SELECT CRUISE CHART NEAREST PREDICTED
PRESSURE ALTITUDE = 2000 FT CONDITIONS FOR CRUISE INFORMATION
ev
Us en Co
GW = 9,000 LB
50
40 HIGH AMBIENT
TEMP LIMIT
o rr d
30
r t u re
20 11.7
AMBIENT TEMPERATURE ~ °C
11.5 15,000 FT DENSITY

io y C te
11
10.5 ALTITUDE
10 10
9.5
9
Pr rif gis
0 8.5
GROSS
8 WEIGHT
~ 1000 LB
-10
Ve re
-20 TEM
TRE PERAT
ND U
LIN RE
ES
-30
Un
-40
LOW AMBIENT
TEMP LIMIT
-50
0 2 4 6 8 10 12 14 16 18
OPTIMUM PRESSURE ALTITUDE ~ 1000 FT

CC3671
SAF
Figure 4-32. Optimum Altitude for Maximum Range
DECEMBER 22, 2005

Supplemental
S-76 C++ CONFIGURATION DRAG CHANGES

FOR USE WITH CRUISE CHARTS
DRAG AREA
n
ITEM ~ SQ FT
o
LANDING GEAR DOWN 5.00
EXTERNAL SLIDING DOORS (CLOSED) 0.40
e t R py
isi
EXTERNAL SLIDING DOORS (OPEN) 2.10
UTILITY HOIST 2.00
ev
NIGHT SUN SEARCH LIGHT 1.31
Us en Co FORWARD LOOKING INFRARED RADAR

(F.L.I.R.)
AUTO DEPLOY EMERGENCY LOCATER

TRANSMITTER ANTENNA
0.83
0.41
o rr d
NOTE: WITH SLIDING DOOR(S) OPEN OR NIGHTSUN EXTENDED
Vne IS FURTHER RESTRICTED. REFER TO BASIC MANUAL
r t u re
FIGURE 1-8 Vne PLACARDS (SHEET 2 OF 2) TO DETERMINE

APPROPRIATE INDICATED Vne AIRSPEED.
io y C te
AUTO DEPLOY EMERGENCY LOCATER

TRANSMITTER ANTENNA
Pr rif gis
(MOUNTED TO RIGHT SIDE TAIL CONE)
UTILITY HOIST
Ve re
Un
LANDING GEAR DOWN
EXTERNAL SLIDING DOOR
FORWARD LOOKING NIGHT SUN SEARCH LIGHT

CC3672
INFRARED RADAR SAF
Figure 4-33. Configuration Drag Effect on Cruise Performance
DECEMBER 22, 2005

Supplemental
o n
e t R py
isi
ev
Us en Co
o rr d
r t u re
io y C te
Pr rif gis
Ve re
Un
Figure 4-34. Increase in Drag Due to External Load
DECEMBER 22, 2005

Un
DUAL ENGINE HOVER ENDURANCE
4-38
ISA -30° C 107%Nr
Ve re
12.0 12.0
Supplemental
MAX GROSS WEIGHT 6 3 0 9 MAX GROSS WEIGHT 0 3

~ 11,700 LB ~ 11,700 LB 6
Part 2, Section IV
Performance Data
11.5 11.5
Pr rif gis
11.0 IGE (5 FT WHEEL HEIGHT) 11.0 OGE
12
9
10.5 10.5
io y C te
10.0 10.0
r t u re
FOR 12
INTERPOLATION
9.5 ONLY 9.5
o rr d
9.0 9.0
FOR
INTERPOLATION
8.5 8.5 ONLY
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

GROSS WEIGHT ~ 1000 LB
8.0 8.0
7.5 PRESSURE ALTITUDE 7.5 PRESSURE ALTITUDE

~ 1000 FT ~ 1000 FT
e t R py
7.0 7.0
12 9 6 3 0 12 9 6 3 0
6.5 6.5
Figure 4-35. IGE and OGE Hover Endurance, ISA –30ºC

ev
400 440 480 520 560 600 640 680 720 760 440 480 520 560 600 640 680 720 760 800 840 880
FUEL FLOW ~ LB/HR FUEL FLOW ~ LB/HR

