TRAINING PUBLICATION PMC-39-A0126-BB001-00

AW139

AIRFRAME AND AVIONIC SYSTEM

MAINTENANCE TYPE TRAINING COURSE
(CAT. B1.3+B2)
TRAINING MANUAL
39-A-00-00-14-00A-001A-T FOR TRAINING PURPOSE ONLY Issue No.002 Date 2019-01-14
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THIS TRAINING PUBLICATION IS ISSUED TO TRAINEES OF LEONARDO S.p.a. - TRAINING ACADEMY “A.MARCHETTI”
(LEONARDO) FOR TRAINING PURPOSE ONLY. THE INFORMATION CONTAINED IN THIS TRAINING PUBLICATION IS NOT
INTENDED TO SUBSTITUTE OR REPLACE ANY RELEVANT TECHNICAL PUBLICATION/ORDER/INSTRUCTION ISSUED BY ANY
COMPETENT DESIGN AUTHORITY IN RELATION TO THE SUBJECT MATTER HEREIN AND THE TRAINEES SHALL ALWAYS REFER
TO THESE OFFICIAL DOCUMENTS WHILE PERFORMING ACTIVITIES ON THE HELICOPTER. THE INFORMATION HEREIN IS
UPDATED AT THE DATE OF RELEASE OF THIS TRAINING PUBLICATION AND LEONARDO DOES NOT TAKE ANY COMMITMENT
TO UPDATE THE SAME UNLESS LEONARDO DETERMINES AT ITS SOLE DISCRETION TO RELEASE AN UPDATE OF THIS
DOCUMENT. MOREOVER LEONARDO REPRESENTS THAT NO FURTHER DOCUMENT WILL BE PROVIDED TO THE TRAINEE IN
ADDITION TO THE TRAINING PUBLICATION HEREIN. INFORMATION AND DRAWINGS CONTAINED IN THIS TRAINING
PUBLICATION ARE CONFIDENTIAL AND PROPERTY OF LEONARDO, TRAINEE SHALL USE SUCH INFORMATION FOR THE
TRAINING PURPOSE ONLY AND KEEP THE INFORMATION HEREIN CONFIDENTIAL AND NOT MAKE AVAILABLE OR OTHERWISE
DISCLOSE SUCH INFORMATION TO ANY THIRD PARTY WITHOUT THE PRIOR WRITTEN CONSENT OF LEONARDO, ANY
UNAUTHORISED USE DISCLOSURE REPRODUCTION IN WHOLE OR IN PART OF THE INFORMATION CONTAINED IN THIS
TRAINING PUBLICATION IS FORBIDDEN AND PROSECUTED IN ACCORDANCE WITH THE APPLICABLE LAW. HELP US TO
IMPROVE OUR SERVICE AND IN CASE OF DOUBT, PLEASE SUBMIT YOUR REQUEST RELATED TO THE TRAINING PUBLICATION
TO [email protected].

39-A-00-00-14-00A-001A-T FOR TRAINING PURPOSE ONLY Issue No.002 Date 2019-01-14

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TABLE OF CONTENTS

Chapter/Subchapter Page Chapter/Subchapter Page

00 - HELICOPTER - GENERAL 17 30 - ICE AND RAIN PROTECTION 975

04 - AIRWORTHINESS LIMITATIONS 99 31 - INDICATING/RECORDING SYSTEMS 1001

05 - SCHEDULED/UNSCHEDULED MAINTENANCE 109 32 - LANDING GEAR 1175

06 - DIMENSIONS AND AREAS 123 33 - LIGHTS 1287

07 - LIFTING, SHORING, RECOVERING AND TRANSPORTING 139 34 - NAVIGATION 1351

08 - LEVELLING AND WEIGHING 149 45 - CENTRAL MAINTENANCE SYSTEM (CMS) 1625

09 - HANDLING AND TAXIING 173 46 - SYSTEM INTEGRATION AND DISPLAY 1705

10 - PARKING, MOORING, STORING AND RETURN TO SERV- 177 52 - DOORS 1749

ICE
53 - FUSELAGE 1799
18 - VIBRATION AND NOISE ANALYSIS AND ATTENUATION 183
55 - STABILIZER 1815
21 - ENVIRONMENTAL CONTROL 205
56 - WINDOWS 1823
22 - AUTO FLIGHT 287
62 - MAIN ROTORS 1833
23 - COMMUNICATIONS 417
63 - MAIN ROTOR DRIVEs 1907
24 - ELECTRICAL POWER 529
64 - TAIL ROTOR 2013
25 - EQUIPMENT/FURNISHING 679
65 - TAIL ROTOR DRIVE 2077
26 - FIRE PROTECTION 777
67 - ROTOR FLIGHT CONTROLS 2131
28 - FUEL 811
71 - POWER PLANT 2171
29 - HYDRAULIC SYSTEM 875
72 - ENGINE TURBINE 2229

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Chapter/Subchapter Page

73 - ENGINE FUEL AND CONTROL 2261

74 - IGNITION 2283

75 - AIR 2297

76 - ENGINE CONTROLS 2333

77 - ENGINE INDICATING 2355

78 - EXHAUST 2383

79 - OIL 2393

80 - STARTING 2411

95 - CREW ESCAPE AND SAFETY 2437

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LIST OF ABBREVIATIONS

AB Agusta Bell ALVL Autolevel

AC Alternating Current; Advisory Circular; Autopilot Controller AM Amplitude Modulation
A/C Aircraft AMLCD Active Matrix Liquid Crystal Display
ACCB Air Conditioning Control Box AMM Air Management Module
ACP Audio Control Panel AMP Ampére
ACT Actuator AMSL Above MEan Sea Level
ADA Air Data Application ANT Antenna
ADC Ampére Direct Current AOA Angle of Attack
ADI Attitude Director Indicator AP Autopilot
ADF Automatic Direction Finder APM Aircraft Personality Module
ADM Air Data Module APP Approach
ADS Air Data System APPR Approach
ADV Advance ARINC Aeronautical Radio Inc.
AEO All Engine Operative ASCB Avionic Standard Communication Bus
AFCS Automatic Flight Control System ASCB-D Avionics Standard Communication Bus ver.D
AGB Accessory Gear Box ASEL Altitude Preselect
AGL Above Ground Level ASSUR Assurance
Ah Ampere hour ATC Air Traffic Control
AHRS Attitude And Heading Reference System ATT Attitude; Attitude Retention Module
AHRU Attitude Heading Reference Unit AUD Audio
AIOP Actuator Input/Output Processor (Module) AUTO Automatic
ALT Altitude; Barometric Altitude AUX Auxiliary
ALTA Altitude Acquire AW AgustaWestland
ALTN Alternate AWG Aural Warning Generator
ALT SEL Altitude Select

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BAG Baggage CCD Cursor Control Device
BATT Battery CCP Cockpit Control Panel
BC Back Course CCU Cockpit Control Unit
BDGW Basic Design Gross Weight CCW Counter Clock-Wise
BFO Beat Frequency Oscillator CFUR Critical Failure (ECC)
BIT Built In Test CG Center of Gravity
BKUP Backup CHM Chime
BL Buttock Line CHRG Charge
BLT Belt CIO Control Input/Output (MAU Module)
BOD Bottom Of Descent CKPT Cockpit
BOV Bleed Valve CLP Collective Lever Pitch
BOW Basic Operating Weight CLPR Caliper
BRG Bearing CLR Clear
BRK Breaker CLTV Collective
BRT Bright ; Brightness CMC Central Maintenance Computer
BTL Bottle CMC-RT Central Maintenance Computer Remote Terminal
CMS Central Maintenance System
C Collective COLL Collective; Collision
°C Celsius / Centigrade(degree) COM Communication
CAA Civil Aviation Authority COMM Communication
CAB Cabin COND Conditioning
CAN Control Area Network (bus) CONTR Control
CAPTS Captions COV Crossover Valve
CAS Crew Alerting System; Calibrated Air Speed CP Control Panel
CAT Category CPLT Copilot
CB Circuit Breaker CPL Coupled
C/B Circuit Breaker CRS Course

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CRZ Cruise DME Distance Measuring Equipment
CSIO Custom Input/Output (MAU Module) DMG Digital Map Generator
CSL Console DN Down
CT Current Transformer; Compressor Turbine DOP Dilution of Precision
CVR Cockpit Voice Recorder DOTS Duct Overheat Temperature Switch
CW Clock-Wise DPST Double Pole Single Throw
CWS Central Warning System DR Dead Reckoning
DSCWD Discrete Worth (EEC)
DAU Digital Acquisition Unit DTD Data Transfer Device
DBM Data Base Module DTK Desired Trak
DC Display Controller; Direct Current; Down Counter DU Display Unit
DCL Deceleration DVS Doppler Velocity System
DCM Detachable Configuration Module DWS Debris Warning System
DCU Data Collection Unit
DEL Delete EAPS Engine Air Particle Separator
DEOS Digital Engine Operating System (MAU) EASA European Aviation Safety Agency
DET Detector ECL Engine Control Lever
DETR Detector ECP Engine Control Panel
DF Directional Finder ECS Environmental Control System
DFDAU Digital Flight Data Acquisition Unit ECU Engine Control Unit
DG Directional Gyro EDS Electronic Display System
DGPS Differential Global Positioning System EEC Electronic Engine Control
DGR Degraded EGPWS Enhanced Ground Proximity Warning System
DH Decision Height EICAS Engine Instruments and Crew Alerting System
DIM Dimmer / Dimmed / Dimming ELEC Electric / Electrical
DIR Direct / Direct to ELT Emergency Locator System
DITS Digital Information Transmission System EMC Electromagnetic Compatibility

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EMERG Emergency FDAU Flight Data Acquisition Unit
EMF Electro-Motive Force FDR Flight Data Recorder
EMI Electromagnetic interference FF Fuel Flow
EMS Emergency Medical Service FH Flying Hours; Flight Hours
ENAC Ente Nazionale Aviazione Civile FHDB Fault History Data Base
ENBL Enable / Enabled FL Flight Level; Fuel
ENG Engine FLIR Forward Looking Infra Red
EP Estimated Position; Electric Pump FLT Flight
EPGDS Electrical Power Generation And Distribution System FLT DIR Flight Director
EPU Estimated Position Uncertainty FMCW Frequency Modulated Continuous Wave
ESIS Electronic Stand-by Instrument System FMM Fuel Management Module
ESS Essential FMS Flight Management System
ET Elapsed Time FMV Fuel Management Valve
ETA Estimated Time of Arrival FOD Foreign Object Damage
ETE Estimated Time En-route FOG Fiber Optic Gyro
EXT External FOM Figure of Merit
EXTG Extinguish / Extinguisher FPL > Flight plan
EXTN External FTR Force Trim Release
FV Flapper Valve
F/C Flight Control FWD Forward
F/C SOV Flight Control Shut-off Valve
FAA Federal Aviation Administration GA Go-Around
FAF Final Approach Fix GBS Groun Base Software
FCOC Fuel Cooled Oil Cooler GC Guidance Controller
FCP Fuel Control Panel GCU Generation Control Unit
FCU Fuel Computer Unit GEN General; Generator
FD Flight Director GFE Government Furnished Equipment

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GLS GPS Landing System HVR Hover
GOV Governor (Engine) H-V Height - Velocity
GND Ground HYD Hydraulic
GPS Global Positioning System
GR Gear IAF Initial Approach Fix
GS Glide Slope; Ground Speed IAS Indicated Air Speed
GSE Ground Support Equipment ICS Intercommunication System
GW Gross Weight ID Ident / Identifier
IETP Interactive Electronic Technical Publication
HCB Heating Control Box IFR Instrument Flight Rules
Hd Density Altitude IGB Intermediate Gearbox
HDG Heading IGE In Ground Effect
HDPH Head Phone IGN Ignition
HDST Headset IHBT Inhibit
HECTM Helicopter Engine Condition Trend Monitoring ILS Instrument Landing System
HF High Frequency INPH Interphone
HIL Horizontal Integrity Limit (GPS) IR Infra Red
HOV Hover ISA International Standard Atmosphere
Hp Pressure Altitude ITT Inter-Turbine Temperature
HP High Pressure; Horse Power
HPA hecto Pascal (hPa) JAA Joint Aviation Authority
HPS Hydraulic Power Supply JAR Joint Airworthiness Regulations
HPU Hydraulic Power Unit
HSI Horizontal Situation Indicator KIAS Knots Indicated Air Speed
HT Height KPH Kilograms per Hour
HTL Heater
HUMS Health and Usage Monitoring System

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KTS Knots LRM Line Replaceable Module
LRU Line Replaceable Unit
L Left LSK Line Select Key
LAN Local Area Network LSS Lightning Sensor System
LAT Lateral LT Left; Light; Local Time
LCD Liquid Crystal Display LVDT Linear Variable Differential Transducer
LCF Low Cycle Fatigue
LD Load MAG Magnetic
LDG Landing MAN Manual
LDG GR Landing Gear MAP Missed Approach Point
LDI Load Diagnostic Information MAU Modular Avionics Unit
LED Light Emitting Diode MAX Maximum
LG Landing Gear MB Marker Beacon
LGCL Landing Gear Control Lever MCDU Multifunction Control Display Unit
LGCP Landing Gear Control Panel MCL Master Caution Light
LGCV Landing Gear Control Valve MCP Maximum Continuous Power; Miscellaneous Control Panel
LH Left Hand MDA Minimum Descent Altitude
LIM Limiter / Limiting MEM Memory
LLD Low Level Detection MFD Multi-Function Display
LLDM Low Level Detection Mode MGB Main Gear Box
LLLTV Low Light Level Television MIC Microphone
LLS Lightning Sensor System MIL-SPEC Military Specification
LOC Localizer MIL-STD Military Standard
LOS Line Of Sight MIN Minimum
LONG Longitude; Longitudinal MISC Miscellaneous
LNAV Lateral Navigation MKR BCN Marker Beacon
LP Low Pressure MLG Main Landing Gear

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MM Maintenance Manual NC Normally Closed
MMEL Master Minimum Equipment List NCFUR Non-Critical Failure (EEC)
MMH Maintenance Man Hour N-ESS Non Essential
MMI Man-Machine Interface Nf or NF Engine free turbine speed
MOT Mark On Target Nf/Npt Engine free turbine speed
MPFDR Multipurpose Flight Data Recorder Ng Engine gas generator Turbine/Compressor Speed
MPOG Minimum Pitch On Ground Ng or NG Engine gas generator speed
MR Main Rotor NIC Network Interface Controller
MRA Main Rotor Actuator NIM Network Interface Module
MRC Modular Radio Cabinet NLG Nose Landing Gear
MRDS Main Rotor Drive System NM Nautical Mile
MSG Message NO Normally Open
MSL Mean Sea Level NORM Normal
MSTR Master NO SMK No Smoking
MSU Magnetic Sensor Unit Nr Rotor rpm
MTBAF Mean Time Between Attributable Fault Nr or NR Rotor speed
MTBF Mean Time Between Failures N-S Non Essential
MTBO Mean Time Between Overhaul NVG Night Vision Goggle
MTBR Mean Time Between Removal NVM Non Volatile Memory
MTTR Maintenance Time to Replace
MWF Monitor Warning Function OAT Outer Air Temperature
MWL Master Warning Light OC Over Current
MWS Monitor Warning System OEI One Engine Inoperative
OGE Out of Ground Effect
N/A Not Applicable, Not Available OS Over Station
NATO North Atlantic Treaty Organization OVHT Overheat
NAV Navigation

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OVTQ Overtorque PT Power Turbine
PTT Press to Talk; Press to Transmit
P Pitch PWR Power
PA Passenger Address; Pubblic Address
PAX Passengers QRH Quick Reference Handbook
PCI Peripheral Component Interconnect
PCM Power Control Module R Right; Roll
PDP Power Distribution Panel RA Rectract Actuator
PERF Performance R/A Rectract Actuator
PFD Primary Flight Display RAD Radio
PI Power Index RAD ALT Radio Altitude / Radio Altimeter
PLA Power Lever Angle RAIM Receiver Autonomous Integrity Monitor
PLT Pilot RAM Random Access Memory; Reliability; Availablility and
PMA Permanent Magnent Alternator Maintainability

PMS Power Management Switch RB Rotor Brake

POSN Position RBA Rotor Brake Assembly

P/N Part Number RBAA Rotor Brake Actuation Assembly

PPH Pounds per Hour RBCL Rotor Brake Control Lever

PRAIM Predictive RAIM RBCM Rotor Brake Control Module

PREV Previous RBPI Rotor Brake Pressure Indicator

PRI Primary RBRB Rotor Brake Relays Box

PROG Progress RCB Radio Control Bus

PROM Programmable Read Only Memory RCP Reversion Control Panel

PRV Preview; Pressure Relief Valve RCRD Record

P/R Partial Retraction RDR Radar

PSM Power Supply Module REC Received; Record

PSU Passenger Service Unit REL Release

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RETR Retract / Retraction SID Standard Instrument Departure
RFM Rotorcraft Flight Manual SL Sea Level
RH Right Hand S/N Serial Number
RHT Radar Altitude Hold SOV Shut Off Valve
RIB Remote Images Bus SP Space
RIC Remote Instrument Controller SPD Speed
RNAV Area Navigation SPKR Speaker
RNP Required Navigatio Performance SQ Squech
ROC Rate of Climb STA Station (line)
RPM Revolution Per Minute STAR Standard Terminal Arrival Route
RSB Radio System Bus STBY Stand-By
RST Reset ST/SP Start / Stop
RT Right SSM Sign Status Matrix
RTD Resistance Temperature Device SW Stopwatch
RTN Return S/W Software
RTR Rotor SYS System

SA Shortening Actuator TA Traffic Advisory/Terrain Awareness

SAR Search and Rescue TACAN Tactical Air Navigation
SAS Stability Augmentation System TAD Terrain/Obstacle Awareness Display
SATCOM Satellite Communication TAS True Air Speed
SCMS Software Configuration Management System TAWS Terrain Awareness and Warning System
SEAT BLT Seat Belt TBD To Be Defined
SEL Select TBI Time Between Overhaul Investigation
SELCAL Selective Call TBO Time Between Overhaul
SHP Shaft Horse Power TCAS Traffic Alert and Collision Avoidance System
SHT DN Shut Down TCPS Temperature Compensated Pressure Switch

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TCV Temperature Control Valve UTIL Utility
TD Transition Down UTIL SOV Utility Shut-Off Valve
TEMP Temporary UV Ultra-Violet
TERR Terrain
TEV Thermostatic Espansion Valve VAPP VOR Approach
TGB Tail Gear Box VCE Voice
TNG Training VDR VHF Data Radio
TO Take Off VEL Velocity
T/O Take Off VENT Ventilation
TOC Table of Contents; Top Of Climb VFR Visual Flight Rules
TOD Top Of Descent VGP Vertical Glide Path
TOP Take Off Power VHF Very High Frequency
TQ Engine Torque VIDL VOR/ILS Data Link
TR Tail Rotor VIL Vertical Integrity Limit (GPS)
TRA Tail Rotor Actuator VIP Very Important Person
TRANS Transmission VLO Maximum landing gear operating speed
TRDS Tail Rotor Drive System VLE Maximum landing gear extended speed
TRSOV Tail Rotor Shut-Off Valve VNE Never Exceed speed
TSO Time Since Overhaul V/L VOR/LOC
TU Transition Up VNAV Vertical Navigation
TWD Threat Warning Display VNE Velocity Never Exceed
VOL Volume
UCPL Uncoupled VOR VHF Omnidirectional Range
UHF Ultra High Frequency VOX Voice Operated Switch / Voice Operated Circuit
ULB Underwater Locator Beacon VPATH Vertical Flight Path
UNLK Unlock VR Take Off Rotation Speed
UTC Universal Time Coordinates V REF Reference Speed

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vs versus
VS Vertical Speed
VTA Vertical Track Alert
V/UHF VHF and UHF

WHL Wheel
WL Water Line
WOW Weight-On-Wheels
WT Weight
WTR Winch-Man Trim
WX Weather
WXR Weather Radar

XFD Crossfeed
XFEED Crossfeed
XMIT Transmit
XMSN Transmission
XPDR Transponder

Y Yaw

Z Zulu (time)

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PAGE INTENTIONALLY LEFT BLANK

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CHAPTER

00
HELICOPTER - GENERAL

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SECTION 00
HELICOPTER - GENERAL

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GENERAL DESCRIPTION • Taxiing from prepared surfaces
• Cat. 1 or 2 ILS approaches
NOTE
• Overwater operations (no amphibian operations)
AW139 and AB139 are two names for the same products. AB139 up
to s/n 31054. • Carriage of external loads
AW139 from s/n 31055 onward. Cold weather operations
•
• Hot and high operations.
The AW139 is a twin engine, rotary wing aircraft designed for the following
primary roles:
• transport of passengers (including VIP and Corporate) STRUCTURE
• transport of material
The cockpit, the front part of the fuselage, include the pilot (RH) and co-pilot
• ambulance (EMS) or passenger (LH) side-by-side seating positions, adjustable crashworthy
and be adaptable to the following secondary roles: seats, the instrument panel and a forward opening hinged door on each side
• air taxi with emergency release.
The middle part of the fuselage is composed by cabin and rear fuselage.
• transport of underslung loads The cabin include the passenger seating area, a sliding door on each side,
• search and rescue (land, sea, mountain) the fuel tanks housing, the main gearbox and engine attachments, main
landing gear attachments and housing.
• off-shore
The rear part of the fuselage includes the baggage bay.
• fire-fighting Cabin size is adequate for the following internal arrangements:
• ecologic, radiologic, surveillance • Normal density civil transport 2 +11 passengers (all looking forward)
in crashworthy seats.
• civil protection
• Normal density civil transport 2 + 12 passengers
• law enforcement
• High density civil transport 2 +15 passengers.
and to paramilitary roles.
The various roles will be performed by the basic aircraft by adding to it the • Civil EMS 6 litter patients, 2 non-litter patients and 2 medical
equipment required for each role. attendants.
The AW139 type is certificated under Category A and B of JAR/FAR 29 The tail boom, the final part of the fuselage, shall include the stabilizer, the
Airworthiness Standards. fin, the intermediate and tail gearbox attachments.
The AW139 is also type certificated under: The parts mentioned above are considered primary structure.
The remaining parts of the fuselage, are considered secondary structure and
• the Instrument Flight Rules (IFR) defined in: Appendix B to JAR 29 include:
equal to FAR 29 CAT A.
• the icing conditions defined in: Appendix C to JAR/FAR 29. • pilot doors
Both certifications will require installation of appropriate packages kit to the • passenger doors
basic aircraft configuration. • inspection doors
Certification shall cover also:
• transparencies

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• main gearbox cowlings The engines are started by a DC electrical starting system and are fed by
the fuel system.
• fairings Engine control is achieved via a control panel located in the cockpit and
• radomes. manual back-up of the engine control via push-pull cables.
The engines are provided with torque sensing and matching and with
automatic power increase of one engine in case of failure of the other
LANDING GEAR engine.
The landing gear is of nose tricycle, telescopic arm, fully retractable type with
separated retracting actuator. FIRE DETECTION / EXTINGUISHING
The main landing gear is a single wheel type with hydraulic wheel brakes.
The nose landing gear is a dual wheel, free swivelling type and is fitted with The fire detection system operates on 28 VDC and consists of a continuous
a centering device to ensure the gear is centered before retraction; the wire detector installed in the power plant fire zones, routed in a way that
capability for pilot to lock/unlock the nose gear in the centered position is allows coverage of all critical areas such as ventilation outlets, combustor/
provided. tailpipe sections, fuel supply, control regions, etc.
The fire suppression system, required for the two main engine bays, consists
WHEEL BRAKE HYDRAULIC SYSTEM of directional flow valves which allows discharge of the contents of one bottle
while sealing the connection to the other bottle and allows subsequent
The wheel brake system uses a separeted hydraulic system, operated and discharge of the other bottle in the same bay on pilot's command.
controlled by the pilot or copilot.
The wheel brake parking brake is manually “controlled”. It is used to brake
the helicopter parked for 1 hour on slopes up to 10° at maximum running
speed of 40 kts.
DRIVE SYSTEM
The drive system consists of a main gearbox (MGB) and a tail rotor drive
system.
POWERPLANT
MGB
The power plant shall comprise: engines and related installation, fire
detection and extinguishing system. The main gearbox is mounted on the main cabin by means of four struts and
an anti-torque device, and driven by two PT6C-67C engines.
ENGINES The main gearbox has three stages of reduction.
The main gearbox includes its own autonomous, duplicated oil lubrication
The helicopter is powered by two PT6C-67C turbine engines. The engines system.
are installed in separated fireproof areas above the cabin roof and supply It also provides the attachment points for a hydraulically actuated rotor
power to the input gears of the drive system by means of a rotating shaft brake, coaxial with the tail rotor drive output.
which transmits pure torque. The main gearbox drives three hydraulic pumps, a spare for two AC
The engines are connected to the helicopter airframe by means of two generators, a fan for main gearbox oil cooling and a spare for the air
attachment points on the engine body and to the main gearbox by means of conditioning compressor.
a tube and gimbaled joint.
Air is supplied to the engine via individual, side facing air inlets.

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T.R DRIVE The blades are of composite material construction, with leading edge
protected by a metallic strip.
The tail rotor drive system consists of three drive shafts driven by the main
The hub is titanium with elastomeric bearings providing the capability of
gearbox, an intermediate gearbox and a tail gearbox.
pitch, flap and drag blade motions; an elastomeric damper for each blade is
Both gearboxes have four isolated attachment points and are oil splash
provided.
lubricated.
When de-icing is installed, an electrical heather mat shall be provided under
the anti abrasive strip.
ROTORS The rotating controls are internal to the mast and consist of a control rod
connected on one side to the yaw servo and on the other to a four arm pitch
The rotor system consists a main rotor (MR) and tail rotor (TR). change lever, which in turn is connected to the blades by four pitch links.

MR
The main rotor is a five bladed, fully articulated rotor composed of following
FIXED FLYING CONTROL SYSTEM
major components:
• main rotor head. The fixed flying control system is part of the system used to control the
helicopter flight.
• rotating controls. The fixed flying control system includes four channels to control the flight:
• blades. longitudinal cyclic, lateral cyclic, yaw, collective.
The main rotor head consists of a hub, elastomeric bearings, tension links, The control system is basically a single system operated by a pilot (with dual
hydraulic type dampers, droop stops, pitch change levers and blade copilot controls as an option) in a side-by-side cockpit.
connection bolts. The fixed flying control system includes all the elements (levers, rods,
Control is obtained by means of a rotating and stationary swashplate supports, etc.) from the pilot input (i.e. cyclic and collective sticks and
separated by grease lubricated ball bearings. pedals) up to the main gear box servo-actuators and up to the tail rotor servo
The stationary swashplate is connected to the main rotor servos, while the actuator.
rotating swashplate is connected to each blade by means of an adjustable The fixed flight control system includes:
pitch link, and to the rotor head by means of two scissor links. • The series actuators of the autopilot for the three channels (longitudinal
The basic, non de-iced blade is a complete composite structure with a and lateral cyclic, yaw).
fiberglass epoxy spar. A parabolic tip is provided. • The parallel actuators used to guarantee the artificial sensibility and full
The leading edge is protected by stainless steel erosion shield. operation of the autopilot. A fourth series actuators shall be foreseen
The blade is protected against lightning damage by an appropriate lightning for the optional fourth channel (collective).
conductor strip connected from the tip to the root of the blade.
When de-icing is installed, an electrical heater mat shall be provided under
erosion shield. FUEL SYSTEM
The fuel system is composed of rubber fuel tanks, filler cap, fuel selector
TR manifold, boost pumps, fuel quantity gauging system, drain valves, pressure
switches, non-return valves, fuel venting system and fuel lines.
The tail rotor is a four blade articulated rotor.

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The fuel tanks are located in the rear area of the cabin (behind the Hydraulic power to the Landing Gear actuators is furnished by the PCMs to
passengers cabin) and each contains a boost pump, engine feed line, fuel extend and retract the main and nose landing gear.
and water drain valve to supply one engine. The normal function (extension and retraction) is supplied by PCM 2, while
Filling is achieved by gravity only throught the filler cap on the RH SIDE of the emergency function (down emergency) is supplied by PCM 1.
A/C. The Main and Nose Landing Gear are maintained in UP position by the
The fuel selector manifold allows fuel supply to each engine, engine hydraulic pressure (no mechanical uplocks are provided).
integrated shut-off and engine cross-feed. The extended DOWN position is maintained with the use of mechanical
The fuel quantity gauging system is composed of four capacity probes, fuel locks in the Main and Nose gear actuators.
computer unit and a fuel low level sensor for each tank.
The fuel venting system consists of pipes of appropriate diameter for each
tank and are designed to prevent leakage in case of roll-over after crash ELECTRICAL SYSTEM
landing. D.C. GENERATION (28V)
The DC power is provided by two 30 V 300 A DC air cooled generator.
HYDRAULIC SYSTEM The power supply is then distributed through two lower distribution panels to
the MAIN-ESS-NON ESS buses.
The hydraulic system is divided into the Flight Control and Landing Gear
The two batteries (40 Ah and 13 Ah) provides a back-up source of
Hydraulic Systems.
emergency DC power in the event that both generators fail.
The hydraulic system comprises two separated independent and redundant
The two batteries are also use for starting the engine when the extend power
circuits (Circuit 1 and Circuit 2) each supplied by hydraulic pumps.
supply is not available: the main battery (40 Ah) provides power to starter
Each of the two circuits is capable of providing the power to the flight
generator while the auxiliary (13 Ah) supports the essential bus loads during
controls servo actuators separately.
the start sequence.
The hydraulic power for Circuit 1 is provided by the Pump 1 (Hydraulic
The external power can supply power to the A/C buses.
Pump) and by the EP (Electrical Pump).
The electrical pump is only able to satisfy the flow requirements of the F/C
during the pre-flight check. A.C. GENERATING (N.A.)
The hydraulic power for Circuit 2 is provided by the Pump 2 and by the
Pump 4 .
On each circuit is installed a PCM (Power Control Module) which receives
LIGHTING
the Hydraulic oil flow from the Hydraulic Power Supply and distributes it to
the Flight Controls actuators and to the Landing Gear circuit. The lighting system includes interior and exterior lighting subsystems.
On Circuit 2, on the pressure line going to the Tail Rotor Actuator, an The interior lighting subsystem consists of instruments lighting, panels
isolation valve TRSOV (Tail Rotor Shut-off Valve) is also provided. lighting, overhead panels lighting and cockpit utility lighting.
For ground test and emergency condition, a Flight Controls circuit shut-off The exterior lighting subsystem consists of anti collision lights, position lights
valve is integrated in each PCM to allow: shut-off the flight controls circuit, and landing lights.
check the functioning of the Flight Controls actuators section and isolate the NVG compatibility can be provided at customer option.
Flight Controls actuators in case of circuit overtemperature, increasing the Emergency lighting system.
survivability of the other section of the Flight Controls actuators.
For safety reasons, another shut-off valve is installed in each PCM to allow
to shut-off the utility circuits, increasing the survivability of the Flight Control
functions.

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COCKPIT AND CABIN VENTILATION SYSTEM • the Weather Radar (WXR) system
The ventilation system consists of two separate subsystems for cockpit and • the Lighting Sensor System (LSS) (optional)
cabin ventilation. Heating and cooling systems are provided as optional kits.
• the Distance Measuring Equipment (DME) system
COCKPIT • the Air Traffic Control (ATC) Transponder (XPDR) system
The system draws outside air from two intakes in the nose section and • the Automatic Direction Finder (ADF) system
provides separate (pilot and co-pilot) ventilation and windshield defogging. • the Global Positioning System (GPS)
Each individual system is fitted with a blower and provides control of
ventilation and defogging airflow. It shall be possible to interface the system • the Flight Management System (FMS)
with the optional heating and cooling systems. • the Central Maintenance System (CMS)
The MAUs, the display units and the MRCs are directly connected to the
CABIN Avionic Standard Communication Bus-D.
The ASCB-D network lets these units send and receive data at the highest
The system uses ram air drawn from an inlet duct located on the cabin roof. speed possible based an reliability and availability.
Air is then routed to the high side of the cabin and cockpit by appropriate The AW139 Primus Epic system is available in two main configurations:
ducts.
• Single pilot VFR
• Dual pilot IFR
Various options are also available within these configuration. both
AVIONICS configuration use the same display formats, controllers and sensors.

The Primus Epic is an integrated avionics system that hosts the subsystems DISPLAY SYSTEM
and functions necessary to operate an aircraft. The subsystems are:
The Primus Epic provides the flight crew with all the necessary displays for
• the Automatic Flight Control System (AFCS) aircraft control and navigation on up to four identical and interchangeable
• the Modular Radio System 8"x10" Active Matrix Liquid Crystal Displays (AMLCD).
The display system includes the following components:
• the VHF Data Radio (VDR)
1 Flat panel display units
• the Airborne Audio System
• One (VFR) or two (IFR) primary flight and navigation displays
• the Modular Avionics Unit (MAU) system (PFD) with integrated engine instruments and crew alerting
information
• the Central Warning System
• One multi-function display (MFD) for enhanced display of
• the Electronic Display System (EDS) navigation and weather radar and secondary engine instruments
• the Air Data System • An additional MFD/video display for the SAR configuration
the Attitude and Heading Reference System (AHRS) (optional).
•
the Radio Altimeter System 2 Display controllers
•
• One (VFR) or two (IFR) PFD controllers
• the VOR/ILS Data Link (VIDL) system

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• One (VFR) or two (IFR) Cursor Control Devices (CCD)

• Up to two Remote Instrument Controllers, depending on aircraft
and video configuration
Menu selections from the MFD
• One Reconfiguration Control Panel (RCP)
• One Dimming Control Panel
• AHRS control panel.
3 Standby instruments
• One self-contained attitude indicator
• One airspeed indicator
• One altimeter with encoder.
4 Master Caution and Master Warning lights are provided at each crew
station.

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ICN-39-A-000000-G-A0126-01594-A-01-1

PRINCIPAL DIMENSIONS (SHORT NOSE VERSION)

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ICN-39-A-000000-G-A0126-01595-A-01-1

PRINCIPAL DIMENSIONS (LONG NOSE VERSION)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
OPERATING PERFORMANCE
• Vne (AEO) – Up to Hd = 6000 ft........................................ 167 KIAS
• Rate of Climb (@ AEO, MCP, 6400 Kg)............................ 2150 fpm
• Service Ceiling (Hp or Hd) .................................................. 20000 ft
• Hovering Ceiling (IGE & OGE, @ MCP, AEO).......... Up to 18000 ft
• Takeoff & Landing Ceiling (Hp or Hd)........................ Up to 14000 ft
• Operating Temperature.................................... -40°C to ISA + 35°C

WEIGHT LIMITS
• Maximum gross weight for CAT B take-off/landing............. 6400 Kg
• Increased Gross Weight (Kit P/N 4G0000F00111 – see
RFM Suppl-50).................................................................... 6800 Kg
• Minimum flight/rotor-turning gross weight........................... 4400 Kg

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ICN-39-A-000000-G-A0126-00399-A-01-1

PRINCIPAL DIMENSION

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ICN-39-A-000000-G-A0126-00400-A-01-1

COCKPIT AND CABIN

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ICN-39-A-000000-G-A0126-00401-A-01-1

MARKINGS AND PLACARDS (SHEET 1 OF 2)

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ICN-39-A-000000-G-A0126-00402-A-01-1
MARKINGS AND PLACARDS (SHEET 2 OF 2)

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ICN-39-A-000000-G-A0126-00403-A-01-1
CABIN – CONFIGURATIONS

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ICN-39-A-000000-G-A0126-00404-A-01-1

PASSENGER SERVICE UNIT (PSU)

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ICN-39-A-000000-G-A0126-00405-A-01-1
ELECTRONIC/AVIONIC BAYS – NOSE

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ICN-39-A-000000-G-A0126-00406-A-01-1

ELECTRONIC/AVIONIC RACKS

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ICN-39-A-000000-G-A0126-00407-A-01-1

POWER PLANT

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ICN-39-A-000000-G-A0126-00408-A-01-1

FIRE DETECTION SYSTEM

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ICN-39-A-000000-G-A0126-00409-A-01-1

ENGINE FIRE EXTINGUISHING SYSTEM

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ICN-39-A-000000-G-A0126-00410-A-01-1

MAIN ROTOR

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ICN-39-A-000000-G-A0126-00411-A-01-1

MAIN ROTOR DRIVE SYSTEM

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ICN-39-A-000000-G-A0126-00412-A-01-1
TAIL ROTOR

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ICN-39-A-000000-G-A0126-00413-A-01-1

TAIL ROTOR DRIVE SYSTEM

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ICN-39-A-000000-G-A0126-00414-A-01-1
FLIGHT CONTROL SYSTEM

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ICN-39-A-000000-G-A0126-00415-A-01-1

HYDRAULIC POWER SYSTEM

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ICN-39-A-000000-G-A0126-00416-A-01-1

LANDING GEAR

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ICN-39-A-000000-G-A0126-00417-A-01-1

FUEL SYSTEM

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ICN-39-A-000000-G-A0126-00418-A-01-1
28 VDC ELECTRICAL POWER SYSTEM

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ICN-39-A-000000-G-A0126-00419-A-01-1

VENTILATION SYSTEM

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ICN-39-A-000000-G-A0126-00420-A-01-1

HEATING SYSTEM

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ICN-39-A-000000-G-A0126-00421-A-01-1

AIR CONDITIONING (OPTIONAL)

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STANDARD INTEGRATED AVIONICS CONFIGUIARTION
• 4............................................................................ DISPLAY UNITS
• 2...................................... SETS OF DISPLAY CONTROL PANELS
• 2............................................................................................. MCDU
• 2................................................................................... VOR/ILS/MB
• 1............................................................................................... DME
• 1................................................................................................ ADF
• 2................................................................................................ FMS
• 1................................................................................................ GPS
• 2............................................................................. VHF-AM COMM
• 2.......................... COCKPIT DIGITAL AUDIO CONTROL PANELS
• 1.......................... CABIN ATTENDANT AUDIO CONTROL PANEL
• 1............................................................... PASSENGER ADDRESS
• 1................................................................. GROUND CREW JACK
• 1............................................................................................... AWG
• 2........................................................ 3 AXIS DIGITAL AUTOPILOT
• 2;............................................................................................... ADS
• 2............................................................................................. AHRS
• 1........................................................................................ RAD ALT
• 1.................................................................... ATC TRANSPONDER
• 1............................................................................................... CMC

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ICN-39-A-000000-G-A0126-00422-A-01-1

PRIMUS EPIC® GENERAL ARRANGEMENT

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ICN-39-A-000000-G-A0126-00423-A-02-1

ANTENNAS (TYPICAL INSTALLATION)

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NOISE CHARACTERISTICS
The following noise levels comply with ICAO Annex 16, Chapter 8 Amdt 7,
“NOISE requirement”.

Model: AW139 Engine Pratt and Whitney PT6C-67C Gross Weight 6400 Kg

Configuration Level Flyover ENPL (EPNdB) Take Off EPNL (EPNdB) Approach EPNL (EPNdB)

Clean aircraft No external kits installed 100% NR 100% NR 102% NR 100% NR 102% NR

89.8 90.5 91.0 93.0 93.5

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SECTION 40
TECHNICAL PUBLICATIONS

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GENERAL • 7 - Systems Description
The flight and maintenance operations must be carried out according to the • 8 - Handling, Servicing and Maintenance
officially issued documents which include:
• 9 - Supplemental Performance Information
- The Interactive Electronic Technical Publication (IETP) wich includes
the following manuals: In addition a Quick Reference Handbook (QRH) is also available as a
checklist, the QRH is mandatory for single-pilot operations (see RFM,
• Aircraft Corrosion Control Publication (ACCP) Section 5, Supplement 22 - IFR Single Pilot).
• Aircraft Fault Isolation Publication (AFIP)
• Aircraft Material Data Information (AMDI)
• Aircraft Maintenance Publication (AMP)
• Aircraft Maintenance Planning Information (AMPI)
• Common Structural Repair Publication (CSRP)
• Aircraft Structural Repair Publication (ASRP)
• Aircraft Wiring Diagram Manual (AWDP)
• Component Repair and Overhaul Manual (CR&OP)
• Illustrated Parts Data Publication (IPD)
• Illustrated Tools and Equipment Publication (ITEP)
• List of Applicable Publications (LOAP)
• Master Minimum Equipment List (MMEL)
• NVG Compatibility Reference Handbooks (NVG-CRH)
• Icing Compatibility Reference Handbook (ICING-CRH)
- The Rotorcraft Flight Manual (RFM)
It provides all the information required to operate the helicopter in
normal and emergency conditions.
It contains the following sections:
• 1 - Airworthiness Limitations
• 2 - Normal Procedures
• 3 - Emergency and Malfunction Procedures
• 4 - Performance Data
• 5 - Optional Equipment Supplement
• 6 - Weight and Balance

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ICN-39-A-004000-G-A0126-00016-A-03-1

AIRCRAFT TECHNICAL PUBLICATIONS

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• The Service Bulletin (SB)

The Service Bulletin are a Publication Issued by Leonardo Helicopter
(AW139 Type Certificate holder).
The Service Bulletin introduces modifications and / or additional inspections
in order to correct defects discovered after the certification of the product or
to improve its technical characteristics.
Leonardo Helicopter assigns a level of urgency to the bulletins through a
synthetic judgment:
• Emergency Alert Service Bulletin
• Alert Service Bulletin
• Service Bulletin
Emergency Alert Service Bulletin: compliance time ≤ 25 FH / 3 months.

Alert Service Bulletin: compliance time > 25 FH / 3 months.

Service Bulletin: A recommended compliance time may be included (and

may vary) depending on SB content.
Dedicated Commercial policies may be published to support/encourage
Operators in the SB embodiment.

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ICN-39-A-004000-G-A0126-00001-A-03-1
SERVICE BULLETIN

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INTERACTIVE ELECTRONIC TECHNICAL PUBLICATION It includes all the data that are necessary for the identification, requisition,
(IETP) storage and utilization of the consumable materials recommended for the
helicopter.
The IETP is distributed on DVD-ROM and includes all the technical
publications containing the information required to properly perform all
maintenance tasks to permit the Release to Service of the AW139 AIRCRAFT MAINTENANCE PUBLICATION
helicopter, including the Master Minimum Equipment List (MMEL).
This publication gives you all the data necessary to do the maintenance of
A link to "Leonardo" section of the AgustaWestland website is also included
the AgustaWestland AW139 helicopter.
to provide acces to the latest Technical Publication (Bollettini Tecnici,
It provides all the information required to perform all the maintenance
Information Letters and etc.) - https://leonardo.agustawestland.com/.
procedures used to preserve the airworthiness and flight characteristic of the
The primary media for the airworthiness aspects are either the paper
helicopter.
collection or the Agusta website http://www.agustawestland.com/content/
technical-support-services.
The publications are written in “Simplified Technical English” and obey the AIRCRAFT MAINTENANCE PLANNING INFORMATION
instructions given in specification ASD-STE100 (Issue 3, 15 January 2005).
The Aerospace and Defence (ASD) Industries Association of Europe This publication gives you all the data necessary for the maintenance
prepared the specification. planning of the AgustaWestland AW139 helicopter.
The maintenance planning information includes the chapters that follow
applicable to the helicopter maintenance information:
AIRCRAFT CORROSION CONTROL PUBLICATION • Chapter 04 - Airworthiness limitations
This publication gives you all the data necessary for the corrosion control of • Chapter 05 - Schedules/unscheduled maintenance requirements
the Agusta Westland AW139 helicopter.
NOTE
The Air vehicle Maintenance Planning Information set (AMPI) are
AIRCRAFT FAULT ISOLATION PUBLICATION given within the IETP for reference only and are updated at the date
This publication gives the data that help the maintenance personnel to know of issue of the IETP.
and find the system fault indications of the AgustaWestland AW139
helicopter.
The troubleshooting guide is organized in chapters to easily find the
information relevant to the different systems and the faults are divided into COMMON STRUCTURAL REPAIR PUBLICATION AND
Detected Faults registered by the Central Maintenance Computer (CMC) AIRCRAFT STRUCTURAL REPAIR PUBLICATION
and Observed Faults observed by the crew.
They provide all the information required for the identification of the structure
damages and the repair associated.
AIRCRAFT MATERIAL DATA INFORMATION
This publication is the Material Data Information (MDI) publication of the
AgustaWestland AW139 helicopter.

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AIRCRAFT WIRING DIAGRAM PUBLICATION MASTER MINIMUM EQUIPMENT LIST
It provides all the electrical/electronic wiring diagrams required for The MMEL includes those items of equipment related to airworthiness and
maintenance tasks. operating requirements and other items of equipment which the Authority
finds may be inoperative and yet maintain an acceptable level of safety by
appropriate conditions and limitations; it does not contain obviously required
AIRCRAFT COMPONENT REPAIR AND OVERHAUL items such as main rotor, tail rotor and transmission.
PUBLICATION All equipment related to the airworthiness and the operating requirements of
the aircraft not listed on the MMEL must be operative.
It provides all the information required to the disassembly, inspection, repair
The MMEL is the basis for development of individual operator’s MELs which
and reassembly of the major helicopter components when applicable.
take into consideration the operator’s particular aircraft equipment
configuration and operational conditions. An operator’s MEL may differ in
AIRCRAFT ILLUSTRATED PARTS DATA PUBLICATION format from the MMEL, but cannot be less restrictive than the MMEL.
The individual operator’s MEL, when approved permits operation of the
It provides the illustration and identification data about the replaceable parts aircraft with inoperative equipment.
of the air vehicle for which the maintenance procedures has been provided.

Wherever possible, multiple inoperative items have been taken into account
AIRCRAFT ILLUSTRATED TOOLS AND EQUIPMENT in this MMEL. However, it is unlikely that all possible combinations of this
PUBLICATION nature have been accounted for. Therefore, when operating with multiple
inoperative items, the inter-relationships between those items and the effect
It provides all the characteristics and the illustration of all the special tools on aircraft operation and crew workload must be considered.
and equipment, including test equipment recommended for the maintenance
of the air vehicle. NOTE
The Master Minimum Equipment Lists are updated at the date of
issue of the IETP CD/DVD-ROM.
LIST OF APPLICABLE PUBLICATIONS Always check the Leonardo section on Agusta website for any
This publication is the List of Applicable Publications (LOAP) of the possible Changes issued in the meantime. https://
AgustaWestland AW139 helicopter. leonardo.agustawestland.com/.
Use the LOAP for the selection of the publications necessary:
- To operate with the helicopter
- To do the maintenance and the overhaul on the helicopter and its
NVG COMPATIBILITY REFERENCE HANDBOOK
airborne equipment.
The LOAP contains: The scope of the NVG-CRH is to keep trace of AW139 Helicopter NVG
- The list of helicopter publications configuration.
In particular the document:
- The list of engine publications
- The list of equipment publications
• provides the means to determine if a given AW139 configuration is
compatible with NVG operations;

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• provides information about how to manage the impact on NVG

compatibility of deviations and non compliances.

ICING COMPATIBILITY REFERENCE HANDBOOK

The scope of the ICING-CRH is:
• to keep trace of the AW139 helicopter configuration cleared for flight
into known icing conditions;
• to provide the means to determine if a given AW139 configuration is
cleared for flight into known icing conditions.

INFORMATION LETTER
Are issued to provide the operator with “useful information” such as:
Maintenance Manual clarifications; suggestions for better operating,
maintenance or inspection procedures; changes to component Time
Between Overhaul (T.B.O.) or Time Between Inspection (T.B.I).
With the exception of T.B.O. and T.B.I. requirements, compliance with
Information Letters is at the discretion of the individual operator.

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ICN-39-A-004000-G-A0126-00002-A-02-1

INTERACTIVE ELECTRONIC TECHNICAL PUBLICATION (IETP) - HOME PAGE

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The Technical Publications are arranged in Chapters and Sections. • The component (eg: 01, Number 1 power control module)
Each Chapter is composed of Data Modules which provide the required
information to perform maintenance on the helicopter.
The data modules are identified by the following code: 4 - DISASSEMBLY CODE AND DISASSEMBLY CODE VARIANT
DATA MODULE CODE (DMC)
DISASSEMBLY CODE
1 2 3 4 5 6
The disassembly code is a two-digit code or three-digit code if variant.
DMC 39 A XX-XX-XX YXA XXXA A The disassembly code shows the breakdown of a component, as follow:
• 00 – Data module for all of the helicopter, system, sub-system or
Eg: 39-A-29-11-01-00A-720A-A component.
• 01 – Data module for the first assembly that you remove from the
39 A 29-11-01 00 720 A component.
• 02 – Data module for the second assembly that you remove from the
1 - MODEL IDENTIFICATON CODE component.
Code 03 and the subsequent codes refer to the third, fourth, etc assembly
The model identification code for the AW139 is 39. that you remove from the component.
The disassembly code also identifies the data modules in sequence.
2 - SYSTEM DIFFERENT CODE
The system difference code is a letter (letters I and O are not used). DISASSEMBLY CODE VARIANT
This Letter identifies two or more sub-system that can be installed as The disassembly code variant is a letter (letter I and O are not used) which
alternative items because they do the same function (eg: VHF systems by identifies alternative items.
different suppliers). These items are different, but the difference is too small to cause a change
in the system difference code.
3 - STANDARD NUMBERING SYSTEM (SNS) CODE
The SNS code includes three pairs of digits which show: 5 - INFORMATION CODE AND INFORMATION CODE VARIANT
• The system (eg: 29, hydraulic power)
• The sub-system and sub-subsystem (eg: 11, Number 1 main-hydraulic
INFORMATION CODE
system)
The information code is a three-digit code.
NOTE The information code identifies the types of information you can find in the
When the sub-subsystem code is zero, the two digits data module.
show all of the sub-system. 000 is used for the systems, for which the SNS identifies the type of
information in the data module (eg: 05-10 is “time limits”, you must write
000).

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Example of primary codes used in the publication set for the helicopter are • A on the helicopter
written below:
Code Definition • B on the removed assembly/component
• 040............................ Description of how it is made and its function • D applicable to all the locations.
050...................................................................... The letter K is used as the item location code for the identification of the data
• Diagrams and lists modules applicable to:
• 200..................................................................................... Servicing • Optional installations
• 500........................ Disconnect, remove and disassemble • Optional systems
procedures
• Optional equipment.
• 510............................................................... Disconnect procedures Each page of a data module includes these data:
• 520................................................................... Remove procedures • The technical publication code
• 530............................................................ Disassemble procedures • The data module code
• 550...................................................... Unload software procedures • The page number
• 600......................... Repairs and locally make procedures and data • The page date
• 660......................................... Structure repair procedures and data • The effectivity data.
• 700................................. Assemble, install and connect procedures NOTE
• 710................................................................. Before to start a procedure make sure that it is applicable to the
Assemble procedures
helicopter effectivity.
• 720....................................................................... Install procedures
• 800..................................................... Storage procedures and data
• 810............................................................ Preservation procedures LIST OF EFFECTIVE CODES
The list of effectivity codes is in Section 00-00 General information and
description of the Publication.
INFORMATION CODE VARIANT
Effectivity codes are alphanumeric codes included in the publication to
The information code variant is a letter (letters I and O are not used). shown service bulletins, modification and configuration differences.
The information code variant is used for different data modules that are The effective codes are shown:
applicable to the same component and type of operation. • In the effectivity space on each page of the data modules
• In the effectivity column of the list of effective pages
6 - ITEM LOCATION CODE
• In the effectivity column of the table of contents page
The item location code is a letter which shows where you must do the • In the effectivity column of the list of effective data modules page of
maintenance task. each temporary revision.
In this publication, you can find these item location codes: Small effectivity differences in illustrations are shown by notes.

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ICN-39-A-004000-G-A0126-00003-A-01-1
IETP - EFFECTIVITY CODES (EXAMPLE)

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AIRCRAFT CORROSION CONTROL PUBLICATION • Zones 1 are areas with high concentration of salt (seasides, salted
deserts and lakes).

GENERAL DESCRIPTION
This publication gives you all the data necessary for the corrosion control of
the AgustaWestland AW139 helicopter.
A reliable corrosion control program must take into consideration factors
such as geographical location and specific operational environments, i.e.
marine atmospheres, industrial air pollution, agricultural sprays, corrosive
soils, abrasive dust and extreme temperatures.
The problem of corrosion is complex and subtle changes in the environment
can drastically change the corrosion resistance of a metal and/or breakdown
resistance of the protective finish system. Therefore, corrosion control must
be handled on a day-to-day basis. A specific program must be established
which will assure that all areas of the helicopter are checked on a periodic
schedule. In addition, particular emphasis should be placed on those areas
which are known to receive more frequent damage to protective coatings.
An effective corrosion control program must include:
• Frequent and proper cleaning
• Application and timely reapplication of corrosion preventive compound
and water displacing agents
• Early detection and repair of damaged protective coatings
• Neutralization of active corrosion, repair of corrosion damage and
reapplication of protective finishes
• Replacement of components which are damaged beyond allowable
limits
• Feedback of information for corrective action.

ENVIRONMENTAL CONDITIONS AND GEOGRAPHICAL

LOCATIONS
The world map with highlighted two different climatic zone (Zones A and B)
and zones of high concentration of salt (Zones 1):
• Zones A are areas with hot and wet climate and high humidity
concentrations
• Zones B are all remaining areas

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ZONES A
ZONES B
ZONES 1

ICN-39-A-004000-G-A0126-00017-A-01-1
ENVIRONMENTAL CONDITIONS AND GEOGRAPHICAL LOCATIONS

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INSPECTION PROGRAMS CORROSION DETECTION
Three different inspection programs was developed: Adequate inspection for corrosion cannot be accomplished by random,
• Severe isolated examinations. A well planned inspection guide and checklist are
necessary to assure that no susceptible area is overlooked. Components
• Mild should be thoroughly examined for signs of corrosion at each routine
• Soft. inspection and additional corrosion inspections should be conducted on a
schedule which is consistent with the operational environment.
SEVERE INSPECTION PROGRAM When corrosion is found, a correct evaluation of probable damage is
necessary in order that appropriate corrective action may be taken. The
The severe inspection program applies when the helicopter operates: function of the part concerned and the location of the corrosion on the part
• In Zones A and in areas with high concentration of salt (Zones A plus will determine the action required.
Zones 1) The limits for damage assessment are normally found in the Aircraft
• In zones B and in areas with high concentration of salt (Zones B plus Structural repair publication (39-A-ASRP-00-X), for those structural parts that
Zones 1). do not have limits specified in the Structural Repair Publication the limits can
Do the corrosion damage inspections at intervals of: be found in the Section 00-10 of the ACCP.
• 25 flight hours or 7 days (whichever occurs first)
• 150 flight hours or 3 months (whichever occurs first).

MILD INSPECTION PROGRAM

The mild inspection program applies when the helicopter operates in Zones
A and in areas with standard environment.
Do the corrosion damage inspections at intervals of:
• 150 flight hours or 3 months (whichever occurs first)
• 300 flight hours or 6 months (whichever occurs first).

SOFT INSPECTION PROGRAM

The soft inspection program applies when the helicopter operates in Zones
B and in areas with standard environment.
Do the corrosion damage inspection at intervals of:
• 300 flight hours or 6 months (whichever occurs first)
• 600 flight hours or 1 year (whichever occurs first).

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IETP - INSPECTION PROGRAMS (EXAMPLE)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
AIRCRAFT FAULT ISOLATION PUBLICATION In each chapter in the Section 00-00 is possible to find the full list of all the
Observed Faults and/or Detected Faults for the chapter.
For each Chapter the Fault Isolation procedures are contained in Data
Modules grouped in Sections for the different Systems and Subsystems
GENERAL DESCRIPTION
This publication gives the data that help the maintenance personnel to know
and find the system fault indications of the AgustaWestland AW139
helicopter.
All the fault isolation data are included in data modules identified by a Data
Module Code.
A fault is an incorrect operation or a malfunction of a system or equipment.
A fault can be found by pilots or ground crew, in this case the fault is called
Observed Fault.
The Helicopter Monitoring System is able to automatically detect faults.
The fault is called Detected Fault. When a failure is found, the central
maintenance computer gives a maintenance message. This message is
automatically kept in the non-volatile memory.
Detected Faults are associated to a Fault Code and a Maintenance
Message. A maintenance message is a message given by the central
maintenance computer. The maintenance message helps you to find the
corrective action.
In the AFIP faults are identified by Fault Codes, and for each fault code there
is a Fault Isolation Procedure.
The fault isolation procedure is the procedure related to the identification of
an item that does not operate correctly in the system. Also it is the procedure
that shows the actions necessary to make the system serviceable again.
"Fault Isolation" and "Troubleshooting" are synonyms.
The fault isolation procedures have two primary parts:
• The Fault Reporting (FR) procedures
• The Fault Isolation (FI) procedures.
The fault reporting procedures include the items that follow for each system:
• A detected fault list data module
• An observed fault list data module.
In the fault lists, a corrective action or a fault isolation procedure is shown for
each fault code.
In the Chapter 00 Helicopter General Section 00-00 is possible to find the full
lists of the Fault Codes and the Maintenance Messages.

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AIRCRAFT MAINTENANCE PUBLICATION • Preliminary requirements: Below this heading you find all the data you
must know before you do the procedure. The preliminary requirements
are written below these headings:
GENERAL DESCRIPTION - Required conditions: Below this heading you find a list of the cross-
reference documents that are necessary to do the procedure
This publication gives you all the data necessary to do the maintenance of
- Support equipment: Below this heading you find a list of the special
the AgustaWestland AW139 helicopter.
tools and support equipment that are necessary to do the procedure.
It contains information required to service, functionally check, and repair or
replace all systems and equipment installed in the aw139, normally requiring The standard tools are not shown in the list.
such action on the line or in the maintenance hangar.
The nomenclature, the identification number and the quantity identify the
support equipment.
PUBLICATION LAYOUT The identification number is the same number as used in the Illustrated Tool
and Equipment Publication (39-A-ITEP-00-X).
All maintenance data are included in data modules identified by Data In the procedure, the words "Support Equipment Ref." followed by a number
Modules Code. in sequence identify each support equipment. This number is shown also in
The Data Modules can be Descriptive or Procedural. the nomenclature column of the list.
"No support equipment is required" is written if no support equipment is
DESCRIPTIVE DATA MODULE necessary to do the procedure
In this module you find the data related to the descriptive data modules • Supplies: Below this heading you find a list of all of the consumables,
written below the headings that follow: materials and expendables necessary to do the procedure.
• References: Below this heading you find a list of the data modules and The nomenclature, the identification number and the quantity identify the
technical publications which are included as references in the data supplies.
module. “No references” is written if there are no references The identification number is:
• Description: Below this heading you find lines of text and the related • The C-number for the consumables and materials
tables and figures. • The Catalogue Sequence Number (CSN) for the expendables.
These headings do not have a number.
In the procedure, the words "Supply Ref." followed by a number in sequence
Each data module includes a table of contents, a list of tables and a list of
identify each supply. This number is shown also in the nomenclature column
figures (if applicable).
of the list.
"No supplies are required" is written if no supplies are necessary to do the
PROCEDURAL DATA MODULE procedure.
• Spares: Below this heading you find a list of the spares that are
The data about a procedural data module are included below the headings necessary to do the procedure.
that follow:
The nomenclature, the identification number and the quantity identify the
• References: Below this heading you find a list of the data modules and spares.
technical publications which are included as references in the data The identification number is the Catalogue Sequence Number (CSN).
module In the procedure, the words "Spare Ref." followed by a number in sequence
identifies each spare. This number is shown also in the nomenclature
column of the list.

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"No spares are required" is written if no spares are necessary to do the
procedure.
When the data module tells you to install an item, the first data about such
an item in the list is its CSN. But the entry for quantity is "AR" because it is
possible that you install again the old item and not a new one.
• Safety conditions: Below this heading you find the general warnings,
cautions and notes that are applicable to the data module.
"None" is written if no general warning, caution or note is applicable.
These headings do not have a number.
- Procedure: Below this heading you find the sequence of the steps and
illustrations which give the instructions necessary to do the procedure.
- Requirements after job completion: Below this heading you find all the
instructions necessary to put the helicopter back to operation.
“None” is written if instructions are not necessary.
These headings do not have a number.
Each data module includes a table of contents, a list of tables and a list of
figures (if applicable).
"No references" is written, if there are no references.

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IETP - AIRCRAFT MAINTENANCE PUBLICATION (EXAMPLE) (SHEET 1 OF 3)

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AIRCRAFT WIRING DIAGRAM PUBLICATION GROUND LIST
The ground list is a list of all ground points in alphanumeric sequence.

GENERAL DESCRIPTION
WIRING DIAGRAMS
This publication gives you the wiring data applicable to the AgustaWestland
AW139 helicopter. There is a wiring diagram for each electrical system of the helicopter.
All the wiring data are included in data modules. Each wiring diagram is shown on a Data Module (DM).
Three volumes make the publication. The wiring diagrams show all the terminating points, wire identification
The Volume 1 applies to the AW139 helicopters S/N 31005 thru 31200 and codes, equipment electrical identifications, junction boxes, shields and
S/N 41001 thru 41200. ground connections.
The Volume 2 applies to the AW139 helicopters S/N 31201 thru 31399 and Usually, the wiring diagrams show the condition of the circuit when the
S/N 41201 thru 41289. helicopter is on the ground and the circuit is not energized. If the circuit
The Volume 3 applies to the AW139 helicopters S/N 31400 and subsequent condition is different, the related indication is given on the wiring diagram.
and S/N 41290 and subsequent.
Each volume includes:
• Chapter 00: Description of the publication (Helicopter general; The list
of effectivity codes; The list of abbreviations; Introduction)
• Chapter 91: containing Equipment list;Wire list; Plug and receptacle
list; Ground list; Location Diagrams; Routing Diagrams
• Helicopter wiring: containing the Wiring of the helicopter sytems.

EQUIPMENT LIST
The equipment list is a list of all the components that have electrical
connections.

WIRE LIST
The wire list is a list of all wire numbers in sequence.

PLUG AND RECEPTACLE LIST

The plug and receptacle list is a list of all the plugs and receptacles in
alphanumeric sequence.

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IETP - AIRCRAFT WIRING DIAGRAM PUBLICATION (EXAMPLE) (SHEET 1 OF 2)

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AIRCRAFT ILLUSTRATED PARTS DATA

GENERAL DESCRIPTION
This publication is the Illustrated Parts Data (IPD) of the AgustaWestland
AW139 helicopter.
It includes the data that are necessary for the requisition, storage,
identification and issue of the spare parts for the helicopter.
The illustrated parts data publication contains:
• The Introduction data modules
• The Illustrated Parts Data (IPD) modules (figures and the related
detailed parts lists)
• The Cross Reference Index data module
All the IPD are included in data modules. A code identifies each data
module.
Each Illustrated Parts Data (IPD) module includes a figure and the related
text (detailed parts list). More than one sheet can show an IPD figure if
necessary.

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DETAILED PARTS LIST Example (b=blank):

The detailed parts list is a table. Each column of the table has a heading that • **Abbbbb
gives the contents. The columns include the information that follows: • **bBbbbb
• **bbCbbb
FIGURE AND ITEM NUMBER COLUMN (FIG ITEM)
When the UOCA refers to a part of an assembly the blanks are replaced with
This column shows the figure number and variants that identify the figure to dashes.
which the parts list text refers. These data are shown only one time at the
first line of the parts list text.
The item number and variant show the callout number which identifies the INTERCHANGEABILITY COLUMN (ICY)
item on the related figure. If an item is in the parts list, but is not shown in the
The ICY shows that two or more items are interchangeable in the same
figure, there is a dash before its item number.
location either for the same configuration. Or it shows that they are
interchangeable in two configurations, if the part number changes.
PART NUMBER AND NATO STOCK NUMBER COLUMN (PART There are two characters in the column. The first character shows the ICY of
NUMBER NSN) the item with the item before it. The second character shows the ICY of the
item with the item after it. There is a dash in the blank space if the ICY is of
Under the PART NUMBER heading you find the combination of characters one character only, to show the correct position of the item ICY.
assigned to identify an item. The ICY column is left blank when the interchangeability is not given.
Under the NSN heading you find the NATO code given to the item. There is
no code here when this publication is for civil helicopters.
QUANTITY PER NEXT HIGHER ASSEMBLY AND UNIT OF ISSUE
COLUMN (QNHA UI)
DESCRIPTION COLUMN (DESCRIPTION)
QUANTITY PER NEXT HIGHER ASSEMBLY
This column gives the name of the item. There are dots before the name.
They show the position of the item in the breakdown. Each dot agrees with a Under the QNHA heading you find the number of times an item is installed in
number (1 through 9) and you can see this number on the top of the column. one unit of the next higher assembly.
The number shows the relation of the item with the assembly. If the item is AR is written when you cannot give a quantity. AR is also written when you
an attaching part, there are no dots, but asterisks. cannot tell the necessary quantity of the items.
The description column shows more information in brackets. Slashes (/) are REF is written when an item is included in the list only for reference. The
the separation between different information. items on top of all the figures are reference items.
For the select-on-test items, the correct quantity (usually 1) is given for the
first item in the range. AR is written for the other items in the range.
USABLE ON CODE ASSEMBLY AND MODEL VERSION AND For the select-on-fit items, AR is usually shown for all the items in the range.
EFFECTIVITY COLUMN (UOCA MVEFFECT) The quantity is the dimension or the number of the items. If these are not
applicable, it is the container or the shape of the item as necessary for
The UOCA shows the configuration and variants of an assembly. It also
requisition and issue to the user.
shows the relation between the single parts and their assemblies. Two
asterisks are written in the column when a UOCA is used.
The assemblies are identified with a single alpha code in a specific position.
The remaining characters are left blank.

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UNIT OF ISSUE
Under the UI heading you find the codes used to identify the physical
measurement, the count or, when neither is appropriate, the container or the
shape of an item for the purpose of requisitioning by the end user.

SOURCE, MAINTENANCE AND RECOVERABILITY CODE

COLUMN (SMR)
The SMR code shows:
• Source (S). 1st and 2nd position. This is how you must get the items for
the maintenance, repair or overhaul of the end items.
• Maintenance (M). 3rd and 4th positions. This shows the maintenance
levels approved to do the maintenance.
• Recoverability (R). 5th position. This shows what you must do with the
items that are unserviceable.

NOTE
Important to remember that the effectivity codes for the publications
are different, as an example the effectivity codes for the IPD do not
match the effectivity codes for the AMP. Always check the effectivity
code on the relevant publication.

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"LEONARDO" WEB PORTAL appropriate department, allowing customers to monitor the progress
online through to conclusion via a dedicated tracking number. In this
area it is possible to submit and monitor:
GENERAL DESCRIPTION • Technical Queries and Technical Publication Queries directed to
Product Support Engineering;
“Leonardo” AgustaWestland Customer Portal, offers a wide range of online Customer Requests directed to the responsible Customer Support
services, ensuring a faster response and a quicker solution to any type of
•
Manager;
customer requirement. Allowing you to deliver operational success with AW
products. • Technical Queries and Technical Publication Queries directed to
You can reach Leonardo directly from the AgustaWestland internet web site Product Support Engineering;
home page (www.agustawestland.com)where you will find a dedicated login • AOG Monitoring to monitor the status of an AOG Customer Support
banner for an immediate access to your account main page. Request (CSR), with the CSR tracking number.
In order to evaluate and authorize the access to the portal, AW requires • Warranty & Power By Hour Management to Submit WMM
Customers to fill and sign the following documents: (W)arranty Claim (M)aintenance Work Order (M)alfunction Report
• Customer Registration Form that contains all the information needed Check and check the status, with updated information such as
by AW in order to evaluate the possibility to enable customer access; warranty receipt, evaluation, acceptance or rejection.
• Technical Data Agreement; • "MyPublications": dependant on the Customers active subscription
Accept Customer Portal rules at first log in. the following technical documentations are available
•
• list of applicable publications & Last Revision Manuals (in Free Web
Area)
AgustaWestland then will provide access log in information as: • IETP - Amerigo 4 Mobile (for Civil Customers)
• username; • IETP - Interactive Electronic Technical Publications (IETP)
• instructions related to password reset procedure RFM - Rotorcraft Flight Manuals
•
• AMPI/MPM - Maintenance Planning Manuals
Leonardo AW Customer Portal provides 8 main areas of functionalities: • TMI - Temporary Maintenance Instructions
• "Home - What's new": users can check all the updates published in CRH - Compatibility Reference Handbook
the website since their last visit; •
• "MyProfile": person entitle to access to my profile area to activate and • Technical Bulletins
customize user accounts; • Navigation Database - Download Service available
• "MyFleet": users have the ability to display the list of helicopters under • Information Letters in Free Web Area
their management, populated with information directly from the
AgustaWestland database. By selecting individual aircraft, it’s specific • "Online Forum (LUH/LOH fleet)": Technical Forum will be an online
details can be displayed, the total flight hours and aircraft availability discussion site dedicated to LUH/LOH fleet hosted by Leonardo AW
data can be updated; Customer Portal. Customer can hold conversations relevant to
Technical topics using posted messages only;
• "MyCommunications": this area allows user to create service
requests directly into our SAP CRM (Customer Relationship
Management) system, assigning them automatically to the most

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• "MyOrder" (external service): inside the Leonardo there will be also a

dedicated MY ORDER tab. It will allow Customers to reach an external
service through a specific link;
• "F.A.Q.": Frequently Asked Questions area provides useful information
applicable to Leonardo.

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ICN-39-A-004000-G-A0126-00020-A-01-1
LEONARDO'S ACCESS INSIDE AGUSTAWESTLAND WEB PORTAL

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ICN-39-A-004000-G-A0126-00019-A-01-1
LEONARDO WEB PORTAL - HOME PAGE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
ROTORCRAFT FLIGHT MANUAL operation of helicopters, in general, and on flight tests conducted on AW139
helicopter.
It provides all the information required to safely operate the helicopter in The Emergency and Malfunction procedures are presented in the form of
normal and emergency conditions. logic trees (flow charts). These flow charts have been formulated based on
It is divided into two Parts and nine Sections as follows: analysis and test of the cockpit indications that would be available to the
PART I EASA APPROVED flight crew following the failures/malfunctions that are included in this
• Section 1 - Limitations section.
• Section 2 - Normal Procedures The Emergency and Malfunctions Procedures section includes three sets of
procedures:
• Section 3 - Emergency and Malfunctions Procedures • Emergency procedures for CAS messages
• Section 4 - Performances Data • Malfunction procedures for CAS messages
• Section 5 - Optional Equipment Supplement • Emergency and malfunction procedures for PFD indications
PART II - MANUFACTURER'S DATA
Emergency procedures are related to warning (red) messages/indications.
• Section 6 - Weight and Balance Malfunction procedures are related to caution (amber) messages/indications.
• Section 7 - Systems Description
• Section 8 - Handling and Servicing SECTION 4 - PERFORMANCE DATA
The Performance Data section includes charts with standard performance
• Section 9 - Supplemental Performance Information
data based on flight test results and engineering analysis.

SECTION 1 - LIMITATIONS SECTION 5 - OPTIONAL EQUIPMENT SUPPLEMENT

The Limitations section contains limitations required by regulation or to The Optional Equipment Supplement section contains all the information
safely operate rotorcraft, powerplant, systems, and equipment. It includes necessary to operate optional equipment. Each supplement is arranged in 4
operating limitations, instrument markings, colour coding, and basic sections:
placards.
• Section 1 – Limitations
• Section 2 – Normal procedures
SECTION 2 - NORMAL PROCEDURES
The Normal Procedures section contains the checklist for the normal • Section 3 – Emergency and malfunction Procedures
procedures ordered by phase of flight. • Section 4 – Performance Data
Normal procedures are the result of extensive flight tests and experience
with the AW139 aircraft. They are intended to ensure that the level of safety
required by the design and certification process is achieved. SECTION 6 - WEIGHT AND BALANCE
The Weight and Balance section contains the charts that permit to determine
the aircraft weight and the position of the center of gravity.
SECTION 3 - EMERGENCY AND MALFUNCTIONS PROCEDURES
The Emergency and Malfunctions Procedures section contains the
procedures that must be performed in the event of an emergency or SECTION 7 - SYSTEM DESCRIPTION
malfunction. These procedures are based on experience acquired in the

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
The System Description section provides a generaldescription of the AW139
helicopter and its systems.

SECTION 8 - HANDLING, SERVICING AND MAINTENANCE

The Handling, Servicing and Maintenance section includes the information
to:
• Handle the helicopter on the ground, which consists of towing, parking,
securing and mooring
• Service and lubricate the helicopter systems and components

SECTION 9 - SUPPLEMENTAL PERFORMANCE INFORMATION

The Supplemental Performance Information section contains data to be
used in conjunction with Section 4 and optional equipment Supplements, as
applicable. These data are grouped in sections such as Cruise Charts, Climb
Gradient Charts, Hover Ceiling with Headwind Benefit Charts.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-004000-G-A0126-01643-A-01-1

RFM - ROTORCRAFT FLIGHT MANUAL

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
QUICK REFERENCE HANDBOOK (QRH)
The QRH consists of 4 sections which have been grouped into two parts.
The first part combines Limitations, Normal Procedures and Performance
Data. The second part contains Emergency/Malfunction Procedures.
The two parts are mounted back-to-back to allow quick access to either.
The various sections/systems are colour tabbed for ease and quickness of
locating the page required.
A Index of Content is included at the start of each of the two parts.
The QRH does not replace the RFM, however, all information contained in
the QRH is based on the RFM. To operate the aircraft safely and efficiently,
the RFM must be read and thoroughly understood.
If any conflict should exist between this QRH and the Approved RFM the
RFM shall take precedence.

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ICN-39-A-004000-G-A0126-01644-A-01-1

QRH - QUICK REFERENCE HANDBOOK

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

CHAPTER

04
AIRWORTHINESS LIMITATIONS

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SECTION 00
AIRWORTHINESS LIMITATIONS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
AIRWORTHINESS LIMITATIONS • For External Hoist Operations: 1.65 Lift per Flying Hour, calculated on
at least 100 FH basis.
Any mission profile using more cycles per hour than those listed above
GENERAL requires the retirement lives to be recalculated and approved by EASA.
If parts with the same part number can be interchanged between different
This is the chapter 04-00 of the Aircraft Maintanance Planning Information AW139 variants, the retirement life of the part must be restricted to the
(AMPI). The AMPI gives all the data necessary for the maintenance planning lowest value between those variants.
of the AgustaWestland AW139 helicopter. No tolerance is permitted on the Retirements Lives.
Chapter 04-00 provides the airworthiness limitations applicable to the
AW139 helicopter.
The airworthiness limitation are approved by EASA (or other Authority, like
FAA or IAC-AR) and cannot be changed without approval.
The airworthiness limitations includes the following contents:
• The retirement lives
• The mandatory inspections
• The certifications requirements

RETIREMENT LIVES
These parts must be mandatorily retired from service when the indicated
retirement life is reached. This also applies to all those non-serialized
standard parts with connect the indentified assembly component.
The retirement life specified for any given part number contained in this
section applies to indicated and all successive dash numbers for that item, if
not differently specified.
All retirement lives are expressed in Flying Hours (FH), if not differently
specified. Flying hours are defined as those hours accumulated from take-off
landing.
The retirement lives of some parts are expressed in “landings” because their
life is dependent upon the rotor start-stop cycles and the helicopter ground-
air-ground cycles.
If not differently specified, the retirement lives are based on the following
assumptions:
• 800 landings in 100 flying hours, including 400 rotor start-stop cycles.
• 20 percent of usage in CAT. A Training Operations, on yearly basis.
• For External Load Operations: 6 External Load Cycles and 3 Landings
per Flying Hour, calculated on at least 100 FH basis;

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ICN-39-A-040000-G-A0126-00478-A-02-1
RETIREMENT LIVES (SHEET 1 OF 2)

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ICN-39-A-040000-G-A0126-00479-A-02-1
RETIREMENT LIVES (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MANDATORY INSPECTIONS
These parts must be mandatorily inspect when the interval is reached.
No tolerance is permitted on Mandatory Inspections.
The mandatory inspection can be:
• General visual inspection (GVI): A visual examination that will find sing
of faults. Removal of panels, cowlings, doors and adjacent components
for acces can be necessary.
• Detailed Inspection (DVI): A full visual examination of an item/
component, an assembly or an installation. It examines for sing of
faults with sufficient light source, mirror, hand lens or other applicable
tools. Procedure to clean and get acces to the items can be necessary.
• Special Detailed Inspection (SDI): A full examination of an area or a
componant as for detailed examination. Non-destructive tests and high
powered magnification are necessary. It can also be necessary to
disassemble a component.

