Ata 31

Chapter 31 Sikorsky S76 C++
RECORDING SYSTEMS
31 INDICATING AND
CHAPTER 31
INDICATING AND RECORDING SYSTEMS
CONTENTS
Page
INTRODUCTION ........................................................................................................... 31-1
GENERAL ....................................................................................................................... 31-1
INTEGRATED INSTRUMENT DISPLAY SYSTEM ......................................................... 31-3
Circuit Breakers .............................................................................................................. 31-5
Components .............................................................................................................. 31-7
System Operation .......................................................................................................... 31-13
Display Units ................................................................................................................ 31-15
Diagnostics .................................................................................................................... 31-57
Warning/Caution/Advisory System .............................................................................. 31-61
Annunciators ................................................................................................................. 31-65
AUDIBLE VISUAL WARNING SYSTEMS ...................................................................... 31-69
Tone Generator ............................................................................................................. 31-71
COCKPIT VOICE RECORDER SYSTEM ......................................................................... 31-93
General .......................................................................................................................... 31-93
Components .................................................................................................................. 31-93
System Operation .......................................................................................................... 31-99
Optional Penny & Giles Multipurpose Flight Recorder (Mpfr) ................................ 31-101
Controls And Indicators ............................................................................................. 31-103
Operation.................................................................................................................... 31-103
FOR TRAINING PURPOSES ONLY 65-i

RECORDING SYSTEMS
31 INDICATING AND
ILLUSTRATIONS
Figure Title Page
31-1 Cockpit Controls and Indications ......................................................................... 31-2
31-2 Circuit Breakers .................................................................................................... 31-4
31-3 IIDS Components ................................................................................................. 31-6
31-4 Remote Data Acquisition Unit.............................................................................. 31-8
31-5 Remote Data Acquisition Unit (Back) .................................................................. 31-9
31-6 Maintenance Interlock ....................................................................................... 31-10
31-7 IIDS Schematic .................................................................................................. 31-12
31-8 Display Unit ....................................................................................................... 31-14
31-9 Performance Display.......................................................................................... 31-16
31-10 IIDS Engine Display .......................................................................................... 31-20
31-11 IIDS One Engine Inop (OEI) Display................................................................ 31-22
31-12 IIDS Composite Display .................................................................................... 31-24
31-13 Engine Start Page............................................................................................... 31-26
31-14 Power-Up Self-Test Display Page ...................................................................... 31-28
31-15 IIDS Display Reversion ..................................................................................... 31-30
31-16 Dual Display Unit Failure and Composite Mode............................................... 31-32
31-17 Ground Power Assurance Display Screen.......................................................... 31-34
31-18 Additional Soft Keys to Customize Configuration ............................................ 31-36
31-19 Ground Power Assurance Additional Instructions ............................................. 31-36
31-20 Ground Power Assurance Test Results ............................................................... 31-37
31-21 N1 Test Display .................................................................................................. 31-38
31-22 OEI Display Screens .......................................................................................... 31-40
31-23 MAINT Display Screens ................................................................................... 31-42
31-24 Cycle Count Key................................................................................................ 31-44
FOR TRAINING PURPOSES ONLY 65-ii

RECORDING SYSTEMS
31 INDICATING AND
CAL Key ......................................................................................................................... 31-46

HIST Key ........................................................................................................................ 31-48
Engine Soft Key Functions ............................................................................................. 31-50
Engine Soft Key Functions ............................................................................................. 31-51
Automatic Calibration ........................................................................................... 31-52
Manual Fuel Calibration ........................................................................................ 31-54
FAIL Display Page ................................................................................................ 31-56
FAULT CODE HISTORY Page ........................................................................... 31-56
DECU Fault Annunciation (Magenta Arrow) ....................................................... 31-58
DECU Fault Example ............................................................................................ 31-58
IIDS Display/Collective Grip/Barrier Filter Panel ................................................ 31-60
Master Warning Panels.......................................................................................... 31-62
Master Warning Panels.......................................................................................... 31-68
Tone Generation Components ............................................................................... 31-70
Tone Priority.......................................................................................................... 31-70
Warning System No. 1 Relay Panel ...................................................................... 31-72
Warning System No. 2 Relay Panel ...................................................................... 31-74
Warning Circuit Overview .................................................................................... 31-76
Engine Fire (Top) and #1 ENG FIRE Reset (Bottom) .......................................... 31-78
Engine Fire Test Panel ........................................................................................... 31-80
Engine Fire Detection Test—FWD ....................................................................... 31-80
Landing Gear Warning Components ..................................................................... 31-82
Air Data Accessory Unit Interface ........................................................................ 31-83
Landing Gear Warning Circuit .............................................................................. 31-84
IIDS Engine Out Warning ..................................................................................... 31-86
DECU Engine Out Warning .................................................................................. 31-86
FOR TRAINING PURPOSES ONLY 65-iii

RECORDING SYSTEMS
31 INDICATING AND
Engine Out Cancel (Top) and Engine Out Cancel Release (Bottom) ................... 31-88
ENG OUT TEST Switch Schematic—WOW ....................................................... 31-90
ENG OUT TEST Switch ....................................................................................... 31-90
Recorder Unit ........................................................................................................ 31-92
Area Microphone................................................................................................... 31-94
CVR Control Panel................................................................................................ 31-94
Inertia Switch and CVR Relays ............................................................................ 31-96
Float Switch........................................................................................................... 31-97
Multipurpose Flight Recorder ............................................................................. 31-100
Flight Data Recorder Control Panel ................................................................... 31-102
TABLES
Table Title Page
31-1 Caution/Warning Capsules ....................................................................................31-62
Warning/Caution/Advisory Annunciations ..................................................................31-64
Cockpit Voice Recorder Fail Conditions .....................................................................31-98
FOR TRAINING PURPOSES ONLY 65-iv

CHAPTER 31
INDICATING AND RECORDING
INTRODUCTION
The indicating/recording systems on the S-76C+ helicopter consist of an integrated instrument
display system (IIDS) for instrumentation and warning/caution/advisory messages. A cockpit
voice recorder system and a central audible-visual warning system are also discussed in this
chapter.
GENERAL
The Gull Integrated Instrument Display System The warning/caution/advisory and audible-visual
(IIDS) acquires and displays engine instrumenta- warning systems monitor electrically controlled
tion and crew advisory system (EICAS) data. or operated circuits and report their performance
status to the pilot.
The cockpit voice recorder (CVR) system records
all audio signals transmitted or received by the
pilot and copilot. It also records cockpit and
public address audio signals and helicopter rotor
speed data.
FOR TRAINING PURPOSES ONLY 65-1

RECORDING SYSTEMS
31 INDICATING AND
COPILOT GLARESHIELD PILOT GLARESHIELD
#1 ENG FIRE #1 ENG OUT MASTER CAUTION #2 ENG OUT #2 ENG FIRE
PRESS-TONE OFF PRESS-TONE OFF PUSH TO RESET PRESS-TONE OFF PPRESS-TONE OFF #1 ENG FIRE #1 ENG OUT MASTER CAUTION #2 ENG OUT #2 ENG FIRE
PRESS-TONE OFF PRESS-TONE OFF PUSH TO RESET PRESS-TONE OFF PPRESS-TONE OFF
CENTER DISPLAY UNIT

LANDING GEAR CONTROL PANEL
I DC GEN AC GEN BARRIER FILTER PANEL

1 FUEL PRESS
ENG 1 OIL MGB OIL ENG 2 OIL

˚C PSI ˚C PSI ˚C PSI
100 50 100 50 100 50
TST
8 8
6 6
3 4 4 3 B
5 1
5 R
0 T
HYD 1 2 2 HYD 2
D
1500 LBS
LANDING GEAR I
M
WARNING CAPSULE MENU
LAND GEAR UP
PUSH TO RESET
COPILOT DISPLAY UNIT PILOT DISPLAY UNIT
1 OAT 28 C 1 OAT 28 C
T5 BV N1 BV TQ NR T5 BV N1 BV TQ NR
O/S O/S O/S O/S
552 534 82.7 82.2 16 16 N2107 N2 552 534 82.7 82.2 16 16 N2107 N2
12 12 12 12
9 TST 9 TST
10 10 10 10
8 11 8 11
9 8 9 8
7 7
6 8 6 10 6 8 6 10
7 9 7
6 B 9 B
4 4 4 6 4
6 R R
4 T 4 6 T
2 2 2 2
2 2 D 2 D
2
I I
M M
MENU MENU
COPILOT REVERSIONARY PANEL PILOT REVERSIONARY PANEL

FD COMP FD COMP
SG CMD AHRS MON ADC IIDS IIDS E. T. CMD AHRS MON ADC SG
E. T.
REV BARS TEST RESET REV REV REV BARS TEST RESET REV REV
SET SERVOS SET

SERVOS CLTV CLTV
No. 1 OFF DEC No. 1 OFF DEC
Y Y
A A
W W
INC INC
TRIM TRIM
No. 2 OFF IIDS No. 2 OFF
MAINT
TRAIN
INTERLOCK TRAIN
FWD FWD
L R L R
AFT AFT
TRIM TRIM
REL REL
IIDS
SCROLL
SWITCH
Figure 31-1. Cockpit Controls and Indications

INTEGRATED NOTES
INSTRUMENT DISPLAY
SYSTEM
The Integrated Instrument Display System con-
sists of three identical and fully independent
processing/display channels to provide triple
redundancy. The IIDS system is powered by mul-
tiple power sources: DC essential and No 1 and
No 2 DC primary buses; 12 circuit breakers pro-
tect the system.
The IIDS system displays the following

information:
• N1
• T5
• OAT
• Engine oil temperature/pressure
• Transmission oil temperature/pressure
• Dual fuel quantity and total fuel quantity
• Dual hydraulic pressure
• Fuel flow rate
• Dual torque
• Triple tachometer
• Warnings, cautions, and advisories
The displays appear in color for quick identifica-

tion (Figure 31-1):
• Red—Warning information
• Yellow—Precautionary information
• Green—Normal operation information
• White—Electrical power monitor page and
digital display of fuel flow
• Cyan—Fuel quantity, OAT, digital engine
control unit (DECU) fault, power assur-
ance, engine systems related subpages

RECORDING SYSTEMS
31 INDICATING AND

CIRCUIT BREAKERS NOTES

The IIDS system is powered by multiple power
sources for redundancy.
Five circuit breakers are on the upper circuit

breaker panel for No. 1 and No. 2 DC primary b
uses (Figure 31-2):
• CPLT IIDS CONT 5 amp circuit breaker
• IIDS SEC 5 amp circuit breakers
° CPLT
° CTR 5
° PLT 5
• CPLT IIDS HTR 2 amp circuit breaker
Seven circuit breakers are on the lower circuit
panel for the DC essential bus:
• PLT IIDS 5 amp circuit breakers
° PRI
° CON
• CPLT IIDS PRI 5 amp circuit breaker
• CTR IIDS 5 amp circuit breakers
° PRI
° CONT
• IIDS HTR 2 amp circuit breakers
° CTR
° PLT

RECORDING SYSTEMS
31 INDICATING AND
Figure 31-3. IIDS Components

RECORDING SYSTEMS
31 INDICATING AND
COMPONENTS NOTES
Components of the IIDS system consist
of the following (Figure 31-3):
• Remote data acquisition unit (RDAU)
• Three display units
• Two master warning panels
• Two collective sticks
• IIDS maintenance interlock
• Dual element OAT probe

RECORDING SYSTEMS
31 INDICATING AND
DISPLAY DISPLAY DISPLAY DISPLAY

UNIT UNIT UNIT
AIRCRAFT SENSORS AND REMOTE DATA ACQUISITION UNIT

SYSTEMS
MAINTENANCE RDAU REAR

CONNECTOR VIEW
STATIC AIR PORT
RDAU FRONT VIEW
MAINTENANCE CONNECTOR STATIC AIR POR

Figure 31-4. Remote Data Acquisition Unit

Remote Data Acquisition Unit NOTES

The remote data acquisition unit (RDAU) pro-
vides input/output processing of all data for the
three display units (Figure 31-4).
The RDAU is in the aft electrical compartment at

station 255 (Figure 31-4). The RDAU consists of
three individual computer channels. Each chan-
nel is dedicated to an individual display unit.
Channel A drives the copilot display unit; chan-

nel B drives the center display unit, and channel C
drives the pilot display unit. Each channel is
redundantly powered and powers its respective
display unit.
With the exception of fuel quantity and fuel

flow, each channel acquires and processes the
data independently. The No. 1 fuel quantity/fuel
flow interfaces with channel A (copilot only) and
the No. 2 fuel quantity/fuel flow interfaces with
channel C (pilot only). The data is then shared
between channels through a data bus within the
RDAU.
On the back of the RDAU is a single static port

for pressure altitude sensing and a maintenance
connector for factory programming and fault
clearing (Figure 31-5).
RDAU
Figure 31-5. Remote Data Acquisition Unit (Back)

RECORDING SYSTEMS
31 INDICATING AND
MAINTENANCE
INTERLOCK
MAINTENANCE
INTERLOCK
Figure 31-6. Maintenance Interlock

RECORDING SYSTEMS
31 INDICATING AND
IIDS Maintenance Interlock NOTES
The IIDS Maintenance Interlock plug (Figure
31-6) is used while performing either the auto-
matic or manual calibration of the IIDS system.
The plug is discussed further in the calibration
section of this chapter.

RECORDING SYSTEMS
31 INDICATING AND
Figure 31-7. IIDS Schematic

RECORDING SYSTEMS
31 INDICATING AND
SYSTEM OPERATION NOTES
Upon initial power-up, each DU displays the
power-up/self-test page, which indicates the fol-
lowing (Figure 31-7):
• RDAU software version
• DU software version
• Aircraft model (C+ or C++)
• Position identification (Copilot/center/
pilot)
• Internal built-in test status (PASS or FAIL)
The power-up/self test is part of the built-in test
feature that continuously monitors system integ-
rity. If the power-up/self test indicates FAIL, a
FAIL message page appears (black letters on a red
background). The resulting fault code informa-
tion is entered into the FAULT CODE HISTORY
page.
The start-up page times out within 10 seconds

and then defaults to the following display page
formats:
• Performance displays (pilot and copilot
DUs)
• Engine display (center DU)
Pressing either IIDS REV switch cycles the IIDS
displays in a counterclockwise direction (rever-
sion), one position per actuation.

RECORDING SYSTEMS
31 INDICATING AND
EICAS
MESSAGE 1 ANTI ICE FLOATS ARM 2 ANTI ICE
AREA
1 OAT 24 C
T5 BV N1 BV TQ 107
N2 N2
620 625 80.1 80.1 15 15 NR
ENGINE 10
110 TST
INSTRUMENTATION 9 10 10 PRESS-TO-TEST
AND SYSTEM 8 9 8
100
INFORMATION AREA
8 6
7 90
4 70 B
6
7 50 R
T
BRIGHT
5
4
3
2 30
D
DIM
2 10
0 1 0 0
I
M
SWITCH
MENU
FUNCTION KEYS
AMBIENT
LIGHT
SENSOR
Figure 31-8. Display Unit

RECORDING SYSTEMS
31 INDICATING AND
DISPLAY UNITS Warning and caution annunciations display in the
top portion of the engine display in three columns
The three display units (DUs) are identical and of five legends. Advisories display in the upper
interchangeable. One DU is at the pilot station, portion of the performance display in three col-
a second at copilot station, and the third is in the umns unless displaced by commanded sub-page.
center of the instrument panel. The lower center position of each performance
display is for OAT.
Each DU has the following features (Figure 31-8):
• A 3.5 in x 4.5 in sunlight readable active NOTES
matrix liquid crystal display (AMLCD)
panel
• Five function keys (one MENU button and
four softkeys)
• A bright/dim (BRT/DIM) rocker switch
• A press-to-test (TST) switch
• An ambient light sensor
Each DU also includes a self-contained dual pro-
cessor symbol generator, fluorescent lamp/heater
assembly, and power supply.
If the helicopter is operating in extreme cold

temperatures, the integral lamp heater does not
allow the liquid crystal display to illuminate until
the temperature of the unit is above a certain tem-
perature. During this time the display is blank. If
temperature is below –40⁰, this could take up to
five minutes. The lamp heater is powered from a
separate power source: DC essential bus for the
pilot and center DU and No. 1 DC primary bus
for the copilot display.
The DUs are multifunctional and can act as either

primary display: engine or performance. The
DUs can also display any of the available subpage
formats by command from the function softkeys.
The IIDS uses variable intensity fluorescent

lamp backlighting to illuminate the display. The
BRT/DIM rocker switch provides a pilot select-
able brightness setting suitable for day and night
operations. This is complemented by an ambient
light sensor to adjust for varying ambient light
conditions. The bezel lighting for the display units
comes from the respective dimmer unit controlled
by the cockpit rheostat (refer to Figure 31-1).

