EC135 Classic B1 R06EN 09 - Optional Equipment.22911.2020 11 03.printable

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09 – Optional Equipment EC135 Classic

B1
Training Manual
Chapter 09
Optional Equipment
For instruction only Iss. August 2018 09 – 1

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B1
Training Manual
Table of contents
9.1 System Frequencies ........................................................ 4 9.7.4 VHF COM system (GTN 750) .......................................... 40
9.2 Avionics Main Components ............................................ 6 9.8 Emergency Locator Transmitter................................... 42
9.2.1 Antennas ........................................................................... 6 9.8.1 42 ELT – Type Artex 406–N HM ...................................... 44
9.2.2 Instrument Panel................................................................ 8 9.8.2 ELT – Type KANNAD 406 AP–H Integra ......................... 46
9.2.3 Avionic Deck .................................................................... 10 9.9 Automatic Direction Finder (ADF) ................................ 48
9.3 Power Supply ................................................................. 12 9.9.1 ADF System – Introduction (GNS / GTN) ........................ 50
9.4 Overhead Panel.............................................................. 14 9.9.2 ADF System – Operation (GNS / GTN) ........................... 52
9.5 Slant / Center Console (GNS) ....................................... 16 9.10 VHF Navigation System ................................................ 54
9.6 Intercom System ............................................................ 18 9.10.1 VOR System – Indication................................................. 56
9.6.1 System Description ......................................................... 18 9.10.2 ILS System ...................................................................... 58
9.6.2 Audio Control Panel (ACP 53) ........................................ 18 9.10.3 ILS System – Cockpit Indication ...................................... 60
9.6.3 Audio Management Unit (AMU 50) ................................. 18 9.10.4 ILS System – Marker Beacon .......................................... 62
9.6.4 Remote Memory (RM01) ................................................. 20 9.10.5 Marker Beacon - Cockpit Indication ................................. 64
9.6.5 Passenger Service Unit (PSU) ....................................... 20 9.10.6 VHF NAV System (GTN 750) – Frequency Selection...... 66
9.6.6 Test and Maintenance ..................................................... 20 9.11 Air Traffic Control (ATC) ................................................ 68
9.6.7 Operation of the Intercom System ................................... 22 9.11.1 ATC System – Introduction (GNS) ................................... 70
9.6.8 Mode Control ................................................................... 24 9.12 Distance Measuring Equipment (DME) ........................ 72
9.6.9 ISO / CALL Button ........................................................... 28 9.12.1 DME System – Operation (CMA)..................................... 74
9.6.10 PTT Switch (ICS / TX) ..................................................... 30 9.12.2 DME System – Introduction (GNS / GTN) ....................... 76
9.7 VHF AM COM System .................................................... 32 9.13 Global Positioning System ........................................... 78
9.7.1 VHF COM System (CMA 3000 / 9000) ............................ 34 9.13.1 Differential GPS ............................................................... 80
9.7.2 VHF COM system (GNS 430).......................................... 36 9.13.2 GPS System – Operation (GNS) ..................................... 82
9.7.3 Operation of COM (GNS) ................................................ 38

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B1
Training Manual
9.14 Radar Altimeter System ................................................ 84 This training document comprises the following ATA chapters:
9.14.1 Radar Altimeter Indication................................................ 86 Power Supply ATA 24
9.15 Flight Control Display System (FCDS) ........................ 88 Intercom System ATA 23
9.15.1 General ........................................................................... 88 VHF AM COM System ATA 23
9.15.2 Components .................................................................... 90 Emergency Locator Transmitter ATA 25
9.15.3 Locations ......................................................................... 92 Automatic Direction Finder (ADF) ATA 34
9.15.4 Instrument Control Panel (ICP)........................................ 94 VHF Navigation System ATA 34
9.15.5 Reconfiguration Unit (RCU) ............................................ 94 Air Traffic Control (ATC) ATA 34
9.15.6 Primary Flight Display ...................................................... 96 Distance Measuring Equipment (DME) ATA 34
9.15.7 Navigation Display ........................................................... 98 Global Positioning System ATA 34
9.15.8 PFD / ND Indication of Warnings and Discrepancies .... 100 Radar Altimeter System ATA 34
9.16 Autopilot System EC135 ............................................. 102 Flight Control Display System (FCDS) ATA 34
9.16.1 AFCS Functions............................................................. 104 Autopilot System EC135 ATA 22
9.16.2 Installation Locations ..................................................... 106
9.16.3 Warnings, Cautions and Advisories ................................110

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9.1 System Frequencies B1
Training Manual
9.1 System Frequencies
System Transmitter Receiver

ADF 190 to 1860 KHz
ATC-XPDR 1090 MHz 1030 MHz
DME 1025 to 1150 MHz 962 to 1213 MHz
121.50, 243 MHz
ELT
and 406 MHz
GS 329.15 to 335.00 MHz
Marker 75.00 MHz
Radar
4.2 to 4.4 GHz 4.2 to 4.4 GHz
Altimeter
118.000 MHz to 136.975 118.000 MHz to 136.975
VHF-COM
MHz MHz
VOR 108.00 to 117.95 MHz
LOC 108.10 to 111.95 MHz
WX-Radar 9.345 or 9.375 GHz 9.345 or 9.375 GHz
L1 1575.42 MHz / L2
GPS
1227.60 MHz

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9.1 System Frequencies B1
Training Manual
INTENTIONALLy LEFT BLANK

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9.2 Avionics Main Components B1
9.2.1 Antennas Training Manual
9.2 Avionics Main Components
9.2.1 Antennas
General
For example, the following antennas are installed:
– ELT
– VOR / ILS
– VHF–AM1
– GPS
– ADF
– Radar altimeter
– ATC
– Marker
– DME
– VHF–AM2
The location of the antennas varies with the demands of the mission
equipment. For exact location refer to the respective avionic manual.

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9.2.1 Antennas Training Manual
Antennas Installations

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9.2.2 Instrument Panel Training Manual
9.2.2 Instrument Panel
General
The instrument panel contains most of the instruments and some of
the control units installed in the helicopter.
The instrument panel consists of:
– Center section
– LH section (copilot, system 1)
– RH section (pilot, system 2)
Center Section
The center section of the instrument panel contains the CPDS
(Central Panel Display System), the warning unit and analog back up
instruments to display system / engine conditions. A chronograph is
also included.
The Switch Unit contains the controls for engine and electrical system
operation.
In the lower part of the center section there are controls for NMS, DME
and Marker functions.
Center Section for Garmin GNS

The instrument panel for Garmin GNS equipped helicopters contains
a marker receiver indicator below the VEMD.
LH Section / RH Section
The LH section / RH section of the instrument panel contains the
displays for flight control, a rotary knob for adjustment of the instrument
illumination and a nozzle for fresh air.

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9.2.2 Instrument Panel Training Manual
Instrument Panel (CPDS, FCDS)

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9.2.3 Avionic Deck Training Manual
9.2.3 Avionic Deck
General
A typical installation at the avionic deck comprises the following:
– IC Amplifier (optional, if Becker AS 3100–xx is installed)
– COM Transceiver 1 / 2
– NAV 1 / 2 Receiver
– PELICAN Rack (for FCDM 1 / 2 and APM)
– ATC Transponder
– ADF Receiver
– DME Transceiver
– NAV Antenna Diplexer
– Marker Antenna Coupler

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Avionic Deck (Example)

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9.3 Power Supply B1
9.3 Power Supply
General
The electrical system is supplied with 24 VDC nominal when operated
with the on-board battery only.
The voltage increases to 28 VDC nominal when the engine(s) is (are)
running and the starter-generator(s) charges the battery.
The COM / NAV–systems are supplied with 28 VDC via AVIONIC
MASTER Relais operated by switches and circuit breakers located in
the Overhead Panel.
At least the VHF AM2 and the intercom system are directly supplied
via the Ess Bus 1 and Ess Bus 2 because of ground operation.
Normal Operation
Both the starter–generators operate in parallel (GEN Mode).
The battery is in charging condition.
All relays are closed, and all buses are powered.
No. 1 and No. 2 generator output is connected to No. 1 and No. 2
primary busbar respectively.
Sys 1 and Sys 2 can exchange power via the closed Bus tie line. In
that case also the high load busses are operative.
For the essential DC power consuming equipment, DC power is
distributed by Ess Bus 1 and 2 which are connected to No. 1 and No.
2 Primary Bus and Bat Bus respectively via blocking diodes.
♦ NOTE Depending on the helicopter’s load analysis, the

avionics power supply connections may vary.

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9.3 Power Supply B1
Training Manual
Power Supply Avionics (AVIO MSTR Engaged)

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9.4 Overhead Panel B1
9.4 Overhead Panel
General Overhead Panel (Backside View)

The overhead panel comprises:
– Essential Bus 1+2
– Shed Bus 1+2
– Avionic Master Switches 1+2
The Avionic Master Switches 1+2 command the Avionic Essential Bus
Relais 1+2 (7PB, 9PB) as well as the Avionic Shed Bus Relais (8PB,
10PB).
These relays power the Avionic Essential Bus 1+2 and the Avioncs
Shed Bus 1+2 in the overhead panel. The relays are powered from the
ESS BUS 1/2 via the 1A circuit breakers MASTER 1/2.
The relays are located at the backside of the overhead panel in the
upper part.
For additional safety, the Avionic Busses are protected with 20 Acircuit
breakers.
To visualize which circuit breaker belongs to which busbar, a white
bracket is used.
♦ NOTE To prevent any overvoltage / surge to the avionics

equipment the following procedure is recommended:
Activate the avionic master switches after the
second generator has connected to the helicopter.
Deactivate before engines shut down.

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9.4 Overhead Panel B1
Training Manual
Overhead Panel (Example)

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9.5 Slant / Center Console (GNS equipped HC) B1
9.5 Slant / Center Console (GNS)
General
The slant- and center console houses the control units for the
COM / NAV systems for both pilots.
A typical arrangement of a GNS equipped operator console is shown
in the following figure.
Slant Console
– NMS Garmin GNS 430 incl. COM / NAV / GPS Control
– Garmin GTX 330 Transponder
– ELT Control Panel
– Audio Control Panel (ACP) Copilot & Pilot
– Instrument Control Panel (ICP) Copilot & Pilot
Center Console
– ADF Control Panel
– Autopilot Mode Selector APMS
– Reconfiguration Unit (RCU)
On the center console also optional and customized equipment can
be installed. Examples are: operator panel for weather radar, operator
panel for moving map, GSM telephone, tactical communication.