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ICN-39-A-040000-G-A0126-00481-A-02-1
MANDATORY INSPECTIONS (SHEET 1 OF 2)

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ICN-39-A-040000-G-A0126-00004-A-02-1
MANDATORY INSPECTIONS (SHEET 2 OF 2)

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CERTIFICATION MAINTENANCE REQUIREMENTS
This section gives you the data about the mandatory maintenance checks
identified during the certification process.
The parts listed in the schedule that follows must be mandatorily inspected
when the indicated interval is reached.
No tolerance is permitted on Certification Maintenance Requirements.
Certification Maintenance Requirements include activities such as:
• General Visual Inspection (GVI): A visual examination that will find
singns of faults. Removal of panels, cowlings, doors and adjacent
componants for acces can be necessary.
• Detailed Inspection (DI): A full visual examination of an item/
component, an assembly or an installation. It examination for sing of
faults with sufficient light source, mirror, hand lens or other applicable
tools. Procedures to clean and get acces to the items can be
necessary.
• Special Detailed Inspection (SDI): A full examination of an area or a
componant as for a detailed examination. Non-destructive tests and
high powered magnification are necessary. It can also be necessary to
disassemble a component.
• Functional Check (FC): The procedure necessary to make sure that a
system, equipment or component operates correctly. Test equipment
can be necessary.
• Operational Chack (OC): The procedure necessary to make sure that a
component or system operates. No test equipment is used and it is not
necessary to compare with limits or tolerances.
• Visual Check (VC): A visual check is an observation to determine that
an item is fulfilling its intended purpose. Does not require quantitative
tolerances. This is a failure finding task.

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ICN-39-A-040000-G-A0126-00005-A-02-1
CERTIFICATION MAINTENANCE REQUIREMENTS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

CHAPTER

05
SCHEDULED/UNSCHEDULED
MAINTENANCE
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SECTION 00
SCHEDULED/UNSCHEDULED
MAINTENANCE

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GENERAL • Special Detailed Inspection (SDI): An intensive examination of a
specific item(s), installation, or assembly to delect damage, failure or
This chapter describes the scheduled and unscheduled maintenance
irregularity. The examination is likely to make extensive use of
operations applicable to the AW139 helicopter.
specialized inspection techniques and/or equipment. Intricate cleaning
The procedures related to the maintenance tasks will be found in the
and substantial acces or disassembly may be required.
pertinent chapters of the Maintenance Publication.
The chapter includes: • Overhaul (OVHL): Overhaul activities are all the activities specified in
the dedicated manuals issued by the manufacturer that involve partial
• Time limits (39-A-05-10-00-00A-000A-A) or total disassembly of an equipment/assembly with the purpose of
• Common scheduled maintenance checks (39-A-05-20-00-00A-000A-A) reconditioning, replacing and/or testing the internal components, at the
Unscheduled maintenance checks (39-A-05-50-00-00A-000A-A) intervals specified by the manufacturer.
•
Maintenance task definitions: • Discard (DS): The removal from service of an item at a specified life
limit. Discard tasks are normally applied to parts such as cartridges,
• Lubrification and Servicing (LU/SV): Any acts lubrificating or servicing canisters, cylinders, engine disks, etc.
for the purpose of maintaining inherent design capabilities.
• Operational Check (OC): An operational check is a task to determine
that an item is fulfilling its intended purpose. Does not require The inspections are presented in typographic form suitable for the local
quantitative tolerances. This is a failure finding task. reproduction in such a way as to be used by personnel to perform helicopter
• Functional Check (FC): A quantitative check to determine if one or inspections and to constitute, if desired, a data collection.
more functions of an item perform within specified limits. The inspections must be accomplished by qualified personnel to ascertain
the airworthiness of the helicopter. Eventual discrepancies must be
• Visual Check (VC): A visual check is an observation to determine that eliminated before flight.
an item is fulfilling its intended purpose. Does not require quantitative
Prior to inspection, open or remove as necessary, fairings, cowlings panels
tolerances. This is a failure finding task.
and inspection doors.
• General Visual Inspection (GVI): A visual examination of an interior or Flight airworthiness must be determined by inspection of all parts to check
exterior area, installation or assembly to detect obvious damage, failure the general condition, security of attachment, cleanliness, freedom of
or irregularity. This level of inspection is made from within touching movement and security, in accordance with the operational inspection rules
distance, unless otherwise specified. A mirror may be necessary to and instructions contained in the pertinent Chapters of the Maintenance
ensure visual access to all surfaces in the inspection area. This level of Manual.
inspection is made under normally available lighting conditions such as The airworthiness of the helicopter is determined by acceptance of all parts
daylight, hangar lighting, flashlight or droplight and may require with quality standard aircraft practice and specified instructions contained in
removal or opening of access panel or doors. Stands, ladders, or the pertinent Chapters of Maintenance Manual.
platforms may be required to gain proximity to the area being checked. Each inspected component must meet pertinent and applicable
• Detailed Inspection (DI): An intensive visual examination of a specific Airworthiness Directives requirements.
structural area, system, installation or assembly to detect obvious For acceptance requirements and limits refer to the pertinent Chapters of the
damage, failure or irregularity. Available lighting is normally Maintenance Manual and/or Overhaul Manual.
supplemented with a direct source of good lighting at intensity deemed The inspection and maintenance of the engine, electronic equipment,
appropriate by the inspector. Inspection aids such as mirrors, instruments, etc. must be performed in accordance with the instructions and
magnifying lenses, ect. may be used. Surface cleaning and elaborate procedures required by relevant manufacturers and in accordance with
acces procedures may be required. approved maintenance schedule.

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The inspection and overhaul schedule requirements contained in the • 05-51 Conditional inspections
Maintenance Manual must not be exceeded without explicit approval.
NOTE
When operating under particular environmental conditions
(contaminated ambient, near the sea or special missions) it is
prerogative and responsibility of the operator to increase or intensify
the prescribed inspections as necessary to assure safe operation.

PERMISSIBLE INSPECTION INTERVAL TOLERANCES

In order to facilitate the inspection planning in accordance with the helicopter
inspection schedule, some tolerances are permissible.
NOTE
Tolerances are not cumulative and do not change the date at which
the next inspection was scheduled.

The maintenance requirements identified in AMPI chapter 05, together with

those in the following list, constitute the instructions for Continued
Airworthiness for the helicopter:
• Airworthiness Limitations as in Chapter 04
• Helicopter pre-flight checks identified in Section 2 of the Rotorcraft
Flight Manual.
• PT6C-67C engine scheduled maintenance requirements.
• Technical bulletins, where applicable to the specific helicopter serial
number configuration.
The maintenance requirements identified in AMPI chapter 05 includes:
• 05-10 Time limits
• 05-11 Permitted inspection/check interval tolerance
• 05-12 Component overhaul schedule
• 05-13 Discard time schedule
• 05-20 Common Scheduled maintenance checks
• 05-21 Maintenance tasks overview
• 05-50 Unscheduled maintenance checks

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ICN-39-A-050000-G-A0126-00012-A-01-1
MAINTENANCE REQUIREMENTS FOR CONTINUOUS AIRWORTHINESS

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05-10 TIME LIMITS
This section gives the recommended time limits requirements for the
components of the AW139.
The time limits are divided into:
• Permitted inspection interval tolerances for the Maintenance Checks
only;
• Components overhaul schedule;
• Discard time schedule
The tolerance is established for maintenance scheduling convenience only
and must be approved by the governing civil aviation authority. Concurrence
and final approval of the inspection interval tolerance by the governing civil
aviation authority is the responsibility of the owner/operator. Permitted
inspection interval tolerances introduce a policy of 10% of tolerance to the
schedule interval with a maximum value of 50 flight hours and 30 days.
Subsequent intervals should be adjusted to re-establish the original
schedule. When an inspection is done earlier than the permitted tolerance,
subsequent inspections should be advanced as required to not exceed
maximum tolerance.
The components overhaul schedule give a list of overhaul components
installed on AW139 at which no tolerance is applicable. In case of an
Operator desire an overhaul interval extension he should submit a formal
request to AgustaWestland. The overhaul intervals, specified for the
AgustaWestland part numbers (e.g.:3G6310A00531), apply to all successive
part numbers with the same first ten digits and different last two digits,
unless different specified.
The Discard time schedule gives the indication of the numbers of hours/
months/years at which point the component must be discarded. The discard
time of some parts are expressed in “landings” because their usage is
dependent upon the rotor start-stop cycles and the helicopter ground air–
ground cycles. No tolerance is permitted on the discard time. The discard
times specified for the AgustaWestland part numbers (e.g.: 3G3350A01811)
apply also to all successive part numbers with the same first ten digits and
different last two digits, unless differently specified.

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ICN-39-A-050000-G-A0126-00001-A-02-1

PERMITTED INSPECTION/CHECK INTERVAL TOLERANCES - GENERAL

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ICN-39-A-050000-G-A0126-00002-A-03-1

COMPONENT OVERHAUL SCHEDULE - GENERAL

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ICN-39-A-050000-G-A0126-00003-A-03-1

DISCARD TIME SCHEDULE - GENERAL

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05-20 COMMON SCHEDULED MAINTENANCE CHECKS • list of the requirements for rescue hoist system
LISTS
05-21 MAINTENANCE TASKS OVERVIEW
This section contains the checks list of the complete scheduled/unscheduled
maintenance tasks, to provide a comprehensive view of the preventive
maintenance. Inspection can follow hourly of calendar periodicity, or even
either of them.
The chapter includes:
• Maintenance tasks overview;
• Airworthiness checks;
• 50 hour general visual checks.
The Maintenance Tasks Overview gives the list of Agusta Westland
recommended scheduled and unscheduled maintenance tasks, ordered in
sequence of chapter numbers. The task list includes the content of sections:
• Scheduled maintenance checks
• Unscheduled maintenance checks

This section gives the lists of the manufacturer reccomended maintenance

tasks that are applicable to the standard, phased and progressive
maintenance plannings.
It contains different tables related to:
• list of the requirements for general visual checks (scheduled at 50 fit if
the standard maintenance planning is used, or biweekly (or 50 fit) if the
phased or progressive maintenance planning is used)
• list of the requirements for the scheduled and unscheduled
maintenance tasks given in the sections that follows:
- common maintenance checks (Servicing)
- hourly checks (1200-hours checks)
- calendar checks (1,2,4-years checks)
- standard scheduled maintenance checks
- phased scheduled maintenance checks
- progressive maintence checks
- Unscheduled maintenance checks (out of phase)

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ICN-39-A-050000-G-A0126-00004-A-03-1
MAINTENANCE TASKS OVERVIEW - GENERAL

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05-50 UNSCHEDULED MAINTENANCE CHECKS
This section gives the data necessary to do the unscheduled-maintenance
checks on the helicopter.
The unscheduled maintenance checks includes:
• Conditional inspection (39-A-05-51-00-00A-028E-P)

CONDITIONAL INSPECTIONS
This sub-section gives the data about the maintenance checks which are
necessary when a specific condition or event occurs.

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ICN-39-A-050000-G-A0126-00491-A-03-1
CONDITIONAL INSPECTIONS - GENERAL

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PAGE INTENTIONALLY LEFT BLANK

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CHAPTER

06
DIMENSIONS AND AREAS

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SECTION 10
PRINCIPAL DIMENSIONS

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ICN-39-A-000000-G-A0126-01594-A-01-1

AW139 (SHORT NOSE) - PRINCIPAL DIMENSIONS

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ICN-39-A-000000-G-A0126-01595-A-01-1

AW139 (LONG NOSE)-PRINCIPAL DIMENSIONS

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SECTION 20
REFERENCE LINES

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ICN-39-A-062000-G-A0126-00494-A-02-1
REFERENCE LINES (LATERAL VIEW)

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ICN-39-A-062000-G-A0126-00496-A-03-1

REFERENCE LINES (VIEW FROM THE TOP)

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ICN-39-A-062000-G-A0126-00495-A-03-1
REFERENCE LINES (VIEW FROM THE BOTTOM)

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ICN-39-A-062000-G-A0126-00497-A-02-1
CROSS SECTION FROM STA 3120.0 (122.83) TO STA 6700.0 (263.77)

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SECTION 40
ACCESS PROVISIONS

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GENERAL DESCRIPTION
The panels and the doors each have a five character identification number
(three digits followed by two letters, for example 111AL).

The structure of the identification numbers for the panels and the doors is as
follows:
- The first three characters of the panel number is the number of the
smallest zonal area that the panel is in. The 800 and 900 zonal areas
are reserved for specified mission equipment and for the custom
equipment.
- The last two characters of the panel number are the primary identifier
and the locator.

The primary identifier identifies the panel in an alphabetical sequence that

starts with the letter A in each zone. The letters I and O are not used. The
sequences used are as follows:
- Front to rear
- Inboard to outboard
- Top to bottom.

The locator gives the location of the panel in relation to its position in the
helicopter. The locators used are as follows:
- B (Bottom)
- L (Left of, and on, the helicopter centerline)
- R (Right of the helicopter centerline)
- T (Top)
- Z (Internal)
- The panels on the centerline are given the left locator
- When a panel is installed in a larger panel, the larger panel is identified
first
- When a panel is in more than one zone, the lowest zone number is
used.

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ICN-39-A-064000-G-A0126-00499-A-01-1

ACCESS PROVISIONS

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ICN-39-A-064000-G-A0126-00500-A-01-1

DRAIN HOLES (SHEET 1 OF 2)

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ICN-39-A-064000-G-A0126-00501-A-01-1
DRAIN HOLES (SHEET 2 OF 2)

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PAGE INTENTIONALLY LEFT BLANK

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CHAPTER

07
LIFTING, SHORING, RECOVERING
AND TRANSPORTING
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SECTION 10
JACKING

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DESCRIPTION AND SAFETY

CAUTION
IN THIS PROCEDURE TO LIFT ON JACK/LOWER THE
HELICOPTER ARE NECESSARY FOUR PERSONS. THIS IS TO
OPERATE THE JACKS AT THE SAME TIME.

CAUTION
IF THE HELICOPTER HAS A WEATHER RADAR SYSTEM:
• OPEN THE WXR CIRCUIT BREAKER (WEATHER RADAR
PRIMUS 660) OR THE WXR AND WXR CONTR CIRCUIT
BREAKERS (WEATHER RADAR PRIMUS 701).
SAFETY THE CIRCUIT BREAKER(S) WITH AN APPLICABLE
TAG(S).

• Before jacking the helicopter must be on a level ground, if not put

bases below jacks.
• Jacks must be operated at the same time.
• Before lowering the helicopter, by operating slowly the release valve
knob, make sure that the landing gears are fully extended and locked.
• If previously set to ON, set the helicopter park brake to OFF before you
lift the helicopter.
• Before careful when lifting or lowering the helicopter. Make sure all the
persons who are not necessary for the procedures are clear of the
helicopter
Do not stay near or on the helicopter
• Put ropes around the work area and put the jack warning signs at the
four end sides of the helicopter.
• Make sure that you do not lift the helicopter if its weight exceeds the
permitted value. The maximum permitted weight of the helicopter is
6000 kg (13228 lb).

SPECIAL TOOLS/TEST EQUIPMENT

See IETP AMP Ch. 07-10 and ITEP.

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ICN-39-A-071000-G-A0126-00502-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT

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ICN-39-A-071000-G-A0126-00503-A-01-1

HELICOPTER JACKING (SHEET 1 OF 2)

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ICN-39-A-071000-G-A0126-00504-A-02-1
HELICOPTER JACKING (SHEET 2 OF 2)

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SECTION 30
SLINGING

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DESCRIPTION AND SAFETY
• Make sure that the five belts are at the same distance from the hub
axle.
• Make sure that the helicopter is longitudinally stable.
• Be careful when lifting or lowering the helicopter.
Make sure all the persons who are not necessary for the procedures
are clear of the helicopter.
Do not stay near or on the helicopter during operation.
• Make sure that there is sufficient clearance around the helicopter
before you start the lifting operation.
Make sure that no part of the helicopter touches other objects while is
lifted or lowered.
Damage to the helicopter can occur if a part of it touches other objects.
• Make sure that:
• The lifting device is serviceable.
• A locally approved person operates the lifting device.
• One person is in a position adjacent to the tail to make the helicopter
stable during the lift operation.
• All the tools and the equipment are moved clear of the helicopter.

SPECIAL TOOLS / TEST EQUIPMENT

See IETP AMP Ch. 07-30 and ITEP.

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ICN-39-A-073000-G-A0126-00505-A-01-1

HELICOPTER SLINGING

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ICN-39-A-073000-G-A0126-00506-A-01-1
SPECIAL TOOLS/ TEST EQUIPMENT

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CHAPTER

08
LEVELLING AND WEIGHING

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SECTION 20
LEVELLING

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DESCRIPTION AND SAFETY • When the procedure is complete that made the helicopter level
necessary is completed lower the helicopter on the ground.
• Make sure that the helicopter is in an area (hangar) where the wind can
have no effect on it.

CAUTION
DO NOT LET PERSONS TO GO ON THE HELICOPTER DURING
THE LEVEL PROCEDURE. IF PERSONS GO ON THE
HELICOPTER THERE IS A RISK THAT THE PROCEDURE IS NOT
ACCURATE.

• Lift the helicopter on jacks.

• Put the platform adjacent to left side of the fuselage.
• Open the access door 473AL.
• Get access to the anti-torque beam on the upper deck.
• Put the digital level on the anti-torque beam longitudinally and laterally.
then adjust the height of the jacks to get the correct longitudinal and
lateral level of the helicopter.
• Lock the ram of each jack with its ram locknut.
• When the procedure that made the helicopter level necessary is
completed, lower the helicopter on the ground.

ALTERNATIVE LEVEL PROCEDURE

• Put the digital level longitudinally and laterally on the seat guides
between the STA 4789 and STA 5287 in the cabin.
• Adjust the height of the jacks to get the helicopter longitudinal and
lateral level. Do the level check in many different positions.
• Lock the ram of each jack with its ram locknut.
• If necessary to do a check that the helicopter is in the correct level
position, do the operations that follow:
• Get access to the floor of the baggage compartment.
• With the use of a digital level , do a check on the longitudinal axis of
the helicopter. Make sure that the value you read on the digital level
is 4.37 ± 0.25° pitch down.

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ICN-39-A-082000-G-A0126-00507-A-01-1
HELICOPTER-LEVEL PROCEDURE-GENERAL

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SECTION 30
WEIGHING

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GENERAL
Helicopter weighing is carried out in order to calculate the empty weight
used for loading and CG data calculation.
The procedure is carried out following dedicated charts which are included in
the Rotorcraft Flight Manual.
Charts take into account also items weighed but not part of basic weight and
basic items not installed when weighed.
A specific chart takes also into account items removed/added to the basic
weight to be compliant with mass and CG data.
NOTE
In order to avoid stress to the helicopter structure do not insert loads
in the forward compartment.

MAINTENANCE INFORMATION
See IETP AMP Ch. 08-30 and ITEP.

SPECIAL TOOLS / TEST EQUIPMENT

See IETP AMP Ch. 08-30 and ITEP.

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ICN-39-A-083000-G-A0126-00511-A-01-1

HELICOPTER WEIGHING INSTALLATION

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ICN-39-A-083000-G-A0126-00512-A-01-1

SPECIAL TOOLS /EQUIPMENT

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SECTION 40
MASS AND C.G. DATA

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GENERAL
Information for the weight and balance computation is provided by Rotorcraft
Flight Manual in Section 6.
It is the pilot’s responsibility to ensure that the helicopter is properly loaded
to maintain the centre of gravity within the limitations for the duration of the
flight as defined in Section 1 of the Rotorcraft Flight Manual.
Figures, charts and examples are provided to assist the pilot in computing
the proper loading condition.
These charts will also provide for continuous control of weight and balance
of the helicopter.
Agusta inserts all helicopter identifying data on dedicated charts that
constitute the basic weight and balance data of the helicopter to which the
Rotorcraft Flight Manual is assigned.
The operator shall keep this data up-to date by recording all changes made
to the configuration of the helicopter.

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ICN-39-A-084000-G-A0126-03469-A-03-1
RFM - SECTION 6 WEIGHT AND BALANCE

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HELICOPTER WEIGHING The longitudinal reference datum is Stn 0.
The lateral reference datum is a vertical plane down the longitudinal centre
The helicopter must be weighed when one of the following conditions exist: line of the aircraft and is Bl0: distances when viewed from above looking
1 When major modifications or repairs are made, or kits are installed or forward are positive to starboard of the centre line and negative to port.
removed; The vertical reference datum is an imaginary horizontal plane beneath the
2 When the basic weight data is suspected to be an error; aircraft.
It is a pre-determined distance from a fixed point on the aircraft (i.e. the
3 At time of major overhaul;
upper deck floor is Wl 2670 mm), the reference datum is Wl 0.
4 In accordance with EASA instructions.
Even if the helicopter must be prepared for weighing according to AMP
Chapter 08, instructions for weight and balance determination are available
into the Rotorcraft Flight Manual (RFM) Section 6 with enclosed instruction
for the charts to enable the operator to obtain all necessary data as to basic
helicopter configuration, empty weight and centre of gravity. The required
charts and forms are identified as follows:
Chart A – Equipment List
Chart B – Helicopter Weighing Record
Chart C– Basic Weight and Balance Record
Chart D–Data for Helicopter Weight and Balance Computation
Chart E – Weight and Balance Computation

DEFINITIONS
EMPTY WEIGHING
The empty weight considered is in accordance with JAR 29, chapter 29. It is
the weight of the aircraft with its normal airborne equipment, including
engine oil, trapped oil and fluids and unusable fuel but without mission
equipment.

CENTER OF GRAVITY
The c.g. for each component and the aircraft c.g. are referred to a reference
frame.
The longitudinal reference datum is an imaginary vertical plane forward of
the aircraft nose from which all horizontal distances are measured for
balance purposes.
It is a pre-determined distance from a fixed point on the aircraft (i.e. the
centre line main rotor datum is Stn 5006.82 mm).

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ICN-39-A-084000-G-A0126-00514-A-01-1

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ICN-39-A-084000-G-A0126-00515-A-01-1

HELICOPTER STATION DIAGRAM (12 PASSENGERS)/(15 PASSENGERS)

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USE OF CHARTS AND FORMS
CHART A
The Chart A gives the weight, arm and moment of all the standard and
optional equipment installed on board at the moment of first weighing
performed by Agusta and called “Basic Configuration.
A check (V) in the columns headed “in Helicopter” indicates the presence of
the item in the helicopter, and a zero (0) indicates its absence.
When one of the following condition exist:
1 When the helicopter undergoes modification, major repair or overhaul;
2 When changes in equipment are made for a different type of
operation;
3 When the helicopter is reweighed.
Subsequent check list inventories shall be carried out.

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ICN-39-A-084000-G-A0126-00516-A-01-1

CHART A

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CHART B
Enter the actual scale readings in the dedicated column for each jackpoints
and then subtract tare, if any, from the scale readings to obtain the net
weight.
Multiply the net weight by their respective arms to obtain respectively the
longitudinal and lateral moments.
Obtain the total net weight and the total moments.
Divide the total moment by the net weight to obtain “as weighed” CG
position. Transfer the total weight arm and moment to the sheet 2 of Chart B.
Subtract the total weight and moment of equipment weighed but not part of
the basic helicopter.
Add the weight and moment of unusable fuel.
Add the total weight and moment of the basic items not in helicopter when
weighed. Added items shall be market on Chart A
Enter the new basic weight and moment on Chart C.

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ICN-39-A-084000-G-A0126-00517-A-01-1
CHART B – HELICOPTER WEIGHING RECORD

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CHART C
This chart is a continuous history of the basic weight and moment resulting
from modifications and equipment is considered the current weight and
balance status of the basic helicopter.
Make additions or subtractions to the basic weight and moment in Chart C in
order to show always the actual total empty weight with its longitudinal and
lateral moments.
NOTE
If any equipment is not listed on Chart A, determine its weight and
arm, and list corresponding data on Charts A and C.

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ICN-39-A-084000-G-A0126-00518-A-01-1

CHART C – BASIC WEIGHT AND BALANCE

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CHART D
The Chart D provides information necessary for weight and balance
computation.

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ICN-39-A-084000-G-A0126-03694-A-01-1
CHART D

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CHART E
The Chart E serves as a work sheet and records the calculations and any
corrections that must be made to ensure that helicopter will be within weight
and CG limits.
NOTE
A Chart E shall be filled prior to any flight.

- Enter the helicopter basic weight and moment. Obtain these figures
from the last entry on Chart E.
- Enter the weight of all applicable items in the marked “Weight”. Obtain
the corresponding arms from Chart D and calculate the moments.
- Add weight and moments. Divide total moment by total weight to obtain
CG arm.
- Ascertain that CG is within allowable limits.
- Should corrections be required, readjust ballast to return CG within
allowable limits.

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ICN-39-A-084000-G-A0126-03695-A-01-1

CHART E

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CHAPTER

09
HANDLING AND TAXIING

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SECTION 10
HANDLING

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DESCRIPTION AND SAFETY
• Make sure that no part of the helicopter touches other objects while is
moved.
Be very careful with the main rotor blades and tail rotor blades.
Damage to the helicopter can occur if a part of it touches other objects.
• Make sure that:
• A person is in the cockpit to operate the wheel brakes.
• There are sufficient safety persons to check for clearance around
the helicopter during the tow operation.
The safety persons must check the clearance from the tips of the
main and tail rotor blades.
• One person with two chocks is in a position adjacent to each main
wheel.
• All the tools and the equipment are moved clear of the helicopter.
• Then towbar must be engaged to the nose wheel axle using the
lever and then locked with the plunger.
• The nose wheel center lock lever must be rotated to a vertical
position (counterclockwise) to disengage the nose wheel center lock
pin before towing the helicopter.
The lever must be locked, using the quick-release pin stowed on the
towbar, during towing.
• Before disconnecting the towbar, make sure to align the nose wheel
such that the center lock lever can be rotated to the horizontal
position (clockwise) to engage the nose wheel center lock pin.
• Prevent sudden starts and stops during tow operation.
• Apply rotor brake before tow operation.
• Apply parking brake after tow operation.

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ICN-39-A-091000-G-A0126-00519-A-01-1

SPECIAL TOOLS / TEST EQUIPMENT

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CHAPTER

10
PARKING, MOORING, STORING AND
RETURN TO SERVICE
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SECTION 10
PARKING

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DESCRIPTION AND SAFETY
• Helicopter parking is accomplished by the following conditions:
• Park brake ON
• Rotor brake ON
• Nose center lock engaged
• Main wheel chocks in front and behind each wheel
• Cyclic stick in center position
• Collective stick fully down
• Pitot covers installed
• Engine exhaust nozzle covers installed.

• Blades tie-dows must be installed if the wind velocity is more than 20

Kts or a gust spread of 15 Kts.
The blades correct position to install the tie-downs is such that one MR
blade is perpendicular to the longitudinal axis.
The tie-downs must be secured on the main landing gears. The main
rotor tie downs are socks which fit over the end of each blade with
cords which attach to mooring points on the fuselage.
• The pitot tubes will be hot after the engine stops. Let decrease the
temperature of the pitot tubes at least five minutes before installing the
covers. The pitot covers are attached with a red streamer stenciled in
white letters “REMOVE BEFORE FLIGHT”.
• The engine components will be hot after the engine stops. Let
decrease the engine components temperature at least thirty minutes
before installing the covers.
Each covers is attached with a red streamer stenciled in white letters
“REMOVE BEFORE FLIGHT”.

SPECIAL TOOLS
See IETP AMP Ch. 10-10 and ITEP.

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ICN-39-A-101000-G-A0126-00521-A-02-1

HELICOPTER PARKING (SHEET 1 OF 3)

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ICN-39-A-101000-G-A0126-03698-A-01-1
HELICOPTER PARKING (SHEET 2 OF 3)

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ICN-39-A-101000-G-A0126-00522-A-01-1
HELICOPTER PARKING (SHEET 3 OF 3)

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CHAPTER

18
VIBRATION AND NOISE ANALYSIS
AND ATTENUATION
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SECTION 10
VIBRATION ANALYSIS

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GENERAL DESCRIPTION • Strobex light.
Generally an important prerequisite for helicopter flight is that the main rotor • Speed sensor.
blades maintain as much as possible the same track (tip path) during all
• Velocimeters.
flight conditions.
For the tail rotor blade as well, it’s important to maintain as much as possible • Photocell and processor.
the same conditions, in terms of track and balance during the different flight • On the main rotor swash plate is installed a pick up, the output
conditions. connection of the pick up is located on the interseat console.
Taking in account of all the possible differences in aerodynamic
effectiveness between blades, due to manufacturing tolerances (camber,
flexibility, C. of G. position, etc.), which are not detectable by static The Balancer is the functional heart of the VIBREX 2000 system, is
balancing, out of track conditions may occur. controlled by the operator and is powered by a 28 Vd.c.
The effect of these out of track conditions is the production of a vertical. The unit is provided with a liquid crystal display which shows the function
Vibration in which frequency is one times the rotor speed, hence the terms that can be performed and providing to the operator informations from the
“one per rev.” or “one to one” vibration. velocimeters.
The vibrations coming from an out of track condition on a fully articulated Four key buttons and other functional buttons are available to operate the
rotor system are largely due to drag differences between the blades, unit. The STROBEX light is a device which is used to check the rotor blade
resulting from unequal lift, causing an unbalanced condition. track, synchronized with the rotor R.P.M. This light is pointed, by the
Tracking of a main rotor is the check and adjustment of each blade so that operator, at the main rotor blade plane to illuminates the reflective strips that
their lift/drag potentials will be equal, and their tip paths coincident under all are bonded on the undersides of the main rotor blade, fixing in the horizon
flight conditions. the blade track position.
The speed transducer, referred to as ‘one-per-rev sensor’ is a magnetic
pickup device that is always installed on the main rotor swashplate assembly
CHADWICH "VIBREX 2000" ELECTRONIC TRACKING AND (RH side).
DYNAMIC BALANCE SYSTEM Two velocimeters are installed inside the helicopter in order to acquire
amplitude value (i.p.s) for vertical and lateral vibration during main rotor
AW 139 use as basic equipment for main and tail rotor Track and balance
dynamic balance; the velocimeters are located behind the pilot seat.
the VIBREX 2000 which is a portable electronic system designed for use
For tail rotor track and balance purpose, the velocimeters are installed on
with fixed or rotary winged aircraft. Typical tasks performed by the system
the Tail Gear box.
are:
• Main rotor track and dynamic balance check
• Tail rotor dynamic balance check OPERATION
• Vibration absorber tuning check The ‘VIBREX 2000’ system permits rotor balancing and blade tracking from
inside the helicopter, while it is on the ground or in flight. For tracking check
• Components vibration check. it utilizes a STROBEX light, which, after the installation of reflective strips on
the undersides of the blade, permits to determine the track of each blade
through the vertical relationships of the targets.
The generic components of the system are: For tracking purpose, “VIBREX 2000” use also a velocimeter and a pick up
• Vibrex 2000 balancer. which will catch the vertical vibrations in order to give to the operator the
possibility to adjust the vibrations using the MR/TR blade Charts.

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For blades balancing purpose, “VIBREX 2000” use also a velocimeter and a
pick up which will catch the vertical vibrations referring to a target in order to NOTE
give to the operator the possibility to adjust the vibrations using the MR/TR One full turn of the pitch link change the pitch of a blade of 1°, the
blade Charts. scale located on the pitch link is divided in 15 steps.
There are different conditions in the balance and tracking procedure for the
AW139, these are:

IN HOVER BALANCING CHECK

MAIN ROTOR BLADES The dynamic balancing of the main rotor assembly, is performed in a steady
GROUND TRACKING (MPOG) hover condition . This operation is accomplished utilizing a velocimeter and
the Balancer equipment. Adjustment of the main rotor assembly balance is
In this condition the track and balance of the blades is checked while they obtained installing or removing weights on the blade retention bolts.
are producing minimal aerodynamic reaction. Necessary adjustments to the
track (vertical vibrations) are achieved by changing the length of the NOTE
appropriate Pitch Change Links. The main rotor is considered in a smooth operating condition, when
vertical and lateral vibrations are equal or below 0,15 IPS (for lateral
and vertical).
GROUND DYNAMIC BALANCING (MPOG)
The dynamic balancing of the main rotor assembly, is performed on ground,
after the ground tracking check. This operation is accomplished utilizing a
velocimeter and the Balancer equipment. 80 KNOTS SPEED TRACKING CHECK
Adjustment of the main rotor assembly balance is obtained installing or
This check is performed with the helicopter in level forward translational flight
removing weights on the blade retention bolts (maximum 400g for each
at 80 kts. Out of track conditions are corrected by adjusting the angle of the
blade retention bolt).
length of the appropriate pitch change links.
NOTE
The main rotor is considered in a smooth operating condition, when 80 KNOTS BALANCING CHECK
vertical and lateral vibrations are equal or below 0,15 IPS (for lateral)
and less or equal to 0.3 (for vertical). The dynamic balancing of the main rotor assembly, is performed in level
forward translational flight at 80 knots.
This operation is accomplished utilizing a velocimeter and the Balancer
equipment.
IN HOVER TRACKING CHECK Adjustment of the main rotor assembly balance is obtained installing or
removing weights on the blade retention bolts.
This check is performed with the helicopter in a steady hover, at a specified
gross weight (more than 5t), and out of ground effect. Out of track conditions NOTE
are corrected adjusting the length of the appropriate pitch change links. The main rotor is considered in a smooth operating condition, when
vertical and lateral vibrations are equal or below 0,5 IPS (for lateral
and vertical)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
and in order to maintain as much as possible the same plane of rotation of
the four Tail rotor blades.
120 / VH KNOTS SPEED TRACKING CHECK
Similar to the previous check, but carried out at 120 kts in level forward flight
DYNAMIC BALANCING
and at VH. Out of track conditions are corrected by adjusting the angle of the
bendable trailing trim tab. The dynamic balancing of the tail rotor assembly is performed on Ground
(MPOG),in hovering, at 80 and 140 knots. This operation is accomplished
NOTE utilizing two velocimeters, installed on the tail gear box, the Balancer and
If the blades are low, trim tab must be bent UPWARDS (max 8°). If a Photocell equipment installed on the vertical fin.
blade is high, trim tab must be bent DOWNWARDS (max 8°). A reflective strip is installed on the target blade (yellow).
The outer trim tab is used to adjust tracking at 120 knots. Adjustment of the tail rotor dynamic balance is obtained changing weights on
The inner trim tab is used to adjust tracking at VH. the blade bolt and adjusting the length of the pitch link.
On the same blade, you must bend the outer and inner trim tabs to
the same direction. NOTE
The tail rotor is considered in a smooth operating condition, when
lateral and vertical vibrations are equal or below the listed values:

120 / VH KNOTS BALANCING CHECK

• MPOG: 0.1IPS for lateral vibrations; 0.2 IPS for vertical vibrations
Hovering: 0.1IPS for lateral vibrations; 0.2 IPS for vertical
Similar to the previous check, but carried out at 120 kts in level forward flight vibrations
and at VH. This operation is accomplished utilizing a velocimeter and the 80 knots: 0.5 IPS for the lateral vibrations; 0.5 IPS for the vertical
Balancer equipment. vibrations
Adjustment of the main rotor assembly balance is obtained installing or 140knots: 0.1IPS for lateral vibrations; 0.2 IPS for vertical
removing weights on the blade retention bolts. vibrations

NOTE
The main rotor is considered in a smooth operating condition, when
vertical and lateral vibrations are equal or below 0,5 IPS (for lateral
and vertical)

TAIL ROTOR BLADES

TAIL ROTOR BALANCING
The tail rotor dynamic balancing is necessary in order to minimize vibrations
due to an asymmetrical distribution of masses on the rotor plane of rotation

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ICN-39-A-181000-G-A0126-00548-A-02-1
COCKPIT VELOCIMETERS INSTALLATION

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ICN-39-A-181000-G-A0126-00549-A-02-1
M/R- MAGNETIC PICK UP MECHANISM

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ICN-39-A-181000-G-A0126-00003-A-02-1
M/R BALANCE CHART

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ICN-39-A-181000-G-A0126-00552-A-01-1

TAIL ROTOR PHOTOCELL INSTALLATION (SHEET 1 OF 3)

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ICN-39-A-181000-G-A0126-00553-A-01-1

TAIL ROTOR PHOTOCELL INSTALLATION (SHEET 2 OF 3)

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ICN-39-A-181000-G-A0126-00554-A-01-1

TAIL ROTOR PHOTOCELL INSTALLATION (SHEET 3 OF 3)

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ICN-39-A-181000-G-A0126-00555-A-01-1
TAIL ROTOR PITCH CHANGE LINK

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ICN-39-A-181000-G-A0126-00556-A-02-1
BALANCER CONNECTION (CHADWICK VIBREX 2000)

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ICN-39-A-181000-G-A0126-00557-A-01-1

VIBRATION ABSORBER COMPONENTS

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ICN-39-A-181000-G-A0126-00558-A-01-1

T/R BALANCE CHART

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ICN-39-A-181000-G-A0126-00559-A-01-1
SPECIAL TOOLS / TEST EQUIPMENT (SHEET 1 OF 3)

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ICN-39-A-181000-G-A0126-00560-A-01-1
SPECIAL TOOLS / TEST EQUIPMENT (SHEET 2 OF 3)

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ICN-39-A-181000-G-A0126-00561-A-02-1
SPECIAL TOOLS / TEST EQUIPMENT (SHEET 3 OF 3)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PASSIVE ATTENUATION
PASSIVE ATTENUATION SYSTEM
The AW139 helicopter is provided with a vibration absorber system designed
to minimize five-per-revolution main rotor vibrations.
The vibration absorber system includes two identical absorber units installed
face to face under the floor, behind pilot and co-pilot seat. Each absorber
unit is secured in place by a support mounted to the cabin floor with
attaching hardware. Each absorber consist of a tube, weight (located at his
end at a preset distance) and adjustment washers.
The aim of this installation is to induce, during flight, the weights of the
system to vibrate with a frequency similar to the value of the 5Xrev of the
main rotor (24.5 Hz maximum). In that way the inducted resonance
frequency will tend to reduce the 5Xrev frequency value characteristic of the
helicopter.
The adjustment must be carried out when the following conditions exist:
• New assemblies not previously adjusted
• Replacement of weight
• Presence of high 5Xrev vibrations
For the adjustment are required the following equipment:
• Balancer Vibrex 2000
• Balancer kit
• Velocimeter
• Non-metallic mallet

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ICN-39-A-181000-G-A0126-00001-A-02-1

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As optional equipment it’s possible to install an additional mass located at
the end of the passenger cabin left hand side (STA 5307.00).

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ICN-39-A-181000-G-A0126-00002-A-02-1

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CHAPTER

21
ENVIRONMENTAL CONTROL

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SECTION 00
ENVIRONMENTAL CONTROL

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GENERAL DESCRIPTION
The enviromental control system is composed by:
• Distribution system :
• The cockpit ventilation;
• The cabin ventilation.
• Heating system :
• The air distribution;
• The bleed air.

• The integrated Environmental Control System (ECS).

The heating system keeps the temperature in the cockpit and cabin at a
satisfactory temperature. The system also removes the mist from the
windshield and the cockpit windows.
The role of the system is to control the temperature ambient air as required
by the crew and passenger.
As a kit added to the basic ventilation and heating fit, the air conditioning kit
is required to keep a safe level of oxygen content and prevent build-up of
CO and CO2 and to provide fresh air for removable of contamination,
moisture and objectionable odors.

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ICN-39-A-210000-G-A0126-00273-A-01-1

CABIN VENTILATION GENERAL SCHEMATIC

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INTERFACE
The ventilation, the heating and the integrated environmental control system
are operated by the crew via the cockpit control panel. System control is as
follow:

COCKPIT CONTROL PANEL

The cockpit control panel is divided into two major parts which may be
operated independently or together:
• VENT.......... to control the cockpit and cabin ventilation with the
flapper valves and the ventilation fans;
• COND / HEATER...... to manage the temperature of the air
supplied.
There are two switches under the legend VENT
• Two rotary switches, CREW and PAX allow the pilot to control the
cockpit and cabin flapper valves and fans:
1 A 4-position rotary switch CREW controls the cockpit ventilation. OFF
prevents the entry of external air by commanding the flapper valves to
the recirculation position and switches OFF the fans, ON opens the
flapper valves but fans are OFF (i.e. air supplied by ram air action
alone), FAN LOW, and FAN HIGH control the fan speed accordingly.
2 A 4-position rotary switch PAX controls the cabin ventilation. OFF
prevents entry of external air by commanding the flapper valves or the
recirculation position and switches OFF the fans ON opens the flapper
valves but fans are OFF (i.e. air supplied by ram air action alone), FAN
LOW, and FAN HIGH control the fan speed accordingly.

NOTE
When COND / HEATER-COND is selected to RECYCLE, both
cockpit and cabin flapper are forced into the closed, or recirculation,
position.

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ICN-39-A-210000-G-A0126-00274-A-02-1
CABIN VENTILATION INTERFACE

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DESCRIPTION AND OPERATION OF MAJOR
COMPONENTS
VENTILATION SYSTEM

COCKPIT VENTILATION
Two isolated circuits supply the airflow to the pilot and copilot stations. The
circuits are the left circuit for the copilot, and the right circuit for the pilot. The
components included in each of the two circuits are the same. The external
ram air enters the two circuits through the air intakes installed under the
nose section of the helicopter. The position of the air intakes is the farthest
possible from the engine exhausts. Thus the exhaust gases cannot go into
the ventilation system.

CABIN VENTILATION
The air that flows to the cabin goes into the system through an air intake
installed in the forward sliding cowling. The position of the air intake is the
farthest possible from the engine exhaust, thus the exhaust gases cannot go
into the ventilation system. The cabin flapper valve controls the airflow. The
valve is operated electrically and the crew sets it to open or close with the
PAX selector. The selector is installed on the ventilation control panel in the
cockpit. Downstream of the flapper valve, the air flows through a hose and a
duct to a water separator, and then into a manifold. From the manifold, the
air is sent to the cabin air inboard and outboard diffusers.

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ICN-39-A-210000-G-A0126-00275-A-01-1
PILOT VENTILATION SYSTEM

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ICN-39-A-210000-G-A0126-00276-A-02-1

COCKPIT VENTILATION SYSTEM SCHEMATIC

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ICN-39-A-210000-G-A0126-00277-A-01-1

CABIN VENTILATION SYSTEM SCHEMATIC

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HEATING SYSTEM pump installed downstream of it. The hot bleed air and the external air from
an inlet at the top of the cabin wall mix in the jet pump.
Air Distribution A secondary injector also supplies bleed air to the jet pump. The airflow from
The air distribution distributes the mixed air from the jet pump flows to the the secondary injector bypasses the temperature control valve when it is in
cockpit and cabin through flexible and rigid ducts. The airflow from the jet failure.
pump goes to the two lines installed on each side of the cabin under the
floor. Each line gets half of the airflow. Then the air enters the cabin through
four diffusers that are installed near the floor. Downstream of the cabin air
diffusers, the air flows into the cockpit through two air outlets that are SYSTEM OPERATION
installed on the left and right side of the pedestal, near the floor and adjacent The heating system operates in those modes: the automatic mode and the
the pilot and copilot pedal sets. manual mode.
The heating control panel in the cockpit and the heating control box let the In the automatic mode the heating control box controls the temperature of
flight crew operate the heating system as necessary. the mixed airflow. To do this, it compares the temperature of the mixed air
The heating control box also monitors the system and sends warnings to the supplied by the temperature sensor with the temperature set on the heating
flight crew when the air temperature becomes too high. control panel.
A duct temperature sensor and an overheat temperature switch give the The temperature control valve opens or closes to give the correct
data necessary for these functions. The switch is installed on the mixing unit temperature. This temperature is the temperature at which the difference
of the venturi duct (jet pump). between: – The temperature the flight crew has set on the cockpit control
panel and – The temperature measured at the duct temperature sensor at
the exit of the venturi duct is minimum.
Bleed Air When the AUTO mode is set (HTR selector set on AUTO), the flapper valves
The air from the bleed port of each engine flows in the related stainless-steel of the cockpit and cabin ventilation sub-systems are closed. But the flight
pipe to one of the shut-off valves. There are two pipes in the helicopter, one crew can use the related selector to manually operate them.
for each bleed port, and their routing is through the engine compartments. If the temperature sensor senses a too high temperature in the duct, the
Thus, these sections of the pipes go through the fire zone. temperature switch operates and closes the Number 1 and Number 2 shut-
The bleed airflow is only 2 percent of the total engine airflow. The size of the off valves.
opening on each of the flanges of the bleed pipes installed on the engines The heater control panel sends the HEATER AUTO MODE command to the
prevents higher bleed airflow. ENG FIRE EXTING control panel before it sends it to the heater control box.
Flexible sections in each pipe absorb the thermal expansion and the This disconnects the heating system if, on the ENGINE FIRE EXTING
vibrations of the engines. control-panel, the ENG 1 and ENG 2 are at set at ARM.
Downstream of the shut-off valves and out of the fire zone, each pipe goes In the manual mode (HTR selector set on MAN), the heating control box is
to a check valve in the rear upper deck. The check valves prevent the flow of overridden. Then the TEMP CONTR selector, on the heating control panel,
the bleed air from one engine to the other. controls the temperature control valve.
Downstream the check valves, the two pipes connect and become one This lets the crew change the position of the temperature control valve as
stainless steel pipe. This pipe has a flexible section that absorbs the thermal necessary to have a direct control of the temperature of the air that goes in
expansion. the cockpit and in the cabin. This is to remove the mist from the windshield
Through this pipe, the hot and high-pressure bleed air goes to a temperature and cockpit windows if necessary.
control valve. This valve controls the quantity of bleed air that flows to the jet The Primary Flight Display (PFD) and the Multifunction Display (MFD) show
the related indications for the flight crew.

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The MFD shows, on the CAS window, the caution and advisory messages
that follow:
• HEATER FAIL........................ The heating system is unserviceable
• HEATER ON..........................................
The heating system is ON.
The indications shown on the PFD and the MFD are sent from the Number 1
and Number 2 Modular Avionics Units (MAU1 and MAU2). This because
they have an interface with the heating system.

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ICN-39-A-210000-G-A0126-00278-A-01-1
HEATING SYSTEM (SHEET 1 OF 2)

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ICN-39-A-210000-G-A0126-00279-A-02-1

HEATING SYSTEM (SHEET 2 OF 2)

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INTEGRATED ENVIRONMENTAL CONTROL SYSTEM thermal protection device opens the related circuit when the temperature is
The functions of the integrated environmental control system are operated 120˚C to prevent damage to the electronics
by the flight crew from the ECS cockpit control panel installed in the cockpit.
The ECS cockpit control panel is divided into two parts. One part has the
label VENT, and gives control of the cockpit and cabin ventilation. The other
has the label COND/HEATER, and lets the flight crew set the temperature of
the air in the cockpit and the cabin.
The VENT-CONTR toggle switch lets the flight crew give the control of the
cabin air conditioning to the cabin control panel. The cabin control panel
controls the cabin functions when the two-position VENT-CONTR switch is
at PAX. When the switch is at CREW, the cockpit control panel has the
control of the cabin air conditioning.
Then there are the four-position VENT-CREW selector and the four-position
VENT-PAX selector. These selectors let the flight crew control the related
flapper valves and fans.
The VENT-CREW selector has the OFF, ON, FAN LOW and FAN HIGH
positions. When the selector is at OFF the flapper valves are closed. The
flow of external air into the cockpit is prevented, but not fully: a very small
quantity of external air continues to flow around the internal flap of each
valve. Also, the cockpit fans are off. When the selector is at ON the flapper
valves are open, but the fans remain off. The external air that goes into the
cockpit is ram air. When at FAN LOW or FAN HIGH, the selector controls the
fans to turn at the related speed. Each axial-flow fan blows the external or
re-circulation air to the related cockpit evaporator where the temperature of
the air is decreased as necessary. Each fan has an under-speed detection
device that prevents damage if the rotor becomes locked, and a thermal
protection device. The thermal protection device opens the related circuit
when the temperature is 120˚C to prevent damage to the electronics.
The VENT-PAX selector has the OFF, ON, FAN LOW and FAN HIGH
positions. When the selector is at OFF the flapper valve is closed. The flow
of external air into the cabin is prevented, but not fully: a very small quantity
of external air continues to flow around the internal flap of the valve. Also the
cabin fans are off. When the selector is at ON the flapper valve is open, but
the fans remain off. The external air that goes into the cabin is ram air. When
the selector is at FAN LOW or FAN HIGH, it controls the fans to turn at the
related speed. Each axial-flow fan blows the external or re-circulation air to
the cabin evaporator where the temperature of the air is decreased as
necessary. Each fan has an under-speed detection device that prevents
damage if the rotor becomes locked, and a thermal protection device. The

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ICN-39-A-210000-G-A0126-00280-A-01-1

INTEGRATED ENVIRONMENTAL CONTROL SYSTEM

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ICN-39-A-210000-G-A0126-00281-A-02-1
INTEGRATED ENVIRONMENTAL CONTROL SYSTEM

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MONITORING AND DIAGNOSTIC

Displays
The Primary Flight Display (PFD) installed in the instrument panel in front of
the pilot and the Multifunction Display (MFD) installed in the central
instrument panel, show the parameters of ECS operation and related crew
alerting system (CAS) messages. ECS status is communicated to the flight
by Caution and Advisory messages displayed on the MFD.

CAUTION SYSTEM MALFUNCTION

MES-
SAGE

Failure of the cockpit air conditioning system.

FWD May be caused by refrigerant over-pressure, refrigerant un-
COND der pressure, low evaporator air temperature or failure to
FAIL control internal ambient temperature as commanded by the
control panel.

Failure of the cabin air conditioning system.

AFT May be caused by refrigerant over pressure, erfrigerant un-
COND der pressure, low evaporator air temperature or failure to
FAIL control internal ambient temperature as commanded by the
control panel.

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ICN-39-A-219000-G-A0126-00238-A-03-1
INDICATING

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PAGE INTENTIONALLY LEFT BLANK

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SECTION 20
DISTRIBUTION

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DESCRIPTION • One free outlet for the lower window.
The role of the Environmental Control System (ECS) is to distribute air, to
provide comfortable conditions for the crew members and the passengers.
This is achieved by four systems which are: NUMER 1 AND NUMBER 2 COCKPIT FLAPPER VALVES
• Cockpit Ventilation system pilot and copilot The cockpit ventilation has two flapper valves. The Number 1 and Number 2
flapper valves are installed at the bottom of the instrument panel, forward of
• Cabin Ventilation system
the control panel. Each flapper valve includes a butterfly valve contained in a
• Heating system cylindrical body made of glass-fiber phenolic-resin.
• Air Conditioning system An electrical actuator installed on a bracket attached to each body operates
the butterfly valve.
The cockpit flapper valve is of the interlocked type. The CREW selector
COCKPIT VENTILATION SYSTEM – DESCRIPTION installed on the ventilation control panel operates them.
The actuator that moves the flapper valves includes an electronic motor and
For the cockpit, two separate systems provide air for pilots. a worm screw. It also has microswitches that give an indication of the fully
Outside ram air enters the system through two air intakes positioned in the open or fully closed position.
nose section.
Outside ram flow is controlled by an electrically actuated flapper valve, set
by the crew with a 4 position rotary switch on the control panel.
Forced air for ventilation or defogging is provided by two speed axial fans,
one per system.
The blowers are manually controlled by the crew.
Air is then distributed to the different outlets, main windshield and side
windows diffusers.
Pilot and copilot ventilation systems are independent and arranged
symmetrically. Each of them is composed of:
• A Ram Air Intake located in the lower part of the cockpit.
• A Flapper Valve, installed at the bottom of the instrument panel,
forward of the control pedals.
• An Electrical fan for forced air operation, installed in aluminium casing.
Each Electrical fan includes an impeller and a shaft. The impeller is
made of ULTEM 2300/2310 (30% glass-filled polytherimide) and the
shaft is made from stainless steel.
• Five outlets:
• Two adjustable face outlets on the instruments panel.
• Two free outlets for the windshield (main and side).

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ICN-39-A-212000-G-A0126-00263-A-01-1
FLAPPER VALVE

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NUMBER 1 AND NUMBER 2 COCKPIT FANS
The Number 1 and Number 2 cockpit fans and their motors are installed in
an aluminium casing.
They include an impeller and a shaft. The impeller is made of ULTM
2300/2310 and the shaft is made from stainless steel.
A printed circuit board is installed in each assembly. And an integrated
electronic box with an EMI filter is attached to the body of the fan.
The Number 1 and Number 2 cockpit fans send the air to their related ducts.
A printed board is installed in each assembly. An an integrated electronic
box with an EMI filter is attached to the body of the fan. Each cockpit fan
send the air to its related ducts. The 28 VDC Main Bus Bar No.2 supplies the
electrical power to the ventilation cockpit fans No.2 and the cockpit control
panel through the VENT circuit breaker VENT CKPT FAN 2.
The 28 VDC Non Essential Bus Bar No.1 supplies the electrical power to the
ventilation cockpit fan No.1 through the VENT circuit breaker VENT CKPT
FAN 1. This circuit breaker is installed on the circuit breaker panel on the
overhead console.
NOTE
The axial flow fans have two-speed brushless motors equipped with
under-speed detection to prevent damage in the event of a locked
motor and thermal protection to prevent overheat of the electronics.
The under-speed detection level will be the half of the low speed for
both high speed and low speed selection.
The under-speed failure is subject to a time delay of 6 to 10 sec to
prevent spurious fault indication, after which period, power supply to
the fan will be interrupted and OFF/ON selection will have to be
made.
The re-settable thermal protection device is set to trip at 120°C.

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ICN-39-A-212000-G-A0126-00264-A-02-1

COCKPIT VENTILATION GENERAL SCHEMATIC

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
COCKPIT VENTILATION – OPERATION The CONTROL switch has two positions: CREW and PAX.
The fans do not operate when the flapper valves are closed.
Two isolated circuits supply the airflow to the pilot and copilot stations. The The duct of each circuit that supplies the air has a hose that drains and
circuits are the left circuit for the copilot, and the right circuit for the pilot. The releases overboard the condensation.
components included in each of the two circuits are the same. The air goes into the cockpit through:
The external ram air enters the two circuits through the air intakes installed
under the nose section of the helicopter. The position of the air intakes is the • The left and right front face outlets
farthest possible from the engine exhausts. Thus the exhaust gases cannot • The left and right windshield demisters
go into the ventilation system.
• The left and right lateral windshield-demisters and
The airflow in each circuit is controlled through the flapper valves that are
operated electrically. The crew sets the valves to the open/close position • The left and right window demisters.
with the CREW selector installed on the ventilation control panel in the
cockpit.
Two axial fans supply the airflow for ventilation and the removal of mist.
The crew can set the fans to OFF, FAN LOW (speed) or FAN HIGH (speed)
with the CREW selector installed on the ventilation control panel.
The ventilation control panel is installed into the interseats console in the
cockpit. It gives the flight crew the control of the cockpit and cabin
ventilation.
The panel has these controls and indications:
• CREW controls the operation of both the Number 1 and
selector:......... Number 2 cockpit flapper valves and both the
Number 1 and Number 2 cockpit fans.
• PAX controls the operation of the cabin flapper valve and
selector:....... if installed (optional) the cabin fan. In this condition
the ventilation control panel becomes an optional
item for the cabin fan installation.
• CONTROL switch:....... let the functions of the CREW or PAX
selector.
The CREW selector has four positions that show the OFF, ON, FAN LOW
and FAN HIGH marks. To move the Number 1 and Number 2 cockpit flapper
valves from the fully closed to fully open position, the selector must be set to
the ON position. Then the selector can be set to FAN LOW (speed) or FAN
HIGH (speed) to operate the Number 1 and Number 2 cockpit fans.
The PAX selector has two positions that show the OFF and ON marks. To
move the cabin flapper valve to the fully closed to fully open position, the
selector must be set to the ON position. When is installed the cabin fan
(optional), the PAX selector has four positions that show also the FAN LOW
and FAN HIGH marks.

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ICN-39-A-212000-G-A0126-00265-A-01-1

COCKPIT VENTILATION CONTROL PANEL

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
The normal operation and the malfunctions of the cockpit ventilation are
monitored through the Primary Flight Display (PFD’s) and the Multifunction
Displays (MFD’s).
During normal operation, the FWD VENT advisory message is shown on the
CAS window of the MFDs and the PFD. This advisory message indicates
that the cockpit ventilation is ON. In case of a malfunction, a VENT FAIL
caution message is shown on the CAS window of MFD and the PFD.
The advisory and caution signals are sent to the PFD and the MFDs from
the Number 1 and Number 2 Modular Avionics Units. This because they
have an interface with the cockpit ventilation.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-212000-G-A0126-00267-A-01-1

COCKPIT VENTILATION GENERAL LAYOUT

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CABIN VENTILATION SYSTEM – DESCRIPTION The fan and its motor are installed in an aluminium casing. They include an
impeller and a shaft. The impeller is made of ULTM 2300/2310 and the shaft
The Cabin ventilation system is a single independent system which provides is made from stainless steel.
fresh air to passengers and is composed of: The PAX selector, installed on the optional ventilation control panel, controls
• a Ram Air Intake located on the upper deck fairing. both the cabin flapper valve and the cabin fan.
• two flapper valves (LH and RH), electrically controlled to be either fully The 28 V DC Non Essential Bus Bar No. 1 supplies the electrical power to
open (ventilation on) or fully closed (ventilation off). the ventilation fan through the CABIN FAN circuit breaker. This circuit
breaker is installed on the circuit breaker panel on the overhead console.
• two electrical fans for forced air operation.
• twelve adjustable outlets located in the PSUs (Passenger Service
Units).
For the cabin, the outside ram air enters the system through one air intake in
the forward pylon fairing of the cabin roof.
The air is then routed by ducts on the high sides of the cabin.
The outside ram air flow is controlled by a flapper valve electrically actuated,
set by the crew with a 4 position rotary switch on the control panel.
Forced air for ventilation is provided by 2 speed axial fans.
The blower is manually controlled by the crew.
Air is then distributed via the plenum to both lateral manifolds, each one
being separated.

CABIN FLAPPER VALVE

The cabin flapper valve is installed in the cabin ventilation circuit in the
forward sliding cowling. It lets the air from the air intake go into the system.
The flapper valve includes a butterfly valve contained in a cylindrical body
made of glass-fiber phenolic-resin.
An electrical actuator installed on a bracket attached to the body operates
the butterfly valve.
The actuator that moves the flapper valve includes an electronic motor and a
worm screw. It also has microswitches that give an indication of the fully
open or fully closed position.
The PAX selector, installed on the ventilation control panel, controls the
flapper valve.

CABIN FAN (OPTIONAL)

When installed, the cabin fan is installed downstream the cabin flapper valve
in the cabin ventilation circuit. The fan is of the axial type.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-212000-G-A0126-00268-A-01-1

CABIN VENTILATION GENERAL SCHEMATIC

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CABIN VENTILATION SYSTEM – OPERATION
The air that flows to the cabin goes into the system through an air intake
installed in the forward sliding cowling. The position of the air intake is the
farthest possible from the engine exhaust, thus the exhaust gases cannot go
into the ventilation system.
The cabin flapper valve controls the airflow. The valve is operated
electrically and the crew sets it to open or close with the PAX selector. The
selector is installed on the ventilation control panel in the cockpit.
Downstream of the flapper valve, the air flows through a hose and a duct to
a water separator, and then into a manifold. From the manifold, the air is
sent to the cabin air inboard and outboard diffusers.
A fan is installed downstream of the cabin flapper valve to increase the
airflow to the cabin when:
• The forced ventilation kit, or
• The heating and forced ventilation kit are installed in the helicopter.
The fan is of the axial type and turns at two speeds.
The fan does not operate when the flapper valve is closed.
The suction of the ventilation fan lets the external air flow into the helicopter
through the air intake installed in the forward sliding cowling. Then the air
flows through the ducts of the cabin ventilation and into the cabin.
The fan has an interface with the flapper valve in the duct in the upper
transmission deck. The logic of the control prevents the operation of the fan
when the flapper valves are fully closed.
The normal operation and the malfunctions of the cabin ventilation are
monitored through the Primary Flight Display (PFD) and the Multifunction
Displays (MFDs).
During normal operation, the AFT VENT advisory message is shown on the
CAS window of the MFDs and the PFD. This advisory message indicates
that the cabin ventilation is ON. In case of a malfunction, the VENT FAIL
caution message is shown on the CAS window of MFD and the PFD.
The advisory and caution signals are sent to the PFD and the MFDs from
the Number 1 and Number 2 Modular Avionics Units. This because they
have an interface with the cabin ventilation.

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ICN-39-A-212000-G-A0126-00269-A-01-1

CABIN VENTILATION GENRAL LAYOUT

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
VENTILATION SYSTEM CONTROLS NOTE
The cockpit and cabin ventilation controls are housed on the ECS COCKPIT If the cabin controller is not installed, selecting the VENT CONTR
CONTROL PANEL that is located on the console. switch to PAX causes the cabin flapper valves to open (Ram airflow)
The operative functions and the malfunctions are displayed in the CAS and disables the VENT PAX rotary switch.
message windows of the MFD.
The ECS Cockpit Control Panel provides the following functions:
1 CREW rotary switch:
• OFF: ................. Pilot and copilot flapper valves are closed
(no airflow).
• ON: .................. Pilot and copilot flapper valves are open
(Ram airflow).
• FAN LOW: ....... Pilot and copilot flapper valves are open
and electrical fan operates at low speed
(forced airflow).
• FAN HIGH: ....... Pilot and copilot flapper valves are open
and electrical fan operates at high speed
(forced airflow).
2 PAX rotary switch:
• OFF: ................... Cabin flapper valves are closed (no
airflow).
• ON: ..................... Cabin flapper valves are open (Ram
airflow).
• FAN LOW: .......... Cabin flapper valves are open and
electrical fan operates at low speed
(forced airflow).
• FAN HIGH: ......... cabin flapper valves are open and
electrical fan operates at high speed
(forced airflow).
3 CONTR switch:
• CREW .................. Enables the VENT PAX rotary switch
(2).
• PAX ...................... Enables the VENT rotary switch in the
cabin (optional).

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ICN-39-A-212000-G-A0126-00270-A-01-1
VENTILATION SYSTEM CONTROLS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
VENTILATION SYSTEM INDICATING
The caution provided in the CAS message window is as follows:
1 VENT FAIL:
• Failure of the crew ventilation fan.
2 NOSE FAN 1(2) OFF ....................
Caution triggered on ground
only.
• Failure of both nose avionic bay fans (long nose configuration
only).

The advisories provided in the CAS message window are as follows:

3 FWD VENT ON ............................... Forward (crew) ventilation ON.

4 AFT VENT ON ........................................... Cabin fan switched ON.
5 FWD-AFT VENT ON .............. Both forward (crew) and cabin fans
ON.

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ICN-39-A-212000-G-A0126-03514-A-03-1
VENTILATION SYSTEM INDICATING

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAINTENANCE INFORMATION
See IETP AMP CH 21-20; AWDP and ITEP.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-212000-G-A0126-03289-A-01-1
VENTILATION SYSTEM ELECTRICAL SCHEMATIC

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PAGE INTENTIONALLY LEFT BLANK

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 40
HEATING

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DESCRIPTION
The role of heating system is to maintain a comfortable environmental in the
cabin for the crew and passengers.
This system also provides defogging of the main windshields and the lower
windows of the cockpit.
The basic heating system uses bleed air from the compressor discharge port
of each engine.
The heating system supplies cockpit and cabin with a mix of hot pressurized
air bled from the compressor discharge port (P3) of both engines and
external air sucked in through an air inlet on the LH aft fuselage.
The engine hot pressurized air is routed to the Temperature Control Valve
(TCV) which controls the quantity of hot air to be mixed with outside fresh air
sucked in by a jet pump. The mixing occurs in the jet pump.
The mixed air enters the cabin and the cockpit via the air distribution ducts.
Diffusers in the floor area outlet the heating air into the cabin (passenger
area). The distribution ducts connect the cockpit ventilation system for the
pilots.
The airflow temperature is automatically controlled by the Heating Control
Box (HCB) through the TEMP CONTR knob on the COND/HEATER control
panel when the COND/HTR selector is set at AUTO.
In case of failure of the automatic temperature control, the pilot can manually
control the position of the TCV by setting the COND/HTR selector to MAN
and using the TEMP CONTR knob as a trim switch.

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ICN-39-A-214000-G-A0126-00252-A-01-1
HEATING GENERAL SCHEMATIC

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
AIR DISTRIBUTION • The cockpit left air outlets
The air distribution distributes the mixed air from the jet pump flows to the • The cockpit right air outlets
cockpit and cabin through flexible and rigid ducts. The left forward cabin air diffuser
•
on each side of the cabin under the floor. Each line gets half of the airflow.
Then the air enters the cabin through four diffusers that are installed near • The right forward cabin air diffuser
the floor. They are the left and right-forward cabin-air diffusers and the left • The left aft cabin air diffuser
and right-aft cabin-air diffusers installed respectively at STA X3560 and STA
X5700. • The right aft cabin air diffuser.
Downstream of the cabin air diffusers, the air flows into the cockpit through The position of the two air outlets at the bottom of the cockpit is adjustable.
two air outlets that are installed on the left and right side of the pedestal,
near the floor and adjacent the pilot and copilot pedal sets.
The heating control panel in the cockpit and the heating control box let the
flight crew operate the heating system as necessary.
The heating control box also monitors the system and sends warnings to the
flight crew when the air temperature becomes too high.
A duct temperature sensor and an overheat temperature switch give the
data necessary for these functions. The switch is installed on the mixing unit
of the venturi duct (jet pump).

INSULATED HOSE
The insulated hose is installed in the right side of the rear cabin and
connected to the noise attenuator at one end. The opposite end of the
insulated hose is connected to the venturi duct (jet pump). Its insulation
keeps the temperature of the warm air that flows through, stable.

NOISE ATTENUATOR
The noise attenuator is installed in the bottom right side of the aft cabin
approximately at STA 5700. Two clamps attaches it to the Y-branch duct
and to the insulated hose. It decrease the noise that came from the Number
1 and Number 2 engines bleed-air.

COCKPIT AND CABIN AIR OUTLETS AND DIFFUSERS

The air distribution has two air outlets at the bottom of the cockpit and four
cabin air diffusers. The air outlets blow the warm air from a position near the
floor and adjacent the pilot and copilot pedal sets. They are:

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ICN-39-A-214000-G-A0126-00253-A-01-1
CABIN VENTILATION GENERAL SCHEMATIC

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BLEED AIR The insulation of the ducts is made of fiberglass contained in a Viton casing,
and attached with Velcro tape. The insulation keeps the temperature of the
The air from the bleed port of each engine flows in the related stainless-steel surface of the ducts at 200˚C, that is a temperature less than the
pipe to one of the shut-off valves. There are two pipes in the helicopter, one temperature at which the fluids in the area can burn. The Viton casing does
for each bleed port, and their routing is through the engine compartments. not let contamination go into the insulation.
Thus, these sections of the pipes go through the fire zone. The sections of the high pressure duct are connected through flanges with
The bleed airflow is only 2 percent of the total engine airflow. The size of the bolts, nut couplings and vee-band couplings.
opening on each of the flanges of the bleed pipes installed on the engines Thus contamination cannot go into the heating system and the risk that there
prevents higher bleed airflow. is a leakage of hot and high-pressure bleed air is minimum.
Flexible sections in each pipe absorb the thermal expansion and the
vibrations of the engines.
Downstream of the shut-off valves and out of the fire zone, each pipe goes NUMBER 1 SHUT-OFF VALVE
to a check valve in the rear upper deck. The check valves prevent the flow of
the bleed air from one engine to the other. The Number 1 shut-off valve (HR1) is attached to the firewall in the engine
Downstream the check valves, the two pipes connect and become one compartment. It stops the flow of bleed air from the Number 1 engine to the
stainless steel pipe. This pipe has a flexible section that absorbs the thermal heating system when the temperature becomes too high.
expansion. The valve is usually closed when the solenoid of its actuator is not
Through this pipe, the hot and high-pressure bleed air goes to a temperature energized. The valve body, the flanges, the piston and the internal
control valve. This valve controls the quantity of bleed air that flows to the jet components are made of stainless steel. The housing of the actuator is
pump installed downstream of it. The hot bleed air and the external air from made of poly-ether ether-ketone and aluminium alloy that is anodized with
an inlet at the top of the cabin wall mix in the jet pump. sulphuric acid. The body of the electrical connector is made of stainless
A secondary injector also supplies bleed air to the jet pump. The airflow from steel.
the secondary injector bypasses the temperature control valve when it is in When the engines operate and the actuator solenoid is not energized (the
failure. SOV switches are at OFF), the valve vent port is closed.
In this condition, the bleed air pressurizes the chamber behind the piston.
Thus the force on the piston inner side is higher than the force on the piston
HIGH PRESSURE DUCT crown. The downstream pressure applies the force on the piston crown.
The difference in pressure holds the piston closed when the solenoid is not
The two high-pressure ducts that connect the engines to the Number 1 and energized.
Number 2 shut-off valves are flexible. A section is made of a convoluted pipe The piston rings prevent too much of a downstream leakage from the piston
from stainless steel that has a protection. This protection is a stainless steel chamber. When the solenoid of the actuator becomes energized (SOV
braid. switches ON), the solenoid shaft pushes the ball against the spring. The ball
The bleed airflow is only 2 percent of the total engine flow. This because the then moves away from the vent port, and the port stays open.
air goes through a hole on the engine connection flange, the dimensions of The shut-off valve is also of the fail-safe type. If power supply to the actuator
which do not let more air flow into the system. Downstream of the shut-off stops, it closes automatically.
valves and below the engine firewall there are two rigid ducts. The ducts are
made of stainless steel and have an insulation. They are connected to the
check valves that are attached to a tee duct and an assembly that includes a
flexible and a rigid duct. Also these ducts have an insulation. They are also
connected to the temperature control valve.

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NUMBER 2 SHUT-OFF VALVE
The Number 2 shut-off valve (HR2) is attached to the firewall in the engine
compartment. It stops the flow of bleed air from the Number 2 engine to the
heating system when the temperature becomes too high.
The valve is of the same type of the Number 1 shut-off valve, and its function
are also the same. The valve is in the symmetrical position related to the
Number 1 shut-off valve.

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ICN-39-A-214000-G-A0126-00254-A-01-1
HEATING SYSTEM SHUT-OFF VALVE 1 AND 2

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VENTURI DUCT (JET PUMP) When the temperature control valve is closed, the secondary injector
supplies a small flow of bleed air to the Venturi throat. The suction causes
The Venturi duct (jet pump) includes a venturi mixing unit and the two again external air to go into the system, where it mixes with the bleed air.
injectors of the engine bleed air. The mixing unit is made of composites, the The flow of mixed air is sufficient to remove the mist from the helicopter
injectors are made of stainless steel. windshield and cockpit windows.
The diverging section of the venturi makes the mixing chamber. It has a
protection from heat and is isolated from the injector assemblies that operate
at high temperature. AIR INTAKE DUCT
The jet pump is installed on the ceiling of the cabin. It is connected to:
The air intake duct is installed in top left side of the cabin at STA 6700. Six
• The temperature control valve screws attaches it to the fuselage structure. A mesh is the protection of the
• The intake duct of the external air inlet and prevent ingestion of unvwanted objects.
• The ducts of the low-pressure heating air.
The two functions of the jet pump are: NUMBER 1 CHECK VALVE
• To supply clean air to the cabin and cockpit The Number 1 check valve is of the double-flapper type and has the
• To supply a flow of air at a controlled temperature. following components:
The clean air is external air that flows into the helicopter through an external • Vee-band couplings that attach the check valve to the Number 1 bleed-
inlet because of the effect of suction. air ducts
The controlled temperature air is used to increase the internal temperature. • The base
Also it is used to remove the mist from the windshield and cockpit windows.
The temperature control valve controls the temperature and quantity of air • The two flappers
that is supplied to the primary injector. The air that goes to the secondary • The hinge pin
injector, which is smaller than the primary one, bypasses the temperature
control valve. • The collar
The hot and high-pressure air from the temperature control valve flows out of • The spring
the primary injector at the throat of the jet-pump Venturi.
• The two spacers.
The speed of the air from the injector and the converging section of the
Venturi causes a low pressure area. The suction of this area causes some When the check valve is fully open, the airflow flows freely, with minimum
air to flow to it from the higher pressure area behind the injector. This is resistance.
external air because the area is connected to the external inlet at the top of The check valve prevent an opposite flow of bleed air to the other engine.
the cabin wall. This when the pressure of the bleed air from the two engines is very
The diverging section of the Venturi expands the bleed air and mixes it with different.
the external air.
The duct temperature sensor installed at the outlet of the pump controls the
temperature of the mixed air. To do so, it sends a feedback signal to the
heating control box. Thus, the system supplies air at the correct pressure
and speed and at the temperature that the crew sets.
A temperature switch is installed adjacent to the duct temperature sensor at
the jet pump outlet.

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NUMBER 2 CHECK VALVE
The Number 2 check valve is of the double-flapper type and has the same
components and function as the Number 1 check valve. Its position is at the
opposite symmetrical side of the high-pressure T-shape duct.

TEMPERATURE CONTROL VALVE

The temperature control valve is installed on the top of the jet pump, and
below the engine firewall.
The valve is cylindrical, and includes a carbon plug and a stainless steel
body.
A DC motor with brushes is connected to the valve plug through a tangential
motor and a shaft.
The valve actuator assembly is installed in a casing made of poly-ether
ether-ketone and aluminum alloy. It is installed on a base that has an
insulation from heat.
The plug can turn in the body to any position from fully open to fully closed.
Microswitches sense and control the fully open and fully closed positions.
A spring washer with a cap holds the valve against its seal.
The temperature control valve controls the temperature of the bleed air that
flows through the high pressure duct to the jet pump injector.

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ICN-39-A-214000-G-A0126-00255-A-01-1
HEATING SYSTEM CHECK VALVE 1 AND 2

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TEMPERATURE SWITCH
The temperature switch is attached to a boss with a thread at the outlet of
the mixing unit of the jet pump. It includes a housing, a thermal switch and
an electrical connector.
The housing is made of stainless steel. The thermal switch is of the two-
metal type. The electrical connector is welded to the housing.
When the temperature in the duct becomes higher than the set temperature,
the switch opens. This prevents damage to the ducts and too much increase
in cabin and cockpit temperature. The temperature switch opens when the
duct temperature is 85˚ ± 5˚C. It closes when the temperature is 70˚ ±5˚C.
A signal is sent to the heating control box and the shut-off valves to give a
DOTS open or closed indication.
When the switch is at ON because the temperature in the duct is too high,
an HEATER FAIL caution message is shown in the CAS window of the
Multifunction Display. Also, the two shut-off valves automatically stop the
heating system.

TEMPERATURE SENSOR
The temperature sensor is attached to a boss with a thread at the outlet of
the mixing unit of the jet pump. It includes one element that senses the
temperature, and a stainless steel body.
Its electrical connection is through a 6-pin connector contained in an
aluminium body.
The air flows directly around the sensor housing, thus the sensor measures
the temperature accurately and immediately.
The temperature sensor measures the temperature of the mixed air
downstream of the mixing unit of the jet pump.
The result is transmitted to the heating control box. The heating control box
sends an automatic feedback signal that is used to control the temperature
control valve.