RECORDING SYSTEMS
31 INDICATING AND
DIGITAL
PARAMETER
READOUT
1 ANTI ICE FLOATS ARM 2 ANTI ICE
1 OAT 24 C
T5 BV N1 BV TQ
N2 107 N2
620 625 80.1 80.1 15 15 NR
ANALOG 10
10 110 TST
PARAMETER 9 10
READOUT 8
9 8
100
8 6
7 90
4 70 B
7 R
6 50
T
4 5 2 30
3 D
2 10 I
0 1 0 0 M
VERTICAL MENU
COLOR BAR
ENGINE NO. 1 ENGINE NO. 2

INFORMATION INFORMATION
Figure 31-9. Performance Display

RECORDING SYSTEMS
31 INDICATING AND
Performance Display Flow charts later in this chapter further explain
the individual soft keys.
The performance displays (Figure 31-9) are nor-
mally just inboard of the pilot and copilot primary System Advisories
flight instrument clusters. The displays include
those instruments that manage power and control The upper portion of the performance display
rotor speed: shows DECU faults (when selected) and aircraft
system advisories. In the advisory mode, the
• Power turbine inlet temperature (T5) display is three columns of three advisories each
• Gas generator speed (N1) (Figure 31-9). Because OAT permanently display
at the bottom of the center column, there are only
• Torque (TQ) two available legends in the center column.
• Power turbine speed (N2)
When a column is filled, the next advisory pushes
• Rotor speed (Nr) the remaining advisory down. An arrow
indicates the hidden advisory’s location. Remote
The indicators are grouped by parameter for ease scrolling retrieves any advisories that may be
of identification. Scaling and ranging are vertical hidden.
along the center. Extendable vertical columns or
colorbars outboard provide a clear analog instru- T5 Indicators
ment indication. No. 1 engine indications appear The T5 indicators include a central analog scale
on the left side of the vertical scale with No. 2 in °C x 100 with range and limit information i n
engine indications on the right. color adaptable to dual and single engine
Each parameter, except N2, includes analog and operation. That portion of the colorbar below the
digital representations with boxes at the top that maximum continuous limit maintains the color
have a digital readout. Inboard facing arrows of the adjacent normal ranging (green) while the
follow the top of each colorbar to facilitate load color above the limit for higher power indications
sharing tasks and apparent indicator precision. is yellow or red, as appropriate. The dashed red
Color enhances relative position of an indicated and yellow lines represent the 30-second and 2-
value with respect to ranges and limits. The col- minute single engine limits display.
orbar assumes the colors of the adjacent range
(except as noted). The readout reflects range of Digital indications to the nearest whole °C are
indicated value. at the top of the analog scale in white bordered
boxes. During normal range operation, digits are
Utilizing the MENU key and the four SOFT keys, green on black background. During precaution-
the performance display accesses the following ary range operation, digits are black on
pages: yellow b ackground. During warning range
operation, digits are white on red background.
• Power Assurance (PWR ASSUR)
• N1Test During OEI operation, the scale is rearranged
for improved resolution. Ranging and limits for
• One engine inoperative (OEI) Preview the remaining engine reflect appropriate single-
• Maintenance pages (MAINT) engine limit information. Additionally, the digit
box is enlarged for emphasis and recognition.
• Cycle Counts/OEI Counters The failed engine continues to show dual engine
• IIDS Fault Code History ranging and limits with normal digit box. T5 indi-
cating is discussed further in engine indicating
• Engine maintenance page (ENG MAINT)
• Calibration page

RECORDING SYSTEMS
31 INDICATING AND
N1 Indicators During dual engine operation, these lights appear

on the N1 scale of their respective engines. During
The N1 indicators include a central fixed analog
scale in percent x 10 with parallel range and limit single engine operation, the lights appear in the
information for dual and single engine operation. center of the N1 scale in larger format. Addition-
The colorbar below maximum continuous limit ally, whenever the yellow light flashes, the upper
half of the enlarged OEI N1 digits box flashes at
maintains the color of the adjacent normal range
the same rate.
(green), while the color above the limit for high
power over-limit indications is yellow or red, as The 30-second/2-minute lights are normally
appropriate. turned on when commanded by the DECU with t
he ARINC 429 data bus. If the ARINC com-
The single engine dashed red and yellow limit mand is not available, the IIDS uses hard-wired
lines display within the scale during dual engine discretes as backup. As a last chance backup,
operation. Digital indications to the nearest 0.1 these lights illuminate when N1 is greater than or
percent N1 are at the top in white bordered boxes. equal to 101.6% for the yellow 30-second light
Digit color and background change during nor- and when N1 is greater than or equal to 100.9%
mal, precautionary, and warning range operation and less than 101.6% for the yellow 2-minute
in the same manner at the T5 indicator previously light. The armed lights and flashing feature are
discussed. not available during this condition.
During OEI operation, the ranging and limits
graphics change in the same manner as the T5 N1 Signals
indicator. Three N1 signals exist. One signal is sent directly
to the IIDS RDAU from the No. 1 and No. 2 N1
Ayellow bracket from 53-62% N1 indicates the speed sensors on the respective engines. Because
N1 avoid range. During operation in this range, this signal is not biased for temperature and alti-
the colorbar turns yellow. Above each N1 indi- tude, the IIDS applies a biasing equation.
cator is a bleed valve open indication. When the
bleed valve is open on either engine, a green BV During normal operation, the biased N1 signal
annunciation appears in the area above the N1 from the DECU is used for indication. If the N1
digits. When the bleed valve is closed, the indica- signal from the DECU is not available, the IIDS
tion disappears. RDAU provides a backup biased signal for indi-
cation. When N1 test is selected, the N1C signal
OEI Indicator Lights is used for viewing and comparing purposes. N1
indication and signal sources are discussed fur-
Two lights on the N1 indicator are associated ther in engine indicating.
with 30-second and 2-minute power. Either can
be green or yellow. When the top light is green,
the 30-second limiter is armed (power limited Torquemeter
at 3 0-second power). A yellow illumination The torque (TQ) indicators include a central fixed
indicates 3 0-second power being used. A analog scale representing TQ in percent x 10 with
flashing yellow l ight indicates 30-second time parallel range and limit information in color for
limit expires in t hree seconds. If 30-second dual and single engine operation. The portion of
usage occurred during the flight, the yellow the colorbar below the takeoff limit (dual engine)
light remains on after both engines are shut or maximum continuous limit (single engine)
down. maintains the color of the adjacent normal ranging
(green). Color above the limit is yellow or red for
W hen the bottom light is green, the 2- high power over limit indications as appropriate.
minute p ower is armed. Yellow indicates 2-
minute usage, and flashing yellow indicates the 2-
minute time limit expires in 3 seconds.

RECORDING SYSTEMS
31 INDICATING AND
The single engine dashed yellow and red limit The N2 pointer color display is as follows:
lines display within the scale presentation during
dual engine operation. Digital indications to the
• Green—0 to 86.9% and 90.5% to 108%
nearest whole percent are at the top of the analog • Yellow—87% to 90.5% (N2 avoid range)
scale in white bordered boxes. The color of the and 108% to 115%
digits and background change in the same manner
as the T5 and N1 during normal, precautionary,
• Red—115% to 125%
and warning range operation.
NR bar color display is as follows:
The torque indicator is linear in scaling where the • Red—90% and below
scale remains uniform throughout the entire range, • Yellow—91% to 106%
as all other indications are non linear. During
OEI operation, the scale is rearranged. The rang- • Green—106% to 108%
ing and limits graphics change for the remaining
engine to reflect appropriate single engine limit The portion of the bar exceeding 108% is yellow
information. Additionally, the digit box for the from 109% through 115%. The bar is all red when
remaining engine is enlarged for emphasis and indicating 116% and greater. The triple tachom-
recognition. The failed engine continues to show eter retains the same display for single and dual
dual ranging and limits. The normal size digit box engine operation.
is retained. Torque indication is discussed further
in engine indicating. Illumination of amber O/S annunciation above
the N2 indicator indicates overspeed protection
N2/NR Indicator (Triple is lost. With overspeed protection operating nor-
mally, the amber O/S annunciation is on below
Tachometer) The power turbine (N2) and 25% N2. Above 25% N2, it is off.
rotor speed (Nr) indi-cator consists of a central
fixed analog scale of
percent speed with parallel range and limit infor- OAT
mation in color. A broad colorbar with an anvil The OAT sensor (see Figure 31-9) for the IIDS
top as a pointer provides the analog representa- system is on the bottom of the aircraft, forward
tion of Nr. It is positioned over the fixed scale of the NLG. It is a dual element sensor, provid-
pointing out at the scaling indices and ranging ing two temperature inputs to the RDAU, OAT
information. displays as 1 OAT on the copilot performance dis-
play and 2 OAT on pilot performance display. The
Power turbine speed (N2) is indicated by point- color is normally cyan. If a difference of 1 OAT
ers that follow outboard of the scale and ranging and 2 OAT of 5°C or greater is detected, the 1
information pointing in. C olorbars or a digital and 2 OAT legends display in yellow. When a
readout are not used for N2. difference occurs, the pilot determines which
value, 1 or 2, is most reasonable for OAT
The digital indicator above shows Nr to the near- reference utilizing the standby OAT gauge in
est whole percent in a white bordered box. Green the cockpit.
digits display on a black background during
normal range operation,. Black digits display on
a yellow background during precautionary range
operation. White digits display on a red back-
ground during warning range.

RECORDING SYSTEMS
31 INDICATING AND
ENGINE NO. 1 TRANSMISSION ENGINE NO. 2

OIL TEMP AND OIL TEMPERATURE OIL TEMP AND
PRESSURE AND PRESSURE PRESSURE
FIRST STAGE SECOND STAGE

HYDRAULIC HYDRAULIC
SYSTEM ENGINE NO. 1 LH FUEL RH FUEL ENGINE NO. 2 SYSTEM
PRESSURE FUEL FLOW QUANTITY QUANTITY FUEL FLOW PRESSURE
INDICATOR INDICATION INDICATION INDICATOR
TOTAL FUEL
QUANTITY
Figure 31-10. IIDS Engine Display

Engine Display Page Colors change according to range operation and

match those of the engine oil temperature and
The engine display (Figure 31-10) normally in pressure display. The vertical colorbar provides
the upper center of the instrument panel includes an analog display that matches the corresponding
system condition instruments and fuel quantity/ ranges of operation.
flow. The temperature and pressure instruments
employ indicator bars that parallel fixed rang-
ing and limit information. Scaling is deleted for Fuel Flow/Totalizer Indicators
simplicity. Fuel quantity in cyan displays in two scaled verti-
cal columns with a digital totalizer box between t
Digit boxes provide readability precision. All hem. The box represents the sum of both tanks
indicators use color for limit excursion. Although to the nearest 10-lb increment. Both change from
some parameters are additionally protected by cyan to yellow below 100 lbs. Fuel quantity on
caution or warning lights, exact correlation the inner scale is fuel in pounds x 100.
between illumination of the light and indicated
digital value or color change should not be A failure in the RDAU of either pilot or copilot
expected because sensors for indicators and lights channels results in loss within 20 seconds of
are in different locations for redundancy. the corresponding fuel quantity indicator. The
totalizer then reflects only the quantity on the r
Engine Oil Temperature/ emaining indicator. The fuel low lights are not
Pressure Indicators affected by a failure of pilot or copilot channels;
they continue to function normally.
Engine oil temperature and pressure for each
engine are two vertical columns, each with Fuel flows may be read directly as white digits
independent ranging, limit graphics, and digital arranged vertically and rounded to the nearest 10
display. pph or as an analog indicator by an accompanying
white pointer that follows the fuel quantity scale.
Digital indications to the nearest whole °C or The display indicates dashes if fuel consumption
psi are above the vertical analog indicators. Dur- exceeds 600 pph.
ing normal range operation, digits are green on
black background. During precautionary range
operation, digits are black on yellow background. Hydraulic Pressure Indicators
During warning range operation, digits are white Hydraulic pressure displays on the bottom, out-
on red background. board area of the engine display. The indicators
HYD 1 and HYD 2 are read from left to right.
The vertical colorbar provides an analog dis- The moving range pointer and colorbar display in
play that matches the corresponding ranges of green in normal range and red in warning ranges.
operation.
Warning/Caution Annunciations
Transmission Oil Temperature/ Warning (red) and caution (amber) annuncia-
Pressure Indicator tions displayed in the upper portion of the
Transmission oil temperature and pressure dis- engine display page. They are discussed further
play in two vertical columns with temperature on in the Central Warning System section of this
the left and pressure on the right. Each has inde- chapter.
pendent ranging and limit graphics and a digital
display.
Digital indications are to the nearest whole °C or

psi above the vertical analog indicators.

RECORDING SYSTEMS
31 INDICATING AND
Figure 31-11. IIDS One Engine Inop (OEI) Display

RECORDING SYSTEMS
31 INDICATING AND
Single-Engine Ranging and Limits NOTES
During single engine operation, optimized rang-
ing and dashed red and yellow single engine
limits display for the remaining engine. For addi-
tional emphasis, digits boxes are enlarged on T5,
N1, and TQ.
The OEI mode is inhibited on the ground so that
starts and normal ground operations are accom-
plished with a consistently normal display. If an
engine failure occurs in flight, the OEI range and
limit information appear and remain until the
engine is restarted or a single engine landing is
performed (Figure 31-11). The OEI information
is retained until shutdown.

RECORDING SYSTEMS
31 INDICATING AND
UPPER DISPLAY
PORTION
55 22 127 50 120 71
°C P °C P °C P
CENTER DISPLAY C AU TION 725 1450 725 W ARNING

PORTION C AU TION W ARNING C AU TION
C AU TION 1 OAT 24 C W ARNING
T5 N1 BV TQ N2
107 N2
880 850 101.9 97.3 117 98 NR
10 TST
9 10 10
113
8
100
8 9
B
90 R
6
T
7 8 70 D
4 I
50 M
MENU
LOWER DISPLAY
PORTION
Figure 31-12. IIDS Composite Display

Composite Display NOTES

The composite display (Figure 31-12) is a combi-
n ation of performance and engine display. In
the event of a dual IIDS display failure, the pilot
can access the composite display on the one
remaining display to monitor all relevant
information. To access, press the MENU key on
any display unit for three seconds. If the
composite is already displayed, pushing the
MENU key reverts to the previous display.
The composite display has three areas. The

upper portion is a miniature of the engine page
with engine and transmission temperatures and
pressures along with hydraulic pressures. These
indications use the same convention as the nor-
mal engine page.
The center portion displays cautions and warn-

ings along with digital fuel quantity, fuel
totalizer, a nd OAT. Legends display in three
columns with three rows each. In the center
column, the top and bottom position is occupied
by fuel quantity and OAT respectively, so only
one warning or caution can be displayed. A
dvisories do not display. Subpages such as the
power monitor page, power assurance
information, DECU faults, counters, and IIDS
faults are unavailable.
The bottom section is identical to the normal

performance page except that the lower portion
of the vertical scales has been removed. A com-
posite OEI display is provided in case an engine
fails while operating in the composite mode. All
scaling, color, boxing, and OEI logic are retained
in the composite displays.

RECORDING SYSTEMS
31 INDICATING AND
TRANSMISSION AND
ENGINE NO. 2 INFORMATION
ENGINE NO. 1 FUEL

QUANTITY AND FUEL FLOW
1 OIL PRESS DAFCS 2 OIL PRESS

1 FUEL PRESS MGB PRESS 2 FUEL PRESS
1 SERVO SYS AC GEN 2 SERVO SYS
1 DC GEN BATT OFF 2 DC GEN
DOOR OPEN
ENG 1 OIL T5 O/S N1 MGB OIL ENG 2 OIL
°C PSI 30 0.0 °C PSI °C PSI
26 0 7 27 0 27 0
10
6
TST
9
5
8 8
4
7 6
RED ARROW AND 3
YELLOW RANGE 6 B
4
ON T5 SCALE 2 R
4 T
HYD 1 2 HYD 2
2 1 D
I
0 0 M
MENU
ENGINE START PAGE
Figure 31-13. Engine Start Page

RECORDING SYSTEMS
31 INDICATING AND
Engine Start Page NOTES
The engine start page (Figure 31-13) is automati-
cally displayed when a start is initiated. It can
also be displayed using the menu and soft keys
if needed. This enables the pilot to focus atten-
tion on one display while monitoring all possible
information required for the start.
For example, if a rotor brake off start is performed,

N1, T5, and fuel flow display in addition to engine
oil pressure, main gearbox oil pressure, hydraulic
pressures, and all cautions and warnings.
When the engine start button is pressed, N1 and

T5 indicators are rearranged and repeated on the
engine display adjacent to and inboard of the
appropriate engine temperature/pressure indica-
tor. The main gear box parameters are moved
to provide display space while the fuel totalizer
and one half of the fuel quantity/flow display are
deleted.
A red arrow reminder appears in the T5 scale at

the maximum limit for starting. After complet-
ing the start and with ground idle established, if
appropriate, the pilot transitions to the perfor-
mance display for N1 and T5 information.
The engine start display disappears when any of

the following occur:
• Engine advanced above 65% N1
• Start of the other engine commanded
• MENU button pressed
If none of the above occurs, it disappears one
minute after starter button actuation.