CC3673_1
SAF
SA 4047-76C-15
isi
o n
Un
ISA -15° C 107%Nr
Ve re
12.0 12.0
MAX GROSS WEIGHT 6 3 0 MAX GROSS WEIGHT 0 3
SA 4047-76C-15
~ 11,700 LB 9 ~ 11,700 LB
11.5 11.5
6
Pr rif gis
11.0 IGE (5 FT WHEEL HEIGHT) 11.0 OGE
io y C te
10.5 12 10.5
9
10.0 10.0
r t u re
9.5 15 9.5
12
o rr d
9.0 9.0
8.5 8.5 15
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

8.0 8.0
7.5 PRESSURE ALTITUDE 7.5 12 PRESSURE ALTITUDE

~ 1000 FT ~ 1000 FT
e t R py
7.0 15 7.0
12 9 6 3 0 15 9 6 3 0
6.5 6.5
Figure 4-36. IGE and OGE Hover Endurance, ISA –15ºC

ev
400 440 480 520 560 600 640 680 720 760 800 460 500 540 580 620 660 700 740 780 820 860

CC3673_2
SAF
4-39
Part 2, Section IV
Performance Data
Supplemental
isi
o n
Un
4-40
ISA 107%Nr
Ve re
12.0 12.0
MAX GROSS WEIGHT 3 6 MAX GROSS WEIGHT 0 3
Supplemental
~ 11,700 LB ~ 11,700 LB
11.5 0 11.5
Part 2, Section IV
Performance Data
IGE (5 FT WHEEL HEIGHT) OGE

Pr rif gis
11.0 9 11.0
6
10.5 10.5
io y C te
10.0 12 10.0
9
r t u re
9.5 9.5
o rr d
9.0 15 9.0
12
8.5 8.5
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

8.0 8.0 15

~ 1000 FT ~ 1000 FT
e t R py
12
7.0 7.0
Figure 4-37. IGE and OGE Hover Endurance, ISA

15 12 9 6 3 0 15 9 6 3 0
6.5 6.5
ev
400 440 480 520 560 600 640 680 720 760 480 520 560 600 640 680 720 760 800 840 880

CC3673_3
SAF
SA 4047-76C-15
isi
o n
Un
ISA +15° C 107%Nr
Ve re
12.0 12.0
MAX GROSS WEIGHT 3 0 MAX GROSS WEIGHT 0
~ 11,700 LB ~ 11,700 LB
11.5 11.5
SA 4047-76C-15
IGE (5 FT WHEEL HEIGHT) 6 OGE 3

Pr rif gis
11.0 11.0
10.5 10.5
io y C te
6
10.0 9 10.0
r t u re
9.5 9.5
FOR
o rr d
9.0 INTERPOLATION 9.0
ONLY 12 FOR
INTERPOLATION 9
8.5 8.5 ONLY
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

8.0 8.0 12

~ 1000 FT 15 ~ 1000 FT
e t R py
7.0 7.0
15 12 9 6 3 0 12 9 6 3 0
Figure 4-38. IGE and OGE Hover Endurance, ISA +15ºC

6.5 6.5
ev
440 480 520 560 600 640 680 720 760 800 500 540 580 620 660 700 740 780 820 860 900

CC3673_4
SAF
4-41
Part 2, Section IV
Performance Data
Supplemental
isi
o n
Un
4-42
ISA +30° C 107%Nr
Ve re
12.0 12.0
MAX GROSS WEIGHT 0 MAX GROSS WEIGHT
Supplemental
~ 11,700 LB ~ 11,700 LB
11.5 3 11.5
Part 2, Section IV
Performance Data
IGE (5 FT WHEEL HEIGHT) OGE