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9.5 Slant / Center Console (GNS equipped HC) B1
Training Manual
Slant / Center Console (Example of GNS equipped HC)

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9.6 Intercom System B1
9.6.1 System Description Training Manual
9.6 Intercom System
9.6.1 System Description 9.6.3 Audio Management Unit (AMU 50)

The intercom system mostly consists of: The Audio Management Unit contains two sub–assemblies. Each
– Three ACP 53 Audio Control Panels (pilot, copilot, PAX) sub–assembly has two 50pin D–Sub connectors. Power supply, radio
and headset connection is distributed between all 50pin connectors,
– AMU 50 Audio Management Unit
so that a loss of one connector does not disable the system. In the
– Remote Memory Unit (RM01) following example (block diagram) three (out of six possible) ACPs are
– Several Passenger Service Units (PSU) connected by its own serial data connection. All seven user inputs are
– Seven user connectors occupied. The helicopter has nine headset connectors. Headset inputs
– USB connection for software configuration change to the AMU are able to support two headsets in parallel. Therefore
pilot and service connector are in parallel as well as PAX 2 and PAX
Connection between ACP and AMU is serial: RS 422. 3 headsets.
Each passenger headset can be assigned to a different Audio
9.6.2 Audio Control Panel (ACP 53) Control Panel (or multiple passengers are assigned to a single ACP).
The ACP is a Dzus fastener mounted audio control panel that provides Therefore a passenger could be allowed to use the same radio for
individual volume (VOL) controls with push buttons for each receiver. transmission as selected on the ACP. He also can hear all audio
The selected audio source is indicated by illumination as well as by signals. If a passenger is not assigned to an ACP, he can only hear
the respective push button in released position. intercom audio. The VOX level of a headset which is not assigned to
The communication between ACP and AMU is done by a serial data an ACP has a default value, set by software.
bus RS 422. The ACPs get their power from the AMU. Therefore the Intercom ISOLATE / CALL function is implemented with different
number of circuit breakers is reduced to two for the whole system. Up priority levels.
to 8 transceivers and 8 receivers can be operated. Audio warnings are possible via an eight channel aural alert generator.
The resultant aural warnings can be tone or voice or tone and voice,
configured by software.

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9.6.3 Audio Management Unit (AMU 50) Training Manual
Intercom System (Example)

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9.6.4 Remote Memory (RM01) Training Manual
9.6.4 Remote Memory (RM01) 9.6.6 Test and Maintenance

The configuration of the intercom system is stored at a remote memory. – PBIT (power on built in test):
Here data such as audio input levels, number of ACP operators, During PBIT all the ACP front panel indicators will illuminate.
microphone impedance, aural alert audio and warning priority signals, The test duration is below 10 sec. If a failure is detected
as well as system configuration is stored. This enables the replacement during the PBIT all indicators will flash for 30 sec. at a 1
of the AMU without the need of downloading a new configuration file. Hz period. Afterwards, the system will attempt to continue
All information is also stored in the non–volatile memory of the AMU. normal operation. The results of the last 10 PBITs are stored.
– CBIT (continuous built in test):
9.6.5 Passenger Service Unit (PSU)
Several Passenger Service Units can be installed. Typical installation A background test runs during operation and verifies the
locations are the ceiling area and at the side of the rear seats close to hardware functionality. The results of the last 10 CBITs are
the rear windows. stored in the non–volatile memory in the AMU and can be
Here, the passenger can activate his cabin light as well as press the retrieved by the maintenance software.
CALL button. The Audio Management Unit gets configuration information from the
The Call buttons for the intercom system are connected to the AMU. Remote Memory Unit RM01, as well as the aural alert files. The process
If one of the five passenger buttons is pressed, all CALL buttons takes less than 20 sec. for initialization. The present configuration
illuminate (and continue to flash as long as the CALL button keeps can be downloaded to the RM01. The Digital Audio Control System
depressed). At the same time, the CALL request is shown at the ACP (DACS) configuration is also stored inside the non–volatile memory
together with an audio signal (two tone sequence). of the AMU.

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9.6.6 Test and Maintenance Training Manual
Locations of the Intercom System

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9.6.7 Operation of the Intercom System Training Manual
9.6.7 Operation of the Intercom System If the potentiometer is turned clockwise, the VOX level increases which
means, a louder voice is required to “activate” the microphone. In the
Volume Control (ICS / RX) fully clockwise position, the microphone will only become active if a
The inner and outer rotary knob are used for the volume control: The PTT button is depressed. This position is marked by “PTT”. Turning
outer, bigger rotary knob controls the receiver overall audio and the the VOX potentiometer to the position marked “MIN” means that the
inner smaller potentiometer is used for the intercom audio level. mike threshold is minimum (HOT MIKE). Everything in between the
two positions is voice activated with different values.
The volume adjustment provides at least 40 dB of adjustment for the
master volume (e.g. radios). A special detent position (fully counter clockwise) is called PRESET.
Here, a certain pre–defined VOX level is active. This value can be
The intercom volume allows at least 30 dB of adjustment.
programmed by the configuration management software.
Individual Transceiver / Receiver Volume Control The VOX potentiometer adjustment range is +6 dB to -30 dB of
nominal mike level. Additionally, a bandpass filter is integated.
Additionally, all audio sources (radios and NAV receivers) can be
adjusted individually by the respective potentiometer.
If depressed, the potentiometer extends. Now this audio source is
active and can be arranged individually. A good start is always the 12
o’clock position. Turning the potentiometer clockwise will increase the
volume.
Receiver Indication
The potentiometer in the extended position indicates that this audio
source is active.
VOX Level
The microphone VOX level can operate in different modes.
– VOX adjustable, including HOT MIKE
– Keyed (PTT depressed)
– Preset or detent position (programmed default value)

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9.6.7 Operation of the Intercom System Training Manual
Audio Control Panel (ACP)

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9.6.8 Mode Control Training Manual
9.6.8 Mode Control The backup power supplies pilot’s and copilot’s headset and
Three different operation modes are possible: microphones. Intercom function between pilot and copilot is still
possible, but only in PTT mode and with a fixed level.
– Normal
This fixed level of the intercom volume is adjustable with the DACS
– Backup
configurationmanagement software. Also the emergencymode levels
– Emergency (receive, transmit mike, intercom and direct aurals) are adjustable by
the software. Intercom function of the passengers is disabled during
Normal Mode: EMER mode.
The three position switch is secured with a locking mechanism to
prevent unintended operation. To change the mode, the switch has to Transmitter Selector
be pulled before.Default operation is the position down named NORM. With the rotary switch in the center of the operator panel it is possible
to select the individual radios for transmission. Up to eight radios
BACKUP mode: can be selected. The configuration software is customized to specific
EC135 demands, for example VHF 1, VHF 2, TAC 1, TAC 2, V/UHF,
In backup mode, “center” position named BK-UP, the functionality for
SAT etc. Not used transceiver options are not named and deselected
pilot and copilot remains normal, but the headsets for the passengers
by the software.
and the third ACP are disabled. Selecting the backup mode also
enables the secondary EMERG power supply (disabling the primary Activation of the radio transmission is done by TX-PTT.
NORM power supply) and enables redundant microphone and The fully counter-clockwise position is named ICS. Here, only intercom
headphone amplifiers for pilot and copilot. The primary amplifiers are is possible which means that pressing the transmit PTT has only the
disabled. All audio sources and digital processing circuitry are still same effect as using the intercom PTT.
available for pilot and copilot.
EMERGENCy mode:
In emergency mode (switch to upper postion, called EMER) the
system switches to a different, degraded mode: The internal circuitry
which provides the digital signal processing is bypassed.
The pilot is connected with VHF 2 and the copilot with VHF 1 (same for
the NAV receivers). The aural warnings are still available. The system
switches back to a conventional analog mode.

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Transmitter Indication
The selected radio for transmission is indicated by a LED above the
respective volume control potentiometer. The respective LED of the
selected radio illuminates in green.
TX Indication
Depressing the PTT Switch in position TX triggers the green TX-
indication at the left side of the ACP.
Additionally, the side tone gives a feedback of the transmission
because the broadcasted signals are demodulated again and give a
feedback about the quality of the transmission.

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9.6.9 ISO / CALL Button Training Manual
9.6.9 ISO / CALL Button member can communicate normally and the remaining passengers
The momentary pushbutton can have one of the following functions: can communicate amongst themselves. But the two groups will not
At the pilot’s or copilot’s ACP, it is used to isolate the intercom system. hear each other. This happens as soon as one of the three crew
At the passenger ACP the pushbutton is used to trigger the CALL members presses the ISO / CALL button on one of the ACPs. The
function. ISO indicator on all ACPs will illuminate.
ISOlation means that the intercom audio communication path is The isolation modes are stopped if any of the crew ACPs’ ISO/CALL
temporarily disconnected with no effect on any other radio source. button is depressed a second time.
The capability of the ISO / CALL button is selectable by the DACS
configuration software. Four options are possible: CALL Function
– Single pilot 1 When the ISO / CALL button is pressed from a non-crew ACP, it
operates as a call switch. The CALL functionality is adjustable by the
– Single pilot 2
DACS configuration software. Two different modes are possible:
– Dual pilot
– normal call
– Three crew members
– override call
Single pilot 1: If the copilot presses the ISO / CALL button, he can
A normal call means that a CALL indication illuminates at the pilot’s
separate himself from the remaining crew members, including intercom
and copilot’s ACP, just indicating that an intercom-isolated passenger
with the pilot. All ISO indicators on all ACPs illuminate at that time.
wants to communicate. All other CALL buttons illuminate at the same
Single pilot 2: If the pilot presses the ISO / CALL button, he can time. Pilot and Copilot are alerted additionally by a audio signal (a two
separate himself from the remaining crew members, including intercom tone sequence).
with the copilot. All ISO indicators on all ACPs illuminate at that time.
Dual pilot: If one of the pilots presses the ISO / CALL button, the ♦ NOTE The CALL function is typically set to “normal” call.
pilots’ intercom is isolated from the passengers’ intercom.
The ISO indicator on all ACPs will illuminate. All passengers can An override callmeans that a passenger can temporarely suspend
communicate amongst each other. the isolation mode. This mode is only active as long as the button is
If a passengerwants to talk to one of the pilots, he can press ISO / pressed. Once released, the system returns to the isolation mode.
CALL at the PAX ACP. A CALL indication appears at the pilots’ ACPs
to indicate the passenger’s request.
Three crew members: The crew can isolate themselves from the
passengers’ intercom. When isolated, pilot, copilot and the third crew

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9.6.9 ISO / CALL Button Training Manual

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9.6.10 PTT Switch (ICS / TX) Training Manual
9.6.10 PTT Switch (ICS / TX)

ICS-PTT: Apart from the HOT mike or VOX activated microphones
it is possible to manually activate the mike by pressing the ICS-PTT
switch at the respective ACP (as long as the toggle switch is pressed).
TX-PTT: Apart from TX-button at the cyclic stick, the radio
communication can be done by pressing the TX-PTT switch at the
ACP. The transmit indicator illuminates as long as the button is kept
pressed (but there is a timeout of 60 s.).
Radio Access
The ACP functionality can be defined by the DACS configuration
software: It is possibe e.g. to prevent the PAX ACP operator to transmit
with a radio just by deselecting this function.
Illumination
The audio control panels (ACPs) illumination can be changed between
different illumination modes.
Brightness is controlled by the instrument illumination system. The
difference between the three illumination modes is done by reducing
the voltage for the LED-illumination of the ACPs.