RECORDING SYSTEMS
31 INDICATING AND
Figure 31-14. Power-Up Self-Test Display Page

RECORDING SYSTEMS
31 INDICATING AND
Start-Up Self-Test Page NOTES
The displays initially self tests during power up f
or approximately eight seconds. The results are
then posted on the start-up display page (Figure
31-14). The display posts the RDAU and DU soft-
ware versions, aircraft model, position (PILOT,
COPILOT, or CENTER display), and test results
(PASS or FAIL).
The power-up/self test is part of the built-in test

feature that continuously monitors system integ-
rity. If the power-up/self test indicates FAIL, a
FAIL message page appears (black letters on a
red b ackground). The resulting fault code
information is entered into the FAULT CODE
HISTORYpage.
Pressing the MENU button clears the FAIL mes-

sage page and returns the IIDS display back to
default display.

RECORDING SYSTEMS
31 INDICATING AND
CENTER DISPLAY UNIT
TST
B
R
T
D
I
M
MENU
COPILOT DISPLAY UNIT PILOT DISPLAY UNIT
I DC GEN AC GEN
1 FUEL PRESS
1 OAT 28 C
ENG 1 OIL MGB OIL ENG 2 OIL T5 BV N1 BV TQ NR
˚C PSI ˚C PSI ˚C PSI O/S O/S
100 50 100 50 100 50 552 534 82.7 82.2 16 16 N2107 N2
12 12
TST 9 TST
10 10
8 8 8 11
7 9 8
6 6
6 8 6 10
3 4 3 7
5 4 B 9 B
5 1 R 4 6 4 R
0 T 4 6
HYD 1 2 2 HYD 2 2 2
T
D 2 2 D
1500 LBS I I
M M
MENU MENU
COPILOT REVERSIONARY PANEL PILOT REVERSIONARY PANEL

FD COMP FD AHRS COMP ADC SG
SG E. T. CMD AHRS MON ADC IIDS IIDS E. T. CMD MON
REV BARS TEST RESET REV REV REV BARS TEST RESET REV REV
Figure 31-15. IIDS Display Reversion

Reversion NOTES
Two IIDS REV reversion pushbuttons—one for
the pilot and one for the copilot—on the instru-
ment panel provide operational reversion. A
reversion capability compensates for failure of an
individual IIDS channel or display unit.
Actuation of the pilot or copilot IIDS REV button

(Figure 31-15) one time results in the following:
channel A (copilot) display shows engine display
information instead of performance information
and performance information displays on the
other remaining display. Pressing the IIDS REV
button again commands channel C (pilot) to
show engine display information. Pressing again
display engine information on the center display
(default position). This allows both engine and
performance information to be displayed if a sin-
gle channel/display fails. The displays retain full
capability.
Single Display Unit Failure

As a general rule, the pilot actuates the IIDS REV
switch one time to accommodate a display fail-
ure (Figure 31-15). If the copilot is flying, two
times is appropriate. For example, if the center
display failed, the pilot would command a single
reversion, and then continue flying by monitor-
ing performance parameters at the pilot position
while referring to the copilot position for engine
display information and caution/warning status.
Normal scan of condition related instruments at
the reverted display is expected, but the illumina-
tion of master caution draws specific attention to
the addition of a new caution or warning light.
If the pilot display fails, the example remains

the same except performance is monitored at
the center location. The copilot presses the IIDS
REV switch twice to force the engine display to
the pilot position/ He then continues with perfor-
mance instruments in the center or at the copilot
position as available.

RECORDING SYSTEMS
31 INDICATING AND
Figure 31-16. Dual Display Unit Failure and Composite Mode

RECORDING SYSTEMS
31 INDICATING AND
Dual Display Unit Failure NOTES
If a dual display failure is experienced, the
composite display offers a combination of the
performance and engine displays (Figure 31-16).
Access the composite display by pressing and

holding the MENU key for three seconds on
the operational display. Pressing the MENU key
while in the composite display causes it to revert
to the previous display.

RECORDING SYSTEMS
31 INDICATING AND
Figure 31-17. Ground Power Assurance Display Screen

C+ Power Assurance power assurance is invalid, the word SAMPLING

is replaced with NO RESPONSE or INVALID.
Pressing the PWR ASSUR soft key starts the
ground power assurance process with ANTI-ICE The OAT and Pressure Altitude (HP) used in
off (Figure 31-17). A three-second push and hold power assurance calculation is also displayed and
of PWR ASSUR soft key displays additional soft should be cross-checked against cockpit instru-
keys that allow pilot to customize engine configu- ments (±250 ft and ±2°C). Additionally, two soft
ration for ANTI-ICE on or off and EAPS on or keys appear labeled CONTINUE and REPEAT.
off. When power assurance is requested by selec- Pressing CONTINUE completes the power assur-
tion of power assurance soft key, IIDS waits until ance for that engine and allows up to 60 seconds
one engine is above 70% N1 and the other engine to reset the engine levers to start the same process
>55% N1. on the second engine. Pressing REPEAT starts
the power assurance over for same engine using
DECU then establishes target torque by referring same ANTI-ICE/EAPS configuration.
to a torque versus P0 and T0 plot, and sends it to
IIDS display units as a 5% increment digital tar-
get. This prompts the pilot to increase or decrease NOTES
power as appropriate to achieve that target torque.
The increase prompt exists until actual torque

is increased to within 10% of target torque. The
decrease prompt does not exist unless actual
torque is >105%. If DECU is unable to calculate
a valid target torque, the words NO TARGET
TORQUE appears.
Once actual torque is within target torque range,

no-power-change symbol appears along with a 2-
minute, 45-second countdown timer instructing
the pilot to hold power steady for power assur-
ance stabilization period. An increase in power
symbol guides the pilot back to target torque if
actual torque becomes 10 or more percent less
than target torque. If this occurs during last one
minute of 2-minute, 45-second period, the timer
suspends until proper correction is made to put
actual torque back within range, at which time the
timer resumes.
At end of stabilization period, IIDS sends a

request to DECU for a power assurance check.
During this time the word SAMPLING appears

in place of the countdown timer. Target torque
must be maintained within ±3% to be considered
acceptable by DECU. The DECU responds with
results of a valid power check within 30 seconds
by displaying power and T5 margin along with
the words PASS or FAIL. If the DECU does not
respond to the IIDS request for a power assurance
within a 30 second period or if it responds that the

RECORDING SYSTEMS
31 INDICATING AND
Figure 31-18. Additional Soft Keys to Customize Configuration
Figure 31-19. Ground Power Assurance Additional Instructions

RECORDING SYSTEMS
31 INDICATING AND
C++ Power Assurance The IIDS also displays DO ENG 1, DO ENG 2,
and EXIT (Figure 31-19).
Power assurance on a C++ can be accomplished
either on the ground or in flight. The PWR ASSUR After establishing the correct airspeed and power
soft key automatically starts the power assurance conditions, pressing DO ENG 1 or DO ENG 2
process by displaying the configuration from the initiates the test for the respective engine. When
last power assurance test selected. the test is initiated, SAMPLING displays for up
to 30 seconds, followed by the results of the test
A greater than three-second push and hold of the along with pressure altitude (HP), OAT, N1, raw
PWR ASSUR soft key brings up the configura- N1 and torque. These results are accompanied by
tion screen with additional soft keys that allow CONTINUE or EXIT to allow the pilot to check
the pilot to customize the engine configuration the other engine or exit the test (Figure 31-20).
for ground or in-flight with either ANTI-ICE on
or off (Figure 31-18). A less than three-second If the DECU does not respond to the IIDS request
push and hold of the PWR ASSUR soft key leads for a power assurance check within the 30-second
directly to the initial power assurance screen with period or if it responds that the power check is
the current configuration. invalid, the word SAMPLING is replaced with
NO RESPONSE or INVALID. In both cases, the
The ground power assurance for the C++ is CONTINUE and REPEAT soft keys appears giv-
accomplished in the same manner as previously ing the above described options.
discussed for the C+. When flight power (FLT
PWR) with ANTI-ICE either on or off is selected, The power assurance process can be aborted any
IIDS displays SET AIRSPD/PWR COND (air- time by pressing the MENU key.
speed and power condition) with the additional
instruction XXX KTS IND = XXX TAS.
Figure 31-20. Ground Power Assurance Test Results

RECORDING SYSTEMS
31 INDICATING AND
Figure 31-21. N1 Test Display

N1 Test Key NOTES

The N1 Test soft key displays IIDS biased N1 in
a box under the N1 indicator to allow the pilot
to verify that the N1 biasing is being performed
accurately (Figure 31-21).
By pressing the N1 TEST soft key, the IIDS cal-

culated biased N1 values appear in digits under
the N1 indicator. Because the normal N1 that
appears on the performance page is biased N1
from the DECU system, the pilot can compare the
two values and verify that the IIDS is performing
the biasing within ±0.2% N1. IIDS biased value
is used by the performance page,as a backup if
DECU fails to send N1 to the IIDS.
The biased N1 displays for approximately seven

seconds before disappearing.

RECORDING SYSTEMS
31 INDICATING AND
Figure 31-22. OEI Display Screens

RECORDING SYSTEMS
31 INDICATING AND
OEI Soft Key NOTES
One Engine Inoperative (OEI) enables selection
of the OEI page for pilot review of limits and for-
mats. The T5, TQ and N1 scales are rearranged to
show OEI limits.
Either engine may be selected to show OEI. Once

selected, OEI PRE-V appears at the bottom of the
display. It is deselected manually with the MENU
key, or automatically after 20 seconds (Figure
31-22).

RECORDING SYSTEMS
31 INDICATING AND
Figure 31-23. MAINT Display Screens

MAINT Key NOTES

Selecting the MAINT soft key displays another
set of four soft key menus:
• ENG MAINT
• CYCLE COUNT
• CAL
• HIST
These functions are only available with weight-

on-wheels (Figure 31-23).
Engine maintenance (ENG MAINT) is used to

display data received from the DECU. There is a
total of five pages of four lines each that can be
cycled through by depressing the ENG MAINT
button repetitively. Once all five pages have been
viewed, they begin sequencing over again. Further
description of each parameter can be found in the
Aircraft Maintenance Manual (AMM) 73-23-00.

RECORDING SYSTEMS
31 INDICATING AND
Figure 31-24. Cycle Count Key

RECORDING SYSTEMS
31 INDICATING AND
CYCLE COUNT (Figure 31-24) is available when NOTES
the helicopter is on the ground with engines shut
off. The information available includes duration
in seconds and number of events that each engine
has experienced at 30-second and 2-minute power,
and the number of N1 and N2 cycles the engine
has logged. The 30-second and/or 2-minute usage
counts are divided into cumulative durations and
events and last flight durations and events. OEI
cumulative counters give a history of the total
time the engine has been at the indicated power
level and the total events that produced that time.
Last flight OEI counters show the duration and
event number for an OEI power occurrence dur-
ing the last flight only. Since there can be several
events of OEI power in one flight, the IIDS has
the capability of storing up to 20. The last flight
OEI counters are stored during shutdown and
reset during the next engine start.
Cumulative cycle counts show N1 and N2 cycles

that are recorded and stored for maintenance pur-
poses. When the cumulative cycle count reaches
999.9, it resets to zero. For that reason the engine
logbook is the actual cumulative cycle count for
the engine. The IIDS is used for reference for
logbook entry.

RECORDING SYSTEMS
31 INDICATING AND
Figure 31-25. CAL Key

The calibration (CAL) soft key allows the opera- NOTES

tor to access the calibration function of the IIDS
for manual calibration of the fuel quantity and
T5 indicating system or the automatic calibration
procedure (Figure 31-25).
The actual calibration procedure is locked out

through the use of the maintenance interlock plug.
Without the maintenance interlock plug installed,
the only function available is the ability to view
the calibration data status. The manual calibration
procedure is discussed further in Chapter 28 for
fuel quantity and Chapter 77 for T5 indicating.
The automatic calibration procedure in discussed
later in this chapter.

RECORDING SYSTEMS
31 INDICATING AND
Figure 31-26. HIST Key

The history (HIST) key allows viewing of an NOTES

historical list of internal faults recorded by the I
IDS (Figure 31-26). These faults are retained in
nonvolatile memory and cannot be deleted unless
ground support equipment is connected to con-
nector J10 on the RDAU and the proper software
is installed on the computer (refer to the AMM
31-60-00 for fault code clearing procedures).
Each time a fault is recorded, the pilot is alerted

by the display of a FAIL page after the
helicopter h as landed (weight-on-wheels
enabled). He can then use the HIST function to
recover the fault codes to report to maintenance.
When viewing faults, the faults displayed are for
the respective channel and DU only. Fault
history of the center IIDS display may be
reviewed by reverting the center display to
performance and then using the MAINT and
HIST soft keys.

RECORDING SYSTEMS
31 INDICATING AND
NOTE:
SEE PAGE 2 OF 2
CAUTION CAUTION CAUTION
CAUTION WARNING WARNING
WARNING CAUTION CAUTION
CAUTION CAUTION WARNING
CAUTION WARNING CAUTION
DC VOLTS
GEN 1 GEN 2 BATT EXT
28.0 28.0 28.0 28.0

300 300 300
DCVOLTS
AC AMPS
AC GEN INV 1 INV 2
28.0 28.0 28.0

300 300 300
FREQ
ELECTRICAL MONITOR PAGE
RECALL ELEC START ENG 1 ENG 2
NOTE 1 NOTE 4
NOTE 2 NOTE 3
CAUTION CAUTION CAUTION

CAUTION WARNING WARNING
WARNING CAUTION CAUTION
CAUTION CAUTION WARNING
CAUTION WARNING CAUTION
DC VOLTS
GEN 1 GEN 2 BATT EXT
28.0 28.0 28.0 28.0
300 300 300
DC AMPS
AC VOLTS
AC GEN INV 1 INV 2
28.0 28.0 28.0
300 300 300
FREQ
NOTE 5 NOTE 5
Figure 31-27. Engine Soft Key Functions (Sheet 1 of 2)

Engine Display Soft Key Flow NOTES

Pressing the engine display menu key displays
three soft key options across the bottom of the
display (Figure 31-27) RECALL, ELEC, and
START.
RECALL, when held, flashes at 1 Hz the last

caution or warning legend displayed. This
feature is intended to retrieve an intermittently
occurring legend such as FUEL LOW that may
be difficult to catch and read initially due to
detection duration.
ELEC presents an electrical monitor page.

Although caution/warning information is
retained while the electrical monitor page is in
view, the addition of a legend and resultant
illumination of master caution results in the
deletion of the electrical monitor page to
enable direct review of temperature/pressure
instruments. If desired, the function can be
immediately reselected by touch- ing MENU
and ELEC again.
START enables preselection of the start page

if the pilot wants to review the format before
pressing the engine start button. Suboptions
provide selection of engine 1 or 2. This page is
not available when the selected engine is
running.
NOTES:
1. PRESSING THE MENU BUTTON CALLS UP THE SOFT KEY MAIN
MENU PROMPTS. A SECOND PRESS OF THE BUTTON CLEARS
THE PROMPTS FROM THE SCREEN. IF A FAIL MESSAGE APPEARS,
PRESSING THE MENU BUTTON (UP TO FOUR TIMES)
CLEARS THE FAIL MESSAGE PAGE AND RETURNS THE IIDS DISPLAY BACK TO NORMAL.
2. PRESSING RECALL CAUSES THE LAST CAUTION/WARNING MESSAGE
TO BE DISPLAYED AND FLASH ON AND OFF.
3. THE ELECTRICAL POWER MONITOR DISPLAY IS MANUALLY SELECTED
AND DESELECTED WITH ONE EXCEPTION. A NEW WARNING OR
CAUTION CAUSES THE DISPLAY TO RESET TO THE PRIMARY ENGINE
DISPLAY.
4. PRESSING THE MENU BUTTON FROM THIS PAGE RETURNS TO THE ENGINE DISPLAY.
5. PRESSING THE MENU BUTTON FROM THIS PAGE RETURNS TO THE MAIN MENU PAGE.
31-27 Engine Soft Key Functions (Sheet 2 of 2)

RECORDING SYSTEMS
31 INDICATING AND
CALIBRATION CALIBRATION TRANSFER STATUS

CALIBRATION DATA MATCH
VIEW CALIBRATION STATUS FQT NO. 1 IN PROCESS
TRANSFER FROM RDAU FQT NO. 2 IN PROCESS
TRANSFER FROM DU T5 NO. 1 IN PROCESS
TST TST
FUEL QUANTITY NO. 1 T5 NO. 2 IN PROCESS
T5 NO. 1
T5 NO. 2 B B
R R
MAINTENANCE INTERLOCK INSTALLED T T
D D
RTN SEL I
M RTN I
M
MENU MENU
CALIBRATION CALIBRATION TRANSFER STATUS

CALIBRATION DATA MATCH
VIEW CALIBRATION STATUS FQT NO. 1 PASSED
TRANSFER FROM RDAU FQT NO. 2 PASSED
TRANSFER FROM DU T5 NO. 1 PASSED
TST TST
FUEL QUANTITY NO. 1 T5 NO. 2 PASSED
T5 NO. 1
T5 NO. 2 B B
R R
MAINTENANCE INTERLOCK INSTALLED T T
D D
RTN SEL I
M RTN I
M
MENU MENU
COPILOT CAL DATA STATUS

CAL DATA RDAU-A DU STATUS
FQT NO. 1 05/15/97 05/15/97 MATCH
FQT NO. 2 05/15/97 05/15/97 MATCH
T5 NO. 1 05/15/97 05/15/97 MATCH
TST
T5 NO. 2 05/15/97 05/15/97 MATCH
B
R
T
D
RTN I
M
MENU
Figure 31-28. Automatic Calibration