Pr rif gis
11.0 11.0 0
10.5 6 10.5
io y C te
3
10.0 10.0
r t u re
9
9.5 9.5
6
o rr d
9.0 9.0
FOR 12 FOR
8.5 INTERPOLATION 8.5 INTERPOLATION 9
ONLY ONLY
FLIGHT MANUAL
Us en Co
DECEMBER 22, 2005

8.0 8.0

~ 1000 FT ~ 1000 FT
e t R py
7.0 7.0
12 9 6 3 0 12 9 6 3 0
Figure 4-39. IGE and OGE Hover Endurance, ISA +30ºC

6.5 6.5
ev
440 480 520 560 600 640 680 720 760 800 840 520 560 600 640 680 720 760 800 840 880

CC3673_5
SAF
SA 4047-76C-15
isi
o n
Supplemental
S-76C++ CLIMB PERFORMANCE

DUAL ENGINE - MAXIMUM CONTINUOUS POWER
STANDARD LAPSE RATE ZERO WIND 107% Nr
MAXIMUM GROSS WEIGHT
12 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
n
15
11
GROSS WEIGHT
16
o
~ 1000 LB
10
PRESSURE
e t R py
isi
9 ALTITUDE
~ 1000 FT
8
ev
Us en Co 20
74 72 70 68 66 64 62 60 58 AIRSPEED FOR MAX R/C ~ KIAS
°C FROM ISA
TIME TO CLIMB ~ MIN
16 +30 +15 ISA -15 -30

12
8
o rr d
4
r t u re
0 ISA
160 +15 -15 -30
+30
140
io y C te
120
FUEL USED ~ LB
100 °C FROM ISA

Pr rif gis
80
60
40
Ve re
20
0
+30
Un
20 +15
ISA
DISTANCE TRAVELED
-15 -30
16
12
~ NM
8 °C FROM ISA
0
NOTE: FOR CLIMB STARTING AT OTHER THAN SEA LEVEL, ENTER CHART TWICE CC3674
AND SUBTRACT INITIAL ALTITUDE DATA FROM FINAL ALTITUDE DATA SAF
Figure 4-40. Time, Fuel, and Distance to Climb at Maximum Continuous Power
DECEMBER 22, 2005

Supplemental
PILOT TRAINING PROVISIONS
• Single Engine Pilot Training
• Manual Reversion Training
n
SINGLE ENGINE PILOT TRAINING
o
A. PURPOSE:
e t R py
isi
To provide a means to accomplish safe and realistic pilot training during
simulated one-engine inoperative situations while retaining equally realistic
dual engine operation prior to the simulated failure. Crews are encouraged to
ev
Us en Co
use the OEI training feature in strict accordance with the procedures and only
within the gross weight limits found within this document. Preparation and
familiarity through training may be expected to enhance pilot performance
during actual emergencies.
B. CONCEPT:
o rr d
To prevent the unnecessary use of the actual single engine ratings, the 30-
Second power limiter is set equal to or less than normal dual engine takeoff
r t u re
power, and the 2-Minute and OEI MCP limiters are ratioed below that. The
aircraft gross weight is loaded in accordance with the reduced weight, OEI
Training WAT curve that has been carefully designed to retain the correct
io y C te
ratio of power and weight for the aircraft configurations and ambient
conditions presented on the chart. To complete the fidelity from a
performance and handling point of view, the dual engine power provided
when selected in dual training is similarly ratioed, and all normal DECU
Pr rif gis
features such as single speed 107% governing, load sharing, limiting, and
dual engine blowaway are retained in entirety.
Both N1 and torque indications are biased to appear correct at the limits; T5
and fuel flow is not. When either dual engine limit is reached, N1 will indicate
Ve re
100.0% in the ambients where the engine would normally be expected to be