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9.7 VHF AM COM System B1
9.7 VHF AM COM System
General
The very high frequency (VHF) COM (communication) system
provides short–range two–way voice communication from 118.000 to
136.975 MHz. The VHF COM system receives VHF radio signals and
sends the resulting audio to the intercom system. During transmission,
microphone audio from the intercom system is transmitted by the VHF
COM system.
The VHF COM system tunes frequencies in either 25 kHz or 8.33 kHz
increments.
Usually two VHF COM systems are installed in the helicopter.

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Training Manual
VHF AM COM System - General

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9.7.1 VHF COM System (CMA 3000 / 9000) Training Manual
9.7.1 VHF COM System (CMA 3000 / 9000) VHF COM Antenna
The VHF COM system consists of: The VHF antenna is a standard, vertically–polarized, omnidirectional
– Two CVC–151 transceivers antenna. There is one VHF antenna for each VHF COM system.
– CMA3000 / 9000 Navigation Management System (NMS)
– VHF NAV / COM 2 control panel
– Two VHF AM COM antennas
Parts Location
NMS and VHF NAV / COM 2 control panel are located at the slant
console of the cockpit. The VHF COM 1 antenna is typically mounted
at the bottom shell below the helicopter at the forward access cover.
The VHF COM 2 antenna is located at the tail boom. Two VHF COM
transceivers are located at the avionic deck.
Equipment Power
The power source for the VHF COM 1 is the AVIONIC SHED BUS 1
and for the VHF COM 2 is the ESSENTIAL BUS 2.
VHF AM COM Transceiver (CVC–151)

The CVC–151 is designed for rack mounting and meets the actual
regulation of the European Union, referring to the use of 8.33 kHz
channel spacing.
The CVC–151 is passively cooled.
The transceiver delivers minimum 20 W. Transceiver channel spacing
can be selected between 25.0 kHz and 8.33 kHz according to the
NMS software configuration written in the AVM.

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9.7.1 VHF COM System (CMA 3000 / 9000) Training Manual
VHF AM COM System - Location (CMA)

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9.7.2 VHF COM system (GNS 430) Training Manual
9.7.2 VHF COM system (GNS 430) VHF COM Antenna

– Two NMS Garmin GNS 430 antenna. There is one VHF antenna for each VHF COM system.
– A VHF 2 XFER switch
VHF 2 COM transfer switch
– Two VHF AM COM antennas
The VHF 2 COM transfer switch is installed in IFR certified helicopters.
The switch additionally enables the pilot to:
Parts Location – Toggle the active / standby frequency.
Both GNS 430 and the VHF 2 XFER switch are located at the slant – Activate the VFR guard frequency (121.50 MHz) by holding
console. The VHF COM 1 antenna is typically mounted at the bottom the switch more than 2 s.
shell below the helicopter at the forward access cover. The VHF COM
2 antenna is located at the tail boom.
Equipment Power
The power source for the VHF COM 1 is the AVIONIC ESSENTIAL
BUS 1.
The power source for the VHF COM 2 is the ESSENTIAL BUS 2. Each
GNS 430 is controlled by the COM Power / Volume switch installed on
the front panel of the GNS.
VHF AM COM Transceiver (COM board)

The Com Transceiver provides voice communication in the 118.000 to
136.975 MHz general aviation band. The transceiver consists of a 10
W AM transmitter, and a single AM receiver.
BNC type RF connector provides the VHF antenna connection through
conventional coaxial cable.
On the rear of the mounting rack, an air fitting is provided to connect
the cooling fan via an air hose.

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9.7.2 VHF COM system (GNS 430) Training Manual
VHF COM - Location (GNS 430)

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9.7.3 Operation of COM (GNS) Training Manual
9.7.3 Operation of COM (GNS) COM Power / Volume Knob

The COM Power/Volume Knob (C–knob) controls unit power and
Selection of a COM frequency communications radio volume. Turning the COM Power / Volume
The Garmin GNS 430 display is divided into separate windows (or Knob clockwise will increase the volume. Turning counter clockwise
screen areas), including a COM window, VLOC window, and the GPS will decrease the volume. Turning the C–potentiometer fully counter
window. clockwise will deactivate GNS 430.
To set a COM frequency, the COM window must be selected first The COM Power / Volume Knob allows disabling the automatic
pressing PUSH C/V knob momentarily. The standby frequency field of squelch and keeping the COM audio open continuously. To override
the COM window becomes highlighted. the automatic squelch, the C–knob has to be pressed momentarily.
Adjusting the frequencies with the large (MHz) and small (kHz) left Pressing the C–knob again will return the automatic squelch operation.
knobs will change the standby frequency.
– Turn the large left knob to select the desired megahertz
COM Channel Spacing
(MHz) value. For example, the 127 portion of the frequency The GARMIN GNS 430 meets the actual regulation of the European
127.450. Union, referring to the use of 8.33 kHz channel spacing. The COM
transceiver channel spacing can be selected between 25.0 kHz and
– Turn the small left knob to select the desired kilohertz (kHz)
8.33 kHz.
value. For example, the 450 portion of the frequency 127.450.
To change the frequency spacing the COM setup has to be entered.
– To make the standby frequency the active frequency, press
The flashing cursor highlights the channel spacing field. Turn the
the COM Flip-Flop Key
small right knob to select the desired channel spacing: 8.33 kHz or
25.0 kHz. Press the ENT Key when finished.
♦ NOTE The active frequency in either window cannot be
accessed directly, only the standby frequency is Maintenance
highlighted by the tuning cursor. If the GNS 430 unit is replaced, make sure that the unit is configured
according the Software configuration in the AVM. All necessary
maintenance to the VHF COM system has to be performed in
accordance with the AVM and AMM. The VHF COM system can be
tested with a COM / NAV test equipment, e.g. the Aeroflex IFR 4000.

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9.7.3 Operation of COM (GNS) Training Manual
VHF COM Frequency setting (GNS)

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9.7.4 VHF COM system (GTN 750) Training Manual
9.7.4 VHF COM system (GTN 750) VHF COM Antenna

– Two Garmin GTN 750 antenna. There is one VHF antenna for each VHF COM system.
– NMS 1 and a NMS 2 power switches
VHF 2 COM transfer switch
– VHF 2 XFER switch
The VHF 2 COM transfer switch is installed in IFR certified helicopters.
– Two VHF AM COM antennas The switch enables the pilot to:
– Toggle the active / standby frequency.
Parts Location – Activate the VFR guard frequency (121.50 MHz) by holding
Both GTN 750, the NMS 1 and NMS 2 power switches and the VHF the switch down for more than 2 s.
2 XFER switch are located at the slant console. The VHF COM 1
antenna is typically mounted at the bottom shell below the helicopter
♦ NOTE After activation of the 121.50 MHz by the VHF 2
at the forward access cover. The VHF COM 2 antenna is located at
COM transfer switch, toggling between active and
the tail boom.
standby frequency is not possible. The following
message appears on the GTN 750: COM locked to
Equipment Power
121.5 MHz. Hold remote COM transfer key to exit.
The power source for the VHF COM 1 is the AVIONIC ESSENTIAL
BUS 1. The power source for the VHF COM 2 is the ESSENTIAL BUS
2. The GTN 750 is controlled with the NMS 1 (NMS 2) power switch.
VHF AM COM Transceiver (COM board)

The Garmin GTN 750 is one device comprising a high–contrast color
touch display and a transceiver for radio communication. The COM
Transceiver provides voice communication from 118.000 to 136.975
MHz. BNC type RF connector provides the VHF antenna connection
through conventional coaxial cable.
O the rear of the mounting rack a cooling fan is installed.

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B1
VHF COM - Location (GTN 750)

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9.8 Emergency Locator Transmitter B1
9.8 Emergency Locator Transmitter
General The 121.5 / 243.0 MHz transmitter will continue to operate until the
The ELT (Emergency Locator Transmitter) makes the search and unit has exhausted the battery power, which typically will be at least
rescue operations easier by locating the helicopter in distress. 72 hours. The information sent to the satellite is programmed and
contains a unique number that can be used to identify the ELT.
In the event of a crash the ELT provides automatic transmission of the
standard swept tone. Addionally an encoded digital message is sent
to the COSPAS (Cosmicheskaya Sistyema Poiska Avariynich Sudov)
– SARSAT (Search and Rescue satellite–Aided Tracking) system.
The COSPAS – SARSAT system is composed of:
– Distress ELT, which transmit signals during distress situations.
– Satellites in geostationary (GEO) and low-altitude Earth orbits
(LEO), which detect the signals transmitted by distress ELT.
– Ground receiving stations, referred to as Local Users
Terminals (LUTs), which receive and process the satellite
downlink signal to generate distress alerts.
– Mission Control Centers (MCCs), which receive alerts
produced by LUTs and forward them to Rescue Coordination
Centers (RCCs).
The ELT transmits the standard emergency swept tone on 121.50
and 243 MHz. The aircraft identification code or serial number of the
transmitter, the country code and the ID code is transmitted on 406
MHz.
The 406 MHz transmitter transmits for 24 hours before it shuts down
automatically. The transmission burst happens every 50 seconds 440
milliseconds (standard short message) or 520 milliseconds (optional
long message).

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Training Manual
ELT - COSPAS - SARSAT System

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9.8.1 42 ELT – Type Artex 406–N HM Training Manual
9.8.1 42 ELT – Type Artex 406–N HM The transmitter unit is housed in a high impact fire resistant
The ELT system consists of: polycarbonate plastic case and it has the internal components that
follow:
– ELT transmitter (e.g. 406–N HM)
– 6 G–Switches
– Programmable adapter (dongle)
– Transmitter
– ELT remote control unit (e.g. 453–0028)
– Microprocessor
– ELT antenna
– Miscellaneous components
– Battery pack
Location
The ELT with the programmable adapter is located in the cockpit and
mounted on the floor, RH side of the pilot seat. The ELT remote control G–Switches
unit could be installed either on the slant console or on the instrument The internal G–switches are used as a crash force activation sensors.
panel, just below VEMD. The ELT antenna is mounted on the cabin It is possible the primary G–switch or one of the five auxiliary G–
roof. switches could activate the ELT as the result of severe maneuvres or
a hard landing.
Equipment power
The ELT is supplied by the own battery pack, which is the part of the ELT Battery Pack
ELT transmitter. The 1A circuit breaker ELT from AVIONIC ESSENTIAL The battery consists of 4 D size Lithium Manganese Dioxide cells
BUS 1 provides energy for the ELT navigation functions and initiates connected in series. A placard on the body of ELT advises when
ELT reprogramming. The ELT remote control unit is supplied by the the battery pack has to be changed (due date). The cells cannot be
own battery which are installed inside of the unit. charged by the customer and have to be replaced regularly.
ELT transmitter 406–N HM Programming Adapter

The 406–N HM is a type AF (Automatic Fixed) ELT, which transmits on The Programming Adapter gives the ELT the ability to be programmed
121.50, 243, and 406 MHz. in the field with either the aircraft’s 24 bit address or helicopter tail
number or ELT serial number or helicopter operator designator. This
gives the ELT the ability to be moved between aircraft.
ELT antenna
Whip antenna, Tri–band, 121.50, 243 and 406 MHz.