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ICN-39-A-214000-G-A0126-00256-A-02-1
TEMPERATURE SWITCH AND TEMPERATURE SENSOR

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HEATING SYSTEM CONTROLS
The heating controls are housed on the ECS Cockpit Control Panel that is
located on the console and operated by pilots.
The operative function and the malfunction are displayed in the CAS
message window of the MFD.
The panel provides the following functions:
1 HTR:
• OFF: ..................... the heating/air conditioning system is not
operative.
• AUTO: .................. the heating system is in automatic
mode.
• MAN: .................... the heating system is in manual mode.

2 TEMP it controls the temperature in the cockpit and cabin.

CONTR: ........ • + ........... opens the temperature control
valve when MAN is set.
• - ........... closes the temperature control
valve when MAN is set.
3 1(2) SOV:
• CLOSE: ........................ the shut-off valve is forced to close.

• NORMAL: ..................... the shut-off valve is open or closed.

4 CONTR:
• CREW: ........ the crew retains authority over the
temperature control in the cockpit and cabin,
when AUTO/MANUAL mode is set, through
the cockpit control panel.
• PAX: ............ this selection is not operative when heating
system is set both AUTO and MAN modes.

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ICN-39-A-214000-G-A0126-00257-A-01-1
HEATING SYSTEM CONTROLS

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HEATING SYSTEM INDICATING
The Primary Flight Display (PFD) and the Multifunction Display (MFD) show
the related indications for the flight crew. The MFD shows, on the CAS
window, the caution and advisory messages that follow:
1 HEATER FAIL ....................... The heating system is unserviceable.
2 HEATER ON .......................................... The heating system is ON.
The indication shown on the PFD and the MFD are sent from the Number 1
and Number 2 Modular Avionics Units (MAU1 and MAU2). This because
they have an interface with the heating system.

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ICN-39-A-214000-G-A0126-00258-A-01-1
HEATING SYSTEM INDICATING

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HEATING CONTROL BOX • In the manual mode the heating control box is by-passed and authority
over the temperature control valve is assigned to the 2 position toggle
The Heating Control Box (HCB) located on the LH avionic bay and the
function of the rotary potentiometer labelled TEMP CONTR. Left
Control Panel provide the proper function of the heating system and monitor
position (-) for closing and right position (+) for opening.
it to alarm the crew and to ensure the overheat protection.
This enables the pilot to manage the position of the temperature control
The electronic card is made of epoxy resin. It is painted with a layer of acrylic
valve and therefore control directly the air temperature.
varnish that gives protection from water.
The heating system also utilises the cockpit ventilation distribution
It includes an analog and logic-array card that is installed in a metal housing.
system when the fans are operated, to drive the air to the transparency
The Number 2 non-essential bus supplies the 28 V DC power to the heating
diffusers and upper gaspers.
control box through the HTR circuit breaker. This circuit breaker is installed
In case of fire, when the extinguishing system is armed, the heater
on the circuit breaker panel on the overhead console.
control box closes automatically the two shut-off valves.
The heating control box operates in the AUTO heater mode when:
• The ENG 1 and ENG 2 switches on the fire detection/extinguishing
control panel are not in the ARM position
• The HTR selector is at AUTO position
• The heating control box operates in a closed loop.
The loop controls the temperature of the air at the outlet of the jet pump. To
do so, it compares the reference temperature (the crew sets it) with the
temperature in the duct (the temperature sensor measures it). The difference
between the two values is supplied to a corrector, and is then used to
operate the control of the temperature control valve. This prevents too high
temperature in the ducts. The corrector is of the proportional type, its gain
does not change.
Two modes are basically proposed for the system:
• In the automatic mode the temperature of the mixed airflow is
controlled by the heating control box by comparison between the mixed
air temperature at the Air Duct Temperature Sensor (ADTS) and the
temperature demand set by the rotary potentiometer labelled TEMP
CONTR selected on the control panel, up to a temperature of 75°C.
The correct temperature is achieved by opening or closing the
Temperature Control Valve (TCV) to minimize the error between the
crew selection and the temperature measured at the exit of the jet
pump. In case of overheat not detected and controlled by the duct
temperature sensor, the Duct Overheat Temperature Switch (DOTS)
will trip, to close directly the shut-off valves.
• The Ext. Air Temp Sensor gives the information about air temperature
that feeds the jet pump. With this temperature value, the HCB is able to
compute the position that the TCV should have in order to obtain the
right temperature (required by pilot) at the outlet of the jet pump.

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ICN-39-A-214000-G-A0126-00259-A-03-1
HEATING CONTROL BOX LOCATION

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HEATING SYSTEM OPERATION
The Heating Control Box (HCB) located on the LH avionic bay and the
Control Panel provide the proper function of the heating system and monitor
it to alarm the crew and to ensure the overheat protection.
The heating system operates in those modes: the automatic mode and the
manual mode.
In the automatic mode the heating control box controls the temperature of
the mixed airflow. To do this, it compares the temperature of the mixed air
supplied by the temperature sensor with the temperature set on the heating
control panel.
The temperature control valve opens or closes to give the correct
temperature. This temperature is the temperature at which the difference
between:
• The temperature the flight crew has set on the cockpit control panel
and
• The temperature measured at the duct temperature sensor at the exit
of the venturi duct is minimum.
When the AUTO mode is set (HTR selector set on AUTO), the flapper valves
of the cockpit and cabin ventilation sub-systems are closed. But the flight
crew can use the related selector to manually operate them.
If the temperature sensor senses a too high temperature in the duct, the
temperature switch operates and closes the Number 1 and Number 2 shut-
off valves.
The heater control panel sends the HEATER AUTO MODE command to the
ENG FIRE EXTING control panel before it sends it to the heater control box.
This disconnects the heating system if, on the ENGINE FIRE EXTING
control-panel, the ENG 1 and ENG 2 are at set at ARM.
In the manual mode (HTR selector set on MAN), the heating control box is
overridden. Then the TEMP CONTR selector, on the heating control panel,
controls the temperature control valve.
This lets the crew change the position of the temperature control valve as
necessary to have a direct control of the temperature of the air that goes in
the cockpit and in the cabin. This is to remove the mist from the windshield
and cockpit windows if necessary.

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ICN-39-A-214000-G-A0126-00260-A-01-1
HEATING SYSTEM CONTROLS

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MAINTENANCE INFORMATION
See IETP AMP CH 21-40; AWDP and ITEP.

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ICN-39-A-214000-G-A0126-00261-A-01-1
HEATING SYSTEM ELECTRICALSCHEMATIC

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PAGE INTENTIONALLY LEFT BLANK

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SECTION 90
INTEGRATED ENVIRONMENTAL
CONTROL SYSTEM (ECS)

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DESCRIPTION
The Air conditioning System is provided by two vapour cycle systems,
dedicated respectively to the cockpit and the cabin zones.
The two vapour cycle systems operate with the HFC 134a refrigerant,
chemical name tetrafluorethane and also known as Freon.
Freon is gaining in customer acceptance worldwide as a substitute for CFC
fluids.
This fluid is non – toxic, non – flammable and non – aggressive to the ozone
layer.
It is commonly used in domestic fridges and in automotive applications.
Each vapour cycle loop can be divided into three different sub–assemblies:
compressor, condenser and evaporator.
The two compressors are mechanically driven by the main transmission
gearbox through two dedicated pulleys and clutches.
The condenser consists of two identical sub – assemblies on each side of
the pylon fairing.
The evaporator consists of different sub – assemblies for the cockpit and the
cabin.
It allows the cooling of re-circulated air before being distributed in the cabin
and in the cockpit.
The cockpit and the cabin temperature is selected by the crew on the control
panel.

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ICN-39-A-219000-G-A0126-00235-A-01-1
INTEGRATED ENVIRONMENTAL CONTROL SYSTEM-SCHEMATIC

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ICN-39-A-219000-G-A0126-00236-A-01-1
CABIN VENTILATION GENERAL SCHEMATIC

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OPERATION fan. In this way, air supplied to the cockpit or cabin distribution
system is cooled according to demand (point B).
When the main transmission rotates, also the two pulleys rotate but the
There are two control boxes. Each control box drives vapour cycle. It
compressors start only if the relative clutches are engaged.
monitors the sensors and warns the crew when a fault occurs.
The two clutches engage the compressors when the air conditioning system
The control principle is based on the comparison of the real temperature
is set.
measured by the cabin temperature sensor (or by the cockpit temperature
The thermodynamic process of the vapour cycle has the following steps:
sensor) and the desired one fixed by the crew on the control panel.
• One compressor is fitted for each vapour cycle to compress the From this comparison, the controller acts directly on the compressor to adapt
gaseous refrigerant and drive it from the evaporator to condenser (BC
by ON/OFF cycles the cooling production to the real need.
line).
The condenser heat exchanger induces a refrigerant constant pressure • The Thermal Switch senses the temperature of the air leaving the
evaporator and sends output to the Air Condition Control Box (ACCB).
phase change from gas to liquid.
There is a thermal switch installed in the outlet manifold of the cabin
Condensation of the gaseous refrigerant is achieved by a heat transfer
evaporator and one in the outlet manifold of both cockpit evaporator.
from the refrigerant to the heat sink, in this case external ambient air,
There is a functional requirement to shut down the system before the
passing through the heat exchanger. A dynamic flow of ambient air is
evaporator freezes.
driven through the heat exchanger by ram air action and by the axial
The thermal switch consists of a K4 type thermocouple, sensing the
flow condenser fan. The liquid refrigerant is then recovered inside the
temperature of the air at the outlet to the evaporator.
receiver (point D).
It is manufactured from stainless steel and silicon resin. The resistance
• The receiver filter drives has the following functions: varies proportionally with the temperature sensed in the airflow.
• Storing a reserve of refrigerant to counteract volumetric variation of When the resistance reaches the level corresponding to the trip level,
liquid refrigerant caused by variation in condensing pressure around the switch opens and initiates the system failure condition.
the operational envelope; this ensures liquid feeding of the
expansion valves. • The Low Pressure switch protects against damage which may occur on
the low pressure port of the loop (between TEV outlet and compressor
• Filtering and drying of the refrigerant preventing foreign body inlet) if the evaporator pressure falls below the minimum acceptable
movement during normal operation and water contamination of the limit.
refrigerant during charging. System protection is achieved by switching open an electrical circuit
• Filling the loop with additional refrigerant if needed. when the sensed pressure falls to the pre – set level.
The low pressure switch is mounted at a circuit junction block
• The thermostatic expansion valve (TEV) expands the liquid
downstream of the evaporators.
refrigerant at a regulated flow rate into a mixed liquid/vapour phase
before entering the evaporator (point A). • The High Pressure switch is part of the drier filter assembly and
prevents any damage which may occur on the high pressure part of the
• The evaporator with heat exchanger induces a refrigerant constant
loop (between compressor outlet and TEV inlet) if the condensing
pressure phase change from liquid to gas, entirely evaporating the
pressure exceeds the maximum acceptable limit.
low – pressure liquid refrigerant expanded by TEV.
System protection is achieved by switching open an electrical circuit
The necessary heat for vaporization is transferred from the cockpit
when the sensed pressure rises to the pre-set level. The high pressure
or cabin change air passing through the air side of the matrix.
switch is mounted at inlet to the receiver filter drier unit.
Change air to be cooled is drawn from outside ambient or
recirculated from the cabin or cockpit environment and blown
through the evaporator heat exchanger by the axial flow evaporator

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CONTROLS AND INDICATORS
The air conditioning controls are housed on the ECS Cockpit Control Panel
that is located on the console and operated by pilots.
The operative functions and the malfunction are displayed in the CAS
message window of the MFD.
The ECS Cockpit Control Panel provides the following functions:
• COND:
• OFF: the heating / air conditioning system is not operative.
• NORM: the air conditioning system is operative.
• RECYCLE: the air conditioning system is operative with recirculating
air activated automatically.
• TEMP CONTR: it controls the cockpit and cabin temperature in the air
conditioning.
• (-) or (+): inoperative when in the air conditioning mode
• CONTR:
• CREW: the crew retains authority and the TEMP CONTR
potentiometer controls the cockpit and the cabin temperature either
the NORM or the RECICLE position set.
• PAX: the TEMP CONTR potentiometer controls the cockpit
temperature while the cabin control panel potentiometer on the cabin
control panel controls cabin temperature either the NORM or the
RECYCLE position set.

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ICN-39-A-219000-G-A0126-02887-A-01-1
AIR CONDITIONING SYSTEM CONTROL

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CAPTIONS
The caution provided in the CAS message window is as follows:
• FWD COND FAIL: when the cockpit air conditioning system is failed.
• AFT COND FAIL: when the cabin air conditioning system is failed.
• FWD – AFT COND FAILS: when the cockpit – cabin air conditioning
system is failed.
The advisory provided is as follows:
• AIR COND ON: when the air conditioning system is operative.

MAINTENANCE INFORMATION
See IETP AMP CH 21-90; AWDP and ITEP.

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ICN-39-A-219000-G-A0126-00238-A-03-1
AIR CONDITIONING SYSTEM INDICATING

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ICN-39-A-219000-G-A0126-00239-A-02-1
INTEGRATED ENVIRONMENTAL CONTROL COMPONENT LOCATION (SHEET 1 OF 6)

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ICN-39-A-219000-G-A0126-00240-A-01-1
INTEGRATED ENVIRONMENTAL CONTROL COMPONENT LOCATION (SHEET 2 OF 6)

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ICN-39-A-219000-G-A0126-00241-A-01-1
INTEGRATED ENVIRONMENTAL CONTROL COMPONENT LOCATION (SHEET 3 OF 6)

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ICN-39-A-219000-G-A0126-00242-A-01-1
INTEGRATED ENVIRONMENTAL CONTROL COMPONENT LOCATION (SHEET 4 OF 6)

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ICN-39-A-219000-G-A0126-00243-A-01-1
INTEGRATED ENVIRONMENTAL CONTROL COMPONENT LOCATION (SHEET 5 OF 6)

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ICN-39-A-219000-G-A0126-00244-A-02-1
INTEGRATED ENVIRONMENTAL CONTROL COMPONENT LOCATION (SHEET 6 OF 6)

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ICN-39-A-219000-G-A0126-00245-A-02-1
COMPRESSOR DRIVE BELT – ADJUST

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ICN-39-A-219000-G-A0126-00246-A-01-1
INTEGRATED ENVIRONMENTAL ELECTRICAL SCHEMATIC (SHEET 1 OF 2)

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ICN-39-A-219000-G-A0126-00251-A-01-1

INTEGRATED ENVIRONMENTAL ELECTRICAL SCHEMATIC (SHEET 2 OF 2)

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CHAPTER

22
AUTO FLIGHT

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SECTION 00
AUTO FLIGHT

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AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) – The dual AFCS uses:
GENERAL • two AFCS computers (part of MAU1 and MAU2)
The AW139 Automatic Flight Control System (AFCS) is part of the PRIMUS • two independent sets of sensors (AHRS, ADS; RAD ALT; VOR/ILS;
EPIC® Integrated Avionics System (see chapter 46-00). FMS);
The AFCS is available in four configurations with increasing capabilities: • three sets of dual linear (series) actuators (Pitch, Roll, Yaw);
• BASIC 3 AXIS AUTOPILOT SYSTEM. The configuration provides dual • four trim (parallel) actuators (Pitch, Roll, Yaw and Collective)
pitch, roll, and yaw stabilization and attitude retention (Autopilot — AP)
with Force Trim on pitch, roll, yaw. No Flight Director (FD) is included
(VFR only).
• 4 AXIS SYSTEM WITH BASIC 3 CUE FLIGHT DIRECTOR. It consists
of a 4-axis Autopilot (Basic 3 axis Autopilot with collective Trim) and a
3-cue (pitch, roll and collective) Flight Director (no Auto Hover mode).
• 4 AXIS SYSTEM WITH ENHANCED 3 CUE FLIGHT DIRECTOR. It
consists of a 4-axis Autopilot (Basic 3 axis Autopilot with collective
Trim) and a 3-cue (pitch, roll and collective) Flight Director including
Hover/Velocity Hold mode.
• 4-AXIS ENHANCED FLIGHT DIRECTOR WITH SAR MODES. Same
as 4-Axis Enhanced FD plus the following SAR modes: Transition
Down (TD), Transition Down to Hover (TD/H), Winch-man Trim (WTR),
Mark-On-Target (MOT).
The AFCS is a system fully duplicated for redundancy and consists of:
• Autopilot No.1 (AP1)
• Autopilot No.2 (AP2)
• Flight Director No.1 (FD1)
• Flight Director No.2 (FD2)
The AFCS is an active-active system because both Autopilots operate on
the flight controls at the same time.
The No.1 and No.2 AP and FD systems normally operate together. Each AP
and FD is capable of providing full functionally also in case of failure of the
paired system.
The AFCS is designed to be fail-safe because autopilot malfunctions are
demonstrated to be safely recoverable by the pilot flying the helicopter
manually.
The pilot can override the AFCS at any time by manually operating the flight
controls. The system gives the pilot full authority over flight controls
regardless of whether the autopilot is engaged or disengaged.

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ICN-39-A-220000-G-A0126-00093-A-03-1
AFCS – GENERAL ARRANGEMENT

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AFCS MAIN COMPONENTS The CSIO modules receive data from external sensors and then transmit the
data to the processor part of the AI/OP modules (AIOP-A and AIOP-B) for
The AFCS consists of the following main components: the actual aircraft control and monitoring calculations.
• four AFCS modules located inside the MAUs (two modules in each Two AFCS modules are installed in each Modular Avionic Unit (MAU) to
MAU) named Actuator Input/Output with Processor (AIOP) modules. perform AFCS computations, output commands and indication data and
• one Autopilot Controller perform system monitoring.
The two AFCS modules —named Actuator Input/Output with Processor
• one Guidance Controller (AIOP) modules— in MAU1 are part of AFCS1 (AP1, FD1); the two AIOP
• three sets of dual Linear Actuators modules in MAU2 are part of AFCS2 (AP2, FD2).
That makes the AFCS a dual-redundant computer system (AFCS1 and
• four Trim Actuators
AFCS2) and each AFCS dual-redundant inside (channel A and channel B).
• eight Trim Relays The two modules of an AFCS share the tasks and continuously monitor each
• control switches on both cyclic sticks, both collective levers, both yaw other performances to positively identify an internal failure and disengage
pedals and on the central console. automatically.
The Control Input/Output (CIO) and the Custom Input/Output (CSIO) The AIOP receives AHRS and Standby Instrument data through the ARINC
modules in each MAU interface the Autopilot Controller, the Guidance 429 digital data bus.
Controller and the external control switches to the AIOP modules. The AIOP modules supply commands/monitors to the pitch, roll and yaw
AFCS indications are provided on the Display Units. linear actuators through the Control Area Network (CAN) digital bi-directional
The following systems provide the data necessary for AFCS operation: bus. These modules also interface with the trim actuators.
Each AIOP module is a dual slot, single-lane module that contains two
• both ADS1 and ADS2 electrically connected circuit cards (Processor card and Actuator I/O [AIO]
• both AHRS1 and AHRS2 card). While both cards are connected to the MAU backplane, the AIO card
the Standby Instrument only uses the connection for power. All data communication goes through
•
the Processor card.
• both Radar Altimeter 1 and Radar Altimeter 2 Each AIOP Channel A module (AIOP-A1 and AIOP-A2) provide:
• both VHF NAV1 and VHF NAV2 • command function for the Trim Actuators and
• both FMS1 and FMS2 • monitoring function for the associated Linear Actuators.
• GPS (for LPV approaches). Each AIOP Channel B module (AIOP-B1 and AIOP-B2) provide:
• command function for the associated Linear Actuators
• monitoring function for the Trim Actuators.
MODULAR AVIONICS UNIT (MAU)
The CIO module in each MAU supplies interface to the system Display
Controller, the Cursor Control Device, the Remote Instrument Controller, the
Autopilot Controller, the Guidance Controller and the Multifunction Control
Display Unit (MCDU).The CIO module in MAU2 also contains the aural
warning circuitry that generates alerts in the cockpit.

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AFCS-A1, SCMS1, FD1 AFCS-A2, SCMS2, FD2

FD = Flight Director

ICN-39-A-220000-G-A0126-00094-A-02-1

MAU – AFCS MODULES

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ICN-39-A-220000-G-A0126-00095-A-02-1
MAU 1 – LOCATION

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ICN-39-A-220000-G-A0126-00096-A-01-1
MAU 2 – LOCATION

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ICN-39-A-220000-G-A0126-00097-A-01-1
MAU – AIOP MODULES

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ICN-39-A-220000-G-A0126-03704-A-02-1
AFCS CONTROLS

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AUTOPILOT CONTROLLER
The Autopilot Controller located on the control pedestal of the cockpit
provides pushbuttons for engaging and disengaging the following systems
and functions:
• Autopilot system #1(AP1)
• Autopilot system #2 (AP2)
• Autopilot Pre-flight Test function (TEST)
• Autopilot/Flight Director coupling and de-coupling (CPL)
• Stability Augmentation System (SAS) mode
• Attitude retention mode (ATT)
Each pushbutton on the Autopilot Controller has an associated integral
green indicator light (led type) that comes on when the associated function is
activate. All push-buttons on the Autopilot Controller have backlighting for
Night Vision Goggle (NVG) operation.
Power for the indicators on the Autopilot Controller is 28 VDC for daytime
operation and 14 VDC for night-time (dim) operation. A dimming circuit
remotely controls the dimming of the status lights.
NOTE
Whenever FD heading mode is selected and coupled, a small
magenta HDG bug is automatically displayed at actual aircraft
heading on HSI (PFDs).

The Pre-flight Test function is used to verify autopilot control and monitor
functions to reduce the possibility of having dormant failures in critical
system components.
As part of the test sequence, the AFCS moves the linear/trim actuators. The
collective actuator is also moved. For the pitch, roll and yaw axes the linear
and trim actuators are simultaneously driven in opposite directions. This
limits the amount of actual flight control movement that occurs during the
pre-flight test. The synoptic messages (MFD) show the status and results of
the test to the pilot.
The CPL function is activated when the APs are engaged in ATT mode and
a FD mode is engaged. The CPL push-button can toggle between coupled
and uncoupled.

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ICN-39-A-220000-G-A0126-02891-A-01-1

AFCS CONTROLS – AUTOPILOT CONTROLLER

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GUIDANCE CONTROLLER
The GC located on the control pedestal of the cockpit is used to control the
AFCS flight director functions and PFD coupling. Each push-button on the
Guidance Controller has an associated integral green indicator light (led
type) that comes on when the associated functions is activate. All push-
buttons on the GC have backlighting for Night Vision Goggle (NVG)
operation.
Power for the indicators on the GC is 28 VDC for daytime operation and 14
VDC for night-time (dim) operation. A dimming circuit remotely controls the
dimming of the status lights.
Each button contains two independent channels that supply communication
to an MAU each.
The Guidance Controller engages and disengages the mode(s). The
mode(s) is activated by pressing the relative push-button and with the
illumination of the green annunciator light (led): a visual annunciator on the
PFDs indicates that particular FD mode(s) is engaged (armed or captured).
The PFD push-button is used to select which PFD (left or right) source
information is used as a data source for both FDs. The PFD source selection
is indicated by green left/right arrow annunciators located on each side of
the PFD push-button on the GC and repeated on the PFDs.

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ICN-39-A-220000-G-A0126-02892-A-01-1
AFCS CONTROLS – GUIDANCE CONTROLLER

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LINEAR ACTUATOR • Pitch Actuator #2 (HP15) and Roll Actuator #2 (HP14) powered by ESS
BUS2 via AFCS PLT circuit breaker (CB54) and fuse F4.
Three sets of dual Linear Actuators provide limited control inputs to pitch, roll
and yaw axis flight control lines in series with pilot input (see chapter 67 00). • Yaw Actuator #1 (HP3) powered by MAIN BUS1 via AFCS ACT CPLT
Each set is connected to the relevant axis flight control line through a dual- circuit breaker (CB55) and fuse F5.
action bellcrank that permits summing of actuator inputs to pilot inputs as • Yaw Actuator #2 (HP16) powered by ESS BUS2 via AFCS ACT PLT
well as preventing a Linear Actuator mechanical failure from losing pilot circuit breaker (CB54) and fuse F6.
manual control on that axis. The linear actuator stroke and authority are assigned as follows:
Each dual Linear Actuator set incorporates two identical and independent
electrical motors, one controlled by AP 1 and one controlled by AP 2 via • Pitch axis ±5.5 mm ±5% each act. ±10% both act.
dedicated digital bus (CAN Bus).
They are also called “smart” linear actuators since they include a ±5.0 mm ±5% each act. ±10% both act.
• Roll axis
microprocessor to internally close the servo loop on the position command
from the on-side MAU.
Each brushless motor drives a ball-screw which displaces the flight control • Yaw axis ±8.0 mm ±5% each act. ±10% both act.
line
The linear actuator is a high frequency, limited authority control of the pitch,
roll and yaw axis. The linear actuator consists of a digital bus command The linear actuator threshold for the Trim Activation is as follows:
interface, a brushless motor, a ball screw, a DC engaged brake and an • Pitch axis:
independent Linear Variable Differential Transducer (LVDT) position sensor. - Single channel: 10% actuator deviation must exist constantly for
This is used as a feed back for the linear actuator movement. longer than 0.025sec.
The 3 VAC, 2048 Hz reference is an external excitation from the AI/OP-A1 - Dual channel: 10% actuator deviation must exist constantly for
and A2. longer than 1.0 sec.
The speed of travel depends on the single or dual actuator operation.
The position command to the linear actuator is via the CAN bus. • Roll axis:
Each linear actuator includes an integrity centering function to protect - Single channel: 18% actuator deviation must exist constantly for
against runaway failure modes. longer than 0.4 sec.
During normal operation with both Autopilots engaged, each AP outputs - Dual channel: 18% actuator deviation must exist constantly for
50% of the computed input for an axis. longer than 0.025 sec.
In case of single AP operation, 100% of the computed input is provided to Yaw axis:
the on-side Linear Actuator: in this case the total authority of the control is
•
- Single channel: 18% actuator deviation must exist constantly for
reduced to a half, resulting in a degradation of the system performance
longer than 0.4 sec.
An easy-on/easy-off function helps to prevent undemanded transients in the
controls when the AP is engaged or disengaged. This function causes the - Dual channel: 18% actuator deviation must exist constantly for
pitch, roll and yaw linear actuator to move carefully back to the centre. After longer than 0.025 sec.
the AP is disengaged and the actuator is at the centre, the 28Vdc brake
signal is removed, which causes the brake to lock the actuator at the centre. TRIM ACTUATORS
The Linear Actuators are identified and powered as follows: Four rotary Trim Actuators provide full control of pitch, roll, yaw and
• Pitch Actuator #1 (HP2) and Roll Actuator #1 (HP1) powered by MAIN collective axis for automatic flight.
BUS1 via AFCS ACT CPLT circuit breaker (CB55) and fuse F3.

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The Trim Actuators are connected in parallel with pilot flight control input • Pressing the FTR switch on the cyclic stick (pitch and roll), on the
(cyclic stick, collective lever and pedals) and have the full authority on the collective lever (collective) or on the pedals (yaw)
flight control lines (see chapter 67 00). The Force Trim release power is supplied by ESS BUS1 via the FORCE
The purpose of the rotary actuators is to maintain roll, pitch, and yaw linear TRIM circuit breaker (CB64).
actuators at the centre of travel position to ensure full actuator authority in
response to aircraft control commands.
Each Trim Actuator incorporates: ARTIFICIAL FEEL DEVICE
• A motor with non-reversible gears (Trim Motor) A dual-action spring permits force-feel hands-on flying while the Force Trim
• A magnetic clutch (Force Trim) is engaged: pilot moving the flight controls without releasing the Force Trim
results in full hands-on controllability with control force feedback to the pilot.
• An artificial feel device with detent microswitch As pilot releases the control to resume hands-off flying, the spring returns
• A dual position sensor the relevant flight control line to its neutral position against the Force Trim.
Whenever the spring is out of its neutral position, a detent microswitch
forces both Autopilots to suspend ATT mode operations: SAS function
TRIM MOTOR remains active.
The four Trim Motors are controlled by one Autopilot system at a time: the
elected AP is the first that is engaged and is named “TRIM MASTER”. DUAL POSITION SENSOR
The “Autotrim” function of the Trim Master AP directly controls the Trim
Motors using a position servo loop that is closed within the MAU. Position The dual position sensor provides both AP computers with a feedback for
feedback is given to the MAU by a position sensor that is integrated with the closed-loop control.
rotary actuator. Pitch, roll and yaw position sensors interface with AIOP-B1 and AIOP-B2
The trim motors are controlled by PWM commands. This signal operates modules; collective trim position sensor interfaces with AIOP-A1 and AIOP-
adjustable speed dc motors with PWM between 28Vdc/ground condition. A2 modules.
The two wire open/ground connection changes polarity for bi-directional
control.
TRIM RELAYS
Trim actuators are powered by MAIN BUS 2 via the AFCS AUTO TRIM
circuit breaker (CB61) and the AIOP Channel A module of the Trim Master Eight relays are used to isolate the Autopilot not selected as Trim Master
AP. from the Trim Actuators.
• Relays K65 and K66 are connected to the Pitch Trim Actuator.
FORCE TRIM • Relays K67 and K68 are connected to the Roll Trim Actuator.

The Force Trim clutch permits locking of the associated flight control line for • Relays K69 and K70 are connected to the Yaw Trim Actuator.
hands-off flying. • Relays K71 and K72 are connected to the Collective Actuator.
The Force Trim is normally engaged, ie. with no electrical power the clutch is
For short nose helicopter variant (1J), all relays are installed under the
closed.
baggage compartment floor; for long nose helicopter variant (1L), all relays
The Force Trim can be released (open clutch for hands-on flying) by either:
are installed under copilot seat floor.
• Setting the FORCE TRIM switch (pitch and roll) or the CLTV/YAW
TRIM switch (collective and yaw) on the MISC panel to OFF, or

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FORCE TRIM OPERATION
When the cyclic FORCE TRIM switch on the MISC panel is set to OFF, the
ATT mode reverts automatically to SAS.
Returning the FORCE TRIM switch to ON, the system remains in SAS mode
and a further manual engagement of ATT is required.
In a hands-off flight, as long as the pilot holds an FTR switch pressed, on the
relevant axis:
• The Force Trim clutch is disengaged
• Pilot is temporarily flying hands-on SAS
• The Linear Actuators are centered
• If a FD mode is engaged, the AP ignores the FD commands
When pilot releases the FTR switch, on the relevant axis:
• The Force Trim clutch is re-engaged
• The ATT mode reference value is reset to the present attitude
• If a FD mode is engaged, the reference target parameter is reset to the
present value (eg. IAS, VS, Radio Height, etc)
• Pilot returns to hands-off flight
When the Force Trim clutch is disengaged then:
• The force feel system is disengaged
• The Trim Actuator drive is disengaged
• The Autotrim is disabled
Upon detection of the detent switch activation (Pilot moving controls without
disengaging the Force Trim), the AFCS disables commands to the
respective trim motors.

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ICN-39-A-220000-G-A0126-00104-A-03-1

AFCS – MAIN COMPONENTS

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ICN-39-A-220000-G-A0126-00105-A-01-1

TYPICAL FLIGHT CONTROL AXIS SCHEMATIC (PITCH OR ROLL OR YAW)

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ICN-39-A-220000-G-A0126-00106-A-02-1
PITCH AND ROLL DUAL LINEAR ACTUATORS

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ICN-39-A-220000-G-A0126-00108-A-01-1
YAW LINEAR ACTUATOR

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ICN-39-A-220000-G-A0126-00109-A-01-1
PITCH ROLL AND COLLECTIVE TRIM ACTUATORS

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ICN-39-A-220000-G-A0126-00110-A-01-1
YAW TRIM ACTUATOR

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ICN-39-A-220000-G-A0126-00111-A-01-1
TRIM ACTUATOR SCHEMATIC AND FORCE TRIM OPERATION

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ICN-39-A-220000-G-A0126-00112-A-02-1

SHORT NOSE – TRIM RELAYS

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ICN-39-A-220000-G-A0126-00113-A-02-1
LONG NOSE - TRIM RELAYS

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AFCS FUNCTIONS Roll attitude beep rate is ±3°/s regardless of airspeed.
The pilot can override the AFCS ATT mode at any time by taking over the
The AFCS provides the following functions that are available also in case of controls manually: if the FTR switch is not pressed, the detent switch inside
single AP or single FD operation: the Trim Actuator permits “flying through the AP” without changing the
• Pre-flight test (TEST) selected attitude. When the helicopter is returned to hands-off the ATT mode
• Hands-off Attitude Hold (ATT) brings the helicopter back to the memorized attitude.
In ATT mode, the AP pitch and roll channels can be coupled to the Flight
• Hands-on Stability Augmentation System (SAS) Director (FD): in that case the selected attitude is changed by the FD
• Yaw Control commands.
When the aircraft is flying at high speed (IAS > 45 KIAS) with no FD roll
• Collective Control
mode engaged, the ATT mode holds roll attitude only if it is selected to be
• Autotrim greater than 3°.
Trim Priority Function (Trim Master) If the selected roll attitude is less than 3°, AP forces the roll attitude to 0°
• (wings level) and holds current aircraft heading through the yaw control
• Flight Director (FD) commands and coupling for automatic flight channel (High Speed Wings-Level Yaw Heading Hold function).
(including Torque Limiting)
• System and sensors monitoring
STABILITY AUGMENTATION SYSTEM (SAS) MODE
The SAS improves the handling characteristics of the helicopter by damping
ATTITUDE HOLD (ATT) MODE the effects of the short-term external aircraft disturbances on pitch, roll and
The ATT mode is automatically selected when an Autopilot is engaged yaw axes and improves the controllability during low-speed manoeuvring or
(default at engagement). hovering flight.
It provides long-term pitch and roll attitude retention for hands-off flying and The SAS function is active whenever the AP is engaged, either in ATT or in
for Flight Director coupling in addition to providing stabilization (SAS SAS mode.
function). SAS mode is intended for use where extensive aircraft manoeuvring is
In the ATT mode the AP pitch and roll Force Trims must be engaged required and the pilot prefers to be hands-on without attitude retention.
(FORCE TRIM switch on MISC panel at ON). SAS mode is selected by:
The pitch and roll attitude to be retained is memorized as that at the time of • pushing the SAS button on the auto-pilot controller, or
engagement. • setting the FORCE TRIM switch on Miscellaneous panel to OFF.
Changes to the selected attitude can be made by:
When SAS mode is selected, being it a hands-on control mode:
• pressing the BEEP TRIM switch on the cyclic stick (typically for small • the Autotrim is disabled
changes), or
• the AFCS can be operated with FORCE TRIM switch either ON or OFF
• pressing the Force Trim Release (FTR) switch on the cyclic stick and
flying manually the helicopter to attain the desired attitude, then • the ATT OFF caution message is displayed in the CAS window and the
releasing the FTR to return to hands-off. SAS annunciator is displayed in the ADI (PFD)
Pitch attitude beep rate is ±2°/s for airspeeds lower than 120 KIAS and ±1°/s
for airspeeds higher than 140 KIAS.
With the airspeed between 120 and 140 KIAS, the pitch changes linearly
between ±2°/s and ±1°/s.

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COLLECTIVE-TO-YAW CROSS-FEED
NOTE
Each autopilot uses the on-side AHRS for both ATT and SAS mode Collective-to-Yaw Cross-feed function is active whenever the Autopilot is
computations; failure of an AHRS causes the disengagement of the engaged; it automatically compensates any collective position changes to
on-side Autopilot. counteract the effect of torque when the collective control is moved.

LOW SPEED YAW HEADING HOLD

YAW CONTROL Low Speed Yaw Heading Hold function automatically engages at low speed
(IAS < 41 KIAS) if roll attitude is less than 3°, or when HOV mode is
Autopilot Yaw Control channel is engaged automatically when an AP is engaged on FD.
selected and remains active in both ATT and SAS modes. Yaw force trim must be engaged (CLTV/YAW TRIM switch on the
It provides airspeed-switched yaw coordination as required to maintain Miscellaneous panel is at ON) for the function to operate.
proper high and low speed directional control. Once the Low Speed Yaw Heading Hold function is active, it does not
A hysteresis separates the low speed and high speed operating ranges: high disengage in case roll attitude exceeds 3°.
speed operation is entered accelerating above 45 KIAS, low speed operation The low speed yaw heading hold reference is established at the time this
is entered decelerating below 41 KIAS. function becomes active and is indicated with a small magenta low speed
The yaw control provides the following functions: heading bug displayed on the HSI.
• At any speed: Changes can be performed by repositioning the aircraft acting on the pedals
• Yaw Rate Damping or using the YAW beep switch on the collective grips (±3°/s).
• Collective-to-Yaw Cross-feed
• At low airspeed (IAS < 41 KIAS): HIGH SPEED TURN COORDINATION
• Low Speed Yaw Heading Hold High Speed Turn Coordination function operates at high speed only (IAS >
• At high airspeed (IAS > 45 KIAS): 45 KIAS) during roll controlled turns to minimize slip or skid. A yaw rate
command supplies this function from the calculated aircraft turn rate as a
• High Speed Turn Coordination function of the bank angle and airspeed.
• Lateral Ball Trim
• High Speed Wings-Level Yaw Heading Hold LATERAL BALL TRIM

YAW RATE DAMPING Lateral Ball Trim function operates at high speed only (IAS > 45 KIAS); it
allows the pilot to keep a constant slip or skid, either to offset a small
Yaw Rate Damping (SAS Yaw channel) is active whenever the Autopilot is accelerometer misalignment or to purposely offset the tail alignment with
engaged; it provides stability augmentation about the yaw axis at all respect to the aircraft horizontal flight path.
airspeeds and helps preventing the dutch roll tendency of the helicopter. Yaw force trim must be engaged (CLTV/YAW TRIM switch on the
Miscellaneous panel is at ON) for the function to operate.
The magnitude of the slip or skid is set using the YAW beep switch on the
collective grips (±0.5 ft/s²/s).

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HIGH SPEED WINGS-LEVEL YAW HEADING HOLD
The High Speed Wings-Level Yaw Heading Hold function is active when the
aircraft is flying at high speed (IAS > 45 KIAS) with no FD roll mode engaged
and the selected roll attitude is less than 3°: the function automatically
reduces the roll attitude to 0° (wings level) and then holds new aircraft
heading through the yaw channel.
Yaw channel is also used to correct for heading errors when HDG mode is
engaged on FD (coupled), if the roll attitude is less than 0.5° and heading
error is less than 2°.
The roll attitude is commanded to wings level while yaw is driving heading.

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ICN-39-A-220000-G-A0126-01667-A-01-1

YAW CONTROL FUNCTIONS

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COLLECTIVE CONTROL For normal operation, when both autopilots are engaged, the autopilot that
was engaged first retains the Trim Master function.
The Collective Control function is activated by selecting 3-cue FD operation The indication of what AP is elected as Trim Master is shown in the Flight
or by activating a collective only mode (RHT) while the CLTV/YAW TRIM Controls synoptic page of the MFD.
switch on the Miscellaneous panel is at ON. As the Trim Master AP is disengaged (either manually or automatically due
The Collective Control function provides automatic vertical control of the to a failure), the remaining AP is elected Trim Master.
helicopter by means of a rotary Collective Actuator connected in parallel with The Trim Master function switching logic is overridden if one or more linear
the collective mechanical control system. actuators fail.
When the CLTV/YAW TRIM switch is turned OFF, the collective (and yaw) A set of relays in the aircraft wiring are used to ensure that only the Trim
Force Trims are disengaged. Master AP provides commands to the pitch, roll, yaw and collective trim
Changes to collective reference settings can be performed by repositioning actuators so that they cannot be corrupted by the other AP.
the collective lever with the collective FTR pressed or using the CLTV beep Similarly, the trim end-around feedback is provided to identify trim and
switch on the collective grips. collective actuator movement and direction.
The Collective Control function is disabled by deselecting the mode,
uncoupling the FD from the AP or selecting the SAS mode.
The AP that is controlling the collective actuator is the Trim Master. PRE-FLIGHT TEST (TEST)
The Collective Control function limits collective position to prevent engine or
mast torque exceedances. This limiting function will only be active when the Pre-flight test allows verifying autopilot control and monitoring functionality.
automatic collective control function is engaged. During the pre-flight procedure, as part of the System Checks, pilot is
required to perform the AFCS TEST that is initiated by pressing the TEST
button on the Autopilot Controller with the following conditions:
AUTOTRIM • Aircraft on the ground (WOW)
The purpose of the automatic trim (AUTOTRIM) function is to keep the • Electrical and hydraulic power available
average position of the output shaft of the roll, pitch and yaw linear actuators
• Autopilots disengaged
near center to ensure optimum Linear Actuator authority in response to
aircraft control commands; the AP Autotrim function commands the Trim • Hands off the flight controls (Force Trims on)
Actuators to achieve that. • Collective down (<10%)
The Autotrim function on each axis is active when either or both Autopilots
During the self-test, the each AP moves both Linear Actuators and Trim
are engaged in ATT mode and the relevant axis Force Trim is engaged.
Actuators in opposite directions. This limits the amount of actual flight control
The Autotrim control reference is the Linear Actuator displacement from the
movement that occurs during the test.
center: when the displacement exceeds a percentage of the Linear Actuator
The pre-flight test verifies autopilot control and monitor functions reducing
stroke, the Trim Motor is commanded at an appropriate rate in the direction
the possibility of having latent failures in critical system components.
to re-center the Linear Actuator (different percentage values are set for pitch,
The result of the test is displayed on the Flight Controls synoptic page (that
roll and yaw axes).
is automatically selected on pilot MFD) and in the CAS window.
Refer to Section 2 of the RFM for the AFCS TEST procedure.
TRIM PRIORITY FUNCTION (TRIM MASTER)
The Trim Priority Function has the purpose to provide and retain the Trim
Master operation on controlling the Trim and Collective actuators.

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PRE FLIGHT TEST ANNUNCIATORS • 1(2) SAS RELEASE Pre Flight test detected a press of the
SWITCH ACTIVE: ......... SAS REL switch when not expected.
While this test is running, the FLIGHT CONTROL synoptic page displays a
text box containing one or more messages listed below in case of an • TEST WAITING:...... Displayed while waiting the pilot to press the
improper operativity condition: SAS REL switch.
Message Wording Message Conditions • TEST IN PROGRESS..... Displayed when on-side AFCS is
• ACT CPLT POWER FAIL:....... Copilot’s linear actuators are not executing the actuator tests.
powered. TEST COMPLETE:.......... Displayed when all tests have been
•
• ACT PLT POWER FAIL:.......... Pilot’s linear actuators are not completed.
powered. TEST STANDBY:..... Displayed while waiting for the cross-side
•
• 1(2) AUTOTRIM POWER FAIL: ... Trim actuators are not AFCS to complete actuator tests.
powered. TEST INHIBIT:........ Displayed when test is halted due to an inhibit
•
• 1(2) HYDRAULIC hydraulic pressure is not in normal condition.
PRESSURE INVALID: ........... operating range. TEST INVALID:...... On-side AFCS is invalid, while cross-side
•
• 1(2) COLLECTIVE TOO HIGH: ........ Collective positive is too high. AFCS is running test.

• 1(2) TRIM OFF............................................ Cyclic trim switch is off.

• 1(2) YAW TRIM OFF..................................... Yaw trim switch is off.
• 1(2) COLLECTIVE OFF............................... Collective switch is off.
• 1(2) FTR ACTIVE.............................. Cyclic FTR switch is pressed.
• 1(2) YFTR ACTIVE.............................. Yaw FTR switch is pressed.
• 1(2) CFTR ACTIVE:.................... Collective FTR switch is pressed.
• 1(2) PITCH OUT OF Pitch trim actuator is being held out
DETENT: .............................. of detent.
• 1(2) ROLL OUT OF Roll trim actuator is being held out of
DETENT: .............................. detent.
• 1(2) YAW OUT OF DETENT: Yaw trim actuator is being held out of
.............................................. detent.
• 1(2) COLLECTIVE OUT OF Collective actuator is being held
DETENT: ................................... out of detent.
• 1(2) PRESS AND RELEASE SAS Pre Flight test request for pilot
REL SWITCH:.................................. action.
• 1(2) SAS REL SW Pre Flight test did not detect pilot press
FAILURE:......................... of the SAS REL switch.

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ICN-39-A-220000-G-A0126-02893-A-02-1
AFCS – PRE FLIGHT TEST

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AUTOPILOT – OPERATION Standby Instrument input is used by the MAU to determine which AHRS has
failed.
ENGAGING AND DISENGAGING THE AUTOPILOTS The on-side ADS is the reference for AP gain computations; in case of ADS
The autopilots engage and disengage by pushing the AP1 and/or AP2 dual failure or in case an unflagged miscompare occurs between the two
buttons on the autopilot controller. ADS, a fixed airspeed value is used by the AP.
Simultaneous disengagement of both AP 1 and AP 2 can also be
commanded by pressing the SAS REL push-button on either cyclic stick.
ATT is the default mode when the autopilots are engaged. However, the
autopilots are forced to SAS mode when the cyclic trim enable switch is
OFF.
To prevent undesirable transients in the controls at engagement or
disengagement, an easy-on/easy-off function drives the pitch, roll and yaw
Linear Actuators gently back to center.
After disengagement and actuator centering, the 28 Volt brake excitation is
removed, locking the Linear Actuators in the center position.
The first autopilot engaged is elected Trim Master and takes control of the
four Trim Actuators by switching on or off a set of relays.
As the Trim Master AP is disengaged (either manually or automatically due
to a failure), the remaining AP is elected Trim Master.

NORMAL OPERATION
In normal operation, each autopilot supplies half the total linear actuator
system authority.
Engaging the AP activates the automated yaw control function and the
Autotrim function.
The autopilot control authority as supplied by the dual series Linear
Actuators is 20% of the full aircraft control authority for each axis (each
section of a Linear Actuator providing 10% of the full aircraft control
authority).
Flying manually, the pilot has the same control authority over the aircraft
when the autopilot is engaged in SAS or ATT modes, or when the autopilot
is disengaged.
AP 1 and AP 2 operate either with or without the flight director guidance
modes active.
In normal operation, both autopilots are engaged to supply full dual system
performance when coupled to the flight director.
The on-side AHRS is the main reference for AP operation; in case an
unflagged miscompare occurs between the two AHRS, the electronic

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ICN-39-A-220000-G-A0126-00116-A-01-1
AUTOPILOT OPERATION

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AUTOPILOT FAILURE Indication is taken from the position sensors located inside the pitch and roll
Trim Actuators.
When detecting failure affecting mode integrity, the AP of the affected single
The cyclic is centered when the indicator shows a green dot; amber arrows
system disengages.
indicate which direction the cyclic stick must be moved to center the controls.
The following events also disengage the on-side AP on the corresponding
AHRS:
• Invalid on-side attitude data
• Invalid on-side attitude rate data
• Invalid on-side yaw rate data
Failure of an AP is annunciated by CAS messages and the AUTOPILOT
AUTOPILOT aural warning message.

SINGLE AUTOPILOT OPERATION

With only one autopilot engaged, the single system operates at full gain with
half the dual system authority. When both autopilots are engaged, each
single system gain is reduced to 50% so that each system supplies half of
the required input. This results in full gain control with twice the single
system authority.
Full yaw control and Autotrim functions are available also in single system
operation.

AUTOPILOT OVERRIDE
The pilot has full authority with the AP engaged or disengaged and can
immediately override the AFCS at any time by simply taking over the
controls.
With the autopilots engaged, FTR switches, AP disengage switches (SAS
REL), Detent switches and actuator circuit breakers offer different ways to
partially or completely override the AFCS.

CYCLIC POSITION INDICATOR

The cyclic position indicator is displayed on the ADI to help pilot center the
cyclic controls before starting the engines, to ensure that the main rotor does
not hit the static stops when rotating at low speed.
The indicator is only displayed when the helicopter is on the ground (WOW)
with collective down (LVDT signal via EECs).

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ICN-39-A-220000-G-A0126-00121-A-03-1
CYCLIC POSITION INDICATOR

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AUTOPILOT CONTROLS 4 CPL push-button
AUTOPILOT CONTROLLER • PRESSED: ......... When green annunciator is illuminated,
uncouples the FD from AP and the
1 AP 1 push-button annunciator extinguishes.
• PRESSED: ..... Illuminates the green annunciator light and
NOTE
engages the AP no.1.
Pushing the button again extinguishes the When a FD mode is engaged, FD automatically couples
green annunciator light and disengages the to AP and the CPL green annunciator illuminates.
AP no.1. Pushing the CPL button again illuminates the green
annunciator light and manually re-couples the FD to the
NOTE AP.
When the pilot engages AP 1 then:
a. ATTITUDE mode is set as default mode 5 SAS push-button
b. the yaw control functions are activated • PRESSED: ............. Illuminates the green annunciator light
and engages the SAS mode.
c. the SAS mode is forced if the cyclic FORCE TRIM
switch is set to OFF. NOTE
The SAS and ATT buttons are mutually exclusive and
The AP can operate both with and without FD guidance. In normal are used to select the SAS or ATTITUDE mode of
operation, both AP 1 and AP 2 are engaged in order to supply full operation of the AFCS.
dual system performance while coupled to FD. When the cyclic FORCE TRIM switch is set to OFF, the
2 AP 2 push-button AP engages with the SAS mode active.
• PRESSED: ..... Illuminates the green annunciator light and
engages the AP no.2. 6 ATT push-button
Pushing the button again extinguishes the • PRESSED: ............. Illuminates the green annunciator light
green annunciator light and disengages the and engages the ATTITUDE mode.
AP no.2.

NOTE
See NOTE for AP 1.

3 TEST push-button
• PRESSED: ..... Illuminates the green annunciator light and
starts the Built-In Test (BIT).
Pushing the button again extinguishes the
green annunciator light and exits the BIT.

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NOTE
The SAS and ATT buttons are mutually exclusive and are used to
select the SAS or ATTITUDE mode of operation of the AFCS.
The ATT mode is automatically engaged if at least one AP is
engaged and the cyclic FORCE TRIM switch is set to ON.
The ATT mode disengages if the pilot:
a. engages the SAS mode or
b. sets the cyclic FORCE TRIM switch to OFF or
c. disengages both AP 1 and AP 2.

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ICN-39-A-220000-G-A0126-00117-A-01-1
AUTOPILOT CONTROLLER

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GUIDANCE CONTROLLER
1 STBY pushbutton
• PRESSED: .......... Illuminates the green annunciator light
and cancels any selected active flight
director modes.
2 PFD pushbutton
• PRESSED: ... Selects which PFD (left or right) supplies
source data that is used by both flight
directors and toggles the associated green
arrow annunciator located on each side of the
PFD button. The illuminated arrow indicates
the selected PFD.
3 FD Mode pushbuttons
• PRESSED: .... Illuminate the relevant green annunciator
light and engage or arm the relevant Flight
Director mode.
Pushing any button again extinguishes the
relevant green annunciator light and
disengages the relevant Flight Director
mode.

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ICN-39-A-220000-G-A0126-00118-A-01-1
GUIDANCE CONTROLLER

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MISC CONTROL PANEL
1 FORCE TRIM switch
• OFF: ........... Disengages the cyclic Force Trims (Pitch and
Roll) and disables ATT mode of the AP
• ON : ........... Engages the cyclic Force Trims (Pitch and
Roll) and enables ATT mode of the AP
2 CLTV / YAW TRIM switch
• OFF: .................... Disengages the collective and pedal
Force Trims
• ON : ..................... Engages the collective and pedal Force
Trims

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ICN-39-A-220000-G-A0126-00119-A-01-1
MISC CONTROL PANEL

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
COLLECTIVE LEVER
1 BEEP CLTV / YAW TRIM switch (on PLT and CPLT collective grip)
• DN / UP: .. Allows trimming the collective axis if the CLTV /
YAW TRIM switch on Miscellaneous control
panel is ON. Changes the reference target
parameter value if a FD collective mode is
engaged.
• L / R: ....... Allows trimming the yaw axis if the CLTV / YAW
TRIM switch on Miscellaneous control panel is
ON
2 FTR (Force Trim Release) push-button switch (on PLT and CPLT
collective grip)
• PRESSED: ........ Disengages the collective Force Trim
suspending collective trimming and force
feel
• RELEASED: ...... Re-engages the collective Force Trim
restoring collective trimming and force
feel.
If a FD collective mode is engaged, the
reference target parameter is reset to the
current value
3 GA (GO AROUND) mode push-button switch (on PLT and CPLT
collective grip)
• PRESSED: ........................................ Engages the GA mode

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ICN-39-A-220000-G-A0126-02894-A-01-1
COLLECTIVE LEVER

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CYCLIC STICK
1 BEEP TRIM switch (on PLT and CPLT cyclic grip)
• DN / UP: ............ Allows trimming the pitch axis if the
FORCE TRIM switch on Miscellaneous
control panel is ON and ATT mode is
selected on AP
• L / R: ................. Allows trimming the roll axis if the FORCE
TRIM switch on Miscellaneous control
panel is ON and ATT mode is selected on
AP
• PRESSED: ........ Engages the HOV mode on FD (4 Axis
Enhanced FD only)
2 FTR push-button switch (on PLT and CPLT cyclic grip)
• PRESSED: ...... Disengages the cyclic Force Trims (Pitch
and Roll) suspending collective trimming
and force feel.
Re-centers the Pitch and Roll Linear
Actuators.
• RELEASED: .... Re-engages the cyclic Force Trims (Pitch
and Roll) restoring cyclic trimming and
force feel.
If a FD pitch or roll mode is engaged, the
relevant reference target parameter is reset
to the current value
3 FD STBY (Flight Director Standby) switch (on PLT and CPLT cyclic
grip)
• PRESSED: .......... Illuminates the green annunciator light
and cancels any selected active flight
director modes
4 SAS REL push-button switch (on PLT and CPLT cyclic grip)
• PRESSED: ............... Disengages both Autopilots (AP 1 and
AP 2)

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ICN-39-A-220000-G-A0126-02895-A-01-1
CYCLIC STICK

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PEDALS
1 YAW force trim release switch (on PLT and CPLT pedals)
• PRESSED: .......... Disengages the pedal Force Trim (Yaw)
suspending yaw trimming and force feel.
Re-centers the Yaw Linear Actuator
• RELEASED: ........ Re-engages the pedal Force Trims
(Yaw) restoring yaw trimming and force
feel

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ICN-39-A-220000-G-A0126-00072-A-02-1
PEDALS

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AUTOPILOT INDICATORS
1 SAS annunciator
• In view: ............................. Indicates that AP is in SAS mode

2 UCPL annunciator
• In view: .............. Indicates that Flight Director is uncoupled
(all axes) from the AP

NOTE
The UCPL annunciator is not in view when the AP is in
SAS mode

3 CLTV annunciator
• In view: ........... Indicates that Flight Director is uncoupled
from the AP on the Collective axis only

NOTE
The CLTV annunciator is not in view when the AP is in
SAS mode or FD is uncoupled on all axes

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ICN-39-A-220000-G-A0126-00073-A-02-1
AUTOPILOT INDICATORS

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CAS CAUTION MESSAGES

CAS CAPTION FAILURE DESCRIPTION PROCEDURE AW139-RFM-4D

NAME

Associated autopilot failure AUTOPILOT FAIL

1(2) AP FAIL
+ aural message +
AFCS DEGRADED

Pitch (Roll) (Yaw) axis of AP 1(2) uncommanded AUTOPILOT AXIS

1(2) AP P(R)(Y) FAIL
disengagement DISENGAGE
+ aural message

Associated AP not switched ON AUTOPILOT OFF

1(2) AP OFF
Section 3
+ aural message + EMERGENCY AND MALFUNCTION PRO-
CEDURES
AFCS DEGRADED

Pitch (Roll) (Yaw) axis of AP 1(2) not engaged AUTOPILOT AXIS

1(2) AP P(R)(Y) FAIL
OFF
+ aural message

Attitude system not engaged or ATTITUDE SYS-

Cyclic force trim failure if associated with cyclic free- TEM OFF and CY-
ATT OFF dom of motion in longitudinal and/or lateral direction CLIC FORCE TRIM
with loss of function of FTR switch and cyclic beep FAILURE
trim.

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CAS CAUTION MESSAGES

CAS CAPTION FAILURE DESCRIPTION PROCEDURE AW139-RFM-4D

NAME

NOTE
With ATT system not engaged the aircraft
flies in SAS mode only (SAS message on
PFD)

Trim system failure on all axes while AP 1(2) has AFCS TRIM FAIL-
1(2) TRIM FAIL
priority (Trim Master) URE

Failure of Pitch (Roll) (Yaw) trim while AP 1 has pri- PITCH, ROLL,
1 P(R)(Y) TRIM FAIL
ority YAW TRIM FAIL

Failure of Pitch (Roll) (Yaw) trim while AP 2 has pri- PITCH, ROLL,
2 P(R)(Y) TRIM FAIL
ority YAW TRIM FAIL

Linear actuator(s) not centered MISTRIM

MISTRIM

Associated SAS degraded operation SAS DEGRADED

1(2) SAS DEGRADED

Associated AFCS degraded operation AFCS DEGRADED

AFCS DEGRADED

AP TEST aborted by pilot action or aircraft lifted off AP TEST ABORT

1(2) AP TEST ABORT
before test completion

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CAS CAUTION MESSAGES

CAS CAPTION FAILURE DESCRIPTION PROCEDURE AW139-RFM-4D

NAME

Collective axis of AP1(2) fail SINGLE COLLEC-

TIVE AUTOPILOT
1(2) COLL FAIL NOTE FAILURE
Collective FD mode annunciator amber (if a Supplement 40 4 AXIS BASIC FLIGHT DI-
+ aural message coupled collective mode is active) RECTOR
and
Supplement 34 4 AXIS ENHANCED FLIGHT
DIRECTOR
Collective axis of AP1(2) failure on both AP 1 and DUAL COLLEC-
―
AP 2 TIVE AUTOPILOT
Section 3
FAILURE
1-2 COLL FAIL NOTE EMERGENCY AND MALFUNCTION PRO-
Collective FD mode annunciator amber (if a CEDURES
+ aural message
coupled collective mode is active)

COLLECTIVE FORCE TRIM OFF OR FAIL CYCLIC FORCE TRIM FAILURE

When a FD collective mode is engaged and coupled and the collective trim Cyclic force trim failure is a disconnection of the longitudinal and/or lateral
is switched OFF (CLTV/YAW TRIM switch on the Miscellaneous Control
ATT OFF
Panel) or fails: clutches. The failure is usually joined to the caution and the
• a chime sound is generated cyclic moves freely in pitch and/or roll axis with loss of function of the cyclic
trim release (FTR switch) and cyclic beep trim system.
• the CLTV annunciation illuminates on the top left of the ADI display In these conditions the cyclic must be used hands-on to prevent it from
• the CLTV/YAW OFF green advisory illuminates on the CAS moving away the selected position.
• Collective modes are available uncoupled only
AFCS QUICK DISCONNECT PROCEDURE
For situations where faults are suspected in the AFCS, but with no CAS
cautions illuminated, and the AP functions need to be disengaged, all AP/

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
AFCS functions can be disconnected by pressing the SAS REL button on Whenever the PFD pushbutton is pressed to toggle LH/RH PFD selection all
the cyclic grip. FD modes are disengaged (STBY illuminates on the Guidance Controller).
FD modes remain engaged in case the selected PFD fails: the paired MFD
reverting in Composite format keeps operating as the selected PFD.
4-AXIS FLIGHT DIRECTOR – GENERAL
The dual Flight Directors (FD1 & FD2) provide lateral and vertical guidance
commands that are normally coupled to the Autopilots for automatic flight
path control.
The 4 Axis (3 cue) FD provides lateral modes operating on the roll axis and
vertical modes operating on the pitch and collective axes.
The 4 Axis Enhanced Flight Director provides all the functions of the 4 Axis
Basic Flight Director plus the Auto Hover/Velocity Hold mode (HOV).
References:
• 4 Axis Basic FD: ............................................. RFM Supplement 40
• 4 Axis Enhanced FD:....................................... RFM Supplement 34
• 4 Axis Enhanced FD with SAR Modes:...........RFM Supplement 69
The 4 Axis Enhanced FD requires the following optional equipment to be
installed in place or in addition to the Basic FD:
• AHRS LCR-93 (in place of LCR-92) to provide AFCS with hybrid Along-
Heading and Across-Heading velocities and accelerations (in addition
to LCR-92 data)
• 5-way cyclic BEEP TRIM switches (in place of 4-way switches)

FD MASTER
At power up one of the two FD is automatically selected and configured as
Master (priority). At every power up the FD selected as Master is alternated:
the selection is not visible to the pilot.

PFD SELECTION
Both FD1 and FD2 use the navigation source and data reference presented
on the selected PFD.
PFD selection (which typically matches the “Pilot Flying” side) is controlled
by the PFD pushbutton on the Guidance Controller.
The selected PFD is indicated by the PFD couple arrow in the center of the
top line of both PFD’s and by either the LH or the RH arrow-shaped LED
annunciator aside the PFD pushbutton on the Guidance Controller.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-220000-G-A0126-00137-A-01-1
FLIGHT DIRECTOR FUNCTIONAL DIAGRAM

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
4 AXIS FLIGHT DIRECTOR - OPERATION All modes - except HOV, ALT and RHT - must not be engaged below 60
KIAS and are automatically disengaged when airspeed reduces below 55
ENGAGING AND DISENGAGING FD MODES KIAS. HOV, ALT and RHT can be engaged between 0 KIAS and Vne.
Flight Director modes are engaged and disengaged via the Guidance All modes have a Minimum Use Height limit: see RFM Supplement 40 (or
Controller (FD Control Panel). Each mode pushbutton green light illuminates 34), Section 1 – Limitations.
when the mode is armed or engaged (captured).
The engagement of the FD modes is made with the Guidance Controller
FD COUPLING AND UNCOUPLING
(GC) and the communication to the AIOP modules is through the CIO
modules. When a FD mode is engaged (captured) the coupled (CPL) function is also
Each mode may be deselected by pressing the associated pushbutton on automatically engaged if the AP is in ATT mode and the relevant Force Trim
the Guidance Controller. is engaged: the CPL pushbutton green light on the Autopilot Controller
All engaged modes may be deselected simultaneously by using the STBY illuminates. When coupled, both autopilots drive their actuators to satisfy the
button on the Guidance Controller or the FD STBY button located on pilot or references provided by the priority FD.
copilot cyclic stick grips. Selecting a FD mode by pressing the pushbutton on the Guidance Controller
GA (Go Around) mode can only be engaged by using the GA button on pilot with ATT OFF (i.e. SAS mode or both Autopilots off) will engage the FD in
or copilot collective lever and disengaged by engaging a different vertical the Uncoupled mode.
mode or setting FD to STBY. The FD may be manually uncoupled by pressing the CPL pushbutton on the
Armed and captured FD modes are displayed with messages along the top Autopilot Controller when illuminated: the CPL green light extinguishes and
line on the PFD: the UCPL annunciator appears on both PFD’s; on the ADI the command
• collective and pitch mode messages on the left bars and/or collective cue remain in view and the pilot can manually fly the
commands.
• lateral mode messages on the right
When the AP reverts to SAS no UCPL caption will appear on the PFD.
Armed modes are shown in white small font; captured (or engaged) modes In either case (Coupled or Uncoupled) pitch, roll command bars/collective
are shown in green medium font. cue are presented on each PFD, depending on the mode selected.
When transitioning from no mode to engaged, from armed to captured or The coupled function is also automatically forced to Uncoupled whenever:
change from one mode to another mode a chime sounds and the message • the AP is not in ATT Mode
flashes normal/reverse video for 6 seconds then becomes steady (normal
video). • moving the CLTV/YAW TRIM switch to OFF when a collective FD
When changing from captured to no mode a chime sounds and the message mode is engaged
flashes on and off for 6 seconds then extinguishes. In case of single AP operation, when a FD mode is engaged the coupled
Pitch and roll command bars and/or collective cue are displayed on the PFD function remains available.
by the AFCS when a Flight Director mode is active on the relevant channel. Autopilots ignore the FD commands when pilot flies the helicopter manually
When there is no FD mode active the command bars/ collective cue are not against any artificial feel device while the FD is coupled, because of the
displayed. detent microswitch inside the Trim Actuator. FD remains coupled and no
When HOV mode is the active flight director mode, the pitch and roll change in FD settings occurs.
command bars are not displayed.
All modes are disengaged when toggling the PFD button on Guidance
Controller.

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FD AURAL TONES
MODE CHANGE TONE
A chime sounds whenever any of the following occurs:
• Autopilot mode changes from ATT to SAS or vice versa (In view only if a FD Collective mode is engaged).
The collective cue represents the current position of the collective
• A FD mode changes status from disengaged to engaged or vice versa lever relative to reference markers.
• A FD mode changes status from armed to captured If collective cue is shown below the reference markers, the
• Coupling status (CPL) changes from Coupled to Uncoupled or vice collective lever is to be pulled up, and viceversa.
versa 3 ENGAGED VERTICAL COLLECTIVE MODE Annunciator
Arming of modes does not trigger the tone. Shows what collective mode is engaged (captured)
When a collective FD mode is engaged and coupled, the tone is triggered by • Green: .............. Flight Director is operating normally
moving the CLTV/YAW TRIM switch to OFF.
• Amber: ............. Collective trim actuator is failed or
collective pitch mode (ie ALT) is affected by
ALTITUDE REFERENCE CHANGE TONE the FD torque limiting function
An aural tone (“bip-bip”) sounds for any change in altitude or radar height 4 ARMED VERTICAL MODE Annunciator (white)
mode reference datum. Shows what vertical mode(s) is(are) armed (collective and/or pitch)
5 ENGAGED VERTICAL PITCH MODE Annunciator
ALTITUDE ALERTER Shows what pitch mode is engaged (captured)
When ALT (Altitude Holding) or RHT (Radar Height Holding) modes are • Green: .............. Flight Director is operating normally
engaged, an aural warning message “ALTITUDE – ALTITUDE” is generated • Amber: ............. Both linear actuators are failed or vertical
whenever aircraft exceeds a predetermined altitude/height deviation. pitch mode (ie IAS) is affected by the FD
torque limiting function
6 ENGAGED LATERAL MODE Annunciator
Shows what roll mode is engaged (captured)
• Green: ........................... Flight Director is operating normally
FLIGHT DIRECTOR INDICATORS • Amber: .......................... Both linear actuators are failed
1 COLLECTIVE REFERENCE MARKERS 7 ARMED LATERAL MODE Annunciator (white)
(In view only if a FD Collective mode is engaged) Shows what lateral mode is armed (roll)
The collective reference markers (fixed) are set as two hollow
magenta triangles pointing towards each other: they represent the
• Green: ........................... Flight Director is operating normally
required position of the collective lever to fulfil the FD collective • Amber: .......................... Both linear actuators are failed
command
8 FLIGHT DIRECTOR SOURCE SELECT ARROW AND STATUS
2 COLLECTIVE CUE

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The source select arrow points towards the PFD that is supplying
navigation and mode select data to both flight directors.
• Green: ........................ Associated Flight Director is valid
• Amber: ....................... Associated Flight Director is invalid

• FD FAIL flag: .............. Both Flight Directors invalid

(replaces the arrow annunciator)
9 FD COMMAND BARS

Show the amount of roll (Lateral command bar) or pitch

(Vertical command bar) guidance command from the Flight Director.
Either command bar is in view only if a relevant channel mode (roll or
pitch) is engaged and is read with respect to the ADI aircraft symbol.
When a FD mode is engaged, and remains uncoupled from the AP, it
permits the pilot to manually fly the aircraft using the directional cues
presented by the command bars.
To follow the command bars, the pilot manually flies the aircraft to
where the command bars intersect on the ADI.
In the example aside, the aircraft is below and to the left of the
desired course and altitude. The pilot should execute a climbing, right-
hand turn to place the aircraft on course and at the designated
altitude.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-220000-G-A0126-00140-A-02-1
FLIGHT DIRECTOR INDICATIONS

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ICN-39-A-220000-G-A0126-00141-A-01-1

4- AXIS BASIC FLIGHT DIRECTOR MODE SELECTION

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ICN-39-A-220000-G-A0126-00142-A-01-1
FLIGHT DIRECTOR MODES

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-220000-G-A0126-00218-A-01-1
4-AXIS BASIC FD MODES

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
FD MODES
The following descriptions assume the modes are coupled, unless stated
otherwise.

— HEADING HOLD MODE

Descrip- The HDG mode provides the capability to steer the aircraft to capture and
tion hold the Selected Heading reference displayed as the Heading Bug and as-
sociated digital readout on the HSI.
Aircraft axis control is performed via roll attitude.
The HDG select mode is supported with turn coordination functionality on the
yaw axis.

Engage- • Direct:............................ Press HDG button on Guidance Controller

ment
• Automatic:... HDG mode automatically engages when any of the
following mode is selected (and armed): VOR, VAPP,
LOC, BC, LNAV
When engaged Heading Bug and Selected Heading readout on both HSIs
are shown in magenta.

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— HEADING HOLD MODE

Referen- The Selected Heading reference is the Heading Bug on the HSI.
ces and Heading bug can be set and adjusted (even if HDG mode is not engaged) by
perform- either:
ance • rotating the HEADING knob on either pilot or copilot Remote Instrument
Controller
• setting either pilot or copilot cyclic Beep TRIM switches to L or R (Beep
rate: ±3°/s for first 3 seconds and then ±10°/s)

NOTE
Only one Selected Heading is available on the helicopter; both pilot
and copilot are always enabled to change it.

Heading bug can be synchronized with the actual heading (even if HDG
mode is not engaged) by either:
• pressing the PUSH SYNC button on HEADING knob on either pilot or
copilot Remote Instrument Controller
• pressing the cyclic FTR button on either pilot’s cyclic while HDG mode
is engaged
• Heading bug is also synchronized with the actual heading when HDG
mode is automatically engaged.
In HDG mode turns are performed at standard rate 1 (i.e. 3°/s).

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ICN-39-A-220000-G-A0126-01839-A-03-1
HDG - HEADING HOLD MODE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

— INDICATED AIRSPEED HOLD MODE

Description The IAS hold mode generates pitch commands to maintain a selected
aircraft airspeed.

Engagement • Direct:......................... Press IAS button on Guidance Controller

• Automatic:..... IAS mode automatically engages when ALTA
mode is selected or DCL mode is armed

Initial condi- IAS mode maintains the airspeed existing at the time of engagement.
tions

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— INDICATED AIRSPEED HOLD MODE

References When engaged the airspeed reference is displayed as a set bug and a
and perform- digital readout in magenta on the Airspeed Indicator on PFDs.
ance The airspeed reference bug is adjusted by either:
• setting either pilot or copilot cyclic Beep TRIM switches to UP (to re-
duce IAS) or DN (to increase IAS) (Beep rate: ±3.5 kts/s)
• repositioning the cyclic, with the FTR button depressed, to the re-
quired airspeed and releasing FTR button.
The airspeed reference is adjustable via the cyclic beep switch between
60 KIAS and (Vne – 5) KIAS.
If airspeed, at time of engagement, is higher than (Vne – 5) KIAS, then it
is automatically reduced to (Vne – 5) KIAS.
Note that the IAS reference will not increase when Vne increases.
The IAS reference is resynchronized when there is a transition from FD
Uncoupled to FD Coupled.

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ICN-39-A-220000-G-A0126-01842-A-03-1
IAS - INDICATED AIRSPEED HOLD MODE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

VS — VERTICAL SPEED HOLD MODE

Description The VS hold mode generates collective commands to maintain a selected

aircraft vertical speed.

Engagement • Direct:............................ Press VS button on Guidance Controller

• Automatic:......... VS mode automatically engages when ALTA
mode is selected

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

VS — VERTICAL SPEED HOLD MODE

References VS mode maintains the vertical speed existing at the time of engagement.
and perform- When engaged the vertical speed reference is displayed as a set bug and
ance a digital readout in magenta on the Vertical Speed Indicator on PFDs.
The vertical speed reference bug is adjusted by either:
• setting either pilot or copilot collective Beep Trim CLTV/YAW
switches to UP (to increase VS) or DN (to reduce VS) (Beep rate:
±150 fpm/s)
• pressing the collective FTR switch while flying to the desired vertical
speed, and then releasing the FTR.
The VS mode reference can be set in the range of –1500 fpm to +2000
fpm.
The VS reference is resynchronized when there is a transition from FD Un-
coupled to FD Coupled.

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ICN-39-A-220000-G-A0126-00153-A-04-1
VS - VERTICAL SPEED HOLD MODE

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ALT — BARO ALTITUDE HOLD MODE

Description The ALT hold mode generates collective commands to maintain a selected
aircraft barometric altitude.

Engagement • Direct:........................... Press ALT button on Guidance Controller

• Automatic:..... ALT mode automatically engages when ALTA
mode has acquired the pre-selected altitude

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ALT — BARO ALTITUDE HOLD MODE

References ALT mode maintains the barometric altitude existing at the time of engage-
and per- ment.
formance When engaged the baro altitude hold reference is displayed as a small ma-
genta bug on the Barometric Altimeter on PFDs.
The altitude hold reference bug is adjusted by either:
• setting either pilot or copilot collective Beep Trim CLTV/YAW
switches to UP (to increase altitude) or DN (to reduce altitude) (Beep
rate: ±50 ft/s)
• pressing the collective FTR switch while flying to the desired baromet-
ric altitude, and then releasing the FTR.
Changing the ALT reference causes a Reference Change aural tone to be
played when the reference begins to change. While the reference is being
changed and for 5 seconds after finishing, no Reference Change aural
tone is played.
Adjustment of the barometric setting value displayed on the selected PFD
will induce a corresponding change of the indicated altitude.
When changing the barometric setting value with the ALT mode engaged,
the mode will command a climb or descent as necessary to return to the
barometric altitude corresponding to the respective value indicated at the
time ALT mode was engaged, last synchronized or beeped.
ALT mode can be engaged with HOV mode as an alternative to the RHT
mode.

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ICN-39-A-220000-G-A0126-01846-A-04-1
ALT - ALTITUDE HOLD MODE

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ALTA — ALTITUDE ACQUIRE MODE

Descrip- The ALTA mode generates collective commands to climb or descend to-
tion wards the pre-selected barometric altitude reference set with the Altitude
Pre-Select knob (ALT SEL) on the Display Controller.

Engage- • Direct:........................... Press ALTA button on Guidance Controller

ment

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ALTA — ALTITUDE ACQUIRE MODE

Referen- At power up, the digital readout for the ALTA reference will be displayed as
ces and dashes (invalid) until the ALT SEL knob is moved at least one click.
perform- When ALTA mode is engaged:
ance • a vertical speed of either +1000 fpm or –750 fpm in the direction of the
target altitude is automatically set
• IAS mode is automatically engaged holding the current airspeed (60
KIAS minimum)
The ALTA mode vertical speed reference is displayed as a set bug and as a
digital readout on the PFD.
The vertical speed reference for the ALTA mode can be changed by the pilot
using one of the following means:
• setting either pilot or copilot collective Beep Trim CLTV/YAW switches
to UP (to increase VS) or DN (to reduce VS) (Beep rate: ±150 fpm/s)
• pressing the collective FTR switch while flying to the desired vertical
speed, and then releasing the FTR.
The VS mode reference can be set in the range of –1500 fpm to +2000 fpm.

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ALTA — ALTITUDE ACQUIRE MODE

The minimum vertical speed reference is 100 fpm in the direction of the tar-
get altitude
Changing the altitude preselect reference while ALTA is engaged, will cause
the mode to attempt to capture the new reference once the altitude preselect
knob is released.
As the aircraft approaches and captures the pre-selected altitude, the ALTA
mode automatically transitions to the ALT mode and IAS mode remains en-
gaged.