N1 limited, or torque will indicate 100% in correspondingly colder ambients.
When against the limit, the application of additional collective will result in
Un
rotor droop. Similarly, during OEI operation with one engine selected to
training idle, N1 or torque of the other engine will indicate correctly at the limit
selected when power required is commanded to the limit by collective input.
With respect to N1 and torque indications, DECU features and

characteristics, and apparent handling response, accurate training is
preserved while limiting engine power to 100% N1 or less. The aircraft,
loaded to the training WAT curve, will perform during the training flight as it
would if loaded at normal Category A WAT gross weights with normal
specification power available at each rating.
DECEMBER 22, 2005

Supplemental
C. SAFETY:
Both engine levers remain in the FLY position during OEI training. During
single engine work, the simulated failed engine in training idle remains
governed at 91% N2. If training idle is deselected by moving the training
n
switch to the center position, the acceleration time for the simulated failed
engine to reach 107% N2 and provide power is minimized.
o
If an actual engine failure is detected on either engine during training, the
e t R py
isi
engine in training idle will automatically exit training and accelerate to provide
either real (non-training) 2-Minute power or OEI MCP, if active, at 107% N2,
while the engine in training flight would have provided power up to the real 2-
Minute limit in place. The 30-Second limit can be commanded, but due to the
ev
Us en Co
very light training gross weight, the need for this power is considered
unlikely.
If an OEI training maneuver is performed improperly resulting in excessive

rotor droop, the engine in training idle will begin to provide power at 91% N2
and will reach maximum power if Nr droops further.
o rr d
The OEI training function is inhibited if either engine has latched a Degraded
or Total fault, and if either category fault is detected while in training, an
r t u re
automatic exit from the mode will occur. Additionally, the DECUs will ignore
any training switch command at power-up and recognize commands only
when received during a powered state. If the switch is inadvertently left on
io y C te
from a previous flight, the function will remain inoperative until switched off
and back on during DECU powered operation.
D. CONFIGURATION; switches, lights, and functions:

Pr rif gis
1. OEI Training Switch - Located beneath the copilot's power-off Vne

placard door, the switch has four positions arranged as a T. The center
aft position is off; center forward is dual engine training; and forward,
lever locked to the left or right, is training idle (simulated OEI) for #1 or
Ve re
#2 engine respectively. An amber caution light, adjacent to the power-off

Vne placard is illuminated if the switch is set to any of the three forward
positions and the engine DECUs recognize the switch command.
Un
2. 30-Second and 2-Minute OEI Armed and Usage Lights - The lights
function correctly in all respects during training.
3. The collective mounted OEI Limits Select switches - The switches

function correctly in all respects during training.
4. Engine Out lights and audible tone - The engine out lights and tone are
not included in the simulation. For the purpose of safety, the engine out
lights will remain off during simulated OEI operation, but they will
illuminate and the tone will sound if an actual engine failure does occur.
DECEMBER 22, 2005

4-45
Supplemental
5. DECU early detection engine out logic - The comparator-based logic will
not function during simulated single engine operation, although the
feature will be fully functional in training flight prior to the simulated
failure. The individual, N1 trip point based engine out warnings will
n
always remain operative.
o
E. OPERATING GUIDELINES:
e t R py
isi
1. Loading must not exceed the weight derived from the training WAT
curve.
2. Both engines remain in FLY during single engine training.
ev
Us en Co
3. Qualified flight instructor is responsible for the conduct of the training.
F. NORMAL PROCEDURES:
PRE-FLIGHT
o rr d
1. Determine OAT and pressure altitude of site to be used for single engine
proficiency training.
r t u re
2. Using the training WAT curve, determine the correct weight for the
prevailing ambients (adjust OAT to suit ETD) and ensure that the aircraft
io y C te
is loaded accordingly.
PRE-TAKEOFF
Pr rif gis
1. With both engines in FLY, check that the engine control lights are off.
Confirm that no Total or Degraded faults are present. Training will not
function unless these conditions are satisfied.
Ve re
2. Select the training switch to dual training and note that N1 and torque
indications for both engines increase.
3. Observe the amber training selected caution light.