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9.8.1 42 ELT – Type Artex 406–N HM Training Manual
ELT - Artex 406-N HM - Interface

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9.8.2 ELT – Type KANNAD 406 AP–H Integra Training Manual
9.8.2 ELT – Type KANNAD 406 AP–H Integra The housing of the ELT transmitters is made of molded plastic with
The ELT system consists of: excellent mechanical resistance. Inside the housing are two PCBs
and the battery pack.
– ELT transmitter (e.g. S1854501–01)
The first PCB is connected to the front panel of the ELT. This PCB
– Programmable adapter (dongle)
also containes the G–sensor and the GPS receiver. The second PCB
– ELT remote control unit (e.g. S1820513–26) supports the integral antenna.
– ELT antenna
G–Switch
Location The internal G–switch is used as a crash force activation sensor.
The ELT with the programmable adapter is located in the cockpit and
mounted on the floor, RH side of the pilot seat. The ELT remote control ELT Battery Pack
unit could be installed either in the slant console or in the instrument The battery pack includes two lithium batteries connected in series.
panel, just below VEMD. The ELT antenna is located on the cabin A placard on the body of the ELT advises when the battery pack has
roof. to be changed (expiration date). The batterys cannot be charged by
the customer and have to be replaced regularly. Battery lifetime and
Equipment power service is six years.
The system is supplied by a battery, which is in the ELT’s housing.
Programming Adapter and GPS NAV interface
ELT transmitter KANNAD 406 AP–H Integra The function of the programming dongle is to download the COSPAS–
The ELT transmitter is used to alert and assist search and rescue SARSAT ID code and the aircraft information into the ELT on board.
(SAR) forces int the event of an aircraft distress situation. After The ELT GPS NAV Interface connects the ELT with the aircraft GPS
activation the system transmitts on 121 and 406 MHz. It is attached equipment and stores the external navigation device. This interface is
with VELCRO to the aircraft. It can be removed easily from the aircraft only necessary for older versions of the KANNAD ELT.
after a crash. During portable usage the external aircraft antenna will
be disconnected and the auxiliary antenna needs to be connected to ELT antenna
the ELT. If the external antenna is unavailable due to the crash, the Whip antenna (external): Tri–band, 121.5, 243 and 406 MHz.
internal integral antenna will replace it to transmit the 406 MHz signal Auxiliary antenna: 1/2 wave UHF and 1/4 wave VHF.
to the satellites.

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ELT - KANNAD 406 AP-H – Interface

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9.9 Automatic Direction Finder (ADF) B1
9.9 Automatic Direction Finder (ADF)
General The angle between Magnetic North (MN) and the direction from the
The Automatic Direction Finder (ADF) system is an older type of radio aircraft to the ground station (NDB) is called Magnetic Bearing (MB).
navigation. A ground station transmits a signal and the on–board In the Q Group Code this magnetic direction from the aircraft to the
equipment of the aircraft shows the relative bearing to the selected ground station (NDB) is called QDM, the opposite magnetic direction
ground station. (QDM ± 180°) is called QDR.
The ADF receives Low Frequency (LF) Amplitude Modulated (AM) The ADF receiver also provides audio identification of a NDB or AM
Radio Frequency (RF) signals from the following stations: broadcast stations audio.
– Non–directional beacons (NDB)
– Broadcast stations
– Maritime distress
The NDB beacons and the AM broadcast stations operate between
190 kHz and 1860 kHz. The maritime distress frequency range is
between 2181 kHz and 2183 kHz.
♦ NOTE The legal range is from 190 kHz to 1860 kHz but the
radio can tune outside this range. The performance
is not guaranteed for those frequencies.
The ground stations transmit radio waves that induce voltages in
the loop windings of the ADF antenna. The loop antenna has two
perpendicular windings. One axis of one winding is aligned with the
longitudinal axis of the helicopter and the other winding is aligned with
the lateral axis. The voltages induced are proportional to the angle
between the heading of the helicopter and the track to the station. The
loop antenna has two positions 180° apart, where the induced voltages
are the same. A sense antenna signal gives a reference phase to
which the loop signals are combined to prevent bearing ambiguity.

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Training Manual
ADF Bearings

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9.9.1 ADF System – Introduction (GNS / GTN) Training Manual
9.9.1 ADF System – Introduction (GNS / GTN) ADF control display unit (CDF–552)
The ADF system consists of: The CDF–552 ADF control display unit provides mode selection, ADF
– ADF receiver (e.g. DF–431B) receiver tuning function and display of frequencies and magnetic
bearing to non–directional beacons.
– Control display unit (e.g. CDF-552)
The control unit has a non–volatile memory which allows it to remember
– ADF antenna (e.g AT–434A)
the last frequencies displayed, even when power is removed.
Location ADF Antenna

The control display unit (CDU) is located at the centre console. The The ADF antenna unit contains a loop antenna, a sense antenna and
ADF receiver is rack mounted and located at the avionic deck. The a solid–state amplifier. The front end of the receiver is actually in the
ADF antenna is mounted below the tail boom. antenna unit, where received signals are processed, converted to an
intermediate frequency and cabled to the receiver.
Equipment power
The power source for the ADF receiver and the ADF control display
unit is the AVIONIC SHED BUS 2 via a 3 A circuit breaker labelled
ADF.
ADF receiver (DF–431B)

The DF–431B is designed for rack mounting and has the sub-
assemblies that follow:
– Receiver Module
– Analog Module
– Input / Output (I/O) Module
– Processor Module
– Power Supply
The interconnections between these assemblies are made with ribbon
cables.

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B1
9.9.1 ADF System – Introduction (GNS / GTN) Training Manual
ADF - Location (GNS / GTN)

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9.9.2 ADF System – Operation (GNS / GTN) Training Manual
9.9.2 ADF System – Operation (GNS / GTN) – (6) Power ON / OFF and 0.5 kHz pushbutton
The push button enables the change of the tuning of the
Control display unit function smaller rotary knob (11) to 0.5 kHz steps. Pushing the 0.5
– (1) ACT indication kHz push button twice it goes back to 1 kHz steps. With the
Shows that the active frequency is in the upper line. 0.5 kHz setting the frequency is indicated with a decimal
point.
– (2) Number of system
– (7) Active Frequency indication:
Indication of the receiver, which is operated from the control
panel (dual installation only). Indicates the operating frequency on the upper line of the
display.
– (3) STBy frequency indication
– (8) Volume Annunciator
Indicates the standby frequency on the lower line of the
display. If FAIL1 up to FAIL6 is indicated, the ADF is not – (9) Mode Annunciator
operable. Frequency tuning:
– (4) Mode select knob – (10) Large Knob
ANT: The system operates as a receiver only. There is no The larger knob changes the frequency with 100 kHz steps.
bearing indication. In the ANT mode the Bearing Pointer is – (11) Small Knob
not visible. Frequency settings are possible. The smaller knob changes the frequency with 1 kHz (0.5
ADF: This is the normal mode. Frequency settings are kHz) steps.
possible. – (12) Frequency transfer button
BRG: Not used.
This pushbutton allows the change of ACTIVE and STBY
BFO: With the BFO (Beat Frequency Oscillator), it is possible
frequency.
to receive the identification of stations which transmit an
unmodulated sampled carrier. Pushing for 2 s. deletes the STBY indication.
TEST: The pointer moves to the 90° rest position. If the 0.5 Pushing for 7 s. activates the 100 kHz indication.
kHz pushbutton (6) is kept pressed, the pointer changes to
the relative bearing indication. Maintenance
– (5) Volume control All necessary maintenance to the ADF system has to be performed in
accordance with the AVM and AMM.

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CDF-552 Display Unit

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9.10 VHF Navigation System B1
9.10 VHF Navigation System
General is electronically rotated at 30 revolutions per second. The phase of

The Very High Frequency Navigation (VHF NAV) system is a radio the received signal varies at a rate that is the same as the antenna
navigation system for aircrafts. It enables aircrafts to determine their rotation. The helicopter receives a Radio Frequency signal that
position and stay on course (CRS) by a network of fixed ground appears as 30 Hz Amplitude Modulation. Its phase varies through 360
stations. The ground stations transmit radio signals to give navigation degrees of heading.
data as follows: The two signals (VAR & REF) align exactly in phase at magnetic
– VOR (VHF Omnidirectional Range) in–flight navigation, north. There is phase differential at any other point of azimuth around
terminal navigation and area guidance. the station. The phase difference between these two signals is directly
proportional to angular position with reference to the VOR station.
– ILS (Instrument Landing System) approach and landing
guidance. The VHF navigation receiver separates the 30 Hz frequency reference
and variable phase signals from the RF carrier. It measures the
– MB (Marker Beacon) distance to runway threshold. difference in phase and shows the result in terms of a selected omni
bearing line and the amount of deviation from it. A VOR deviation
VOR System – General pointer will centre on either of two course selector settings that are
VOR uses VHF radio waves (108.00 - 117.95 MHz) with 50 kHz 180 degrees apart to show the magnetic bearing TO or FROM the
separation between each channel. The VOR ground station uses two VOR ground station.
antennas. This station uses the same carrier frequency to transmit the The VOR ground station transmits the audio identifiers that follow:
signals to the helicopter as follows: – Three–letter code group
– Reference Phase, Frequency Modulated (FM) – Voice
– Variable phase, Amplitude Modulated (AM)
The VOR ground stations continue to identify the code groups during
Reference Phase: The reference signal (REF) is an omnidirectional weather and voice broadcasts.
continuous wave transmission on the carrier frequency of that
particular VOR station. It carries a 9960 Hz subcarrier that is frequency
modulated at 30Hz. Since this is an omnidirectional transmission, the
polar diagram of the REF signal is a circle.
Variable Phase: The variable signal (VAR) is transmitted from an
antenna that is effectively a loop. This loop produces a diagram,which

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Training Manual
VOR Phase Angle Relationship

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9.10.1 VOR System – Indication Training Manual
9.10.1 VOR System – Indication
Navigation Display
The NAV display is a combination of horizontal situation indicator (HSI),
radio magnetic indicator (RMI) and course deviation indicator (CDI).
DME information can be displayed as well. Additionally, composite
and sector modes can be selected.
The helicopter’s heading is displayed on a rotating compass card and
is calibrated in increments of 5°. The bearing pointer indicates the
magnetic bearing from the aircraft to the selected VOR ground station.
The fixed aircraft symbol and the course deviation bar, display the
helicopter relative to a selected course as though the pilot were above
the helicopter and looking down on it.When used with a VOR the outer
dot on the course deviation scale of the ND indicates 10°.
The range indicator displays slant range distance in nautical miles to
a selected DME station.
The course selector knob (at the ICP) may be used to select any of
360 courses.
The TO / FROM indicator is a triangular–shaped pointer. When the
indicator points towards the head of the course arrow, it indicates that
the selected course (if intercepted and flown) will take the aircraft TO
the selected station and vice versa.
The Heading Bug is available with an activated autopilot system. The
flight direction of the helicopter can be selected with the autopilot’s
heading selector (a multi–turn rotary knob at the autopilot mode
selector).