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ICN-39-A-220000-G-A0126-01849-A-03-1
ALTA - ALTITUDE ACQUIRE MODE

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RHT — RADIO HEIGHT HOLD MODE

Description The RHT hold mode generates collective commands to maintain a selected
aircraft radio height.

Engage- • Direct:........................... Press RHT button on Guidance Controller

ment
• Automatic:...................... RHT mode automatically engages when
• HOV mode has engaged
• Collective is beeped in ALVL mode

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RHT — RADIO HEIGHT HOLD MODE

References RHT mode maintains the radio height existing at the time of engagement.
and per- When engaged the radio height hold reference is displayed set bug and a
formance digital readout in magenta on the Radio Altimeter on PFDs.

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RHT — RADIO HEIGHT HOLD MODE

The radio height hold reference bug is adjusted by either:

• setting either pilot or copilot collective Beep Trim CLTV/YAW switches
to UP (to increase height) or DN (to reduce height) (Beep rate: ±50
ft/s)
• pressing the collective FTR switch while flying to the desired radio
height, and then releasing the FTR.

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NAV MODE — VOR / LOC / LNAV FUNCTIONS

Descrip- The NAV mode generates roll commands to steer the aircraft to capture and
tion hold the Selected VOR Course, ILS Localizer or FMS Desired Track depend-
ent on the Navigation system selected as Primary Navaid.
Primary Navaid is selected by the pilot in command via the Display Controller
(DC) and displayed as the CDI and the associated digital readouts on the HSI.
• NAV button on DC:......................................................... VOR or LOC
• LNAV button on DC..................................................................... FMS

Engage- • Arming:.. Press NAV button on Guidance Controller.

ment
• NAV mode is armed (VOR, LOC or LNAV)
• HDG mode is automatically engaged and the present
heading held

NOTE
If LOC is selected as Primary Navaid, NAV mode selection does not
provide Glide Slope guidance

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NAV MODE — VOR / LOC / LNAV FUNCTIONS

Referen- The VOR / LOC Course can be set and adjusted by the COURSE knob on the
ces and Remote Instrument Controller (RIC).
perform- The FMS Desired Track is automatically computed by the FMS.
ance VOR Course only can be synchronized with the current VOR bearing value by
pressing the PUSH DIR button on COURSE knob on the RIC.
• Cap- Automatic capture of the Selected VOR Course, ILS Localiz-
ture:.... er or FMS Desired Track
• occurs at lateral beam sensing point (navigation source
must be valid),
• disengages the HDG mode
• activates the VOR, LOC or LNAV mode, respectively

When VOR mode is captured, the VOR deviation (difference between VOR
bearing and course selection) is gain-programmed as a function of distance
from the station (DME and/or FMS). If distance is not available, the gain-pro-
gramming uses the default values optimized for cruise.
The AFCS uses a course error signal to immediately correct the short-term
heading disturbances such as wind gust. With a crosswind, a course error off-
set (crab angle) is computed and used by the FD to keep the aircraft on
course.

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ICN-39-A-220000-G-A0126-01855-A-03-1
NAV - VOR MODE

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APP MODE — VOR APPROACH FUNCTION

Description The VAPP (VOR Approach) mode provides the capability to steer the air-
craft to fly a VOR non-precision approach.
VOR must be selected by the pilot in command as the Primary Navaid via
the NAV button on the Display Controller (DC) and displayed as the CDI and
the associated digital readout on the HSI.
• Aircraft axes control is performed via roll attitude for VAPP.

Engage- • Arming:.. Press APP button on Guidance Controller

ment
• VAPP mode is armed
• HDG mode is automatically engaged and the
present heading held

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APP MODE — VOR APPROACH FUNCTION

References The VOR Course can be set and adjusted by the COURSE knob on the Re-
and per- mote Instrument Controller (RIC).
formance VOR Course can also be synchronized with the current VOR bearing value
by pressing the PUSH DIR button on COURSE knob on the RIC.
At VOR radial capture, HDG mode automatically disengages and VAPP
mode automatically engages, so the helicopter turns to track the selected ra-
dial.

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APP MODE — ILS APPROACH FUNCTION

Descrip- The APP mode provides the capability to steer the aircraft to capture and
tion hold the ILS Localizer (LOC) and Glide Slope (GS).
LOC must be selected by the pilot in command as the Primary Navaid via the
NAV button on the Display Controller (DC) and displayed as the CDI and the
associated digital readout on the HSI.
Aircraft axes control is performed via:
• roll attitude for LOC
• collective input for GS

Engage- • Arming:.. Press APP button on Guidance Controller

ment
• GS and LOC modes are armed
• HDG mode is automatically engaged and the
present heading held

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APP MODE — ILS APPROACH FUNCTION

Referen- The LOC inbound (front) course can only be set and adjusted by the
ces and COURSE knob on the Remote Instrument Controller (RIC).
perform- At LOC capture, HDG mode automatically disengages and LOC mode auto-
ance matically engages, so the helicopter turns to track the selected localizer.
At GS capture, any selected collective mode automatically disengages and
GS mode automatically engages, so the helicopter adjusts collective to hold
the glide slope.
Upon completion of ILS Approach, ALVL mode is automatically engaged.

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ICN-39-A-220000-G-A0126-00176-A-01-1

ILS PATTERN

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ICN-39-A-220000-G-A0126-01679-A-03-1

APP MODE - ILS APPROACH FUNCTION

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APP MODE — VGP APPROACH FUNCTION (GPS/RNAV APPROACH)

Descrip- The APP mode produces a non precision approach similar to an ILS ap-
tion proach when using a non localizer based approach from the data base with
FMS selected as the Primary Navaid (LNAV button on DC).
The Vertical Glide Path (VGP) is anchored at the BOD (Bottom of Descent) —
ie the touchdown point— with an angle equal to that specified in the data
base at the corresponding waypoint.
Aircraft axes control is performed via:
• roll attitude for LNAV lateral steering
• collective input for VGP

Engage- • Arming:.. Press APP button on Guidance Controller

ment
• VGP mode is armed
• HDG mode is automatically engaged and the
present heading held
Conditions for arming VGP mode:
• FMS is selected as Primary Navaid and a published non-Localizer ap-
proach is selected as Arrival in the Active FPL
• FMS is not in DR (Dead Reckoning) mode
• Helicopter is within 30 nm of destination
• Altitude and angle constraint values have not been changed
• If there is an altitude constraint at the FAF (Final Approach Fix), the heli-
copter must be at the FAF altitude
• No vertical direct-to the FAF has been executed

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APP MODE — VGP APPROACH FUNCTION (GPS/RNAV APPROACH)

NOTE
If APP pushbutton is pressed when Primary Navaid is FMS and VGP
is not available, the VGP UNAVAILABLE message is displayed in the
MCDU scratchpad.

Referen- On the glide slope pointer a letter P is displayed to indicate VGP.

ces and When VGP mode is armed, both letter P and pointer appear on the left hand
perform- side of vertical deviation scale.
ance When captured the symbol moves to the right hand side of the vertical devia-
tion scale.
When flying to the MAP (Missed Approach Point) or within 5 nm from the
FAF, any selected collective mode automatically disengages and the VGP
mode is automatically captured, so the helicopter adjusts collective to hold the
VGP.
Conditions for capturing VGP mode:
• VGP mode must be armed
• FMS active waypoint is the MAP or helicopter is within 5 nm of the FAF
• If holding, helicopter must be established on the inbound course to the
FAF
• Helicopter is able to capture the final approach slope
As the helicopter approaches the runway threshold, ALVL mode is automati-
cally engaged and collective is commanded for an asymptotic flare.
If MAP height (in the Navigation Data Base) is greater than 150 ft AGL:
• when helicopter is 100 ft above the MAP the VTA (Vertical Track Alert)
flag appears on the ADI
• when helicopter is at the MAP the VGP mode disengages

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ICN-39-A-220000-G-A0126-00181-A-01-1

VGP PATTERN

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ICN-39-A-220000-G-A0126-01681-A-01-1

APP MODE - VGP APPROACH FUNCTION

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APP MODE — PREVIEW FUNCTION

Description The Preview function is a way to preselect ILS or VOR Approach functions
while FD is still engaged in LNAV.
The Preview function is selected by pressing the PRV pushbutton on the
Display Controller with FMS already selected as the Primary Navaid (LNAV
button on DC).

Engage- • Arming:......................... Press APP button on Guidance Controller.

ment
• GS and LOC modes are armed
• Helicopter keeps flying the LNAV leg

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APP MODE — PREVIEW FUNCTION

Referen- Selected Preview Course is displayed on the HSI as an additional thin cyan
ces and CDI and a small-font digital readout.
perform- Preview VOR/LOC Course can be set and adjusted by the COURSE knob
ance on the Remote Instrument Controller (RIC).
Preview VOR Course can also be synchronized with the current VOR bear-
ing value by pressing the PUSH DIR button on COURSE knob on the RIC.
If the APP pushbutton is pressed the FD arms LOC and GS or VAPP func-
tions depending on the NAV receiver tuning (ILS or VOR).
At the capture of the LOC or VAPP functions the FD disengages LNAV and
engages LOC-GS or VAPP modes.

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ICN-39-A-220000-G-A0126-01685-A-02-1

APP MODE - PREVIEW FUNCTION

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DCL — ILS DECELERATION MODE

Descrip- The DCL ILS mode is the same as the APP mode plus automatic deceleration
tion from present speed down to approximately 80 KIAS as the aircraft reaches
200 ft AGL.
LOC must be selected by the pilot in command as the Primary Navaid via the
NAV button on the Display Controller (DC) and displayed as the CDI and the
associated digital readout on the HSI.
Aircraft axes control is performed via:
• roll attitude for LOC
• collective input for GS
• pitch attitude for airspeed

Engage- • Arming: Press DCL button on Guidance Controller.

ment
• GS-DCL and LOC modes are armed
• HDG mode is automatically engaged and the present
heading held
• IAS mode is automatically engaged and the present
airspeed held

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DCL — ILS DECELERATION MODE

Referen- The LOC inbound (front) course can only be set and adjusted by the COURSE
ces and knob on the Remote Instrument Controller (RIC).
perform- At LOC capture, HDG mode automatically disengages and LOC mode auto-
ance matically engages, so the helicopter turns to track the selected localizer.
At GS capture, any selected collective mode automatically disengages and GS
mode automatically engages, so the helicopter adjusts collective to hold the
glide slope.

After GS capture and at a computed condition for correct approach and decel-
eration the IAS mode is disengaged and the DCL mode engaged.
The airspeed reference bug moves to 80 KIAS and the digital reference is set
to 80 KIAS.
These values can be adjusted using the cyclic beep trim at which time the IAS
mode automatically engages replacing the DCL mode.
Upon completion of ILS Approach, ALVL mode is automatically engaged.

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ICN-39-A-220000-G-A0126-01872-A-02-1
DECELERATION DURING ILS APPROACH

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
BACK COURSE (BC) MODE The green GS or VGP caption on the PFD will be replaced by ALVL.
The BC mode allows the aircraft to capture and track the inbound back
course of the localizer for approach to a runway by providing the lateral
guidance in the roll axis. CAUTION
After tuning, the course pointer on the PFD must be set to the runway IN VGP MODE THE ALVL WILL NOT ACTIVATE IF THE MISSED
inbound course, with the heading bug set to the necessary intersection APPROACH POINT (MAP) IS HIGHER THAN 150 FT AGL. FOR
heading. When the BC button is pressed on the GC, HDG mode is THIS CASE THE VGP MODE WILL DISENGAGE AT THE MAP
automatically engaged and BC armed. The BC mode operates in the same (PRECEDED BY A VERTICAL TRACK ALERT (VTA) CAPTION
way as the LOC mode with the deviation and course signals that are DISPLAYED ABOVE THE VERTICAL GUIDANCE SCALE ON PFD)
opposite to make a BC approach to the localizer. AND A CHIME IS GENERATED.

GA — GO AROUND MODE
The Go-Around mode (GA) provides aircraft control for an automatic ascent
profile. The function is intended primarily for use during the approach phase
of flight to initiate a missed approach.
GA mode is engaged by pressing he GA pushbutton on either collective; any
other mode is then disengaged.
Upon engagement the GA mode commands collective for a 1,000 ft/min
climb, roll for wings-level and pitch for an airspeed of 80 KIAS or the current
airspeed, whichever is higher.

OS — OVER STATION MODE

When overflying a VOR station, with VOR or VAPP mode engaged, the VOR
equipment detects the aircraft being within the zone of ambiguity.
The VOR deviation signal is removed from the command until the VOR
signal has stabilized after passing over station, when the OS mode
disengages returning to VOR or VAPP mode automatically.
While over the station, course change may be made by selecting a new
course via the COURSE knob on the RIC: aircraft is steered heading
towards the selected course until OS mode is replaced by VOR or VAPP.

ALVL — AUTOLEVEL MODE

If the APP (LOC/GS or VGP) mode is continued, to below landing minimum,
this safety feature is automatically activated at 150 ft AGL and an asymptotic
flare to a radar height of 50 ft AGL will be initiated.

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ICN-39-A-220000-G-A0126-00192-A-01-1
GO-AROUND MODE

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ICN-39-A-220000-G-A0126-00193-A-01-1

OVER STATION MODE

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HOV — HOVER/VELOCITY HOLD MODE
CAUTION
The HOV mode utilizes the blended AHRS-GPS ground velocity information THE HOV MODE MAINTAINS A GROUNDSPEED REFERENCE
to provide commands that maintain longitudinal and lateral aircraft ground THEREFORE PILOT MUST ENSURE THAT CROSSWIND AND
velocities for hovering and low speed flying. REAR WIND SPEED LIMITS ARE NOT EXCEEDED. IF WIND
The HOV can be manually engaged by pressing the HOV push button on the LIMITS ARE EXCEEDED DIRECTIONAL CONTROL MAY NOT BE
Guidance Controller or by pressing the beep trim (Chinese-Hat fifth position) MAINTAINED.
on the cyclic hand-grip.
At the engagement the HOV mode velocity references are set to zero. The
engagement of HOV mode will automatically engage RHT mode if a valid CAUTION
radar altimeter signal is available and within the threshold limits. WHEN HOV MODE IS ENGAGED ABOVE 2000 FT AGL THE ALT
The HOV mode velocity references may be changed by the pilot using any MODE DOES NOT AUTOMATICALLY ENGAGE. THEREFORE
of the following means: THE PILOT MUST CONTROL COLLECTIVE MANUALLY OR
• pressing the cyclic FTR switch, flying to the desired lateral and ENGAGE ALT MODE.
longitudinal velocities and then releasing the cyclic FTR switch
• pressing the cyclic beep switch forward, aft, right, or left to increase the The hover symbology automatically appears on the PFD when HOV mode is
velocity reference in the direction of the switch press engaged. The display shows the aircraft velocity vector and the reference
• pressing the cyclic beep fifth position switch to promptly zero the velocity symbol.
velocity reference
The HOV mode velocity references are limited to a maximum of 60 knots
forward and 40 knots left, right, and aft (while aft the velocity reference is
limited to 40 knots total vector amplitude).

CAUTION
IN ALT MODE THE VOICE MESSAGE “ALTITUDE ALTITUDE” IS
TRIGGERED WHEN ALTITUDE EXCEEDS THE REFERENCE
ALTITUDE BY ± 150 FT. THEREFORE, IF ALT MODE IS
ENGAGED AS AN ALTERNATIVE TO RHT AT A HEIGHT BELOW
300 FT, SET DH AT A VALUE 10 FT BELOW THE REFERENCE
HEIGHT IN ORDER TO HAVE AN ADDITIONAL HEIGHT
DEVIATION EXCEEDANCES CUE.

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ICN-39-A-220000-G-A0126-02897-A-01-1
HOVER MODE

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ICN-39-A-220000-G-A0126-02898-A-01-1
HOVER MODE OPERATION

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SAR MODES
The 4 Axis Enhanced Flight Director with SAR Modes system is the
complete version of the FD system and requires either EPIC Phase 5,
(software release EB7030191-00107) or Phase 6 (software release
EB7030191-00108 & 109) or Phase 7 (software release
EB7030191-00110/00111). The system contains all the functions of the 4
Axis Enhanced Flight Director, SAR modes and in addition the
improvements of the Phase 5, 6 and 7 software.

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ICN-39-A-220000-G-A0126-00219-A-01-1

GUIDANCE CONTROLLER

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PFD MESSAGES MODE DESCRIPTIONS
Armed lateral modes PFD messages are: VOR, VAPP, LOC, BC, LNAV and The following descriptions assume the modes are coupled, unless state
captured VOR, VAPP, OS, LOC, BC, LNAV, HDG, HOV, WTR. Armed otherwise.
collective modes are: GS, VGP, and captured ALT, GS, VS, GA, ALTA, • TD/H Transition Down Mode.
ALVL, RHT, VGP, TD, TDH, TU, VRHT, VPTH. PTH.
Engaged vertical pitch modes are IAS, HOV, DCL, GA, TD, TDH, TU, VIAS,
W. This mode, when selected and the conditions for TD are met (height
between 300ft and 2050ft, airspeed greater than 60KIAS), transitions the
aircraft from the current flight condition down to 200ft AGL and 80KIAS level
The FD SAR functions available (phase 5 & 6) are as follows:
flight. Pressing the TD/H button the FD will initiate a descent and
deceleration to achieve airspeed reference of 80KIAS and a height reference
Hold Mode Applicable Range MUH
of 200ft AGL. When reaching the reference speed and height the IAS and
RHT modes automatically engage. Pressing the collective FTR button prior
60 KIAS to Vne 150 ft AGL
to 200 ft will engage RHT mode at the actual height the button is pushed.
TD 135 ft to 2000 ft AGL
Pressing the cyclic FTR button prior to 80 KIAS will engage IAS at the actual
airspeed the button is pushed. The TD Mode can be exited by pressing the
0 KIAS to 90 KIAS 50 ft AGL
TD/H pushbutton or by selecting another vertical FD mode (or FD to STBY)
TDH 50 ft to 300ft AGL

0 KIAS to 60 KIAS 150 ft AGL (airspeed greater than 55

TU 0 to 2000 ft AGL KIAS)
30 ft AGL in HOV (airspeed less
than 55 KIAS)

60 KIAS to Vne N/A

GA 0 to 2000 ft AGL

0 KIAS to Vne PTH - 50 ft AGL

MOT 50 ft to 2000 ft AGL VPTH - 250 ft AGL
VRHT - 150 ft AGL
DCL - 50 ft AGL

HOV Mode engaged 30 ft AGL

WTR

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ICN-39-A-220000-G-A0126-00220-A-01-1

TRANSITION DOWN (TD) MODE OPERATION

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• Transition Down to Hover Mode.

This mode, when selected and the conditions for TDH are met (height
between 50ft and 300ft, airspeed below 90KIAS), transitions the aircraft from
the current flight condition down to 50ft AGL hover with 0kts groundspeed.
Pressing the TD/H button will initiate a descent and deceleration to achieve
the final hover conditions. When reaching the reference height and
groundspeed the RHT and HOV modes automatically engage. Pressing the
collective FTR button prior to 50 ft will engage RHT mode at the actual
height the button is pushed. Pressing the cyclic FTR button before reaching
60 kts groundspeed will engage IAS at the actual airspeed the button is
pushed. Pressing the cyclic FTR button below 60 kts ground-speed will
engage HOV at the actual groundspeed the button is pushed. The TD/H
Mode can only be exited by pressing the TD/H pushbutton or selecting
another FD mode (or FD to STBY).

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ICN-39-A-220000-G-A0126-00221-A-01-1

TRANSITION DOWN TO HOVER (TDH) MODE OPERATION

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NOTE
When the TD/H mode is selected the CAS caution and audio
message ‘LANDING GEAR’ is inhibited.

The TD and TDH mode are available when the APM option for FD Type is
set to “3-CUE” and the APM Option for TD and TDH mode are enabled.
The TD and TDH mode are disengaged by:
• selecting STBY
• pressing Go-Around button to activate Transition Up (TU)
• toggling the selected PFD
• airspeed falling below 55 KIAS
• selecting any other vertical mode
• radar altimeter TEST is active
• while the engine status is autorotation or OEI training.

The loss of the following data cause the TU mode to disengage:

• Air Data
• AHRS data
• Guidance Controller data
• Radar altitude data invalid for more than 5 seconds
• Radar altitude data miscompare for more than 5 seconds
• Power Index data.
The following table summarize the possible flight director mode transitions
and changes to associated flight director references as a result of pressing
the TD button:

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ICN-39-A-220000-G-A0126-00222-A-01-1
TRANSITION DOWN (TD) SELECTION EFFECTS

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TU - TRANSITION UP MODE
The mode may be selected from either collective GA pushbutton and will
give, when the conditions for a TU are met i.e. airspeed less than 41 KIAS
for phase 7 (60 KIAS for Phase 5 and 6) or one of the following modes TD,
TDH, MOT, WTR or HOV is engaged, a climb up to the set bug reference
height of 200 ft AGL on the Rad Alt and the set bug airspeed of 80 KIAS.
Engaging the TU the FD will zero lateral or negative groundspeed and
initiate an acceleration to 60 KIAS for phase 7 (80 KIAS for Phase 5 and 6).
At 60 KIAS the HDG will engage and transition will occur at a climb rate of
200 fpm (groundspeed between 0 and 25 kts) or 750 fpm (groundspeed
between 25 and 60 kts), maintained until reaching the reference value 200 ft
when the RHT is automatically engaged. The aircraft then accelerates to the
airspeed reference of 80 KIAS and the IAS mode is engaged. The reference
height can be modified by the collective beep switch and the airspeed by the
cyclic beep switch. The TU Mode can be exited by selecting another vertical
FD mode (or FD to STBY).

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ICN-39-A-220000-G-A0126-00223-A-01-1

TRANSITION UP/GO AROUND (TU/GA) MODE OPERATION

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The TU mode is available when the APM option for FD Type is set to “3-
CUE” and the APM Option for TU mode is enabled.
The TU mode is disengaged by:
• selecting STBY
• selecting any other vertical mode
• toggling the selected PFD
• radar altimeter TEST is active
• while the engine status is autorotation or OEI training.
The loss of the following data cause the TU mode to disengage:
• Air Data
• AHRS data
• Guidance Controller data
• Radar altitude data invalid for more than 5 seconds
• Radar altitude data miscompare for more than 5 seconds
• Power Index data.

GO AROUND
The table below summarizes the possible flight director mode transitions and
changes to associated flight director references as a result of pressing the
go-around button.

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ICN-39-A-220000-G-A0126-00224-A-01-1
GO AROUND (GA) SELECTION EFFECTS

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MARK ON TARGET MODE indicating the aircraft is reducing the IAS, if necessary, to obtain 60 kts
groundspeed at the FHAF. At the FHAF the message changes to DCL
Mark On Target Mode. This mode, when selected, marks the current position
indicating the aircraft is decelerating from 60 kts groundspeed to 0 kts
as a waypoint then manoeuvres the aircraft with a downwind leg, then an up
groundspeed.
wind turn to establish hover at 0 kts groundspeed, 50 ft (15 m) AGL in a
A vertical path indicator, in magenta, is presented on the PFD to the
position 150 ft (46 m) to the left and 150 ft (46 m) downwind of the marked
right of the GS deviation scale (See Figure 2-3). This pointer is
waypoint.
centered when the aircraft is following the 3° path to the hover point.
The MOT sequence is divided in three basic phases:
Roll mode LNAV will be presented on the PFD.
• - Approach to FHAF ((Final Hover Approach Fix) First phase after MOT
engagement, during which the aircraft, following FMS commands, will NOTE
be headed into the wind at the FHAF. FHAF is a point located When the MOT mode is selected the CAS caution and audio
approximately 0.8 nautical miles (1.5 km) downwind from the target message ‘LANDING GEAR’ is inhibited
waypoint. Aircraft height at FHAF is approximately 250 ft AGL, with a
target speed of 60 kt GS.
The MOT mode is available when the APM option for FD Type is set to “3-
• - Approach to Final Hover Fix Second phase, to acquire the hover CUE” and the APM Option for MOT mode is enabled.
waypoint from FHAF, aircraft will descend following a 3 degree slope The MOT is cancelled by:
vertical path.
• pressing MOT button on Guidance Controller
• - Approach to Final Target Final phase, with pilot taking the aircraft selecting STBY through either the Guidance Controller or STBY
from hover waypoint to the target location. During the approach to •
buttons on either cyclic;
hover:
• pressing Go Around button on Guidance Controller to activate
• - The final hover reference height can be modified by the collective Transition Up (TU)
beep switch. After Final Hover Approach Fix (FHAF) pressing the
collective FTR button the final hover height synchronizes to the actual • selecting any other pitch, roll or collective mode
height with RHT engagement. • toggling the selected PFD
• - After the FHAF the reference groundspeed can be modified laterally • radar Altimeter TEST is active
and longitudinally by pressing the cyclic FTR button to synchronize to
the actual groundspeed and to engage HOV. When reaching the • loss of FMS MOT capture for more than 2 seconds
reference height and groundspeed the RHT and HOV modes loss of FMS valid
•
automatically engage. The MOT Mode can only be exited by pushing
the MOT pushbutton or selecting another vertical FD mode (or FD to • radar altitude data invalid for more than 5 seconds
STBY). The manoeuvres carried out are different dependant on the • radar altitude data miscompare for more than 5 seconds
entry conditions when the MOT button is pressed. During the sequence
of manoeuvres the collective mode VRHT message indicates the level • selected radar altitude above 2050 ft.
flight phase to intercept the vertical path, if required, when the aircraft • if MOT (VIAS), MOT(LNAV) or MOT VPTH is engaged and airspeed
starts to descend. The message changes to VPTH when on the 3° drops below 50 Knots for more than 5 seconds
slope to the FHAF. The message changes to PTH for the last portion of aircraft transition on ground
•
the descent after the FHAF. If the aircraft is flying above the 3° slope at
MOT engagement the collective axis will directly engage the VPTH. On • if MOT(DCL) or MOT (XTRK) is engaged and loss of AHRS1 or AHRS2
the pitch axis the message VIAS appears anytime before the FHAF, mag heading valid

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• if MOT (PTH) is engaged and loss of selected AHRS N-S or E-W

velocity true valids.
The loss of the following data cause the TU mode to disengage:
• Air Data
• AHRS data
• AHRS ground velocities and acceleration
• Guidance Controller data
• Radar altitude data invalid for more than 5 seconds
• FMS data
• Power Index data.

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ICN-39-A-220000-G-A0126-00225-A-01-1

MARK ON TARGET (MOT)

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WTR WINCHMAN TRIM MODE
This mode, (available in HOV Mode only) when selected by the pilot,
displays a WTR message on the PFD and permits the Hoist Operator (HO)
to control the aircraft hover lateral and longitudinal groundspeed using the
hoist pendant five position switch. Groundspeeds up to a maximum of 10
kts, from the value established by the pilot in HOV mode, can be controlled
by the HO. The five position switch allows the HO to control the aircraft fore -
aft and lateral groundspeed. When the switch is moved towards the FWD
label the aircraft moves forward, when moved towards L the aircraft
translates laterally to the left and conversely R for translation right and AFT
for rearward motion. Pushing the centre position of the five position switch
the HO can reset his groundspeed corrections. Pilot input will over-ride HO
input at any time. The WTR Mode can be exited by pressing the WTR
pushbutton or selecting another vertical FD mode (or FD to STBY)

The WTR mode is available when the APM option for FD Type is set to “3-
CUE” and the APM Option for WTR mode is enabled.

The WTR mode is cancelled by pressing the WTR or STBY button on the
Guidance Controller. Disengage or loss of HOV for any reason result in the
disengage of WTR.

FMS SEARCH PATTERNS

SAR type search patterns are available in the FMS which, when inserted in a
flight plan using the MCDU, are displayed on the MFD and can be flown
using the NAV function. The following search patterns are available:
• Expanding Square
• Sector
• Creeping Ladder
• Parallel.

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ICN-39-A-220000-G-A0126-00226-A-01-1
SEARCH PATTERNS

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FLIGHT DIRECTOR AURAL MESSAGES

VOICE ONLY MESSAGES DESCRIPTION

FD CHIME Change state of any FD mode:

• engaged to disengaged or viceversa
• arm to captured
• coupled to uncoupled or viceversa

BIP-BIP Change in altitude or radar height reference datum (target altitude or height)

ALTITUDE - ALTITUDE Aircraft exceeded the altitude deviation, dependent on the selected mode, by:

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FLIGHT DIRECTOR FAILURE – CAS WARNING AND GUIDANCE CONTROLLER FAILURE
CAUTION MESSAGES In case of guidance controller failure, recognised as non functionality of
No CAS Warning or Caution messages are generated to indicate FD panel pushbuttons (that is modes cannot be changed or disengaged using
malfunctions. However indication on both PFD displays indicate the state of the panel pushbuttons), the FD may be disengaged using the cyclic FD
the flight director system. STBY button.

CAS CAPTION FAILURE DESCRIPTION PROCEDURE AW139-RFM-4D

NAME

replaces green arrow above attitude indicator on PFD SINGLE FLIGHT DI- Supplement 34 Section 3
that has failed Flight Director RECTOR FAILURE EMERGENCY AND MAL-
FUNCTION PROCEDURES

replaces FD arrow above attitude indicator on both PFD DUAL FLIGHT DI-
FD FAIL
displays RECTOR FAIL

loss of PFD, the associated MFD will automatically con- FAILURE OF SE-
figure to Composite mode maintaining the FD engaged LECTED PFD UNIT
on the same references as the PFD WITH FLIGHT DI-
RECTOR ENGAG-
ED

associated AHRS failure and subsequent loss of AP 1(2) AHRS FAILURE

1(2) AHRS FAIL
+ aural message WITH FD ENGAG-
and loss of attitude, heading and slip skid data on Left ED
AVIONIC FAIL (Right) PFD

AFCS DEGRADED

ATT HDG
FAIL FAIL
+

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CAS CAPTION FAILURE DESCRIPTION PROCEDURE AW139-RFM-4D

NAME

ON SIDE ADS FAIL-

NOTE URE ON SELEC-
For on-side ADS failure on the non selected PFD TED PFD WITH FD
there is no effect on FD modes. Refer to Sect. 3 ENGAGED
Basic RFM
+
disengagement of FD vertical modes (ALT, IAS,
VS)
+ Audio Chime and loss of
1(2) ADS FAIL Airspeed

Supplement 40 Section 3
Altitude EMERGENCY AND MAL-
Vertical speed FUNCTION PROCEDURES
Data on Left(Right) indicators

+ SAS message displayed on both PFD’s ATTITUDE SYS-

TEM OFF
NOTE
ATT OFF With ATT system not engaged the aircraft flies in
SAS mode only

on attitude indicator during VGP approach when RAD VERTICAL TRACK

VTA ALT height between Missed Approach Point (MAP) and ALERT CAPTION
MAP+100 ft

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CAS CAPTION FAILURE DESCRIPTION PROCEDURE AW139-RFM-4D

NAME

Failure of both RAD ALT systems DOUBLE RAD ALT

FAILURE WITH
CAUTION RHT ENGAGED
RAD WHEN BOTH RAD ALT FAIL, THE 150 FT AU-
Message replaces RAD ALT height in- RAL WARNING MESSAGE DOES NOT FUNC-
formation on both PFD RHT disengag- TION AND THE LANDING GEAR CAUTION WILL
es with audio chime BE DISPLAYED IF THE LDG GEAR IS RETRAC-
TED REGARDLESS OF HEIGHT

message on RAD ALT display RAD ALT MISCOM-

RAD RHT disengages with audio chime PARE WITH RHT
miscompare between RAD ALT 1 and 2 information ENGAGED

LIMITATIONS • REQUIRED EQUIPMENT

Refer to AW139-RFM-4D Supplement 34 SECTION 1 for the discussion of • VOR LIMITATIONS
• WEIGHT AND CENTRE OF GRAVITY LIMITATIONS • ILS APPROACH MODE LIMITATIONS
• FLIGHT DIRECTOR MODES LIMITATIONS • VGP LIMITATIONS
• FLIGHT DIRECTOR MODES ENGAGEMENT LIMITS AND MINIMUM
USE HEIGHT (MUH)

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VELOCITY ANNUNCIATOR

When the valid velocity data from both AHRS is not more available, the velocity vector on the hover display is removed
VEL FAIL
and a red inverse video (white letter with a red background) VEL FAIL annunciator is displayed below and to the left of the
compass rose.
The HOV mode disengages automatically.

When velocity is reported in test from an AHRS source, a red inverse video (white letters with a red background) VEL
VEL TEST
TEST annunciator is displayed below and to the left of the compass rose.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

CHAPTER

23
COMMUNICATIONS

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SECTION 00
COMMUNICATIONS

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DESCRIPTION • MRC2 is installed in the nose bay right side.
Communications contains the systems necessary for communication in an
aircraft, between different aircraft and between the aircraft and ground
stations. These systems include components that supply voice and data
communications.
Communications has the systems that follow:
• Modular Radio System
• Speech Communications
• Audio Integrating

MODULAR RADIO SYSTEM

The modular radio system is a multi-slot cabinet and network interface
module.

SPEECH COMMUNICATIONS
Speech communications use voice-modulated, electromagnetic waves to
transmit and receive voice and data between different aircraft and between
the aircraft and ground stations.

AUDIO INTEGRATING
The audio integrating system controls the audio signals of the
communication and navigation receivers/transmitters.
The Communication System is a part of the PRIMUS EPIC system.

MODULAR RADIO SYSTEM

The modular radio system is composed of two remote mounted Modular
Radio Cabinets (MRC) that, with related controls, displays and antennas,
supply aircraft radio functions, standard for navigation and communication
systems, that include VOR, ILS, ADF, DME, VHF COM, and air traffic control
(ATC) XPDR.
• MRC1 is installed in the nose bay left side.

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ICN-39-A-230000-G-A0126-00001-A-01-1
MODULAR RADIO CABINET-LOCATIONS

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The MRCs are line replaceable units (LRUs) and they contains line
replaceable modules (LRMs).
The modules are as follows:
• VDR: VHF Data Radio
• ADF: Automatic Direction Finder
• DME: Distance Measuring Equipment
• VIDL: VOR/ILS Data Link
• XPDR: Transponder
• NIM: Network Interface Module

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ICN-39-A-230000-G-A0126-00038-A-01-1
MODULAR RADIO CABINET – LOCATION OF MODULES

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Each MRC contains a network interface module (NIM) and up to five radio
modules.
Each module has a self-contained power supply, radio frequency (RF)
receivers/transmitters; signal processing, backplane connectors, a front
mounting plate, front connectors and circuit cards necessary to operate the
module.
The radio modules connect to the NIM through the MRC backplane.
Two fans attached to the rear cover of the MRC supply cooling air to the NIM
and radio modules.
Each MRC has an aircraft personality module (APM), on its backplane, APM
3 and 4 respectively in the MRC 1 and 2, for storage of setting and option
files as part of the PRIMUS EPIC system. The APM data are stored in Non
Volatile Memory (NVM) and can be loaded with the Central Maintenance
System (CMS).
MRC1 Standard configuration:
• VDR module............................................................................ Qty 1
• VIDL module............................................................................ Qty 1
• NIM module............................................................................. Qty 1
MRC2 Standard configuration:
• VDR module............................................................................ Qty 1
• VIDL module............................................................................ Qty 1
• ADF module............................................................................. Qty 1
• DME module............................................................................ Qty 1
• XPDR module.......................................................................... Qty 1
• NIM module............................................................................. Qty 1

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ICN-39-A-230000-G-A0126-00044-A-02-1
MRC1 AND MRC2 STANDARD CONFIGURATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
ANTENNAS LOCATION
The radio modules are connected to the antennas.

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ICN-39-A-230000-G-A0126-00045-A-03-1
ANTENNAS LOCATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
NIM MODULE RADIO TUNING
The NIM supplies power to the radio modules and provides the following Frequency, channel, and mode control of the modular radio system are
functions: supplied by Multifunction Control Display Units (MCDUs) and Cursor Control
• radio data Device (CCDs).
The CCDs with the PFDs or the MCDUs can tune, control the modes, and
• CMS (Central Maintenance System) functions
show the displays for the modular radio system.
• radio tuning The MCDU is the primary tuning source for the modular radio system and
the primary tuning is done through the ASCB-D.
There is also a backup MCDU tuning mode. This backup mode lets the pilot
RADIO DATA or copilot tune the on-side COM and NAV through a direct ARINC 429 link
from the MCDU to the radios.
Each NIM communicates to the rest of the PRIMUS EPIC system through This ARINC 429 bus, also named Backup Arinc 429, will reach the VDR and
the Avionics Standard Communication Bus version D (ASCB-D) and the VIDL radio modules passing through NIM module and without being
Local Area Network (LAN). processed by NIM.
Each radio module interfaces to the NIM through separate serial receive
(RX) and transmit (TX) data busses called the RCB (Radio Control Bus) and
internal LAN.
The NIM supplies the path for the discrete signals, analog audio signals that
have been digitized and other signals necessary for the LRM (Line
Replaceable Module) in the MRC.
The NIM also supplies analog to digital conversion of radio audio on the
digital audio bus. The NIM has spare inputs for audio signals from external
systems such as a third COM and High Frequency (HF) radios (optional
equipment).
The digital audio bus from each MRC connects to each audio panel in the
cockpit. This gives the pilot and copilot independent control of both sides of
the audio.

CMS FUNCTIONS
The NIM supplies a serial interface to APM (Aircraft Personality Module)
installed on the MRC motherboard and uses the data from the APM (Aircraft
Personality Module) to configure the radio modules in the MRC.
The NIM has a temperature sensor to monitor the MRC temperature through
the RCB and controls the operation of the fans.
Another function of the NIM is to monitor the data that is transmitted across
the digital busses and make sure that the busses operate correctly. If a
malfunction is found, invalid signals are generated.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-230000-G-A0126-01567-A-02-1

MODULAR RADIO SYSTEM BLOCK DIAGRAM

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
SPEECH COMUNICATION
Speech communications has the system that follows:
• The Very High Frequency (VHF) Data Radio (VDR) system
• The V/UHF system (optional)
• The HF system (optional)

VDR SYSTEM
The Very High Frequency (VHF) Data Radio (VDR) system supplies
communication (COM) between different aircraft, and between aircraft and
ground stations. The VDR system uses Amplitude Modulation (AM) to
transmit and receive voice signals for the cockpit headsets, but not at the
same time (simplex operation).
The VDR system has the components that follow:
• VDR Module, installed in each MRC
• VHF COM Antennas.

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ICN-39-A-230000-G-A0126-00047-A-02-1
VDR SYSTEM-COMPONENTS LOCATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
The VDR module is a VHF COM transceiver. • COM1 radio
The VDR system operates in the frequency range from 118.000 to 136.975
MHz, with channel separations at 8.33 or 25 kHz. • COM2 radio
The VDR system tunes in increments of 8.33 kHz. The VDR system only • NAV radio for the selected NAV source that is displayed on the PFD
transmits data on 25-kHz channels.
Each VHF COM module receives frequency and squelch control signals
• Transponder (XPDR) code
through the NIM in the MRC.
The VDR system transmits and receives data through the Radio Control Bus
(RCB) to the Network Interface Module (NIM). The NIM supplies the
interface to the ASCB-D. The digital audio bus transmits the VDR audio
signals to each audio panel in the audio system.
The transmitter has a timeout function that causes the VDR module to go
back to the receive mode automatically after it transmits continuously for 2
min. This function helps to prevent interference or intermittent operation
(COM) when more than one VDR system uses the same frequency.
The VDR module uses +28 VDC through NIM, but can be energized
independently. The power on/off control signal goes directly through the NIM
to the VDR module without change.
This low-power control signal controls the power supply of the VDR module.
The VDR module has other standard functions that include a nonvolatile
maintenance log and an internal monitor circuit. The maintenance log
records the possible data errors and makes them available to maintenance
personnel.
The internal monitor circuit monitors the circuit performance.

RADIO TUNING
The MCDU or the PFDs with cursor control devices (CCD) can tune, and
show the displays for the VDR system. The MCDU, in addition, will provide
full management of radio systems and control of modes.
Primary tuning goes through the ASCB-D. Also, a backup MCDU tuning
mode lets you tune the onside COM, NAV and XPDR modules through a
direct ARINC 429 link from the MCDU to the radios.
Radio tuning information is displayed in the bottom center of the HSI.
Displaying tuning information on the PFD eases COM/NAV radio
management. The currently tuned frequency for each radio is displayed on
the PFD.
Using the CCD joystick and set knob, the pilot is able to tune the following
on the PFD:

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-230000-G-A0126-02896-A-01-1
RADIO TUNING USING CCD

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

Green Cursor Box: The green cursor box is positioned to highlight the
function using the CCD. Moving the joystick left or right shifts the cursor box
between the COM, NAV and XPDR radios.
When a frequency box has been made active to enable frequency changes,
both the active and the preset (standby) frequencies are visible.

Set Knob Symbol: The set knob symbol prompts the pilot to use the SET
knob on the CCD to change the frequency highlighted by the cursor.
Turning the larger knurled knob clockwise increases and counterclockwise
decreases the whole number (Mhz) component of radio frequencies.
The smaller knob segment controls the decimal number (Khz) component of
frequency ranges when selecting a radio frequency.

Swap Symbol: The swap symbol is visible next to the active frequency in the
frequency box. It alerts the pilot that the active frequency can be replaced
with the white positioned below it. This process of replacing one frequency
with the other in the frequency box is referred to as swapping.
Pushing the ENTER button on the CCD swaps the current and preset
frequencies for the radio.

MCDU
The MCDU is the primary control unit for the modular radio system. The
MCDU controls all radios in the MRCs. The MCDU controls the modes,
frequencies and codes of all the modules in the MRC.
The Radio 1/2 page in the MCDU shows the related labels and frequencies
for each VDR radio.
The top line shows the radio identification label (for example, COM 1 for
VDR 1 and COM 2 for VDR 2).
The active frequency is in green.
The preset (standby) frequency is in white.

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1L

2L

3L

4L

5L

6L

ICN-39-A-230000-G-A0126-00050-A-02-1
MODULAR RADIO SYSTEM CONTROLS-MCDU

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
Exclusive Selection: This icon is displayed next to a list of mutually exclusive
options. Each time the adjacent LSK is pushed, the next item in the list is
Cursor: The cursor box highlights the value in the active field. Pushing the selected, wrapping around to the first when the last option is reached. The
adjacent line select key (LSK) of the other preset frequency changes selected value is displayed in green large font. The unselected items are
position of the Cursor. displayed in small white characters.

Copy Value: This icon is used on the memory pages to indicate that the
Tuning Curl: This icon indicates that the data value highlighted by the format
frequency highlighted by the cursor is copied into the active frequency for
cursor can be changed by turning the MCDU tuning knob.
the associated radio.

Swap Frequencies: This symbol indicates exchanges between the active

and preset frequencies for the associated radio that can be made.
This effectively saves the currently active frequency in the preset memory
and tunes the radio to the frequency previously stored as the preset.

Page Indicator: When this icon is displayed, pushing the adjacent line select
key (LSK) changes the display to another page. The page to be displayed is
labeled explicitly or it is a detail page for the radio in the associated field.
The COM detail page is accessed by selecting the line key associated with
the adjacent preselect boxed frequency in the main MCDU Radio page 1/2.
It is used to access the controls specific to VHF communications radios,
including squelch, operating mode, frequency spacing and a quick method
for retrieving 12 frequencies from memory.
The COM detail page permits selection of 8.33 kHz or 25 kHz COM tuning
and the selected spacing is green.
The COM pages on the MCDU also give access to the locations of the
frequencies kept in memory.

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ICN-39-A-230000-G-A0126-01574-A-01-1
VHF COM DETAIL PAGES

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
The MCDU backup radio tuning page is given to permit direct tuning of the
on-side COM, NAV and XPDR. This backup tuning mode is used when an
MAU, or NIM fails or a loss of the ASCB. The on-side backup tuning mode of
MCDU is automatically activated in case of failure of on-side MAU, caused
by loss of ARINC 429 communication between MCDU and MAU.
In case of NIM failure, instead, the MCDU backup tuning page will require to
be manually activated operating in sequence the FUNCTION KEYS
pushbuttons MENU --> NEXT and selecting BACKUP via 4LH LSK. The
backup tuning mode can be used for control of radios on the ground without
applying power to the rest of the avionics system.
The MCDU backup tuning page gives control of the on--side COM and NAV
frequencies using the keyboard or the radio tuning knob. In addition, it
controls the transponder code and operating mode for the on--side
transponder. When operating the backup tuning mode, the altitude data from
the ASCB is assumed to be unavailable and the available modes for
selection are limited to standby and altitude off.

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ICN-39-A-230000-G-A0126-01585-A-04-1
BACKUP RADIO TUNING

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ICN-39-A-230000-G-A0126-01578-A-01-1

RADIO 1/2 PAGE ANNUNCIATORS

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ICN-39-A-230000-G-A0126-01579-A-01-1

RADIO 2/2 PAGE ANNUNCIATORS (ADF RADIO)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
NORMAL RADIO OPERATION
The individual radio modules are normally controlled for tuning and mode of
operation by using the MCDUs, via the MAUs, the ASCB D data bus and the
relevant NIM.
Radio frequency and trasponder code can also be controlled by using the
CCD (monitoring the associated PFD), via the MAUs, the ASCB D data bus
and the relevant NIM.
Both methods make use of digital data.
Both pilots can control all the PRIMUS EPIC® radio modules on board
Monitoring of received audio from any radio module, once selected on the
Audio Panel, takes place as follows:
1 The received analog audio is converted into digital by the associated
NIM and distributed via the relevant AUDIO digital bus
2 The Audio Panel converts the selected audio into analog and sends it
to the headset
Transmission on a communication radio takes place as follows:
3 Select the radio trasmitter on the Audio Panel and press the PTT
button (the trigger on the cyclic stick or the foot switch)
4 Analog voice signal from the headset microphone is converted into
digital by the Audio Panel and distributed via the two MIC digital
busses.
5 The NIM of the MRC where the radio module addressed for
transmission is contained coverts the digital audio into analog audio
and sends it to the radio trasmitter
6 The transmitter sidetone is returned to the headset in the same way
descibed for received audio

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ICN-39-A-230000-G-A0126-01568-A-03-1
MODULAR RADIO SYSTEM BLOCK DIAGRAM – NORMAL RADIO OPERATION

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BACKUP ICS MODE
Each audio panel has a backup mode that can be selected when one of the
Audio Panels fail via the BKUP pop-up control knob.
The backup mode permits the pilot headset to be connected directly to the
onside VHF COMM (Backup radio audio line) and cross-side audio panel
ICS for intercommunication (Backup interphone line). Both lines are analog
audio line.
In case the Audio Panel failure depends on the loss of input power (ICS PLT
or ICS CPLT circuit breaker tripped), power to operate the Audio Panel in
Backup mode comes from the cross-side Audio Panel.
In Backup mode, switching between intercommunication and radio
transmission is performed by an external relay controlled by the Radio PTT
button.
In Backup mode, the BKUP pop-up control knob on the Audio Panel controls
both the ICS and COM audio volumes. In this case the ICS and COM audio
volumes cannot be adjusted separately.

BACKUP RADIO TUNING

In case the normal radio tuning is not available (eg. NIM failure, MAU failure)
a BKUP RADIO page is available in the MCDU.
Only the on-side main radios (VHF COM, VHF NAV and Trasponder) can be
retuned by means of a dedicated backup radio tuning line (ARINC 429 digital
bus).
The DME will automatically be retuned to the VHF NAV paired frequency (no
DME Hold function is available in backup mode).
In case of MAU failure:
• The BKUP RADIO page is automatically selected on the on-side
MCDU
• The normal tuning using the CCD and the PFD is still available

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ICN-39-A-230000-G-A0126-01569-A-04-1

MODULAR RADIO SYSTEM SCHEMATIC - BACKUP OPERATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
FAILURE INDICATIONS
Any of the components of the radio system that are not supplying valid data
to the MCDU or PFD are shown in amber and frequencies are replaced with
amber dashes.

NIM FAILURE
Failure of a NIM does not trigger any message in the CAS window. It can
only be recognized by the simultaneus loss of all the associated radios
indicated by amber labels and amber dashes replacing frequencies.
In this event, the on-side pilot only can control the radios in the affected
MRC by selecting the MCDU to BACKUP RADIO page.
The affected VHF COM radio can be used for transmission by the on-side
pilot only if the Audio Panel is set to BKUP.

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ICN-39-A-230000-G-A0126-01589-A-01-1
NIM FAILURE INDICATIONS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

CAS CAUTION MESSAGES

PROCUDERE
CAS CAPTION FAILURE DESCRIPTION AW139-RFM-4D
NAME

1(2) VHFCOM OVHT VHF

Associated radio transmitter overheat
OVERHEAT

Associated audio panel system failed

CAUTION
WHEN AUDIO PANEL 1/2 HAS BEEN REVERTED TO BACK-
UP MODE AUDIO TONES AND VOICE WARNINGS CANNOT
BE HEARD BY ON SIDE CREW. AUDIO Section 3 EMERGENCY
1(2)(3)(4)(5)(6)(7)
(8) AUDIO FAIL PANEL MALFUCTION PROCEDURES
FAILURE COMUNICATION SYSTEM
NOTE
Audio panel id: 1-Copilot, 2-Pilot, 3-hoist Operator, 4-Cabin Op-
erator (if installed), 5-2nd Cabin Operator (if installed), 6-7-8-Re-
served

1(2) MRC OVHT MRC

Associated radio/nav modular system overheat
OVERHEAT

RADIO MASTER SWITCH

On the Miscellaneous panel there is the Radio Master switch that has two
positions:
1 ON: ........................ Normal Condition (All radios module are
available)
2 GND: ................ Battery Start (COM1; NIM1; NAV2; ATC XPDR
and NIM2 are available).

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ICN-39-A-230000-G-A0126-02900-A-01-1
RADIO MASTER SWITCH

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ICN-39-A-230000-G-A0126-00215-A-01-1

RADIO MASTER SWITCH SCHEMATIC DIAGRAM (SHEET 1 OF 2)

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ICN-39-A-230000-G-A0126-00209-A-01-1
RADIO MASTER SWITCH SCHEMATIC DIAGRAM (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
AUDIO INTEGRATING SYSTEM microphone bus is a high-speed, bi-directional serial bus that multiplexes
multiple microphone channels to a single shilded-twisted wire. Microphone
The audio integrating system connects the communication (COM) and channels are supplied for for each ACP.
navigation (NAV) radios to the radio headsets and load speakers in the The system can support installation of a maximum of eight ACPs. The
aircraft. microphone signals are digitised in the ACPs and charged back to analog
The audio integrating system includes the Airborne Audio System. signals by the audio panels for the interphones and MRCs for radio
The airborne audio system is the central audio controller for the systems that transmissions. The transfer of data on the digital microphone bus is
follow: controlled by the ACP.
• Navigation (NAV) The analog signals go to the HDPH and cockpit voice recorder outputs
• Communication (COM) The airborne audio system has the components that follow:
• Audio Control Panel (ACP)
• Central Warning System (CWS)
The airborne audio system controls the audio functions of the headphones • Cabin Audio Controller (CAC)
(HDPH), microphone (MIC), navigation (NAV) and communication (COM) • Headset Jack Outlets
radios.
Main components of the airborne audio system are two Audio Control • Push-to-Transmit Switch (PTT)
Panels (ACPs) respectively in the left and right side of the cockpit center
console, that are connected to the Modular Radio Cabinets (MRC), including
navigation/communication (NAV/COM) modules, through the digital
AUDIO CONTROL PANEL (ACP)
microphone (MIC) and audio busses. The system lets the pilot and copilot The audio control panel includes transmitter selections buttons, a liquid
independently control the different audio functions in the aircraft. crystal display (LCD), volume control, audio inputs and audio selection
Purpose of the airborne audio system is: buttons. The lamp on the buttons comes on to identify the active input
• connect the MICs to different radios channel.
The transmitter selection section is composed by rectangular button labeled
• send audio from different sources to the headsets “MIC” used to activate the COM system to be used. Each “MIC” button has a
• control the functions of the interphone. related circular button labeled “AUDIO” used to activate the only receiver
The primary interfaces in the airborne audio system are the two digital audio section of the related COM system. The transmitter selections start the
busses from each MRC to each ACP and the two digital MIC busses from related audio in automatic. Only one MIC transmit selection can be activated
each ACP to each MRC. at a time, but more than one AUDIO selection can be set for listening. The
Radio audio signals are transmitted from the MRC through the digital audio public address “PA” selection it is also connected to a third-party passenger
busses to the ACPs. address system.
Each MRC has one bus output while each ACP has two bus inputs. Each The audio control panel has the selections and buttons that follows:
digital audio bus is a high-speed, unidirectional serial bus that multiplexes • COM............................................................... Very High Frequency
multiple audio channels to a single shilded-twisted wire pair. Audio signals
• HF........................................................... High Frequency (optional)
are digitised in the MRCs for all internal radio modules and changed back to
analog in the ACPs. • FONE......................................... Satellite Communication (optional)
The transfer of data on the digital audio bus is controlled by the NIM in each
• PA............................................................................. Public Address
MRC.
There are two digital microphone busses in the system to transmit audio • NAV................................................................................. Navigation
signals from and ACP to the MRCs and to other ACPs. Each digital

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

• ADF........................................................ Automatic Direction Finder

• DME............................................... Distance Measuring Equipment
• MKR......................................................................... Marker Beacon
• ID....................... Identification Morse code for ADF and NAV Audio
• VCE.................................................. Voice for ADF and NAV Audio
• SELCAL................................................... (Select Calling) (optional)
• CAB............................................ Cabin Intercommunication system
• INPH.......................................... Pilot’s Intercommunication System
• VOX............................. Threshold for enabling microphone function
• HDPH............................................................................. Headphone
• VOL............................................................................. Volume Knob
• BKUP................................................................ Emergency Backup
• MUSIC.................................................................... Music (optional)
• CHM.................................. Chime (no smoking and seat belt signs)

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ICN-39-A-230000-G-A0126-01586-A-01-1
AUDIO CONTROL PANEL

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
There are two audio control panels (ACPs) mounted at the top left and right volume can be adjusted. With this setting, the pilot can listen to the
of the cockpit center console in the AW139/AB139, one for the pilot and one transmission on COM1 and listen and transmit on COM2.
for the copilot. As noted in the scenario above, the display in the ACP defaults to the
The cockpit audio system permits switching microphones to various radios, headphone volume setting after 15 seconds.
distribution of audio to headsets and interphone functionality. There are two methods to select and readjust the volume on the other audio
The primary interfaces in the audio system are the two digital audio busses functions when the default HDPH is displayed.
from the MRC (one from each MRC) and the two digital microphone (MIC) The first method is to select the round AUD button for COM2 and hold it
busses. Both MIC buses are connected to each ACP and MRC in the down for approximately two seconds and the volume of COM2 is displayed
system and contain identical data. so that the pilot can adjust it.
The ACP is the central point of access for controlling the aircraft audio The second method supposes the COM2 round AUD button is already
system, supports connection of up to eight crewmembers audio panels on selected (lit) and the pilot would like to readjust the volume. The pilot can
the digital audio and microphone busses. push the COM2 audio button twice to display the volume of COM2 so the
It converts digital audio signals from the communication and navigation pilot can adjust the volume. This action is turning OFF the audio, and back
radios into analog signals that are audible in headphones and cockpit voice on again. When the COM2 button is not selected, pushing the COM2 button
recorder (CVR) outputs. once shows the volume.
The audio panel supports non--integrated radios such as the high frequency The audio system gives a low-level analog audio output to support the
communications (HF COM) radio. connection of a CVR to record the following data:
Applying power to the avionics system powers up the COM, NAV, XPDR, • Voice communication transmitted from or received by the flight deck by
DME, and ADF radios along with the audio panel and each MCDU way of the attached radios.
simultaneously.
To increase mean time between failures and increase integration/control of
• Audio signals from each pilots’ microphone.
functions, a single volume knob has been chosen for the ACP. Because of • Voice communication of the flight crewmember using the interphone
this design, selection of an audio channel is required before the volume can system
be adjusted or before it can be deselected. • Voice or NAV IDENT signals introduced into the headset or speaker
One microphone transmit selection is possible at a time, but listening on
more than one audio channel at a time can be done. The default volume • Voice communication of flight crewmembers using the PA system.
adjustment selection that appears in the LCD window is always the
headphone volume.
The following scenario is included to help describe the operation:
AUDIO SYSTEM - CONTROLS AND INDICATORS
1. The pilot has selected COM1 to transmit and receive by pushing the MIC. 1 COM1 pushbuttons (MIC and AUD)
This enables the microphone and audio (headphone) lines for COM1. The
pilot adjusts the volume for COM1. After adjusting the volume (allowing 15 • pressed .............. selects / deselects VHF communications
radio
seconds to pass without further knob adjustments) it defaults to the
headphone (HDPH) in the LCD window. • MIC illuminated .. VHF 1 communications radio selected lor
2. The pilot has tuned another frequency on COM2 and has requested and transmission. When MIC pushbutton is
received a frequency change approval. The pilot selects the COM2 MIC pressed to select, any other previously
button on the audio panel and is able to adjust theCOM2 volume. selected MIC pushbutton extingu ishes
3. Suppose the pilot wants to monitor transmissions on COM1. This is and the associated AUD pushbutton, il not
accomplished by selecting the audio (AUD) button of COM1. The COM1 illuminated, iIIuminates.

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• AUD illuminated . VHF 1 communications radio selected for

NOTE
monitoring of received audio.
Inoperative if HF radio is not installed.
2 COM2 pushbuttons (MIC and AUD)
• pressed .............. selects / deselects VHF 2 communications 5 FONE pushbutton
radio
• pressed ......... selects / deselects a full duplex
• MIC illuminated .. VHF 2 communications radio selected for communicalion device such as a SATCOM
transmission. When MIC pushbutton is and does not have an audio selection button
pressed to select, any other previously that is independent of the microphone
selected MIC pushbutton extinguishes and
the associated AUD pushbutton, if not • iIIuminated ..... full duplex communicalion device such as a
illuminated, illuminates. SATCOM selected for communication. When
FONE pushbutton is pressed lo select any
• AUD illuminated . VHF 2 communications radio selected for other previously selected MIC pushbutton
monitoring 02 received audio. extinguishes
3 COM3 pushbuttons (MIC and AUD) - Note: Inoperative if COM3 radio
NOTE
is not installed.
Inoperalive if Telephone is not installed.
• pressed .............. selects / deselects COM3
communications radio
6 NAV1 pushbutton
• MIC illuminated .. COM3 communications radio selected for
transmission. When MIC pushbutton is • pressed ........................... selects / deselects NAV1 audio
pressed to select, any other previously monitoring
selected MIC pushbutton extinguishes
• iIIuminated ...................... NAV1 audio selected for
and the associated AUD pushbutton, if monitoring
not iIIuminated, illuminates
7 NAV2 pushbutton
• AUD illuminated . COM3 communications radio selected for
monitoring if received audio. • pressed ........................... selects / deselects NAV2 audio
monitoring
4 HF pushbuttons (MIC and AUD)
• iIIuminated ...................... NAV2 audio selected for
• pressed .............. selects deselects communications radio monitoring
• MIC illuminated .. HF communicalions radio selected for 8 ADF1 pushbutton
transmission. When MIC pushbutton is
pressed to select, any other previously • pressed ........................... selects / deselects ADF1 audio
monitoring
selected MIC pushbutton extinguishes
and the associated AUD pushbutton, if • iIIuminated ...................... ADF1 audio selected for
not illuminated, illuminates. monitoring
• AUD illuminated . HF communicalions radio selected for
monitoring if received audio.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
13 DME2 pushbutton
NOTE
Inoperalive if ADF1 is not installed. • pressed ........................... selects / deselects DME2 audio
monitoring

9 ADF2 pushbutton
• iIIuminated ...................... DME2 audio selected for
monitoring
• pressed ........................... selects / deselects ADF2 audio
monitoring 14 MKR pushbutton

• iIIuminated ...................... ADF2 audio selected for • pressed ........................... selects / deselects MKR audio
monitoring
monitoring
• iIIuminated ...................... MKR audio selected for
NOTE monitoring
In operative if ADF1 is not installed.
15 SELCAL pushbutton
• pressed ............ selects / deselects the Selective Call
10 ID pushbutton function
• pressed ................ selects / deselecls the ADF and NAV
• iIIuminated ........ When a SELCAL is received, the SELCAL
audio filter button and the annunciator light for the
• iIIuminated ........... The audio filter attenuates the voice proper radio fiashes. The SELCAL function
audio so the Morse Code ident can be decodes all the VHF and HF COM digital
prominently heard audio signals

11 VCE pushbutton NOTE

• pressed ................ selects / deselects the ADF and NAV Inoperative unless any radio with Selective Calling
ident filter capability is installed.
• iIIuminated ........... The audio filter attenuates the voice
audio so the Morse Code ident can be 16 CAB (Cabin) pushbutton
prominently heard
• pressed .............. selects / deselects the Cockpit-Cabin
12 DME1 pushbutton intercommunication (ICS)
• pressed ........................... selects / deselects DME1 audio • iIIuminated intercommunication belween Cockpit and
monitoring steady ................ Cabin is established
• iIIuminated ...................... DME1 audio selected for • fiashing slowly ... a call is taking place, either initiated by
monitoring crew (a tone is heard in the cabin
attendant's headset) or initiated by the
NOTE cabin attendant (a tone is heard in the
Inoperalive if DME1 is not installed. crew headset)

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• flashing fast ....... cabin attendant has acknowledged the 21 MUSIC pushbutton
call initiated by the crew • pressed .................. connects / disconnects the cabin crew
17 INPH (Interphone) pushbutton or passengers to the cabin
entertainment system
• pressed ................. connects and disconnects the pilot to
the crew intercommunication (ICS) • iIIuminated ............. the cabin entertainment system is
active
• iIIuminated ............ intercommunication with crew members
is established 22 CHM1 (No Smoking) and CHM2 (Fasten Seat Belt) pushbuttons
18 VOX (Voice Operated Transmission) pushbutton • pressed .............. illuminate / extinguish the corresponding
passenger warning light (see chapter 33
• pressed ..................... selects / deselects the Voice 00) and sound a chime through the cabin
Operated Transmission function
loudspeakers
• iIIuminated ................ the Voice-Activated Squelch function
• iIIuminated .......... the corresponding passenger warning
is active
light is iIIuminated
19 HDPH (Headphone) pushbutton
23 VOL control knob
• pressed ............... selects / deselects the headset master • rotated ......... changes the audio volume or the threshold of
volume control
the radio / system / function displayed in the
• iIIuminated .......... the headset master volume control is Audio Panel display
active to increase or decrease the volume
24 BKUP pop-up control knob
of the intercommunication and of all the
active radios simultaneously • in .............. the digital Audio Panel operales normally
• extinguished ....... the headset is inactive and the displays • out ........... the digital circuitry of the Audio Panel is disabled
shows “NO SOUND“ and the headset is connected lo the on side VHF
communication radio (via the analog backup
20 PA (Passenger Addressing) pushbuttons (MIC and AUD) radio audio line) and to the opposite side audio
• pressed ................ selects / deselects the passenger panel (via the backup interphone line) to permit
addressing system (Ioudspeakers) emergency intercommunication between crew
(Backup ICS)
• MIC iIIuminated ... Passenger Addressing selected far
transmission. When MIC pushbutton is • rotated ..... when in the out position, adjusts the volume of
pressed to select, any other previously the backup communications (radio and ICS)
selected MIC pushbutton extinguishes
and the associated AUD pushbutton, if 25 Display
not iIIuminated, iIIuminates. shows the selected radio / system / function and the current volume /
threshold setting or shows messages
• AUD illuminated ... Passenger Addressing selected lor
monitoring

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ICN-39-A-230000-G-A0126-01587-A-01-1
AUDIO SYSTEM - CONTROLS ANO INDICATORS

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GENERIC CABIN ICS AUDIO INTERFACE
Audio system enables interface and operations for a generic cabin ICS audio
controller. The audio interface permits paging and cabin communication with
the cockpit crew.
The ACP gives the following set of discrete inputs and outputs to facilitate
two-way paging between the cockpit ACP and the cabin audio system:
• A Call In Signal is given to permit the generic cabin controller to page
the cockpit crew.
• A Call Out Signal is given to permit the cockpit crew to page personnel
using the cabin audio system or to acknowledge a cabin page.
• A Cabin Acknowledgement Signal to the ACP is given to permit the
generic cabin controller to acknowledge a cockpit crew page.
When a call is initiated from the cabin, a Call In is received by the ACP.
When the Call In signal is received, the CAB button annunciator on the
cockpit audio control panel slowly flashes and plays an audio tone.
When the cockpit crew is ready to communicate with the cabin, they accept
the incoming call by pushing the CAB button.
When the CAB button is pushed while the annunciator is flashing, the audio
interface with the cabin audio system is enabled and the CAB annunciator
shows a steady annunciator.
The cockpit crew can initiate a call by pushing the CAB button.
The cabin audio system can acknowledge a call from the cockpit.
When the CAB button is flashing slowly and the acknowledgement is set,
and an audio tone plays in the pilots’ headset and initiates a fast flash of the
CAB button.
When the CAB button is pushed, the audio interface with the cabin enables
and a steady light is displayed on the CAB annunciator.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-230000-G-A0126-00066-A-01-1
MODULAR RADIO SYSTEM BLOCK DIAGRAM – INTERCOM & PA

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CABIN AUDIO CONTROLLER (CA-900)
The cabin audio controller is mounted in the cabin and it is intended for use
by a single cabin operator.
The cabin audio controller includes a headset jack and enables interphone
communication with the flight crew and public address functions for
communication with other passengers.
The buttons on the cabin audio controller head are used to control specific
functions of the audio system. Pushing the buttons activates the respective
function. Pushing the button again deactivates the function. The cabin audio
controller buttons and their functions are described in the following
paragraphs.
1 Pilot Button: .. selects/deselects the Cabin/Cockpit
intercommunication (ICS). If illuminated steady the
intercommunication between Cockpit and Cabin is
established.
2 PA (Public pushing the PA button connects cabin crew to
Address) Button: ... the public address system. The PA audio is
available through the cabin speaker output.
3 PTT (Push to Talk) ... pushing the PTT button enables the pilot to
speak over the public address system.
4 INPH (Interphone) the INPH buttons are used to control headset
Buttons: ............... audio volume control. Pushing the button beside
the up arrow increases headset volume,
pushing the button beside the down arrow
decreases headset volume.
5 VOX (Voice Activated Squelch) the buttons are used to control
Buttons: ................................... VOX sensitivity.

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1 2 3 4 5

ICN-39-A-230000-G-A0126-01559-A-02-1
CABIN AUDIO PANEL (STANDARD)

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ICN-39-A-230000-G-A0126-01560-A-04-1

EXTERNAL INTERCOM JACK

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAINTENANCE COMMUNICATIONS
The cockpit audio system supplies an interphone port that can be used by
maintenance or ground support personnel. The audio panel does not have a
dedicated control for the maintenance port headset volume. Use of headsets
with an integrated volume control enables maintenance personnel to adjust
the headset volume up to the limit defined by the configuration setting. The
maintenance ports are connected to the pilots ICS at all times.
Pushing the INPH button enables the maintenance port lines. The
maintenance port one is dedicated for use with the backup ICS mode.

PUSH TO TRANSMIT (PTT) SWITCH

The pilot and copilot each have a PTT switch installed on the cyclic and a
foot activated PTT switch. The switches connect the pilot or copilot MIC to
the relevant audio control panel.
The cyclic control PTT switch has three positions:
• OFF:....................................................................... in rest condition.
• INTERCOM:................ middle press for the interphone system
(ICS).
• TRANSMIT:.............................
full press for the radio transmission.
The foot PTT switch provides the only function of “RADIO TRANSMISSION”.
A PTT switch is also located on the cabin audio controller.

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ICN-39-A-230000-G-A0126-00068-A-02-1

SPEECH COMMUNICATION COMPONENTS

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BACKUP ICS MODE
Each ACP has a backup mode that can be selected when one of the audio
panels fail. The backup mode permits the pilot headset to be connected
directly to the on-side VHF COM and off-side ACP (ICS), through the relays
K47 and or K48.
No power is required to the on-side ACP. Switching the pilots MIC between
the COM radio and the off-side maintenance port is performed by an
external relay (K47 and or K48) controlled by the PTT button. The audio
panel backup mode controls the ICS and COM audio volume through the
use of a single volume control knob. The control knob is located on the lower
left corner of the audio panel and labeled BKUP.
The ICS and COM audio volumes cannot be adjusted separately.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-230000-G-A0126-00069-A-03-1
INTERPHONE ELECTRICAL SCHEMATIC

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
LEADING PARTICULARS (TR-865 VDR MODULE)
• Power Requirements
- DC Voltage Normal Operational................ 27.5 VDC nominal
- Range................... 22.0 VDC minimum, 30.3 VDC maximum
• Circuit Breaker ratings:........................ 28 VDC circuit breaker 10 A
• Frequency Range
- Normal range.................................. 118.000 to 136.975 MHz
- Extended range (if applicable)........ 137.000 to 151.975 MHz
• Channel Spacing...................................................... 8.33 or 25 KHz
• Frequency Stability......................................................... ± 0.0005 %
• Transmitter Power Output..... 16 to 25 W (20 W nominal)
15 W minimum mode 2 (if applicable)
• Duty cycle................. 20% maximum, 1 min transmit, 4 min receive
• Harmonic Content............... - 70 dB from 50KHz to 1215 MHz
- 90 dB from 1015 MHz thru 1045 MHz
• Spurious Output.............................................. 0 to 2500 Hz ≪ 6 dB
3200 Hz 45 dB
5000 Hz 60 dB
8330 Hz 70 dB
• Carrier Noise Level..... 50 dB below demodulated output at 85%
modulation

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SECTION 10
SPEECH COMMUNICATION

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NUMBER 1 VHF DATA RADIO (VDR) SYSTEM
The Number 1 VHF Data Radio (VDR) system includes these primary
components:
• The Number 1 VDR module
• The VHF COM1 antenna

NUMBER 1 VDR MODULE

The Number 1 VDR module is contained in the Number 1 Modular Radio
Cabinet (MRC1), which is installed on the left side of the helicopter nose.
The Number 1 VDR module includes four circuit card assemblies, a front
mounting plate and backplane connector.
Four captive screws hold the Number 1 VDR module in its correct position.

VHF COM1 ANTENNA

The Number 1 VHF COM antenna is installed on the left side of the fuselage
top. Four screws attach the Number 1 VHF COM antenna to its base. The
electrical connectors A7 EP1 and E3 P1 connect the Number 1 VHF COM
antenna (E3) to the Number 1 VDR module.

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ICN-39-A-231000-G-A0126-00219-A-03-1
NUMBER 1 VDR SYSTEM

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NUMBER 2 VHF DATA RADIO (VDR) SYSTEM
The Number 2 VHF Data Radio (VDR) system includes these primary
components:
• The Number 2 VDR module
• The Number 2 VHF COM antenna (E4).

NUMBER 2 VDR MODULE

The Number 2 VDR module is contained in the Number 2 Modular Radio
Cabinet (MRC2), which is installed on the right side of the helicopter nose.
The Number 2 VDR module includes four circuit card assemblies, a front
mounting plate and a backplane connector. The electrical connectors
A8-3P1 and E4 P1 connect the Number 2 VDR module to the Number 2
VHF COM antenna (E4).
Four captive screws attach the Number 2 VDR module.

NUMBER 2 VHF COM ANTENNA

The VHF COM2 antenna is installed on the bottom of the center fuselage,
adjacent to the right sponson.
Four screws attach the VHF COM2 antenna to the structure.

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ICN-39-A-231000-G-A0126-00220-A-03-1

NUMBER 2 VDR SYSTEM

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VDR SYSTEM OPERATION
The VDR system operates in the range of 118.000 to 136.975 MHz. The
system transmits and receives ACARS data at a rate of 2.4 kb/s, and D8PSK
data modes at a rate of 31.5 kb/s. The VDR module uses +28 V dc.
The VDR module also supplies the fault history and the status data to the
maintenance system.
The VDR module is a two-way VHF transmitter-receiver that includes the
Circuit Card Assemblies (CCA) that follow:
• VHF receiver
• VHF transmitter
• I/O
• CPU/power supply
The VHF receiver receives and demodulates the voice signals and the data.
The VHF transmitter modulates and transmits the voice signals and the data.
The discrete, audio and analog signals go through the I/O CCA. The power
supply CCA supplies the internal voltages necessary for the operation of the
VDR module.
The CPU has the functions that follow:
• Digital bus I/O
• Frequency mode control
• Built-in Test (BIT)
• Maintenance
• AM envelope detection
• Filtering
• Squelch control
• AM modulation
• Audio signal processing
• ARINC 429 interfaces
• Commercial Standard Digital Bus (CSDB) interfaces
• Auxiliary tuning interfaces.
The VDR module is set to a voice mode or a VHF Data Link (VDL) mode for
usual operation.

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ICN-39-A-231000-G-A0126-00221-A-02-1
VDR OPERATION SCHEMATIC DIAGRAM

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In the voice mode, the VDR module receives the AM microphone signals message window of the MFD. This occurs when the circuit senses too high a
that modulate the transmitter when the push-to-talk signal is on. In the other temperature in the Number 1 VDR module.
modes the VDR module receives and demodulates the AM voice audio. The
signals are then sent through the NIM (Network Interface Module) to the
audio system. In the data modes, the VDR module modulates and transmits RADIO TUNING FUNCTION
the data from the CMU. The VDR module receives the data from the ground The radio tuning function is done with the MCDU or the PFD and CCD. The
station, and demodulates them. Then the data are sent to the CMU. The primary tuning is done through the ASCB-D. There is also an emergency
VDR module supplies the fault history and status data to the maintenance tuning mode. This mode lets the radio be tuned through a direct ARINC 429
system. link from the MCDU to the radio.
The VDR module can start the emergency mode from each of the other
modes of operation. The emergency mode immediately supplies voice
communication on the emergency frequency of 121.5 MHz. When the
emergency mode is started, all the tuning data come from the input bus that
started the mode.
The VDR module can be energized independently. The power-on/off control-
signal goes through the NIM to the VDR module without change. This low-
power control-signal controls the power supply of the VDR module.
The audio circuit supplies the noise-squelch function and the carrier-level
squelch function. These functions operate together with the multicarrier
networks. The audio circuit also supplies the outputs for SEL CAL. SEL CAL
sends audio signal codes (different tones) on a COM channel to let the
ground station speak with only one aircraft. The audio circuit supplies an
output of 100 mW into a 600 ohm load. It also has an isolated side-tone
output that lets the receiver and transmitter transmit their audio outputs to
the related analog audio systems. The audio circuit supplies the transmitter
side-tone when it senses the VDR module output. This function supplies a
full check of the modulator and transmitter of the VDR module.
The transmitter has a time-out function. This function causes the VDR
module to automatically go back to the receive mode after it transmits
continuously for 2 min. The function also helps prevent interference or
intermittent operation when more than one VDR module uses the same
frequency.