IIDS Calibration The calibration procedure is inhibited unless the

helicopter is on the ground and the IIDS main-
Two methods exist to calibrate the fuel quantity tenance interlock is installed. If the maintenance
indicating system and power turbine inlet tem- interlock is not installed, the only action that can
perature (T5) indicating system: automatic and be accomplished is VIEW CALIBRATION STA-
manual. Use automatic calibration as follows: TUS from the main calibration page.
• For display units whenever a replacement
IIDS display unit (DU) is installed From the performance display, press the follow-
ing sequence of menu buttons: MENU, MAINT,
F or remote data acquisition unit (RDAU) CAL. Using the UP/DOWN soft keys, select the
whenever a replacement RDAU is installed desired action, either TRANSFER FROM RDAU
or TRANSFER FROM DU, and press SEL. The
Automatic screen briefly displays IN PROCESS and then
All three IIDS display units must contain cali- PASSED for all four parameters. Pressing the
brated data for fuel quantity and T5 because any return key then brings you back to the main cali-
one of them can be called upon to act as engine bration page.
or performance display with the IIDS REV com-
mand if a unit fails. When the manual calibration Once the automatic calibration is complete, check
procedure is performed, the calibrated data for the calibration status to ensure the procedure was
fuel quantity and T5 is stored in each of the IIDS completed. Calibration status must be checked
components, each individual RDAU channel, individually on each of the three displays. The
and each DU. When the automatic calibration dates for the respective system (FQT or T5) must
procedure is performed, the calibrated data is match for the RDAU channel and the DU indi-
transferred from the selected IIDS component, cated by MATCH in the status column.
either the RDAU or DU, to the remaining IIDS
components. This eliminates the need to perform
the manual calibration procedure. WARNING
To prevent transfer of uncalibrated fuel
NOTE quantity data or uncalibrated T5 data
When selecting TRANSFER FROM within IIDS never transfer from the
DU, the calibrated information will be component that was replaced.
transferred from the DU that the selec-
tion is made on.
If an IIDS display unit is replaced,
accomplish an automatic calibration
In order to perform the automatic calibration transfer from either of the other two
procedure (Figure 31-28), the maintenance inter- display units. TRANSFER FROM
lock plug P2294 must be connected to the IIDS RDAU or TRANSFER FROM DU
MAINT INTERLOCK receptacle on the right may be selected.
side of the center console. On helicopter S/N 511
and subsequent, the receptacle is on the lower
right side of the instrument panel. When installed, If a RADU is replaced, do an auto-
a green CHECK MAINT advisory annunciates on matic calibration transfer from
both performance displays and MAINTENANCE any IIDS display unit by selecting
INTERLOCK INSTALLED displays at the bot- TRANSFER FROM DU.
tom of the calibration page of the IIDS display.

RECORDING SYSTEMS
31 INDICATING AND
Figure 31-29. Manual Fuel Calibration

RECORDING SYSTEMS
31 INDICATING AND
Manual Calibration NOTES
Do the applicable manual calibration whenever a
system component or system wiring is replaced,
or when a system malfunction is indicated (Figure
31-29). This procedure is discussed in Chapter 28
for fuel quantity calibration or chapter 77 for T5
indicating system.

Figure 31-30. FAIL Display Page
Figure 31-31. FAULT CODE HISTORY Page

RECORDING SYSTEMS
31 INDICATING AND
DIAGNOSTICS Fault History
To read the fault codes, press the following soft
Testing key sequence on the performance display: MENU,
Each display unit is equipped with a press-to-test MAINT, HIST. This combination displays the
feature enabled by pressing the TST switch above FAULT CODE HISTORY page (Figure 31-31).
the BRT/DIM rocker switch. When the TST
switch is actuated and held, the display param- Each time a fault is recorded, the pilot is alerted
eters increase in appropriate coloration from low by the display of a FAIL page after the helicopter
indicated values to high until the maximum bar has landed (weight-on-wheels enabled). MAINT
graphs and digital values are achieved. is not a menu option on the engine display. Fault
history of the center IIDS display may be reviewed
The display reverts to the normal format even by reverting the center display to performance
if the switch is held continuously. Pressing the and then using the MAINT and HIST soft keys
TST switch also causes the following lights to
illuminate: The page has a column each for the board that
failed, the fault code, and fault description.
• Master warning panel lights Each FAULT CODE HISTORY page can log a
• #1 and #2 ENGINE CONTROL lights maximum of four faults. Multiple FAULT CODE
HISTORY pages are available if more than four
• Landing gear UNLKD light faults are logged. Access by pushing the NEXT
• Float panel test light and PREV keys.
• OEI TRAINING light To exit the FAULT CODE HISTORY page, press
• Fire extinguisher test light the MENU key or RTN soft key
• Dual retractable steps lights
• EFIS lights
Other remotely located annunciator capsules also

illuminate depending on which aircraft options
are installed. In addition to the built- in test fea-
ture that continuously monitors system integrity,
pressing the TST switch also initiates additional
built-in tests. If either of these built-in tests fail,
a FAIL message page appears (black letters on
a red background) (Figure 31-30). The resulting
fault code information is entered into the FAULT
CODE HISTORY page.
Pressing the MENU button clears the FAIL mes-

sage page and returns the IIDS display to normal.
The TST switch must be released and re-actuated
if a repeat test is desired.
The press-to-test function and FAIL screen is

inhibited in flight except for the lights test referred
to previously. That test is always available. Each
display unit must be test independently.

Figure 31-32. DECU Fault Annunciation (Magenta Arrow)
Figure 31-33. DECU Fault Example

DECU Faults A green arrow appearing on the shaft of the

magenta arrow indicates that there are adviso-
To view DECU faults on the performance dis- ries present. Pressing the DECU FAULT switch
play, press the DECU FAULT (PRESS) switch on returns to the advisory display. If power assur-
either collective stick grip or also on the barrier ance has been selected, the arrival of a new fault
filter monitor panel on the C++. If there are any cancels the power assurance.
faults, they display in the upper portion of each
performance display, replacing any advisories The first line of the fault display is cyan. It
being displayed. announces the class of fault: major (total),
degraded, or minor (LVL 2 or LVL 3 on a C++).
The top portion is rearranged for left and right The second line is magenta. It shows the fault
halves to display DECU fault information for the description. The third line summarizes the results
No. 1 and No. 2 engines. If there are no faults of the fault while the fourth line provides guid-
for one of the engines, the DECU fault display ance (Figure 31-33).
area for that particular engine is blank. If there
are no faults for both engines, the area displays The status/recommendations of the third and
a blank area equal to four lines of text. After two fourth lines are engine specific for some faults.
seconds, it then changes back to the normal advi- The IIDS stores the faults after shutdown. They
sory display. do not clear until the next start. Once electrical
power has been removed from the helicopter and
During flight, if a major (total on a C++) or reapplied, old faults appear in white and follow
degraded fault (LVL 2 or LVL 3 on a C++) any new faults on the scroll sequence.
is received from the DECU, a magenta arrow
appears in the advisory area. The magenta arrow Further discussions of DECU faults will be cov-
appears on the left or the right of the advisory ered in Engine Fuel and Control (chapter 73).
area, No. 1 or No. 2 DECU faults respectively
(Figure 31-32).
When there is a major fault (total on a C++),

the display of other faults is inhibited in flight.
These can be viewed after landing with weight on
wheels. When there are multiple faults, the arrival
of the most recent major (total) or degraded fault
is announced by the magenta arrow. Minor faults
are not announced.
Any DECU faults can be viewed, put away, and

reviewed as desired through the use of either
DECU FAULT switch. In the event of multiple
DECU faults, the additional faults can be viewed
by scrolling utilizing the forward and aft move-
ment of the collective switch on the C+ or the
barrier filter monitor panel on the C++.
NOTE
The collective switch on the C++ can
only be used to access DECU faults by
pushing straight down.

WARNING/CAUTIONS ON ENGINE DISPLAY
SERVOS CLTV
No. 1 OFF DEC
Y
A
W
INC
TRIM
No. 2 OFF
TRAIN
FWD
L R
AFT
TRIM
REL
DECU FAULT ACCESS/
SCROLL SWITCH (C+)
COLLECTIVE STICK GRIP BARRIER FILTER PANEL C++

Figure 31-34. IIDS Display/Collective Grip/Barrier Filter Panel

WARNING/CAUTION/ NOTES
ADVISORY SYSTEM
The warning/caution/advisory system provides
visual indications of system malfunctions or nor-
mal operating conditions.
Caution/Warning Messages
The upper portion of the engine display is dedi-
cated to three columns of caution and/or warning
messages. There is space to display five messages
in each column (Figure 31-34).
The left column displays No. 1 system messages,

the right column displays No. 2 system messages.
The center column displays messages not asso-
ciated with either system. The messages appear
in chronological order of occurrence; the latest
event appears at the top of the column. If the
column has five legends when another occurs, the
earliest is pushed out of sight.
An arrow, color-coded to indicate the most

critical appears between columns to indicate
additional out-of-sight event legends. An amber
arrow indicates that at least one caution—and no
warnings—is out-of-view. A red arrow indicates
that at least one warning is out-of-view.
Remote scrolling switches on each collective grip

on the C+ or the barrier filter monitor panel on
the C++ (Figure 31-34) can retrieve displaced
legends. The remote scroll causes any overfilled
column to add one legend per actuation. As leg-
ends are retrieved from below, the ones at the top
are displaced above (annunciated by arrow). If a
new caution/warning occurs, it displays at the top.
This results in displacement below of retrieved
legends.
Additional cautions and warnings not shown fol-

low in whichever order the IIDS presents them.
Once initial power-on cautions and warnings are
reset, the system reverts to chronological order.
System advisories were discussed previously in

the performance display section of this chapter.

RECORDING SYSTEMS
31 INDICATING AND
COPILOT MASTER WARNING PANEL
PILOT MASTER WARNING PANEL

Figure 31-35. Master Warning Panels
Table 31-1. CAUTION/WARNING CAPSULES
ANNUNCIATOR CAUSE FOR ILLUMINATION
Fire has been detected in the indicated engine compartment.

#1 ENG FIRE #2 ENG FIRE
PRESS TONE OFF PRESS TONE OFF
The rpm of the N1 (gas producer) on the indicated engine is below

#1 ENG OUT #2 ENG OUT 48% (with engine lever at idle).
PRESS TONE OFF PRESS TONE OFF or
When a 5.5% N1 split occurs with both engines matched in the fly
detent position.
or
When N1 on the indicated engine is below 60%
(with engine lever in fly).
A DECU major (total on C++) fault has occurred in the

#1 ENG CONTROL #2 ENG CONTROL indicated engine, and manual control of the engine must be
PRESS DIM PRESS DIM assumed by the pilot.
One or more caution or warning segments on the caution/

MASTER CAUTION advisory panel are illuminated.
PRESS TO RESET
The airspeed is below approximately 60 knots, radar altimeter

LAND GEAR UP reads below 250’ AGL or pilot descends below any radar altitude
PUSH TO RESET
decision height set and landing gear is not down and locked.

Master Warning Panels Table 31-1 lists the capsule legend, color, and
cause for illumination for the capsules on the
Two master warning panels (Figure 31-35) are master warning panels.
mounted on the glareshield on the pilot and copi-
lot side. They are identical. Each panel contains
the following capsules:
NOTE
• MASTER CAUTION PRESS TO RESET
(amber)
• #1 ENG OUT PRESS-TONE OFF (red)
• #2 ENG OUT PRESS-TONE OFF (red)
• #1 ENG FIRE PRESS-TONE OFF (red)
• #2 ENG FIRE PRESS-TONE OFF (red)
The #1 and #2 ENG OUT and the #1 and #2 ENG
FIRE red capsules, along with the LAND GEAR
UP red capsule (discussed later in this chapter)
are associated with an aural tone heard in the pilot
and copilot headsets.
NOTE
For the remainder of this chapter, the
MASTER CAUTION PRESS TO
RESET capsules are called the MAS-
TER CAUTION capsules. Similarly,
PRESS-TONE OFF legend is omitted.
NOTE
The #1 and #2 ENG CONTROL lights
outboard of each master warning panel
are discussed further in Engine Fuel
and Control (chapter 73).
Any of the warning (red) or caution (amber) mes-

sages on the IIDS engine display illuminate the
amber master warning capsules on the pilot and
copilot master warning panels.
Pressing the face of either amber MASTER

CAUTION capsule extinguishes and arms both
MASTER CAUTION capsules so it can illuminate
for a subsequent malfunction. However, resetting
the MASTER CAUTION capsule does not can-
cel an engine display message, which remains as
long as the abnormal condition remains.

RECORDING SYSTEMS
31 INDICATING AND
Table 31-2. WARNING/CAUTION/ADVISORY ANNUNCIATIONS
ANNUNCIATOR POWER SOURCE CAUSE FOR ILLUMINATION
1 OIL PRESS DC ess The indicated engine oil pressure is below approximately
2 OIL PRESS 18 psi on the C+ or 25 psi on the C++.
1 FUEL PRESS DC ess The indicated engine fuel pressure is below approximately
2 FUEL PRESS
7 psi.
1 DC GEN HOT No. 1 DC pri Optional system actuated by a temperature switch near
2 DC GEN HOT No. 2 DC pri DC generator indicating a DC generator over temperature.
DC ess The transmission oil pressure is below approximately

MGB PRESS
14 psi.
DC ess MGB oil temp is greater than 120 degrees C°.

MGB OIL HOT
No. 1 DC pri Smoke has been detected by the baggage compartment

AFT BAG SMOK
smoke detector.
Batt bus The battery temperature is greater than 63°C (145°F).

BATT HOT
Reconnects automatically below 120°F.
1 SERVO SYS DC ess The hydraulic pressure in the corresonding stage is below
2 SERVO SYS 1,600 psi, or a jam has occurred in one or more of the
servo units.
1 DC GEN
No. 1 DC pri The indicated DC generator is off or has failed.
2 DC GEN and DC ess The respective DC generator contactor (K1/DC or K2/DC)
No. 2 DC pri is de-energized.
and DC ess
1 FUEL LOW DC ess The indicated fuel tank has approximately 85 to 100 lbs
2 FUEL LOW of usable fuel remaining.
1 ENG CHIP DC ess Metal chips are detected at the outlet of the scavenge
2 ENG CHIP pumps.
1 INV FAIL DC ess The No. 1 or No. 2 inverter output is inoperative.

2 INV FAIL
CPLT PITOT No. 2 DC pri The indicated pitot tube heater malfunctioned.
PLT PITOT and DC ess
1 CRT FAN DC ess for A failure of the indicated EFIS cooling fan has been
2 CRT FAN 2 CRT fan detected by the low speed detector.
No. 1 DC pri for
1 CRT fan
No. 1 or No. 2 DC pri The pilot or copilot system did not shut off the heater
W/S HEAT HOT
when the temperature exceeded 58°C (136°F).

RECORDING SYSTEMS
31 INDICATING AND
ANNUNCIATORS NOTES
Table 31-2 on the following pages lists the red,
amber, and green annunciators that display on the
IIDS engine and performance displays.

RECORDING SYSTEMS
31 INDICATING AND
Table 31-2. WARNING/CAUTION/ADVISORY ANNUNCIATIONS (Cont.)
1 AHRS DC ess An internal failure has been detected by the indicated

2 AHRS AHRS.
1 ANTI-ICE DC ess Indicated engine anti-ice system condition does not

2 ANTI-ICE agree with the control switch position. If snow protection
kit is installed (C+ only), the inlet heater (snow blanket)
is below 18°C (64°F) or above 48°C (118°F).
1 FUEL FILTER DC ess Impending bypass of the engine fuel filter.

2 FUEL FILTER Light illuminates at ∆ 10.2 psi.
DC ess Ferrous metal chips are detected in the main gearbox

MGB CHIP
oil sump.
DC ess Metal chips are detected in the intermediate gearbox

IGB CHIP/HOT oil sump, or oil temperature is greater than approximately
140°C (284°F).
DC ess Ferrous metal chips are detected in the tail gearbox

TGB CHIP/HOT oil sump, or oil temperature is greater than approximately
140°C (284°F).
No. 1 DC pri The battery is disconnected from the DC essential bus.

BATT OFF (K7/DC battery contactor is de-energized).
No. 2 DC pri Essential bus voltage is below 24 ±0.5.

ESS VOLTS LO
DC ess The bus tie contactor (K3/DC) is open.