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9.10.1 VOR System – Indication Training Manual
NAV Symbology Overview

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9.10.2 ILS System Training Manual
9.10.2 ILS System Glideslope

The glideslope system uses a transmitter to give the helicopter
General approach altitude. It gives an approx. 3 degree glideslope angle from
The Instrument Landing System (ILS) is a precision instrument the ground horizontal.
approach system. It guides the helicopter to a position from which the A directional antenna array, located near the approach end of the
flight crew can perform a landing. runway, transmits the glideslope signal. The transmitting frequency
The Instrument Landing System (ILS) supplies the following information range is between 329.3 MHz and 335.0 MHz spaced 150 kHz. The
to the VHF navigation system: frequency is paired to the localizer frequency of the ILS. When
– Localizer a localizer frequency selection is made, the navigation receiver
automatically tunes its paired glideslope frequency.
– Glideslope
The signal has two transmission patterns of Radio Frequency energy
– Marker Beacon
that overlap each other. The upper transmission pattern contains
90 Hz modulation and the bottom transmitting pattern contains 150 Hz
Localizer modulation. The equal amplitude intersection of the two transmission
The localizer is a VHF broadcast in the lower range of the VOR patterns forms the glideslope.
frequencies (108.10 MHz 111.95 MHz) on odd frequencies only.
The localizer system is used to give the position of the helicopter
relative to a straight approach line to the runway. The ground based
localizer antenna, which is located approximately 300 m from the end
of the runway, sends two transmission patterns at the same frequency.
One modulates at 90 Hz and the other at 150 Hz. The radio beams
overlap to give a 5 degree angle to the centreline of the runway. The
LOC ground station transmits the audio identifiers that follow:
– Three-letter code group
– Voice
The LOC ground stations continue to identify the code groups during
weather and voice broadcasts. There is always some overspill of
radiation behind the localizer antenna known as a back course. Those
signals are not very often used.

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9.10.2 ILS System Training Manual
Localizer - Glide Slope Arrangement

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9.10.3 ILS System – Cockpit Indication Training Manual
9.10.3 ILS System – Cockpit Indication Glideslope indication

The amplitude of the modulating signal increases away from the glide
Localizer indication path center line of the runway (usual angle between ground and glide
The amplitude of the modulating signal increases away from the center path center line is around 2–3°).When a helicopter is approaching
line of the runway. When a helicopter is approaching the runway center the runway above the glideslope, it will receive more of the 90 Hz
line from the right, it will receive more of the 150 Hz signal than the signal than the 150 Hz modulated signal. This difference is called
90 Hz modulated signal. This difference is called DDM (difference in DDM (difference in depth of modulation) and used by the receiver to
depth of modulation) and used by the receiver to position the localizer position the glideslope pointer of the Navigation Display (ND).
pointer of the Navigation Display (ND). When the helicopter is on the glideslope, it receives the 90 and 150 Hz
When the helicopter is on the localizer, it receives the 90 and 150 Hz signals equal in strength. If the helicopter is flying above the glideslope,
signals equal in strength. If the helicopter receives a 150 Hz signal, the 90 Hz signal is relatively stronger than the 150 Hz signal. Deviation
the pointer of the ND display deflects to the left. This indicates that the bars move down to show that the position of the helicopter is above
runway is to the left. The pilot must correct the course with a turn to the glideslope. If the helicopter is flying below the glideslope, the 150
the left. This centers the localizer pointer on the display and centers Hz signal is relatively stronger than the 90 Hz signal.
the helicopter with the centerline of the runway. If the 90 Hz signal is
received by the NAV receiver, the localizer pointer goes to the right.
The pilot must turn toward the right to center the ND and the helicopter
with the runway center line.

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9.10.3 ILS System – Cockpit Indication Training Manual
ILS Glidepath Signal Distribution

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9.10.4 ILS System – Marker Beacon Training Manual
9.10.4 ILS System – Marker Beacon

Marker beacons are the final radio transmitters used in the ILS. They
transmit a low power signal to mark an area above themselves. They
are located along the centreline of the runway. The markers are
designated from the runway as:
– Inner marker (IM) or airway (A) = approximately 0.3 NM from
the runway threshold
– Middle marker (MM) = approximately 0.5 NM from the runway
threshold
– Outer marker (OM) = approximately 4.0 NM from the runway
threshold
♦ NOTE A large number of Instrument Landing Systems

(ILS) have middle and outer marker beacons. The
inner marker is rarely used.
Marker beacons transmit a 75 MHz carrier wave modulated with
following identifying signal and audio tone:
– Outer marker, two dashes modulated by 400 Hz
– Middle marker, alternating dot and dashes modulated by
1300 Hz
– Inner marker, six dots per second modulated by 3000 Hz.
The transmission is very narrow and directed straight up.
When the aircraft passes over the beacons, the helicopter NAV
receiver sends an audio signal to the intercom system and activates
coloured annunciators in the cockpit:
– IM: white
– MM: amber
– OM: blue

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9.10.4 ILS System – Marker Beacon Training Manual
Position of Marker Beacons (IM, MM and OM)

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9.10.5 Marker Beacon - Cockpit Indication Training Manual
9.10.5 Marker Beacon - Cockpit Indication

The marker indication is shown at the Primary Flight Display, if the
CMA 3000 / 9000 is installed. At the lower left side of the PFD, the
indication OM, MM and IM is shown in the respective colors.
For the helicopter equipped with the GNS or GTN system a separate
marker receiver is installed at the instrument panel below the CPDS.

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B1
9.10.5 Marker Beacon - Cockpit Indication Training Manual

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9.10.6 VHF NAV System (GTN 750) – Frequency Selection Training Manual
9.10.6 VHF NAV System (GTN 750) – Frequency Ident audio and Volume Knob
Selection The volume knob to control the audio volume for COM and NAV is
located at the top left corner. NAV ident is enabled by pressing the
Touch Screen Control Elements volume knob when the NAV window is active. When NAV ident is
Most of the operation is done by using the touch screen icons, enabled, the ID annunciation will appear in the active NAV window.
which are also called function keys. The basic functions can also be When the NAV function is enabled, the NAV STBY channel window
performed in the conventional way by using rotary knobs and push will highlight briefly and then turn to blue text.
buttons.
Maintenance
Selecting a NAV Frequency by using Rotary Knobs If the GTN 750 unit is replaced, make sure that the unit is configured
1. Press momentarily the small knob to highlight the STBY field of according to the Software configuration of the AVM. Y
NAV. The knob function defaults to COM after 30 seconds.
♦ WARNING WARNING Do not remove the NAV data card
2. Turn the large knob to adjust the desired MHz value.
from the system when power is on. To prevent
3. Turn the small knob to adjust the desired kHz value. corrupted data and random system error, the
4. Touch the NAV active frequency to switch the selected frequency system will automatically RESET if the card is
to active. removed.
All necessary maintenance to the VHF NAV system has to be
Selecting a NAV frequency by using the NAV Standby performed in accordance with the AVM and AMM.
Page The VHF NAV system can be tested with COM / NAV test equipment,
1. Touch the NAV STBY frequency field. A pull down keypad appears e.g. the Aeroflex IFR 4000.
with the current standby frequency highlighted. The VHF NAV system could be tested on ground and during a check
2. Touch the numeric keys to set the desired frequency. flight, as described above.
3. With the ENTER field the new desired frequency appears on the
NAV STBY frequency field. ♦ NOTE Do not handle the antennas for moving the
4. Touch the XFER field to place the selected frequency directly into helicopter!
the active field.

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B1
VHF NAV (GTN 750) – Frequency Selection

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9.11 Air Traffic Control (ATC) B1
9.11 Air Traffic Control (ATC)
General
The Air Traffic Control Radar Beacon System (ATC system) provides
helicopter tracking, altitude and identification information to an ATC
ground station. The crew contacts the appropriate ATC using the
VHF / AM transceiver.
Each ATC covered zone is monitored by:
– a Primary Radar System which provides azimuth and distance
of flying echoes
– a Secondary Surveillance Radar (SSR) which interrogates
the on board transponder of aircrafts which are inside the
main beam of the Primary Radar of the station
The interrogated transponder’s reply data corresponds to:
– a specific code (Mode A), set by the crew, on the ATC demand
(SQUAWK)
– a flight level (Mode C) provided by an encoding circuit such
as encoding altimeter, altitude digitizer or air data computer
– a specific code (Mode S) is transmitting an SSR Mode S 24
bit address, aircraft registration number, flight ID, altitude,
transponder capability and status (Air / Ground)
Comparing transmission times from the Primary Radar and the SSR,
the SSR codes are associated to the corresponding echoes provided
by the Primary Radar.
This information is displayed on a radar indicator which also shows
local information such as airways, restricted areas etc.
The transponder receives interrogations at 1030 MHz and transmits
replies at 1090 MHz.

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Training Manual
ATC System - General

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9.11.1 ATC System – Introduction (GNS) Training Manual
9.11.1 ATC System – Introduction (GNS) ATC Antenna

The ATC system consists of: The ATC antenna is vertically–polarized, omnidirectional, L–Band,
– ATC transponder (e.g. GTX 330) blade type antenna. The ATC antenna provides the RF energy from
the ATC transponder’s transmitter, and receives RF reply signals
– ATC antenna
transmitted by the ground stations.
Parts location Suppression circuit

The ATC transponder is located at the slant console. The ATC antenna A suppression circuit prevents possible damage to other L–band
is mounted below the fuselage on the right hand side. receivers (DME, TCAD) on the helicopter. This circuit generates a
blanking pulse output (ATC SUPPRESSION) when the transponder is
Equipment power transmitting. The blanking pulse momentarily inhibits the receivers of
The ATC system uses 28 VDC power via circuit breakers at the the DME transceiver or TCAD. These units also generate a blanking
overhead panel. The 5 A ATC 2 circuit breaker supplies the power to pulse output when transmitting, which temporarily inhibits the ATC.
the ATC transponder. The power source for the ATC transponder is
the AVIONIC ESS BUS 2. Mode S address configuration
The Garmin GTX 330 has to be set to a maintenance mode for Mode
ATC transponder (GTX 330) S programming. Flight ID Reporting (= automatic reporting of ACFT
The GTX 330 transponder is a radio transmitter receiver that operates Ident-Nr.) is also programmable, but in normal operation mode.
on radar frequencies, receiving ground radar, airborne radar or TCAS
interrogations at 1030 MHz and transmitting a coded response of
pulses on 1090 MHz.
The GTX 330 is designed for instrument panel mounting. The GTX
330 provides 125 W output power. The antenna is connected to the
rear mating connector of transponder through a 50 Ohm coaxial cable.
The GTX 330 incorporates transponder and controls in a single
unit. The front panel of the GTX 330 transponder displays the code,
reply symbol and mode of operation, pressure altitude, density
altitude, temperature, and timer functions, depending on equipment
connections and configuration selection. The GTX 330 is air cooled.