MAINTENANCE LOG AND INTERNAL MONITOR CIRCUIT

The VDR module has other standard functions that include a non-volatile
maintenance log and an internal monitor circuit. The maintenance log
records the possible data errors and makes them available to the
maintenance personnel. The internal monitor circuit monitors the circuit
performance. The 1 VHF COM OVHT caution message is shown in the CAS

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ICN-39-A-231000-G-A0126-00222-A-03-1
VHF ELECTRICAL SCHEMATIC DIAGRAM

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PAGE INTENTIONALLY LEFT BLANK

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 14
HF-1050 RADIO (HONEYWELL)

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GENERAL DESCRIPTION INSTALLATION
The HF Radio System is a solid-state high frequency (HF) single sideband The HF Radio System is installed according to the manufacturer installation
(SSB) transceiver system providing voice and data communication. The HF instruction. The Power Amplifier and the Receiver/Exciter are installed in the
(High Frequency) band covers from 2.0 MHz to 30 MHz. low avionic bay. The Antenna Coupler is installed in the tail-boom, close to
The HF Radio System installed on the AW139 consists of four units: the antenna feeder.
• The Antenna Coupler, under microprocessor control, selects tuning Optionally the remote control panel can be installed in the cabin in the
network configurations, impedance transformations and binary equipment rack under the left hand cabin window beside the Mission
capacitance and inductance to produce a VSWR of 2.5:1 or less upon Operator sit. The installation of the remote control panel has been designed
initial tune. to permit a readily accessible control of the control panel by the Mission
Operator.
• The Power Amplifier is an HF power amplifier. From 2.0 to 29.9999 Placards with the warning message “RF HAZARD” are installed on the HF
MHz, the power amplifier is capable of linear amplification of a 0 dBm
(1 mW) signal to a 53 dBm (200 W) output level at 50 ohm input and Towel Bar Antenna alerting the personnel on ground on the danger of the
output impedance. high power electro-magnetic field in the neighborhoods of the antenna when
transmitting with the HF Radio System. A minimum separation of 6.9 feet
• The Receiver/Exciter is an HF receiver/exciter that is designed to (2.1 meters) is required between any part of the antenna and the personnel
operate from 2.0 to 29.9999 MHz synthesized in 100 Hz steps. The unit on ground.
will operate Amplitude Modulation Equivalent, Upper and Lower The HF antenna is installed outside the helicopter along the tail boom.
Sideband modes and Required-Carrier mode.. The installation of the HF Radio System does not create hazard for the
• The Chelton HF Antenna Array is a 12 ft long, 1 inch gauge Towel Bar continued normal functioning of the primary flight instruments in the event of
antenna installed along the helicopter tail, sustained by 4 masts. any malfunction. In fact, the HF radio System has its own Circuit Breakers
The Radio HF system is protected by mean of two circuit breakers: and interfaces to Primus Epic System by mean of dedicated wire
• HF PWR (30 A) that takes the electrical power to the Power Amplifier. connections. Moreover, the HF Radio System is powered by “non-essential”
power bus.
• HF CONT (5 A) that takes the electrical power to the Receiver/Exciter. The installation of the Remote Control Panel in the cabin does not create
In addition to what above, the HF Radio System encompasses a relay hazard for the continued normal functioning of the primary flight instruments
named K76. Purpose of this relay is to isolate the operation of any on-board in the event of any malfunction. In fact is connected to the HF CB and
equipment susceptible of being jammed by radio transmission in the HF interfaces only with the HF Receiver/Exciter by mean of a dedicate ARINC
frequency band. Whenever PPT is pressed for HF radio communications, connection.
relay K76 opens and inhibits the operation of those equipment, i.e. the ADF Since the HF Radio System controls, modes and frequencies visualization
module, part of MRC#2, and the LSS (Lightning Sensor System) if optionally are integrated in the Primus Epic MCDU displays, as already demonstrated
installed. for the basic MCDU functions, the HF Radio System controls and are readily
Optionally can be installed a remote control panel in the cabin. The Remote accessible by the Pilot and Copilot and information are readable under all
Control Panel is a completely stand-alone system, directly connected to the cockpit light condition.
HF A429 input/output control bus. The purpose of the system is to provide a
remote Panel for controlling the HF radio KHF-1050 by the Mission Operator
in the Cabin.

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ICN-39-A-231500-G-A0126-02674-A-01-1
MAJOR COMPONENTS AND LOCATION (SHEET 1 OF 2)

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ICN-39-A-231500-G-A0126-02675-A-01-1

MAJOR COMPONENTS AND LOCATION (SHEET 2 OF 2)

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EMISSION MODES
The HF Radio System installed on the AW139 is capable to transmit/receive
in the HF communication band using several emission modes:
• Upper Sideband Voice (UV): Single Sideband (SSB) mode using the
only upper band for Voice communication. The UV mode is the most
common voice emission mode.
• Lower Sideband Voice (LV): Single Sideband (SSB) Mode using the
only lower band for Voice communications.
• Amplitude Modulation (AM): Typical Amplitude Modulation transmission
mode. This mode is used to speak with some out stations and listen to
voice broadcast station.
• Reduced Carrier Power Single Sideband (RC): Single Sideband (SSB)
Mode with a small portion of the carrier transmitted. This mode is used
when communicating with station capable to lock to the transmitted
carrier to avoid frequency error.
• Upper Sideband Data (UD): Single Sideband (SSB) mode using the
only upper band to transmit/receive data. This function is not available
with the basic HF system installation. An optional modem is required.
The UD mode is the most common data emission mode. This mode is
selectable only if the optional data transmission system is installed.
• Lower Sideband Data (LD): Single Sideband (SSB) mode using the
only lower band to transmit/receive data. This function is not available
with the basic HF system installation. An optional modem is required.
This mode is selectable only if the optional data transmission system is
installed.
The KHF-1050 System Transmit Power can be adjusted for optimum
communication quality dictated by conditions such ionosphere conditions
and distance to station.
Three power levels are available:
• LO:...................................................... 50 Watt transmission power.
• MED:................................................. 100 Watt transmission power.
• HI:......................................................
200 Watt transmission power
The Emission Modes are selectable by mean of the MCDUs.

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ICN-39-A-231500-G-A0126-02676-A-02-1
HF SYSTEM MCDU OPERATION (SHEET 1 OF 2)

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OPERATIONAL MODES • SQH (Signal/Noise Squelch High): this is a traditional signal-to-noise
squelch best suited for listening to non-voice signals, or voice signals
For the transmission operations, the following operational modes can be
that do not respond well to one of the syllabic squelches. Compared to
selected by the pilots:
the syllabic squelches, a higher signal level is generally required for
• Simplex Mode: the HF Radio use the same frequency for both this squelch to perform well. The possible adjustment levels are 1-32,
transmitting and receiving operations. where 1 is open squelch.
• Split Mode: the HF system is used in duplex mode. Two different • SQL (Signal Level Squelch): this is a signal strength squelch that
frequencies are tuned, one for the transmission and one for the opens on any strong input signal. It opens quickly on strong signals,
reception. When selected, the pilots can transmit and receive but also opens on strong noise or static. Use of SQL is recommended
simultaneously. When the Split Mode is enabled, the “MONITOR XMIT” for use only with strong signals and under low noise conditions. This
immediate function can be selected to verify that nobody is using the squelch is well suited for music broadcast. The possible adjustment
tuned transmit frequency before starting with the duplex transmission. levels are 1-32, where 1 is open squelch.
The “Monitor Xmit” just toggle the receive frequency between the
The “CLARIFY” function is also available with the KHF-1050 System.
displayed transmit frequency and the displayed receive frequency.
Sometimes with SSB voice transmission modes, the audio could be affected
• ITU Mode: when the ITU mode is selected, the HF system is set to use by unnatural “tinny sound” as a result of off-frequency ground station
one of the 249 International Telecommunication Union maritime radio transmission. The CLARIFY function helps to reduce this nuisance allowing
telephone network channel. Each channel is identified with 3 or 4 digits the frequency adjustment of ± 250 Hz
and corresponds to a couple of frequencies: one for the transmission The operational Modes are selectable by mean of the MCDUs or optionally
and one for the reception in split mode. with the remote Control Panel in the cabin.
• Emergency Mode: when the Emergency mode is selected, the pilot can
select one of the 6 memorized emergency channels. The EMR1
channel is tuned to 2182 KHz Simplex and cannot be modified. The
other 5 emergency channels are tuned by the factory to default
frequencies but can be changed by the pilots. Emergency Channels
typically use simplex operation.
The KHF-1050 system offers four types (SQ TYPE) of squelch with
corresponding values as follows:
• SBH (Syllabic Squelch High): this is the default squelch and is usually
best for normal voice communications. A syllabic squelch opens upon
receiving a signal with voice-like characteristics while ignoring other
signals. With syllabic squelch, there is the possibility that the first
syllable of a voice reception may be partially squelched. The possible
adjustment levels are off, meaning no squelch action (OFF), Low (LO),
medium (MED) and Hi (HI).
• SBL (Syllabic Squelch Low): this squelch is also a syllabic squelch and
is intended for voice communications where the desired signal is very
weak and noisy. This squelch is more pone to opening on noise than
the SBH squelch. The possible adjustment levels are off, meaning no
squelch action (OFF), Low (LO), medium (MED) and Hi (HI).

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ICN-39-A-231500-G-A0126-02677-A-01-1
HF SYSTEM MCDU OPERATION (SHEET 2 OF 2)

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ICN-39-A-231400-G-A0126-00001-A-02-1
HF SCHEMATIC DIAGRAM

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SECTION 33
EXTERNAL LOUDSPEAKER (700W)

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SYSTEM PURPOSE The relay K87 is installed in the forward fuselage approximately at STA
3120.
The External Loudspeaker System provides a centralized selection and The relay K112 is installed in the forward fuselage approximately at STA
control for AW 139 internal and external PA systems. 3120.
The system provides the basis for a high gain, compact, tactical sound
system. It is designed to provide point-to-point dissemination of sound in
application use over land, water or from the air. The maximum useable
range is greater than one mile when operated from a favourable vantage
point.
The unit is a 700 W completely transistorized unit constructed in a rugged,
black anodized aluminium chassis. Its reliability is enhanced by conservative
design and unique built-in protective circuit, which shuts off the amplifier
whenever excessive input of operating conditions threaten to impair vital
circuit elements.

MAJOR COMPONENTS
The system consists of the following components:
• Control Panel (A86)
• PA amplifier (A87)
• 6 support mounted speakers
• Power relays (K62, K87, K112)
The system is supplied with electrical power through the circuit breaker
CB140 (28 V DC # 2) and CB154 (28 V DC # 2). The control panel (A86) is
installed in the interseat console in the cockpit. Four quick-release fasteners
attach the unit to the interseat console.
The power amplifier (A87) is installed in the baggage compartment. Four
screws and four washers attach the power amplifier to the structure. Two
wires connect the power amplifier to the ground. The connector A87P1REC
connect the power amplifier to the control panel. The A87P3PWR connect
the power amplifier to the external loudspeaker.
The external loudspeaker (LS2) is installed in the rear fuselage. Ten screws,
ten washers and ten nuts attach the external loudspeaker to its support
housing. The two connectors LS2P1 and LS2P2 connect the external
loudspeaker to the power amplifier (A87).
The relay K62 is installed in the forward fuselage approximately at STA
3120. Three screws and three washers attach the relay K62 to the fuselage
structure.

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CONTROL PANEL
(PL86)
A
RELAY (K62) QUICK-RELEASE
FASTENERS

QUICK-RELEASE
FASTENERS

CONNECTOR (A86P1)
RELAY (K130)

RELAY (K87)

ICN-39-A-230000-G-A0126-00002-D-01-1

EXTERNAL LOUDSPEAKERS CONTROLS

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A

A STRUCTURE

CONNECTOR

POWER
B AMPLIFIER
(A87)

GROUND
CONNECTOR
CONNECTOR

B CONNECTORS

EXTERNAL
LOUDSPEAKER
(LS2)

SUPPORT
HOUSING

ICN-39-A-230000-G-A0126-00001-D-01-1
EXTERNAL LOUDSPEAKER COMPONENTS AND LOCATION

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CONTROL PANEL
The PA Driver/Siren Control Panel provides a central adjustment for external
aircraft loudhailer functions.
An internally generated siren is also available and adjustable through the
side of the controller.

CONTROLS AND INDICATORS

In the following are described the External Power Control Panel controls:
1 Volume control: to adjust the level of the selected output (internal or
external).
2 Input Function selection: this switch is a two-position toggle switch
used to select between PA and RADIO operation.
• PA Operation: to set the system extern PA/Siren system paging
function
• RADIO Operation: (Only provision) to set the system for radio
rebroadcast functions
3 Siren Mode (Operative only when “EXT” is selected):
• WAIL: the system broadcast a “Wail Tone”
• YELP: the system broadcast a “Yelp Tone”
• OFF: siren OFF.
4 Mode switch:
• EXT: to set the audio to the external loudspeaker
• INT: to set the audio to the internal loudspeaker

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ICN-39-A-233000-G-A0126-02687-A-01-1
EXTERNAL LOUDSPEAKERS - CONTROL PANEL

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AMPLIFIER OPERATION dissipated in the speaker units and result in failure of the speaker
voice coils due to overheating
In AW139, the amplifier is installed in avionic bay located in the rear section
of the helicopter. 5 PUSH-TO-TEST LAMPS: these lamps are separately connected to
The Power Amplifier Series is built within an aluminium chassis, which either Section A or Section B of the power amplifier, to provide
provides a rugged case and an excellent heat sink. Removable side panels independent indications of the status of the separate sections. The
protect the power components mounted between the cooling fins from lamps should illuminate red when the POWER switch is selected ON,
accidental contact with metallic objects. These panels are easily removed to the voltage and polarity of input power is correct and no protective
gain access to the components. Operating features are the Press to Test circuit has tripped. When pressed with the POWER switch off, the
indicator lamps, the gain control, the microphone and recorder input “Push-to-Test” lamps will illuminate to indicate the presence of DC
connectors, the POWER switch and the power input/speaker-output power at the input power receptacles. Fluctuations in the intensity of
connectors. either lamp during operation indicates a high impedance power
source or a depleted battery in the relevant section of the unit.

POWER AMPLIFIER CONTROLS AND INDICATORS

1 POWER Switch: the amplifier is switched on by setting the POWER CAUTION
switch to the “up” position (ON). If the installation uses a remote WITH SIREN OR TRILL SIGNALS, LIMIT FULL POWER
control, the “power ON” selection will be made at the remote control OPERATION TO PERIODS OF 15 SECONDS ON/OFF TO
PREVENT DAMAGE TO SPEAKERS.
2 GAIN Control: the GAIN control is a rotary switch used to adjust the
gain of the unit
3 OPERATION WITH MICROPHONE: for Microphone Operation the
“GAIN” control is adjusted clockwise from OFF. If feedback is a
problem it may be necessary to reduce the input “gain” control or
preferably, improve the sound shielding of the microphone position.
Loudspeakers will overheat with a continuous signal at full power.
Voice operation will generate less heat, and pauses between words
result in a low-duty cycle
4 OPERATION WITH RECORDER: when a recorder or other external
sound source is to be operated, with amplifier, connection is made to
record (REC) input connector. The “gain” control is rotated
counterclockwise from the OFF position to increase the record input
signal. Pins B – C will be used for a 600 Ohm source and Pins A – C
will be used for a 2000 Ohm source as shown on the amplifier panel.
If the recorded sound is voice, the correct input level adjusted in the
same manner as for microphone operation. If the recorded sound is
music, it is advisable to operate at a reduced “gain” control setting. If
the input setting is siren or trill, the gain should be set for maximum
volume and the level meter will read continuously in the red area.
Failure to reduce the gain setting may cause excessive power to be

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ICN-39-A-233300-G-A0126-00005-A-01-1
POWER AMPLIFIER - CONTROLS AND INDICATORS

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SYSTEM DESCRIPTION
The system consists of one Cabin PA Control Panel one High Power Voice
Amplifier and one external loudspeaker set. The Control Panel Cabin PA
provides centralized selection and control for AW139 internal and external
PA system. In detail, the installation of the External loudspeakers kit, needs
the basic internal PA system audio coming from AV900 to be routed through
the Cabin PA Control Panel, in order to allow internal and external PA to be
managed by pilots. The selection between the internal and external PA
system is achieved by the INT/EXT switch on the Control Panel. The system,
only when the INT/EXT switch is selected to “EXT”, provides also generation
of wail and yelp siren audio on the low level output by selecting the relevant
“YELP/WAIL” switch. The system has been designed to send a status
message “PA OFF” on both CAS Warning and Caution Windows when the
PA Control Panel is out of order or the relevant circuit breaker are not
depressed.
For the 4 belly Loadspeakers array system transistorized unit that gives
point to point dissemination of sound over a range greater that one miles. It
is constructed in a rugged, black anodized aluminium chassis and it has a
unique built-in protective circuit, which shut off the amplifier whenever
excessive input or operating conditions threaten to impair vital circuit
elements. It also contains protective circuits, which operate to protect
thesemiconductor components from the following conditions:
• Reverse polarity
• Excessive current or voltage
• Internal or external short circuits.
When the trouble is cleared or is transitory, the protective circuit resets by
the simple operation of the power switch. The External Loudspeaker is a four
bells speakers array, high efficient iron-fluid filled lightweight drivers. The
700W external loudspeaker system is a six bells speaker array pre-amplified.

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ICN-39-A-233300-G-A0126-00003-D-02-1
EXTERNAL LOUDSPEAKER SYSTEM - SCHEMATIC DIAGRAM

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SECTION 50
AUDIO INTEGRATING AND VOICE
COMMAND SYSTEMS

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NUMBER 1 SYSTEM DESCRIPTION • The seatbelt (SEATBLT)
The Number 1 airborne audio system includes these primary components: • The authorization (AUTH)
• The Number 1 audio panel • The NAV
• The Number 1 foot switch • The Automatic Direction Finder (ADF)
• The relay K47 • The Direction Finder (DF)
• The relay K48. • The Distance Measuring Equipment (DME)
• The Marker (MKR)
NUMBER 1 AUDIO PANEL • The Identification (ID) button
The Number 1 audio panel is installed in the left side of the interseat • The Voice (VCE) button
console. Four fasteners hold the Number 1 audio panel in correct position. In The SELCAL button
•
the rear side of the Number 1 audio panel there are installed two electrical
connectors PL8P1 and PL8P2 that connect the panel to: • The cabin (CAB) button
• The relay K47 • The HDPH button
• The relay K48 • The Intercom Interphones (INPH) button
• The 1 Number 1 foot switch (S23) • The normal (NORM) and emergency backup (BKUP) volume
• The Number 1 Modular Radio Cabinet (MRC1) (A7) • The MIC (rectangle) button with the related audio AUD button (circle).
• The Number 2 Modular Radio Cabinet (MRC2) (A8)
• The headset (HT1). NUMBER 1 FOOT SWITCH
The audio control panel has transmitter selections buttons, a liquid crystal
The Number 1 foot switch (S23) is installed in the floor at the left of the
display (LCD), the volume control, audio inputs, and the audio selection
Copilot side. Two screws attach the Number 1 foot switch to the structure.
buttons.
The Number 1 foot switch has two electrical wires that connect its to the
The buttons are of the backlight type, and the knobs have a halo-type
Number 1 audio panel.
lighting that makes it easier to find them at night.
The audio panel has the buttons that follow:
• The Very High Frequency (VHF) COM RELAY K47
• The HF The relay K47 is installed on a support behind the instrument panel
• The Phone (standard nose helicopter) / in the left side of the nose bay (long nose
helicopter). Four nuts and the four washers attach the relay K47 to the
• The HOIST support. The relay K47 is connected to the Number 1 audio PL8 and to the
• The Public Address (PA) MRC1 A7.
• The no smoking (NO SMK)

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RELAY K48
The relay K48 is installed in a socket behind the instrument panel (standard
nose helicopter) / in the right side of the nose bay (long nose helicopter).
The relay K48 is connected to the Number 1 audio PL8, to the Number 2
audio panel PL24 and to the MRC2 A8.

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ICN-39-A-235000-G-A0126-00223-A-01-1

NUMBER 1 AIRBORNE AUDIO SYSTEM-PRIMARY COMPONENTS

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NUMBER 2 SYSTEM DESCRIPTION • The authorization (AUTH)
The Number 2 airborne audio system includes these primary components: • The NAV
• The Number 2 audio panel • The Automatic Direction Finder (ADF)
• The Number 2 foot switch • The Direction Finder (DF)
• The Distance Measuring Equipment (DME)
NUMBER 2 AUDIO PANEL • The Marker (MKR)
The Number 2 audio panel is installed in the right side of the interseat • The Identification (ID) and Voice (VCE) buttons that enable Morse
console. Four fasteners hold the Number 2 audio panel in the correct Code and voice, or both for ADF and NAV audio
position. In the rear side of the Number 2 audio panel there are installed two • The SELCAL
electrical connectors PL24P1 and PL24P2 that connect the panel to:
• The cabin (CAB), and HDPH and Intercom Interphones (INPH)
• The circuit breaker CB44
The test panel (PL13)
• The normal (NORM) or emergency backup (BKUP) volume
•
The relay K48
• The MIC (rectangle) button with related audio AUD button (circle).
•
• The Number 2 foot switch (S24)
• The Number 2 Modular Radio Cabinet (MRC2) (A8) NUMBER 2 FOOT SWITCH
• The headset (HT2) The Number 2 foot switch (S24) is installed in the floor at the right of the
Pilot side. Two screws attach the Number 2 foot switch to the structure. The
• The Number 1 audio panel (PL8). Number 2 foot switch has two electrical wires that connect it to the Number 2
The audio control panel has transmitter selections buttons, a liquid crystal audio panel.
display (LCD), the volume control, the audio inputs and the audio selection
buttons.
The buttons are of the backlight type, and the knobs have a halo-type
lighting that makes it easier to find them at night.
The audio panel has the buttons that follow:
• The Very High Frequency (VHF) COM
• The HF
• The Phone
• The HOIST
• The Public Address (PA) routing
• The no smoking (NO SMK)
• The seatbelt (SEATBLT)

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ICN-39-A-235000-G-A0126-00224-A-01-1
NUMBER 2 AIRBORNE AUDIO SYSTEM-PRIMARY COMPONENTS

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AIRBORNE AUDIO SYSTEM OPERATION The Number 1 audio panel has the functions that follow:

The airborne audio system has two audio panels that are connect to the • Supplies integrated control of all audio functions in the aircraft
modular radio cabinets (MRCs), the navigation/communication (NAV/COM) • Receives digital audio data from the VHF NAV and VHF COM systems
unit and the high frequency communication (HF COM) unit. The airborne through a digital audio bus
audio system lets the pilot and copilot control the audio functions of the • Changes digital data to analog data and sends it to the flight
helicopter independently. compartment loudspeakers and radio handsets
The airborne audio system connects the MICs to helicopter radios and Receives VHF NAV and VHF COM emergency audio signals and
transmits audio signals from the related sources to the headsets. Also, it
•
aircraft warning audio signals through analog audio busses.
controls the interphone.
The primary interfaces of the audio system are the two digital audio busses • Supplies an audio output for the cockpit voice recorder system.
from the MRCs (one from each MRC) and the two digital MIC busses. The MRC has redundant circuits for radio audio and data. The MRC
The digital audio busses from each MRC contain multiplexed digital audio contains nonvolatile memory that is used to store radio and audio
from the radios that are internal and external to the MRC. The two MIC configuration data.
busses connect to each audio panel and each MRC in the system and The configuration data is input through the audio panel for audio
contain the same data. configuration.
The audio panels de-multiplex audio data, set the levels and change the set Two independent audio circuits are contained in the MRC network interface
digital audio to analog signals. The analog signals go to the HDPH, speaker module (NIM). Each audio function receives all audio signals from the radio
and cockpit voice recorder outputs. The MIC busses contain multiplexed modules contained in, or connected to, the MRC.
digital audio samples. The MIC busses control data that is transmitted The audio data is changed to a digital audio bus output. Each digital audio
between the two audio panels and from the audio panels to the MRC. bus output is connected to all audio panels. Radio systems, such as the
NAV/COM or HF radios, input their analog audio into the NIM for
transmission onto the digital audio bus.
COMPONENTS FUNCTION The NAV/COM has an interfaces to the MRCs through the digital audio
control bus and to the modular avionics units (MAU) through the
AUDIO PANEL
Aeronautical Research, Inc. (ARINC) 429 bus.
The audio panel has transmitter selections buttons, a Liquid Crystal Display
(LCD), volume control, audio inputs, and audio selection buttons.
A transmitter selection is a MIC button (rectangle) that can have a related
audio button (circle). The public address (PA) selection is connected to a
LIQUID CRYSTAL DISPLAY (LCD)
third-party passenger address system.
Only one MIC transmit selection can be on at a time, but more than one The LCD shows status of the audio panel. The data that shows on the
audio selection can be set for listening. The transmitter selections start the display include volume, blocked MIC indication and transmit indication.
related audio. For example, when the communication MIC is set, the
communication audio starts.
The audio panel also gives basic telephone functions for the pick-up, hang- BACKUP VOLUME
up, hold, transfer a call, and for conference calls. The selection of the The NORM mode is set when the volume control knob is pushed in. The
telephone numbers is through the multifunction control display unit (MCDU). BKUP mode is set when the volume control knob is pulled out.
Selective calling (SELCAL) is an option. The SELCAL function is contained The backup mode is set if a failure of the audio control-panel power or of the
in the audio panel, and the indication shows on the display system. digital audio bus.

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The backup mode:
• Connects the emergency MIC to the VHF COM transmitter
• Connects the headset to the VHF NAV or VHF COM receiver and
HDPH volume control
• Releases all the transmit buttons
• Disarms all the other functions and modes of the audio panel.

VOLUME CONTROL
The volume control adjusts the speaker volume and sidetone volume.
The default volume adjustment that shows in the LCD window is always the
HDPH volume.
The default volume adjustment sets after a time-out of 18 seconds. During
emergency operation, the speaker is not available.

WARNING AUDIO INPUTS

The warning audio inputs are transmitted to the two audio panel. All the
inputs cannot be stopped and each input is independently adjustable.

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ICN-39-A-235000-G-A0126-00227-A-02-1

AUDIO SYSTEM SCHEMATIC DIAGRAM

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SECTION 80
INTEGRATED AUTOMATIC TUNING

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MODULAR RADIO CABINET INSTALLATION NUMBER 1 NETWORK INTERFACE MODULE (NIM1)
The Modular radio Cabinet (MRC) installation has the components that The NIM1 module is installed in the right side of the MRC1. Two captive
follow: screws attach the NIM1 module to the MRC1. The NIM1 module has a
• The Number I Modular radio Cabinet (MRC1) backshell. Two captive screws attach the backshell to the NIM1 module.
A handle is installed on the NIM1 module front to make its installation and
• The Number 1 Network Interface Module (NIM1)
removal easier.
• The Number 1 rear fan cover
• The Number 2 modular radio cabinet (MRC2) NUMBER 1 VDR MODULE
• The Number 2 Network Interface Module (NIM2)
The Number 1 VDR module is installed in the right bottom part of the MRC1.
• The Number 2 rear fan cover. Four captive screws attach the Number 1 VDR module to the MRC1. A
handle is installed on from of the Number 1 VDR module to make the
module installation and removal easier.
NUMBER 1 MODULAR RADIO CABINET (MRC1)
The MRC1 is installed in the left side of the nose bay, between the STA NUMBER 1 VIDL MODULE
1500.00 and 1070.00. Four swing-bolt clamps hold the MRC1 in its position
on the mounting platform. The mounting wedge holds the MRC1 to the The Number 1 VIDL module is installed in the MRC1 between the NIM1 and
structure of the mounting platform. Number 1 VDR module. Four captive screws attach the Number 1 VIDL
The MRC1 is a cabinet that contains multiple Line Replaceable Modules module to the MRC1. Three electrical connectors (A7-4P1, A7-4P2 and
(LRMs) that do radio-communication functions. Each module has a self- A7-4P3) connect the Number 1 VIDL module to:
contained power supply, Radio Frequency (RF) receivers/transmitters, signal • The Antenna (MRK) (E6)
processing circuits and all the other circuits necessary for its operation. • The Number 2 VOR/LOC antenna (E14)
The radio modules also include a metal-enclosed circuit card, a front
mounting plate, the backplane connectors and the front connectors. • The Number 1 VOR/LOC antenna (E5).
The MRC1 also contains a Network Interface Module (NIM1). A handle is installed on the front of the Number 1 VIDL module to make the
The radio modules connect to the NIMs through the MRC backplane. module installation and removal easier.
The MRC1 communicates to the rest of the PRIMUS EPIC system through
the Avionics-standard Communication Bus, Version D (ASCB-D), and the
Local Area Networks (LAN). THE NUMBER 1 REAR FAN COVER
A blank plate is installed on each empty slot of the MRC1. The Number 1 rear-fan cover is installed on the rear side of the MRC1. Six
The modules installed in the MRC1 are as follows: captive screws hold the Number 1 rear-fan cover in its position on the
• The NIM1 MRC1. Two fans attached to the Number 1 rear cover of the MRC1 supply
• The Number 1 VDR module cool air to decrease the temperature of the NIM1 module and radio modules.
The NIM1 module controls the operation of the fan.
• The Number 1 VIDL module

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NUMBER 2 MODULAR RADIO CABINET (MRC2) electrical connector A8-1P2 connects the ADF module to the MRC2. A
handle is installed on the front of the ADF module to make installation and
The MRC2 (A8) is installed in the right side of the nose bay between the removal easier.
STA 1500.00 and 1070.00. Four swing-bolt clamps hold MRC2 in its position
on the platform. The mounting wedge holds the MRC2 to the structure of the
mounting platform. DISTANCE MEASURING EQUIPMENT (DME) MODULE
The MRC2 is a cabinet that contains five LRMs that do radio-communication
functions. Each module has a self-contained power supply, Radio Frequency The DME module is installed on the right side of the MRC2 adjacent to the
(RF) receivers/transmitters, the signal processing circuits, and all other ADF module. Four captive screws attach the DME module to the MRC2. The
circuits necessary for its operation. electrical connectors A8-2P1 connects the DME module to the DME antenna
The radio modules (LRM) have metal-enclosed circuit cards, a front (E9). A handle is installed on the front of the DME module to make the
mounting plate, the backplane connectors and the front connectors. module installation and removal easier.
The MRC2 communicates to the PRIMUS EPIC system through the
Avionics-standard Communication Bus, version D (ASCB-D), and the local
NUMBER 2 VOR/ILS DATA LINK (VIDL) MODULE
area networks (LAN).
The modules installed in the MRC2 are as follows: The Number 2 VIDL module is installed in the top side of the MRC2 between
• The Number 2 Network Interface Module (NIM2) the DME and the NI2 modules. Four captive screws attach the Number 2
VIDL module to the MRC2. Three electrical connectors (A8-4P1, A8-4P2
• The Number 1 Automatic Direction Finder (ADF) module
and A8-4P3) connect the Number 2 VIDL module to the MKR antenna (E6)
• The Distance Measuring Equipment (DME) module and to the MRC2 (A8). A handle is installed on the front of the Number 2
VIDL module to make the module installation and removal easier.
• The Number 2 VOR/ILS data link (VIDL) module
• The Number 2 VHF data radio (VDR) module
AIR TRAFFIC CONTROL TRANSPONDER (ATC XPDR)
• The Air traffic control transponder (ATC XPDR) module.
MODULE
The ATC XPDR module is installed in the bottom part of the MRC2 between
NUMBER 2 NETWORK INTERFACE MODULE (NIM2) the VDR and the NI2 modules. Four captive screws attach the ATC XPDR
module to the MRC2. Three electrical connectors A8-4P1, A8-4P2 and
The NIM2 module is installed in the right side of the MRC2. Two captive
A8-4P3 connect the ATC XPDR module to the top XPDR antenna (E13), to
screws hold the NIM2 module to the MRC2 module on the MRC2. The NIM2
the bottom XPDR (E10) and to the MRC2 A8. A handle is installed on the
module has a backshell, two captive screws attach The NIM2 module to the
front of the ATC XPDR module to make the module installation and removal
MRC2. A handle is installed on the NIM2 module front to make its installation
easier.
and removal easier.

NUMBER 1 AUTOMATIC DIRECTION FINDER (ADF) NUMBER 2 VHF DATA RADIO (VDR) MODULE
MODULE The Number 2 VDR module is installed in the bottom left part of the MRC2.
Four captive screws attach the Number 2 VDR module to the MRC2. The
The ADF module is installed in the top left part of the MRC2. Four captive electrical connector E3-P1 connects the Number 2 VDR module to the
screws attach the ADF module to the MRC2. The electrical connector
A8-1P1 connects the ADF module to the ADF antenna (E8) and the

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Number 2 VHF-COM antenna (E6). A handle is installed on the front of the
Number 2 VDR module to make the module installation and removal easier.

NUMBER 2 REAR FAN COVER

The Number 2 rear-fan cover is installed on the rear side of the MRC2. Six
captive screws hold the Number 2 rear-fan cover in its position on the
MRC2. Two fans attached to the Number 2 rear cover of the MRC supply
cool air to decrease the temperature of the NIM2 module and radio modules.
The NIM2 module controls the operation of the fans.

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ICN-39-A-230000-G-A0126-01552-A-02-1

MRC1 AND MRC2 INSTALLATION

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ICN-39-A-230000-G-A0126-01554-A-02-1
MRC INSTALLATION AND MRC FANS

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MODULAR RADIO CABINET INSTALLATION • Very High Frequency Communications (VHF COM)
The radio modules installed in each MRC supply the system that follow: • Air Traffic Control Transponder (ATC XPDR)
• The Very High Frequency (VHF) Omnidirectional Radio Range/ The NIM is the interface between the radio modules and the other
Instrument Landing System (VOR/ILS) components of the modular radio system.
• The Automatic Direction Finder (ADF) The primary function of the NIM is a communication interface between the
MRC radio modules and the LRUs that are connected on the ASCB-D. This
• The Distance Measuring Equipment (DME) interface is for radio tuning, radio data, and CMC functions.
• The VHF Communication system (COM) The NIM moves the data between the ASCB-D and each of the radio
modules installed in the MRC. Each radio module transmits to and receives
• The VHF Navigation (NAV)
from the NIM through isolated serial receive (RX) and transmit (TX) data
• The Diversity Mode S Transponder (XPDR). busses (Radio Communication busses-RCB).
The modular radio system also has an interfaces to the digital audio system.
The cockpit controls are the Primary Flight Displays (PFD), the Multifunction
Control Display Units (MCDU), the Cursor Control Devices (CCD), and the NUMBER 1 NETWORK INTERFACE MODULE (NIM1)
audio panels. The NI1 module is a Line Replaceable Module (LRM) in each MRC that
The modular radio system supplies COM and NAV data to the flight crew. includes four main section:
The helicopter has two Modular Radio Cabinets (MRC) identified MRC 1 and • The NIC CPU section
MRC 2. MRC 1 is installed on the left side and MRC 2 installed on the right
side of the helicopter. • The radio CPU section
Each MRC has an Aircraft Personality Module (APM) for storage of • The low voltage power supply section
installation options. The strap options are kept in A Non-Volatile Memory
(NVM) that can be uploaded through the Central Maintenance Computer • The temperature monitoring section
(CMC). Because the APM is part of the MRC motherboard, option selections Through these sections the NIM does the primary functions that follow:
are kept in the NVM after a radio module or NIM is replaced. • Interface between the MIC radio modules and the helicopter busses
Each MRC communicates to the rest of the PRIMUS EPIC system through and LAN
the Avionics Standard Communication Bus, version D (ASCB-D) and the • Processing and transmission of radio commands and signals
Local Area Networks (LAN).
• Power supply to the radio modules
• Temperature monitoring.
SYSTEM OPERATION
The CPU section has a processor that can run the Honeywell Digital Engine
The modular radio system does the navigation and communication functions Operating System (DEOS). Also, it is an interface between the radio
related to the systems that follow: modules in each MRC and the other LRUs in the PRIMUS EPIC system.
• VOR The interface with the PRIMUS EPIC system is through the ASCB-D and the
LAN. The NIM collects the data from the ASCB-D and LAN and supplies
• ADF them to the radio modules through the radio communication bus (RCB). The
• DME NIM also collects the data from the radio modules through the RCB, and
supplies them to the ASCB-D and LAN.
• Instrument Landing System (ILS) The transmitted and received data include:

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• The control parameters and status data to and from the radio modules • The Marker (MKR) Beacon Antenna, one is necessary for each VIDL
module
• The frequency, channel, code, and mode control data to the radios.
• The ADF Antenna, one is necessary for each ADF module
• The NAV and status data to the avionics system.
Another function of the NIM is to monitor the data that are transmitted across • The DME Antenna, one is necessary for each DME module
the digital busses and make sure that the busses operate correctly. • The VHF COM Antenna
The digital audio bus from each MRC connects to each audio panel in the
cockpit. This lets the pilot and copilot control the two sides of the audio
• The ATC XPDR Antenna (A second ATC XPDR antenna can be
installed for each module for diversity).
independently.
The radio CPU section supplies an RCB (ARINC 429) interface and digital • The Modular Avionics Units (MAU) with LRMs
audio. It processes the commands from the ASCB-D, for example the radio • The PFDs
tuning commands, and formats all radio module data for transmission on the
• The MCDUs
ASCB-D.
The NIM also does the analog-to-digital conversion of the radio audio signals • The CCDs
transmitted on the digital audio bus. And it receives the analog audio signals The audio panels
•
from the internal and external radios. The NIM digitizes and multiplexes the
data on a single digital audio bus for transmission to each audio panel. The • The microphones
digital audio bus operates at a 1-MHz bit rate. • The headsets.
The NIM has a sensor that monitors its temperature and receives the
temperature data of the other radio modules in the MRC through the RCB.
The NIM uses the temperature data to control the two MRC cooling fans, VIDL MODULE
and thus keep the MRC temperature within the limits.
The NIM connects internally to the radio modules through the MIC The VIDL module contains a VOR/localizer (LOC) receiver, GlideSlope (GS)
backplane and a RS-422 serial connection. receiver, and marker (MKR) beacon receiver. The VIDL module is part of the
VIDL system.

OPERATION WITH OTHER SYSTEM

ADF MODULE
The modular radio system operates with the other systems and components
that follow: The ADF module contains an ADF receiver that supplies en-route, terminal
• The NV-875 VOR/ILS Data Link (VIDL) Receiver Module navigational and area guidance. The ADF module is part of the ADF system.

• The DF-855 ADF Module

• The DM-855 DME Module DME MODULE
• The TR-865A VDR Module The DME module contains a DME receiver that supplies en-route, terminal
navigational and area guidance. The DME module is part of the DME
• The XS-856A Air Traffic Control (ATC) XPDR Module system.
• The VOR Antenna, one is necessary for each VIDL module
• The Glideslope (GS) Antenna, one is necessary for each VIDL module

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VDR MODULE
The VDR is a two-way VHF COM transceiver (transmitter and receiver) that
supplies:
• The voice communications
• The low-speed minimum shift keying (MSK) ACARS Data
• The high-speed data modes related to differential 8-phase shift keying
(D8PSK) modulation techniques.
• The VDR module is part of the VDR system.

XPDR MODULE
The XPDR module contains a transceiver that does the functions that follow:
air traffic control radar beacon system (ATCRBS), Mode S and diversity
XPDR. The XPDR module is part of the ATC XPDR system.

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SECTION 95
SATCOM SKYTRAC

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GENERAL DESCRIPTION
The Skytrac ISAT - XXX (where XXX identifies the variant (i.e. 100, 200,
200A) system is a satellite kit that allows to the pilot and copilot to dial, to
receive worldwide phone calls and to transfer data by IRIDIUM network.
The ISAT - XXX contains also a 12-channels GPS (Global Positioning
System) receiver, an L-Band transceiver specifically designed to
communicate with the Iridium® satellite system, a sealed lead-acid battery
which enables communications with the satellite system after airframe power
shutdown and a battery charging system. Control and interfacing is provided
with a cockpit display unit.
The ISAT - XXX is the primary hardware component of a system designed to
provide automatic message reporting, 2-way messaging and other data
transfers between an aircraft and any point in the world having Internet
access, via the Iridium® Low EarthOrbit (LEO) satellites. Present position
and text messages from the aircraft can be displayed on any computer with
Internet access and SkyTrac software. Position reporting intervals are user
defined. Base software displays current and historical position data including
latitude, longitude, GPS time, relative position (to a known way point),
ground speed, altitude and heading, in tabular format and on a map.
Airtime, flight time, ETA, distance traveled, time elapsed and other flight data
is also displayed for instant viewing. Flight reports can also be generated by
unit and time frame (i.e. airtime/flight time per day/week/month).
Operationally, the ISAT system can compliment flight following requirements
for commercial operators and provide vital position data and messaging
services to those operators conducting flight activities in remote areas.
The Skytrac system consists of:
• An IRIDIUM based transceiver that works at 1.616-1.6265 GHz with a
GPS integrated module receiving GPS position to send to IRIDIUM
network in order to use the tracking feature.
• A GPS/IRIDIUM conbined antenna (L-band).
• A cockpit display unit composed by a cockpit display panel and a
dispatch voice interface.
The system is mainly composed by the transceiver, the GPS/IRIDIUM
combined antenna and the cockpit display unit.

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ICN-39-A-231000-G-A0126-03091-A-02-1
SKYTRAC SYSTEM ARCHITECTURE

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INTERFACE
The transceiver interfaces with:
• The cockpit display unit via a RS-485 line.
• The antenna with two separate coax cables that connect GPS and
satcom Iridium lines;
• The PC (DB9 connector) that is used on the helicopter to configure the
ISAT-XXX system.
• Transceiver C of MRC1 via analog lines to connect the ISAT-100 to the
AW139 audio system and to provide satcom phone functionalities to
crew members by a “FONE” button on AV900 audio panels.
• WOW sensor to provide “on Ground/ in Flight” signal.
• Digital Map (if installed) via RS-232.

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ICN-39-A-231000-G-A0126-03092-A-02-1
SKYTRAC COCKPIT DISPLAY UNIT

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DESCRIPTION AND OPERATION OF MAJOR • User programmable Quick Dial Numbers
COMPONENTS • Dial from Address Book
The L-Band Skytrac Transceiver (LBT) can be thought of as the “phone” in • Volume Control (4 settings)
the satellite phone system and the modem in the data system, as it is the
The pilot/copilot shall enable the mic/audio (by the FONE button on the
connection used to gain access to the Iridium network. The LBT allows the
AV900 audio panel) to take or answer a call.
two way transfer of voice and data.
SATCOM uses the SBD message format to send/receive data via Iridium
satellites. SBD stands for Short Burst Data, a format that uses data packets E-MAIL
(“messages”) of no greater than 1,960 bytes in length.
When an ISAT is making a call, it cannot transmit SBD (position reports). Skytrac telephone system also has the ability for data transfer at rates up to
Instead, the ISAT queues SBD reports generated while on a phone call until 10 Kbps (with compression). It’s possible to send e-mails by Skytrac cockpit
it can access the SBD service again. At that time, all of the queued reports display unit.
are sent out to the groundstation. In fact it’s important to remember that the The features are:
Iridium system can only be occupied by one “call” at a time, whether it is • Up to 10 Pre-Programmed Quick Mail Messages
voice or data. These systems exist simultaneously, but can not be used User Programmable Quick Mail Messages
•
simultaneously. One LBT provides only a channel of communication.
Multiple transceivers and antennas are required for multiple channels. • Complete Email solution to send and receive emails, view sent emails,
The main features of the ISAT-100 are: new email alert and other features
• Satellite calls
• E-mail ADDITIONAL FEATURES
• Automatic Flight Following • Address Book
• Digital Map System interface. • Emergency switch to trigger the ISAT emergency mode.
• Automatic and Manual Brightness control for indicators, display and
SATELLITE CALLS panel backlights.
• View ISAT-100 parameters
Skytrac system allows the pilot/copilot and the passengers to place
telephone calls via satellite IRIDIUM system.
The SATCOM system is interfaced with the AW139 ICS system by mean of
AUTOMATIC FLIGHT FOLLOWING (AFF)
the MRC-NIM1. Enabling the XCVR-C capability of the NIM operating on the
APM Options and Settings. The SATCOM is managed by the pilot/copilot by Skytrac ISAT System is mainly designed to implement the Automatic Flight
mean of a cockpit display unit installed in the interseat console. Following (AFF). Flight following is the knowledge of the aircraft location and
The phone features are: condition with a reasonable degree of certainty such that, in the event of
• International number dialling mishap, those on board may be rescued. The purposes of flight following is
to:
• Last number redial
• Ensure the safety and welfare of flight crew and passengers
• 9 Pre-Programmed Quick Dial Numbers
• Perform resource tracking to promote effective utilization of aircraft

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ISAT-100 System provides an automated reporting (GPS tracking) via
satellite.
Tracking utilizes Short Burst Messaging over the Iridium network to send DMG EURONAV V INTERFACE (OPTIONAL)
GPS information (latitude, longitude, altitude and ground speed) to ground Skytrac ISAT SYSTEM SATCOM system interfaces with EURONAV V (see
terminals for the monitoring of fleet aircraft. ref. [l]).
The Skytrac cockpit display unit has a switch that triggers the reporting The Digital Map System manages the SATCOM using the RS232 line (input
frequency to rapid rate in case of Emergency situation. Switching the ISAT and output). All the SATCOM functionalities are available to the cockpit
Emerg locking toggle switch to the up position places the ISAT into operators via the Euronav V control panel and to the cabin operators via
emergency mode. The ISAT does not allow voice calls or text messages to Euronav V keyboard.
be sent while in ISAT emergency mode. If the user is in a voice call when The Digital Map System displays the SATCOM information superimposed to
ISAT Emergency is triggered, the ISAT will end the voice call in order to digital map data after operator selection. The operator has the commands
send emergency position reports. The CDU-250 Display will display “ISAT that allow him to display or not the satcom symbols.
EMERGENCY”. The user will not be able to navigate the menu system The Digital Map System provides the following satcom functionalities:
during the ISAT Emergency mode. Also key presses are ignored during the
ISAT emergency mode. Switching the Emergency toggle to Norm ends the • Voice calls issued from the Digital Map System to any telephone
number.
emergency condition.
The helicopter flight following can be visualized on a PC (with internet • Sending of helicopter’s position, speed, heading / Status and Text
connection) running Skytrac FlightTrac Suite Software (see ref. [o]). This messages to ground control center.
suite is composed by four software modules: • Reception, display and logging of messages that are received from
• FlightAdmin - The module used for the initial set-up of FlightTrac ground control center.
software and all database maintenance functions. • Reception of mission target (direct to) with message text from ground
• SkyNet - This module automates the download of new position reports control center.
and messages from the mail server into the client’s database. • Displaying the position of the aircrafts of the same fleet connected to
• FlightMap - This module provides the visual display of the flight. It is the same network.
comprised of the following components: Resource Manager allows the • Managing the SATCOM Skytrac as a kit; the Installed/Not Installed
operator to select particular resources and filters/settings for status shall be configurable. When not, no access to SATCOM
customized viewing, Flight Bar provides flight information and allows functionalities/information shall be provided.
the operator to further customize the map view, Map View provides the The integration between Euronav V and Skytrac Satcom regarding the email
graphical representation of the flights, Position Log is the tabular view, feature works as follow:
which provides position-reporting details and Reports provide a variety The transceiver Skytrac ISAT System manages two list of emails and give
of operational reports based on individual flights. one of them to the CDU on the cockpit and to the Digital Map System. Two
• FlightMessage - The messaging module for two-way communication different email addresses are available, even if on a ground station computer
between the aircraft and the ground based operators. receiving an email from the helicopter they appear as only one.

NOTE
GPS INFORMATION PROVIDED BY SKYTRAC ISAT-100 SYSTEM LOCATION REMOVAL AND INSTALLATION
NOT INTENDED FOR NAVIGATIONAL PURPOSES. The components of the system are installed according to the manufacturer
requirements (ref [m]), intallation drawings (ref. [a], [b], [c], [d]) and lightning
direct effect protection requirement (ref. [k])

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The installation of the Skytrac System does not create hazard for the
continued normal functioning of the primary flight instruments in the event of
any malfunction.
The System uses one only Circuit Breaker that powers the LBT and the
control panel:
• CB SATCOM (3 Ampere) fed by “NON ESSENTIAL” bus bar.
The transceiver is installed in the avionic bay, the cockpit display unit is
installed in the interseat console and the SATCOM/GPS antenna is installed
on the top side of the vertical stabiliser.

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ICN-39-A-231000-G-A0126-03093-A-01-1

SATCOM SKYTRAC - COMPONENTS LOCATION

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CHAPTER

24
ELECTRICAL POWER

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SECTION 00
ELECTRICAL POWER

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DESCRIPTION
The DC Electrical Power system generates and distributes electrical power
to the rotorcraft systems.
the DC Electrical Power System suppliers are two starter-generators, two
batteries and an external power supply.
The DC power generators are driven directly from the turbo shaft engines;
the generators are mounted on the accessory gearbox of each engine.
The DC power is generated by two 300A DC starter-generators and
controlled by Generator Control Units (GCUs).
The 28 VDC is distributed via the Power Distribution Panels (PDPs) N.1 and
N.2 to the DC circuit breaker panel located in the overhead panel of the
cockpit. Priority of the loads is determined by the bus to which they are
connected.
The bus bars are, in priority order:
• Essential bus bars, Main bus bars, Non Essential bus bars
• One additional Battery Bus is supplied only when the Auxiliary Battery
is connected.
Two batteries, provide the self-contained electrical reserve and they are
rated at 40 Ah standard or 44 Ah (MAIN BATT), and 13 Ah standard or 27 /
28 Ah optional (AUX BATT).
During the starting sequence, with the external power not available, the
MAIN BATT supplies the main bus for the starter generator, while the AUX
BATT supplies the essential bus bars.
During starting with EXT PWR (external power) the MAIN BATT assists the
EXT PWR.
The two batteries are also used to provide the power to rotorcraft essential
electrical loads in the event of a total electrical generation failure during
flight.
The batteries are automatically disconnected when external power is applied
to inhibit charging.
The DC generation system controls are located in the overhead console.
The DC electrical power system indications are provided on the display
units.

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ICN-39-A-240000-G-A0126-00293-A-02-1
DC ELECTRICAL POWER SYSTEM-BLOCK DIAGRAM

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-00294-A-04-1
DC ELECTRICAL POWER COMPONENTS LOCATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DC STARTER GENERATOR
The two DC starter-generators are electromagnetic rotating machines,
capable of converting the engine input, mechanical torque, into output DC
electrical power when operating as a generator.
The generator is regulated by the relevant GCU at 28 VDC and it is capable
of producing a max continuous output of 300 A.
During the generator phase, the component will convert the mechanical
input torque into 28VDC output electrical power.
The starter-generator is constructed of a cylindrical shaped housing within
which are mounted the stator and rotor assemblies.
The housing is constructed of a high iron content material in order to serve
as part of the magnetic circuit for the starter assembly.
The rotor assembly consists of a rotor winding that interfaces with the fixed
input terminals on the machine housing through a brush/commutator
assembly.
The starter-generator is brush-type: four brush block assembly, each
containing four brushes to input or output current to/from the rotor windings.
The starter generator is coupled to the engine accessory gearbox via the
splined shaft which incorporates a shear section.
The bearings are pre-lubricated with grease at installation and require no
further service until overload.
The starter-generator incorporates a fan driven by the generator rotor shaft,
provides a forced air flow through the air inlet duct and towards the input
spline, exhausted trough the air outlet duct.
This air flow also serves to cool the bearings supporting the rotor and
maintain acceptable operating temperatures.
The generator temperature is monitored by a bi-metallic temperature switch
embedded in the stator assembly.
In the event that the switch detects an over temperature condition, the bi-
metallic element closes a set of contacts and provides loop closure to
indicate the over temperature status.
The starter-generator also incorporates a speed sensor (magnetic pickup)
on the drive shaft, whose signal is routed to the GCU which interrupts the
start cycle at a determined rpm in engine manual mode.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-00295-A-05-1
NO.1 STARTER-GENERATOR LOCATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-00296-A-02-1
NO.2 STARTER-GENERATOR LOCATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
GENERATOR CONTROL UNIT (GCU) GENERATOR MODE
Two GCU's (GCU1 and GCU2) are used to control, monitor and protect the Once the generator voltage is established, the GCU internal field build up
relevant starter generators. circuit is interrupted by a field control relay and then the regulating field
Control functions include voltage regulation (generator mode), field output is switched into the circuit and supplied by the voltage regulator. The
weakening (starter mode) and line contactor control. voltage regulator is a closed loop control circuit that adjusts the duty cycle of
Monitoring functions include starter generator speed and external power the exciter field voltage to provide a constant voltage at the Point of
presence. Regulation (POR) under varying load conditions.
Protection functions include over voltage, under voltage, reverse current, When the generator output attains voltage level within 0.5 V of the bus
over current (short circuit). nominal voltage, the GCU commands the line contactor to close connecting
The GCU's are installed in the avionic bays for the short nose variant, and in the generator output to the bus. In the event that the bus bars have been
the lower avionic bay for the long nose variant. manually tied from the flight deck control, a signal is routed via the bus tie
Each GCU terminates the Manual start cycle of the relevant engine when the contactor to each GCU in the DC electrical power system to load share the
starter speed has exceeded the 49 to 50 % Ng (Gas Generator Turbine, o generator output within 10% of rated load between 25% and 100% rated
N1, ma scrivere qualcosa. non tutti lo definiscono solo some N1 e prima di load.
adesso il motore non è stato trattato).

CONTROL FUNCTIONS
STARTER MODE
The GCU in combination with the starter-generator is designed to permit
operation of the starter-generator as a starter motor. Upon receiving a start
command from the engine control panel, the GCU activates the field winding
and closes the line contactor to apply 28 VDC power to the starter-
generator. The GCU applies full field at the initiation of the start to allow the
starter-generator to build sufficient torque to accelerate the engine turbine,
however, as the speed of the generator increases, the back EMF (Electro
Motive Force) increases causing the machine to become a generator and as
such present a load on the engine turbine. To avoid this effect and allow the
starter generator to apply a positive torque throughout the start cycle, GCU
reduces the field current to limit the back EMF to a level that allows rated
current to flow into the starter-generator as the speed increases.
During Manual Starting the GCU monitors the speed signal produced by the
Starter-generator and terminates the start cycle when the speeds signal
indicates that the engine has reached 49 to 50 % Ng. At the termination of
the start, the GCU opens the line contactor and de-energizes the starter-
generator field winding.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-00297-A-01-1
GENERATOR CONTROL UNIT 1 – LOCATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PROTECTION FUNCTIONS
OVERVOLTAGE
The GCU provides the starter-generator to be disconnected from the load
bus and to be de-energized before the voltage exceeds the limits.

UNDERVOLTAGE
The GCU provides for de-energizing and disconnecting the start-generator
from the load bus when the voltage falls below 5 V. This is co-ordinated with
the over current function.

FEEDER FAULT
The GCU provides for de-energizing and disconnecting the start-generator
from the load bus when the differential feeder current exceeds 125 A
nominally.

BUS FAULT
The GCU detects the occurrence of an over current condition in excess of
550 Amps during Generator Mode operation, and provides a signal to be
used to sequence fault clearance.

REVERSE CURRENT
The GCU provides for de-energizing and disconnecting the start-generator
from the load bus when it detects a reverse current which exceeds 10% of
rated load.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-00298-A-02-1
GENERATOR CONTROL UNIT 2-LOCATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MONITORING FUNCTIONS The external signal is provided by Ground Support Equipment. The function
is exercised during scheduled ground maintenance.
START COMMAND INPUT
The GCU incorporates a pin on the interface connector used to receive the
start command from the engine control system and configure the GCU
functions to perform engine starting.

START TERMINATE SIGNAL

The GCU provides an output from the Interface connector. The signal is
used by the Starting panel to unlatch the starting functions and terminate the
starting sequence. The signal is issued when the starter-generator has
attained 50-55% speed in engine manual mode.

EXTERNAL POWER INHIBIT

In order to prevent the paralleling of DC External Power and DC Generator
outputs the GCU incorporates a pin on the interface connector to receive a
signal indicating that DC External Power is active on the rotorcraft. If the
GCU receives such a signal when the generator is not connected to the bus,
the GCU will inhibit closing of the line contactor while the external power
signal is present. If the generator is already connected and an external
power signal is received, the GCU will de-energize the line contactor,
disconnecting the generator output from the bus.

POWER READY SIGNAL

The GCU provides an output from the interface connector that indicates the
condition of the GCU and starter-generator.

POWER NOT-READY SIGNAL

The GCU provides an output from the interface connector, that during start,
indicates the generator is not available or in the start mode.

OV TEST
The GCU incorporates a pin on the interface connector to accept an external
signal that is used to test the functioning of the GCU over voltage protection.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-00299-A-02-1
OV TEST CONNECTION LOCATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAIN AND AUX BATTERIES
The Main battery (40 Ah), installed in the left side of the nose compartment
and Auxiliary battery (13 Ah), installed in the right side of the nose
compartment, are an assembly of individual cells (20 total) contained by
steel case within which each individual cell is connected in series to
achieved a nominal terminal voltage of 24 V. From M/Y 2012 a standard
main battery rated at 44 Ah is installed in place of the 40 Ah basic one; an
auxiliary battery rated at 27 / 28 Ah may be provided also.
Cells interconnection is achieved using solid copper bus bars that are bolted
to the individual cell positive and negative terminals.
The battery incorporates means to mount the battery to the airframe through
secure tabs that form part of the battery case cover.
The case is essentially a steel box with the cover removable in order that
individual components within the battery can be serviced.
The battery case incorporate vent ports with the provision to attach suitable
tubing in order to route some outgasing of hydrogen to a containment vessel
provided by the airframe and overboard.
The battery (NiCad) is based upon nickel and cadmium plates with a
potassium hydroxide electrolyte.
This type of battery is common in aircraft and offers a high power with low
maintenance.
A characteristic of NiCad battery is its relatively flat voltage curve under
discharge conditions, thus supplying to aircraft services a constant potential
through the majority of the discharge cycle.
Since the batteries on the AW139 are also used as a self contained power
supply for engine starting, the high current capability and superior low
temperature performance are important assets.
Inside the battery two bi-metallic temperature switch indicate when the
battery exceeds a preset temperature limit.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-01725-A-01-1

NOSE COMPARTMENT - LH SIDE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-01726-A-01-1

NOSE COMPARTMENT - RH SIDE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-01727-A-01-1

AUXILIARY BATTERY - PLACARD FOR SHORT NOSE HELICOPTERS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-01728-A-01-1

MAIN AND AUXILIARY BATTERY - LONG NOSE CONFIGURATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
EXTERNAL POWER
The external power connector is of the tripolar type and the receptacle uses
a large positive pin, a large ground pin and a small positive control signal
input pin.
The large positive pin is connected to the external power contactor which,
when energized, supplies external DC power to the aircraft bus bars.
The small positive control signal input pin, connected to the external power
contactor coil, energizes the contactor if the external DC source parameter is
within the range when the EXT PWR is set to ON.
When the external power over voltage (29.7 VDC) is detected, the O/V (Over
Voltage) trip relay energizes removing power to the external power contactor
that opens.
The external power is so disconnected from the aircraft.
This condition causes the trip of circuit breaker CB27 (located near the AUX
battery).
To reset, the EXT PWR has to be lowered to its proper voltage and the
CB27 reset.
NOTE
The 29.7 VDC is equivalent to 30.5V nominal at receptacle input pin
allowing for line voltage drops.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-00301-A-01-1
EXT PWR RECEPTALCE & CB27 [1J]

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-01729-A-01-1

DC EXTERNAL POWER RECEPTACLE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DC ELECTRICAL LOAD DISTRIBUTION
PRIMARY COMPONENTS
The DC electrical load distribution includes these primary components:
• Number 1 Power Distribution Panel (PDP1) (A3)
• Number 2 Power Distribution Panel (PDP2) (A4)
• Circuit breaker panel

NUMBER 1 POWER DISTRIBUTION PANEL

The Number 1 power distribution panel (A3) is mounted on the roof of the
cabin, on the left side.
The PDP1 is an electronic box. It has an aluminium chassis and a cover.
Ten screws attach the cover to the box body. The box also has two louvers,
one on the front and one on the rear side. These louvers let the heat in the
box be released, thus the internal temperature of the box does not become
too high.
PDP1 contains heavy power switching components for the DC Power
Subsystem on the No. 1 Generator side and including the power contactors
and the majority of passive protective devices for the subsystem, part of the
bus re-configuration logic for the system, the external power protection relay
and bus protection control logic.

NUMBER 2 POWER DISTRIBUTION PANEL

The installation and the construction of the Number 2 power distribution
panel (A4) is almost the same as that of the PDP1. The PDP2 is mounted on
the roof of the cabin, on the right side.
PDP2 contains heavy power switching components for the DC Power
Subsystem on the No. 2 Generator side, including the power contactors,
rectifiers, and diodes, majority of passive protective devices for the
subsystem and part of the bus re-configuration logic for the system.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-01730-A-01-1

CABIN ROOF

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CIRCUIT BREAKER PANEL
The circuit breaker panel is located in the overhead console and provides
the connections of the rotorcraft loads to the power distribution system.
The CB panel is divided in two groups of circuit breakers:
• LH group includes the CBs connected to Essential, Main and Non-
Essential bus bars number 1.
• RH group includes the CBs connected to Essential, Main and Non-
Essential bus bars no.2 and Battery Bus.
The ESS BUS TIE circuit breaker (rated 50A) keeps ESS BUS 1 and ESS
BUS 2 interconnected.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-246000-G-A0126-00390-A-01-1
CIRCUIT BREAKERS PANEL (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-00305-A-01-1
CIRCUIT BREAKERS PANEL (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DC CURRENT TRANSFORMERS
Four current transformers are used to detect the differential changes in DC
current and routes the signals to the GCU which de-energizes the line
contactor when the differential feeder or the over current condition is
present.
The transformers are of the annular type. Their output is supplied to or by
the power cable and gives a monitoring signal. The power cable goes
through the current transformer. They are installed in the best position to let
the system monitor the current.
The Number 1 DC current-transformer (T3) is installed in the Number 1
Power Distribution Panel (PDP1).
The Number 3 DC current-transformer (T1) is installed near the related
shunts above the left avionic equipment bay.
Both signals are sent to the Number 1 generator-control unit that uses this
signal to control the generator and the generator line contactor.
The Number 2 DC current-transformer (T4) is installed in the Number 2
Power Distribution Panel (PDP2).
The Number 4 DC current-transformer (T2) is installed near the related
shunts above the right avionic equipment bay.
Both signals are sent to the Number 2 generator-control unit that uses these
signals to control the generator and the generator line contactor.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-00306-A-01-1
DC CURRENT TRANSFORMER (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-00307-A-01-1
DC CURRENT TRANSFORMER (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
SHUNT
Four shunts are used to pick up current from electrical power sources
(starter-generator 1 and 2, main and auxiliary batteries) and display the
relevant electrical load on indicators.

NUMBER 1 AND NUMBER 2 SHUNTS

The number 1 shunt (R3) measures the DC current output of the Number 1
generator and interface with the number 1 Modular Avionic Unit (MAU1) to
displays the indication of the DC ammeter on the multifunctional displays
(MFDs).
The Number 2 shunt (R2) measures the DC current output of the Number 2
generator and interface with the number 2 Modular Avionic Unit (MAU2) to
display the indication of the DC ammeter on the multifunctional displays
(MFDs).
They are a resistor shunt type with a 300A rating.

MAIN BATTERY SHUNT

The main battery shunt (R1) is installed under cockpit floor of the helicopter
on the side of the main battery DC grounding point.
It is a resistor type shunt with a 200A rating. It is connected in series
between the negative terminal of the battery and the grounding point on the
airframe.

AUXILIARY BATTERY SHUNT

The auxiliary battery shunt (R4) is installed under cockpit floor of the
helicopter on the side of the auxiliary battery grounding point.
It is a resistor type shunt with a 200 A rating. It is connected in series
between the negative terminal of the auxiliary battery and the grounding
point on the airframe.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

B
B

3 4

1. Auxiliary Battery Shunt (R4)

2. Main Battery Shunt (R1)
3. Number 1 Shunt (R3)
4. Number 2 Shunt (R2)

1
2

ICN-39-A-240000-G-A0126-00001-A-01-1
NUMBER 1 AND NUMBER 2 SHUNTS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DIODES
Two diode modules are installed on the roof of the cabin, between the two
Power Distribution Panel (PDPs).
Each diode module consists of 2 diodes attached with screws on a heat sink.
The diode module A77 is fitted wilh the diodes CR3 and CR23.
CR3 connects the Main Battery to the Essential Bus 1.
CR23 connects the Main Bus 1 to the Essential Bus 1.
The diode module A76 is fitted with the diodes CR4 and CR24.
CR4 connects the Auxiliary Battery to the Essential Bus 2.
CR24 connects the Main Bus 2 to the Essential Bus 2.
The diode CR5 (CR114 for long nose) is installed in the nose compartment,
near the AUX BATT relay (K2) after the Auxiliary Battery.
It connects the Auxiliary Battery to the Main Bus 2 through the AUX BATT
contactor (K4).
The diode prevents the discharge of the Auxiliary Battery in the Main Bus 2,
allowing only its recharge.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

DIODE
CR5 (SHORT NOSE)
CR114 (LONG NOSE)

HEAT
SINK

HEAT
SINK
ICN-39-A-240000-G-A0126-00310-A-02-1

DIODE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DC GENERATION CONTROLS 4 MAIN BATTERY switch:
The DC generation system controls are close to the circuit breaker panel • OFF/ON: ........... allows the MAIN BUS 1 operational
located on the overhead console. condition through the main battery.
The overhead electrical switch control panel provides the following functions: 5 AUX BATTERY switch:
1 GEN 1(2) switch: • OFF/ON: ................ allows the AUX BATTERY recharging
• OFF: .......... it disables or shuts down the generator N.1(2) from the generator.
and resets latched functions in the relative
GCU. 6 EXT PWR switch:
• OFF/ON: ............. allows the external power connection to
• ON: ............ it enables the generator N.1(2) GCU, when at the aircraft bus bars.
operating speed, power generation is activated.
2 BUS TIE:
• ON: ............ it always ties the MAIN BUS N.1 and N.2
except when an overcurrent malfunction exists.
In this case the tie is inhibited and the main
bus bars are normally isolated.
• AUTO: ........ the automatic activation of the bus tie is
enabled during external power and single
generator operation, except when an
overcurrent malfunction exists.
• RESET: ...... it resets the logic involved in the cross-tie of
the main bus bars and isolation of the batteries
from the main bus bars.

NOTE
If the batteries are connected, the bus activation is
enabled with the BUS TIE switch set to “ON”.

NOTE
If the external power is connected, the bus tie activation
is normally enabled whichever position the BUS TIE
switch is set.

3 BATTERY MASTER switch:

• OFF/ON: ........... allows the Essential Bus Bar operational
condition through the main batteries.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-02913-A-01-1
DC GENERATION CONTROLS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DC GENERATION INDICATING Overload in the amber cautionary range is only admitted for short time
periods since a generator over temperature may be expected.
The Multifunction Displays (MFD’s) provide the: Overload in the red warning range must be avoided.
• DC electrical operative parameters. On Primus Epic Phase 5 and upwards software the GEN indicator is
• DC electrical synoptic page. modified removing the amber sector.

• Caption messages in the CAS (Crew Alerting System) window. NOTE

When starting the second engine on batteries (Assisted Start) the
generator that is already on-line is allowed to operate in the red
DC ELECTRICAL OPERATIVE PARAMETERS range overload condition.
1 - VOLTMETERS
The voltmeters are the digital readouts of the voltage on MAIN BUS 1, MAIN NOTE
BUS 2, ESS BUS 1 and ESS BUS 2. In case of the invalid parameters, digital readouts are replaced by
When voltage is below 22.0 V the values are displayed in amber reverse yellow dashed and pointer are not displayed.
video; if it occurs during flight following a dual generator failure it means that
the battery is about to discharge completely and a total black-out of electrical
power may be expected soon.
When voltage is below 15.0 V values are set to 0.0. (Amber reverse video)
NOTE
ESS BUS 1 and 2 voltage is normally less than MAIN BUS 1 and 2
voltage by about 0.8 VDC because of the drop of voltage across the
diodes that protect the ESS bus bars.

2 - BATTERY AMPERE METERS (AMPEROMETER OR A

AMMETER) OR LOADMETER (LIKE ON PAGE 37)
Green band of the analogue vertical scale of the MAIN and AUX battery
ampere meters represents a battery charge condition and is associated to
positive digital readout values in Ampere.
Amber band represents a battery discharge condition and is associated to
amber reverse video negative digital readout values in Ampere.

3 - GENERATOR LOAD METERS

The generator load is displayed in % of maximum continuous generator
output power (100% ≡ 300 A).

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-240000-G-A0126-01735-A-01-1

ELECTRICAL POWER - INDICATORS (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

200 %

155 %
1 ENG OIL PRESS
Cautionary Range
MAIN BATT HOT
Max Normal Operation 100 %
1-2 FUEL PUMP up to 15000 ft Hp
2 AHRS FAIL
Above 15000 ft Hp
AIR COND ON the maximun normal
END operation scale
Normal Operation automatically reduces
linearly to 33% at
20000 ft Hp

Max Normal Operation

up to 20000 ft Hp 33 %

0%

ICN-39-A-240000-G-A0126-01760-A-01-1

ELECTRICAL POWER - INDICATORS (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

DC ELECTRICAL GENERATION READOUTS

REF FUNCTION RANGE DIGITAL READOUT COLOR MARK- ANALOG SCALE COL- NOTE
INGS OR MARKINGS

1 MAIN BUS 1 VOLTMETER 10,0 to 40,0 VDC Green ≥ 22 V

digital readout Amber < 22 V

2 MAIN BUS 2 VOLTMETER 10,0 to 40,0 VDC Green ≥ 22 V Display 0 when volt-
digital readout Amber < 22 V age <15 VDC

3 ESS BUS 1 VOLTMETER 10,0 to 40,0 VDC Green ≥ 22 V Display 0 when volt-
digital readout Amber < 22 V age <15 VDC

4 ESS BUS 2 VOLTMETER 10,0 to 40,0 VDC Green ≥ 22 V Display 0 when volt-
digital readout Amber < 22 V age <15 VDC

5 AUX BATTERY LOADMETER -200 to 300 ADC Green when 0 to 300

digital readout Amber when -200 to -1

6 MAIN BATTERY LOADMETER -999 to 300 ADC Green when 0 to 200

digital readout Amber when -999 to -1

7 AUX BATTERY LOADMETER -200 to 200 ADC Green band 0 to +200 + battery charge
analog scale Amber band -200 to -1 - battery discharge

8 MAIN BATTERY LOADMETER -200 to 200 ADC Green band 0 to +200 + battery charge
analog scale Amber band -200 to -1 - battery discharge

9 DC GENERATOR LOADMETER 0 to 200% Red band 151 to 200%

analog scale Red line 151%
Amber band 101 to
155%
Green band 0 to 100%

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DC ELECTRICAL GENERATION READOUTS

REF FUNCTION RANGE DIGITAL READOUT COLOR MARK- ANALOG SCALE COL- NOTE
INGS OR MARKINGS

10 DC GENERATOR 1 LOADMETER 0 to 200% Red when 151 to 200%

digital readout Amber when 101 to 155%
Green when 0 to 100%

11 DC GENERATOR 2 LOADMETER 0 to 200% Red when 151 to 200%

digital readout Amber when 101 to 155%
Green when 0 to 100%

DC ELECTRICAL SYNOPTIC PAGE DESCRIPTION OF SYMBOLS

On each Multi-Function Display (MFD) a synoptic page representing a 1 Green lines stand for active connections.
diagram with status of the DC power system operation, it can be displayed
2 White lines stand for non-active connections.
via the “System/DC Electrical” menu.
The DC Electrical synoptic page shows the status of: 3 Yellow dashes lines stand for undetermined connections.
• MAIN Battery and AUX Battery connection status, current flow 4 Stand for a CLOSED contactor.
(amperemeter). 5 Stand for an OPEN contactor.
• GEN 1 and GEN 2 status, connection to MAIN bus bars and electrical 6 Stand for an undetermined contactor.
load (loadmeter in % of max continuous power).
7 Stand for a diode.
• ESSENTIAL, MAIN and NON-ESSENTIAL bus bars status and voltage
(voltmeters). NOTE
• BUS TIE contactor status Battery amperemeter show yellow reverse-video negative values
• EXTERNAL POWER status when battery is discharging.
Voltmeter show yellow reverse-video values when voltage is less
than 22 VDC.

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ICN-39-A-240000-G-A0126-00313-A-02-1

DC POWER SYNOPTIC PAGE-EXTERNAL POWER ON

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CAPTIONS 3 AUX BATT HOT: ................ when auxiliary battery temperature
exceeds limits.
The captions messages are provided in the CAS (Crew Alerting System)
window in the MFD’s are as follow: 4 AUX – MAIN BATT HOT: .... when auxiliary and main batteries
temperature exceed limits.
• WARNING
• CAUTION NOTE
• ADVISORY When one of the above warning is detected, besides the MWL
activation, the AWG shall provide the following:
- No tone + WARNING – WARNING (aural message) once only.
WARNING MESSAGES
The warning messages provide in the CAS message windows are as follow:
1 1-2 DC GEN: .. when DC GEN N.1 and N.2 off-line or shut down
by the GCUs due to malfunction.
2 MAIN BATT HOT: .............. when main battery temperature
exceeds limits.

CAS WARNING MESSAGES

CAS CAPTION FAILURE DESCRIPTION PROCEDURE NAME AW139-RFM-4D

Both DC generators DOUBLE DC GENERATOR

Section 3
• voice warning: WARNING-WARNING FAILURE;
1-2 DC GEN EMERGENCY AND MALFUNCTION
repeated once EXTENDED FLIGHT EN-
PROCEDURES
DURANCE AFTER DOUBLE
ELECTRICAL SYSTEM
DC GENERATOR FAILURE

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CAS WARNING MESSAGES

CAS CAPTION FAILURE DESCRIPTION PROCEDURE NAME AW139-RFM-4D

Main battery overheating

MAIN BATT HOT • voice warning: WARNING-WARNING
repeated once

Auxiliary battery overheating Section 3

AUX BATT HOT MAIN AND AUXILIARY BAT- EMERGENCY AND MALFUNCTION
• voice warning: WARNING-WARNING TERY HOT PROCEDURES
repeated once
ELECTRICAL SYSTEM
Main and Auxiliary battery overheating
AUX-MAIN BATT HOT • voice warning: WARNING-WARNING
repeated once

CAS CAUTION MESSAGES

CAS CAPTION FAILURE DESCRIPTION PROCEDURE NAME AW139-RFM-4D

Associated DC generator off-line or associated gen- SINGLE DC GENERATOR Section 3

1(2) DC GEN erator load less than 3% FAILURE EMERGENCY AND MALFUNCTION
PROCEDURES
ELECTRICAL SYSTEM

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CAS CAUTION MESSAGES

CAS CAPTION FAILURE DESCRIPTION PROCEDURE NAME AW139-RFM-4D

Associated generator overheat DC GENERATOR OVER-

1(2) DC GEN HOT
HEAT
Section 3
Failure of MAIN battery to MAIN BUS 1 EMERGENCY AND MALFUNCTION
MAIN BATT OFF MAIN BATTERY OFF
PROCEDURES
ELECTRICAL SYSTEM
Failure of AUX battery to MAIN BUS 2 AUXILIARY BATTERY
AUX BATT OFF
OFF

BUS TIE open with one or both generators off-line BUS TIE OFF
BUS TIE OPEN

Section 3
Failure of MAIN and/or AUX battery connection to LOSS OF MAIN AND/OR
BATT OFF LINE EMERGENCY AND MALFUNCTION
ESS BUS AUXILIARY BATTERY
PROCEDURES
SUPPLY
ELECTRICAL SYSTEM
DC MAIN BUS 1 and/or 2 fault detected (overcurrent DC MAIN BUS FAILURE
DC BUS FAIL
detected by either GCU)

External power socket door not closed EXTERNAL POWER Section 3

EXT PWR DOOR SOCKET DOOR OPEN EMERGENCY AND MALFUNCTION
PROCEDURES
MISCELLANEOUS

Associated Generator 1(2) in overload condition GENERATOR OVER-

1(2) DC GEN OVLD Supplement 68
(above 155% for more than 45 seconds) LOAD

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CAS ADVISORY MESSAGES

CAS CAPTION MESSAGE DESCRIPTION PROCEDURE NAME AW139-RFM-4D

External power voltage available at receptacle Section 2

EXT PWR READY
but external power not connected to MAIN BUS NORMAL PROCEDURES
ADVISORY
External power connected to MAIN BUS CAPTION
EXT PWR ON
DEFINITIONS

ELECTRICAL POWER – SIMPLIFIED SCHEMATIC

DIAGRAM
A simplified schematic diagram is used to describe the operation of the
electrical power system in the following normal and emergency situations:
• Normal Procedures
• Engine starting on batteries (BATTERY Starting)
• Engine starting on external power (EXT PWR Starting)
• In-flight normal operation
• Emergency Procedures
• Single Generator Failure
• Single DC Bus Failure
• Dual Generator Failure

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ICN-39-A-240000-G-A0126-00319-A-02-1
ELECTRICAL POWER-SIMPLIFIED SCHEMATIC DIAGRAM

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PAGE INTENTIONALLY LEFT BLANK

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SECTION 30
DC MAIN GENERATION

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BATTERY POWER GENERATION SYSTEM DESCRIPTION
The battery power generation system includes these primary components:
• The main battery (BT1)
• The main battery shunt (R1)
• The main battery relays (K1) and (K3)
• The Diode (CR3)
• The master battery control-switch (S6)
• The main battery control-switch (S10)
• The auxiliary battery (BT2)
• The auxiliary battery shunt (R4)
• The auxiliary battery relay (K2) and auxiliary battery contactor (K4)
• The auxiliary battery control-switch (S9)
• The Diodes (CR2) and (CR4).