Un
4. Select either engine to training idle.
5. Check that the engine decelerates to 91% N2.
6. Check that the 30-Second Armed light is on for the remaining engine,
increase power to achieve at least 95.0% N1, and evaluate the collective
OEI Limits Select switch by commanding 2-Minute and OEI MCP.
Reduce power to less than 94.4% N1 and check that the active limit
reverts back to 30 Seconds.
DECEMBER 22, 2005

4-46 REVISED June 22, 2006
Supplemental
7. Deselect training idle and check the acceleration of the engine back to
matched N1.
8. Using the overhead ENGINE CONTROL switch, momentarily (one

second is sufficient) select NO. 1 MAN and verify illumination of the
n
ENGINE CONTROL light. Then select NO. 2 MAN and verify illumination
of the ENGINE CONTROL light. Return the switch to AUTO. Confirm that
o
the switch is in AUTO and that both ENGINE CONTROL lights are off.
e t R py
isi
9. If desired, leave the training switch in training flight and proceed with
takeoff and flight. Consider deselecting training when that portion of the
flight has been completed.
ev
Us en Co
SIMULATED OEI TRAINING
OEI training may include simulated engine failures at any point. In hover prior to
takeoff, accelerating to CDP, after CDP, during climbout, in cruise, and during
approach before and after LDP are suggested points for evaluation.
o rr d
Upon selecting one engine to training idle, the instructor must remain vigilant and
be prepared to intercede in lowering collective, assisting with control of pitch
attitude to preclude tail strikes or to achieve desired airspeed, or restoring the
r t u re
simulated failed engine to training flight; whichever is appropriate.
Following each simulated single-engine maneuver, establish stable dual engine

io y C te
operation such as during steady dual engine climb out after a continued takeoff,
during dual engine roll-out on the ground following a rejected takeoff, or in dual-
engine cruise flight. From a stable dual engine condition (either in dual training or
in dual automatic), perform the additional precautionary step as follows:
Pr rif gis
Using the overhead ENGINE CONTROL switch, momentarily (one second is

sufficient) select NO. 1 MAN and verify illumination of the ENGINE CONTROL
light. Then select NO. 2 MAN and verify illumination of the ENGINE CONTROL
light. Return the switch to AUTO. Confirm that the switch is in AUTO and that
Ve re
both ENGINE CONTROL lights are off.
Remember to perform the reset procedure after the last OEI training maneuver
Un
before resuming normal operation.
Example
The following example describes desired engine indications during a possible

continued takeoff maneuver when training idle is selected just after passing CDP
airspeed.
1. The remaining engine N1 increases into the 30-Second region, the 30-
Second Usage light is on, and the pilot has controlled rotor droop to 100%
Nr while accelerating to and flying V2 airspeed.
DECEMBER 22, 2005

Supplemental
2. At 27 seconds duration, the usage light starts to flash, and the pilot selects
2-Minute power.
3. The N1 decreases in 3 seconds to 101.2% and the pilot lowers collective as

necessary to maintain 100% Nr. The 2-Minute usage light is on.
n
4. With obstacles cleared, the landing gear may be retracted, and the aircraft
o
smoothly accelerated to Vbroc airspeed.
e t R py
isi
5. At 1 minute 57 seconds duration, the usage light starts to flash, and the
pilot selects OEI MCP.
6. The N1 decreases in 3 seconds to 100.0% and the pilot lowers collective to
ev
7. Us en Co
maintain 100% Nr. Both N1 indicator usage lights will be out.
With sufficient demonstration of proficiency, the training switch is restored

to the training flight position in preparation for the next maneuver.
8. At shutdown, there will be no 30-Second usage light displayed, as there

o rr d
would have been if actual 30-Second power had been used.
r t u re
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Pr rif gis
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Un
DECEMBR 22, 2005