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B1
ATC System - Location

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9.12 Distance Measuring Equipment (DME) B1
9.12 Distance Measuring Equipment (DME)
General
The DME system measures the line–of–sight distance (slant range)
between the helicopter and selected DME ground stations.
The DME transceiver unit provides the capability to transmit
interrogation pulse pairs to a ground station and receives and
processes the reply pulses. The interrogator measures the time delay
between the interrogation and reply pulses and converts the delay
time to the equivalent DME distance.
The slant error increases as the helicopter approaches the station.
Additionally to the distance (DST), the DME system can calculate the
ground speed (SPD) and the time to go (TTG) until it reaches the
station.
The system operates in the UHF frequency band. Most DME channel
assignments (two hundred channels) are paired with VOR or ILS
facilities and are selected with the associated VOR or ILS frequency
to the DME. The remaining 52 channels are unpaired channels, DME
only. The DME transceiver also provides audio station identification.
♦ NOTE The effective range of the DME depends on

many factors. The most important is the line of
sight limitation determined by the altitude of the
helicopter. Also weather, location and altitude of
the ground transmitter have an influence. Usually
the line of sight limitation will prevent the helicopter
on ground from receiving and locking onto a DME,
VOR / DME or VORTAC stations.

ahd-esmsuser8160
Training Manual
DME Principle

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9.12.1 DME System – Operation (CMA) Training Manual
9.12.1 DME System – Operation (CMA) Flight check

DME system performance may be evaluated by making a local flight.
Indication on ND Tune the next DME station which is available. The information about
The DME transceiver calculates the distance (DST), the ground speed ground speed, distance and time to go will be displayed. The DME
(SPD) and the time to go (TTG). All the information is displayed in audio output for an audio identification has to be monitored.
cyan at the upper part of the ND.
DME HOLD Indication

If the DME is switched to HOLD, the following indication appears:
– On the ND all DME information are displayed in white: TTG,
SPD (ground speed) DST and additionally the Hold frequency
with a H in front.
– The DME 1/2 hold light at the instrument panel illuminates
(optional)
– Indication at the NMS (DME HOLD ON) on the NAV page.
Maintenance
If the CMA 3000 / 9000 unit is replaced, make sure that the new unit
is configured according to the Software configuration of the AVM. All
necessary maintenance to the DME system has to be performed in
accordance with the AVM and AMM. The DME could be tested either
on ground or during a check flight.
Ground test
On ground the DME can be tested with a NAV tester (e.g. Aeroflex IFR
6000). The distance and ground speed selected on the NAV tester
must be identical to the indication on the helicopter’s displays. After
initiation of an audio identification check with the NAV tester, the audio
IDENT should be heard on the aircraft audio system.

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B1
9.12.1 DME System – Operation (CMA) Training Manual
DME Indication

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9.12.2 DME System – Introduction (GNS / GTN) Training Manual
9.12.2 DME System – Introduction (GNS / GTN) DME Antenna

The DME system consists of: The DME antenna is vertically–polarized, omnidirectional, L–Band,
– DME transceiver (e.g. DME 4000) blade type antenna. The antenna can transmit and receive signals for
the DME transceiver.
– Two NMS Garmin GNS 430 (Garmin GTN 750)
In the DME 4000 equipped helicopter the antenna is connected to
– DME antenna
the rear mating connector of the transceiver mount through a 50 Ohm
– DME HOLD push buttons coaxial cable.
Parts Location Suppression circuit

The DME transceiver is rack mounted and located at the avionic deck. A suppression circuit prevents possible damage to other L–band
The DME antenna ismounted below the fuselage on the left hand side. receivers (ATC, TCAD) on the helicopter. This circuit generates
a blanking pulse output (DME SUPPRESSION) when the DME
Two DME HOLD push buttons are installed at the instrument panel.
transceiver is transmitting. The blanking pulse momentarily inhibits the
receivers of the ATC transponder or TCAD. These units also generate
Equipment Power a blanking pulse output when transmitting, which temporarily inhibits
The system is supplied with 28 VDC AVIONIC SHED BUS 2 via the the DME.
DME 2 A circuit breaker.
DME transceiver (DME 4000)

The DME 4000 is a three channel transceiver designed to provide
position navigation information. Data line connections between the
DME 4000 and other system equipment are made through ARINC 429
busses. Provisions are also made for a variety of discrete inputs and
outputs. The transceiver delivers minimum 300 W of nominal power
output.
The DME 4000 is passively cooled. No warm–up period is required.
System operation is instantaneous upon application of power.

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B1
DME System - Location (GNS / GTN)

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9.13 Global Positioning System B1
9.13 Global Positioning System
General
The global positioning system (GPS) is a modern long–range
navigation system based on satellite information.
Satellites orbit the earth at an altitude of approx. 20,200 km and
continuously transmit radio signals. The GPS receiver picks up these
radio signals to determine the position of the helicopter.
The GPS system consists of 24 active satellites in 6 orbital planes. 4
satellites in each plane are active, several satellites are spare and can
be activated, if necessary. The inclination is about 55 degrees.
Each satellite orbits the earth once every 12 hours. From any position
on the earth, a GPS receiver can pick up a signal from different
satellites. To have a position in space, 4 satellites need to be tracked
in order to decode position (x,y,z) and time (t).
A reception of 5 satellites helps to determine the integrity of the
navigation solution, called RAIM (Receiver Autonomous Integrity
Monitoring).
The position accuracy is enhanced with the number of tracked
satellites, as well as the capability to detect incorrect signals.

ahd-esmsuser8160
Training Manual
GPS System

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9.13.1 Differential GPS Training Manual
9.13.1 Differential GPS

The GPS accuracy is approximately 15 m. This is not precise enough
for aviation purposes. Therefore DGPS was developed. With DGPS
the accuracy is ten times better, approximately 1.5 m.
The GPS accuracy depends on different factors (atomic clock errors,
epherides, ionosphere, troposphere influence, reflections ...). The GPS
receiver cannot verify trustability of received data. If a satellite would
transmit imprecise or incorrect data, the receiver cannot determine
the wrong data. The calculation of the position is imprecise.
For DGPS there are monitoring stations on ground. The monitoring
stations receive the data from the satellites, too. They can check if
the data from the satellite is precise or not, because the monitoring
stations know exactly the coordinates of their own positions.When the
data of a satellite is not precise, a monitoring station can calculate
the delta. The delta information is then transmitted from a monitoring
station to a geostationary satellite. This is called Satellite Based
Augmentation System (SBAS). The geostationary satellite sends the
delta information to the GPS receiver. With the delta information, the
GPS receiver can enhance its position calculation.
A geostationary satellite is always over the same point of the earth.
Therefore it is not possible to receive the signal from a geostationary
satellite over NorthAmerica here in Europe. For these reason there
are different DGPS systems for different areas available:
– North America – WAAS
– Europe – EGNOS
– Japan MSAS
– India – GAGAN (under construction)
– Russia – SDCM (under construction)

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B1
9.13.1 Differential GPS Training Manual
Differential GPS

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9.13.2 GPS System – Operation (GNS) Training Manual
9.13.2 GPS System – Operation (GNS) Maintenance

The NMS is the operator panel for the GPS as well. There are several All necessary maintenance to the GPS system has to be performed in
sub– pages which show GPS related information. The Satellite Status accordance with the AVM and the AMM.
Page provides a visual reference of GPS receiver functions, including
current satellite coverage, GPS receiver status, and position accuracy.
The Satellite Status Page is helpful in troubleshooting because it
shows weak or missing signal levels due to poor satellite coverage or
installation problems.
– Present position:
To see the present position, select NAV page nr.4. Time,
navigation performance (e.g. ENR for enroute) track, ground
speed and altitude are shown as well.
– GPS status page:
To see the GPS performance, select NAV page nr. 5 to get a
graphical overview.
GPS related messages or failures are shown on the Message Page.
Press the MSG key to enter this page.
A insufficient GPS indication is shown as a yellow caution “INTEG”
on the left lower corner of the GNS, together with the indicator light
“INTEG” at the Instrument Panel.
System activation
1. Push in appropriate circuit breakers NMS 1, NMS 2.
2. Toggle the AVIONIC MASTER switches to the ON position.
3. On the ICP1 or ICP2 select NMS as NAV source.
4. Select the sector mode of the ND to display waypoints.
5. Optional: Check the GPS performance (number of satellites).

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B1
GPS Operation - (GNS equipped helicopter)

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9.14 Radar Altimeter System B1
9.14 Radar Altimeter System
General Principle
The purpose of the radar altimeter is to measure the absolute height of Two common principles are used: Peak signals or a frequency
the helicopter above the terrain. This is accomplished by a transmitting modulated continuous wave (FMCW). Generally, the delay time
signal from an antenna to the ground and processing the received between the transmitted and the received signal is measured,
signal via a second antenna. calculated and converted into an altitude signal.
The radar altimeter operats at a frequency 4.2 GHz – 4.4 GHz has an This radar altimeter system operates with FMCW: By the time the
effective and accurate range from 0 to 2500 ft. transmitted signal has been reflected from the terrain and back to
Generally the altitude information is sent to an indicator, which may the receive antenna, the transmitter has shifted to a new frequency;
be analog or an electronic display system such as FCDS with its therefore, when the instantaneous transmitted signal is mixed with the
Navigation Display (ND). delayed received signal, an intermediate frequency is produced which
is directly proportional to the time delay for the round trip.
Other systems can be connected and use the radar altimeter
information: This variable intermediate frequency (IF) is applied to the receiver
where it is amplified and processed to a DC voltage proportional to
The Automatic Flight Control System (AFCS) uses the radar altimeter
the altitude.
for triggering the level off function.
A calibration loop inside the transceiver is used to control the transmitter
An optionally installed weather radar system has to deactivate itself
module in order to ensure a high accuracy of the system.
automatically if the helicopter is close to ground, in order to prevent
electromagnetic influence on people.
Certain trigger levels are used to alert the pilot if he climbs above a
certain flight level or if he descends below a selected minimum height.
These functions are called upper limit (UL) and decision height (DH).
Changing the landing skid from low to high or vice versa, requires a
new zero– setting of the radar altimeter system, which can be done
easily by pressing a small button on the transceiver.
♦ NOTE Do not paint the antennas on the tail boom.