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ICN-39-A-243000-G-A0126-00335-A-02-1
BATTERY POWER GENERATION SYSTEM-PRIMARY COMPONENTS (SHEET 1 OF 2)

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ICN-39-A-243000-G-A0126-00334-A-01-1
BATTERY POWER GENERATION SYSTEM-PRIMARY COMPONENTS (SHEET 2 OF 2)

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MAIN BATTERY DIODE CR3
The main battery (BT1) is installed on the left side in the nose compartment. The diode CR3 is a part of the diode module (A77) and is attached with
It is an assembly made of many cells connected in series. The primary screws to its heat sink. The diode and the heat sink are installed on the roof
component of each cell is a nickel-cadmium plate put in an electrolyte of the cabin, between the two power distribution panel.
(potassium hydroxide).
Solid copper bars connect the cells. Bolts attach the bars to the positive and
negative terminals of each cell. MASTER BATTERY CONTROL SWITCH
All the cells are contained in a steel case with a cover that you can remove. The master battery control-switch (S6) (BATTERY MASTER) is installed on
The case cover has tabs that are used to attach the battery to the helicopter the overhead console in the cockpit.
structure. It is a two position switch with the two selections that follow:
The battery case has openings to which there are connected the tubes that
release the battery gases overboard. • OFF (up)
A plug installed on the case is the primary electrical connection of the • ON (down)
battery.
The battery also includes two internal temperature switches that monitor the
temperature in the battery. The switches are of the two-metal type; a special MAIN BATTERY CONTROL SWITCH
connector connects them to the case.
The main battery switch (S10) (BATTERY MAIN) is installed on the
The main battery has a nominal power output of 24 V (40 Ah).
overhead console in the cockpit.
It is a two position switch with the two selections that follow:
MAIN BATTERY SHUNT • OFF (up)
The main battery shunt (R1) is installed under the cockpit floor of the • ON (down)
helicopter on the side of the main battery DC grounding point.
It is a resistor type shunt with a 200 A rating. It is connected in series
between the negative terminal of the battery and the grounding point on the AUXILIARY BATTERY
airframe. The auxiliary battery (BT2) is installed on the right side of the nose
compartment.
MAIN BATTERY RELAYS It is an assembly made of many cells connected in series.
The auxiliary battery construction is the same as that of the main battery. But
The main battery relays (K1) and (K3) are installed in the nose compartment, the auxiliary battery is smaller than the main battery.
aft of the main battery. A sensor that senses the internal temperature is installed in the auxiliary
The rating of these relays is 300 A. battery.
The auxiliary battery has a nominal power output of 24 V (13 Ah).

AUXILIARY BATTERY SHUNT

The auxiliary battery shunt (R4) is installed under the cockpit floor of the
helicopter on the side of the auxiliary battery grounding point.

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It is a resistor type shunt with a 200 A rating. It is connected in series If the battery internal temperature increases above a dangerous value, a
between the negative terminal of the auxiliary battery and the grounding temperature sensor supplies a signal to cause the MAIN BATT HOT warning
point on the airframe. to come on in the MFDs.

MASTER BATTERY RELAY AND AUXILIARY BATTERY MAIN BATTERY SHUNT

RELAY The main battery shunt (R1) senses the current that flows through it.
The master battery relays (K2) is installed in the nose compartment, aft of The shunt transmits an electrical signal to the MAUs. The signal is used to
the main battery. show the current data on the MFDs.
The auxiliary battery relay (K4) is installed in the Number 2 power-
distribution panel.
MAIN BATTERY RELAYS
The rating of these relays is 300 A.
The main battery relays (K1) and (K3) connect the output voltage of the main
battery to the Number 1 essential bus (ESS BUS1) and the Number 1 main
AUXILIARY BATTERY CONTROL SWITCH bus (MAIN BUS1).
The auxiliary battery control-switch (S9) (BATTERY AUX) is installed on the
overhead console in the cockpit. DIODE CR3
It is a two position switch with the two selection that follow:
The diode CR3 (part of the diode module A77) connects the main battery
• OFF (up)
(BT1) to the Number 1 essential bus.
• ON (down) The heat sink (part of the diode module) removes the heat from the diode
when the diode operates, and thus prevents over-temperature conditions.

DIODES CR4 AND CR5

MASTER BATTERY CONTROL SWITCH
The diode CR4 is a part of the diode module (A76) and it is attached with
screws to its heat sink. When the master battery control-switch (S6) (BATTERY MASTER) is set to
The diode and the heat sink are installed on the roof of the cabin, between OFF, the main battery is disconnected from the two essential bus bars.
the two power distribution panels. When set to ON, it connects the main battery to the Number 1 and Number 2
The diode CR5 is installed in the nose compartment, near the master battery essential bus bars (ESS BUS1 and ESS BUS2).
relay (K2).
MAIN BATTERY CONTROL SWITCH
OPERATION When the main battery control-switch (S10) (MAIN BATT) is set to OFF, the
MAIN BATTERY main battery is disconnected from the Number 1 main bus.
When set to ON, it connects the main battery to the Number 1 main bus
When the master battery control-switch (S6) is set to ON, the main battery (MAIN BUS1).
(BT1) supplies power to the Number 1 and Number 2 essential bus bars.
If the generator power is fully lost, the battery can supply power to the
essential bus bars.

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AUXILIARY BATTERY The diode has an inverse polarity. Thus the diode lets the auxiliary battery
be connected to the main bus only during the time the battery is charged.
The auxiliary battery (BT2) supplies power directly to the BATTERY BUS.
When the BATTERY MASTER switch is set to ON, it supplies power to the
essential bus bars. It is recharged through the Number 2 main bus (MAIN
BUS2) when the BATTERY MASTER and AUX BATT switches are set to
ON and a generator is on line. SYSTEM OPERATION
If the battery internal temperature increases above a dangerous value, a
MAIN BATTERY POWER GENERATION AND DISTRIBUTION
temperature sensor supplies a signal to cause the AUX BATT HOT warning
to come on in the MFDs. The main battery power generation and distribution system does two primary
functions:

AUXILIARY BATTERY SHUNT

• Main battery connection to the Number 1 essential bus
• Main battery connection to the Number 1 main bus.
The auxiliary battery shunt (R4) senses the current that flows through it.
The shunt transmits an electrical signal to the MAUs. The signal is used to
show the current data on the MFDs.

MASTER BATTERY RELAY AND AUXILIARY BATTERY RELAY

The master battery relay K2 connects the auxiliary battery to the Number 2
essential bus, thus it can supply the essential bus bars with power.
The auxiliary battery relay K4 connects the auxiliary battery to the Number 2
main bus, only for charging.

AUXILIARY BATTERY CONTROL SWITCH

With the auxiliary battery control-switch (S9) (BATTERY AUX) set to OFF,
the auxiliary battery is disconnected from the Number 2 main bus.
When the switch is set to ON, it connects the auxiliary battery to the Number
2 main bus (MAIN BUS2).

DIODES CR4 AND CR5

The diode CR4 (part of the diode module A76) connects the MAIN BUS2 to
the Number 2 essential bus.
The heat sink (part of the diode module) removes the heat from the diode
when the diode operates, and thus prevents over-temperature conditions.
The diode CR5 connects the auxiliary battery to the Number 2 main bus
through the primary contact of the relay K4.

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ICN-39-A-243000-G-A0126-00336-A-02-1
MAIN BATTERY POWER GENERATION SYSTEM SCHEMATIC

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MAIN BATTERY CONNECTION TO THE NUMBER 1 • The GCU1 does not give an indication of generator 1 over-current
ESSENTIAL BUS condition (K18 closed)

When the plug is connected to the main battery connector, the positive pin of • The external power source does not supply electrical power to the
helicopter (K17 closed).
the battery energizes the relay K1.
The coil of relay K1 is connected to the positive terminal of the battery Thus the positive pin of the main battery is connected to the Number 1 main
through: bus through the Number 1 power-distribution panel (PDP1).
• The circuit breaker CB45
• The diode CR21. AUXILIARY BATTERY POWER GENERATION AND
When the BATTERY MASTER switch is at ON, a ground signal is applied to DISTRIBUTION
the negative pin of the coil of relay K1. This ground signal is necessary to The power generation and distribution system of the auxiliary battery does
energize the relay. three primary functions:
The main contactor closes, and the battery becomes connected to the
Number 1 essential bus through:
• The connection of the auxiliary battery to the BATT BUS
• The circuit breaker CB1 • The connection of the auxiliary battery to the Number 2 essential bus
• The diode CR3. • The connection of the auxiliary battery to the Number 2 main bus.
The battery thus supplies all the DC essential loads of the helicopter.
The shunt R1 senses the current of the battery. The voltage from the shunt
is sent to the two MAUs. It is used to cause the ammeter indications to come
in view on the MFDs.
A temperature switch installed in the battery senses a possible over-
temperature condition of the battery. The signal from the switch is sent to the
MAUs. It is used to cause the MAIN BATT HOT warning (or caption) to come
on in the MFDs.
With the BATTERY MASTER switch set to ON, a ground signal is also
applied to the negative pin of the relay K2 that closes its contacts. In this
condition, if the auxiliary battery is connected to the circuit, the BATT OFF
LINE caution goes off on the MFD. This shows that the two batteries are
connected to the essential bus bars.

MAIN BATTERY CONNECTION TO NUMBER 1 MAIN BUS

The main battery can be connected to the Number 1 main bus only when:
• The BATTERY MASTER switch is set to ON and the coil of the relay
K1 and K2 are energized
• The MAIN BATT switch is set to ON and the coil of the relay K3 is
energized

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ICN-39-A-243000-G-A0126-00337-A-03-1
AUXILIARY POWER GENERATOR SYSTEM-PRIMARY COMPONENT (SHEET 2 OF 2)

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AUXILIARY BATTERY CONNECTION TO THE BATT BUS • The BATTERY MASTER switch is to ON
The auxiliary battery supplies electrical power to the BATT BUS when the • The AUX BATT switch is to ON
auxiliary battery connector is connected. Power supply occurs through the
• The GCU2 does not give an indication of generator 2 over-current
circuit breaker BATT BUS. condition (K20 closed)
• The external power source does not supply electrical power to the
AUXILIARY BATTERY CONNECTION TO THE NUMBER 2 helicopter (K17 closed).
ESSENTIAL BUS Thus the positive pin of the auxiliary battery is connected to the Number 2
main bus through:
The BATT BUS is energized when: • The diode CR5
• The plug is connected to the auxiliary battery connector The circuit breaker CB6.
•
The main contactor of relay K2 is connected to the positive pin of the battery.
In this condition, the power generation system of the helicopter charges the
The coil of relay K2 is also energized by the BATT bus through the AUX
auxiliary battery through Number 2 main bus.
BATT circuit breaker.
This prevents the supply of power from the auxiliary battery to the Number 2
The negative pin of the coil of relay K2 is grounded when the BATTERY
main bus when the battery is connected through the relay K4.
MASTER switch is at ON. Thus the relay becomes energized. The main
contactor closes, and the battery is connected to the Number 2 essential
bus. This connection occurs through the circuit breaker CB1 and the diode DC MAIN GENERATION SYSTEM DESCRIPTION
CR4.
Thus the auxiliary battery supplies all the DC essential loads of the The DC main generation system includes these primary components:
helicopter. • The Number 1 starter generator (G1)
The shunt R4 senses the current of the battery. The voltage from the shunt
• The Number 1 starter-generator mount-flange
is sent to the two MAUs. It is used to cause the ammeter indications to come
in view on the MFDs. • The Number 1 starter-generator air-inlet duct
A temperature switch installed in the battery senses the possible over- The Number 1 starter-generator air-outlet duct
•
temperature conditions in the battery. The signal from the switch is sent to
the MAUs. It is used to cause the AUX BATT HOT warning to come on the • The Number 1 generator-control unit (A13)
MFDs. • The Number 1 shunt (R3)
If the main battery switch is set to ON, the K3 relay closes because the
contacts of K1 and K2 are closed. In these conditions, the BATT-OFF LINE • The Number 2 starter generator (G2)
caution goes off on the MFDs. This shows that the two batteries are • The Number 2 starter-generator mount-flange
connected to the essential bus bars.
• The Number 2 starter-generator air-inlet duct
• The Number 2 starter-generator air-outlet duct
AUXILIARY BATTERY CONNECTION TO THE NUMBER 2
• The Number 2 generator-control unit (A14)
MAIN BUS
• The Number 2 shunt (R2)
The auxiliary battery can be connected to the Number 2 main bus only when
the BATTERY MASTER switch is set to ON. • The Number 3 and Number 4 DC current-transformers (T1 and T2)
The coil of relay K4 is energized when:

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• The Number 1 and Number 2 DC current-transformers (T3 and T4) NUMBER 1 STARTER GENERATOR MOUNT FLANGE
• The GEN 1 and GEN 2 switches (S66 and S58). The Number 1 starter-generator mount-flange is installed on the drive pad of
the Number 1 engine. It is attached to four studs of the engine drive pad with
four washers and four nuts.
NUMBER 1 STARTER GENERATOR The mount flange also has the opening that lets the cooling air go into the
airframe duct to be then released overboard through the Number 1 air-outlet
The Number 1 starter generator (G1) is installed on the accessory gearbox
duct.
of the Number 1 engine. It is attached to a starter-generator mount-flange
A bonding wire is attached on the top of the mount flange.
through a V-band clamp. Thus you can remove and install the starter
generator quickly.
The starter generator has a drive shaft that engages the accessory gearbox NUMBER 1 STARTER GENERATOR AIR INLET DUCT
of the engine. This is the mechanical coupling between the starter generator
and the engine. The Number 1 starter-generator air-inlet duct is installed on the inlet port of
The drive shaft has a shear neck. This shear neck is the protection of the the starter generator. A V-band attaches the air inlet duct to the inlet port.
drive train of the accessory gearbox. It breaks when the applied torque
becomes too much.
The primary components of the 300 A DC starter generator number 1 are NUMBER 1 STARTER GENERATOR AIR OUTLET DUCT
the stator and the rotor. They are contained in a cylindrical housing. The Number 1 starter-generator air-outlet duct is installed on the outlet port
The housing is made from an iron alloy and is a part of the magnetic circuit of the mount flange. Five bolts and five washers attach the air outlet duct to
of the starter assembly. the mount flange.
The rotor assembly includes a winding the interface of which is the brush/
switching assembly that connects it to the housing.
The generator is of the 4-pole type. It has a four-brush block-assembly that NUMBER 1 GENERATOR CONTROL UNIT
applies the input and output current to the correct rotor winding.
The Number 1 Generator Control Unit (GCU1) (A13) is installed in the left
Ball bearings installed in the housing hold the rotor at each end.
side of the avionic bay in the standard nose configuration. In the left side of
The bearings are of the pre-lubricated type and no maintenance is
the lower avionic bay in the long nose configuration. Four screws and four
necessary between overhauls.
washers attach the GCU1 to the avionic bay structure.
Air keeps the temperature of the starter generator at the correct value.
A fan installed at the starter generator end opposite the input spline gives
the flow of air necessary to keep the assembly cool. The air flows axially on NUMBER 1 SHUNT
the switching assembly and through the rotor and starter windings. It is then
released overboard through the Number 1 starter-generator air-outlet duct. The Number 1 shunt (R3) is installed on the top left side of the aft fuselage
The same air also decreases the temperature of the bearings that hold the at STA X7382. Two screws attach it to a support made of insulating material.
rotor. Two nuts attach the terminals of the power supply cables to the shunt.

NUMBER 2 STARTER GENERATOR

The Number 2 starter generator (G2) is installed on the accessory gearbox
of the Number 2 engine. It is attached to a starter-generator mount-flange

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through a V-band clamp. Thus you can remove and install the starter
generator quickly.
The starter generator has a drive shaft that engages the accessory gearbox
of the engine. This is the mechanical coupling between the starter generator
and the engine.
The drive shaft has a shear neck. This shear neck is the protection of the
drive train of the accessory gearbox. It breaks when the applied torque
becomes too much.
The primary components of the 300 A DC starter generator Number 2 are
the stator and the rotor. They are contained in a cylindrical housing.
The housing is made from an iron alloy and is a part of the magnetic circuit
of the starter assembly.
The rotor assembly includes a winding the interface of which is the brush/
switching assembly that connects it to the housing.
The generator is of the 4-pole type. It has a four-brush block-assembly that
applies the input and output current to the correct rotor winding.
Ball bearings installed in the housing hold the rotor at each end.
The bearings are of the pre-lubricated type and no maintenance is
necessary between overhauls.
Air keeps the temperature of the starter generator at the correct value.
A fan installed at the starter generator end opposite the input spline gives
the flow of air necessary to keep the assembly cool. The air flows axially on
the switching assembly and through the rotor and starter windings. It is then
released overboard through the Number 2 starter-generator air-outlet duct.
The same air also decreases the temperature of the bearings that hold the
rotor.

NUMBER 2 STARTER GENERATOR MOUNT FLANGE

The Number 2 starter-generator mount-flange is installed on the drive pad of
the Number 2 engine. It is attached to four studs of the engine drive pad with
four washers and four nuts.
The mount flange also has the opening that lets the cooling air go into the
airframe duct to be then released overboard through the Number 2 air-outlet
duct.
A bonding wire is attached on the top of the mount flange.

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ICN-39-A-243000-G-A0126-00340-A-01-1
DC MAIN GENERATION PRIMARY COMPONENTS (SHEET 1 OF 3)

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NUMBER 2 STARTER GENERATOR AIR INLET DUCT
The Number 2 starter-generator air-inlet duct is installed on the inlet port of
the starter generator. A V-band attaches the air inlet duct to the inlet port.

NUMBER 2 STARTER GENERATOR AIR OUTLET DUCT

The Number 2 starter-generator air-outlet duct is installed on the outlet port
of the mount flange. Five bolts and five washers attach the air outlet duct to
the mount flange.

NUMBER 2 GENERATOR CONTROL UNIT

The Number 2 Generator Control Unit (GCU2) (A14) is installed in the right
side of the avionic bay in the standard nose configuration. In the right side of
the lower avionic bay in long nose configuration. Four screws and four
washers attach the GCU2 to a support of the avionic bay.

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ICN-39-A-243000-G-A0126-00339-A-02-1
DC MAIN GENERATION PRIMARY COMPONENTS (SHEET 2 OF 3)

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NUMBER 2 SHUNT The GEN 1 and GEN 2 switches are of the ON/OFF type.

The Number 2 shunt (R2) is installed on the top right side of the aft fuselage
at STA X7382. Two screws attach it to a support made of insulating material.
Two nuts attach the terminals of the power supply cables to the shunt.

NUMBER 3 AND NUMBER 4 DC CURRENT

TRANSFORMERS
The Number 3 and Number 4 DC current-transformer (T1) and (T2) are
installed near the related shunts.
The transformers are of the annular type. Their output is supplied by the
power cable and gives a monitoring signal. The power cable goes through
the current transformer. It is installed in the best position to let the system
monitor the current.
The current transformers are installed on the support, and four screws attach
each of them. Access to the transformers for maintenance and inspection is
easy.
The T1 transformer is installed on the right side of the avionic equipment
bay.
The T2 transformer is installed on the left side of the avionic equipment bay.

NUMBER 1 AND NUMBER 2 DC CURRENT

TRANSFORMERS
The Number 1 DC current-transformer (T3) is installed in the Number 1
Power Distribution Panel (PDP1).
The Number 2 DC current-transformer (T4) is installed in the Number 2
Power Distribution Panel (PDP2).
The transformers are of the annular type. Their output is supplied by the
power cable and gives a monitoring signal. The power cable goes through
the current transformer. It is installed in the best position to let the system
monitor the current.

GEN 1 AND GEN 2 SWITCHES

The GEN 1 and GEN 2 switches are installed on the right side at the bottom
of the electrical control panel.
The electrical control panel is a part of the overhead panel in the cockpit.

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ICN-39-A-243000-G-A0126-00338-A-02-1
DC MAIN GENERATION PRIMARY COMPONENTS (SHEET 3 OF 3)

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DC MAIN GENERATION SYSTEM – DESCRIPTION OF GENERATOR VOLTAGE CONTROL
FUNCTION When:
NUMBER 1 STARTER GENERATOR • The engine turns at the self-sustaining speed
The Number 1 starter generator (G1) is of the 4-pole type, and its design • The driven generator voltage is available
speed is 12,000 rpm. • The field control relays open the internal-field build-up circuit.
It operates as a starter or a generator.
Then, the regulating field output is connected to the circuit. The voltage
The windings of the interpole are a part of the electrical circuit of the DC
regulator supplies it.
starter generator. They increase the flux path between the stator and the
The voltage regulator is a control circuit of the closed-loop type. It adjusts
rotor to make the operation of the starter generator better.
the duty cycle of the exciter field. Thus the voltage at the Point Of Regulation
The generator control unit controls the starter generator electrically through
(POR) is the same also when the loads change.
the supply of a control current to the shunt field winding.
When:
• The generator output is voltage is less than 0.5 V lower than the bus
NUMBER 1 STARTER GENERATOR MOUNT FLANGE voltage

The Number 1 starter-generator mount-flange is used to connect the • The GEN switch is at ON
Number 1 starter generator to the engine. It also lets the cooling air to be The GCU closes the related Generator Line Contactor (GLC), and the
released overboard through the Number 1 air-outlet duct. generator output becomes connected to the main bus.

NUMBER 1 STARTER GENERATOR AIR INLET DUCT PROTECTION

The Number 1 starter-generator air-inlet duct supplies ambient air to the inlet The GCU is a protection for the system. When it senses an incorrect
port of the starter generator. The air then flows axially on the switching condition, it removes power from the starter generator, and disconnects it
assembly and through the rotor and starter windings. The same air also from the bus through the GLC.
decreases the temperature of the bearings that hold the rotor. This occurs if there is a condition of:

Overvoltage
NUMBER 1 STARTER GENERATOR AIR OUTLET DUCT
The overvoltage protection operates when the generator voltage is higher
The Number 1 starter-generator air-outlet duct releases overboard the flow than the limit.
of air used to cool the starter generator assembly.

Undervoltage
NUMBER 1 GENERATOR CONTROL UNIT
The undervoltage protection operates when the generator voltage is less
The Number 1 Generator Control Unit (GCU1) (A13) monitors and controls than 5 V.
the starter generator during engine start and when it operates as a
generator.
It is also the protection of the system from damage when a failure occurs.

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Feeder Fault NUMBER 1 SHUNT
The feeder fault protection operates when the differential feeder current is The Number 1 shunt (R3) measures the DC current output of the Number 1
higher than 125 A (nominal value). generator.
The Number 1 Modular Avionic Unit (MAU1) is the interface of the DC
current signal. Thus the AMPS can send the signal to the multifunction
Bus Fault displays to cause the indication of the DC ammeter to come in view.
The Bus Fault signal is transmitted when the GCU senses an overcurrent
condition in the generator. The overcurrent value must be higher than 550 A.
NUMBER 3 DC CURRENT TRANSFORMER
NOTE The Number 3 DC current-transformer (T1) measures the changes in the DC
If the bus protection logic of the PDP Number 1 does not remove the current. The signal is sent to the Number 1 generator-control unit that uses
failure in 6 seconds, the GCU disconnects the generator. The this signal to control the generator and the generator line contactor.
disconnection occurs 6 to 7 seconds from the start of the overcurrent
condition.
NUMBER 2 STARTER GENERATOR
For the functional description of the Number 2 starter generator (G2) refer to
the Number 1 starter generator (G1).
Reverse Current
The reverse current protection operates when the GCU senses a reverse
current higher than 10% of the rated load. The generator must be in the NUMBER 2 STARTER GENERATOR MOUNT FLANGE
normal generation mode. The Number 2 starter-generator mount-flange is used to connect the
Number 2 starter generator to the engine. It also lets the cooling air to be
released overboard through the Number 2 air-outlet duct.

EXTERNAL POWER INHIBIT FUNCTION

NUMBER 2 STARTER GENERATOR AIR INLET DUCT
When the external power is connected and supplied to the helicopter, the
The Number 2 starter-generator air-inlet duct supplies ambient air to the inlet
GCU receives a related signal this to prevent the supply of DC power from
port of the starter generator. The air then flows axially on the switching
the external power source and the generator at the same time.
assembly and through the rotor and starter windings. The same air also
If the signal is received when the generator is not connected to the bus, the
decreases the temperature of the bearings that hold the rotor.
GCU opens the Generator Line Contactor (GLC). The GCL stays opened
during the full period in which the external power is supplied.
If the signal is received when the generator is connected to the bus, the NUMBER 2 STARTER GENERATOR AIR OUTLET DUCT
GCU opens the GLC.
When the GLC opens, the generator becomes disconnected from the bus. The Number 2 starter-generator air-outlet duct releases overboard the flow
of air used to cool the starter generator assembly.

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NUMBER 2 GENERATOR CONTROL UNIT • Single Generator Failure
For the functional description of the Number 2 Generator Control Unit • Single DC Bus Failure
(GCU2) (A14) refer to the Number 1 Generator Control Unit (GCU1).
• Dual Generator Failure

NUMBER 2 SHUNT
BATTERY STARTING
The Number 2 shunt (R2) measures the DC current output of the Number 2
generator. The following diagrams represent the sequence of actions for a normal
The Number 2 Modular Avionic Unit (MAU2) is the interface of the DC battery starting of the engines (steps 1 to 8 on the simplified schematic
current signal. Thus the Aircraft Monitoring System (AMS) can send the diagram).
signal to the multifunction displays (MFDs) to cause the indication of the DC In this example engine no. 2 is started first.
ammeter to come in view. Refer to AW139-RFM-4D – Section 2 for Normal Procedures.

NUMBER 4 DC CURRENT TRANSFORMER

The Number 4 DC current-transformer (T2) measures the changes in the DC
current. The signal is sent to the Number 2 generator-control unit that uses
this signal to control the generator and the generator line contactor.

ELECTRICAL CONTROL PANEL

The electrical control panel of the DC main generation system (installed on
the overhead console in the cockpit) has the GEN 1 (S66) and GEN 2 (S58)
switches. The switches are of the two-position type ON and OFF.

ELECTRICAL POWER – SIMPLIFIED SCHEMATIC

DIAGRAM
A simplified schematic diagram is used to describe the operation of the
electrical power system in the following normal and emergency situations:
• Normal procedures:
• Engine starting on batteries (BATTERY Starting)
• Engine starting on external power (EXT PWR Starting)
• In-flight normal operation
• Emergency procedures:

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A13

GENERATOR LINE
PDP1 CONTACTOR DRIVE

MAIN BUS BAR CURRENT TRANSFORMER

INPUT DIFFERENTIAL
B+ PROTECTION
G1
K5
GENERATOR
LINE TEMP. MAU
CONTACTOR SWITCH 1
RELAY

SPEED
T3 SENSOR SPEED SENSE
NUMBER 1
DC CORRENT
FAN STARTER
TRANSFORMER GENERATOR GEN
OFF

INTERPOLE
NUMBER 1
POWER
DISTRIBUTION GEN CONT
PANEL INTERPOLE ON
D

GEN FIELD
SHUNT J ELECTRICAL
GEN NEG. CONTROL
E
PANEL
TEMP. INTERPOLE
SENSOR TEMP. SENSOR
E-
R3

STARTER SHUNT
GENERATOR 1
CURRENT TRANSFORMER
NUMBER 3 INPUT DIFFERENTIAL
DC CURRENT PROTECTION
TRANSFORMER
(T1)
GENERATOR
CONTROL UNIT
ICN-39-A-243100-G-A0126-00001-A-01-1

STARTER GENERATOR OPERATION SYSTEM SCHEMATIC (TYPICAL FOR NUMBER 1 STARTER GENERATOR)

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ICN-39-A-240000-G-A0126-01737-A-02-1
STEP 1 – ALL SWITCHES OFF

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STEPS 2 TO 3
When BATTERY MASTER switch is set to ON, Main and Aux Batteries are
connected to ESS BUS 1 and ESS BUS 2 thus providing power to the
rotorcraft essential loads.
When BATTERY MAIN switch is set to ON, the Main Battery is connected to
MAIN BUS 1 (Main Battery contactor K3 closes) which is then also powered.
When BATTERY AUX switch is set to ON, the Auxiliary Battery is connected
to MAIN BUS 2 (Aux Battery contactor K4 closes), but MAIN BUS 2 is not
powered because of the reverse biased diode (CR5) which only permits
recharging of the Auxiliary battery from MAIN BUS 2.
When GEN 1 and GEN 2 switches are set to ON they give an input to the
relevant GCU so that the GCU will put the relevant generator on-line as soon
as conditions permit.

23 VOLT CHECK
Before attempting starting the engine on batteries, the pilot has to check that
the involved MAIN BUS voltage is not less than 23 V.

STEP 4
As in this example the engine no 2 is started first, the BUS TIE switch must
be set to ON to power MAIN BUS 2.
BUS TIE Contactor closes thus connecting MAIN BUS 1 and MAIN BUS 2.

BUS TIE LOGIC

BUS TIE contactor closes if any of the following conditions is met:
• BUS TIE switch = ON
• One GEN = ON-LINE and the other GEN = OFF-LINE
• EXT PWR is connected to helicopter bus bars

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ICN-39-A-240000-G-A0126-01738-A-02-1
STEP 2 – BATTERY MASTER SWITCH ON

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ICN-39-A-240000-G-A0126-01739-A-02-1
STEP 3 – MAIN AND AUX BATTERY SWITCHES ON

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ICN-39-A-240000-G-A0126-01740-A-02-1
STEP 4 – BUS TIE SWITCH ON

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STEP 5 – ENGINE 2 STARTING ON BATTERIES
An Engine normal start (AUTO Mode) is initiated by the Engine Electronic
Unit (EEC) when pilot moves the relevant ENG MODE switch on the ENG
control panel to IDLE or FLIGHT.
This causes the GCU to close the relevant Generator contactor so the
starter is fed by the MAIN Battery power via MAIN BUS 2 and cranks the
engine.
Due to the great amount of power required to start the engine, MAIN battery
voltage drops very much (represented with a paler shade of color).
The AUX battery only supplies the ESS BUS 1 and 2, in order to keep a
sufficient high voltage for the pilot Display Units (PFD and MFD): this
ensures pilots can monitor engine parameters during starting.
Engine start sequence is terminated by the EEC when it detects Ng = 49%:
the START signal is removed and the GCU releases the Generator
contactor.
The EEC then accelerates the engine to Nf = 65% (IDLE) or Nf = 100%
(FLIGHT).
NOTE
An Engine Manual Start (MANUAL Mode) is initiated by pressing the
START push-button on the relevant Engine Control Lever (ECL)
which directly sends a control signal to the relevant GCU.
In this case the EEC is not involved and the start sequence is
terminated by the GCU thanks to the Generator speed sensing
signal.

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ICN-39-A-240000-G-A0126-01741-A-02-1
STEP 5 – ENGINE NO.2 STARTING

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STEP 6 – GEN 2 ON-LINE
When the starting sequence is terminated, since the GEN 2 switch is at ON,
the GCU closes the Generator 2 contactor when 50% Ng is exceeded: GEN
2 is on-line.
GEN 2 feeds all MAIN and ESS bus bars and recharges the MAIN and AUX
batteries.
The BUS TIE contactor is closed because of the following two conditions:
BUS TIE switch = ON
One GEN = ON-LINE and the other GEN = OFF-LINE

STEP 7 – ENGINE 1 STARTING: ASSISTED START

When the second engine is started on batteries (in the example engine no.
1), the generator that is already on-line assists the MAIN battery in feeding
the starter: this condition is called assisted start.

STEP 8 – BOTH GENERATORS ON-LINE

After the second engine is started, also the second generator is
automatically connected on-line by the relevant GCU.
BUS TIE switch is then returned to AUTO for normal operation
With both generators on-line, either on the ground or during flight all DC bus
bars are powered by the two generators separately:
• BUS TIE contactor is open
• NON ESS BUS 1 and NON ESS BUS 2 are energized
• The two batteries are charged by GEN 1 (MAIN battery) and GEN 2
(AUX battery)

NON ESS BUS LOGIC

NON ESS BUS 1 and NON ESS BUS 2 are energized if any of the following
conditions is met:
• Both GEN = ON-LINE
• EXT PWR is connected to helicopter bus bars

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ICN-39-A-240000-G-A0126-01742-A-02-1
STEP 6 – GEN 2 ON LINE

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ICN-39-A-240000-G-A0126-01743-A-02-1
STEP 7 – ENGINE NO.1 ASSISTED START

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ICN-39-A-240000-G-A0126-01744-A-02-1
STEP 8 – GEN 1 AND GEN 2 ON-LINE AND BUS TIE SWITCH AUTO

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INDICATIONS AND IN – FLIGHT NORMAL OPERATION
The following simplified diagrams (M1, M2) integrate the previous diagram
information with the interfacing of the Electrical power system indicators and
the major CAS messages.
M1 is meant to just show the indications.
M2 shows the normal system operation and indications during flight.
NOTE
Values are only given as examples.

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ICN-39-A-240000-G-A0126-01750-A-02-1
M1 – CAS MESSAGES

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ICN-39-A-240000-G-A0126-01751-A-02-1
M2 – IN FLIGHT NORMAL OPERATION

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IN FLIGHT EMERGENCIES AND MALFUNCTIONS NOTE
In the following pages the most significant emergencies and malfunctions Pilot must do nothing.
are detailed using the simplified schematic diagram (F1 to F5). Refer to
AW139-RFM-4D – Section 3 for Emergency and Malfunction procedures.

F4, F5 – DUAL GENERATOR FAILURE (1-2 DC GEN)

F1 – SINGLE GENERATOR FAILURE (1 DC GEN)
When both Generators have failed only MAIN and AUX Batteries supply the
When a GCU detects that the relevant Generator has failed, it automatically aircraft loads. Manual shedding of the MAIN BUS 1 (BATTERY MAIN switch
open the Generator contactor. to OFF) is required in order to only supply the Essential (Emergency) loads.
The same CAS message is displayed when the GEN switch is moved to
OFF while the relevant engine is running.
• BUS TIE contactor automatically closes F6 - ELECTRICAL BLACK OUT
• NON ESS BUS 1 and NON ESS BUS 2 are disconnected Following a dual generator failure, if batteries discharge completely
(electrical black out) the engines continue to run in AUTO Mode: they are
controlled by the EEC which is then electrically powered by the relevant
F2 – MOMENTARY OVERCURRENT CONDITION (DC BUS Permanent Magnet Alternator (PMA). Since the landing gear is electrically
FAIL) actuated, it is necessary to extend it before losing electrical power
completely; an increase in fuel consumption is then to be expected.
When a GCU detects an overcurrent exceeding a first threshold (OC1), it
triggers a latching logic that:
• Drives the DC BUS FAIL message in the CAS
• Inhibits the BUS TIE contactor automatic operation (remains open)
Once triggered, the OC latching logic can only be reset by moving the BUS
TIE switch to RESET.

F3 – SHORT CIRCUIT (DC BUS FAIL + 1 DC GEN)

If the overcurrent condition persists a second threshold is then exceeded
(OC2): that is considered a short circuit.
In this case the relevant GCU also:
• disconnects the relevant Generator, causing the 1 DC GEN or the 2
DC GEN message to be displayed
• disconnects the relevant Battery to prevent discharging on the short
circuit, causing the MAIN BATT OFF or the AUX BATT OFF message
to be displayed
BUS TIE contactor remains open to prevent the failed bus from being
connected to the only available generator.

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ICN-39-A-240000-G-A0126-01752-A-02-1
F1 – SINGLE DC GENERATOR FAILURE (NO.1)

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ICN-39-A-240000-G-A0126-01753-A-02-1
F2 – DC BUS FAILURE (NO.1) – OVERCURRENT LEVEL 1

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ICN-39-A-240000-G-A0126-01754-A-02-1
F3 – DC BUS FAILURE (NO.1) – IF OVERCURRENT NOT CLEARED WITHIN 6 SEC MAX

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ICN-39-A-240000-G-A0126-01755-A-02-1
F4 – DC GENERATOR FAILURE (NO.2)

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ICN-39-A-240000-G-A0126-01756-A-02-1
F5 – DUAL DC GENERATOR FAILURE

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ICN-39-A-240000-G-A0126-01757-A-02-1
F6 – DUAL DC GENERATOR FAILURE – MAIN BATTERY SWITCH OFF

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ICN-39-A-240000-G-A0126-01758-A-01-1
DC POWER SYNOPTIC – BATT MASTER = ON

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ICN-39-A-240000-G-A0126-01759-A-01-1
DC POWER SYNOPTIC – BATT MASTER + MAIN = ON

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ICN-39-A-240000-G-A0126-01897-A-01-1
DC POWER SYNOPTIC – BATT MASTER + MAIN + AUX = ON

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ICN-39-A-240000-G-A0126-01898-A-01-1
DC POWER SYNOPTIC – BATT + GEN = ON

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ICN-39-A-240000-G-A0126-01899-A-01-1
DC POWER SYNOPTIC – BATT + GEN + BUS TIE = ON

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ICN-39-A-240000-G-A0126-01900-A-01-1

DC POWER SYNOPTIC – BATT STARTING (ENGINE NO.2)

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ICN-39-A-240000-G-A0126-01901-A-03-1

DC POWER SYNOPTIC – ENGINE NO.2 RUNNING

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ICN-39-A-240000-G-A0126-01902-A-03-1

DC POWER SYNOPTIC – ENGINE NO.2 RUNNING

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ICN-39-A-240000-G-A0126-01903-A-03-1

DC POWER SYNOPTIC PAGE – BOTH ENGINES RUNNING (BUS TIE = ON)

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ICN-39-A-243000-G-A0126-00366-A-02-1

DC POWER SYNOPTIC – NORMAL IN-FLIGHT OPERATION

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ICN-39-A-240000-G-A0126-01913-A-01-1

DC POWER SYNOPTIC – GEN 2 = FAIL

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ICN-39-A-240000-G-A0126-01914-A-02-1

DC POWER SYNOPTIC – GEN 1 =HOT & OFF; AUX BATT = HOT & OFF

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ICN-39-A-240000-G-A0126-01915-A-01-1
DC POWER SYNOPTIC – DUAL GEN FAIL

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ICN-39-A-240000-G-A0126-01916-A-01-1
DC POWER SYNOPTIC – DUAL GEN FAIL, MAIN BATT = OFF

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PAGE INTENTIONALLY LEFT BLANK

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SECTION 40
EXTERNAL POWER

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DESCRIPTION
The external power system includes these primary components:
• External power receptacle
• External power receptacle door switch
• External power control switch (S5)
• A set of dedicated relays.

EXTERNAL POWER RECEPTACLE

The external power receptacle is contained in a housing with an access
door. It is installed on the right side of the helicopter nose.
Two screws and two washers attach the external power receptacle to the
nose structure.
The external power receptacle has three pins. They are a large positive pin,
a large ground pin and a small pin for the control signal input.

EXTERNAL POWER RECEPTACLE DOOR SWITCH

The external power receptacle door has a switch (S22). Two screws and two
washers attach the switch to the nose structure.

EXTERNAL POWER CONTROL SWITCH

The external power control switch (S5) (EXT PWR) is installed on the
electrical control panel on the overhead console.
It is a two position switch with the two selection that follow:
• OFF (up)
• ON (down).

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ICN-39-A-244000-G-A0126-00371-A-01-1
EXTERNAL POWER SYSTEM PRIMARY COMPONENTS

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OPERATION PWR DOOR caution is in view on the Multi Function Display (MFD) in the
cockpit.
EXTERNAL POWER RECEPTACLE
The external power receptacle connects an external power source to the
EXTERNAL POWER CONTROL SWITCH
helicopter electrical power generation system.
When the external power source is connected and operates, it overrides the The external power control switch (S5) (EXT PWR) is of the ON/OFF type.
helicopter power generation system. This occurs because the control circuits When the switch is set to ON:
of the Number 1 Power Distribution Panel (PDP1) isolate the batteries and • If no external power over-voltage is sensed, the external power source
the generators from the external power source. is connected to the Number 1 main bus
The external power receptacle has three pins. They are:
• The two main bus bars are connected
• a large positive pin
• All the helicopter bus bars are energized.
• a large ground pin and
When the external power source operates, the batteries and generators are
• a small pin for the control signal input. isolated from the main bus bars of the helicopter.
The positive pin is connected to the external power contactor of the relay K9. When the switch is set to OFF: the external power source does not energize
When this contactor is energized, it supplies external DC power to the the main bus bars of the helicopter. An advisory legend is in view in the
Number 1 main bus. cockpit if the plug of the external power source continues to be connected to
The contactor K9 is energized when the EXT PWR switch is set to ON. the helicopter receptacle.
The other large pin is connected to ground.
The PDP1 senses the connection of the small pin (AUX) when the external
power plug is connected.
The control circuit contained in the PDP1 is on and operates:
• The battery isolate relay (K17)
• The power changeover relays (K13) and (K19)
• The advisory indicator (EXT PWR RDY)
• The EXT PWR switch
• The over-voltage and latching relays (K11) and (K21).
The relay K19 and the relay K13 send an overlap signal to the related bus
contactor. Thus, electrical power is supplied to all essential, main and non
essential bus bars. an additional protection will prevent black outs when the
power source changes from the external power to the helicopter generator
system.

EXTERNAL POWER RECEPTACLE DOOR SWITCH

The external-power receptacle-door switch (S22) monitors the position of the
external-power receptacle-access door. When the door is open, the EXT

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ICN-39-A-244000-G-A0126-00372-A-01-1
EXTERNAL POWER RECEPTACLE – SCHEMATIC DIAGRAM

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SYSTEM OPERATION
MAIN POWER CONNECTION
When you open the access door of the external power receptacle (to
connect the electrical power system to the helicopter bus bars), the related
switch sends a signal to the Number 1 Modular Avionic Unit (MAU1). This
signal is used to cause the EXT PWR DOOR caution legend to come on in
the MFD.
When the external power source is connected to the helicopter, the EXT
PWR switch is supplied with 28 VDC power. The power is supplied through
the EXT PWR SENSE circuit breaker and the contacts of the overvoltage trip
relay K11. These contacts are normally not de-energized open.
At the same time the EXT PWR READY legend comes in view in the cockpit.
When the EXT PWR switch is moved from OFF to ON:
• The relay K9 becomes energized
• The large positive pin of the external power receptacle connects to the
Number 1 main bus (MAIN BUS1)
• The EXT PWR ON legend comes in view on the MFD in the cockpit
and the EXT PWR READY legend goes OFF.
K19 relay is a 0,5 seconds-rated, time-delay relay. Its contacts, that are
usually open, close when the control power input and the relay coil are
energized. The relay does not release for 0.5 more seconds, and power
continues to be supplied during that time.
At the same time the bus-tie contactor (K10) operates, and connects the two
MAIN bus bars to each other.
When the relay k19 operates, the contactors K7 and K8 are energized
closed: the power flows from the main bus bars to the corresponding non-
essential bus bars.
The external power source thus energizes all the DC bus bars of the
helicopter.

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ICN-39-A-244000-G-A0126-00374-A-04-1
MAIN POWER CONNECTION – SCHEMATIC DIAGRAM

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OVER-VOLTAGE PROTECTION
The relay K21 becomes energized when the nominal voltage of 30.5 V at the
input pin of the external power receptacle is sensed. (The voltage threshold
is 29.7 V).
The coil of relay K11 is energized because:
• The EXT PWR switch is ON
• The relay K21 is energized.
When the relay K11 is energized:
• The circuit of the EXT PWR switch is open
• The ground to the coil of relay K9 is disconnected
• The external power is removed from the main bus.
The relay K11 connects the load resistor R7 to the external power input, and
this opens the related circuit breaker. The open circuit breaker prevents the
supply of power from the external electrical power source.
To supply again electrical power from the external power source, let the
voltage decrease, and close the circuit breaker.

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ICN-39-A-244000-G-A0126-00373-A-02-1
OVERVOLTAGE PROTECTION – SCHEMATIC DIAGRAM

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SWITCHING FROM EXT PWR TO HELICOPTER POWER
The initial conditions are:
• EXT PWR switch ON
• BATT MASTER switch ON (K1 energized and main battery connected
to Number 1 essential bus; K2 energized and auxiliary battery
connected to Number 2 essential bus)
• MAIN BATT switch ON
• AUX BATT switch ON.
The open contacts of the relay K17 (energized) prevent the operation of the
main battery relays K3 and K4.
At the same time, the closed contact of the relay K17 energizes the relay
K13 through the Number 1 essential bus.
Relay K13 receives voltage from the essential bus through a contact of relay
K3 that is usually closed.
It makes a full circuit between the external power source and the energized
coil of relay K9. It also controls the voltage to the control pin of relay K19.
When the EXT PWR switch is at OFF, the relay K 13, which is connected,
operates the relay K9 and the time-delay relay K19. Thus, the external
power continues to be supplied to the bus.
At the same time, power is removed from the relay K17, and voltage is
supplied to the relays K3 and K4.
K3 closes the MAIN BATT on the MAIN BUS 1 and K4 enables the AUX
BATT to be recharged from MAIN BUS 2 when the conditions are satisfied.
In the mean time, K3 contact opens to the K13 relay.
The latching voltage from the coil of relay K13 is removed. And power is
removed also from the relays K9 and K19.
The relay K19 stays energized for approx. 0.5 s after the relay K13 releases.
It keeps the bus bars connected during that period. The batteries supply
ESS 1, ESS 2, MAIN 1, MAIN 2 till at least one generator is on-line. When
both generators are on-line, all bus bars will be supplied by generators and
the batteries will be kept charged.

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ICN-39-A-244000-G-A0126-03293-A-01-1
SWITCHING FROM EXT PWR TO HELICOPTER POWER

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EXTERNAL POWER STARTING
STEP E1 – EXTERNAL POWER AVAILABLE AT RECEPTACLE
When an external power voltage is available at the external power
receptacle, it is checked for reverse polarity and overvoltage but it is not
automatically connected to the aircraft distribution bus bars.

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ICN-39-A-240000-G-A0126-01745-A-02-1
STEP E1 – EXTERNAL PWR AVAILABLE AT THE RECEPTACLE

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STEP E2 – CONNECTION OF THE EXTERNAL POWER
The EXT PWR switch on the Electrical control panel allows the pilot to
control the connection of the external power source to the distribution bus
bars. When a valid external power is available at the receptacle and the EXT
PWR switch is moved to ON:
• EXT PWR contactor closes;
• BUS TIE contactor automatically closes;
• NON ESS BUS 1 & NON ESS BUS 2 contactors close;
• MAIN and AUX battery connection circuits to MAIN BUS 1 and 2 are
inhibited to prevent recharging of the batteries from external power;
• Both GCU’s are fed with a control signal that prevents generators to be
put on-line while external power is feeding the aircraft loads.
The external power supplies all distribution bus bars (ESS, MAIN and NON
ESS).
NOTE
Battery bus is supplied by the AUX battery.

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ICN-39-A-240000-G-A0126-01746-A-02-1
STEP E2 – CONNECTION OF THE EXTERNAL POWER

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STEP E3 – BATTERIES AND EXT PWR STARTING
The following diagrams represent the sequence of actions for a normal
battery starting of the engines using the external power. In this example
engine no. 1 is started first. Refer to RFM – Section 2 for Normal
procedures.
Steps 1 thru 3 discussed for Battery Starting are to be performed also in
case of External Power Starting. When EXT PWR switch is then moved to
ON:
• MAIN BATT contactor and AUX BATT contactor open to prevent
recharging of the batteries from external power

NOTE
Diodes CR3 and CR4 prevent the current flow from the ESS BUS 1
and 2 to the MAIN and AUX batteries

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ICN-39-A-240000-G-A0126-01747-A-02-1
STEP E3 – BATTERIES AND EXT PWR STARTING

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STEP E4 – ENGINE 1 STARTING
The Bollettino Tecnico 139-054 (Technical Bulletin 139-054) has introduced
the concept of assisted start also when starting on External Power. During
the start sequence (START control signal is active) the MAIN battery is
connected to MAIN BUS 1 to allow a soft change-over of the starter power
source in case the external power fails.
NOTE
BUS TIE switch is to be moved to ON if engine no. 2 is started first.

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ICN-39-A-240000-G-A0126-01748-A-02-1
STEP E4 – ENGINE 1 STARTING

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STEP E5 – ENGINE RUNNING
After engine starting, Generators remain off-line until the EXT PWR switch is
returned to OFF.

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ICN-39-A-240000-G-A0126-01749-A-02-1
STEP E5 – ENGINE RUNNING

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ICN-39-A-240000-G-A0126-01904-A-01-1
DC POWER SYNOPTIC – BATT MASTER = ON, EXT PWR = READY

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ICN-39-A-240000-G-A0126-01905-A-01-1
DC POWER SYNOPTIC – BATT MASTER + MAIN = ON, EXT PWR = READY

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ICN-39-A-240000-G-A0126-01906-A-01-1
DC POWER SYNOPTIC – BATT MASTER + MAIN + AUX = ON, EXT PWR = READY

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ICN-39-A-240000-G-A0126-01907-A-01-1
DC POWER SYNOPTIC – BATT + EXT PWR = ON

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ICN-39-A-240000-G-A0126-01908-A-02-1

DC POWER SYNOPTIC – EXT PWR STARTING (ENGINE NO.1)

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ICN-39-A-240000-G-A0126-01909-A-01-1

DC POWER SYNOPTIC – EXT PWR = ON, ENGINE NO.1 = RUNNING

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ICN-39-A-240000-G-A0126-01910-A-01-1

DC POWER SYNOPTIC – EXT PWR STARTING (ENGINE NO.2)

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ICN-39-A-240000-G-A0126-01911-A-01-1

DC POWER SYNOPTIC – EXT PWR = ON, BOTH ENGINES RUNNING

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ICN-39-A-240000-G-A0126-01912-A-02-1

DC POWER SYNOPTIC – NORMAL IN-FLIGHT OPERATION

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SECTION 60
DC ELECTRICAL LOAD DISTRIBUTION

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DESCRIPTION
The DC electrical load distribution includes these primary components:
• Number 1 Power Distribution Panel (PDP1) (A3)
• Number 2 Power Distribution Panel (PDP2) (A4)
• Circuit breaker panel.

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ICN-39-A-246000-G-A0126-00389-A-01-1
POWER DISTRIBUTION PANEL LOCATION

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ICN-39-A-246000-G-A0126-02916-A-01-1
CIRCUIT BREAKERS PANEL

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NUMBER 1 POWER DISTRIBUTION PANEL • The DC electrical power sources
The Number 1 Power-Distribution Panel (A3) is mounted on the roof of the • The PDP1.
cabin, on the left side. The PDP2 contains:
The PDP1 is an electronic box. It has an aluminium chassis and a cover.
• The Number 2 DC current-transformer (T4) of the hot side of the output
Ten screws attach the cover to the box body. The box also has two louvers, of the Number 2 generator
one on the front and one on the rear side. These louvers let the heat in the
box be released, thus the internal temperature of the box does not become • The power relays of the Number 2 DC power-distribution system.
too high. These power relays are:
There are five openings on the front and rear sides of the box. • The Number 2 Generator Line Contactor (GCL2) (K6)
They have these labels: T1, T2, T8, T9 and T10.
They are used for the interface of the PDP1 with the power cables from the
• The Number 2 contactor-non essential-bus (K8)
DC electrical power sources and the PDP2. • The bus tie contactor (K10)
The PDP1 contains:
• The auxiliary battery contactor (K4)
• The Number 1 DC current-transformer (T3) of the hot side of the output The PDP2 also includes the power protection contactors and most protection
of the Number 1 generator
devices.
• The power relays of the Number 1 power-distribution system. Relay contactors and circuit breakers are installed on the front of the PDP2.
These power relays are: Access to these relays and circuit breakers is easy. They let you monitor the
• The Number 2 Generator Line Contactor (GCL2) (K5) status of the PDP2.
The relays are: K12, K14, K16, K18 and K20.
• The Number 1 contactor non-essential bus (K7) The circuit breakers are: CB4, CB6, CB8, CB10, CB44, CB48 and CB50.
• The external power contactor (K9)
The PDP1 also includes the power protection contactors and most protection
OPERATION
devices.
Relay contactors and circuit breakers are installed on the front of the PDP1. NUMBER 1 GENERATOR LINE CONTACTOR RELAY
Access to these relays and circuit breakers is easy. They let you monitor the
The Number 1 Generator Line Contactor-relay (GLC1) (K5) connects the
status of the PDP1.
generator (G1) to the Number 1 main bus (MAIN BUS1).
The relays are: K17, K13, K19, K11 and K21.
The relay K5 closes when energized by a drive signal supplied by the
The circuit breakers are: CB3, CB7, CB9, CB13, CB15, CB17, CB43, CB47
Number 1 Generator Control Unit (GCU1).
and CB49.

NUMBER 2 GENERATOR LINE CONTACTOR RELAY

NUMBER 2 POWER DISTRIBUTION PANEL
The Number 2 Generator Line Contactor-relay (GLC2) (K6) connects the
The installation and the construction of the Number 2 power-distribution
generator (G2) to the Number 2 main bus (MAIN BUS2).
panel (A4) is almost the same as that of the PDP1.
The relay K6 closes when energized by a drive signal supplied by the
The PDP2 is mounted on the roof of the cabin, on the right side.
Number 2 Generator Control Unit (GCU2).
There are three openings on the left and right sides of the box: T1, T2 and
T11.
They are used for the interface of the PDP2 with the power cables from:

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K7, K8 AND BUS-TIE CONTACTOR RELAYS
The relays K7, K8 and the Bus Tie Contactor relay (BTC) (K10) connect the
main bus bars to the non essential bus bars and the two main bus bars to
each other.

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ICN-39-A-246000-G-A0126-00392-A-02-1

OPERATION – SCHEMATIC

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NUMBER 1 AND NUMBER 2 GENERATOR LINE CONTACTOR NORMAL OPERATION WITH BOTH GENERATORS ON-LINE
RELAYS LOGIC MANAGEMENT
During normal operation, the GCU1 transmits a 28 V dc PWR RDY signal to
When the relays GLC1 (K5) and GLC2 (K6) are closed, they connect the the relay K12 installed in the PDP2.
generators to the related main bus bars. The GCU2 transmits the same signal to the relay K14 installed in the PDP2.
The GCU1 and GCU2 transmit an output signal (GLC drive). This signal When the two relays are energized, and the Number 2 essential bus is
controls the 28 VDC power supply to the coil of relay K5 and to the coil of connected to the coils of relay K7 and K8 (through CR14):
relay K6 as follows: The relays K7 and K8 become energized
• The battery starts the Number 1 engine: K5 closed and K6 open The non essential bus bars are connected to the main bus bars.
If the GCU2 is not connected, the PWR RDY signal is removed from the
• The battery starts the Number 2 engine: K5 open and K6 closed relay K14. When power is removed from K14 the circuit of K7 and K8 is
• The battery and the Number 1 generator start the Number 2 engine: K5 open.
closed and K6 closed If the GCU1 is not connected, the PWR RDY signal is removed from the
• The battery and the Number 2 generator start the Number 1 engine: K5 relay K14. When power is removed from K14 the circuit of K7 and K8 is
closed and K6 closed open.
When relays K12 and K14 are energized, the coil of relay K10 does not
• The external power source starts the Number 1 engine: K5 closed and
receive the 28 V dc power from the essential bus. The relay K10 is not
K6 open
energized and the main bus bars are disconnected from each other.
• The external power source starts the Number 2 engine: K5 open and If the GCU1 or the GCU2 is not connected, the related K12 or K14 relay is
K6 closed not energized. 28 V dc power from the Number 2 essential bus is supplied to
• Normal generation mode: K5 closed and K6 closed. the coil of the relay K10. This supply is through the contact of relay K16, that
The relays K5 and K6 have many auxiliary contacts. One of them is used to is usually closed, and through the diode CR8. The relay K10 connects the
monitor the conditions of the primary contact. It transmits a caution signal to main bus bars to each other.
the MAUs when the generator is not on – line. If the GCU1 or GCU2 senses an overcurrent condition (interpole voltage
The same caution signal is transmitted to the MAUs when the GCU stops the current than 550 A) the contact of relay K16 opens. The essential bus is
generator because of a malfunction. disconnected from the relay K10 that opens and disconnects the main bus
bars from each other.

RELAYS K7, K8 AND BUS TIE CONTACTOR RELAY

MANAGEMENT EXTERNAL POWER SOURCE ON-LINE
When the relays K7, K8 and bus-tie contactor relay (K10) are energized The relay K19 is energized and its contacts are closed when:
(refer to Fig 2), they connect: • The external power source is connected to the helicopter
• The main bus bars to the non essential bus bars • The EXT PWR switch is at ON.
• The two main bus bars to each other. As a result, the Number 1 essential bus supplies power to the coils of relays
K7, K8 and K10 through the diodes CR9 and CR12.
When the relays K7, K8 and K10 become energized:
• The Number 1 non-essential bus is connected to the Number 1 main
bus

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• The Number 2 non essential bus is connected to the Number 2 main

bus
• The main bus bars are connected to each other.

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ICN-39-A-246000-G-A0126-02917-A-01-1
SERVICES AVAILABLE ON ESSENTIAL BUS 1 AND 2

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ICN-39-A-246000-G-A0126-00394-A-01-1
SERVICES AVAILABLE ON MAIN BUS 1 AND 2

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ICN-39-A-246000-G-A0126-00395-A-01-1
CIRCUIT BREAKERS LIST (SHEET 1 OF 2)

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ICN-39-A-246000-G-A0126-00396-A-01-1
CIRCUIT BREAKERS LIST (SHEET 2 OF 2)

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CHAPTER

25
EQUIPMENT/FURNISHING

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SECTION 00
EQUIPMENT/FURNISHINGS

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GENERAL DESCRIPTION
The equipment/furnishings system includes the sub-systems that follow:
• The flight compartment;
• The passenger compartment;
• The cargo compartment;
• The emergency;
• The cabin furnishings (optional);
• The insulation and lining;
• The aerial delivery (optional).

FLIGHT COMPARTMENT
Flight compartment is composed by:
• The cockpit seats;
• The roof window shade installation.

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ICN-39-A-250000-G-A0126-00014-A-02-1
COCKPIT SEATS AND ROOF WINDOW INSTALLATION

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PASSENGER COMPARTMENT
The passenger compartment can have two configuration, 12 seat or 15 seat.
Both configuration have the same primary components:
• The forward cabin seats;
• The aft cabin seats;
• The safety belts;
• The headrests.

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ICN-39-A-250000-G-A0126-00015-A-01-1

PASSENGER COMPARTMENT CONFIGURATION

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EMERGENCY
The emergency equipment is composed by:
• The emergency locator transmitter (ELT) system (optional);
• The life raft installation (optional);
• The first aid kit (optional);
• The Automatic Deployable Emergency Locator Transmitter (ADELT);
• The stand-alone emergency locator transmitter (ELT) installation
(optional);
• The flashlight installation;
• The life jacket bag installation (optional).

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ICN-39-A-250000-G-A0126-00016-A-01-1
LIFE RAFT INSTALLATION

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ICN-39-A-250000-G-A0126-00017-A-01-1

AUTOMATIC DEPLOYABLE EMERGENCY LOCATOR TRANSMITTER (ADELT) (SHEET 1 OF 3)

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ICN-39-A-250000-G-A0126-00018-A-01-1
AUTOMATIC DEPLOYABLE EMERGENCY LOCATOR TRANSMITTER (ADELT) (SHEET 2 OF 3)

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ICN-39-A-250000-G-A0126-00019-A-01-1
AUTOMATIC DEPLOYABLE EMERGENCY LOCATOR TRANSMITTER (ADELT) (SHEET 3 OF 3)

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ICN-39-A-250000-G-A0126-00020-A-01-1
STAND ALONE EMERGENCY LOCATOR TRANSMITTER (OPTIONAL)

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ICN-39-A-250000-G-A0126-00021-A-01-1
FLASHLIGHT INSTALLATION

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ICN-39-A-250000-G-A0126-00022-A-01-1
LIFE JACKET BAG INSTALLATION

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CABIN FURNISHING
The cabin furnishings can have three configurations:
• The VIP cabin furnishing installation;
• The VVIP cabin furnishing installation.

INSULATION AND LINING

The lining is installed in three parts of the helicopter:
• In the cockpit;
• In the cabin;
• In the aft fuselage.

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ICN-39-A-250000-G-A0126-00023-A-01-1
COCKPIT LINING (SHEET 1 OF 2)

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ICN-39-A-250000-G-A0126-00024-A-01-1
COCKPIT LINING (SHEET 2 OF 2)

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ICN-39-A-250000-G-A0126-00025-A-01-1
CABIN LINING (SHEET 1 OF 3)

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ICN-39-A-250000-G-A0126-00026-A-01-1
CABIN LINING (SHEET 2 OF 3)

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ICN-39-A-250000-G-A0126-00027-A-01-1
CABIN LINING (SHEET 3 OF 3)

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ICN-39-A-250000-G-A0126-00028-A-01-1
AFT FUSELAGE LINING INSTALLATION

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SECTION 20
PASSENGER/OPERATING CREW
COMPARTMENT

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DESCRIPTION HEADREST
The cabin seat installation 12 seat configuration includes these primary Each forward cabin seat has a headrest. The headrest is installed on the top
components: of the seat.
• The forward cabin seats
• The aft cabin seats
• The safety belts
• The headrests

FORWARD CABIN SEAT INSTALLATION

The forward-cabin seat-installation includes the front row of seats in the
cabin. There are four seats in this row. These seats point to the tail of the
helicopter. The structure of the seats is of composite material. Each seat has
two cushions (back and pan) of flexible polyurethane, a safety belt with
shoulder harness and a headrest.
Four quick-disconnect pins attach the front cabin seats to the rail on the
cabin floor through the seat guides.

AFT CABIN SEAT INSTALLATION

The aft-cabin seat-installation includes the two aft row of seats in the cabin.
There are four seats in each row. These seats point to the nose of the
helicopter. The structure of the seats is of composite material. Each seat has
two cushions (back and pan) of flexible polyurethane, and a safety belt with
shoulder harness.
Four quick-disconnect pins attach the aft cabin seats to the rail on the cabin
floor through the seat guides.

SAFETY BELTS
Each cabin seat has a safety belt with shoulder harnesses with a quick
release fitting to attach and release the belts. The safety belts include an
inertial reel that has an automatic locking mechanism that prevents the
unwanted forward movement of the passenger in the seat.

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ICN-39-A-252000-G-A0126-00035-A-01-1
PASSENGERS SEATS (12 PAX CONFIGURATION)

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DESCRIPTION automatic locking mechanism that prevents the seat occupant from pitching
forward in the event of rapid deceleration.
The cabin seat installation 15 seat configuration include these primary
components:
• The forward cabin seats HEADREST
• The aft cabin seats The row of the forward cabin seat has the headrest. The headrest is installed
in the top side of the each seat.
• The safety belts
• The headrest

FORWARD CABIN SEAT INSTALLATION

The forward cabin seat installation is on the forward row seats of the cabin.
The forward cabin seats are in composite material. The structure of the seat
includes the two cushions of the flexible polyurethane and the headrest.
The four quick-disconnect pins safety the cabin seat to the rail of the cabin
floor. The safety belt installed in each cabin seat for safety the passenger to
the seats. The forward cabin seat includes one row of the cabin seats. The
row of the forward cabin seat installation includes the five cabin seats.

AFT CABIN SEAT INSTALLATION

The aft cabin seat installation is on the aft row seats of the cabin, in front of
the row of the forward seats. The forward cabin seats are in composite
material. The structure of the seat includes the two cushions of the flexible
polyurethane.
The four quick-disconnect pins safety the cabin seat to the rail of the cabin
floor. The safety belt installed in each cabin seat for safety the passenger to
the seats. The aft cabin seat installation includes the two rows of the cabin
seats. Each row includes the five cabin seats.

SAFETY BELTS
Each cabin seat is equipped with safety belts and inertia reel shoulder
harnesses that consist of the inertial reel, the shoulder harness, the quick-
release fitting and the safety belts. The inertial reel incorporates an

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ICN-39-A-252000-G-A0126-00036-A-01-1

PASSENGERS SEATS (15 PAX CONFIGURATION)

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SECTION 60
ADELT (AUTOMATIC DEPLOYABLE
EMERGENCY LOCATOR
TRANSMITTER) - ELT (EMERGENCY
LOCATOR TRANSMITTER)

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DEPLOYABLE ELT

The Automatic Deployable Emergency Locator Transmitter (ADELT) is part

of the Crash Position Indicator (CPI) system.
It is mounted on the left-hand side of the tail cone and consists of a locator
beacon containing the transmitter and antenna.
The beacon, which can be manually or automatically activated, is deployed
from the aircraft in the event of a crash situation, providing full emergency
frequency operation at 121.5 MHz and 406.025 MHz (the same frequencies
as the Emergency Locator Transmitter (ELT) system).

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DEPLOYABLE ELT ARCHITECTURE An interface with the aircraft navigation system produces a much more
accurate position, compared with the other 2 frequencies.

The ADELT system has the following main components:

• Beacon
• Beacon Release Unit (BRU)
• System Interface Unit (SIU)
• Configuration unit
• Water Activated Switch (WAS)
• DELT control panel
It includes a 3 axis G-switch crash sensor. ELT automatically activates when
the G-Switch detects a change of velocity in normal conditions and while
being subjected to G acceleration of cross axis forces.
A Water Activated Switch operates when their sensors sensed the water.
ELT automatically activates during a crash or aircraft ditching and transmits
the standard swept tone on 121.5 Mhz.
Every 50 seconds, for 520 milliseconds the 406.025 Mhz transmitter turns
on. During that time, an encoded digital message is sent to the satellite.
The 406.25 Mhz transmitter will operate for 24 hours and then shuts down
automatically. The 121.5 Mhz transmitter will continue to operate until the
unit has exhausted the battery power, that typically will be at least for 48
hours.

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ICN-39-A-250000-G-A0126-00019-A-01-1
DEPLOYABLE ELT SYSTEM - COMPONENTS LOCATION

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BEACON

The beacon is installed on the rear left side of the fuselage. A bolt attaches
the beacon to the BRU.
The beacon has a transmitter, battery pack and an antenna system.
The beacon has two skin surfaces filled with rigid foam of fireretardant ABS
plastic and is resistant to damage when landing on the ground or water.
The beacon has positive buoyancy. The outer surfaces are normally
“International Orange” for high visibility.
A reset switch is installed in the beacon which allows the beacon to be shut
down on recovery after an incident.

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BEACON RELEASE UNIT

The BRU provides the mechanical and electrical interface between the
beacon and the aircraft. It comprises a base plate for mounting to the aircraft
and a housing containing the beacon latching, release and ejection
mechanisms. A semi-floating connector on the base plate mates with the
beacon.
The beacon is installed on this unit with a spigot and holds in its position with
one bolt fitting retained by a sear latch system.
The sear is withdrawn by an electro-explosive actuator, to allow the latch to
release and the beacon to be ejected by the remaining stroke of the actuator
assisted by a compressed coil spring.

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BAGGAGE COMPARTMENT: SYSTEM INTERFACE UNIT three principal aircraft axes, deployment of the beacon will
automatically be initiated.
Processing of the optional Global Positioning System (GPS) data input
for inclusion in the beacon distress message occurs within this unit
• Logic circuitry - in the “armed” state the system is powered and
functional and will deploy the beacon automatically on receipt of the
relevant inputs from the crash sensor or the water activated switch or
by manual command from the cockpit control panel. In the “off” state
the crash sensor and deployment systems are powered down and the
capacitors are discharged. The standby batteries remain on charge
whilst aircraft power is available.

The SIU is located on the internal left side of the baggage compartment. All
system I/O are processed through the SIU, which incorporate the following
subsystems:
• Power supply - the ADELT system is powered through the 28 VDC
battery bus supply. The battery gives the standby power. In the event
of all aircraft power being lost, operation of the system is possible for 2
hours due to the standby power source. An automatic “power down”
switches the system off, 2 hours after removal from aircraft power.
• Crash sensor - the sensor incorporated into this system is a three axes
“G” switch. It utilises digital pulse accelerometers to eliminate the
possibility of false response due to vibration inputs. It is programmed to
respond only to the accelerations experienced during a crash. On
registering this acceleration signature in either direction on any of the

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SYSTEM INTERFACE UNIT It’s kept on trickle charge whilst aircraft power is available.

In case of all helicopter power being lost, operation of the system for up to 2
hours is switched to this stand-by power source.
An automatic “power down” switches off the system after 2 hours from
removal of aircraft power.

A label applied on the battery pack indicates the battery expiration date.

CONFIGURATION UNIT

Technical informations:
IETP:39-A-25-64-06-00A-XXXX-K

Battery: Ni-Cd 5 x 1/3AA Cell

(refer to IETP about Discard Time Schedule).

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The configuration unit contains the identification data of the aircraft in which
it is installed.

WATER ACTIVATED SWITCH

The WAS can be found in the left sponson. It will operate when the sensors
are immersed in salt or fresh water, whereby deployment of the beacon is
automatically initiated.
The purpose of the WAS is to provide an alternative means of automatic
deployment should the aircraft be required to carry out a controlled ditch into
water.
Under these circumstances the SIU "G" switches would not necessarily
operate due to the relatively soft landing.

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ICN-39-A-256000-G-A0126-00010-A-02-1
DEPLOYABLE ELT - CONTROL PANEL

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Confirm both TX/TEST and BEACON GONE indicators illuminate and the
TX/TEST light flashes in synchronisation with two audio tones on VHF radio
(121.5 MHz), then the indicators should extinguish. If the indicators fail to
light or extinguish there may be a fault; in particular:

If the control panel at the end of the boot procedure gives a string of six
acoustic signals, the ELT system is defective. In that case, it is possible to
identify the malfunction using the Operational check procedure as follows.

The ADELT control panel allows aircrew to test, monitor or manually activate
The following action is taken to perform the test:
the CPI system, and is fitted on the central console within easy reach of the
aircrew. The ADELT control panel has the following controls and indicators:
• TRANSMIT guarded two-pole toggle switch - the beacon will be set to Set the FMS Position on the NAV Menu page of the Multifunction Control
transmit but will NOT be ejected from the aircraft Display Unit (MCDU).
• TX/TEST green indicator - gives an indication on the panel that the
beacon is transmitting Load the GPS position on the POS INIT page of the MCDU.
• BEACON GONE red indicator - gives an indication on the panel that
the beacon has separated from the BRU
Set the switch on the SIU to OFF. Push the TEST/RESET button on the
• DEPLOY guarded two-pole toggle switch - the beacon is set to transmit control panel. At the same time, set the switch on the SIU to ARM. Result:
and then ejected from the aircraft
• the system gives an acoustic signal (beep) when the check starts
• TEST/RESET button
• TEST - initiates a self-test function which checks the DELT battery • the system gives two noise signals (swept tones) and an acoustic
voltage and transmitter output power signal (beep)
• RESET – It switches off the beacon transmissions if “Beacon
Transmit” has previously been selected In this condition, the control panel gives some strings of acoustic signals
(beeps) as follow:
The ADELT system has a self-test routine built into the system. • two acoustic signals: SIU has not access to the beacon
The test should only be conducted monthly as more frequent checks will • three acoustic signals: the Number 1 accelerometer of the SIU is
reduce battery life. defective
Prior to self-test activation the nearest Air Traffic Control (ATC) • four acoustic signals: the Number 2 accelerometer of the SIU is
establishment should be notified as the distress signals transmitted will be defective
considered as a valid crash signal.
• five acoustic signals: the Number 3 accelerometer of the SIU is
defective
On CPI CONTROLLER press the TEST/RESET button. • seven acoustic signals: the beacon battery is defective
• eight acoustic signals: the beacon radio frequency signal is defective

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• nine acoustic signals: the beacon test is incomplete - the beacon actuator assisted by a compressed coil spring. Manual operation can be
battery and the radio-frequency condition are unknown. carried out at the pilot’s discretion: Beacon transmission - on the DELT
control panel, lift green transmit guard and operate the TRANSMIT switch.
Confirm TX/TEST light illuminates and audio tone heard. Beacon
DEPLOYABLE ELT OPERATION transmission and release - on the DELT control panel, lift red deploy guard
and operate the DEPLOY switch. Confirm TX/TEST and BEACON GONE
lights illuminate.

The ELT automatically activates during a crash or aircraft ditching and

transmits the standard swept tone on 121.5 MHz until the battery power is
exhausted, which will typically be 48 hrs. The 406.025 MHz transmitter
sends an encoded digital message of aircraft position, as received from the
GPS/Flight Management System (FMS) aircraft system via ARINC, and will
operate for 24 hrs.

In the event of a crash one or more of the "G" switches in the SIU will
operate, activating the logic circuitry which, in turn, provides the firing energy
for the BRU actuator from an internal capacitor. In the event of ditching the
WAS will operate, activating the logic circuitry which, in turn provides the
firing energy for the BRU actuator from an internal capacitor.
On activation of the logic circuitry the SIU produces two signals, one of
which is sent to the ELT in the beacon, and the other to the actuator in the
BRU. The first signal from the SIU operates a switch in the beacon,
connecting the internal battery pack to the 121.5 MHz and 406.025 MHz
transmitter, which begins to transmit simultaneously on both frequencies.
The second signal operates the sear latch system in the BRU, which is an
electrically operated chemical fuse. On activation this allows the latch to
release and the beacon is then ejected by the remaining stroke of the

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SECTION 91
RESCUE HOIST

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GENERAL DESCRIPTION • A cycle counter
The Rescue Hoist kit consists of: • A cable guide
An electric hoist motor and winch assembly actuated by an electrical motor
• A cable foul assembly
and controlled by an electronic remote pendant.
An electronic control system allow the pilot to operate the hoist from the • A cable cutter.
cockpit. The electric motor moves the rotating drum through the gear train and slip
The main power requirement for the Rescue Hoist System is 28 VDC, 160 clutch assembly. It operates at constant speed when the pilot or the copilot
Ampere. The power required for the controls in the Control Pendant and the controls it, at variable speed when the hoist operator controls it.
cable cutter for the Hoist, is 28 VDC, 5 Ampere. The power supplied by the The rotating drum has a slot to attach the load cable to the drum flange.
helicopter is converted into the power required for the Rescue Hoist System
by the Variable Speed Controller. This Variable Speed Controller provides
the necessary power to the electric motor to drive the drum on the Hoist.

DESCRIPTION AND OPERATION OF THE MAJOR

COMPONENTS
The primary components of the rescue hoist system are:
• The rescue hoist
• The variable speed controller
• The control pendant
• The power control panel
• The operator panel
• The hoist mount and cowlings.