Supplemental
MANUAL CONTROL TRAINING
A. PURPOSE:
n
To provide a means to simulate a DECU Total failure on one engine for
demonstrating pilot emergency procedures. Operation with one engine in
o
manual is not difficult, but use of the training provision is recommended, as
familiarity through training may be expected to enhance pilot performance
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isi
during an actual emergency.
B. CONCEPT:
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Us en Co
The DECU continues to communicate through ARINC provisions to the
indicators and to the other engine, but the stepper motors in the FCU remain
in a fixed position, and the power output is constant. The pilot manipulates
the ENG TRIM switch in accordance with Emergency Procedures. The mode
is commanded on one engine at a time using the ENGINE CONTROL switch.
When the switch is deselected, the DECU begins to function immediately to
return the engine to 107% Nr at matched N1.
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All features of automatically commanded manual control are available in
r t u re
training manual. Full power is available, flameout protection is provided, and

the engine is stall-free to all input rates.
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C. SAFETY:
Full power is available in manual, and the remaining engine has the
capability of normal dual engine power plus blowaway. When switched off,
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the engine will quickly accelerate or decelerate as required to load share with
the other engine.
Manual training is inhibited if the other engine has a DECU Total fault. In
addition, the engine in manual training will exit the mode automatically and
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accelerate to govern at 107% Nr if the other engine experiences a DECU

Total fault.
Un
D. CONFIGURATION; switch, lights, manual track:
1. ENGINE CONTROL Switch - Located on the overhead control panel, the

switch is magnetically latched from the AUTO position to NO. 1 MAN if
moved left or NO. 2 MAN if moved to the right.
2. The blue ENGINE CONTROL light functions correctly during training.
3. When NO 1 MAN or NO 2 MAN is selected, the DECU ceases moving

the stepper motors, thereby freezing the metering valve. The ENG TRIM
DECEMBER 22, 2005

Supplemental
switch then operates the auxiliary metering valve in the same manner as
it would in an actual emergency.
E. OPERATING GUIDELINES:
n
1. All gross weights approved; reduced gross weight recommended.
o
2. Both engine control levers must remain in FLY.
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3. Qualified flight instructor is responsible for the conduct of the training.
4. The Emergency Procedures Section III including specific instructions for

single pilot operation must be followed.
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Us en Co
F. NORMAL PROCEDURES:
PRE-FLIGHT
1. Select NO. 1 MAN and NO. 2 MAN in turn and check illumination of the
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ENGINE CONTROL lights.
2. Confirm that ENGINE CONTROL switch is in AUTO prior to takeoff.

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SIMULATED MANUAL REVERSION TRAINING - DECU Total

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CAUTION
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Interrogate and check that the IIDS is free of faults including

those in the minor category. The existence of a RESOLVER
minor fault will change to a latched Total fault if the ENGINE
CONTROL switch is moved to NO.1 or NO. 2 MAN.
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The instructor must remain vigilant during manual control training and be
prepared to override with collective to prevent unnecessary Nr increase, to
override ENG TRIM input to prevent mishandling, or to switch manual control off.
Un
WARNING
Mishandling of ENG TRIM or collective or both during manual

training can result in engine power limit exceedances, rotor and
N2 overspeed exceedances, and engine shutdown due to
overspeed.
1. Select manual control on engine desired at any point in flight and confirm
that pilot follows procedures described for DECU Total faults in
Emergency Procedures Section III of the RFM.
DECEMBR 22, 2005