BUS TIE OPEN
No. 2 DC pri or AC generator is inoperative, not connected to AC distribution

AC GEN
DC ess * system, or has failed, or an engine failure detection also results
in the loss of the AC generator. AC generator not connected
to the load. K1/AC is de-energized.
No. 2 DC pri The AC generator bearing wear has reached unacceptable

AC GEN BRNG or DC ess limits. One of the two AC generator rotor primary bearings
has failed and is now supported by the secondary bearing.
No. 2 DC pri Any crew, passenger, baggage compartment, or external

DOOR OPEN
power door is not fully closed and latched.
A/P Computer Illuminates in conjunction with lighting of any segment of the

DAFCS four-segment DAFCS caution panel. Activation of the DAFCS
capsule on the caution/advisory panel also triggers the
master caution annunciators in front of the pilot and copilot.
When MASTER CAUTION is reset, the DAFCS light
extinguishes.
Note: *Power for this annunciation is also provided by an internal power supply within the AC generator control unit (GCU)

RECORDING SYSTEMS
31 INDICATING AND
Table 31-2. WARNING/CAUTION/ADVISORY ANNUNCIATIONS (Cont.)
DC ess Rotor brake system hydraulic pressure is at or above

ROTOR BRAKE 10 psi.
Batt bus There is a ground fault in the battery feed line (forward
BATT FEED battery only).
A/P Computer One of the AP computer trim monitors detected a TRIM failure.
TRIM FAIL (FYI: This can be triggered due to flight controls moving opposite
of the commanded direction, or a mis-compare between the
two computers calculated trim commands.
1 OUT OF FLY DC ess C++ only. Illuminates on ground above 85% N1 with either
2 OUT OF FLY
power lever out of the fly detent or anytime in flight with
either power lever out of the fly detent.
No. 2 DC pri C++ only. Illuminates with one amber segment (WOW) or
CHECK BAR FILT DC ess four amber segments on the barrier filter monitor panel,
indicating partial blockage of the barrier filter.
DC ess Illuminates whenever steps are moving and stays on
BD STEP
as long as they are extended.
1 ANTI-ICE DC ess Indicated engine anti-ice syster is operating.

2 ANTI-ICE
A/P Computer Copilot flight director is the active FD.

CPLT FD
No. 1 DC pri or Flotation system is armed.

FLOATS ARM
DC ess
No. 1 DC pri One or both engine bleed-air shutoff valves are open.
BLEED AIR ON
DC ess Illuminates when the parking brake handle is in the

PARK BK ON “UP” position.
RDAU Illuminates whenever the IIDS Maintenance Interlock is

CHECK MAINT installed.
28 VAC Illuminates whenever landing light is turned on.

LAND LT ON
28 VAC Illuminates whenever controllable seachlight is turned on.

SEARCH LT ON
DC ess C++ only. Illuminates with three green segments illuminated

PWR ASSURANCE No. 2 DC Pri on the barrier filter monitor panel, indicating partial blockage
of the barrier filter.

RECORDING SYSTEMS
31 INDICATING AND
COPILOT GLARESHIELD PILOT GLARESHIELD
PRESS-TONE OFF PRESS-TONE OFF PUSH TO RESET PRESS-TONE OFF PPRESS-TONE OFF #1 ENG FIRE #1 ENG OUT MASTER CAUTION #2 ENG OUT #2 ENG FIRE
PRESS-TONE OFF PRESS-TONE OFF PUSH TO RESET PRESS-TONE OFF PPRESS-TONE OFF
LANDING GEAR
WARNING CAPSULE
LAND GEAR UP
PUSH TO RESET
Figure 31-36. Master Warning Panels

RECORDING SYSTEMS
31 INDICATING AND
AUDIBLE VISUAL engines by bypassing the weight on wheels prox-
imity sensor.
WARNING SYSTEMS
The blue ENG CONTROL capsules located
The warning/caution/advisory and the audible- outboard of the master warning panel indicate
visual warning systems provide visual and DECU major (total) faults on the associated
audible indications of system operation and mal- engine. These annunciators do not trigger aural
functions. Earlier S-76C+ models with analog warnings and are discussed further in Chapter 71-
gages may have an annunciator panel on the main 80 Powerplant.
instrument panel.
The majority of visual cues are messages on NOTES

the IIDS engine and performance displays and
capsules on the pilot and copilot master warning
panels (Figure 31-36). Other specific annuncia-
tors are close to associated system control panels.
The audible-visual warning system interfaces

with the caution/advisory system to provide two
types of alert signals to the pilots—visual cues
via the master warning panel and aural cues via
headsets.
The amber MASTER CAUTION and four red

capsules on the two master warning panels
receive power from the audible-visual warning
system (see Table 31-1). These annunciators indi-
cate conditions that trigger aural warnings.
The #1 and #2 ENG OUT PRESS-TONE OFF

capsules and all annunciators on the instrument
panel are dimmed through the use of the annun-
ciator BRT-DIM switch on the instrument panel.
The MASTER CAUTION PRESS TO RESET
and #1 and #2 ENG FIRE PRESS-TONE OFF do
not dim.
All annunciator lights on the instrument panel

and master warning panel capsules illuminate
when the TEST button is pressed on any of the
IIDS display units.
The ENGINE OUT audible tone is inhibited

on the ground through the weight on wheels
proximity sensor. This interlock prevents a reset
requirement to silence the audible tone each time
the battery switch is turned on, external power is
turned on, or engines are operated below idle. A
ground test switch is installed to allow the pilot
to test the engine out tone prior to starting the

RECORDING SYSTEMS
31 INDICATING AND
AIR DATA COMPUTER
AIR DATA ACCESSORY UNIT
TONE GENERATOR
Figure 31-37. Tone Generation Components
LDG GEAR UP
PUSH-TO-RESET
LANDING GEAR UP WARNING LIGHT

(INSTRUMENT PANEL)
PRESS-TONE OFF PRESS-TONE OFF PRESS TO RESET PRESS-TONE OFF PRESS-TONE OFF
MASTER WARNING PANEL

(GLARESHEILD)
WEIGHT
ON
WHEELS
PRIORITY
ALTERNATING
1
550/700 HZ TONE
INTERMITTENT 2
250-HZ TONE
CONTINUOUS 3
PILOT AND COPILOT
250-HZ TONE HEADSETS
TONE GENERATOR
Figure 31-38. Tone Priority

TONE GENERATOR In case of the presence of a second priority or

third priority tone, failure of either engine causes
The tone generator (Figure 31-37) receives power the tone generator to stop any other and replace it
from the DC essential bus to produce warning with the first priority tone.
tones. All warning tones are output to the head-
sets through the direct amplifier section of the
pilot and copilot interphone panels. The volume Air Data Computer (ADC)
control has no effect on the tone generator signals. The air data computer (ADC) (Figure 31-37) pro-
vides reference airspeed to the air data accessory
When any of the three tone generator inputs unit for the landing gear warning system. This
receives a ground, the generator produces an information is transmitted through an ARINC
associated tone output: 429 data bus. Further functions of the ADC are
discussed in Chapter 34.
• Alternating tone of 550Hz and 700Hz for
engine-out warning
• Intermittent tone of 250Hz for landing gear
Air Data Accessory Unit (ADAU)
up warning The air data accessory unit (Figure 31-37) accepts
ARINC 429 signals from the air data computers
• Steady tone of 250Hz for fire warning in for airspeed reference. It also receives altitude
either engine reference from the RADALT (AGL) and gear
Each tone can be stopped by momentarily press- down logic through the No. 1 relay panel. The
ing the associated capsule on either master ADAU then provides two warning outputs for the
warning panel. landing gear warning system. Further functions
of the ADAU are discussed in Chapter 34.
Priority of Tones
A priority system in the tone generator (Figure
31-38) assigns priority as follows:
• First priority—Engine-out warning

• Second priority—Landing gear up warning
• Third priority—Fire (either engine)
warning
If all three warning inputs are simultaneous,
pressing a switch/light device for either engine
interrupts the associated alternating tone. The
intermittent tone, landing gear up, second pri-
ority, immediately begins. Pressing a landing
gear switch/light device interrupts the associ-
ated intermittent tone and the steady tone (fire
either engine) begins. Pressing a fire switch/light
assembly interrupts the steady tone.

RECORDING SYSTEMS
31 INDICATING AND
RELAY FUNCTION RELAY FUNCTION
K1 / 1R FIRE DETECTOR TEST NO. 1 RELAY K17 / 1R COPILOT VHF RELAY
K2 / 1R NO. 1 FIRE EXT TEST RELAY K18 / 1R LANDING GEAR DOWN RIGHT RELAY
K3 / 1R MAIN XMSN CHIP RELAY K19 / 1R FUEL LOW WARNING RELAY
K4 / 1R NO. 1 ENGINE CHIP RELAY K20 / 1R WEIGHT-ON-WHEELS INTERLOCK RELAY
K6 / 1R NO. 1 ENGINE SPEED TRIM RELAY K21 / 1R NO.1 ENGINE START CONTROL RELAY
K8 / 1R LANDING GEAR DOWN LEFT RELAY K22 / 1R NO.1 FLOAT POWER RELAY
K9 / 1R LANDING GEAR DOWN NOSE RELAY K23 / 1R NO.1 SERVO JAM WARNING RELAY
K10 / 1R LANDING GEAR CONTROL TIME DELAY K24 / 1R HEAT AND VENT SYSTEM LOW PRESS TIME DELAY
CONTROL RELAY RELAY
K11 / 1R FUEL LOW-LEVEL TIME DELAY RELAY K25 / 1R LANDING GEAR WARNING AIRSPEED RELAY
K12 / 1R ENVIRONMENTAL CONTROL UNIT SHUTDOWN K26 / 1R LANDING GEAR WARNING WEIGHT-ON-WHEELS
RELAY RELAY
K13 / 1R CARGO HOOK RELAY K27 / 1R LANDING GEAR WARNING AUDIO RELAY
K14 / 1R WEIGHT-ON-WHEELS RELAY K28 / 1R LANDING GEAR LEFT LOCK RELAY
K15 / 1R ENVIRONMENTAL CONTROL UNIT CONTROL K29 / 1R LANDING GEAR RIGHT LOCK RELAY
RELAY LANDING GEAR CONTROL RELAY
K30 / 1R
K16 / 1R NO.1 ENGINE START RELAY
Figure 31-39. Warning System No. 1 Relay Pannel

No. 1 Relay Panel Relays NOTES

The following relays on the No. 1 relay panel
(Figure 31-39) affect the audible-visual warning
system.
Landing gear down left relay K8/1R energizes

when left landing gear down-and-locked.
Weight-on-wheels relay K14/1R energizes with a

weight-on-the wheels condition to disable the No.
1 and No. 2 engine-out tone circuit. This interlock
prevents a reset requirement to silence engine-out
tone each time the BATT switch is in ON, EXT
POWER switch is ON, or engines operated below
ground idle.

RECORDING SYSTEMS
31 INDICATING AND
RELAY FUNCTION
K1 / 2R FIRE DETECTOR TEST NO. 2 RELAY
K2 / 2R FUEL LOW WARNING RELAY
K4 / 2R NO. 2 FIRE EXT TEST RELAY
K4 / 2R IGB CHIP RELAY
K5 / 2R TGB CHIP RELAY
K8 / 2R NO. 2 ENGINE CHIP RELAY
K9 / 2R BATTERY OVERTEMP RELAY
K10 / 2R FIRE EXTINGUISHING SYSTEM LAMP TEST RELAY
K11 / 2R NO. 1 ENGINE OUT WARNING CONTROL RELAY
K12 / 2R NO. 1 ENGINE OUT AUDIO WARNING RELAY
K13 / 2R NO. 2 ENGINE OUT WARNING CONTROL RELAY
K14 / 2R NO. 2 ENGINE OUT AUDIO WARNING RELAY
K16 / 2R NO. 2 ENGINE SPEED TRIM RELAY
K17 / 2R PILOT VHF
K18 / 2R NO. 2 ENGINE START RELAY
K19 / 2R NO. 2 FLOAT PWR RELAY
K20 / 2R NO. 2 ENGINE START CONTROL RELAY
K21 / 2R NO. 2 SERVO JAM WARNING RELAY
K22 / 2R AC GEN BEARING WARNING RELAY
K23 / 2R ENGINE ANTI-ICE INTERLOCK RELAY
K24 / 2R F
NIO
R.E2WFAIRRENW
INAGRANUINDG
IOAR
UEDLIO
AYRELAY
K25 / 2R NO. 2 FIRE WARNING CONTROL RELAY
K26 / 2R NO. 2 FLOTATION RELAY
K27 / 2R NO. 1 FLOTATION RELAY
K28 / 2R AUTO SHUTDOWN INTERLOCK RELAY
K30 / 2R FUEL LOW-LEVEL TIME-DELAY RELAY
K31 / 2R NO.1 ENGINE OUT INTERLOCK RELAY
K32 / 2R NO. 2 ENGINE OUT INTERLOCK RELAY
K33 / 2R NO. 1 ENGINE TIME-DELAY RELAY
K34 / 2R NO. 2 ENGINE TIME-DELAY RELAY
K35 / 2R NO. 1 EAPS / ENGINE ANTI-ICE CONTROL RELAY
K36 / 2R NO. 2 EAPS / ENGINE ANTI-ICE CONTROL RELAY
K37 / 2R NO. 1 EAPS / ENGINE ANTI-ICE INDICATOR
K38 / 2R NO. 2 EAPS / ENGINE ANTI-ICE INDICATOR
K41 / 2R NO. 1 FIRE WARNING AUDIO RELAY
K42 / 2R NO. 1 FIRE WARNING CONTROL RELAY
K43 / 2R NO. 1 ENGINE AC GEN INTERLOCK RELAY
(HELICOPTERS 0377 AND SUBSEQUENT)
K44 / 2R NO. 2 ENGINE AC GEN INTERLOCK RELAY
FIRESUBSEQUENT)
(HELICOPTERS 0377 AND WARNING CONTROL RELAY
Figure 31-40. Warning System No. 2 Relay Panel

RECORDING SYSTEMS
31 INDICATING AND
No. 2 Relay Panel Relays NOTES
The following relays on the No. 2 relay panel
(Figure 31-40) affect the audible-visual warning
system.
Engine Out Relays

The engine out warning system has four relays
associated with it.
• K11/2R—No. 1 engine out warning con-
trol relay
• K12/2R—No. 1 engine out audio warning
relay
• K13/2R—No. 2 engine out warning con-
trol relay
• K14/2R—No. 2 engine out audio warning
relay
Operation of the system is discussed in a later

section.
Engine Fire Warning Relays

The engine fire warning system has four relays
associated with it.
• K24/2R—No. 2 fire audio warning relay
• K25/2R—No. 2 fire warning control relay
• K41/2R—No. 1 fire audio warning relay
• K42/2R—No. 1 fire warning control relay
Operation of the system is discussed in a later

section.

RESET CIRCUIT
1 DC GEN
Figure 31-41. Warning Circuit Overview

Warning Circuit Overview NOTES

Figure 31-41 presents an overview of both the
audible and visual warning system and master
warning system. Anytime an affected system
provides an input to the IIDS RDAU, the associ-
ated amber caution or red warning annunciation
illuminates on the engine display along with the
MASTER CAUTION PUSH TO RESET cap-
sules on both master warning panels.
The master caution can be extinguished by press-

ing the MASTER CAUTION PUSH TO RESET
capsule; however, the annunciation on the IIDS
display remain illuminates as long as the condi-
tion exists. This readies the master caution light
in the event of another caution or warning input.
Green advisories do not illuminate the master

caution light.