RESCUE HOIST
The rescue hoist is installed externally on the right side of the helicopter
above the cabin door, at STA X3900. It is installed on a mount and has
cowlings for protection.
The rescue hoist has:
• An electric motor
• A rotating drum
• A load cable
• A hook assembly

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ICN-39-A-259100-G-A0126-00247-A-01-1
MAIN COMPONENTS LOCATION (SHEET 1 OF 6)

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The load cable is a wire rope with a swaged stainless steel ball/shank fitting.
The usable cable length is 74,7 m (245 ft).
The hook assembly is of the swivel type and can turn 360 degrees. It is
attached to the ball end of the load cable with a terminal clamp, a nut and a
housing. The hook assembly has a lockable keeper that prevents an
accidental release of the load.
A gear guard is the protection of the cable from cuts and damages, if a foul
cable condition occurs between the drum gear and the overrunning clutch.
The slip clutch, installed in the drum, operates if the cable load exceeds 544
to 816 kg (1200 to 1800 lb). The slip clutch is a protection device. It absorbs
the load energy if the intermediate-speed limit switch and the full-in limit
switch have a failure at the same time. It absorbs also the cable shock loads.
The cycle counter records each turn of the drum. The number on the
counter, divided by 334, gives the total number of hoist cycles.
The cable foul assembly is a switch-operated safety device. It is installed on
the hoist flanges parallel to the drum axis. The cable foul assembly stops the
supply of electrical power to the electric motor when a cable foul starts on
the hoist drum. Thus it prevents damage to the load cable.
The limit switches control the cable travel at full-in, full-out and up-
intermediate and down-intermediate speed.
• The full-in limit switch stops the hoist operation when the bumper
assembly touches the cable guide.
• The up-intermediate speed-limit switch decreases the hoist speed
when the load cable gets to a specified distance from the point at which
the full-in limit-switch must operate.
• The down-intermediate speed-limit switch decreases the hoist speed
when the load cable gets to a specified distance from the point at which
the full-out limit-switch must operate.
• The full-out limit switch stops the hoist operation when there are only 3
1/2 to 4 1/2 wraps on the drum.
The full-out, up-intermediate and down-intermediate speed limit-switches are
installed on the drum. The full-in limit-switch is installed in the cable guide.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259100-G-A0126-00248-A-01-1
MAIN COMPONENTS LOCATION (SHEET 2 OF 6)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259100-G-A0126-00249-A-01-1
MAIN COMPONENTS LOCATION (SHEET 3 OF 6)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
The cable cutter is installed in the cable guide. The cable cutter has an • The PWR ON advisory light.
electrically-fired pressure cartridge, a guillotine and an anvil to cut the load
• The SLOW caution light.
cable in an emergency.
• The MTR HOT caution light.
On the rear of the handgrip there is a trigger switch that is used for
VARIABLE SPEED CONTROLLER
connection of the hoist operator headset to ICS.
The variable speed controller (A84) is installed behind the aft frame of the
structure that supports the rescue hoist.
The speed command signal is applied to the variable speed controller: POWER CONTROL PANEL
• When the hoist operator operates the thumb wheel on the control The power control panel is installed on the interseat console and is attached
pendant (variable speed control mode). with four quick-release fasteners.
• When the pilot operates the hoist control switch on the collective stick Two switches are installed on the front panel. An electrical connector is
grip (constant speed control mode). installed on the rear of the control panel.
A circuitry installed in the main board of the controller processes the speed
command signal.
The variable speed controller has the following safety devices:
• Under voltage lockout. The controller prevents hoist operation when
the input dc voltage is <17 V dc.
• Motor overheat indicator. The controller causes the MTR HOT caution
light on the control pendant to come on when the motor becomes too
hot.

CONTROL PENDANT
The control pendant is installed on the right side of the cabin. Its rear side
has a bracket that goes into the control pendant support. This makes it
easier to stow the control pendant. When in use the control pendant can be
pulled out from the support. This lets the hoist operator move freely when
he/she operates the hoist.
An electrical connector is installed in the bottom part of the control pendant
handgrip It lets the control pendant be connected to the variable speed
controller.
On the top part of the handgrip there are the controls/indicators that follow:
• The digital cable payout display.
• The direction/speed control thumb wheel that operates two switches
and a potentiometer. The two switches (one for each direction) give an
on-off signal. The potentiometer gives a speed command signal to the
variable speed controller.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259100-G-A0126-00250-A-01-1
MAIN COMPONENTS LOCATION (SHEET 4 OF 6)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
OPERATOR PANEL
The operator panel is installed on the forward right side of the cabin. It is
attached with four quick-release fasteners. Two switches and a receptacle
for the headset cord plug are installed on the front panel. An electrical
connector is installed on the left side of the operator panel.

HOIST MOUNT AND COWLINGS

The hoist installation structure includes a mount, a forward frame, an aft
frame, a forward cowling, a central cowling and an aft cowling.
The mount is a tubular structure that has:
• A flange with four holes to attach the mount to the helicopter structure
on one side.
• The holes to attach the hoist and the forward and aft frames on the
other side.
• A shackle and an access cover for the connectors, for connection to
the helicopter electrical system in the bottom.
The three hoist cowlings are attached to the forward and aft frames. The aft
frame has a support with a bracket for the installation of the connectors of
hoist light system.
The aft cowling contains the hoist light and its support.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259100-G-A0126-00251-A-01-1

MAIN COMPONENTS LOCATION (SHEET 5 OF 6)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259100-G-A0126-00252-A-01-1
MAIN COMPONENTS LOCATION (SHEET 6 OF 6)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PILOTS HOIST CONTROL PANEL
CONTROLS AND INDICATORS
1 PWR Switch:
• ON ............................................ The system is energized.

• OFF .......................................... The system is de-energized.

2 LT Switch:
• ON ........................... The hoist light system is energized.

• OFF .......................... The hoist light system is de-energized.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259100-G-A0126-02923-A-01-1
CONTROLS AND INDICATORS (SHEET 1 OF 5)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
HOIST OPERATOR CONTROL PANEL
CONTROLS AND INDICATORS
1 HOIST CABLE CUT:
• Guard down ............... The cable cutter is safe.

• Guard up ................... The cable cutter is armed for

operation.
• Pushbutton ................ When pushed, the cable cutter is
operated to cut the load cable in an
emergency.
2 PTT Switch:
• Radio ............ The hoist operator can speak and hear with
an operator on the ground through the radio.
• ICS ................ The hoist operator can speak and hear with
the pilot and copilot.
3 HEADSET: ............... Receptacle connects the headset cord plug
of the hoist operator.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259100-G-A0126-00258-A-01-1
CONTROLS AND INDICATORS (SHEET 2 OF 5)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PENDANT
CONTROLS AND INDICATORS
1 Cable Shows the length of the load cable unwound from the
payout hoist in meters.
display ....... When the system is first supplied with electrical power,
the display shows 888. Then it shows the length of the
unwound load cable (000 is shown if the cable is full-
in).
2 SAR mode ........................................................................ Provision.
3 Direction/Speed control thumb wheel:
• OFF ............. The hoist is in the rest position.
• UP ............... Operates the switch that controls the up
movement of the load cable and sends a
speed command signal to the variable speed
controller.
• DOWN ......... Operates the switch that controls the down
movement of the load cable and sends a
speed command signal to the variable speed
controller.
4 MTR HOT (caution light) ...... On when a motor overtemperature
occurred.
5 SLOW (caution light) ...... On when the system is in the low speed
mode.
6 PWR ON (advisory light) ... On when the electrical power is applied
to the system.
7 ICS trigger switch ...... When pushed, it connects the hoist operator
headset to the ICS.

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ICN-39-A-259100-G-A0126-00261-A-01-1
CONTROLS AND INDICATORS (SHEET 3 OF 5)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PILOT AND COPILOT COLLECTIVE GRIPS
CONTROLS AND INDICATORS
1 Pilot HOIST CUT switch:
• Guard down .............. The cable cutter is safe.

• Guard up .................. The cable cutter is armed and ready

for operation.
• Pushbutton ............... When pushed in an emergency, the
cable cutter is operated to cut the
load cable.

NOTE
The switch can be operated also when the overload
sensor disconnects the HOIST control switch.

2 HOIST control switch:

• UP ............... Controls the up movement of the load cable at
constant speed.
• DN ............... Controls the down movement of the load
cable at constant speed.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259100-G-A0126-00262-A-01-1
CONTROLS AND INDICATORS (SHEET 4 OF 5)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
HOIST MFD INDICATION
The Hoist indication on the MFD are in the following:
1 HOIST CBL FOUL (caution Shown when there is a cable foul
message): .......................... condition on the hoist drum.
2 HOIST CUT ARM (caution Shown when the cable cutter is armed
message): ........................... and ready for operation.
3 HOIST ON (advisory Shown when the rescue hoist system
message): .......................... is ready for operation.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259100-G-A0126-00263-A-01-1
CONTROLS AND INDICATORS (SHEET 5 OF 5)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
SYSTEM OPERATION
The hoist unit contains 245 ft (75 m) of usable cable and may lower/lift a
maximum load of 272 Kg (600 lb).
Cargo hoisting and lowering can be controlled by the HO through the remote
pendant thumb wheel which provides variable cable speeds. The maximum
cable speed is 45 m/min (150 ft/min) with maximum load. The pilot can also
control the operation at a fixed cable speed of 30 m/min (100 ft/min) through
the hoist control switch on the collective grip. Both controls automatically
slow down and stop the electric motor at the cable extremes. The Pilot
control overrides the HO control.
The hoist is provided with a cable foul protection system which automatically
stops the motor if the cable is not correctly wound onto the drum and
displays the HOIST CBL FOUL caution message on the MFD.
An electrical cable cutter system is available to the Pilot and Copilot, via a
guarded switch on the collective grips and to the HO, via a guarded switch
on the operator HOIST control panel mounted in the cabin.
The hoist kit also comprises a manual cable cutter installed under seat and a
right side cabin door step protection pad to prevent damage to the hoist
cable if it contacts the step.
In the event of a failure of the electrical cable cutter system, the cable may
be cut with the manual shears accessible to the HO.
The HO Control Panel, is used to control the HO communication with other
crew members. With HO-ICS switched to ICS the HO can use either VOX or
the PTT trigger on the Pendant to speak on the aircraft intercom.
With the switch selected to RADIO the HO can transmit on COM3 or COM4
only, using the Pendant HO PTT trigger.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259100-G-A0126-00264-A-01-1

RESCUE HOIST SYSTEM OPERATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
FUNCTIONAL DESCRIPTION The load cable winds on the drum. It must wind on the drum equally. If there
is separation between the cable wraps, or the wraps are one on the top of
The rescue hoist system is used for rescue operations and to lift and lower the other, a cable foul condition occurs. When the load cable winds on the
cargo loads in areas where the helicopter cannot land. last permitted wrap, the cable-foul indicator-switch operates mechanically
The system is supplied with electrical power from: and stops the hoist. The cable foul must be removed on the ground, and the
• The 28 V dc main 1 bus bar through the HOIST PWR, HOIST CONTR cause of the foul must be found before the hoist can be used again.
and HOIST CABLE CUT 1 circuit breakers While the load cable winds slowly to the full-in position, the hook must be
• The 28 V dc ess 2 bus bar through the HOIST CABLE CUT 2 circuit moved manually. This makes sure that the spring in the bumper is
breaker. compressed sufficiently and the hook does not move when the helicopter is
It is usually the hoist operator that operates the hoist rescue system through in flight.
the control-pendant. When the system is first supplied with electrical power, The MTR HOT caution light comes on the control pendant when the motor is
the cable payout display on the control pendant shows 888 momentarily. too hot and damage to the hoist can occur. When the light is on, the
Then the cable payout display shows the length of the unwound load cable operation of the hoist must be stopped. Then the hoist motor must stay off
(000 if the load cable is full-in). until its temperature is the same as the ambient temperature. Usually 30
When the variable speed controller receives the reel-in, or reel-out command minutes are sufficient to have a cool motor. But the ambient conditions and
signal, it sends a signal to the motor to lift or lower the load cable. The motor the time during which the light stay on before the hoist operation was
torque moves the gear train, which moves the level wind mechanism, the stopped can change this period.
tension roller and the drum. This causes the load cable to wind or unwind. When it is necessary to release the load in an emergency, the pilot, the
When the variable speed controller receives the down-signal, the load cable copilot or the hoist operator can cut the load cable:
unwinds. The speed increases when the hoist operator moves the thumb • The pilot or the copilot do this through the HOIST CUT switch on the
wheel farther from the center. When the load cable is almost full-out, the collective stick grip.
speed must be decreased. When the down-intermediate speed-limit switch • The hoist operator does this through the HOIST CABLE CUT switch on
operates, the hoist speed decreases to 11,4 thru 21 m/min (38 thru 68 fpm) the operator panel.
until the full-out limit switch is touched. At this time 3 1/2 to 4 1/2 wraps of The status of the rescue hoist system is shown on the MFD through the
load cable are wound on the drum. messages that follow:
When the cable is unwound, and the orange paint comes into view on the
load cable, there are approximately 4,3 m (14 ft) of cable travel before the • HOIST ON advisory message.
full-out limit is touched. • HOIST CUT ARM caution message.
When the variable speed controller receives the up-signal, the load cable HOIST CBL FOUL caution message.
•
winds. The speed increase when the hoist operator moves the thumb wheel
farther from the center. The maximum permitted speed of the load cable is NOTE
65,4 m/min (215 fpm) at 113 kg (250 lb) load. When the load cable is almost
full-in, the speed must be decreased. When the up-intermediate speed-limit • During hoist operations the Pilot must fly manually.
switch operates, the hoist speed decreases to 11,4 thru 21 m/min (38 thru • Take Off and Landing with a suspended load on hoist
68 fpm) until the full-in limit switch is touched. At this time the hoist operation is prohibited.
is stopped.
When the cable is wound, and the orange paint starts to go out of view,
there are approximately 7,6 m (25 ft) of cable travel before the full-in limit is
touched.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

WARNING

• HOISTING OR LOWERING AN EMPTY LITTER IN OPEN

POSITION IS PROHIBITED. AN EMPTY LITTER SUSPENDED
FROM HOIST IN OPEN POSITION CAN OSCILLATE
UNCONTROLLABLY IN ROTOR DOWNWASH AND CAN FLY
UPWARD, STRIKING FUSELAGE OR TAIL ROTOR.
• PRIMUS HF 1050 RADIO WITH THE CABIN DOOR OPEN, HF
1050 RADIO TRANSMISSIONS ARE PROHIBITED.
• WEATHER RADAR MUST BE IN SBY OR OFF DURING HOIST
OPERATIONS.
• RADIO EQUIPMENT V/UHF FLEXCOMM II WITH THE CABIN
DOOR OPEN, FLEXCOMM II RADIO TRANSMISSIONS ARE
PROHIBITED.
• DURING HOIST OPERATIONS THE PILOT MUST FLY
MANUALLY OR, IF 4 AXIS FLIGHT DIRECTOR IS INSTALLED
(SUPPLEMENT 34) AND HOV, RHT, OR ALT MODES ARE
ENGAGED, THE PILOT MUST FLY ATTENTIVE.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259100-G-A0126-00266-A-01-1
RESCUE HOIST SCHEMATIC DIAGRAM

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 92
CARGO HOOK

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DESCRIPTION The two mounts are installed at the forward and aft ends of the cargo hook.
These mounts are attached to the bushings in the support frame. The
The primary components of the cargo hook system are: forward mount has a connector for the connecting cable. This cable
The cargo hook connects the pressure cartridge to the electrical connector (J49), installed on
The pressure cartridge assembly the left side of the bottom fuselage. The load cell is installed on the aft
The support frame mount. An electrical cable connects the load cell to the electrical connector
The cargo hook control panel (J48) on the left side of the bottom fuselage.
The load indicator. The electrical box is installed on the left side of the cargo hook. The
electrical box includes a solenoid, the safety switch, the “hook open” switch
and a diode. The electrical box is connected to the electrical connector (J47)
CARGO HOOK
installed on the left side of the fuselage bottom through an electrical cable.
The cargo hook is installed on the support frame attached to the bottom of
the fuselage, near the center of gravity of the helicopter.
The cargo hook (MP15) has:
• A load arm
• A keeper
• A latch arm
• A latch assembly
• A lock
• Two side plates
• Two mounts
• A load cell
• An electrical box.
The load arm holds the loads that are hung below the helicopter. The keeper
prevents an accidental release of the loads. Two springs safety the keeper in
the closed position.
The load arm is attached to the two side plates with a nut and a bolt around
which it turns when the load is released. The latch arm keeps the load arm in
the closed position.
The latch arm is attached to the side plates with a bolt around which it turns.
The latch assembly keeps the latch arm closed.
The latch assembly is attached to the side plates with a bolt around which it
turns. The lock keeps the latch assembly closed.
The lock is attached to one of the side plates with a bolt around which it
turns. The lock is attached also to the shaft of the solenoid.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259200-G-A0126-00283-A-01-1
COMPONENTS LOCATION (SHEET 1 OF 4)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PRESSURE CARTRIDGE ASSEMBLY
The pressure cartridge assembly is installed on the top of the cargo hook.
The components of the pressure cartridge assembly are an electrically-fired
pressure cartridge, a cartridge housing and a piston. The pilot or the copilot
can operate the pressure cartridge in an emergency through the CARGO
REL EMERG switch installed on cargo hook control panel.

SUPPORT FRAME
The support frame is a rectangular aluminium frame, which has the forward
and aft flanges and the left and right channels.
The forward and aft flanges are the support of the cargo hook. The forward
flange has an internal bushing that holds the forward mount of the cargo
hook. The bushing can be moved out of the frame for easy mount
installation. The aft flange has a split bushing for easy installation of the aft
mount of the cargo hook.
The left and right channels are attached to the helicopter with four bolts. A
U-bolt is installed on the right channel to safety the cargo hook in the stowed
position when the hook is not used.
The left and the right struts are installed between the left and right channels
and the aft flange to increase the strength of the frame.

CARGO HOOK CONTROL PANEL

The cargo hook control panel is installed on the interseat console and is
attached with four quick-release fasteners. Two switches are installed on the
front panel. An electrical connector is installed on the rear of the control
panel.

LOAD INDICATOR
The load indicator is installed on the instrument panel. The load indicator
shows the load on the cargo hook in increments of 10 lb or 10 kg. An
electrical connector is installed on the rear of the load indicator.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259200-G-A0126-00284-A-01-1
COMPONENTS LOCATION (SHEET 2 OF 4)

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ICN-39-A-259200-G-A0126-00285-A-01-1
COMPONENTS LOCATION (SHEET 3 OF 4)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259200-G-A0126-00286-A-01-1

COMPONENTS LOCATION (SHEET 4 OF 4)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CARGO HOOK CONTROL PANEL CONTROLS AND
INDICATORS
1 PWR switch:
• ON ............................................ The system is energized.

• OFF .......................................... The system is de-energized.

2 CARGO REL EMERG switch:

• Guard down ..... the fire circuit of the pressure cartridge is
safe.
• Guard up ......... the fire circuit of the pressure cartridge is
armed.
When pushed in an emergency the
pressure cartridge is fired.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259200-G-A0126-02924-A-01-1
CARGO HOOK CONTROL PANEL CONTROLS AND INDICATORS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
LOAD INDICATOR CONTROLS AND INDICATORS
1 Load Indicator: ........... shows the weight of the load hung below
the cargo hook.
2 Display: ......... shows the weight sensed by the load cell in the unit
of measure set with the LB/KG button.
3 ZERO button: ................... when pushed, resets the display to zero.
4 LB/KG button: ........ sets the display to show the weights in pound
(lb) or in kilograms (Kg).
5 Zero potentiometer adjustment
screw: .............................................
Rotating .......................................... when rotating adjust the zero
indication of Load Indicator.
6 Span potentiometer adjustment
screw: ...........................................
Rotating ........................................ when rotating set the max value
of 9000 lb (4082 Kg).

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259200-G-A0126-02925-A-01-1
LOAD INDICATORS CONTROLS AND INDICATORS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PILOTS STICKS CONTROLS AND INDICATORS
1 CARGO REL switch:
• Guard Down . the solenoid circuit of the cargo hook is safe.

• Guard up ...... the solenoid circuit of the cargo hook is ready

for operation.
When pushed, the solenoid circuit is
energized and the load arm of the cargo hook
opens to release the load.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259200-G-A0126-00289-A-01-1
PILOTS STICKS CONTROLS AND INDICATORS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CARGO HOOK CAPTIONS
In order to monitoring the unload operations some indicators are provided.
The release operation are monitored to Pilot and Copilot via the MFD as
following:
1 HOOK ARMED (caution shows when the CARGO REL EMERG
message): ..................... switch is ready to fire the pressure
cartridge.
2 HOOK OPEN (caution shows when the “hook open” switch closes
message): ................... because the solenoid is energized and
starts its travel.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259200-G-A0126-00290-A-01-1
CARGO HOOK CAPTIONS

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SYSTEM OPERATIONS prevents damage to the solenoid from too much current flow. After the load
release the load arm goes back to its closed position. If, at this time, the pilot
The cargo hook system is used to move loads of a maximum weight of 2200 holds the CARGO REL switch pushed, the solenoid is energized again. The
kg (4850 lb) that are hung below the helicopter. safety switch prevents continuous power-on and power-off of the solenoid if
The system is supplied with electrical power from: the pilot holds the switch pushed. The diode, included in the solenoid circuit,
• The 28 VDC MAIN BUS 1 bus bar through the CARGO REL circuit is also a protection, as it increases the time necessary to energize again the
breaker solenoid.
• The 28 VDC ESS 2 BUS bar through the CARGO REL EMERG circuit When the lock is disengaged from the latch assembly, the cam on the
breaker. solenoid shaft operates the “hook open” switch (Fig 1). This switch sends a
The electrical power is applied to the cargo hook system when the PWR signal that causes the MFD to show the HOOK OPEN caution message.
switch is moved to ON. If the normal release could not be completed satisfactorily, the pilot can do
When the power is first applied to the system, the display of the load the emergency release. The pilot can operate the CARGO REL EMERG
indicator shows 18880 momentarily. Then the display shows 0 ±10 kg (±20 switch on the cargo hook control panel. When the switch is pushed, the
lb), if no load is on the cargo hook. If not, the pilot or the copilot must push pressure cartridge is fired.
the ZERO button on the face of the load indicator below the display. When The energy from the cartridge pushes a piston down to disengage the lock.
the load cell senses the load hung below the cargo hook, the display of the With the lock disengaged, the latch assembly releases the latch arm. With
load indicator shows the weight of the load. the latch arm released, the weight of the load causes the load arm to open
There are three different procedures to release the load: and the load moves away from the load arm.
• The normal release The personnel on the ground can do the manual release of the load. A hand-
operated release handle, external to the cargo hook, is connected to the
• The emergency release lock. When the handle is turned-up, it disengages the lock. With the lock
• The manual release. disengaged, the latch assembly releases the latch arm. With the latch arm
released, the weight of the load causes the load arm to open and the load
To do the normal release of a load, the pilot or the copilot can start the
moves away from the load arm.
procedure in flight. The pilot or the copilot must first set the PWR switch,
which supplies the electrical power to the solenoid in the cargo hook, to OFF
(Fig 1). The pilot or the copilot must move the guard of the CARGO REL
switch to up. When the switch guard is up, the MFD shows the HOOK
ARMED caution message. Then the pilot or the copilot can push
momentarily the CARGO REL switch on the cyclic stick handgrip to release
the load.
When the CARGO REL switch is pushed, the solenoid becomes energized.
When the solenoid is energized, the solenoid shaft, on which the lock is
installed, turns and disengages the lock. With the lock disengaged, the latch
assembly releases the latch arm. With the latch arm released, the weight of
the load causes the load arm to open and the load moves-away from the
load arm. A spring in the cargo hook sets the load arm to its closed and
latched position after the release of the load.
When the lock turns up, a cam on the solenoid shaft operates the safety
switch which stops the electrical power to the solenoid circuit (Fig 1). This

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ICN-39-A-259200-G-A0126-00291-A-01-1
SCHEMATIC DIAGRAM

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
REFERENCE LITTERATURE
In section 5° of the AW139 RFM, the supplement No. 13 provides additional
information to the system.
In the AMPI Retirement Lives, there are important information about the
Penalty Factor that must be apply when the Cargo Hook is used.

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ICN-39-A-259200-G-A0126-00292-A-01-1

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SECTION 93
CARGO HOOK CAMERA

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CARGO HOOK CAMERA • The power supply PS18
• The power supply PS19

The aft video camera (DS113) is installed on the right bottom of the fuselage
between the STA 3120 and the STA 3900. An applicable support holds the
aft video camera in the correct position with four screws, eleven washers
and four nuts. In the mouth of the aft video camera a gasket is bonded. The
gasket and the video camera fairing prevents the environmental damage of
the aft video camera.
An electrical connector DS113P1 connects the aft video camera to the
power supply PS19. The power supply gives the 12 VDC to the aft video
camera.

The forward video camera (DS114) is installed on the right bottom of the
fuselage between the STA 3120 and the STA 3900. An applicable support
holds the forward video camera in the correct position with four screws,
eleven washers and four nuts. In the mouth of the forward video camera a
gasket is bonded. The gasket and the video camera fairing prevents the
environmental damage of the forward video camera.
An electrical connector DS114P1 connects the forward video camera to the
power supply PS18. The power supply gives the 12 VDC to the forward
video camera.
The video camera fairing is installed above the aft and forward video
camera. Six screws and six washers attach the video camera fairing to the
SYSTEM PURPOSE support. The video camera fairing prevents the environmental damage of the
video cameras.
It provide video images of:
• Cargo hook
The power supply PS18 (PS19) is installed in the right side of the cabin floor
• Under slung cargo.
between the STA 31200 and STA 3900. Two screws and two washers
attach the power supply PS18 to the cabin floor. Three electrical connectors
connect the power supply PS18 (PS19) to these components:
MAJOR COMPONENTS
• The circuit breaker CB188 (CB189).
The primary components of cargo hook video camera system are:
• The FWD video camera DS113 (AFT video camera DS114).
• The aft video camera
• The Number 1 Modular Avionic Unit (MAU1) (A1).
• The forward video camera
• The video camera fairing

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

CARGO HOOK
CAMERA CAMERA

ICN-39-A-259300-G-A0126-00002-D-01-1

MAJOR COMPONENTS AND LOCATION (SHEET 1 OF 2)

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ICN-39-A-259300-G-A0126-00007-A-01-1
MAJOR COMPONENTS AND LOCATION (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CONTROLS AND INDICATORS
CAMERA CARGO HOOK SWITCH

1 Camera Cargo Hook switch operates as follow:

• OFF ....................... Cargo and Hook cameras are OFF
• ON ......................... Cargo and Hook cameras are
operating.
2 “CARGO HOOK – CAMERA 1” Circuit Breaker
3 “CARGO HOOK – CAMERA 2” Circuit Breaker.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259300-G-A0126-02721-A-01-1
CONTROLS AND INDICATORS (SHEET 1 OF 3)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CONTROLS AND INDICATORS

MFD
The cameras video source are available by selecting MFD system page
menu, “CAMERAS”, using cursor control device.

CENTRAL DISPLAY
The cameras video source are available by selecting the push button “CAM”
on the central display.
It is possible to cycle the camera images (FWD, AFT, etc.) by selecting the
CAM pushbutton.
NOTE
The camera image displayed in flipped 180°horizontally.
LH and RH sides are shown as in a standard rearview mirror.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-259300-G-A0126-02722-A-01-1
CONTROLS AND INDICATORS (SHEET 2 OF 3)

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ICN-39-A-259300-G-A0126-02723-A-01-1
CONTROLS AND INDICATORS (SHEET 3 OF 3)

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FUNCTIONAL DESCRIPTION
The aft and forward video camera gives the picture of the cargo when the
cargo hook system is on. The pilots can monitor the operation of the cargo
hook and the condition of the loads hung below the helicopter with the video
supplied of the cameras. The video comes in view in the MFD or in the
Central Multifunction LCD Display (Skyquest).
The power supply PS18 gets 28 VDC from the circuit breaker CB188. The
power supply PS18 gives 12 VDC to the aft video camera DS114 and gives
a signal output COMP VIDEO 1 to the MAU1 (A1). The signal output COMP
VIDEO 1 of the aft video camera comes in view in the Number 1
Multifunction display system MFD1.
The power supply PS19 gets 28 VDC from the circuit breaker CB189. The
power supply PS19 gives 12 VDC to the forward video camera DS113 and
gives a signal output COMP VIDEO 2 to the MAU1 (A1). The signal output
COMP VIDEO 2 of the forward video camera comes in view in the MFD1.

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ICN-39-A-259300-G-A0126-02724-A-01-1
SCHEMATIC DIAGRAM

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CHAPTER

26
FIRE PROTECTION

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SECTION 10
DETECTION

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GENERAL DESCRIPTION
The detection system is the part of the fire protection system.
The purpose of the Fire Protection System, related to the detection is:
• To detect and communicate the presence of overheating or fire in the
Engine Compartments and allow fire extinguishing operations.
• To detect and communicate the presence of smoke in the Baggage
Compartment.
The detection system includes:
• The Number 1 engine compartment fire detection.
• The Number 2 engine compartment fire detection.
• The baggage compartment smoke detection.

ENGINE COMPARTMENT FIRE DETECTION DESCRIPTION

Each engine compartment fire detection system is composed of one detector
installed on the relevant engine compartment that detects presence of flame
or compartment overheating.
Each detector consists of a fire overheat sensor element and a responder
with inside two pressure switches in ceramic insulation, the alarm switch and
the integrity switch.
The overheat sensor is a fire-wire sealed tube containing a fixed quantity of
inert gas (helium) with a special core material.
One end of tubing is connected to the responder while the other end, after
pressurization with gas, is closed and sealed.

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ICN-39-A-261000-G-A0126-00098-A-01-1

FIRE DETECTION COMPONENTS LOCATION (SHEET 1 OF 2)

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ICN-39-A-261000-G-A0126-03297-A-01-1
FIRE DETECTION COMPONENTS LOCATION (SHEET 2 OF 2)

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BAGGAGE COMPARTMENT SMOKE DETECTION
DESCRIPTION
The baggage compartment smoke detector is a photoelectric device that
operates on the light-scattering principle.
The device employs two light sensing and amplifying channels, the
reference channel and the smoke channel.

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ICN-39-A-261000-G-A0126-00102-A-01-1
BAGGAGE SMOKE DETECTOR LOCATION

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ENGINE COMPARTMENT FIRE DETECTION OPERATION
When the ambient temperature around the sensor element increases
(overheat), or a short section of the sensor is exposed to intense heat (fire),
internal pressure in the fire-wire and responder housing will increase in
proportion to the temperature increase.
When the pressure increase beyond a designed threshold, the alarm switch
inside the responder closes and sends an alarm signal to both MAU’s to
trigger the 1(2) ENG FIRE warning message.
The detector will measure two types of temperature-pressure conditions
giving an alarm signal:
• Overheat is detected by helium gas expanding in the fire-wire.
• A fire causes a fast release of a large volume of gas from the special
core material in the fire-wire that very quickly increases the internal
pressure.
Subsequent to an alarm signal, the special core absorbs the gas released
and the detector resets when the temperature decreases below the
threshold.
The integrity pressure switch in the responder is kept closed by the gas
pressure in the fire-wire.
Gas leakage causes pressure to decrease and, therefore, the integrity
switch to open contact sending a signal to both MAU’s to trigger the 1(2)
FIRE DET caution message.

BAGGAGE COMPARTMENT FIRE DETECTION OPERATION

In the baggage compartment, the reference channel of the photoelectric
smoke detector device senses the amount of light emitted by a internal LED
source. The smoke channel senses the amount of emitted light scattered by
smoke particles in the analysis chamber.
The detector alarms when the output from the smoke channel exceeds a
predetermined smoke concentration level.

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ICN-39-A-261000-G-A0126-02926-A-01-1
ENGINE FIRE DETECTION OPERATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
FIRE DETECTION SYSTEM CONTROLS
The fire detection system controls are housed on the FIRE DETECT/
EXTING control panel and on the TEST control panel located on the
instrument panel and console respectively.
The MFD also provides the malfunction condition in the CAS message
window.
The FIRE DETECTION/EXTINGUISHER control panel provides the following
indications:
1 BAG FIRE indicator the red light illuminates when smoke is
light ......................... detected into the baggage compartment or
during the test.
2 FIRE/ARM ENG 1 the red light “FIRE” appears in case of
indicator/push-button fire in the ENG 1 bay or during the test.
switch ...............................
3 FIRE/ARM ENG 2 the red light “FIRE” appears in case of
indicator/push-button fire in the ENG 2 bay or during the test.
switch ...............................

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ICN-39-A-261000-G-A0126-00104-A-01-1
FIRE DETECTION SYSTEM CONTROLS

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ICN-39-A-261000-G-A0126-00105-A-01-1

ENGINE CONTROL LEVERS

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ICN-39-A-261000-G-A0126-00106-A-01-1

MWL & MCL

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ICN-39-A-261000-G-A0126-00107-A-01-1
ENGINE CONTROL PANEL

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The TEST CONTROL PANEL provides the following functions:
NOTE
1 BAG smoke when pressed the smoke detector test is provided:
detector push- the red FIRE indication on the FIRE DETECT/ During this test, the tones and ENGINE 2 FIRE,
button switch .. EXTING control panel is ON, the BAG FIRE ENGINE 2 FIRE aural message is generated by the
warning appears on CAS message window, the AURAL WARNING GENERATOR.
MWL flash.
When the push-button is released all the above 4 LAMP when pressed, the following lamps light up:
extinguish. push- the baggage FIRE of FIRE DETECT/EXTING
•
NOTE button test control panel.
switch .......
During this test, the WARNING, WARNING aural • the ENG 1 FIRE/ARM (amber) of FIRE DETECT/
message (one time only) is generated without any tone EXTING control panel.
by the AURAL WARNING GENERATOR. • the ENG 2 FIRE/ARM (amber) of FIRE DETECT/
EXTING control panel.
2 ENG 1 FIRE When pressed, the ENG 1 fire detector test is • the FIRE ENG 1 and FIRE ENG 2 of the ENGINE
DETECTOR provided: the 1 ENG FIRE warning and 1 FIRE control panel.
push-button test DET caution appear on CAS; the MWL and MCL
switch ................. flash; the red “FIRE” ENG 1 on the FIRE
DETECT/EXTING control panel, the FIRE red
lamp on the ENGINE CONTROL panel, the red
lamp on the ENGINE CONTROL LEVER are lit.
When the switch is released all the above
extinguish.
NOTE
During this test, the tones and ENGINE 1 FIRE,
ENGINE 1 FIRE aural message is generated by the
AURAL WARNING GENERATOR.

3 ENG 2 FIRE 1 When pressed, the ENG 2 fire detector

DETECTOR test is provided: the 2 ENG FIRE warning
push-button test and 2 FIRE DET caution appear on CAS;
switch ................. the MWL and MCL flash; the red “FIRE”
ENG 2 on the FIRE DETECT/EXTING
control panel, the FIRE red lamp on the
ENGINE CONTROL LEVER are lit.
2 When the switch is released all the above
extinguish.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN_39A261000GA012600234A011
FIRE DETECTION SYSTEM CONTROLS

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FIRE DETECT SYSTEM INDICATING 5 1-2 FIRE DET ..... when the fire detector in the engine N.1 and N.2
bay is faulty.
Warning Indication
The warning provided in the CAS message is as follows:
1 1(2) ENG FIRE ..... when the fire is detected in the ENG 1(2) bay or
during the test.
NOTE
When this warning is detected, besides the MWL
activation the AWG shall provide the following:
• Two pairs of tones (2700/900 Hz repeated twice) +
ENGINE 1(2) FIRE – ENGINE 1(2) FIRE (aural
message).
This sequence is continuously repeated until the failure
condition is corrected or the reset input activated.
This message has priority number 3.

2 1-2 ENG FIRE ....... when the fire is detected in the ENG 1 and
ENG 2 bays.
3 BAG FIRE ......... when the smoke is detected into baggage
compartment or during the test.
NOTE
When this last warning is detected, besides the MWL
activation the AWG shall provide the following:
• No tone + WARNING – WARNING (aural message)
once only.
This message has priority number 5.

Caution Indication

The caution provided in the CAS message window is as follows:

4 1(2) FIRE DET .... when the fire detector in the N.1(2) bay is faulty
or during the test.

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ICN_39A261000GA012600109A011
FIRE DETECTION SYSTEM INDICATING

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAINTENANCE INFORMATION
See IETP AMP CH 26-10 and AWDP.

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SECTION 20
EXTINGUISHING

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DESCRIPTION Each bottle incorporated a Temperature Compensated Pressure Switch
(TCPS) that provides indication of the internal pressure condition over the
The fire extinguishing system is installed in order to protect all zones of operating temperature range (-62°C to +110°C).
power plant compartments: It is designed to close a switch when a small amount of pressure loss occurs
• two 72 cubic inches extinguishing bottle at any ambient temperature.
• two discharge indicators This switch alerts that the extinguisher either has been activated by a crew
member or if it has pressure relieved by yielding of the previously filler caps.
• two double check tee valve
• two pipeline assemblies needed to connect each bottle outlet to engine
compartment.
• the bottle 1 relays K43 and K44
• the bottle 2 relays K45 and K46
• the fire detection/extinguishing control panel.
The fire extinguishing bottles are installed on either side of the aircraft,
behind the engine compartment, above aft avionic bay. They are cross-
connected by means of an interconnection pipe and the double check tee
valve, so that the content of any one bottle or both can be discharged into
any one engine bay.
The container is designed to be charged with Halon 1301
(Bromotrifluoromethane) agent and pressurized by means of nitrogen gas.
The charged bottle weights is 5.90 lbs max.
On each bottle, a fill and overpressure relief device is provided.
This overpressure relief device acts as the primary safety relief device that is
set to burst at a predetermined range of pressure at a specific temperature.
In case of overpressure, the extinguisher agent is fully discharged outside
the helicopter through the proper discharge indicator.
Upon the discharge, the outer green disc is ejected and a red interior circular
band is exposed providing a visual indication of agent discharge during on
ground inspection.
To discharge the extinguisher agent into the engine bays, each bottle is
provided with two outlet valves that contain an electrically actuated explosive
cartridge and a frangible disc.
One for normal operation and the other for cross-feed operation.
Each discharge outlet valve acts also as a secondary safety relief device in
case of primary safety relief device failure when an overpressure condition
between 3134 psig and 3434 psig at 21°C exists. The extinguisher so
discharges into engine bay.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-262000-G-A0126-00211-A-01-1
DELIVERY PIPES AND NOZZLES INSTALLATION

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ICN-39-A-262000-G-A0126-00212-A-01-1

EXTINGUISHING SYSTEM RELAYS COMPONENT LOCATION

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ICN-39-A-262000-G-A0126-00213-A-01-1
N.1 EXTINGUISHER BOTTLE LOCATION

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ICN-39-A-262000-G-A0126-00214-A-01-1
N.2 EXTINGUISHER BOTTLE LOCATION

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ICN-39-A-262000-G-A0126-00215-A-01-1

DISCHARGE INDICATOR LOCATION

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OPERATION
The system is controlled by the fire detection/extinguishing control panel
(PL4), installed on the instrument panel.
In the event of fire in one of the engine bays, a red light (FIRE) on the fire
extinguishing control panel lights up, indicating to the pilot the engine bay
affected by the fire.
The pilot then lifts the protection and presses the illuminated button, to arm
the corresponding cartridges in both bottles.
Additionally the activation of the button, provides the closure of the shutoff
valve of the fuel line and the heather shut-off valve in the interested engine.
Afterward the pilot moves the three-position switch from the neutral central
position toward one of the two bottles (BTL 1 or BTL 2) denotations,
arousing the burst of the cartridge and then the unloading of the
extinguishing of one bottle in the interested engine bay. If the fire warning
persist after the first activation or in event of a bottle failure of the first shot, a
second shot is available moving the switch to the second bottle indication.
When the extinguishing bottle is empty, the MFD will indicate the appropriate
maintenance message.
The extinction of fire does not cause the re-opening of the two shut-off
valves.

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ICN-39-A-262000-G-A0126-00216-A-01-1
FIRE EXTINGUISHING SYSTEM OPERATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
FIRE EXTINGUISHING SYSTEM CONTROLS
The fire extinguisher system controls are housed on the FIRE DETECT/
EXTG control panel located on the instrument panel. The MFD also provides
the maintenance messages.
The FIRE DETECTION/EXTINGUISHER control panel provides the following
functions:
1 FIRE/ARM ENG 1 With the protection lift and the switch
indicator/push-button pressed, the amber light ARM is lit to arm
switch ....................... the corresponding cartridge or during the
LAMP test.
2 FIRE/ARM ENG 2 With the protection lift and the switch
indicator/push-button pressed, the amber light ARM is lit to arm
switch ....................... the corresponding cartridge or during the
LAMP test.
3 FIRE EXTING bottle selection 3 position switch:
• Central ............... none extinguisher bottle is selcted.
• BTL 1 ................. the N.1 extinguisher bottle is selected.
The shot to extinguish fire take place.
• BTL 2 ................. the N.2 extinguish bottle is selected. The
shot to extinguish fire take place.

NOTE
If the fire persists after the first shot, the second shot is available
moving the switch to BTL 2 position.

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ICN-39-A-262000-G-A0126-00217-A-01-1
FIRE EXTINGUISHING SYSTEM CONTROLS

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FIRE EXTINGUISHING SYSTEM INDICATING
The maintenance provided on the MFD is as follows:
STATUS MESSAGE MAINTENANCE : when the extinguisher bottle N.
1(2) is empty or its internal pressure is dropped below a predetermined
value.
NOTE
This message stored in the fault log is announced by the
MAINTENANCE status message displayed on the MFD.

MAINTENANCE INFORMATION
See IETP AMP CH 26-20 and AWDP.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-262000-G-A0126-00218-A-01-1
FIRE EXTINGUISHING SYSTEM INDICATING

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CHAPTER

28 FUEL

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SECTION 10
STORAGE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DESCRIPTION • Tank deformation and elongation to take up the structure shape and
capability to breakaway its attachments to the airframe without loosing
The storage system is composed by two main left and right tanks located on
its integrity.
the rear side of the cabin between the engine compartment floor and the
aircraft underside. • Crossover vent system to prevent fuel spillage through the vent pipes
Fuel tanks are bladder type made in rubber impregnated fabric and qualified in the event of the aircraft rolling on its side.
to meet the crash resistant requirements for flexible tanks. • Part of the tank fuel content is available to be used from a single
The two tanks (total capacity 1270 Kg) are connected together through a source.
flange located on the lower side of the tank at a specific height thus to allow • Flame arrestors in the venting lines prevent flashback of flame into a
a quantity of fuel (about 228 Kg) usable from only one tank. tank.
In correspondence of the bottom sump plate the tank is installed on the Controls and linkage are located clear of fuel tanks.
structure by using four clips which in case of crash landing break away from
•
their attachments allowing the tank, together with the sump, to collapse Main landing gears would collapse upwards in case of crash condition away
internally in the bay avoiding any damage which can cause fuel spillage. from fuel tanks.
The tanks are gravity refilled through a filler cap located on top of the right
tank.
Main tanks are provided with caps for connection with the auxiliary tank.
At the bottom of each tank is located a sump plate where are installed a fuel
booster pump, a secondary quantity probe with low level sensor, a fuel
draining valve and a water drain valve.
The electrical component cables are routed from the sump plate.
The water drain valve can be opened electrically with a switch located in the
main landing sponson; a plunger on the valve allows also the manual
operation.
In order to ensure the equalization of pressure between the tanks and
existing ambient pressure, each tank is provided at the top with a venting
pipeline routed to the opposite side; this feature allows to prevent fuel
spilling at a roll-over following a crash, as well as during aircraft manoeuvres.
The venting pipeline ends at the bottom of the helicopter with two outlets.
One vent goes externally, the other goes internally into a fairing at the rear of
the main landing gear bay to provide protection in the event that the external
vent becomes blocked with ice or other contamination.
A flame arrestor in each venting pipeline prevents a flashback to the tanks in
the event of fire hazards, such as lighting strikes.
At the top of each main tank is located a plate where are installed a tank
supply hose, a pressure switch, a fuel return to tank from engine and an
electrical connector.
The storage system is designed to provide the required safety conditions,
including a crash situation, by:

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ICN-39-A-281000-G-A0126-00331-A-01-1
FUEL STORAGE LAYOUT (SHEET 1 OF 3)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-281000-G-A0126-03295-A-01-1
FUEL STORAGE LAYOUT (SHEET 2 OF 3)

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ICN-39-A-281000-G-A0126-03296-A-01-1

FUEL STORAGE LAYOUT (SHEET 3 OF 3)

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ICN-39-A-281000-G-A0126-00425-A-01-1
FUEL TANKS SECTION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PRIMARY COMPONENTS ACCESS PANEL (NUMBER 1 - NUMBER 2)
FILLER CAP Tank Number 1 and 2 feature one auxiliary cap and two access panels (a
bottom panel and a side panel) which permit the inspection of their internal
The filler cap is installed on the external right side of the Number 2 tank. A components.
plastic lanyard safeties the filler cap. It attaches the cap to the helicopter
structure thus the cap cannot become loose.
The filler cap is crash-resistant and is made of stainless steel. It is red and TANK SUMP (NUMBER 1 - NUMBER 2)
has white labels with the open-close procedure operation.
The sump is installed on the bottom of the tank. It is attached to its flange
with bolts.
FILLER NECK The capacity of the tank sump is approximately 1.1 litres of fuel.

The filler neck is installed on the right side of the helicopter, at STA X6082.9,
in the Number 2 tank.Twelve screw attach the filler ring of the filler neck to FOAM INSTALLATION
the helicopter structure. A packing is installed to seal the area.
The foam are installed on all sides of the main tanks in the rear cabin. They
Refuel of the Number 1 – Number 2 tanks is provide by the filler neck.
keep the tanks in the correct position, thus no tank loads are applied to
The filler cap closes the filler neck and seals the tank.
surfaces that have no support below them.
The foam have openings which let you drain the tank bay. These openings
WATER DRAIN VALVE (NUMBER 1 - NUMBER 2) also let a sufficient flow of air go through the tank bay.

The water drain valve is installed in the lowest point of the sump plate of the
tank by two screws and two washers.
The valve drains the unwanted water. The valve can be operated both
manually and electrically. A push button on the hexagonal head of the valve
lets you operate the valve manually.

FUEL DRAIN VALVE (NUMBER 1 - NUMBER 2)

The drain valve is installed on the sump plate of the tank, approximately at
STA X6180. The drain valve has a threaded end fitting which engages in a
housing in the sump plate. It also has a groove that contains a packing that
seals the installation.
A wire safeties the Drain valve to the Water Drain Valve.
The drain valve is used to drain the bladder tank fully.
A safety system prevents the operation of the drain valve, thus the tank can
be drained only through a controlled procedure.

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ICN-39-A-281000-G-A0126-00426-A-01-1
FUEL TANK INSTALLATION (SHEET 1 OF 3)

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ICN-39-A-281000-G-A0126-00427-A-01-1

FUEL TANK INSTALLATION (SHEET 2 OF 3)

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ICN-39-A-281000-G-A0126-00428-A-01-1
FUEL TANK INSTALLATION (SHEET 3 OF 3)

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ICN-39-A-281000-G-A0126-00429-A-01-1
FUEL TANK ACCESS POINTS

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ICN-39-A-281000-G-A0126-00430-A-01-1

DRIVE VALVES INSTALLATION

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ICN-39-A-281000-G-A0126-02934-A-01-1
WATER DRAIN VALVE OPERATION

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ICN-39-A-281000-G-A0126-00432-A-01-1

FLAME ARRESTOR

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ICN-39-A-281000-G-A0126-00433-A-01-1
FOAM INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAINTENANCE INFORMATION
See IETP AMP Ch 28-10.

AUTHORIZED FUELS
See RFM section 1 Limitations.

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SECTION 20
DISTRIBUTION

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DESCRIPTION
The fuel distribution system is designed to provide the required safety
conditions by:
• self sealing frangible couplings on the engine inlet pipelines at engine
firewalls and on the hoses at the fuel tanks output.
• engine feed lines are double wall flexible hoses
• lines inside the tanks are flexible to allow elongation and avoid tank
puncture
• fuel components and pipelines are routed away from the bottom aircraft
around tank area.
The distribution system is composed by:
• booster pump
• feeding line
• fuel selector manifold.
• crossfeed valve.
• shut-off valve.
• non-return valve.

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ICN-39-A-282000-G-A0126-00640-A-01-1

FUEL DISTRIBUTION LAYOUT

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ICN-39-A-282000-G-A0126-00644-A-01-1
FUEL DISTRIBUTION SYSTEM SCHEMATIC

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CONTROLS AND INDICATORS – FUEL CONTROL PANEL • The white flow is horizontal when the crossfeed valve is open.
The fuel distribution controls are housed on the FUEL CONTROL PANEL
and is installed on the console.
The operative functions and the malfunctions are displayed in the CAS
message windows of the MFD.
The Fuel Control Panel provides the following functions:
1 Fuel pump 1 and 2 Switches:
• OFF/ON .............. allows the fuel booster pump 1 or 2
operational conditions.
2 Fuel Shut-Off Valve 1 and 2 switch:
• OFF/ON .............. allows the shut-off valve 1 or 2
operational conditions.
3 SHUT-OFF Valve indicators:
• Is black when the helicopter has no electrical power supply.
• The white flow line is vertical when the shut-off valve is open.
• The white flow line is horizontal when the shut-off valve is closed.
4 XFEED Switch:
• CLOSED: .............. allows to close the crossfeed valve.

• NORM: .................. allows to open the crossfeed valve when

the pressure switch in the feeding line
detect a low pressure condition.
• OPEN: .................. allows to open the crossfeed valve.

NOTE
In case of fire, the shut-off valve 1 or 2 is automatically
closed when the relative ENG 1 or ENG 2 push-button
is pressed (to arm the EXTINGUISHER) on the FIRE
DETECT/EXT CONTROL PANEL.

5 XFEED indicator:
• Is black when the helicopter has no electrical power supply
• The white flow line is vertical when the crossfeed valve is closed.

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ICN-39-A-282000-G-A0126-00645-A-01-1

FUEL CONTROL PANEL

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ICN-39-A-282000-G-A0126-00646-A-01-1

BOOSTER PUMP NO.1 ON

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ICN-39-A-282000-G-A0126-00647-A-01-1

BOOSTER PUMP NO.1 AND NO.2 ON

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ICN-39-A-282000-G-A0126-00649-A-01-1

BOOSTER PUMP NO.1 AND NO.2 ON AND FUEL SOV NO.1 ON

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ICN-39-A-282000-G-A0126-00655-A-01-1

BOOSTER PUMP NO.1 AND NO.2 ON & FUEL SOV NO.1 AND NO.2 ON

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ICN-39-A-282000-G-A0126-00656-A-01-1

XFEED MANUALLY CLOSED

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ICN-39-A-282000-G-A0126-00657-A-01-1

XFEED MANUALLY OPEN

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ICN-39-A-282000-G-A0126-00658-A-01-1

XFEED AUTOMATICALLY OPEN (PRESSURE RESTORED)

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ICN-39-A-282000-G-A0126-00659-A-01-1

XFEED MANUALLY CLOSED (SUCTION MODE FOR ENGINE NO.2)

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ICN-39-A-282000-G-A0126-00660-A-01-1

ENGINE FIRE CONDITION (ENG 2 FIRE)

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BOOSTER PUMP
A DC canister centrifugal pump is installed on the sump plate at the bottom
of each tank.
A slope at the bottom of the tank ensures the sump assembly be wet
whenever fuel is available in the tank.
A screen on the pump housing protects the inlet from large contaminating
particles.
The booster pump is provided with an integral overheat protection switch
which turns off power to the motor whenever an overheat conditions exists
(power is restored when the overheat is over).
The booster pump includes a cartridge which can be replaced without
draining the fuel tank.
The booster pump supplies fuel through a hose inside the tank to a plate
installed at the top.

FEEDING LINE
The feeding line hose connects the booster pump to the supply manifold on
the top of each tank; on the supply manifold a check valve is installed in
order to prevent a reverse flow along the relative feeding line whenever the
cross-feed valve is open.
The check valve incorporates a drain used to discharge over pressure
applied in the reverse direction when the valve is set closed.

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ICN-39-A-282000-G-A0126-00661-A-01-1
FUEL PUMP INSTALLATION (SHEET 1 OF 2)

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ICN-39-A-282000-G-A0126-00662-A-01-1
FUEL PUMP INSTALLATION (SHEET 2 OF 2)

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ICN-39-A-282000-G-A0126-00663-A-01-1
FUEL PUMP REMOVAL INSTALLATION (SPECIAL TOOLS)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
FUEL MANIFOLD
The fuel selector manifold is composed of a DC electrically operated shut-off
valve and pressure transducer for each feeding line and DC electrically
operated crossfeed valve.
Two electrical connectors are located on the back side of the fuel selector
manifold.
The fuel selector manifold is located on the left side of the cabin, near the
horizontal engine firewall.
From the fuel selector manifold pipelines are routed to each engine firewall
where are installed using a frangible self-sealing coupling.
The manifold is an assembly composed by:
• Valves, Fuel shut-off, Motor operated
• Pressure transducer
• Machined parts for fuel lines interconnection and supports.
The valve is a “ball type” operated at 28 VDC. It has two ports and two
positions. The valve is on-line mounted.
The actuators is a high speed rotary type powered by a permanent magnet.
The actuator embodies miniature microswitches for end of travel cut off.
These provides signals for valve status indication. The rotary direction is
controlled by a micro relay.
each valve is provided with a relief pressure device in order to discharge the
fuel overpressure from manifold outlet port ENGINE 1 or ENGINE 2 to
opposite inlet TANK 1 or TANK 2.

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ICN-39-A-282000-G-A0126-00664-A-01-1
FUEL MANIFOLD

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ICN-39-A-282000-G-A0126-00665-A-01-1
FUEL MANIFOLD INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
OPERATION 1 FUEL when pressed the TEST function takes place.
push- On the PFDs the white legend FUEL reverts to amber
• Booster pumps are operated by a switch located on the Fuel Control button ...... TEST and back to FUEL at the end of test. If the test
Panel in the cockpit. fails, see the relative caution on the FUEL INDICATING
• Shut-off valves are also operated by a switch located on the Fuel section. The test duration is about 6 seconds.
Control Panel.
NOTE
• A visual indicator on the Panel provides the valve condition.
At the power-up the test is automatically performed and
• Engine fuel feeding is normally provided by the booster pump in the on- the amber TEST appears.
side tank.
• The supply from a tank can be isolated as a result of the shut-off valve
selection.
• The shut-off valve can be also automatically closed as a result of an
engine fire extinguishing arming.
• In normal operation the crossfeed valve is closed and the engines are
supplied from their on side booster pumps.
• In the event of a specific failure condition the valve can be manually or
automatically opened to crossfeed a tank supply to an opposite engine.
• A visual indicator on the Fuel Control Panel provides the valve
condition in addition to the advisory FUEL XFEED to the MFD.
• The crossfeed valve can be selected open or closed at any time by
setting the switch to OPEN or CLOSED.
• If the switch is set to NORM the crossfeed valve is automatically
opened by a signal coming from the pressure switch.
• If the pressure switch detects a loss of pressure in one feeding line, the
remaining booster pump supplies also the opposite engine without
aircraft operation limitations.
• The pressure transducer in the manifold of the failed supply lines still
provides the operating pressure supply when crossfeed conditions are
applied.

CONTROLS AND INDICATORS – TEST CONTROL PANEL

The fuel system test push-button is housed on the TEST CONTROL PANEL
and is installed on the console.
The Test Control Panel provides the following function:

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ICN-39-A-282000-G-A0126-00666-A-01-1
CONTROLS AND INDICATORS – TEST CONTROL PANEL

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CAPTIONS
The advisory provided in the CAS message window is as follows:
1 FUEL XFEED ......... when the crossfeed valve is open (either
manually or automatically).
NOTE
When the crossfeed valve opens due to a pump failure,
the relative tank quantity digital readout becomes grey
when the fuel quantity drops below 228 Kg (503 lb).

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ICN-39-A-282000-G-A0126-00667-A-01-1
CAPTIONS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAINTENANCE INFORMATION
See IETP AMP Ch 28-20 and ITEP.

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SECTION 40
INDICATING

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DESCRIPTION
The fuel indication system is composed of:
• Primary quantity probe
• Secondary quantity probe
• Low level sensor
• Fuel control unit
• Pressure switch
• Pressure transducer
The fuel indicating system is interfaced with:
• Central fuselage
• Electrical system
• Fuel distribution system
• Fuel storage system
• Modular Avionics Unit

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ICN-39-A-284000-G-A0126-03397-A-01-1
FUEL INDICATING LAYOUT

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PRIMARY QUANTITY PROBE
A main probe is installed inside each fuel tank. A clamp, two washers and
two bolts attach the probe to a bracket installed on the internal side of the
tank vertical wall.
The bottom end of the main probe is attached to a self-locking insert by a
clamp, two washers and two bolts.

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ICN-39-A-284000-G-A0126-00564-A-01-1
PRIMARY PROBE INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
SECONDARY QUANTITY PROBE
The secondary probes are installed on the sump plate of the main fuel tanks.
The probes are attached to the sump plate by six washers and six bolts.
The secondary probes includes a low level sensor that provides a caution
when the fuel level in the tank falls below 100 Kg.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-284000-G-A0126-00565-A-01-1
SECONDARY PROBE INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
FUEL CONTROL UNIT
Fuel Control Unit (FCU) location differs depending on aircraft configuration
(short nose / long nose). For short nose configuration, FCU is installed on
the right side of rear avionic bay; for long nose configuration, FCU is located
underneath the floor of lower avionic bay.
Purpose of the FCU is to convert fuel surface level into fuel mass.
The tank geometry is part of the Fuel Control Unit software.
Specific fuel density compensation is calculated as a function of the fuel
temperature.
The Fuel Control Unit is an electronic device that interfaces with the fuel
quantity probes and low level sensors; the output is provided to the Modular
Avionics Unit.
The FCU function are below:
• Reads and interprets fuel quantity data from the fuel probes and
transmit digital data via ARINC429 serial data bus to the MAUs.
• Provides an excitation current to the capacitance probes.
• Reads and interprets low level sensor impedance and transmits digital
data via 429 and a discrete signal to the MAUs.
• Provides an excitation events to the thermistor low level sensors.
• Performs a BIT at power up.
• Performs a continuous BIT.
• Performs a BIT when manually initiated.
The Fuel Control Unit is designed to have two independent and separated
channels with data link interfacing so that comparison can be made between
channels and any failure of one does not affected the proper operation of the
other.
The fuel indicating system also includes two pressure switches (located on
the supply line of each tank) and two pressure transducers (located on the
manifold).
They are interfaced with the Modular Avionics Unit.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-284000-G-A0126-00566-A-01-1
FCU INSTALLATION (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-284000-G-A0126-00567-A-01-1

FCU INSTALLATION (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-284000-G-A0126-00568-A-01-1
FCU INTERFACE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
OPERATION • A manual test of the FCU can be operated (only on ground) by
selecting the pushbutton FUEL in the Test Control Panel located in the
• When the primary probe is immersed in fuel it provides the height of console. If the result is unsuccessful the caution 1 (2) FCU TEST FAIL
fuel to the FCU and then converted in fuel mass to the MFD. is provided to the MFD.
• When the primary probe loses contact with fuel, the measurement is The pressure transducers on the manifold provides continuous
•
provided by the secondary probe. pressure monitoring to the MFD.
• When a primary probe fails to provide a signal when measuring, the In the event of fuel boost pump low pressure, a pressure switch
•
FCU signals the loss of the probe as a failure condition providing the provides the signal for the caution 1 (2) FUEL PUMP to the MFD.
caution 1 (2) FUEL PROBE to the MFD and use the secondary probe
in the same tank to provide the fuel quantity indication.
• In the event of a failure of both primary probes, the caution 1-2 FUEL
PROBE is generated; should this occur, secondary probes in each tank
provide fuel quantity indication proportional to their overall height (the
fuel quantity indication provided by secondary probes is therefore lower
than actual fuel quantity).
• In the event of a failure of one secondary probe, the relative fuel
quantity indication is set to zero.
• In the event of a failure of both secondary probes, the caution 1-2
FUEL PROBE is provided to the MFD. The fuel quantity indication is
supplied by primary probes till they are immersed with fuel; below a
reference value (Q Line) fuel quantity indication is zeroed, and only the
caution 1 (2) FUEL LOW is expected to come in view.
• Because of the interconnect between the two tanks, when the fuel level
falls below the secondary probes provide unique information in case of
failure.
• If a secondary probe fails in the right (left) tank while fuel level is below
the interconnect the quantity of fuel reported is zero while the
secondary probe in the left (right) tank reports its actual fuel level.
The fuel quantity indication in this failure condition is then less than the
actual.
• The FCU uses the roll attitude compensation in each channel to
determine the fuel quantity calculation.
• When the fuel quantity falls below the low sensor the caution 1 (2)
FUEL LOW is provided to the MFD.
• Failure of the low sensor provides the caution 1 (2) FUEL LOW FAIL.
• If the BIT of the Fuel Control Unit detects internal left/right channel
failure, the caution 1 (2) FCU FAIL is provided to the MFD.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-284000-G-A0126-00569-A-01-1
FUEL QUANTITY INDICATING PHILOSOPHY

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

FUEL QUANTITY INDICATING PHILOSOPHY

FUEL LEVEL PROBE FAILURE TOTAL FUEL ROLL COMP. (between ± 5°) NOTE

above Q no failures M1 + M2 YES

below Q no failures S1 + S2 YES

above Q M1 S1 + M2 default to 0° LH tank shows a fuel level lower than effective

above Q M2 M1 + S2 default to 0° RH tank shows a fuel level lower than effective

above Q S1 M1 + M2 YES

above Q S2 M1 + M2 YES

below Q M1 S1 + S2 YES

below Q M2 S1 + S2 YES

below Q S1 0 + S2 default to 0° LH tank shows a fuel level equal to zero

below Q S2 S1 + 0 default to 0° RH tank shows a fuel level equal to zero

above Q M1 and M2 S1 + S2 YES RH / LH indications lower than effective

above Q S1 and S2 M1 + M2 YES

below Q M1 and M2 S1 + S2 YES

below Q S1 and S2 0+0 default 0° RH / LH tanks show zero fuel

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

NOTE
IF THE FUEL LEVEL IS ABOVE THE COLLECTOR LEVER (L), the
FCU will compensate for roll attitudes between ± 5°. When the fuel
level is below the collector no compensation is made.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-284000-G-A0126-00570-A-01-1
FUEL PRESSURE INDICATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-284000-G-A0126-00571-A-01-1
FUEL QUANTITY INDICATING

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAINTENANCE INFORMATION
See IETP AMP Ch 28-40. For power supply source see IETP AWDP Ch 24.

CAS MESSAGES

Respective Low level Sensor is faulty.

1(2) FUEL LOW FAIL

Fuel level in respective tank is 92 kg or below (fuel quantity falls below the low level sensor).
1(2) FUEL LOW

Respective fuel boost pump pressure drops below 0.6 bar. Goes out when above 0.7 bar.
1(2) FUEL PUMP

Respective main or secondary probe is faulty.

1(2) FUEL PROBE

Right or Left FCU channel has failed.

1(2) FCU FAIL

Right or Left channel of FCU fails the BIT test.

1(2) FCU TEST FAIL

Loss of communication to a single MAU is detected for FCU 1 or 2.

1(2) FCU TEST FAIL
(The maintenance message in the CMC is provided via A429/RS 422 BUS).

When the Crossfeed valve is OPEN (manually or automatically).

FUEL XFEED

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

CHAPTER

29
HYDRAULIC SYSTEM

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SECTION 10
MAIN

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DESCRIPTION Hydraulic pipelines on the structure upper deck are connected with each
PCM with flexible hose used to drain the reservoir and pump seal leak and
The Main Hydraulic Power System is composed of by two independent PCM reservoir leak.
circuits. The Main Hydraulic Power System is interfaced with:
Each system is composed of two self-regulating hydraulic pumps (one
mechanical and one electrical driven from the Auxiliary Hydraulic Power • Auxiliary Hydraulic Power System
System for circuit 1, two mechanical driven for circuit 2) providing pressure • central fuselage
flow to a Power Control Module (PCM). tail unit
•
The mechanical hydraulic pumps are permanently driven by the Main Gear
Box; the electrical hydraulic pump is operated only on ground for pre-flight • flight control system
check of the flight controls servo actuators. • utilities system
The electric pump operates for a limited period of time only.
The circuit 1 mechanical pump (Hydraulic Power Supply 1) is located on the • electrical system
top of the left engine input stage of the Main Gearbox, the electrical pump is • Main Gearbox
located on the upper deck in front of the Main Gearbox.
• Modular Avionics Unit
The circuit 2 mechanical pumps are located on the Main Gearbox, the Pump
2 on the top of the right engine input stage, the pump 4 on the left front side. The Main Hydraulic Power System is designed to provide the required safety
The Power Control Module houses all the equipment required for the conditions by:
hydraulic operation such as pressurized reservoir, pressure and return filters, • A Tail Rotor Shut Off Valve used to isolate the circuit 2 supply to the
check valves, ground equipment operation components, flight controls and tail rotor servo actuator in case of excessive leakage in order to provide
utilities circuit solenoid shut-off valves, bleed/drain valve, inlet and outlet full flow capabilities to the main rotor servo actuators.
pressure switches, circuit pressure sensor, oil temperature sensor and • A set of microswitches in the Power Control Module used to isolate the
switch, oil level microswitches. tail rotor servo actuator and/or the hydraulic utilities as a function of the
The Power Control Module 1 is located on the left side of the upper deck in oil level in the Power Control Module reservoir.
front of the Main Gearbox, the Power Control Module 2 on the right side of
the upper deck in front of the Main Gearbox.
• Interlocks in the Hydraulic Control Panel which prevents
depressurization of both circuits at the same time or a circuit in case of
A Tail Rotor Shut-Off Valve, is installed in the circuit 2 only, between the failure of the other.
Power Control Module and the tail rotor servo actuator.
The Tail Rotor Shut-Off Valve is located on the right side of the upper deck • Equipment and installations positioned on the upper deck will not be
in front of the Main Gearbox. adversely affected by fire and will provide their required functions
The Main Hydraulic Power System can be supplied on ground for without failures, external leakages or system blockage for a duration of
maintenance activities through a Ground Equipment connected with quick at least 15 minutes to allow a safe landing of the helicopter following
disconnect couplings located on the Power Control Modules. the start of a fire.
Each pump is connected to the PCM1 or PCM2 with three flexible hoses. • Fire resistance is improved by using hydraulic fluid with improved fire
From each PCM two flexible hoses are routed to the main rotor servo resistant properties, titanium skins to cover the Power Control Module
actuators, circuit 1 on the top, circuit 2 on the bottom. reservoir, fire resistant silicon sleeves fitted on connection hoses, rigid
From each PCM two rigid pipelines are routed to the tail servo actuator (in tubes made of titanium, seal leakages routed overboard through
the circuit 2 to the Tail Rotor Shut-Off Valve first) and two rigid pipelines are titanium drain lines and installation of the hydraulic equipment to
routed to the utilities system. ensure that hydraulic fluid leaks or sprays will not impinge on high
temperature surfaces.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

• Hydraulic tubing and equipment installation designed to limit the

damage caused by a potential hazard to affect only one circuit obtained
by specific routing of the tubing and separation of the two hydraulic
circuits.

OPERATION
• From the PCM pressurized reservoir, oil is delivered to each pump
through a dedicated suction line.
• When a demand is made on the system (pressure drop due to a flight
controls or utilities operation) the pump adjusts itself to provide the oil
flow to restore the nominal pressure.
• Oil returns pressurized to the PCM where is filtered.
• From the PCM, oil flows to the utilities and/or main and tail rotor servo
actuators.
• For circuit 2 only, oil flow to the tail rotor servo actuator is first delivered
to the Tail Rotor Shut-Off Valve.
• From the main and tail rotor servo actuators and/or utilities, the oil is
then returned to the PCM where it is filtered again.
• When no demand is made on the system (no pressure drop because
flight controls are stationary or utilities are not operating), the pump
fluid flow to the system is zero and the oil returns to the PCM through
the case drain line to the return line.
• In the event of oil fast leakage in the circuit 2, oil level microswitches in
the PCM reservoir operate the Tail Rotor Shut-Off Valve to isolate the
oil delivery to the tail rotor servo actuator to give priority to the Main
Rotor Servo actuators.
• Another shut-off valve installed in the PCM automatically isolates the
utilities system in the event of excessive leakage to give priority to main
and tail rotor servo actuators.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-291000-G-A0126-00704-A-01-1

MAIN HYDRAULIC POWER SYSTEM SCHEMATIC

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ICN-39-A-291000-G-A0126-02939-A-01-1
LOCATION OF MAJOR COMPONENTS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-291000-G-A0126-03298-A-01-1

MAIN HYDRAULIC POWER SYSTEM (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-291000-G-A0126-03299-A-01-1

MAIN HYDRAULIC POWER SYSTEM (SHEET 2 OF 2)

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ICN-39-A-291000-G-A0126-00710-A-01-1

MAIN ROTOR SERVO ACTUATORS PIPELINES

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ICN-39-A-291000-G-A0126-00716-A-01-1
UTILITIES PIPELINES

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ICN-39-A-291000-G-A0126-00717-A-01-1

TAIL ROTOR SERVO ACTUATOR PIPELINES (SHEET 1 OF 2)

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ICN-39-A-291000-G-A0126-00718-A-01-1

TAIL ROTOR SERVO ACTUATOR PIPELINES (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CONTROLS AND INDICATORS – HYDRAULIC SYSTEM cautions 1 (2) HYD OIL PRESS and 1 (2)
CONTROL PANEL SERVO are also provided to the MFD.

The Main hydraulic power system controls and indicators are housed on the • TEMP ...... the amber legend illuminates when in the
involved system the hydraulic oil temperature is
HYDRAULIC SYSTEM CONTROL PANEL and is located on the console.
above 135°C; it extinguishes when below 127°C.
The LAMP pushbutton for the lamp test is housed on the TEST CONTROL
The cautions 1 (2) HYD OIL TEMP are also
PANEL and is located on the console.
provided to the MFD.
The Hydraulic System Control Panel provides the following functions and
indications: 4 ELECTRIC PUMP when pressed in ON position the ON captions
1 SOV1 (guarded switch) PUSH-BUTTON comes on. In OFF position the caption ON
• CLOSE . allows to close the PCM1 flight control servo INDICATOR: ......... goes off and the electric pump stops to operate
actuators shut-off valve (solenoid energized). (for complete operation of the electric pump,
The SOV 1 indicator on the MFD (synoptic page) see next Section 20 "Auxiliary").
moves from vertical to horizontal and two cautions
are displayed in the CAS message window.
The amber legend PRESS on the control panel is
also illuminated.
This SOV1 CLOSE selection is inhibited if the tail
rotor shut-off valve is closed or the flight control
actuators low pressure exists in the hydraulic
system 2.
2 SOV2 (guarded switch)
• CLOSE .. allows to close the PCM2 flight control servo
actuators shut-off valve (solenoid energized).
the SOV2 indicator on the MFD (synoptic page)
moves from vertical to horizontal and two cautions
are displayed in the CAS message window.
The amber legend PRESS on the control panel is
also illuminated.
This SOV2 CLOSE selection is inhibited if the
flight control actuators low pressure exists in the
hydraulic system 1.
3 HYD 1 (2) INDICATOR
• PRESS ... the amber legend illuminates when the previous
condition is satisfied or when in the involved
system the hydraulic pressure drops below 162
bar; it extinguishes when above 190 bar. The

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-291000-G-A0126-00719-A-01-1
HYDRAULIC SYSTEM CONTROL PANEL

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CONTROLS AND INDICATORS – SYNOPTIC PAGE ON MFD 7 TAIL SERVO indicates the condition of the Tail Rotor Shut-Off
TRSOV Valve, operated by the PCM2 oil low level
The synoptic page provides a diagram showing the interface among the
indicator: ........ microswitch.
PCM pumps, landing gears, servo actuators and TRSOV as follow:
When the valve is open the TRSOV indicator is
1 Circuit 1 or 2 operating pressure read-out. displayed horizontally.
2 Circuit 1 or 2 operating temperature read-out. In this condition is also provided the caution 2
3 Circuit 1 or 2 oil level percentage indicator: indicates the oil level SERVO.
percentage in the PCM 1 (2) reservoir.
4 SOV 1 (2) indicates the condition of the PCM 1 (2) F/C shut-off
indicator: ... valve operated by the 1 (2) CLOSE switch in the
Hydraulic Control Panel.
When the valve is open the SOV 1 (2) indicator is
vertical. When the valve is closed the SOV 1 (2)
indicator is horizontal.
In this condition are also provided the cautions 1 (2)
HYD OIL PRESS, 1 (2) SERVO to the MFD and the
amber legend PRESS on the HYD 1 (2) indicator in
the Hydraulic Control Panel is illuminated.
5 LDG GEAR indicates the condition of the PCM2 utility shut-off
NORM valve operated by the PCM2 oil low level
indicator: .... microswitches. When the valve is open the indicator is
displayed horizontally, and LDG GEAR NORM
message is green. As soon as the valve is closed, the
indicator is displayed vertically and LDG GEAR
NORM message is amber. In this condition the
following cautions can be generated:
• HYD UTIL PRESS
• HYD UTIL PRESS and 2 HYD MIN.
6 LDG GEAR indicates the condition of the PCM1 utility shut-off
EMER valve operated by the PCM1 22% MIN LEVEL
indicator: .... microswitch. When the valve is open the indicator is
displayed horizontally and LDG GEAR EMER
message is green. As soon as the valve closes, the
indicator is displayed vertically and LDG GEAR
EMER message is amber. In this condition both
EMERG LDG PRESS and 1 HYD MIN cautions are
generated.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-291000-G-A0126-00720-A-01-1
HYDRAULIC SYNOPTIC PAGE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-291000-G-A0126-00722-A-01-1

SYMBOL USED IN THE SYNOPTIC DIAGRAM

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-291000-G-A0126-00733-A-01-1
MFD-PRESENTATION

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ICN-39-A-291000-G-A0126-00734-A-01-1
MFD - COMPOSITE PRESENTATION

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PAGE INTENTIONALLY LEFT BLANK

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SECTION 11
POWER CONTROL MODULE

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POWER CONTROL MODULE this condition (valve closed and reservoir oil quantity). Once the
TRSOV is operated, the F/C SOV 1 closure is inhibited.
DESCRIPTION
• The 22% MIN LEVEL microswitch used in PCM2 as a safety threshold,
The two Power Control Modules located on the left (PCM 1) and right (PCM re-closes the utility shut-off valve and keep close the TRSOV. At this
2) side of the upper deck structure in front of the Main Gearbox consist each stage the quantity of fluid remaining inside the reservoirs is sufficient to
of the following main items (Refer to the following Figure). cover the main rotor actuators volumetric requirements. The cautions
"2 HYD MIN" and "HYD UTIL PRESS" are also displayed on the CAS
window. Once the TRSOV is operated, the F/C SOV 1 closure is
RESERVOIR (1) inhibited.
A reservoir inside which the oil is separated from the air by using a rubber In System 1, PCM1 will close only the utility shut-off valve and the
membrane, energized by a spring which provides pressurization to the oil. In caution messages "1 HYD MIN" and "EMER LDG PRESS" are
the air side a vent port is provided to allow the reservoir casing to breathe displayed on MFD. The hydraulic synoptic page will also display these
and to drain any water trapped or the hydraulic oil in case of failure of the conditions (valve closed and reservoir oil quantity).
rubber membrane. The microswitches can be manually operated for electrical continuity
In the oil side a pressure relief/bleeding valve, located on the top side of the check through a test lever on the back side of the visual oil level
reservoir, is provided to assure that the pressure within the reservoir is not indicator.
exceeding a safe limit and to provide self discharging of fluid.
The bleed valve is manually open to discharge the air bubbles by the
rotation of a lever positioned on the top side of the valve. TEMPERATURE OIL SENSOR AND SWITCH (22)
They are both installed on the reservoir suction line.
The temperature sensor provides the continuous read-out to the MFD.
VISUAL OIL LEVEL INDICATOR (3) The temperature switch provides the caution 1 (2) HYD TEMP to the MFD
A visual oil level indicator is located on the back side of reservoir. During and illuminates the amber legend TEMP on the HYD 1 (2) indicator on the
maintenance operation is possible to check the FULL and ADD oil levels Hydraulic System Control Panel.
through a sightglass.
PRESSURE AND RETURN FILTER ASSEMBLY (6A – 6B)
OIL LEVEL SENSOR (2) Pressure and return filter assembly to provide filtration of the hydraulic fluid.
An oil level sensor used in case of circuit fluid fast leakage automatically Return filter only is provided with a by-pass valve to allow oil recirculation in
provides a remote indication of reservoir fluid level through three the event the filter is completely clogged. Filter clogged condition is shown
microswitches: on the hydraulic synoptic page.
• The 50% LOW LEVEL microswitch used in PCM2 as a safety threshold
closes the utility shut-off valve (utility circuit isolation). On the MFD the
FILTER CLOGGED INDICATORS (7A – 7B)
caution HYD UTIL PRESS and the hydraulic synoptic page will display
this condition (valve closed and reservoir oil quantity) Two filter clogged indicators for each filter.
• The 28% LOW LEVEL microswitch used in PCM2 as a safety The mechanical indicator (red pop-out) once actuated remains extended
threshold, closes the Tail Rotor Shut-off valve and re-opens the utility until reset manually (position hidden from view).
shut-off valve. The caution "2 SERVO" is generated while the caution
HYD UTIL PRESS clears up. Also hydraulic synoptic page will display

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The maintenance messages 1 (2) HYD FILTER are provided to the CAS. SERVO" are displayed together with the amber legend "PRESS" on the HYD
2 indicator on the Hydraulic System Control Panel.