Supplemental
2. To exit manual control training, position the switch to AUTO. When

manual control training is deselected, the engine should readily
accelerate and match N1 with the other engine.
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Example
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The following example describes desired pilot actions if training manual was
selected on No. 1 engine during the initial acceleration phase of a Category A
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takeoff maneuver.
1. The No. 1 ENGINE CONTROL light illuminates.
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Us en Co
2. The pilot sees the light and continues the takeoff. Power has been set
leaving the hover to the plus 10% torque value, and there should be no
need to adjust it.
3. During climb out, the pilot looks to the IIDS for a description of the fault
(the IIDS is not part of the simulation and the instructor will have to
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supply the simulated fault description).
4. The pilot changes power slightly and confirms that No. 1 engine does not
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respond.
5. Upon reaching altitude, the pilot reduces power for cruise and reduces
io y C te
the ENG TRIM switch to position the No. 2 engine torque at about 50 to
60% torque. With this setting the pilot is able to proceed with continued
normal flight including turns, moderate climbs, and moderate descents
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without further adjustment if the No. 2 remains bracketed between

minimum and maximum power.
6. When desired, the instructor switches the ENGINE CONTROL to AUTO

to exit manual control mode.
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DECEMBER 22, 2005

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4-52
CATEGORY "A" TRAINING MAXIMUM TAKEOFF AND LANDING GROSS WEIGHT
ANTI-ICE OFF BLEED AIR OFF
GENERATOR LOAD ~ UP TO 200 AMPS
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REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED FROM CHART BY THE AMOUNT SHOWN IN THE FOLLOWING
TABLE AS APPLICABLE. WITH COMPOUND CONFIGURATIONS, THE WEIGHT REDUCTIONS ARE CUMULATIVE.
Supplemental
CONFIGURATION WEIGHT REDUCTION

UTILITY HOIST INSTALLED 90 POUNDS
Part 2, Section IV
Performance Data
EXTERNAL SLIDING DOOR(S) OPEN 100 POUNDS

50 POUNDS
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EXTERNAL SLIDING DOOR(S) CLOSED
MAIN TRANSMISSION V2 (CDP) ~ KTS

)
TORQUE LIMIT
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5) 0)
30
(
(3 (4 )
-10
40
0 -20 -30 45 50 (45

10 -34.4 55
TEMPERATURE ~ °C
P
r t u re CD
20
UM
IM
V2
IN
30 ED
M
TT
2 MI
OT
1
o rr d
R
KN
40 PE
30
UM
XIM
MA
50
DECEMBR 22, 2005

FLIGHT MANUAL
Us en Co

5000 FT
DENSITY
HIGH AMBIENT ALTITUDE MAXIMUM GROSS
TEMP LIMIT WEIGHT ~ 10,600 LB
e t R py
-1 0 1 2 3 4 5 6 7 8 9 7 8 9 10 11
PRESSURE ALTITUDE ~ 1000 FT
3.0 3.5 4.0 4.5 5.0
GROSS WEIGHT ~ 1000 KG
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CC3675
SAF
Figure 4-41. Category "A" Training Maximum Takeoff and Landing Gross Weight
SA 4047-76C-15
isi
o n

Flight Manual S-76 C++ Part 2

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Flight Manual S-76 C++ Part 2

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SA 4047-76C-15

AIRCRAFT SERIAL NUMBER 760607 AND SUBSEQUENT

APPLICABLE TO ALL HELICOPTERS EQUIPPED WITH TURBOMECA AR-

© Sikorsky Aircraft Corporation, 2005

1-3 12/22/05 Basic

1-6 12/22/05 Basic

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DECEMBER 22, 2005

DECEMBER 22, 2005

DECEMBER 22, 2005

Us en Co 1-25, 1-28, 1-29, 1-32,

DECEMBER 22, 2005

DECU TOTAL Fault Specifics Listed By Fault ............. 1-17

Engine Training Mode .................................................. 1-28

Engine Oil Low Pressure Warning Light....................... 1-36

Engine Starter and Ignition System.............................. 1-37

DECEMBER 22, 2005

AC Power Distribution .................................................. 1-61

System Components and Operation ............................ 1-63

AFCS Indicator Panel ................................................... 1-87

Tests and Continuous Monitoring................................. 1-89