RECORDING SYSTEMS
31 INDICATING AND
#1 ENG
EMER OFF
OVERHEAD CONTROL PANEL NO.1 RELAY PANEL
FIRE DETECTOR
TEST FWD 1 TO NO. 2 RELAY
2 K1/1R PANEL, NO.2
2 REFER TO SMOKE #2 ENG
NORM FIRE WARNING
AMP DETECTOR SYSTEM EMER OFF
AFT/BAG 3 SEE 31-52-00
26-12-00
FIRE QUADRANT T-HANDLES
TEST - DET K1/2R
NO. 1 ENGINE FIRE

DC DETECTOR CONTROL AMPLIFIER LAMP TEST OUTPUT
FIRE DETECTOR NO.2 RELAY PANEL
ESS REFER TO IIDS 31-60-00
BUS NO. 1
2
AMP AMP NO. 2 RELAY PANEL
CRFD1
#1 ENG FIRE
AUD WARN PRESS-TONE OFF
2
AMP
NO.2 RELAY PANEL

NO.1 FIRE WARNING
AUDIO RELAY
K42/2R
E10 E7
X2 X1 K41/2R CR1/2R
#1 ENG FIRE
NO. 1 ENGINE FORWARD B1 B1 B2
B3 PRESS-TONE OFF
FLAME DETECTOR
B2 K41/2R
K1/1R B2
B3
R1/2R

NO.1 FIRE
NO. 1 ENGINE AFT A1 WARNING X1 K42/2R POWER IN
FLAME DETECTOR CONTROL X2
A2 RELAY A2 A1 GND
K1/2R INTERMITTENT TONE
A3 K41/2R
TONE OUTPUT
ALTERNATING TONE
STEADY TONE
TONE GENERATOR
#1 ENG
EMER OFF
FIRE DETECTOR
TEST FWD 1 TO NO. 2 RELAY
2 K1/1R PANEL, NO.2
NORM FIRE WARNING
AFT/BAG 3 SEE 31-52-00
26-12-00
TEST - DET K1/2R
NO. 1 ENGINE FIRE

BUS NO. 1
2
CRFD1
#1 ENG FIRE
AUD WARN PRESS-TONE OFF
2
AMP
NO.2 RELAY PANEL

NO.1 FIRE WARNING
AUDIO RELAY
K42/2R
E10 E7
X2 X1 K41/2R CR1/2R
#1 ENG FIRE
NO. 1 ENGINE FORWARD B1 B1 B2
B3 PRESS-TONE OFF
FLAME DETECTOR
B2 K41/2R
K1/1R B2
B3
R1/2R

NO.1 FIRE
NO. 1 ENGINE AFT A1 WARNING X1 K42/2R POWER IN
FLAME DETECTOR CONTROL X2
A2 RELAY A2 A1 GND
K1/2R INTERMITTENT TONE
A3 K41/2R
TONE OUTPUT
ALTERNATING TONE
STEADY TONE
TONE GENERATOR
Figure 31-42. Engine Fire (Top) and #1 ENG FIRE Reset (Bottom)

Engine Fire Warning System steady tone is cancelled in both headsets with the
Operation pressing of either pilot or copilot #1 ENG FIRE
PRESS-TONE OFF capsule.
The No. 1 and No. 2 engine fire detection systems
are identical. Both provide a visual and audible Tone off switches that are part of the #1 ENG FIRE
warning when either of two optical detectors of PRESS-TONE OFF capsules are supplied from
either engine senses a fire. the DC ESNTL bus through the AUD WARN
circuit breaker. When a tone off switch is closed
Electrical power for the fire detection system and by pressing the #1 ENG FIRE PRESS-TONE
test circuit is provided by the DC ESS bus through OFF capsule, the No. 1 fire warning control relay
the following circuit breakers: K41/2R is energized.
• FIRE DETECTOR TEST—2 amp
With the No.1 fire warning control relay K41/2R
• FIRE DETECTOR NO. 1 and NO. 2—2 energized, contacts B2 and B3 open. This de-ener-
amp gizes the No.1 fire warning audio relay K42/2R
• AUD WARN—2 amp whose contacts A1 and A2 open to remove the
steady tone enabling ground from tone generator.
When a fire occurs, the applicable flame detector Contacts B2 and B1 of No.1 fire warning control
(forward or aft) sends an electrical fire detection K41/2R close to provide a holding circuit to main-
signal to the corresponding fire detector control tain K41/2R energized when the #1 ENG FIRE
amplifier. Output voltage of the amplifier illumi- PRESS-TONE OFF master warning capsule is
nates corresponding warning lights and energizes released. The #1 ENG FIRE PRESS-TONE OFF
the aural warning system as follows (Figure 31- capsules remains on until the fire is extinguished.
42): If the fire is extinguished, the circuit returns to
normal operation; warnings cease.
• #1 or #2 ENG EMER OFF T-handle, #1 or
#2 ENG FIRE PRESS-TONE OFF warn-
ing capsules illuminate
• Fire warning audio relay K42/2R (No. 1)
or K24/2R (No. 2) energizes the audible
warning system
• Aural 250 Hz steady tone sounds through
ICS system
With a No.1 engine fire, 28 VDC is applied to

No.1 fire warning audio relay K42/2R from
fire detector circuit through diode CR1/2R and
through the normally closed contacts B2 and B3
of No.1 fire warning control relay K41/2R. The
28 VDC is routed through blocking diodes to #1
ENG FIRE PRESS-TONE OFF capsules of copi-
lot/pilot master warning panels and also to the
#1 ENG EMER OFF T-handle on the overhead
quadrant (Figure 31-42).
With No.1 fire warning audio relay K42/2R ener-

gized, an enabling ground is supplied to the tone
generator through the energized closed contacts
of K42/2R. This results in a steady tone of 250
Hz supplied to the pilot and copilot headsets. The

TEST-DET EXT-FIRE
AFT/BAG SHORT
N O TEST
O P
R E
M N
FWD NORM
WARN
Figure 31-43. Engine Fire Test Panel
#1 ENG
EMER OFF
FIRE DETECTOR
TEST FWD 1
2 K1/1R
NORM
AFT/BAG 3
26-12-00
TEST - DET K1/2R
NO. 1 ENGINE FIRE

BUS NO. 1
2
CRFD1
FIRE DETECTOR #1 ENG FIRE

NO. 2 PRESS-TONE OFF
NO. 2 ENGINE FIRE
2 DETECTION SAME AS NO. 1
AMP CRFD2
#2 ENG FIRE
PRESS-TONE OFF
NO.2 RELAY PANEL

NO. 1 FIRE WARNING
AUDIO RELAY
K42/2R
#1 ENG FIRE
NO. 1 ENGINE FORWARD B1 PRESS-TONE OFF
FLAME DETECTOR
B2
K1/1R
B3
#2 ENG FIRE
R1/2R PRESS-TONE OFF
NO. 1 ENGINE AFT A1

FLAME DETECTOR
A2
K1/2R
A3
Figure 31-44. Engine Fire Detection Test—FWD

Engine Fire Test Panel NOTE

The fire detector test switch on the cockpit over- This method of testing checks the elec-
head switch panel (Figure 31-44) provides the trical wiring, the ability of the amplifier
means of testing the circuitry of the flame detec- to react to the proper voltage input, and
tors and the fire detecting system The switch has the warning lights. It does not check the
three positions, NORM, AFT/BAG and FWD. ability of the flame detectors to sense a
flame or red light radiation. Actual fire
When testing the forward or aft flame detector detecting response of the detectors can
circuitry, the FIRE DET TEST switch is placed only be checked by doing Operational
to FWD or AFT/BAG position (Figure 31-44). Tests. (Refer to Testing and Trouble-
Electrical power is supplied to the coil of the No. shooting, 26-11-00) in the AMM.
1 or No. 2 fire detector test relay K1/1R or K1/2R,
energizing the coil and closing a set of contacts of
the relay.
NOTES
With the contacts closed, a circuit is completed
through the flame detector that provides the fol-
lowing indications:
• #1 and #2 ENG EMER OFF warning lights
on the engine control quadrant T-handle
• #1 and #2 ENG FIRE PRESS TONE OFF
warning capsules in the master warning
panel
• Steady 250 Hz tone
This indicates proper circuit operation. The FIRE
TEST-DET switch can be operated any time as
long as the DC ESS bus is energized.
NOTE
When the switch is placed to the AFT/
BAG position, the AFT BAG SMOK
warning annunciation also illuminates
on the IIDS display if the No. 1 DC Pri
bus is energized.

RECORDING SYSTEMS
31 INDICATING AND
AIR DATA COMPUTER
AIR DATA ACCESSORY UNIT
TONE GENERATOR
LDG GEAR
L N R
UNLKD
EMER DN NORMAL
RH NOSE ELECTRONICS COMPARTMENT

TURN & PULL
UP
DN
#1 EN G F IR E #1 EN G OU T MASTER CAUTION #2 EN G OU T #2 EN G F IR E #1 EN G F IR E #1 EN G OU T MASTER CAUTION #2 EN G OU T #2 EN G F IR E

PR ES S- TON E O FF PR ES S -TON E OFF PU SH TO R E S ET PR ES S -TO NE O FF P PRESS-TONE O FF PR ES S- TON E O FF PR ES S -TON E OFF PU SH TO R E S ET PR ES S -TO NE O FF PPR ES S-T ONE O F F
MASTER WARNING PANEL GPWS GPWS

AUD I O GP WS
LOW A L T
IN
G/ S HI
GPWS GPWS
AUD I O GP WS
LOW A L T
IN
G/
HIS
MASTER WARNING PANEL
TE TE
T EST B TE S T B
ST ON ON ST ON ON
THIS H ELICOPTER M U ST B E OPER AT ED IN ACC OR D.

W ITH TH E OPER ATIN G LIM IT S SPECIFIED IN TH E EM ER PWR G OOD NAV 1 N AV
FAA APPROVED ROTORCR AFT FLIGHT M ANU AL. TH E OF F AR M BATTERY NAV 2 LN AV
AIRW OR TH IN ESS L IMIT AT ION S SECT ION OF T H E TEST
ROT ORCR AFT M AINT EN AN CE M ANU AL M U ST BE
COM PLIED W IT H.
0 20 0
CAUTI ON 180 9 1
W ITH USABL E F U EL PER T ANK IN DIC AT IN G
80 OR L ESS, AVOID SU ST AIN ED NOSE D OW N I D C GEN AC GEN 160
AP 1 AP 2 1 F U EL PR ESS 140
2000 40 8 2 AP 1 AP 2
LOC DCL CAUTI ON Mb IN CL T VDC P L
MM LOC DCL MM
CL T VDC P L
140 1300
EN GIN E OPER ATION W ITH R OT OR ST OPPED
120 20 20
M 140 1300
GS LIMIT ED T O: BL ADES 45˚ T O L ON G AXIS. hg 140
GS
20
CAUTI ON
ALT ANNUNC EN G 1 OIL M GB OIL EN G 2 OIL 10 10 1500 K N OT S 7 3 20
B AR O
B AR O ALERT BRT DIM ˚C PSI ˚C PSI ˚C PSI
4 4
TURN OF F STR OB E L IGHT W HEN T AXIIN G N EAR 100 1200 120 SET
SET 120
10 OTH ER AIRC R AF T OR W HEN FL YIN G IN F OG OR SX W PT FMMSOHD G 100 50 100 50 100 50 1000 60 120
10
3
CLOUD S. ST AND ARD POSIT ION L IGHT S M UST B E DE
G PS TST 6 5 4 3
USED F OR ALL N IGHT OPER AT ION S. 33776- 44867- 114 MSG APPR IN T E G 80
E 100 80
0500
100 1200 FD
R MU FAN 8 8 100 1200
DCPL F AI L
+ 1 2
6 6
M . 59 29. 92 H 0 +
10 1 10 1
80 ICE IC E 3 4 4 3 80
D ET EC T 5 B
1000 ON OFF ALERT 1 R 1000
5
H YD 1 2 2 0 H YD 2 T
20 CA L L
HLD N AV PR E 12 HL S
KT S
60
200
2 CABIN
ON
C ABI N
HAND SE T 1500 LB S
D
I
M
60
20
2
29.92
1 .5
HLD N AV PR E
N M 12 HL S
ilas MIN
1 .5 NM
i la s MIN DH200 29.92
MENU
88888 DH200
200 KT S
1 OAT 28 C AG L F T / MIN X 100 CH SEL

CH SEL
T5 BV N1 BV TQ NR 1 OAT 28 C DM E
DM E KNOTS MA CH
552 534 82.7 82.2 16 16 O/SN 2 107 O/S

N2
T5 BV N1 BV TQ O/S NR O/S
12 12
TST
552 534 82.7 82.2 16 16 N2 107 N2
9
10 10 12 12
11 9 TS T
8 10 10
9 8
FM S 7 FM S
8 11 RNG 5
21.7 +
353 6 8 6 10 ARGUS 7000/CE 7
9 8 21.7 +
353
DR K 0.0˚ DR K
N
7
4
9 B
AIR SPEED BUG 6 8 6 10 N
3 4 6 50 RA 3
R 253˚BRG TK 7
6 9 B
2 4
2
183 K T S
T
NG
4 6 4 R
2 +26 UP
2 E
1 2 15.4 N M 270˚ 4 6 T 1
2
F V 2 2 2
2 D F V +02 • 26
00: 0 5: 0 2
D
I
M WBW I
M O C YE SET M
M O +07
E
W
160 160
E
236˚ /5.0 TGT VRM

S R MENU
40 S R
BAR T DN
1 2 Y M EN U 1 2 TA
1 1 ONLY
V 2 V 2
*C R MN U
3 3
AV 30 BRT
DT K GSPD LV SELECT DT K GSPD
P
000 9 130 Z RC T 20 000 9 130
11 2
1.60 8
10
HDG VS ALT H A Y ED R17˚TE TRB WX/ T SET HDG VS ALT
1 2 3 4 T
41 M SL DEP / 5
ON ON ON CYE-N ON ON ON
S E L IN F O PU ABS 0
TILT
NAV ILS DECEL E SH
W X/RCT 1 G MA P FU L L + BRT NAV ILS DECEL ALT
M GAIN V FULL M AP SSPD ATT HDG
ER A MAP RN G TT G R EV R EV N AV FM S
ARM CAP ARM GS ARM CAP W XD R ARM CAP ARM GS ARM CAP
WX 2 0
D EP E NR ARR AUX LIST IND E X
SKIP PAGE MODE 15
NAV NORM T ST EMER
ARM CAP ON ARM CAP
ON SQ
AUDI O SB Y MI N MAX – OFF FM
INDEX FM
LI ST
N AV FMS MOD RCL LINE ENTR ARM CAP ON ARM CAP ADF S 1
S
FULL
M AP
M AP
RN G
SSPD
TTG
ATT
R EV
HDG
REV
VOR APR IAS ALT PRE 1 59 ES
VOL
OFF
NAV
CANC
1 59 VOR APR IAS ALT PRE A
TEST
ADI
VOR 1
VO
DH DIM R HSI
10
GMT LT EL GMT LT BR G 2
D WX DI M
FT ET FT ET TS T DIM
OFF BR G
2
OFF
FM F
OFF
ADF
O
S
FF
A
F
FD C O MP
CFD
SG AHR S AD C IID S CMOOMNP
E. T. C MD MO N IID S MD AH R S AD C SG
RE V T E ST R EV R EV E. T. T E ST R EV R EV
B AR S RESET REV BAR S RESET
VOR1
OFF
ADI DH HSI WX
BR G
DIM TST B
DIM D IM
R
G
O.E.I.
T R AIN IN G
LDG GEAR
L N R
50 40 30 20 10 0 -10 -20 - 30 -35 TEST PANEL -35 - 30 - 20 - 10 0 10 20 30 40 50
F LI G H T N O T
V NE (IAS) OAT ˚C 134 -1 UNLKD -1 134 OAT V

NE(IAS)
131 0 GEN 1 GEN 2 0 131
LT x 1 0 0 0
POWER OFF POWER OFF

L T x 1 00 0
P R E SS A
~ ˚C
PR E S S A
115%NR 134 129 1 OVER OV ER 1 129 134 136 KTS 115% NR

AC GEN
MAX 135 K N O T S 132 126 2 VOLT VOLT
OVER EMER DN NORMAL 2 126 132 MAX
131 129 124 3 3 124 129 131 WHI T E A R EA
VOL T
WH IT E A R EA 124 130 127 122 4 4 122 127 130 12 4 A B O V E
AB O V E 11 8 123 12 8 13 5 134 125 120 5
10, 000 F T 110 118 122 128 135 5 120 125 134 135 129 123 11 8 10, 000 F T
TURN & PULL
132 123 118 6 O

HD 96 102 105 115 121 127 134 127 118 113 8 F 6 118 123 132 135 128 122 116 110 HD
8 96 102 108 115 121 127 134 127 118 113
79 87 96 100 108 113 120 121 114 109 10 GND GND F UP
10 109 114 121 120 106 106 10 0 93 87 79
76 85 91 96 105 101 101 101 12 FAULT FAULT UNDER
12 101 101 10 1 105 98 91 85 76
75 83 90 94 94 82 14 VO L T DN 14 82 94 94 90 83 75
75 75 75 75 16 FLOATS TEST ENG 1 E NG 2 FEEDER
48 48 18 16 75 75 75 75
ALLO W ED TES T TE ST FAU L T 18 48 48
TES T
LAND GEAR UP O O O L AND GEAR U P
PU SH TO F F F PU SH TO
WARN
RE SET F F F RE SET
RESET RESET
1 - TE ST - 2 N OR M ENG OVSPD
IIDS
MAINT
INTERLOCK
LAND GEAR UP
PUSH TO RESET
Figure 31-45. Landing Gear Warning Components

Landing Gear Warning NOTES

The tone generator, Air Data Accessory Unit
(ADAU), Air Data Computer (ADC), master
warning panel, landing gear panel, and landing
capsule all interface to provide audible and visual
indications for the landing gear warning system
(Figure 31-45).
A landing gear warning audible and visual warn-

ing is activated during flight if the landing gear
is not down and locked, airspeed is less than 60
knots, and radar altitude descends through 250
ft or below the set decision height (whichever is
highest). Pushing either the pilot or copilot LDG
GEAR UP PUSH TO RESET capsule discontin-
ues the audible warning, but the visual warning
continues until the landing gear is down and
locked, airspeed is increased to above 60 knots,
and radar altitude is increased to above 250 ft or
the set decision height (whichever is highest).
The ADC accessory unit performs the warning
activation logic (Figure 31-46).
Figure 31-46. Air Data Accessory Unit Interface


Circuit Arming and Activation NOTES

With the UP-DN control lever on the landing gear
control/indicator panel in the DN position and
landing gear down left relay K8/1R energized, 28
VDC is applied to the ADC accessory unit gear
down logic input (Figure 31-47).
As the aircraft descends below 250 ft AGL, as

indicated on the RADALT, a ground input is pro-
vided to the Air Data Accessory Unit (ADAU).
The ADAU also receives a ground input via the
options relay panel from the pilot or copilot sym-
bol generators or RADALT indicator for decision
height input. The Air Data Computer (ADC) pro-
vides airspeed input to the ADAU.
If any of the following criteria is met and the

landing gear is not down and locked (gear down
logic input is absent), the landing gear warning
circuit is activated:
• Less than 60 knots from the ADC
• Below 250 ft AGL from the RADALT
• Below decision height (pilot, copilot or
RADALT indicator, whichever is highest)
When the activation criteria is met, the ADC

accessory unit applies an enabling ground to the
tone generator and supplies 28 VDC to the lamps
of the pilot and copilot landing gear up capsules.
The intermittent 250 Hz tone output from the
tone generator is supplied to the pilot and copilot
headsets.
The audible tone can be discontinued in both

headsets by pressing either pilot or copilot LDG
GEAR UP PUSH TO RESET capsules. When a
reset capsule switch is pressed, ground is applied
to the ADC accessory unit reset/test input that
then discontinues the enabling ground to the
tone generator. The LDG GEAR UP PUSH TO
RESET capsule remains illuminated as long as
the activation criteria is present.