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Training Manual
Radar Altimeter System

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9.14.1 Radar Altimeter Indication Training Manual
9.14.1 Radar Altimeter Indication Radar Altimeter Test

Depending on the helicopter’s configuration, an analog instrument The proper function can be tested with the Radar Altimeter Test button,
with a needle and a scale can be used for indication. A helicopter which is installed at the ICP. A typical 50 ft test is generated and the
with FCDS system gets the radar altimeter information as ARINC 429 ND must show 50 ft. If the decision height is selected properly, also
signals from the radar altimeter to the FCDMs, which transfer the the DH “warning” appears on the PFD.
information to the Navigation Display. The transceiver identifies the test button signal definitely as a test. It is
not possible to cheat the system by pressing the test button to make
Navigation Display the helicopter believe that it is in 50 ft above ground now.
To the right of the compass rose, the radar altitude is displayed
digitally. The yellow center marker shows the actual altitude, whereas Radar Altimeter Indication (analog)
the window covers a range of approx. 300 ft in total. A pointer shows the actual altitude. If the system is operable, the red
As soon as the helicopter climbs higher than 2500 ft, the radar altimeter warning flag at the end of the scale disappears.
numbers disappear and the right frame is empty. The decision height rotary knob (DH) is used to move the (yellow)
Below the indication frame the Decision Height (DH) can be seen. It triangle for changing the DH reference.
can be changed in 1 ft steps by the turning the DH rotary knob on the The DH lamp illuminates, if the helicopter sinks below the adjusted
ICP. Pilot and Copilot may adust different values on their respective DH– marker, which can be adjusted with the rotary knob.
NDs.
Above the indication frame the Upper Limit (UL) can be seen. This Test Function
depends on the FCDS configuration, because the UL can refer to the A test button marked TEST initiates the 50 ft test. If the DH– marker is
barometric altitude of the primary flight display (PFD) instead. set below 50 ft, the DH light goes out (test alt 50 ft > DH).
The UL can be changed in 1 ft steps by the turning the same rotary With the TEST button depressed, slowly increase the DH bug until
knob on the ICP, but the DH– button must be pressed once before, the DH lamp lights. This should happen at 50 ft (with a 5 ft tolerance).
so the cursor can change from DH to UL. The UL starts with the Consequently, the lamp should be lit at all altitudes above 50 ft.
maximum height (2500 ft) and can be reduced. Pilot and Copilot may
adjust different values on their respective NDs. ♦ NOTE If the DH lamp still illuminates (e.g. after a test), the
DH–lamp push button can be pressed to switch off
♦ NOTE UL with barometric altitude configuration can be the light.
used up to 7999 ft.

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B1
9.14.1 Radar Altimeter Indication Training Manual
Radar Altimeter Indications

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9.15 Flight Control Display System (FCDS) B1
9.15.1 General Training Manual
9.15 Flight Control Display System (FCDS)
9.15.1 General Normal Operation

The Flight Control Display System (FCDS) is a general avionics During normal operation the values of systems 1 are displayed LH and
system designed to provide all visual information necessary for: those of the systems 2 RH side at the instrument panel. The selection
– Flight control (attitude data, barometric data, radar height for the display mode, for the displayed sensors and the indicated
and optional: autopilot data) distances is done by the Instrument Control Panels (ICP), which are
installed separately for each pilot in the slant console. Additionally
– Navigation management (radio navigation data, option: way
there is a data exchange between the two FCDMs for comparison
point, GPS–info, flight plan)
of the sensor data. If there is a discrepancy detected, an automatic
– Additional indication (weather radar image, digital map, FLIR failure indication will be shown on the display.
camera).
The system architecture is based on two separate symmetrical channels ♦ NOTE Before starting engines, make sure that no power
(no. 1 for copilot and no. 2 for pilot). Each channel is composed of one is applied to the FCDS (avionics master switches
Flight Control Display Module (FCDM), an Instrument Control Panel in OFF position) in order to prevent influence of
(ICP) and two displays (SMD 45H). The upper display is called Primary transient voltage.
Flight Display (PFD), the lower display is the Navigation Display (ND).
All important information exists twice and the two FCDMs compare
each other. The FCDM operates a kind of “brain and graphic card”
but can react and indicate failures. The configuration of the display
is stored in the FCDMs. A configuration update is always done via
FCDM2, which is the master.
The SMD displays are always SMD45H on the pilot’s side, whereas
on the copilot’s side a bigger display called SMD68H is possible.
The displays are active liquidmatrix displays and are ”smart”, because
they can detect failures and may switch automatically to a composite
mode in order to display additional information of the defect screen.

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9.15.1 General Training Manual
Instrument Panel (CPDS, FCDS)

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9.15.2 Components Training Manual
9.15.2 Components Block Diagram

The following additional components are necessary for operation of The FCDM modules collect all data via ARINC429 from the respective
the FCDS: sensors. System 2 sensors are connected to the FCDM2 and are
– power supply (overhead panel) displayed at the PFD2 and ND2. The same is valid for system 1.
Additionally, all sensors, which exist twice, are connected to both
– 4x SMD 45H displays
FCDMs.
– backup instruments (airspeed, altimeter, artificial horizon)
A crosstalk ensures data comparison of both FCDMs. These computer
– 2x ICP (Instrument Control Panel) cards are installed in the PELICAN rack. FCDM2 is located on the
– RCU (Reconfiguration Unit) very left slot.
– 2x ADC (Air Data Computer) The ICP (instrument control panel) controls the indications on the PFD
– 2x FCDM (Flight Control Display Module) and ND and commands its FCDM. Here, adjustments like the shown
– 2x AHRS “sectormode” of the NDmay be selected (sectormode is e.g. used for
waypoint indication).
– 2x magnetometer
The RCU (reconfiguration unit) has all switches in center position
– avionics: NAV 1, NAV 2, ADF, DF (option), GPS (NMS)
“norm”. This ensures that sensor 1 signals are shown on the left side
– optional equipment: radar altimeter, weather radar, FLIR, and sensor 2 signals are shown on the right side.
moving map, autopilot.
FCDM2 provides altitude information for the ATC (transponder).

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B1
9.15.2 Components Training Manual
FCDM Block Diagram

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9.15.3 Locations Training Manual
9.15.3 Locations Air Data Computer

The Air Data Computer provides the FCDS with the data of the
SMD 45 H barometric flight altitude and with the horizontal and vertical speed.
Two displays per side are mounted in the instrument panel. The upper The data from the ADCare transmitted digitally to the AHRS and to the
monitor is used as Primary Flight Display (PFD) and the lower one as Primary Flight Display.
Navigation Display (ND). The ADCs are installed respectively in the LH and RH side channels
of the helicopter.
Instrument Control Panel
They are used to control the different display modes of the SMD 45H PELICAN Rack including two FCDM
monitors. The two Instrument Control Panels (ICP) are mounted in the The PELICAN rack consists of two compartments respectively cooled
slant console. by a fan. It is located on the avionics deck. In each compartment
or the rack there are two plug–ins for modules integrated. In each
Reconfiguration Unit compartment one FCDM is implemented, secured by a locking device.
With the Reconfiguration Unit (RCU) each sensor can be allocated
individually to both system sides. The RCU is installed in the aft center Magnetometer
console. The direction of the earth’s magnetic field is measured by the
magnetometer. This data are sent to the inertial unit of the AHRS for
Attitude and Heading Reference System calculation of the actual heading. They are installed in the middle of
The Attitude and Heading Reference System (AHRS) is a glass the tail boom.
fiber optic aided heading and reference system of high accuracy. It
measures the flight attitude, turning– and acceleration rates of the Back–up Instruments
helicopter for viewing on the flight. The inertial unit compensates all Additionally, analog instruments serve as back–up instruments in
external influences such as drift, temperature etc. and calculates by case of display failure or sensor malfunctions.
means of the measured turning rates the helicopter attitude.
The AHRS are installed RH side below the cabin floor.

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B1
9.15.3 Locations Training Manual
FCDS - Locations

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9.15.4 Instrument Control Panel (ICP) Training Manual
9.15.4 Instrument Control Panel (ICP) 9.15.5 Reconfiguration Unit (RCU)

The Instrument Control Panel is used to display various information The Reconfiguration Unit is used to deselect sensors in case of a
on the PFD and ND. malfunction. Normally all switches are in the position “N” (normal).
4 rotary knobs are used to adjust Decision Height, turn the Course Then, system1 sensors are displayed on the copilot’s side and system
Pointer, adjust the barometric pressure and changing the pitch offset 2 sensors are shown on the pilot’s side.
(POS). The BARO rotary knob is the only one which cannot be pressed If a discrepancy between two sensors is indicated, the pilot can decide
to activate a function. (with the help of the backup– instruments) which signal is valid. After
All of the three other rotary knobs (DH, CRS and POS) can be pressed reconfiguration an amber message tells which system has been
to change from DH to UL, to center the Course Pointer to the selected deselected.
NAV source, to center the aircraft symbol to zero. The selector Master belongs to the autopilot (option). It determines
External sources can be selected (weather radar, moving map, FLIR which NAV source is used by the autopilot (right side or left side). The
camera) by pressing the EXT button. They are shown on the ND. To pilot’s side is default, switch in position “R”.
return to the normal indication of the ND, the push button ND is used.
Different NAV sources can be selected (NAV) and the bearing pointers
(a white singe or white double pointer) can be displayed or not.
A TEST button is used to check the respective fan of the PELICAN
rack and to initiate the radar altimeter 50 ft test.

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B1
9.15.5 Reconfiguration Unit (RCU) Training Manual
ICP / RCU

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9.15.6 Primary Flight Display Training Manual
9.15.6 Primary Flight Display Pressure Setting

Baro pressure setting is done with a separate knob on the ICP
PFD Symbolism (example 1010 hPa).
The PFD displays the following parameter:
– attitude Vertical Speed
– airspeed An analog scale with a white bar is given between +/-2000 ft/min with
a mark every 500 ft/min, together with a digital value. The display
– airspeed tendency
figure is associated to 100 ft/min, e.g. “3” equals 300 ft/min.
– altitude
– pressure setting
– vertical speed
– AFCS informations (option).
Attitude
Each line in the roll axis means 10° bank, the dot symbolises 45°.
In the pitch axis, each line symbolises 5° nose up or down, digital
number is displayed.
Airspeed
The airspeed is displayed in knots with a graduation every 5 knots.
The yellow lubber line shows 150 knots in this example, the VNE is
symbolised by a red bar.
Airspeed Tendency
This indicator gives the airspeed predicted to be reached after 5
seconds if the acceleration remains constant.
Altitude
Barometric altitude, data comes from the ADCs.

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9.15.6 Primary Flight Display Training Manual
PFD - Normal Mode

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9.15.7 Navigation Display Training Manual
9.15.7 Navigation Display
ND HSI – NAV Symbology

The ND shows all the information necessary for navigation:
– compass rose
– course pointer (cyan)
– single and double pointer (white)
– navigation source (e.g. VOR 2 108.0 MHz)
– DME information (time to go, ground speed, distance)
– digital values of course
– heading and bearing.
The radar height is shown on the right side together with the RA
decision height (DH) and the upper limit (UL) (which may be found
on the PFD, working then with barometric pressure). These limits are
also marked by a brown bar from the respective side. Additionally
500 feet before DH, a horizontal line appears.
With GPS installed also a wind indication and the actual track is
displayed.

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B1
9.15.7 Navigation Display Training Manual
ND HSI - NAV Symbology

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9.15.8 PFD / ND Indication of Warnings and Discrepancies Training Manual
9.15.8 PFD / ND Indication of Warnings and

Discrepancies
If there is a failure of the equipment or missing data a red warning box
appears with a reference to the failed system.
Example
A defect air data computer is shown in the manual as ADCi. It can be
ADC 1 or 2, the system determines the failure source automatically
(system 1 or 2).
As a consequence, a discrepancy is indicated at the pilot’s side
(and vice versa) to alert the flight crew. Consequently the pilot can
reconfigure to the other system.
If there is (only) a discrepancy of the sensors an amber discrepancy
arrow comes up on both sides.
In case of a total black display (e.g. pilot’s side) with the red warning
FCDM2, a reconfiguration to FCDM 1 enables to display all previous
information without any limitation.
After the reconfiguration only the deselected sensor is shown in amber
and the value of the remaining sensor is shown on both sides.