RECORDING SYSTEMS
31 INDICATING AND
Figure 31-48. IIDS Engine Out Warning
Figure 31-49. DECU Engine Out Warning

Engine Out Warning NOTES

The engine-out circuit of the audible-visual warn-
ing system uses the engine out signal from the
IIDS or the engine DECU to provide an engine-
out warning (Figures 31-48 and 31-49). The signal
is active when the gas generator speed decreases
to less than 48% N1 or an engine out signal is
received from the engine DECU. A weight-on-
wheels switch inhibits the engine-out warning
when the helicopter is on the ground; however,
a complete functional test can be made with the
ENG OUT TEST switch on the RH side of the
lower console.
In the following, the No.1 engine out malfunction

is used to describe the circuit action. The No. 2
engine circuit is identical.
If the No. 1 engine fails in flight, the IIDS No.

1 engine out-ground input receives a ground
signal from the No. 1 digital engine control unit
(DECU). The IIDS responds by providing a 28
VDC output signal that causes the NO.1 ENG
OUT PRESS-TONE OFF capsule of the respec-
tive master warning panel to illuminate.
This provides a visible malfunction warning

directly in view of both pilots. The 28 VDC also
is provided through the closed contacts of the No.
1 engine out warning control relay K11/2R to
energize the No. 1 engine out warning audio relay
K12/2R. With K12/2R energized, an enabling
ground is provided through the closed contacts
of the weight-on-wheels relay K14/1R to the tone
generator to generate an alternating tone.
The DECU can also activate the engine out warn-

ing circuit directly by energizing the No. 1 engine
out relay K31/2R. With K31/2R energized, 28
VDC is available through the closed contacts
of K31/2R to illuminate the NO.1 ENG OUT
PRESS-TONE OFF capsules. A ground is also
provided to the tone generator through the same
path previously mentioned.

RECORDING SYSTEMS
31 INDICATING AND
IIDS RDAU
ENGINE OUT-OUTPUT
ENGINE OUT-GROUND INPUT
#1 ENG #1 DECU
WARN
X1 X2 #1 ENG OUT
5 OUTPUT (GND)
DC AMP K1
A2 #2 ENG OUT
ESS
AUD WARN ICS K31/2R K31/2R
BUS INPUT
A1 #1 ENGINE
2
AMP OUT RELAY MASTER WARNING
#1 ENG FIRE
AC POWER PRESS-TONE OFF
SYSTEM
28 VDC K43/2R X1
A3 A1
GND #1 RELAY PANEL K11/2R
A2 A2
TONE OUT
A1 A2 A1 A2 X2 X1 X1 X2
ALTERNATING
TONE K14/1R K12/2R
(SHOWN WITH
TONE WEIGHT OFF WHEELS) K12/2R K11/2R
GENERATOR #1 ENGINE #1 ENGINE
ENGINE OUT TEST SWITCH OUT WARNING OUT WARNING
OFF AUDIO RELAY CONTROL RELAY
S12 #2 RELAY PANEL

TEST
CENTER CONSOLE
IIDS RDAU
ENGINE OUT-OUTPUT
#1 ENG #1 DECU
WARN
X1 X2 #1 ENG OUT
5 OUTPUT (GND)
DC AMP K1
A2 #2 ENG OUT
ESS
BUS INPUT
A1 #1 ENGINE
2
#1 ENG FIRE
SYSTEM
28 VDC K43/2R X1
A3 A1
A2 A2
TONE OUT
A1 A2 A1 A2 X2 X1 X1 X2
ALTERNATING
TONE K14/1R K12/2R
(SHOWN WITH
TONE WEIGHT OFF WHEELS) K12/2R K11/2R
S12 #2 RELAY PANEL

TEST
CENTER CONSOLE
Figure 31-50. Engine Out Cancel (Top) and Engine Out Cancel Release (Bottom)

The alternating tone can be discontinued in both NOTES

headsets by pressing either pilot or copilot NO.1
ENG OUT PRESS-TONE OFF capsule. Circuitry
for the No. 1 engine is described in the following
(Figure 31-50). When the reset switch is closed
by pressing the NO.1 ENG OUT PRESS-TONE
OFF capsule, the No. 1 engine out warning con-
trol relay K11/2R is energized. With K11/2R
energized, the No. 1 engine out warning audio
relay K12/2R deenergizes to remove the alternat-
ing tone ground enable from the tone generator.
A second set of contacts within K11/2R close to
provide a holding circuit for K11/2R when the
NO.1 ENG OUT PRESS-TONE OFF capsule is
released. The NO.1 ENG OUT PRESS-TONE
OFF master warning capsules remain on until the
engine is restarted.

RECORDING SYSTEMS
31 INDICATING AND
IIDS RDAU
ENGINE OUT-OUTPUT
#1 ENG #1 DECU
WARN
X1 X2 #1 ENG OUT
5 OUTPUT (GND)
DC AMP K1
A2 #2 ENG OUT
ESS
BUS INPUT
A1 #1 ENGINE
2
#1 ENG FIRE
SYSTEM
28 VDC K43/2R X1
A3 A1
A2 A2
TONE OUT
A1 A2 A1 A2 X2 X1 X1 X2
ALTERNATING
TONE K14/1R K12/2R
(SHOWN WITH
TONE WEIGHT ON WHEELS) K12/2R K11/2R
S12 #2 RELAY PANEL

TEST
CENTER CONSOLE
Figure 31-51. ENG OUT TEST Switch Schematic—WOW
GP WS GP WS GP WS GP WS
LOW
TE S TALT AUDIINHIB
O LOW
TE S ALT
T AUDIINHIB
O
GP WS GP WS
G/S TEST G/S TEST
EMER
ON PWR
THIS H ELICO PTER M U S T B E GOOD
ON ON ON NAV
OFF 1ARM NA
WIT H TH E O P E R A TI N G V
O BATTERY
LI PMER SATSEPDEICI
N A CC OR D. NAV 2 0 20
ROTO I T RCRAF T FI E D IN T H E LNAV T ES T 18 0 0 9 1
FAA APPROVED
AUROTORCR
MAINT ENANCCE MANUAL AFT
TI 16
FLIGH I DC GEN AP 1AP
AP 1AP 2 LOC MU ST TBE M ANUAL. T HE
ON 140 200 0
40 8 2
CLTVDCPL
DCL AIRW OR THIN E S S AC GEN 1 FUEL 2 140 LO C 1300
DC L MM
MM140 1300 0 M 140 Mb GS
120 10 20
GS 20 LIMIGITATI NLIEMION SERSATI
TEO:
C ON
TI O N O F PRESSOIL IN 20
445˚ TO L ON G AEN
OTPCED
I BL AD E S ENG 10 KNOTS CLTVDCPL
BA TXIHS.E R OT O
AUT
ALT ˚C 1 PSI ˚C MGB
PSI hg 7
4
BA
WI TH CRAU STTOION
PPED OIL ENG 10
2 OIL 20
100 150 0 1200 RO
RO ON TUR N OF F S TR OB E LI G HT ˚C PSI
100 50 0 T ST 1000 100 8 0 60 6 4 3
FSANNUNC
X WHP MO
120 CO OU
CL ME P DLI EHDXII
S. WI
STAL
AN TH.DAR D T MS MS DT RG D
G AP PINTE 50 100 50
80
12 0 E 5 120 SE
SE 10 3 WH
US ED NOT FTA
OR ER NG
AIRL NCR
E ARAF ALERT
GPS E 8 8 0500 100 3
S ML337 76- FD GRMU 10 T
10 OR WH E N F L YIN
P OGGSIHIHNTIO
TUFSAB
N
O GLILOR
GH
E FTUE
T 448
U ST
67-B E BRT
FANDIM 6 6 M .59
WIT
NI 114 DCPL 12 00
80
10
10 P EPRE RTAA12
O O00
TINK N S. ICE 1 2
FAIL 3
HYD 155 29.492 H 0
DET E 4 1 3 0
ON OFF 2 2 10
20 1000 IN DI CA TI N G 80 OR CTCICE
ALER
AL L T HYD 2 RB T D 80
MI
60 200 1500 160 2 HLD NAV
CABI 29.92 + PRE
10.5 ilas
HLD NAV PRE 12 HLS K+TS 2
LE S S, A V OID NON
CABIN
HANDSET LBS 88888 200 100
NM DH 200
29.9
S U S T AI N E D N O S E MEN
U AGL F T /
DH2
00
0
10 .5
NM i l12as
HLS
MI N
KTS
20
DM CH MIN DOWN 1 OAT DM CH
E
E 2 T5 5 34 BV 28 CN71 BV 1 OAT 28 C SE L
SE L 552 82. 82 .2 16 M IN X100 T5 BV N 1 BV O/S
TQ NR
12 N2 N2
169 O/S 10107 O/S 12 552 5 34 82.
TQ NR 7 O/S
82 .2
T ST
10 16 16 N2 1 07
T ST KN OTS N2
FMS + 12 FMS + RN G
21.7 8 7 11 9 ARGUS 7 9 9 12 21.7
0.0˚
DRK
N 353 74
B 4 96 84 R AIR M AC H 7 610 9 DRK
N 353 5
3 253˚BR7000/CE
G TK 50 48 10 4 3
626
SP EED RAN 8B 4 211 6 T +26 UP
2 6 82 2I 10 183 K TS 2 R 2 2 2
T BUG GE +02
F V 15. 4 N M 270˚ D6 8 6 I F V
1 1
M 160 MEN 2 00: 05: 02 TG 40 10
M M 160 +07•26
S U MEN S DN
O
R T VRM U OR TA
1 D 1 ONL
V 2 WBW MN V 2
3 SET *CR 30 3 Y
1
DT GSP LV Z 28 U 1DT GSP BRT
C Y E 111.60
2000
RC T 20 SET 000
K D
ALT 2K
9 9 D
HDG VS M TRB 123W 4X/T
T 10 HDG VS
130 236˚/5.0 130
ALT
HAYED SBELA R T Y WX/R CT 1 G MA P G AIN ON ON ON AB S
INF O F ULL
ON ON R17˚T E SEL EC T TILT AL
0
PUSH WX 2 + VAR 0B RT
ON NAV IL S 15T
4 1 M S L E MER
C YA E-
FU LL MA P SSPD A TT V P N ON SBY
T ST
MIN MAX 1
HDA GP
M R
NAN VG TT G
FMS NAV IL S 1 0 59 DEP / 5
– OWFXD
F 1 0 59 D EC EL
VOR AR M C AP
APR IAS MA P RNG TT G R EV 10
RE V REV DEP ENR LIST RE V NAV FMS
GMT LT FT ET SQ N AV INDE X SKIP GMT LT ALT PRE
D EC EL AR M C AP ARR AU X SE LE CT CONTROL AR F MS 5
F MS E MINDEX
PAGE M OD E RCL M GS AR M
ONSEL MO D E N O R M
ADF BCC AP SBY ER L IN E EN T R FT SEL
ETC AP BC ON SBY F
ARM ON ARM ON TE S 2
AVOR 1 TE S
DFOFF SE CTL SVO L AUDIO LI ST CTL A DF
ARGA
LE
MCTGS C ONT
ARMROL GA OFF T O FF
BR G VORO 2FFDI MT ADI
TST DH OFF
C AP BR G DI M TST
OFF
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ARM C AP ON ARM C AP
O FF ADI DH HS I
FU LL MA P SSPD A TT HD G
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REV E. T. C MD AHRS
TE ST AR M C AP V OR TCAS LDG IIDS E. BARS
T. CFD
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COMP
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MON T EST
TRAIN I ADC
RE S E T RIID
REV E VS G EA R 20 ADC
REVRE S E T RSEGV
NG SBY T S T 40 10 WX NOR M FL
50 40 30 20 10 0 - 10 A PR IA S LOFF N R 5 - 35 - 30 - 20 - 10 0 10
- 20 - 30 - 35 OAT ˚C ON T/TCAS
WX OAT ~ ˚C
VNE (IAS) 0 TEST 3 15 AB O V E UNLKD -120 30 40 50
POWER OFF B EL O W
135 1 P AN EL 0 (IAS )
VNE
115%
-1 NR ALT PR E OVER PUSH TO T EST
KNOT S 2 VOL T1 POWER OFF WHITE
MWHITE
A XABOAREA 34 GEN
OVER AC PUSH FOR FL EMER DN 41 136 ABKT VS E000
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VEHD 96 102 105 65 VOL T2 OVER 5115% NR
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76 85 91 96 105 F AU LT VOL T 110
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F L O AT S T E FST CO M 1 N B CO M 1 N B DN 16
94 751475 75 AU LT O T 98
10 109 91 114
85 76 121 120 106 106
T EST NAV 1 NAV 1
U N D ER F 100 93 87 79
75 16 LAN D W T EST GN
G EA R U P F ARN EN G
F 1 F F AUEN G 2D 118 .4 0 118 .4 0 P US H T O
ALLOWED 48 GNLTD FF 108
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14 82 94 94 90 83 75
P US H T O FRESET
T EST
R ES ET
48 18 F EE D E RR ESET 120
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. 00 0 120
221.0 .2 0
. 00 18 48
108 108
R ES ET
1 - T EST - 2 NORM TCATEM
S DSPP-1
Y1 TCATEM
S DSPP-1 Y1 48 FLIGHT NOT
RANGE: 6 RANGE: 6
ENG OOVSPD O O ML ST 1E M P-± 1±A±Z:± 040 ML ST 1E M P-± 1±A±Z:± 040 IIDS LAN D G E AR U P
CH: 532 CH: 532
NORMAL M NORMAL M MAI
AT
G C/T
P : C3.AS0 AT PC/T: C3.AS0
G NT
ADF 1 ADF 1 INTERL
S Q DI M 1/ 2 TU N SQ DI M 1/ 2 TU N
STO STO OCK
E E
ID 1 TA/RA
PG E T ST ID 1 TA/RA PG E T ST
DME ADF DME ADF
TX / RX EMER TX / RX
EMER
1 C OM 2 1 HF 2 AUX CA BIN 1 C OM
2 1 HF 2 AUX C ABIN
1 2 1 MIC 2 MA S K 1 2 1 MIC 2
S TUT E M KINT
P MA S K S TUT E M KINT
P
M M
LO LO
SPKRON2 SPKROFF
1TXN/ RX
AV H I 1 ADF 2 D ME HML S P HO
SPKR
E AD I D/SPKR
NVOE ICH IE T X1
NAV SENS2 SENS 1 ADF 2 D ME M L S SENSID /VOIC E
/ RX ON NAV
OFF
APPR 1 / 3 H E AD P H ON E S E N S
F L T IN ST LT S
FR KPEEN
O S H A G P S 27 CPLT
T O
825 FT
MN VR PLT
2600 FRW
T 27* HD G
OFF OF FM I S S D
2 7N0X˚ 4. 6N M
* EOA* - 3. 3˚ APPR
NON F LT GLR SHL D
XT K ( A ) L0.00
DAT AV D EN AV
V +VN 1
AV 3 X
WOI N LIST +
DT
PREVD
L 20 2
1 3 GS OFF
1 3 5
FUELW I NFPLD 9 8F˚ / T UN5E
1PER V SR - 5 58
M ENOFF
U N EXT 4OFF 5 6
H I J K L M CON NSOL EB ACK
0
A MSG
B C D D DIME F
OOR O PEN W AR N
G 7 8 9
C K PT
ON/OFF
O P Q R S T ±
U V W X Y Z
EN T
ER
CABIN
CA
BIN
D OO
BAG
G
URN L OC K
COURSE 1 HEADIN G
AP 1
COURSE 2 AP 2 B OAR
L OCD IN
FDSEL
ON CON
OLL C PL 2
1 ON PW R ON
EXT
G
K
LH RH
SAS/ATT T EST ST EP
R AD ALT
VEL HL D R ET
OFF SAS ATT PITCHON XT
ON ND
YAW R E
CH 1 FW D T
AFT
ROLL
LFT / AFC S INDIC AT ONOR
RT/ STIC K T RIM
CH 2
M OVIN G M AP D IS PL AY XTL T V
C
INFO SELECT C LT V
REMOT E ON
CYC
ND
C OM PASS C ON T R OL L
FREE M ANYAWSYN C YC L IC ON
YAW ON
AU
MAN
SL AVE SYN FREE
SL AVE + N O. 1• +
N O. 2
R AD IO M AST
T O ER
•
N O. 1 DC N O. 2
PR I ESS PR I
B YPA SS
N OR M AL
EF IS
C PL T PL T
B YPA SS
N OR M AL
Figure 31-52. ENG OUT TEST Switch

Engine-Out Test Switch NOTES

A weight-on-wheels condition disables the
engine-out warning system. This prevents the
need to reset the engine-out tone each time exter-
nal power is applied to the helicopter or each time
the engines are operated below IDLE.
With the helicopter on the ground, the weight-on-

wheels relay K14/1R is energized from the weight
on wheels proximity sensor (Figure 31-51). Con-
tacts within K14/1R open to interrupt the path to
the alternating tone input of the tone generator.
This prevents the generation of an engine-out
audible warning while on the ground.
The ENGINE OUT TEST switch on the right side

of the center console (Figure 31-52) bypasses the
weight-on-wheels interlock to allow for a static
test—engines not running—of the engine-out
tone. Setting the switch to TEST generates an
alternating tone in both headsets if an ENG OUT
capsule is illuminated.
Pressing the face of either capsule interrupts the

alternating tone supplied to the headsets in the
same manner as normal operation.

Figure 31-53. Recorder Unit

COCKPIT VOICE The unit is shock mounted in the aft electrical

compartment and has an external underwater
RECORDER SYSTEM locator beacon (ULB) mounted to its front.
GENERAL
NOTES
The cockpit voice recorder (CVR) system
records all voice signals transmitted or received
by the pilot and copilot as well as cabin page
announcements.
The system simultaneously records four separate

voice inputs into a solid state memory array. These
inputs may either be transmitted or received sig-
nals originating from the following stations: pilot,
copilot, and cockpit area microphone.
COMPONENTS
The CVR system has the following components:
• Recorder unit
• Control panel
• Area microphone
• Inertia switch
• Main rotor NR speed sensor magnetic
pickup
• Relay panels
• Float switch
Recorder Unit
The recorder unit contains the recorder assembly
and associated electronics (Figure 31-53). The
unit maintains a recording of the last 30 minutes
of conversation and main rotor speed.
The unit uses a solid state flash memory array to

record four separate voice inputs simultaneously
onto a four track tape. The duration of the mag-
netic tape is approximately 80 minutes.
The unit receives 28 VDC from the essential bus

in the DC junction box through the CVR circuit
breaker CB10/DC; it also receives power via nor-
mally closed contacts on the CVR relay panel.

RECORDING SYSTEMS
31 INDICATING AND
COCKPIT VOICE RECORDER

AREA MICROPHONE
ALT ANNUNC
ALERT BRT DIM
SX WPT FMS HDG

MODE
GPS
MSG APPR INTEG
FD RMU FAN
FAIL
DCPL
1 2
ICE
DETECT ICE
ON OFF ALERT
CALL
CABIN CABIN
ON HANDSET
Figure 31-54. Area Microphone
FIRST SEVEN SEGMENTS LAST THREE SEGMENTS

ILLUMINATE DURING ILLUMINATE MOMENTARILY
CONVERSATION DURING CONVERSATION
UNIVERSAL SIGNAL LEVEL PASS FAIL
ERASE HEADPHONE TEST
Figure 31-55. CVR Control Panel

Area Microphone NOTES

The area microphone—a miniature omnidirec-
tional microphone—is remotely mounted on the
upper section of the instrument panel (Figure 31-
54).
During the self-test, any cockpit conversation can

be heard through the area microphone using the
control panel HEADSET jack.
Control Panel
The control panel (Figure 31-55) on the lower
console contains the following:
• TEST pushbutton—Operates the self test
function
• ERASE pushbutton—Operates the bulk
erase function
• PASS and FAIL annunciators—Advise the
pilot of the status of the self test
• SIGNAL LEVEL indicator—An LED
display that modulates with cockpit con-
versation through the area microphone
• HEADSET jack
• An amplifier for the area microphone

COCKPIT VOICE RECORDER

INERTIAL SWITCH
CONTROL RELAYS
Figure 31-56. Inertia Switch and CVR Relays

Inertia Switch Float Switch

An inertia switch energizes relay K41 in the event On SN 0415 and subsequent, the float switch
of an impact to remove power to the CVR. This automatically stops the recorder unit and prevents
prevents voice data from being overwritten after erasure features from functioning after ditching
a mishap. It is located next to K41 and K42 on (Figure 31-57).
the CVR relay panel. The g-switch is mounted
near the CVR in the rear electrical compartment The float switch is mounted so that its contacts
(Figure 31-56). are normally dry and open. When wet, the con-
tacts close and apply a ground to energize relay
Upon impact, the normally open contacts of the K41.
g-switch close and apply a ground to relay K41.
Speed Sensor Magnetic Pickup

The main rotor NR speed sensor magnetic pickup
transmits an electrical signal to the recorder unit.
CVR Relay Panel

Refer to (Figure 31-56).
Control Relay K41

CVR relay K41 is energized after the inertia
switch enables a ground enabling circuit. The float
switch also energizes the relay. After an impact,
the inertia switch contacts close momentarily and
complete a ground enabling circuit.
One set of K41 contacts closes, which establishes

a holding circuit to keep the relay energized. A
second set of contacts opens to deenergize the
recorder unit.
Relay K41 receives 28 VDC from the VOICE

RECORDER circuit breaker on the DC junction
box.
Interlock Relay K42

Relay K42 is energized after a ground enabling
circuit from the weight-on-wheels relay K14/1R
is established. Once energized, a set of contacts
close to enable the bulk erase circuit. Pressing
the ERASE pushbutton on the control panel per-
forms the bulk erase function. Relay K42 receives
28 VDC from the VOICE RECORDER circuit
breaker on the DC junction box.
Figure 31-57. Float Switch

Table 31-3. COCKPIT VOICE RECORDER FAIL CONDITIONS
NUMBER OF FLASHES CVR CONDITION FAIL LED PASS LED
None Pass Off On
1 Channel 1 Fail On On
5 Partial Memory Fail On On
Steady Multi Channel Fail On Off

SYSTEM OPERATION Bulk Erase

After an impact, the contacts in the inertia switch The bulk erase function erases all information on
close, which applies a ground to relay K41. With the tape and takes approximately 15 seconds; dur-
the ground applied, relay K41 energizes; contacts ing the process, the PASS and FAIL annunciators
close to establish a holding circuit that keeps it flash simultaneously, and the SIGNAL LEVEL
energized. A second set of contacts opens to indicator modulates with any cockpit noise cap-
interrupt power to the recorder unit and stop its tured by the area microphone.
operation.
To engage the bulk erase function, press the
Relay K41 resets when power is interrupted ERASE pushbutton for five seconds then release
(e.g., pulling out the VOICE RECORDER circuit it.
breaker).
The pushbutton electrically interlocks with
Self-Test Feature weight-on-wheels relay K14/1R to prevent inad-
vertent tape erasure. The bulk erase function
The CVR self-test feature operates the CVR com- is only operational when the aircraft is on the
ponents and gives a PASS or FAIL indication. The ground.
test takes approximately 40 seconds.
On the ground, contacts of weight-on-wheels relay
The self-test is not functional if bulk erase is in K14/1R energize closed; this applies a ground to
progress. Similarly, if the self-test is in progress energize relay K42. With relay K42 energized,
and bulk erase is activated, the self- test cancels. normally open contacts close and allow the bulk
erase electrical signal from the control panel
During the test, the recorder unit sends electri- transmitted through closed contacts of relay K42
cal signals to PASS and FAIL annunciators on to the recorder unit.
the control panel. This causes them to alternately
illuminate and extinguish. After a successful test, Relay K42 is on the cockpit voice recorder relay
the PASS annunciator illuminates for 10 seconds, panel.
then extinguishes.
A flashing FAIL annunciator indicates a failed

self-test. The FAIL annunciator flashes a number
of times, pauses, then repeats the same number
of flashes. The number of flashes in the repeating
cycle determines the probable cause of the failure.
Table 31-3 shows the specific fail condition based

on the number of times the FAIL annunciator
flashes.
If a second self test is desired following an initial

self test failure, firmly press the TEST pushbutton
for at least one second, release the pushbutton,
then press it again to engage the self test.

RECORDING SYSTEMS
31 INDICATING AND
FLIGHT DATA ACQUISITION UNIT FLIGHT DATA RECORDER
Figure 31-58. Multipurpose Flight Recorder

OPTIONAL PENNY & GILES The MPFR is marked with the warning in black
MULTIPURPOSE FLIGHT letters: FLIGHT RECORDER DO NOT OPEN.
RECORDER (MPFR)
Underwater Locator Beacon
The MPFR Type D51615-1XX is a crash pro- Fitted through the case front panel to the crash
tected combined cockpit voice and flight data survivable memory module (CSMM) is the ULB.
recorder. Flight data parameters are supplied to The unit identification label, a modification label,
the MPFR through a flight data acquisition unit and electrostatic discharge warning are fitted to
(FDAU). the top face of the lid.
The equipment is compatible with the interface Mounted through the case rear panel is the 66-way
requirements of ARINC 757 Supplement 2. connector SK1 that provides interface with the
aircraft systems.
The MPFR is typically mounted on the station
300 equipment shelf (Figure 31-58).
The MPFR consists of a solid state crash surviv- NOTES

able memory module and an electronic interface.
The electronic interface is not crash protected. It
is not required to survive conditions exceeding
the specified operating and storage environment.
Facilities within the equipment monitor all

aspects of operation for diagnostic purposes and
then report this information through built-in web
pages accessible via commercially available hard-
ware and Windows software.
The MPFR is capable of downloading stored data

and audio information digitally at high speed
across the 10/100baseTx Fast Ethernet Manufac-
turer’s Test Interface (MTI).
An underwater locator beacon (ULB) is fitted to

the module as an aid to location if an accident
occurs over water. The MPFR is painted interna-
tional orange.
Operation is automatic upon the application of

power.
Components
The MPFR consists of an outer steel alloy case
with a removable end lid through which the unit
main connector is fitted (Figure 31-58). In addi-
tion to its color, reflective tape is attached to the
external surfaces.

Figure 31-59. Flight Data Recorder Control Panel

CONTROLS AND INDICATORS CVR FAIL Indicator

The cockpit control unit (Figure 31-59) provides Steady illumination of the CVR FAIL indicates
two pushbuttons for TEST and ERASE, a biased that the MPFR BIT detects a fault in the CVR
toggle switch for FDR RCRD (ARINC 757 FDR subsystem or that the MPFR is in a non-recording
inhibit function), two cockpit-mounted indica- mode. A non recording mode may be enabled
tors, and a headphone jack. The headphone jack when the Record On link is not fitted or within
allows the pilot to monitor received audio signals. 10 minutes of the assertion of the stop-CVR-
The audio signal is the sum of all channels. recording control input.
Flashing of the indicator occurs during data

TEST Pushbutton recovery or voice-erase modes.
Momentary operation of the TEST pushbutton
initiates the built-in test (BIT) function. Both the FDR FAIL Indicator
CVR FAIL and FDR FAIL annunciators illumi-
nate for eight seconds and then extinguish. Steady illumination of the FDR FAIL indicates
that the MPFR BIT detects a fault in the FDR or
The BIT function is automatic with power applied that the MPFR is in a non-recording mode (record
to the MPFR. It is not mandatory to have a TEST on link not fitted).
pushbutton.
The FDR FAIL indicator also illuminates if valid
digital data is not received from the FDAU.
ERASE Pushbutton
Operation of the ERASE pushbutton for at least Flashing of indicator occurs during data recovery
two seconds initiates a voice-erase cycle if exter- modes.
nal interlocks are satisfied. The erase cycle lasts
for approximately five seconds; CVR FAIL indi- OPERATION
cator flashes.
Audio information is digitized and sequentially
The erase function is applicable to the CVR audio written to the CSM. The output is a summed sig-
information only. FDR parameter data is not nal of all four input channels.
affected by voice-erase.
Any failure in the digitizing or storage process
exceeding a continuous period of 100 millisec-
FDR RCRD Switch onds or cumulative period of 250 milliseconds
Operation of the FDR RCRD (FDR inhibit) switch initiates the cockpit voice recorder (CVR FAIL)
provides an enable signal to the MPFR overriding light. If the failure clears, the CVR FAIL light
aircraft installation interlocks. This allows FDR extinguishes. If the fault output is asserted, the
subsystem ground test. audio monitor output signal is held grounded.

RECORDING SYSTEMS
31 INDICATING AND
Power-up Tests Continuous Tests (Audio)

A built-in test (BIT) routine is executed whenever During normal operation, BIT routines are exe-
power is applied to the system. The BIT performs cuted to continuously monitor the following
the following: aspects of the audio recording system:
• Data processor initialization and self check • Audio processor program sequence
• Audio processor initialization and self • Protected memory ‘read-after-write’
check
• Audio channel operation
• Program memory validation for both • Audio recording continuity
processors
• Non-volatile housekeeping validation • Ability to meet statutory minimum storage
duration
• Audio encoding circuitry initialization • Interface integrity checks (if option fitted)
• Interface integrity checks (if option fitted)
The presence of a failure of any of the above
Any failure illuminates the corresponding FAIL tests for more than 100 milliseconds illuminates
light until power is removed or a subsequent test the CVR FAIL light. If the fault clears, the CVR
is passed satisfactorily. FAIL light extinguishes.
Continuous Tests (Data) Pilot Initiated Tests

During normal operation, BIT routines are exe- At any time after the power-up tests, a full system
cuted to continuously monitor the following: check may be initiated with the cockpit TEST
pushbutton. This action resets the processors and
• Data processor program sequence aborts any current operation. The FDR and CVR
• Protected memory ‘read-after-write’ FAIL indicators illuminate for the duration of the
BIT function. The lights remains on only if its
• Valid recording of flight data associated tests fail.
• Ability to meet statutory minimum storage
duration Power Interruptions
• Interface integrity checks (if option fitted) At normal power level, interruptions with a dura-
tion of 200 milliseconds or less have no effect.
The presence of a failure illuminates the FDR
light. If the fault clears, the FDR FAIL light At normal, abnormal, and emergency power
extinguishes. levels, interruptions with a duration of more than
200 milliseconds may cause a reset condition.
When power is restored, a power-up BIT routine
is initiated.

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Chapter 31 Sikorsky S76 C++

FOR TRAINING PURPOSES ONLY 65-i

FOR TRAINING PURPOSES ONLY 65-ii

CAL Key ......................................................................................................................... 31-46

FOR TRAINING PURPOSES ONLY 65-iii

FOR TRAINING PURPOSES ONLY 65-iv

FOR TRAINING PURPOSES ONLY 65-1

COPILOT GLARESHIELD PILOT GLARESHIELD

CENTER DISPLAY UNIT

I DC GEN AC GEN BARRIER FILTER PANEL

ENG 1 OIL MGB OIL ENG 2 OIL

WARNING CAPSULE MENU

COPILOT DISPLAY UNIT PILOT DISPLAY UNIT

COPILOT REVERSIONARY PANEL PILOT REVERSIONARY PANEL

SET SERVOS SET

Figure 31-1. Cockpit Controls and Indications

FOR TRAINING PURPOSES ONLY 65-2

The IIDS system displays the following

The displays appear in color for quick identifica-

FOR TRAINING PURPOSES ONLY 65-3

FOR TRAINING PURPOSES ONLY 65-4

CIRCUIT BREAKERS NOTES

Five circuit breakers are on the upper circuit

FOR TRAINING PURPOSES ONLY 65-5

Figure 31-3. IIDS Components

FOR TRAINING PURPOSES ONLY 65-6

FOR TRAINING PURPOSES ONLY 65-7

DISPLAY DISPLAY DISPLAY DISPLAY

AIRCRAFT SENSORS AND REMOTE DATA ACQUISITION UNIT

MAINTENANCE RDAU REAR

MAINTENANCE CONNECTOR STATIC AIR POR

FOR TRAINING PURPOSES ONLY 65-8

Remote Data Acquisition Unit NOTES

The RDAU is in the aft electrical compartment at

Channel A drives the copilot display unit; chan-

With the exception of fuel quantity and fuel

On the back of the RDAU is a single static port

Figure 31-5. Remote Data Acquisition Unit (Back)

FOR TRAINING PURPOSES ONLY 65-9

Figure 31-6. Maintenance Interlock

FOR TRAINING PURPOSES ONLY 65-10

FOR TRAINING PURPOSES ONLY 65-11

Figure 31-7. IIDS Schematic

FOR TRAINING PURPOSES ONLY 65-12

The start-up page times out within 10 seconds

FOR TRAINING PURPOSES ONLY 65-13

Figure 31-8. Display Unit

FOR TRAINING PURPOSES ONLY 65-14

If the helicopter is operating in extreme cold

The DUs are multifunctional and can act as either

The IIDS uses variable intensity fluorescent

FOR TRAINING PURPOSES ONLY 65-15

1 ANTI ICE FLOATS ARM 2 ANTI ICE

ENGINE NO. 1 ENGINE NO. 2

Figure 31-9. Performance Display

FOR TRAINING PURPOSES ONLY 65-16

FOR TRAINING PURPOSES ONLY 65-17

N1 Indicators During dual engine operation, these lights appear

FOR TRAINING PURPOSES ONLY 65-18

FOR TRAINING PURPOSES ONLY 65-19

ENGINE NO. 1 TRANSMISSION ENGINE NO. 2

FIRST STAGE SECOND STAGE

Figure 31-10. IIDS Engine Display