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B1
PFD Warnings and Discrepancies

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9.16 Autopilot System EC135 B1
9.16 Autopilot System EC135
General The Pitch Damper

The EC135 AFCS is a three axis autopilot, which means it can control consists of a pitch rate gyro (FOG) and a longitudinal SEMA. It provides
the pitch, roll and yaw axis of the helicopter. Power setting (4th axis) pitch damping also as redundancy for IFR to lesson the effect of a
is not implemented. Pitch SAS (EHA) defect.
The autopilot is modular and uses existing actuators and sensors of
the SAS system. The common rotating mechanical gyros are replaced The Autopilot System
by FOGs (Fibre Optical Gyros). consists of the Autopilot Module and the Autopilot Mode Selector.
An active autopilot provides basic stabilization called “attitude hold”. For additional control authority and redundancy, a second actuator is
Additionally “upper modes” can be selected e.g. ILS approach, flying installed in the roll axis (roll SEMA) and in the yaw axis (yaw SEMA).
with constant speed or altitude, flying to waypoints (if a GPS system A precondition for operating of the AFCS is the 3–axis SAS and the
is connected). pitch damping system. Nevertheless, the 3–axis SAS and the pitch
The modular structure of the AFCS is shown step by step with the damping system can be operated as a “stand alone” system without
following description: the AFCS under VFR and DPIFR rules.
The yaw SAS Power Supply

consists of a yaw rate gyro (FOG) and a “smart” electro–mechanical Due to the modular structure of the AFCS DC and AC power is
actuator (SEMA). It provides rate damping around the helicopter’s necessary (28V DC and 26V AC at 400Hz).
vertical axis. All functions (3–axis SAS and autopilot) are operable if at least one
generator operates and the Avionic Master Switches 1 and 2 are in
The Pitch & Roll SAS ON position and the inverter (no. 2) is switched on.
consists of a P&R SAS computer, a pitch and a roll electro–hydraulic The SAS and AFCS requires 28V DC from the Essential and SHED
actuator (EHA). busses.
The P&R SAS provides short term attitude hold and rate damping. It AC power is required for the Pitch / Roll SAS computer.
has a stand–by back up function when operated with the AFCS. The
EHAs operate in series with the cyclic controls and are integrated in
the hydraulic boost. The SAS computer uses attitude information from
AHRS 1.

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Training Manual
Schematic Block Diagram Autopilot System (Simplified)

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9.16.1 AFCS Functions Training Manual
9.16.1 AFCS Functions
General
The AFCS is designed to provide automatic 3–axis stabilization,
which enable the pilot to fly hands– off. It uses all existing actuators
(SEMA, Trim motor) as well as the EHAs by sending command signals
“through” the P/R SAS computer.
Generally, the autopilot gets inputs from sensors, calculates required
commands which are executed by actuators.
Sensors are air data computer, AHRS, FOGs, NAV– information from
FCDS and radar altimeter.
Actuators are divided in two categories: serial and parallel actuators.
Serial actuators are SEMAs and EHAs, which react very fast (ms) but
have limited authority.
Parallel actuators are trim motors, which have full authority but need
more time (s). They move the cyclic stick (pitch and roll axis).
Position sensors ensure the correct movement of the actuators.
Inside the TRIM motors, the hands on detection is performed to inform
the autopilot (and SAS) that the pilot controls himself. This prevents
the automatic systems to counteract pilot’s controls.
Safety
The system ensures maximum safety. Nearly all sensors, signals,
computers and actuators exist twice. Some information e.g. turning
rates are given even three times to enable the system to determine
the failure source.
In case of an autopilot failure, the 3 axis SAS is fully operable because
of the stand alone capability. This is one of the advantages of the
modular structure.

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9.16.1 AFCS Functions B1
Training Manual
Block Diagram AFCS

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9.16.2 Installation Locations Training Manual
9.16.2 Installation Locations Pitch SEMA

The pitch SEMA is installed in the horizontal control rod of the pitch
APM axis, behind the overhead panel.
The autopilot module is integrated in the PELICAN rack. The rack is
installed on the avionics deck in the aft, upper section of the cargo Roll SEMA
compartment. The roll SEMA is installed in the control rod of the roll axis, directly in
front of the hydraulic actuator.
ADC
The air data computers 1 / 2 are respectively installed in the LH and yaw SEMA
RH side channels of the helicopter. The two yaw SEMAs are respectively mounted on each end of the
control rod for the Fenestron® servo actuator. Yaw SEMA 2 is only
Pitch FOG active with AP engaged.
The pitch fibre optic gyro is installed in the LH side channel of the
helicopter. EHA
The electro–hydraulic actuators for the pitch and roll axes are
yaw FOG installed directly in the hydraulics of the main rotor actuators. They
The yaw fibre optic gyro is installed in the aft, upper section of the are commanded by or via the Pitch & Roll SAS computer.
cargo compartment near to the rear structure attachment cone.
Trim Motors (Parallel Actuators)
APMS The trim motors for pitch / roll are installed below the cabin floor in the
The autopilot mode selector is integrated below the instrument forward section of the helicopter and are respectively connected with
panel in the slanted console or in the center console. It comprises all the pitch and roll controls.
necessary buttons and knobs to engage the autopilot and to select the
various upper modes. LVDT Pedal
The linear transducer (linear position sensor) is mounted directly on
Pitch & Roll SAS Computer the pilot’s pedal structure below the cabin floor in the forward section
The pitch & roll SAS computer is installed in the LH side channel of of the helicopter.
the helicopter. It uses the input signals from the AHRS 1 to compute
the stabilizing input signals for the electro–hydraulic actuators (EHA).

ahd-esmsuser8160
9.16.2 Installation Locations B1
Training Manual
AFCS - Installation Locations

ahd-esmsuser8160
9.16.2 Installation Locations Training Manual
LVDT Collective
The linear transducer (linear position sensor) is installed below the
floor in the center section of the helicopter and is connected with the
collective pitch lever.

ahd-esmsuser8160
9.16.2 Installation Locations B1
Training Manual
AFCS - Installation Locations

ahd-esmsuser8160
9.16.3 Warnings, Cautions and Advisories Training Manual
9.16.3 Warnings, Cautions and Advisories Auto Pilot Test

Before takeoff a pre–flight autopilot test is performed by pressing
Warnings the TEST button on the APMS (auto pilot mode selector). Now the
Failures and warnings of the AFCS are indicated at the PFD in red autopilot tests itself and operates the actuators (the cyclic stick will
colour. move).
A major failure, which requires immediate pilot’s action is indicated by If the test result is o.k. the ON on the TEST button stops blinking.
the red Warning light AP A.TRIM for ten seconds in the warning unit. If the test fails, some of the above mentioned cautions are displayed
and the TEST button light is illuminated continuously. The test can be
Cautions repeated but before freemovement of all control sticks and the correct
Yellow cautions referring to the autopilot are shown in the miscellaneous preconditions should be checked.
field of the CAD.
The AFCS cautions on the PFD are displayed in amber color. Preconditions
A pre–flight check is possible only on ground, autopilot switched off,
Caution indications (on CAD) all SAS systems enabled, collective fully down and locked, cyclic stick
The CAD displays the following AFCS related caution indications: in neutral position and free for small movements.
Tab. 09-2: AFCS related caution indications The test has to be performed after the hydraulic check with both
AUTOPILOT Failure or disengagement of APM engines in idle and mast moment trimmed to minimum. Cyclic stick
has to be centered before testing.
TRIM Failure of autotrim
Failure of a sensor such as AHRS or Rate Gyro ♦ NOTE Do not touch the controls and the APMS during test
GYRO
(FOG) cycle. For test operation hydraulic pressure on both
ACTUATION Failure of a series actuator systems is required (e.g. both engines in idle).
P/R SAS Failure of the P / R SAS
Decoupling of an upper mode (illuminated for ♦ NOTE Control rod rigging: Actuators center themselves if
DECOUPLE
10 sec) the Battery Master switch is switched ON and OFF
P DAMPER Failure of the Pitch Damper briefly.
YAW SAS Failure of Yaw SAS

ahd-esmsuser8160
9.16.3 Warnings, Cautions and Advisories B1
Training Manual
Warning Unit, CPDS Caution, APMS Indication

ahd-esmsuser8160
B1
Training Manual
INTENTIONALLy LEFT BLANK
For instruction only Iss. August 2018 09 112

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09 – Optional Equipment EC135 Classic

For instruction only Iss. August 2018 09 – 1

For instruction only Iss. August 2018 09 – 2

For instruction only Iss. August 2018 09 – 3

9.1 System Frequencies

System Transmitter Receiver

For instruction only Iss. August 2018 09 – 4

INTENTIONALLy LEFT BLANK

For instruction only Iss. August 2018 09 – 5

9.2 Avionics Main Components

For instruction only Iss. August 2018 09 – 6

For instruction only Iss. August 2018 09 – 7

9.2.2 Instrument Panel

Center Section for Garmin GNS

For instruction only Iss. August 2018 09 – 8

Instrument Panel (CPDS, FCDS)

For instruction only Iss. August 2018 09 – 9

9.2.3 Avionic Deck

For instruction only Iss. August 2018 09 – 10

Avionic Deck (Example)

For instruction only Iss. August 2018 09 – 11

9.3 Power Supply

♦ NOTE Depending on the helicopter’s load analysis, the

For instruction only Iss. August 2018 09 – 12

Power Supply Avionics (AVIO MSTR Engaged)

For instruction only Iss. August 2018 09 – 13

9.4 Overhead Panel

General Overhead Panel (Backside View)

♦ NOTE To prevent any overvoltage / surge to the avionics

For instruction only Iss. August 2018 09 – 14

Overhead Panel (Example)

For instruction only Iss. August 2018 09 – 15

9.5 Slant / Center Console (GNS)

For instruction only Iss. August 2018 09 – 16

Slant / Center Console (Example of GNS equipped HC)

For instruction only Iss. August 2018 09 – 17

9.6 Intercom System

9.6.1 System Description 9.6.3 Audio Management Unit (AMU 50)

For instruction only Iss. August 2018 09 – 18

Intercom System (Example)

For instruction only Iss. August 2018 09 – 19

9.6.4 Remote Memory (RM01) 9.6.6 Test and Maintenance

For instruction only Iss. August 2018 09 – 20

Locations of the Intercom System

For instruction only Iss. August 2018 09 – 21

For instruction only Iss. August 2018 09 – 22

Audio Control Panel (ACP)

For instruction only Iss. August 2018 09 – 23

For instruction only Iss. August 2018 09 – 24

Audio Control Panel (ACP)

For instruction only Iss. August 2018 09 – 25

For instruction only Iss. August 2018 09 – 26

Audio Control Panel (ACP)

For instruction only Iss. August 2018 09 – 27

For instruction only Iss. August 2018 09 – 28

Audio Control Panel (ACP)

For instruction only Iss. August 2018 09 – 29

9.6.10 PTT Switch (ICS / TX)

For instruction only Iss. August 2018 09 – 30

Audio Control Panel (ACP)

For instruction only Iss. August 2018 09 – 31

9.7 VHF AM COM System