FLIGHT CONTROLS SHUT-OFF VALVE (9A)

PRESSURE SWITCHES OUTLET (12C)
Flight controls shut-off valve solenoid opens when de-energized.
The valve is used to isolate the flight controls servo actuators and connects Two pressure switches in PCM1 and PCM2 installed on each pressure
the pressure lines to the reservoir (when manually energized with SOV 1 (2) circuit outlet (flight controls and utilities).
CLOSE switch on the Hydraulic System Control Panel. The F/C outlet pressure switch provides the caution 1 (2) HYD PRESS
When the shut-off valve is set closed, the cautions 1 (2) HYD PRESS, 1 (2) (together with the caution 1 (2) SERVO) to the MFD, illuminates the amber
SERVO are displayed in the CAS and the SOV 1 (SOV 2) indicator condition legend PRESS on the HYD 1 (2) indicator on the Hydraulic System Control
are provided to the MFDsynoptic page; the amber legend PRESS on the Panel.
HYD 1 (2) indicator on the Hydraulic System Control Panel is illuminated. Is also used as an interlock to prevent to set OFF the other hydraulic circuit.

UTILITY SHUT-OFF VALVE (9B) UTILITIES PRESSURE SWITCH (12D)

Utility shut-off valve solenoid opens when de-energized. The utilities pressure switch provides the caution HYD UTIL PRESS or the
The valve is used to isolate the utilities circuits and connects the pressure EMER LDG PRESS to the CAS.
lines to the reservoir (when automatically energized by the oil level
microswitches. There is no manual control of this valve).
When the shut-off valve is automatically closed, the cautions HYD UTIL PRESSURE SYSTEM RELIEF VALVE (10)
PRESS (EMER LDG PRESS) are provided to the CAS window, and the A pressure system relief valve used to protect the circuit by limiting the
NORM (EMER) condition indicator in synoptic page becomes amber. pressure in case of failure of the pump compensator.

PRESSURE SENSOR (11) RETURN SHUTTLE-VALVE (14)

Pressure sensor installed before the shut-off valves provides the pressure A return shuttle-valve used to connect the helicopter hydraulic circuit to the
continuous read-out to the MFD. ground equipment reservoir bypassing the PCM reservoir.
The shuttle valve commutation from normal position (return circuit line to
PCM reservoir) to maintenance position (return circuit line to ground
PRESSURE SWITCHES (12A – 12B)
equipment reservoir) is operated by the ground equipment pressure supply.
Two pressure switches in PCM 2, one in PCM 1 are installed on each pump
pressure inlet. In PCM 1 the pressure switch indication for the Electric Pump
is installed but not connected. RETURN BY-PASS VALVE (15)
The inlet pressure switches in PCM 2 provide the CAS window with the A return by-pass valve used as a safety device in the event of a return
caution "2 (4) HYD PUMP". In the event the "2-4 HYD PUMP" caution is shuttle valve seizure in maintenance position.
generated, the cautions "2 HYD PRESS" , "HYD UTIL PRESS" and "2

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
This is a relief valve which in case of overpressure on the circuit return line
(due to a shuttle valve seizure) allows to by-pass the hydraulic fluid to the
PCM reservoir.

FLOW RESTRICTOR (13)

A flow restrictor used to discharge on the return line the pressure trapped in
the ground equipment pressure lines after maintenance operation.

CASE DRAIN DIFFERENTIAL PRESSURE INDICATORS (21A –

21B)
Two case drain differential pressure indicators used to monitor the flow from
the pump to the PCM return line.
When the flow through a pump case drain increases over a limit, it indicates
an impending pump failure.
In this case a red mechanical indicator is actuated by the overpressure and
remain extended until reset manually (position hidden from view).

OVERVIEW
• Nine check valves used to control hydraulic flow.
• Pressure and return ground equipment connection ports are located on
the right side of the PCM.
• Two pumps suction, pressure and drain lines ports.
• Two flight controls pressure and return circuit lines connection ports.
• A utility pressure and return circuit lines connection ports.
• A PCM filling connection port
• A drain overboard line connection port.

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ICN-39-A-291100-G-A0126-00802-A-01-1

POWER CONTROL MODULE SCHEMATIC (SHEET 1 OF 2)

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ICN-39-A-291100-G-A0126-00803-A-01-1
POWER CONTROL MODULE SCHEMATIC (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PRE-FLIGHT CHECK OPERATIONS FLIGHT CONTROLS
The system no.1 permits to test the flight controls on ground only.
The pilot pressing the ELEC PUMP push-button on the HYD control panel
can carry out cyclic, collective and yaw pedals full and free check.
The full and free check should be carried out with slow displacement of the
controls and one control at a time in order not to overload the electric pump.
The electrical pump disengages automatically after 2 minutes.

HYDRAULIC synoptic page

• ELEC PUMP pressurises the hydraulic system no.1 at 105 bars. This
value of pressure implies a fail condition for the main rotor, tail rotor
and emergency landing gear servo-actuators
• SOV1 and SOV2 are displayed in an undetermined status
• cautions are displayed in the CAS window:
• 1-2-4 HYD PUMP
• 1-2 SERVO
• 1-2 HYD OIL PRESS
• HYD UTIL PRESS
• EMER LDG PRESS.

on HYD control panel.

• ELEC PUMP: ON lighted (green)
• HYD1 and HYD2: PRESS lighted (amber)

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ICN-39-A-291100-G-A0126-00804-A-01-1
PRE FLIGHT CHECK OPERATION

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ICN-39-A-291100-G-A0126-00805-A-01-1
MFD SYNOPTIC PAGE – PRE-FLIGHT CHECK OPERATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
NORMAL OPERATIONS
HYDRAULIC synoptic page
• PUMP1 pressurizes the system no.1
• PUMP2 and PUMP4 pressurize the system no.2
• UTIL SOV1 and UTIL SOV2 are opened and the landing gear is
pressurized at 207 bar
• SOV1, SOV2 and TRSOV are opened and flight controls are
pressurized at 207 bar by both hydraulic systems.

on HYD control panel

• HYD1 and HYD2: blank.

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ICN-39-A-291100-G-A0126-00812-A-01-1
NORMAL OPERATION MODE

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ICN-39-A-291100-G-A0126-00813-A-01-1
MFD SYNOPTIC PAGE – NORMAL OPERATION

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FAILURE – PUMP NO.2
In case of failure of one pump (for example PUMP2), the remaining pump (in
this example PUMP4) is able to supply the operating pressure to the system
no.2.

HYDRAULIC synoptic page

• PUMP1 pressurizes the system no.1
• PUMP2 fails; PUMP4 pressurize the system no.2
• UTIL SOV1 and UTIL SOV2 are opened and the landing gear is
pressurized at 207 bar
• SOV1, SOV2 and TRSOV are opened and flight controls are
pressurized at 207 bar by both hydraulic systems
• a caution is displayed in the CAS window and the pilot has to follows
the relevant malfunction procedure
• 2 HYD PUMP.

on HYD control panel

• HYD1 and HYD2: blank.

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ICN-39-A-291100-G-A0126-00821-A-01-1
MFD SYNOPTIC PAGE – FAILURE: PUMP NO.2

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FAILURE – PUMP NO.1
PUMP1 failure implies the total loss of system no.1 operations. In this case
hydraulic power is supplied by the system no.2 only.

HYDRAULIC synoptic page

• PUMP1 fails
• PUMP2 and PUMP4 pressurize the system no.2
• SOV1 and UTIL SOV1 are in an undetermined status. The flight
controls are considered failed for the system no.1. The landing gear
emergency operation is not available
• UTIL SOV2 is opened and the landing gear normal operations is
pressurized at 207 bar
• SOV2 and TRSOV are opened and flight controls are pressurized at
207 bar only by the system no.2
• cautions are displayed in the CAS window and the pilot has to follows
the relevant malfunction procedure:
• 1 HYD PUMP
• 1 HYD OIL PRESS
• 1 SERVO
• EMER LDG PRESS.

on HYD control panel

• HYD 1: PRESS lighted (amber)
• HYD 2: blank.

NOTE
The F/C outlet pressure switch of the PCM provides the CAS window
with the caution "1 HYD OIL PRESS", and "PRESS" amber light
illuminates on the Hydraulic Control Panel. It is also used as an
interlock for preventing to set the No.2 F/C hydraulic circuit off.

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ICN-39-A-291100-G-A0126-00824-A-01-1

MFD SYNOPTIC PAGE – FAILURE: PUMP NO.1

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ICN-39-A-291100-G-A0126-00825-A-01-1
MFD SYNOPTIC PAGE – FAILURE: PUMP NO.1

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FAILURE – HYD 2 FLUID LEVEL AT 50%
Hereafter are described some failure relevant different conditions of leakage
in the hydraulic system no.2. In this case, the three level microswitches
installed inside the reservoir, control the UTIL SOV and the TRSOV to
contain the leakage.

HYDRAULIC synoptic page

• PUMP1 pressurizes the system no.1
• PUMP2 and PUMP4 pressurize the system no.2
• UTIL SOV1 is opened and the landing gear EMER circuit is
pressurized at 207 bar
• UTIL SOV2 is automatically closed by the level microswitch and the
landing gear normal operation is not available. The landing gear free
falls due to lack of pressure
• SOV1, SOV2 and TRSOV are opened and the flight controls are
pressurized at 207 bar by the system no.1 and no.2
• a caution is displayed in the CAS window and the pilot has to follows
the relevant malfunction procedure
• HYD UTIL PRESS.

on HYD control panel

• HYD1 and HYD 2: blank.

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ICN-39-A-291100-G-A0126-00826-A-01-1

LOW LEVEL 1 50% - OPERATION MODE PCM2

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ICN-39-A-291100-G-A0126-00827-A-01-1

MFD SYNOPTIC PAGE – FAILURE: HYD 2 FLUID LEVEL AT 50%

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FAILURE – HYD 2 FLUID LEVEL AT 28%
HYDRAULIC synoptic page
• PUMP1 pressurizes the system no.1
• PUMP2 and PUMP4 pressurize the system no.2
• UTIL SOV1 and UTIL SOV2 are opened. UTIL SOV2 is automatically
re-opened by the 28% level microswitch
• SOV1 and SOV2 are opened and flight controls are pressurized at 207
bars by the system no.1
• TRSOV is automatically closed by the level microswitch and the SOV 1
closure is inhibited to avoid a complete loss of the tail servo
• a caution is displayed in the CAS window and the PLT has to follows
the relevant malfunction procedure
• 2 SERVO.

on HYD control panel

• HYD1 and HYD2: blank.

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ICN-39-A-291100-G-A0126-00828-A-01-1

HYD CONTROL PANEL ELECTRICAL SCHEMATIC

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ICN-39-A-291100-G-A0126-00950-A-01-1

LOW LEVEL 2 28% - OPERATION MODE PCM 2

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ICN-39-A-291100-G-A0126-00951-A-01-1
MFD SYNOPTIC PAGE – FAILURE: HYD 2 FLUID LEVEL AT 28%

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FAILURE – HYD 2 FLUID LEVEL AT 22% (MIN)
HYDRAULIC synoptic page
• PUMP1 pressurizes the system no.1
• PUMP2 and PUMP4 pressurize the system no.2
• UTIL SOV 1 is opened and the landing gear emergency circuit is
pressurized at 207 bar
• UTIL SOV2 and TRSOV are automatically closed by the minimum level
microswitch (22%). The landing gear normal operation is not available
and the SOV1 closure still inhibited: landing gear falls freely due to a
lack of pressure
• cautions are displayed in the CAS window and the pilot has to follows
the relevant malfunction procedure:
• 2 SERVO
• HYD UTIL PRESS
• 2 HYD MIN.

on HYD control panel

• HYD1 and HYD 2: blank.

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ICN-39-A-291100-G-A0126-00952-A-01-1

MIN LEVEL 22% - OPERATION MODE PCM 2

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ICN-39-A-291100-G-A0126-00953-A-01-1

MFD SYNOPTIC PAGE – FAILURE: HYD 2 FLUID LEVEL AT 22% (MIN)

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FAILURE – HYD 1 FLUID LEVEL AT 50%
When the level of the fluid inside the PCM1 reservoir reaches the 50%, there
will be no effects on the system operations. Only the indications in the
synoptic page (reservoir and read-out amber) are provided.

HYDRAULIC synoptic page

• PUMP1 pressurizes the system no.1
• PUMP2 and PUMP4 pressurize the system no.2
• UTIL SOV1 and UTIL SOV2 are opened and the landing gear circuit is
pressurized at 207 bar
• SOV1, SOV2 and TRSOV are opened and the flight control circuit is
pressurized at 207 bar.

on HYD control panel

• HYD1 and HYD 2: blank.

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ICN-39-A-291100-G-A0126-00954-A-01-1
LOW LEVEL 1 50% - OPERATION MODE PCM 1

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ICN-39-A-291100-G-A0126-00959-A-01-1
MFD SYNOPTIC PAGE – FAILURE: HYD 1 FLUID LEVEL AT 50%

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FAILURE – HYD 1 FLUID LEVEL AT 28%
When the level of the fluid inside the PCM1 reservoir reaches the 28%, there
will be no effects on the system operations. Only the indications in the
synoptic page (reservoir and read-out amber) are provided.

HYDRAULIC synoptic page

• PUMP1 pressurizes the system no.1
• PUMP2 and PUMP4 pressurize the system no.2
• UTIL SOV1 and UTIL SOV2 are opened and the landing gear circuit is
pressurized at 207 bar
• SOV1, SOV2 and TRSOV are opened and the flight control circuit is
pressurized at 207 bar.

on HYD control panel

• HYD1 and HYD 2: blank.

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ICN-39-A-291100-G-A0126-00962-A-01-1
LOW LEVEL 2 28% - OPERATION MODE PCM1

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ICN-39-A-291100-G-A0126-00963-A-01-1
MFD SYNOPTIC PAGE – FAILURE: HYD 1 FLUID LEVEL AT 28%

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FAILURE – HYD 1 FLUID LEVEL AT 22% (MIN)
When the level of the fluid inside the PCM1 reservoir reaches the 22%, there
will be no effects on the system operations.

HYDRAULIC synoptic page

• PUMP1 pressurizes the system no.1
• PUMP2 and PUMP4 pressurize the system no.2
• UTIL SOV1 automatically closed by the minimum level microswitch
(22%) and the landing gear emergency operation is not available
• UTIL SOV2 and TRSOV are opened.
• SOV1, SOV2 and TRSOV are opened and the flight control circuit is
pressurized at 207 bar
• cautions are displayed in the CAS window and the pilot has to follows
the relevant malfunction procedure:
• 1 HYD MIN
• EMER LDG PRESS.

on HYD control panel

• HYD1 and HYD 2: blank.

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ICN-39-A-291100-G-A0126-00964-A-01-1
LOW LEVEL 22% - OPERATION MODE PCM 1

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ICN-39-A-291100-G-A0126-00965-A-01-1
MFD SYNOPTIC PAGE – FAILURE: HYD 1 FLUID LEVEL AT 22% (MIN)

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FAILURE – SYSTEM 2 OVERHEATING
When the hydraulic fluid reaches an overheating condition (the temperature
is greater than 134°C), the system (for example the no.2) must be isolated.

HYDRAULIC synoptic page

• check to confirm the system no.2 over temperature
• lower the LDG GEAR following the normal procedure
• lift the cover of the SOV switch on the HYD control panel and move the
switch to 2 CLOSE
• cautions are displayed in the CAS window and the pilot has to follows
the relevant malfunction procedure:
• 2 HYD OIL TEMP
• 2 HYD OIL PRESS
• 2 SERVO.
NOTE
With one hydraulic system SOV shut off, a subsequent drop of
pressure in the other system will override the SOV selection and
reinstate pressure to the servo’s. In these conditions the SOV switch
will not be automatically reset.

on HYD control panel

• HYD 1: blank
• HYD 2: TEMP and PRESS lighted (amber).

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ICN-39-A-291100-G-A0126-00966-A-01-1
SHUT OFF FLIGHT CONTROLS CIRCUIT OPERATION

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ICN-39-A-291100-G-A0126-00967-A-01-1
MFD SYNOPTIC PAGE – FAILURE: SYSTEM 2 OVERHEATING

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FAILURE – 2 SERVO AND SYSTEM 1 OVERHEATING
When 2 SERVO and 1 HYD OIL TEMP cautions are both illuminated, the
SOV switch on the HYD control panel is not inhibited.
Moving to 1 CLOSE will cause loss of control in no.1 servo-jack.
NOTE
The SOV switch is ineffective when 1 (2) HYD OIL PRESS caution is
on and when TRSOV is closed (for SOV 1 only)

HYDRAULIC synoptic page

• check to confirm the system no.1 over temperature
• cautions are displayed in the CAS windows and the pilot has to follows
the relevant malfunction procedure:
• 2 SERVO
• 1 HYD OIL TEMP.

on HYD control panel

• HYD 1: TEMP lighted (amber)
• HYD 2: blank.

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ICN-39-A-291100-G-A0126-00968-A-01-1
MFD SYNOPTIC PAGE – FAILURE: 2 SERVO AND SYSTEM 1 OVERHEATING

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ICN-39-A-291100-G-A0126-00969-A-01-1
SENSORS AND CAUTIONS

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ICN-39-A-291100-G-A0126-00970-A-01-1

SYSTEM 1 FAILURES AND ASSOCIATED MESSAGES

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ICN-39-A-291100-G-A0126-00971-A-01-1

SYSTEM 2 FAILURES AND ASSOCIATED MESSAGES

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ICN-39-A-291100-G-A0126-00972-A-01-1

OVER-TEMPERATURE AND LOW LEVEL CAUTION MESSAGES

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ICN-39-A-291100-G-A0126-00973-A-01-1
DURING GROUND EQUIPMENT OPERATION

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ICN-39-A-291100-G-A0126-00975-A-01-1
AFTER GROUND EQUIPMENT REMOVAL

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ICN-39-A-291100-G-A0126-00976-A-01-1
POWER CONTROL MODULE 1 – REMOVAL/INSTALLATION (SHEET 1 OF 2)

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ICN-39-A-291100-G-A0126-00977-A-01-1
POWER CONTROL MODULE 1 – REMOVAL/INSTALLATION (SHEET 2 OF 2)

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ICN-39-A-291100-G-A0126-00978-A-01-1
POWER CONTROL MODULE 2 – REMOVAL/INSTALLATION (SHEET 1 OF 2)

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ICN-39-A-291100-G-A0126-00979-A-01-1
POWER CONTROL MODULE 2 – REMOVAL/INSTALLATION (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-291100-G-A0126-00980-A-01-1
PCM 1 DRAIN LINES

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ICN-39-A-291100-G-A0126-00981-A-01-1
PCM 2 DRAIN LINES

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ICN-39-A-291100-G-A0126-00982-A-01-1
POWER CONTROL MODULE ELECTRICAL CONNECTORS (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-291100-G-A0126-00987-A-01-1
POWER CONTROL MODULE ELECTRICAL CONNECTORS (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-291100-G-A0126-00989-A-01-1
PCM FILTERS REPLACEMENT

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-291100-G-A0126-00991-A-01-1
POWER CONTROL MODULE PRESSURE / TEMPERATURE SWITCH/ SENSOR REPLACEMENT

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-291100-G-A0126-00995-A-01-1
POWER CONTROL MODULE OIL LEVEL INDICATOR REPLACEMENT LEVEL SWITCHES FUNCTION ON PCM 1 AND PCM 2

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 12
HYDRAULIC POWER SUPPLY

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DESCRIPTION
The Hydraulic Power Supply 1 is located on the top of the left engine input
stage of the Main Gearbox.
The Hydraulic Power Supply 2 is located on the top of the right engine input
stage of the Main Gearbox.
The Hydraulic Power Supply 4 is located on the left front side of the Main
Gearbox.
The pump units are variable delivery, constant pressure, self regulating axial
piston type.
Variable flow demand is achieved by altering the angle of the swashplate
which controls the stroke of the nine pistons.
The pistons displacement (swashplate angle) is controlled by an internal
pressure compensator valve.
The pump incorporates a centrifugal boost impeller to reduce risk of
cavitation.
A cooling and lubrication flow (Case Drain Flow) passes through the pump
casing and is taken from a drain port and piped to the relative port on the
associated PCM.
The three pumps are identical; the lower flow requirement on the HPS 4 is
achieved by driving it at slower speed.
The mechanical pumps have a shear shaft designed to break if the driving
torque exceeds a preset value; the shear coupling is hold in place by a
positive retainer.
This feature prevents damage to the gearbox in the event of a pump seizure.
The hydraulic pumps are provided with four ports but only three of them are
used and connected to the PCM: suction, pressure, case drain. A shaft seal
leak drain is provided on the MGB
The mechanical pumps are driven by different gearbox shafts to provide
maximum separation of power sources for safety purposes.
The mechanical pumps are interfaced with:
• Power Control Module 1 and 2.
• Main Gearbox.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-291200-G-A0126-01017-A-01-1
HYDRAULIC POWER SUPPLY 2 AND 4 HYDRAULIC LINES

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OPERATION
• The pump cylinder housing containing the nine pistons is driven by a
shaft.
• As the cylinder housing rotates, the pistons reciprocate within their
bores intaking (from PCM suction line) and discharging fluid (to PCM
pressure line)
• Varying flow demands are satisfied by charging the angle of the
swashplate which controls the nine pistons stroke.
• A compensating valve senses the pump output pressure and a stroking
piston, together with a spring, controls the swashplate.
• As the pressure drops, the swashplate is tilted producing increased
flow to the system.
• As soon pressure reaches the preset value, swashplate angle is
reduced thus reducing fluid flow.
• When no demands are made on the system, fluid flow to the system
will be zero and fluid supplied by the pump is delivered completely to
the case drain line (to PCM case drain line).
• The case drain line is required to provide lubrication and heat
dissipation to the pump internal rotating components.
• Fluid is provided to the case drain line during any pump operating
condition.

MAINTENANCE INFORMATION
See IETP AMP Ch. 29-10 and IETP AMP standard practices Ch. 20.

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ICN-39-A-291200-G-A0126-01018-A-01-1
HYDRAULIC POWER SUPPLY 1 HYDRAULIC LINES

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ICN-39-A-291200-G-A0126-01019-A-01-1

HYDRAULIC POWER SUPPLY SCHEMATIC OPERATION

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ICN-39-A-291200-G-A0126-01020-A-01-1
HYDRAULIC POWER SUPPLY – REMOVAL/INSTALLATION (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-291200-G-A0126-01021-A-01-1
HYDRAULIC POWER SUPPLY – REMOVAL/INSTALLATION (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 13
TAIL ROTOR SHUT-OFF VALVE

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DESCRIPTION
The Tail Rotor Shut-Off Valve is a three ways, two position solenoid
operated valve located on the right side of the upper deck in front of the
Main Gearbox.
It is composed of a spool operated by a solenoid which is normally de-
energized (electrical power removed).
The spool is also controlled by a spring which keeps it in the open position.
A microswitch is provided to give a signal to the MFD.
The Tail Rotor Shut-Off Valve is interfaced with:
• Central Fuselage
• Power Control Module 2
• Modular Avionics Unit
• Electrical System.

OPERATION
• During normal operation solenoid is de-energized, the spool is
positioned by the spring to keep the valve open thus providing pressure
flow to the tail servo actuator pressure line.
• When the 28% LOW LEVEL microswitch in the Power Control Module
2 detects the leak, an electrical signal is provided to the valve to
energize the solenoid to close the pressure supply to the tail rotor.
Tail rotor servo actuator pressure line is therefore connected to the
return.
The caution "2 SERVO" is provided to the MFD and TRSOV closure
indicator is displayed in the synoptic page.

MAINTENANCE INFORMATION
See IETP AMP Ch. 29-10 and IETP AWDP Ch. 24.

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ICN-39-A-291300-G-A0126-01053-A-01-1
TAIL ROTOR SHUT-OFF VALVE REMOVAL/INSTALLATION

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PAGE INTENTIONALLY LEFT BLANK

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SECTION 20
AUXILIARY

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DESCRIPTION
The purpose of the Auxiliary Hydraulic Power System is to provide a limited
hydraulic flow to operate the main and tail rotor servo actuators AT A
LIMITED PRESSURE OF 90/105 bar for pre-flight checks only.
The Auxiliary Hydraulic Power System is composed by an Electrical Pump
(EP) which powers with reduced pressure the Flight Controls hydraulic circuit
1.
This power takes place of the main hydraulic system, when engines are
shut-down, for a limited period of time for pre-flight checks only.
The Electrical Pump is located on the upper deck in front of the Main
Gearbox and is connected with the Power Control Module 1.
The pump unit is a variable delivery, constant pressure, self-regulating axial
piston type.
Variable flow is achieved by altering the angle of the swashplate which
controls the stroke of the nine pistons.
The pistons displacement (swashplate angle) is controlled by an internal
pressure compensator valve.
The pump incorporates a centrifugal boost impeller to reduce risk of
cavitation.
A cooling and lubrication flow (case drain flow) passes through the pump
casing and is taken from a drain port and piped to the relative port on the
PCM1.
The Electrical Pump is driven by a fan cooled DC electrical motor. It is
explosion proofed, equipped with a radio noise filter and overheating switch.
A timer relay limits motor operation to two minutes maximum to avoid battery
discharge and prevent motor overheating.
The Electrical Pump is connected to the PCM1 with three pipelines.
The Electrical Pump is interfaced with:
• Central Fuselage
• Hydraulic Control Panel
• Main Hydraulic Power System (Power Control Module 1)
• Electrical system
• Modular Avionics Unit

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-292000-G-A0126-01101-A-01-1
ELECTRICAL PUMP HYDRAULIC PIPELINES GENERAL LAYOUT

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
OPERATION
• The pump cylinder housing containing the nine pistons is driven by the
electric motor shaft.
• As the cylinder housing rotates, the pistons reciprocate within their
bores intaking (from PCM1 suction line) and discharging fluid (to PCM1
pressure line).
• Varying flow demands are satisfied by changing the angle of the
swashplate which controls the nine pistons stroke.
• A compensating valve senses the pump output pressure and a stroking
piston together with a spring, controls the swashplate.
• As the pressure drops, the swashplate is tilted producing increased
flow to the system.
• As soon pressure reaches the preset value, swashplate angle is
reduced thus reducing fluid flow.
• When no demands are made on the system, fluid flow to the system
will be zero and fluid supplied by the pump is delivered completely to
the case drain line (to PCM1 case drain line).
• The case drain line is required to provide lubrication and heat
dissipation to the pump internal rotating components.
• Fluid is provided to the case drain line during any pump operating
condition.

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ICN-39-A-292000-G-A0126-01102-A-01-1
ELECTRICAL PUMP SCHEMATIC OPERATION

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CONTROLS AND INDICATORS
The Auxiliary Hydraulic Power System control is housed on the Hydraulic
System Control Panel and is installed on the console.
The operative function is provided on the same control panel.
The Hydraulic System Control Panel provides the following function and
indication:
1 ELEC PUMP push-button:
• Blank: ........ when not pressed, no legend in view, the
electric pump is not operative.
• ON: ............ when pressed allows the electric pump
operational condition. The ON green legend is
then lit. This operation is inhibited if a flight
condition is detected.

NOTE
Once engaged, the electric pump has an operative time of 2 MIN
max to prevent battery discharge. After this time, the electric pump
will be automatically switched OFF.

When the electric pump is operative at 105 bar (zero flow) or at 90 bar
(maximum full flow) the rated pressure is not sufficient to extinguish the
cautions 1 HYD OIL PRESS, 1 SERVO and EMER LDG PRESS on the MFD
and the legend PRESS of the HYD 1 TEMP/PRESS indicator on the
Hydraulic System Control Panel.
However, this pressure allows the pre-flight full and free movement of the
flight controls to be verified.

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ICN-39-A-292000-G-A0126-01103-A-01-1

AUXILIARY POWER SYSTEM CONTROLS AND INDICATING

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAINTENANCE INFORMATION
See IETP AMP Ch. 29-20 and IETP AWDP Ch. 24.

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ICN-39-A-292000-G-A0126-01104-A-01-1
ELECTRICAL PUMP – REMOVAL/INSTALLATION

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PAGE INTENTIONALLY LEFT BLANK

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CHAPTER

30
ICE AND RAIN PROTECTION

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SECTION 30
PITOT AND STATIC

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DESCRIPTION
To prevent ice formation the Pitot tube is provided with integral electrical
heating elements controlled by the PITOT toggle-type circuit breaker
powered by the 28 VDC bus bars.
Each Pitot tube has a heating element (an internal resistor), that is installed
in the rear part of the Pitot tube. A cover is its protection. Two electrical wires
connect the resistor to the related current monitor and to ground.

PILOT CIRCUIT BREAKER

The circuit breaker PITOT HTR PLT (CB138) is of toggle type and is
installed in the overhead console. The circuit breaker PITOT HTR PLT
energizes the PITOT HEATHER switch (S72). This switch is a two-position
(ON and OFF) toggle switch.

COPILOT CIRCUIT BREAKER

The circuit breaker PITOT HTR CPLT (CB139) is of toggle type and is
installed in the overhead console. The circuit breaker PITOT HTR CPLT
energizes the PITOT HEATHER switch (S73). This switch is a two-position
(ON and OFF) toggle switch.

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ICN-39-A-303000-G-A0126-01131-A-01-1
AIR PIPE PITOT – STATIC

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ICN-39-A-303000-G-A0126-01132-A-01-1
PITOT AND STATIC GENERAL LAYOUT (SHEET 1 OF 2)

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ICN-39-A-303000-G-A0126-01133-A-01-1

PITOT AND STATIC GENERAL LAYOUT (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
OPERATION
The Pitot tube heating system prevents the accretion of ice on the Pitot
tubes. The PITOT FAIL PLT and PITOT FAIL CPLT circuit breakers on the
overhead console control the Pitot tube heating. They are also a protection
of the Pitot-tube resistors from overvoltage.
The two circuit breakers can operate independently. When a circuit breaker
is in the ON position, the related relay is energized with 28 V DC electrical
power. The relay K55 receives the electrical power from the Number 1 28 V
DC bus, the relay K56 from the Number 2 28 V DC bus. Also, the related
resistor is energized to increase the temperature of the Pitot tube, thus there
is no ice accretion on the Pitot tube.
The PITOT 1 HEAT ON advisory light shows on the MFD1 when the circuit
breaker CB139 is set at ON.
The PITOT 2 HEAT ON advisory light shows on the MFD2 when the circuit
breaker CB138 is set at ON.
The caution message PITOT FAIL PLT or PITOT FAIL CPLT comes in view
on the MAU1 and on the MAU2 when the system does not operate correctly.
The correct operation and the malfunction of the system are displayed on
the MFDs.

PITOT AND STATIC CONTROLS

The pitots heater system has the control housed on the circuit breakers
panel through the PITOT HEATER switches.
The operation and the malfunction are displayed on the MFD.
The overhead panel provides the following function:
1(2) PITOT HEATER switch:
• OFF/ON................. allows the pilot/copilot pitot heater operational
condition.

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ICN-39-A-303000-G-A0126-01136-A-01-1
PITOT HEATER ELECTRICAL DIAGRAM

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ICN-39-A-303000-G-A0126-02940-A-01-1
PITOT HEATER CONTROLS

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PITOT AND STATIC INDICATING
The caution provided in the CAS message is as follows:
1 1(2) PITOT HEAT when the PITOT No.1 (2) is not activated
OFF .......................... with the OAT < 4°C.
2 1(2) PITOT FAIL when the PITOT No.1 (2) is activated and the
.......................... current monitor detects the pitot heat current
below 0.6 A.

The advisory provided in the CAS message window is as follows:

3 1(2) PITOT HEAT ON ........ when the PITOT No. 1 (2) is set to ON.

NOTE
The 1-2 PITOT HEAT ON shall be embedded in the same line
message without any need to have separated messages.

NOTE
See RFM Section 1 for Limitations.

Pitot heating must be switched ON for conditions of visible moisture at

indicated OAT if +4°C or less.
Pitot heating must be switched OFF at indicated OAT of +10°C or above.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-303000-G-A0126-01135-A-01-1
PITOT AND STATICS – CAPTIONS

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PITOT SYSTEM - CAS CAUTION MESSAGES

CAS CAPTION FAILURE DESCRIPTION PROCEDURE NAME AW139-RFM-4D

Associated pitot heater failure PITOT HEATER

1(2) PITOT FAIL Section 3
FAILURE
EMERGENCY AND MALFUNCTION PROCE-
DURES
Associated pitot heater is selected OFF PITOT HEATER OFF
1(2) PITOT HEAT OFF MISCELLANEOUS SYSTEMS
and OAT below 4°C

PITOT SYSTEM – CAS ADVISORY MESSAGES

CAS CAPTION MESSAGE DESCRIPTION AW139-RFM-4D

Pitot heating ON Section 2

1(2) PITOT HEAT ON
NORMAL PROCEDURES

LEADING PARTICULARS - Trip current point......................................................... < 0.6 A

• PILOT CURRENT MONITOR:

- Nominal supply voltage. 28 VDC (ESS BUS 2 + ESS BUS 2)
- Trip current point......................................................... < 0.6 A
• COPILOT CURRENT MONITOR:
- Nominal supply 28 VDC (MAIN BUS 1 + MAIN BUS
voltage........................ 1)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 40
WINDOWS, WINDSHIELDS, CANOPIES
AND DOORS

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DESCRIPTION
The aircraft includes a twin windscreen Wiper/Washer system with parallel
action and allows the operation of the two Pilot and Copilot Wiper blades
separated or together.
The Wiper/Washer system is capable of cleaning from the windscreen
surface any accumulation of water, insects, dirt, sand, dust or salt spray and
a thin coat of soft snow.
The windshield wiping system consists of two identical installations, one for
the pilot windshield and the other for the copilot windshield and allows the
operation of the two pilot and copilot wiper blades separated or together.
The function of the windshield wiping system is to keep cleaning from the
windshield surface any accumulation of water, insects, dirt, sand, dust or salt
spray and a thin coat of soft snow. The system is able to function with no
harmful effects derived by the flying in snow and icing conditions, and in
normal condition over a helicopter speed range from –50 knots to 140 knots,
and sideways flight velocity up to 50 knots.

PRIMARY COMPONENTS
The primary components of the windshield wiping system are:
• The windshield wiping control panel
• The right wiper blade
• The left wiper blade
• The right wiper arm
• The left wiper arm
• The right wiper motor converter
• The left wiper motor converter

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ICN-39-A-304000-G-A0126-01164-A-01-1

WINDSCREEN WIPER/WASHER SYSTEM GENERAL LAYOUT

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OPERATION
The Windscreen Wiper/Washer system operational mode selection is made
from a three positions rotary switch (OFF, LOW SPEED, HIGH SPEED) and
by a two positions selector switch (DUAL/SINGLE).
The Windscreen Wiper sequence is controlled via a WIPER button switch
located on the Cyclic stick, for both Pilot/Copilot positions.
The Windscreen Washer sequence is controlled via a push button switch
located in the cockpit.
The Washing system is capable of supplying a sufficient quantity of cleaning
(de-icing) liquid to both the two wiper blades dedicated spray facilities and
includes a low level sensor to detect a residual liquid quantity.
The MAU1 monitors the signal a sends the maintenance status message to
the cas windows on the display units. In the maintenance page is present
the maintenance message: "W/S WASH LOW".

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ICN-39-A-304000-G-A0126-01169-A-01-1
WINDSHIELD WIPING SYSTEM – PRIMARY COMPONENTS

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WINDSHIELDS WIPER CONTROLS 3 OFF/SLOW/FAST rotary switch:
The windscreen wiper/washer system control panel is housed on the • OFF ................. when selected, the wipers are off once they
console. reach the parking position.
The cyclic sticks are also involved with the operation. • SLOW ............. the wiping sequence operates with a
The MFD displays the generic “MAINTENANCE” status message in white in frequency of 45 cycles per minute.
the CAS area, when a residual liquid quantity in the reservoir is detected.
The windscreen wiper/washer control panel provides the following functions: • FAST ............... the wiping sequence operates with a
frequency of 90 cycles per minute.
1 WINDSHIELD when pressed the windscreen washer is
WASHER push- activated. If pressed less than 1 sec, the light The pilot and copilot cyclic stick provide the following function:
button: ............... washing cycle is actuated: a complete low speed
cycle with washing and two complete low speed 4 WIPER momentary when pressed, the corresponding wiping
cycles to clean up the windscreen faces. switch: .................... sequence starts. To stop the wiping sequence
If pressed more than 1 sec, the heavy washing a further action is necessary.
cycle is activated: a continuous low speed cycle
with washing up to command disengage and two NOTE
complete low speed cycles to clean up the When the DUAL mode is selected, a further action on
windscreen faces. whichever momentary switch (pilot or copilot) will stop
both the systems.
NOTE
The washing mode has precedence against all the
other operational modes, unless for the OFF position.
It will override either the SLOW/FAST rotary switch, the
WIPER momentary switches and the SINGLE/DUAL
rotary switch.
The washing cycle will engage always either the pilot
and copilot systems, according to the light/heavy
washing cycle.

2 SINGLE/DUAL rotary switch:

• SINGLE ......... when selected and the pilot or copilot WIPER
momentary switch pressed, the
corresponding system starts working.
• DUAL ............ when selected and the pilot or copilot WIPER
momentary switch pressed, the system starts
working.

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ICN-39-A-304000-G-A0126-01171-A-01-1
WINDSCREEN WIPER / WASHER CONTROL PANEL

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ICN-39-A-304000-G-A0126-01172-A-01-1
PILOT AND COPILOT STICK GRIP

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WINDSHIELDS WIPER INDICATING
The malfunctions provided in the CAS message window is as follows:
1 MAINTENANCE ....... is displayed when the liquid low level sensor
inside the reservoir detects a residual
quantity of 1 l nominal.

NOTE
This MAINTENANCE caption will be displayed automatically when
the A/C is on ground and both engines off.
The dedicated message is W/S WASH LOW and is stored in the
Fault Log of the Central Maintenance Computer (CMC) module
visible on the MFD through the Cursor Control Device (CCD) use.

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ICN-39-A-304000-G-A0126-01173-A-01-1
WINDSHIELDS WIPER INDICATING

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MAINTENANCE INFORMATION
• Record the position of the wiper arm on the motor shaft before
removal.
• The wiper motor must be moved linearly when the shaft is inside the
bracket.

LEADING PARTICULARS
• PILOT CONVERTER:
• Nominal supply voltage ............................ 28VDC (MAIN BUS
2)
• Converter speed - H. Speed .................... 3500 rpm
• Converter speed - L. Speed ..................... 2100 rpm
• COPILOT CONVERTER:
• Nominal supply voltage .......................... 28VDC (NON ESS
BUS 1)
• Converter speed - H. Speed ................... 3500 rpm
• Converter speed - L. Speed ................... 2100 rpm

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ICN-39-A-304000-G-A0126-01174-A-01-1
WINDSHIELD WASHING RESERVOIR AND PUMP – REMOVAL/INSTALLATION - SHORT NOSE

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PUMP A
(B16)

B C

C
CONNECTOR
(S30P1)
B
SENSOR
(S30)

RESERVOIR

ICN-39-A-304000-G-A0126-01176-A-01-1
WINDSHIELD WASHING RESERVOIR AND PUMP – REMOVAL/INSTALLATION - LONG NOSE

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ICN-39-A-304000-G-A0126-01175-A-01-1
LEFT WIPER ARM – REMOVE PROCEDURE

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CHAPTER

31
INDICATING/RECORDING SYSTEMS

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SECTION 00
INDICATING/RECORDING SYSTEMS

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INDICATING/RECORDING SYSTEMS
The indicating/recording systems include the subs-systems that follow:
• The instruments panel.
• The independent instruments.
• The recorders.
• The central computers.
• The central warning system.
• The central display system.

INSTRUMENTS PANEL
The instruments panel is in the cockpit in front of the pilots. On the
instrument panel are installed the components that follow:
• The magnetic compass
• The master alarm panels
• The display units
• The fire detection and extinguishing control panel
• The display controllers
• The remote instrument controllers
• The area microphone
• The clocks
• The ELT remote switch panel
• The placards
• The outlet vents.

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ICN-39-A-310000-G-A0126-01176-A-01-1
INSTRUMENTS PANEL

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INDEPENDENT INSTRUMENTS
This section includes the components that follow:
• The clocks.
• The magnetic compass.
• The outside air thermometer.

CLOCKS
There are two clocks on the instrument panel, one for copilot and other for
pilot. The clocks are chronometers that give the time and elapsed timer.

MAGNETIC COMPASS
The magnetic compass is installed on a support that is attached at the
center of the glareshield on the instrument panel. The magnetic compass
detects and shows the helicopter heading with reference to the magnetic
North.

OUTSIDE AIR THERMOMETER

The outside air thermometer is installed on the right vision window-frame.
The outside air thermometer is an aircraft instrument which measures and
shows the external temperature of the air.

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ICN-39-A-310000-G-A0126-01177-A-01-1
OUTSIDE THERMOMETER

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RECORDERS
This section includes the systems that follow:
• The flight data recorder system.
• The health and usage monitoring system (HUMS) (optional).

FLIGHT DATA RECORDER SYSTEM

The flight data record system includes the Multi-Purpose Flight Recorder
(MPFR) The MPFR system is composed by:
• Multi-Purpose Flight Recorder
• Cockpit Control Unit
• Area Microphone
• Accelerometer
The MPFR is a crash protected airborne Multi Purpose Flight Recorder to
meet mandatory requirements and is used to record selected aircraft
parameters and 4 audio sources. The MPFR is in the tail boom.

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ICN-39-A-310000-G-A0126-01178-A-01-1
MULTIPURPOSE FLIGHT RECORDER SYSTEM

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CENTRAL COMPUTERS
The central computer system includes two Modular Avionic units (MAU1 and
MAU2). The MAUs are installed in the left and right avionic bays on the
helicopters [1J]; left and right nose compartment on the helicopters [1L]. The
MAUs are part of the Integrated Avionic System (PRIMUS EPIC). The
PRIMUS EPIC architecture is based on the modular avionics units (MAUs).
The MAUs contain the hardware units that host the subsystems and
functions necessary to operate an aircraft.

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ICN-39-A-220000-G-A0126-00095-A-02-1
MODULAR AVIONIC UNIT (MAU) 1 INSTALLATION

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ICN-39-A-310000-G-A0126-01182-A-02-1
MODULAR AVIONIC UNIT (MAU) 2 INSTALLATION

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CENTRAL WARNING SYSTEM
The Central Warning System (CWS) provides system alerts to the aircrew
when unsatisfactory aircraft conditions occur. The CWS include Master
Alarm Panels and Crew Alerting System (CAS) messages, visual indications
and aural warning messages. The system alerts are done by the MAUs.

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ICN-39-A-310000-G-A0126-02942-A-01-1

CENTRAL WARNING SYSTEM

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CENTRAL DISPLAY SYSTEM
The Central Display System (CDS) is part of the Primus Epic® Integrated
Avionics system and shows all the aircraft data to the pilots via four Display
Units (DUs).Options and modes of the data displays could be selected by
control panels.

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A E

A G
NUMBER 1 DISPLAY NUMBER 2 CURSOR
CONTROLLER CONTROL DEVICE
H
B F
B F
C E
D

NUMBER 1 REMOTE NUMBER 2 REMOTE

INSTRUMENT CONTROLLER INSTRUMENT CONTROLLER

C G

NUMBER 1 CURSOR NUMBER 2 DISPLAY

CONTROL DEVICE CONTROLLER

H
D

DISPLAY DIMMER
PANEL
REVERSION CONTROL
PANEL

ICN-39-A-310000-G-A0126-02943-A-03-1
CENTRAL DISPLAY SYSTEM

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SECTION 10
INSTRUMENT AND CONTROL PANELS

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PRIMARY COMPONENTS A bolt, washer and nut attach each mounting to the rod end of each vibration
dampers. Each vibration damper is attached to the cockpit structure with two
The instrument panel installation has the primary components that follow: bolts and four washers.
• The glareshield The vibration dampers prevent damage from helicopter vibrations to the
• The top cover equipment installed in the instrument panel.

• The instrument panel frame

GLARESHIELD
The glareshield is installed between the instrument panel frame and the top
cover, at BL621.0.
Seven screws and seven washers attach the glareshield to its supports of
the instruments panel frame.
The glareshield is the protection of the instrument panel from the light that
goes into the cockpit through the windscreen. Also it decreases the light
reflection around the instrument panel and lets air flow on the instruments to
decreases their temperature.

TOP COVER
The top cover is installed above the glareshield. The top cover is attached to
the instrument panel as follows:
• 16 screws and 16 washers to the forward supports.
• 12 screws and 12 washers to the upper supports.
• 16 screws and 16 washers to the aft supports.

INSTRUMENT PANEL
The instrument panel is installed in the cockpit between the STA 1500.00
and STA 2065.00. The instrument panel is a frame of an aluminum-lithium
alloy.
It is the frame that contains the displays, instruments panel and indicators
that are in front of the flight crew.
Two mountings hold the instrument panel and attach it to two vibration
dampers.

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ICN-39-A-311000-G-A0126-01189-A-01-1
INSTRUMENTS PANEL INSTALLATION

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SECTION 20
INDEPENDENT INSTRUMENTS

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INDEPENDENT INSTRUMENTS NUMBER 2 CLOCK
This section includes the maintenance data applicable to: The Number 2 clock (M6) is installed in the right side of the instrument panel
• The clock installation. adjacent to the pilot accessibility.
The Number 2 clock has a front panel with three push-button switches, a
• The magnetic compass installation. liquid crystal display (LCD) with six numerals and annunciators for indicating
• The outside air thermometer installation. the display mode.
Four screws attach the Number 2 clock to the instrument panel.
The Number 2 clock has these switches:
PRIMARY COMPONENTS • The RST or SET push-button switch
The primary components of clock installation are: • The MODE push-button switch
• The Number 1 clock • The ST/SP or ADV push-button switch.
• The Number 2 clock The normal power source for the chronometer is from the aircraft power
supply.
An internally mounted AAA size alkaline battery is used for keep-alive power
NUMBER 1 CLOCK when the aircraft power is removed.
The chronometer has back lighting for connection to the display dimmer
The number 1 clock (M7) and number 2 clock (M6) are installed on cockpit
panel. It is readable under all ambient light conditions from darkness, with
instrument panel.
internal lighting energized, to bright sunlight.
The Number 1 clock has a front panel with three push-button switches, a
The switches have legends to indicate the function of the switch.
liquid crystal display (LCD) with six digit numbers.
Four screws attach the Number 2 clock to the instrument panel. An electrical
The Number 1 clock has these switches:
connector connect the Number 2 clock to the circuit breaker CB76.
• The RST or SET push-button switch The Number 2 clock is a chronometer that gives the time, date and elapsed
• The MODE push-button switch timer with a hold or time-out feature.
• The ST/SP or ADV push-button switch.
Each switch has the indication that show the related functions.
The usual power source for the Number 1 clock is from the aircraft power
supply.
The Number 1 clock includes an AAA alkaline battery. The battery gives the
power when the aircraft de-energized.
The Number 1 clock has back lighting for connection to the display dimmer
panel. It is readable under all ambient light conditions from darkness, with
internal lighting energized, to bright sunlight.
An electrical connector connect the Number 1 clock to the circuit breaker
CB73.

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ICN-39-A-312000-G-A0126-01218-A-01-1
CLOCK N.1 AND N.2 INSTALLATION

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SYSTEM OPERATION
The chronometer provides the following operating modes:
• Local Time (LT) of day in a 12 hour format.
• Coordinate Universal Time (UTC), formerly known as Greenwich Time,
in a 24 hour format.
• Flight Time (FLT) that accumulates up to 99 hours, 59 minutes and 59
seconds; the flight time continues to run when the chronometer is in
other modes.
• Stop Watch (SW) that counts up to 99 hours, 59 minutes and 59
seconds; the stop watch continues to run when the chronometer is in
other modes.
• Down Counter (DC) that counts down for a maximum count of 99
hours, 59 minutes and 59 seconds; the down counter continues to run
when the chronometer is in other modes.
The clock installation operates from a 28 VDC power supply. The cockpit
dimming system controls the 28 VDC power supply for the clock green
internal lighting.
The clock has a battery installed in it, to keep alive the time counter when
the h/c power is removed and no data are displayed.

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ICN-39-A-312000-G-A0126-01219-A-03-1
CLOCK SYSTEM OPERATION

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ICN-39-A-312000-G-A0126-02944-A-01-1
CHRONOMETERS CONTROLS AND INDICATORS

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CONTROLS AND INDICATORS - Press SET and all digits show the selected time, with the seconds
holding at 00. Start the time counting by pressing the ST/SP when
The chronometer is installed on the instruments panel and the controls are
the time standard reaches the time showing on the display.
on the unit itself.
The controls are as follows: • FLIGHT setting
1 MODE push- it selects the operating mode of the display and - while in this mode, the flight timer is not running.
button switch advances the annunciators across the bottom of the The flight timer runs when the W. OFF W. condition is detected.
..................... display. Each time the push-button is pressed the - The flight timer stops when the W ON W condition is detected.
different mode is displayed (LT, UTC, FLIGHT, SW, - Press ST/SP and the flight timer is reset to zero.
DC).
• STOP WATCH setting
2 ST/SP - ADV push-button .... the ST/SP push-button starts and - while in this mode, the ST/SP push-button starts and stops the stop
stops the stop watch. watch. With the stop watch not running, press RST and the stop
3 RST - SET push-button .. pressing the RST push-button to reset to watch is reset to zero.
zero the stop watch. - Press ST/SP to start the stop watch.
The Mode push-button enables the following operating modes: - If the RST is pressed, the stop watch is reset to zero and then
• LT setting continues to count.
- while in this mode, press the SET push-button switch, the hours
• DOWN COUNTER setting
digits are displayed and the other digits are dark, press the ADV
- while in this mode, the ST/SP starts and stops the counter.
push-button switch to advance the hours, to 12 and then go to 1.
- Press SET and the display shows 0:00:00.
- Set the hours to corresponding to a time standard.
- Press SET a second time to enter the DC set condition. The hours
- Press the SET switch and minutes and seconds digits are displayed
digits are displayed and the other digits blank.
and the hours digits blank, press ADV and the seconds are reset to
00 and hold, press ADV to advance the minutes, to 59 and then to - Press ADV to advance the hours, to 99 and then go to 0.
00. - Press SET and the minutes digits are displayed with the other digits
- Press the SET switch and all digits show the selected time with the blank.
seconds holding at 00. - Press ADV and hold to advance the minutes, to 59 and then go to
Start the time counting by pressing the ST/SP switch when the time 00.
standard reaches the time showing on the display. - Press SET and the seconds digits are displayed with the other digits
• UTC setting blank.
- while in this, press the SET push-button switch, the hours digits are - Press ADV and hold to advance the seconds, to 59 and then go to
displayed and the other digits are blank. 00.
- Press the ADV to advance the hours, to 23 and then go to 00. - Press SET and all digits show the selected time.
- Set the hours to correspond to a time standard, press SET and - Press ST/SP and the down-counter counts down. When the display
minutes and seconds digits are displayed with the hours digits blank, reaches 0:00:00, it flashes every ½ second for one minute and the
press ADV and the seconds are reset to 00 and hold, press ADV to counter begins to count up until terminated.
advance the minutes, to 59 and then go to 00.
- SET the minutes to correspond to a time standard + 1 minute.

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CAPTIONS intervals. A lubber line on the transparent window shows the helicopter
heading.
Cautions and advisories are not involved with the chronometers. The ground crew can remove the position errors of the magnetic bars
through a screw that is installed on the external side of the instrument. The
compass has a backlighting system that is compatible with NVG's.
MAINTENANCE OPERATION
The INSTR knob on the display dimmer panel controls the lighting of the
The internally mounted AAA size alkaline battery should be replaced every magnetic compass.
24 months. To replace the battery, remove the chronometer from the
instrument panel first.

LEADING PARTICULARS
• Pilot chronometer power supply.................. 28VDC ESS BUS No.2
• Time keeping better than one second per day under
accuracy..................... stabilized temperature conditions
• Operating temperature -15°C to 70°C. The low operating
temperature is -40°C
• Copilot chronometer power supply............ 28VDC MAIN BUS No.1
• Timekeeping accuracy better than one second per day under
stabilized temperature conditions
• Operating temperature -15°C to 70°C. The low operating
temperature is -40°C

MAGNETIC COMPASS INSTALLATION

The primary component of the magnetic compass installation is the magnetic
compass M3.
The magnetic compass is installed on a support that is attached at the
center of the glareshield with four screws. Two electrical cables connect the
magnetic compass to the display dimmer panel.
The standard magnetic compass shows the helicopter heading with
reference to the magnetic North. The compass consists of a rotating
compass card. Two magnetic bars attached to the compass card make the
compensation system. The compass card and the magnetic bars are
contained in a sealed case filled with damping fluid. The compass card has
lines at 5-degree intervals and shows letters and numbers at 30-degree

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ICN-39-A-312000-G-A0126-01222-A-01-1
MAGNETIC COMPASS INSTALLATION

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OUTSIDE AIR THERMOMETER INSTALLATION
The outside air thermometer is an aircraft instrument which measures and
shows the external temperature of the air. The primary component of the
outside air thermometer installation is the Outside Air Thermometer (OAT).
The OAT is installed in the top of the right direct-vision window-frame at
STA2855. It includes the parts that follow:
• The sunshield.
• The dished washers.
• The bracket.
• The thermometer light.
• The bezel and dial assembly.
The OAT has a temperature range of -70˚C thru +50˚C. Its dial has luminous
graduations of 10˚C measured by means of a bimetallic probe which
protrudes through the right overhead window.
The OAT is installed on the metal tube that is installed on the right vision
window-frame. The OAT bracket is attached to the vision window-frame. The
bracket holds the OAT light. A sunshield is installed on the shaft to give
protection to the metal tube. The holes on the sunshield let the air flow freely
around the metal tube.
The OAT has a bi-metallic element installed in a metal tube.
This element contains two strips of different metals made into a helix and
welded together. One end of the helix is attached to a plug.
The other end of the helix is attached to a spindle with a pointer.
The changes of the external temperature cause a turn movement of the free
end of the bi-metal element.
The OAT has a thermometer light (DS39) controlled by a pushbutton switch
adjacent to the light.

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ICN-39-A-312000-G-A0126-01223-A-03-1
OUTSIDE AIR THERMOMETER INSTALLATION (SHEET 1 OF 2)

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ICN-39-A-312000-G-A0126-01224-A-01-1
OUTSIDE AIR THERMOMETER INSTALLATION (SHEET 2 OF 2)

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SECTION 30
RECORDERS

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GENERAL DESCRIPTION
The MPFR system is composed by:
• Multi-Purpose Flight Recorder
• a Cockpit Control Unit
• an Area Microphone
• an Accelerometer
The MPFR is a crash protected airborne Multi Purpose Flight Recorder to
meet mandatory requirements and it is used to record selected aircraft
parameters and 4 audio sources.
The MPFR consists of a solid state memory module and an electronic
interface.
The solid state memory module is protected for crash survivability.
The electronic interface is not crash protected and is not required to survive
conditions exceeding the specified operating and storage environment.
An Underwater Locator Beacon (ULB) is fitted to the Crash Survivable
Memory Module as an aid to location in the event of an accident over water.
The MPFR is painted International Orange as an aid to its location.
The MPFR is designed to operate with the Cockpit Control Unit and Area
Microphone.
The Cockpit Control Unit forms part of the Aircraft Combined Voice and
Flight Data Recording System and is installed in the avionics bay.
The unit is a panel mounted enclosure containing the Area Microphone Pre-
amplifier, provision for an integral or externally mounted Area Microphone, a
Headphone jack socket together with pushbuttons and indicators for the self-
test and voice erase facilities of the MPFR.
The Remote Microphone is mounted in a suitable location in the cockpit on
the Instrument Panel, either as the main audio source or to supplement the
Internal Microphone on the Control Unit.
The download mode allows the high speed recovery of all recorded aircraft
data or parameters via LAN Connection (J182) to a normal network
computer module. The download can be done on or off the aircraft. Initiating
this mode ON the aircraft aborts any current MPFR Record mode operation
for the duration of the download process and it is allowed only on the GND
and engines OFF.

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ICN-39-A-310000-G-A0126-01986-A-01-1
MULTIPURPOSE FLIGHT RECORDER SYSTEM COMPONENTS LOCATION (SHEET 1 OF 5)

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ICN-39-A-313000-G-A0126-01336-A-02-1
MULTIPURPOSE FLIGHT RECORDER SYSTEM COMPONENTS LOCATION (SHEET 2 OF 5)

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ICN-39-A-313000-G-A0126-01338-A-03-1
MULTIPURPOSE FLIGHT RECORDER SYSTEM COMPONENTS LOCATION (SHEET 3 OF 5)

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ICN-39-A-313000-G-A0126-01325-A-01-1
MULTIPURPOSE FLIGHT RECORDER SYSTEM COMPONENTS LOCATION (SHEET 4 OF 5)

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ICN-39-A-313000-G-A0126-01326-A-03-1
MULTIPURPOSE FLIGHT RECORDER SYSTEM COMPONENTS LOCATION (SHEET 5 OF 5)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
OPERATION - CH4: Cockpit Microphone.
An MPFR Cockpit Control Unit (CCU), installed in the Avionics Bay provides • Flight Data aircraft parameters input selected from MAU No. 1 (if RIPS
the control of the following functions: is installed on the helicopter, the flight data parameters inputs come
from MAU N.2).
• A TEST function of the system
• Audio output going to the Headphone Jack via the MPFR Control Panel
• A Voice Erase of the Cockpit Voice Recording to monitor the sum of all the Audio Channel input on the ground only.
• A FDR RCDR The Cockpit Voice Recording starts automatically on the application of
None of the above controls need to be used by the pilot in Flight. power to the MPFR and stops within 10 minutes if the non recording
The MPFR Cockpit Control Panel indicates to the Flight Crew the following condition persists. The CVR recording restarts for 10 minutes if the TEST
functions: pushbutton is activated.
If one engine not OFF or aircraft not on ground, the FDR/ CVR data
• CVR FAIL indication visible on the CAS
recording start automatically.
• FDR FAIL indication visible on the CAS When the aircraft is on ground and both engines OFF, the FDR data
The CVR and FDR fail lights on the CCU indicate both a recognized failure recording stops immediately while the CVR data recording stops within 10
in the CVR/FDR system or a CVR/FDR non-recording mode. The CCU fail minutes.
lights are not constrained by any suppression logic, they just visualize the
current MPFR status.
The CCU has a Headphone jack socket too. COCKPIT AREA MICROPHONE
The Remote Microphone records the conversation of the Flight Crew and the
THE MULTI PURPOSE FLIGHT RECORDER UNIT different noises in the Cockpit. It is mounted on the Instrument Panel in a
The MPFR records selected aircraft parameters, including audio, into Solid suitable location to provide the main audio source or to supplement the
State Non-volatile Memory. The MPFR retains, as a minimum, either the Internal Microphone on the Control Unit.
most recent 25 flight hours of aircraft data and the most recent 120 minutes
of four audio sources.
ACCELEROMETER
The MPFR is designed to operate in conjunction with the Modular Avionics
Unit and suitable Portable Replay Equipment (PRE) for maintenance The Accelerometer sends data to the MAU No. 1 the different acceleration of
purpose. the three axes: lateral, longitude, vertical. it is mounted inside the baggage
An Underwater Locator Beacon (ULB) is fitted to the Crash Survivable compartment and it is supplied from the same power supply of the MPFR. Its
Memory Module as an aid to location in the event of an accident over water. ranges are:
The primary recording data and audio parameters of the MPFR are the • Vertical: +6G to -3G;
following:
• Longitudinal: +/- 1G;
• 4 Audio channel input (including Cockpit Voice Recorder input and
providing also radio COMMs, NAV and Approach aids signals): • Lateral: +/- 1G.
- CH1: Cabin ICS (is an Audio Control Panel AV 900 type installed in
the cabin);
FDR, CVR system check for maintenance purpose
- CH2: Copilot Headset;
It is possible to download the MPFR, CVR information from the MPFR on to
- CH3: Pilot Headset; a copy PC. The downloaded data can be transferred to an analysis PC for
investigation.

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ICN-39-A-310000-G-A0126-02208-A-04-1
FDR/CVR - OPERATION

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MPFR OPERATION

FDR CAPACITY • 25 hours Flight parameters

• 2 hours Audio Voice data

AUDIO VOICE RECORDING STARTS AFTER A/C POWER APPLIED

AUDIO RECORDING WILL STOP AFTER 10 MINS UNLESS • Weight On Wheels is false, or
• Eng 1 is not OFF, or
• Eng 2 is not OFF

AUDIO VOICE DATA RECORDER FOR 2 HOURS

AUDIO RECORDING WILL CONTINUE FOR 10 MINS AFTER A/C SHUT DOWN

FLIGHT DATA RECORDING WILL BE PERFORMED ONLY WHEN • Weight On Wheels is false, or
• Eng 1 is not OFF, or
• Eng 2 is not OFF

MODULAR AVIONIC UNIT #1 TRANSFER FLIGHT VIA ARINC 717 DATABUS TO FDR

The MAU No.1 provides an ARINC 717 interface to send to the FDR the
information listed below.

NO. PARAMETER TYPE OF SIGNAL SOURCE

1 Time Digital MAU1

2a Pressure Altitude (ALT) ASCB-D ADC1, ADC2

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NO. PARAMETER TYPE OF SIGNAL SOURCE

2b Vertical Speed (VS) ASCB-D ADC1, ADC2

3 Indicate Airspeed (IAS) ASCB-D ADC1, ADC2

4 Magnetic Heading ASCB-D AHRS1, AHRS2

4 Magnetic Variation ASCB-D AHRS1, AHRS2

5a Normal Acceleration Analog Tri-axial Accelerometer

5b Tri-Axial Accelerometer Valid Analog Tri-axial Accelerometer

5c Normal Acceleration (AHRS) ARINC-429 AHRS1, AHRS2

6 Pitch Attitude ASCB-D AHRS1, AHRS2

7a Pitch Altitude ASCB-D AHRS1, AHRS2

8a Radio PTT key (pilot) Discrete PTT Switch (pilot)

8b Radio PTT key (co-pilot) Discrete PTT Switch (co-pilot)

9a NF1 &amp; NF2 RS-422A &amp; Analog. EEC1, EEC2 and NF Sensor

9b Torque 1 &amp; Torque 2 RS-422A &amp; Analog. EEC1, EEC2 and NF Sensor

9c ITT1 &amp; ITT2 RS-422A &amp; Analog. EEC1, EEC2 and T5 Sensor

9d NG1 &amp; NG2 RS-422A EEC1, EEC2 and NG Sensor

9e EEC1, EEC2 Mode RS-422A EEC1, EEC2

9f Power Index (displayed parameter) Digital PFD PLT (NG, ITT or TQ)

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NO. PARAMETER TYPE OF SIGNAL SOURCE

9g Power Index (displayed equivalent value) ASCB-D PFD PLT PI

9h Engine 1&amp;2 Oil Temp Analog. Sensor

10a Rotor RPM (NR) RS-422A &Analog. EEC1, EEC2 and NR Sensor

10b Rotor Brake Discrete Switch

11a Collective Pitch Rs-422A EEC1, EEC2

11b Longitudinal Cyclic Analog RVDT (dual sensor – AFCS)

11c Lateral Cyclic Analog RVDT (dual sensor – AFCS)

11d Tail Rotor Pedal Analog RVDT (dual sensor – AFCS)

11e Hydraulic 1 Selection Discrete Switch

11f Hydraulic 2 Selection Discrete Switch

12a Hydraulic 1 Low Pressure Discrete Pressure Switch

12b Hydraulic 2 Low Pressure Discrete Pressure Switch

12c Hydraulic 1 / 2Oil Temp Analog Sensor

13 T1, OAT RS-422A 6 Analog. EEC, EEC2 and OAT Probe 1&2

14 AFCS Mode and Engagement Digital (ASCB) AFCS Mode Selector

15a SAS1 On Discrete SA1 Controller

15b SAS2 On Discrete SAS2 Controller

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NO. PARAMETER TYPE OF SIGNAL SOURCE

16 Main Gearbox Oil Pressure Analog MGB Pressure Sensor

17 Main Gearbox Oil Temperature Analog MGB Temperature Sensor

17a IGB Oil Temperature Analog IGB Temperature Sensor

17b TGB Oil Temperature Analog TGB Temperature Sensor

18 Yaw Rate ASCB-D AHRS1, AHRS2

20a Longitudinal Acceleration Analog Tri-axial Accelerometer

20b Longitudinal Acceleration (AHRS) ARINC-429 AHRS1, AHRS2

21a Lateral Acceleration Analog Tri-axial Accelerometer

21b Lateral Acceleration (AHRS) ARINC-429 AHRS1, AHRS2

22a Radio Altitude (pilot PFD) Analog Radio Altimeter

22b Radio Altitude (copilot PFD) Analog Radio Altimeter n.2 when installed

22c RALT Validity Discrete 1,2 RAD ALT validity discretes

23 Glide Slope 1 & 2 Deviation ASCB-D MRC1, MRC2

24 Localizer 1 & 2 Deviation ASCB-D MRC1, MRC2

25 Marker Beacon 1 & 2 ASCB-D MRC1, MRC2

26a MWL On Digital MAU1

26b MCL On Digital MAU1

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NO. PARAMETER TYPE OF SIGNAL SOURCE

26c Main Gearbox Low Pressure Discrete Pressure Switch 1 & 2

26d SAS1 & SAS2 Failure ASCB-D MAU1, MAU2

26e Each “Red” Warning Discrete Switch MAU for High/Low NR

26f Generator 1 & 2 Failure Discrete Switch

26g Inverter 1 & 2 Failure Discrete Switch

26h EEC1 & EEC2 Failure RS-422A & Discrete EEC1, EEC2

26i DSCWD1, DSCWD2, NCFUR1, NCFUR2, CFUR1 RS-422 EEC1, EEC2

26j ADC1 & ADC2 Valid ASCB-D ADC1, ADC2

26k AHRS1 & AHRS2 Valid ASCB-D AHRS1, AHRS2

26l NAV1 & NAV2 Valid ASCB-D MRC1, MRC2

26m DME Valid ASCB-D MRC1

26n FMS Valid ASCB-D FMS (if installed)

26o All “Amber” Cautions Digital MAU (acquired each 4 seconds)

26p MAU 1 / 2 failure on PFDs Digital DU

26q 1 / 2 CAS Miscomp. on PFDs Digital MAU

27 VOR/ILS 1 & 2 Frequency ASCB-D MRC1, MRC2

28a DME on Pilot PFD Distance ASCB-D MRC2

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NO. PARAMETER TYPE OF SIGNAL SOURCE

28b DME on Cplt PFD Distance ASCB-D MRC2

29a Latitude/Longitude ASCB-D FMS (if installed)

29b Drift Angle ASCB-D FMS (if installed)

29c Wind Speed ASCB-D FMS (if installed)

29d Wind Direction ASCB-D FMS (if installed)

30a WOW1 Discrete Switch

30b WOW2 Discrete Switch

30c Syntetic Ground Discrete MAU

33a Fuel Contents 1 / 2 ARINC-429 FCU

33b Fuel Flow 1 / 2 ASCB-D MAU

33c Fuel Press 1 / 2 Analog Sensor

34 Altitude Rate ASCB-D ADS1 – ADS2

35 Ice Detection Discrete Sensor (when installed)

36 HUMS Data ARINC-429 HUMS Computer (if installed)

38a Baro Set (Pilot) ASCB-D PFD (Pilot)

38b Baro Set (Co-Pilot) ASCB-D PFD (Co-Pilot)

39a Selected Altitude (Pilot) ASCB-D PFD (Pilot)

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NO. PARAMETER TYPE OF SIGNAL SOURCE

39b Selected Altitude (Co-Pilot) ASCB-D PFD (Co-Pilot)

40a Selected Speed (Pilot) ASCB-D PFD (Pilot)

40b Selected Speed (Co-Pilot) ASCB-D PFD (Co-Pilot)

42a Selected Vertical Speed (Pilot) ASCB-D PFD (Pilot)

42b Selected Vertical Speed (Co-Pilot) ASCB-D PFD (Co-Pilot)

43 Selected Heading ASCB-D PFD (Pilot)

44a Selected Course (Pilot) ASCB-D PFD (Pilot)

44b Selected Course (Co-Pilot) ASCB-D PFD (Co-Pilot)

44c Selected flight path (All pilot selectable course of operation: VOR 1 / 2, LOC 1 / 2, ASCB-D PFD (Pilot)
FMS 1 / 2

44d Selected flight path (All Co-Pilot selectable course of operation: VOR 1 / 2, LOC 1 / 2, ASCB-D PFD (Co-Pilot)
FMS 1 / 2

45a Selected Decision Height (Pilot) ASCB-D PFD (Pilot)

45b Selected Decision Height (Co-Pilot) ASCB-D PFD (Co-Pilot)

46a PFD Format (Pilot) ASCB-D PFD (Pilot)

46b PFD Format (Co-Pilot) ASCB-D PFD (Co-Pilot)

47a MFD Format (Pilot) ASCB-D MFD (Pilot)

47b MFD Format (Co-Pilot) ASCB-D MFD (Co-Pilot)

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NO. PARAMETER TYPE OF SIGNAL SOURCE

47c MFD Pilot Config (map, pwr, plant etc.) Digital MFD (Pilot)

47d MFD Co-Pilot Config (map, pwr, plant etc.) Digital MFD (Co-Pilot)

48a Loadmeter Main Battery Analog Relevant Shunt

48b Loadmeter Aux Battery Analog Relevant Shunt

48c Loadmeter Generator 1 Analog Relevant Shunt

48d Loadmeter Generator 2 Analog Relevant Shunt

49 TCAS alarms Digital TCAS

50 AWG Regrade Discrete Switch

51 NVG Mode Discrete Switch

52 Ground Speed Digital GPS

53 Day ASCB-D MAU

54 Month ASCB-D MAU

55 Year ASCB-D MAU

56 AC Code Digital APM

57 EGPWS alarms Digital EGPWS

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Flight

Ground
Left
WOW
MULTI-PURPOSES FLIGH T
DATA RECORDER

K89
Time Delay 1
On Closing
10mm COCKPIT
CONTROL UNIT

CB174

BATT BUS

CB99

ESS BUS 1

ICN-39-A-313000-G-A0126-01334-A-03-1

MULTIPURPOSE FLIGHT RECORDER ELECTRICAL SCHEMATIC PHASE 4/5

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RECORDER INDEPENDENT POWER SUPPLY (RIPS)
The RIPS primary function is to supply independently emergency power to
the CVR/FDR when aircraft power systems are off or have a malfunction. A
multi-cell battery pack assembly in the RIPS supplies the emergency power
to the recorder system.
The RIPS monitors the aircraft 28Vdc voltage, charges and keeps its internal
battery pack. If the aircraft voltage goes to approximately 18Vdc, this is an
indication of a correct decrease of aircraft electrical power or an aircraft
electrical malfunction. The RIPS-power switch operates to release the RIPS-
internal battery power to the recorder equipment at more than 25Vdc for a
period of 10 minutes. If the aircraft power input (or the aircraft battery
voltage) increases to 22Vdc, or after the 10 minute period, the RIPS stops to
supply power to the recorder equipment.
The RIPS batteries charge again, if necessary, when the aircraft power is
applied. The RIPS is electrically connected in lines with the recorder
equipment and operates as the interface between the recorder and the
aircraft electrical system.
If the battery temperature is below 0˚C and the power voltage is more than
24Vdc, the RIPS will eat the battery until the temperature is 10˚C. The heat
operation comes first then the battery charges.
All NiCd RIPS have heaters and all support operation to -55˚C. Since heat
operation comes before charge, the clock (10 minute discharge after 15
minutes charge) does not count the heat time necessary to get a battery
temperature more than 0˚C. It can be necessary 20 minutes to increase
battery temperature from -55˚C to +10˚C (approximately 15 minutes from
-40˚C to +10˚C), then other 15 minutes to get the battery charged.

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RIPS

MPFR

ICN-39-A-313000-G-A0126-01341-A-01-1
MPFDR - RIPS VARIANT

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ESS BAR 1 / AUXILIARY BATTERY

AUXILIARY BATTERY
ESS BAR 1
ESS BAR 1 / AUXILIARY BATTERY

ESS BAR 1
RIPS

RIPS OUTPUT

AREA
CCU MIC
MPFR

ICN-39-A-313000-G-A0126-01342-A-01-1
MPFR - CONFIGURATION BLOCK DIAGRAM

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ICN-39-A-313000-G-A0126-01343-A-02-1
MULTIPURPOSE FLIGHT RECORDER P/N AND EPIC PHASE

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QAR
ARINC 717/573 Data bus
MAU 1 (D51640-001)
256 w/sec

ARINC 717/573 Data bus MPFR

MAU 2 (D51615-142)
ARINC 429 GPS Data bus 512 w/sec

Installation with EPIC Phase 5 and subsequent (RIPS variant)

RIPS

ICN-39-A-313000-G-A0126-01344-A-01-1

MULTIPURPOSE FLIGHT RECORDER P/N AND EPIC PHASE

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ICN-39-A-313000-G-A0126-01328-A-01-1
MULTIPURPOSE FLIGHT RECORDER SYSTEM RELAYS LOCATION (SHEET 1 OF 3)

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ICN-39-A-313000-G-A0126-01329-A-01-1
MULTIPURPOSE FLIGHT RECORDER SYSTEM RELAYS LOCATION (SHEET 2 OF 3)

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ICN-39-A-313000-G-A0126-01330-A-01-1
MULTIPURPOSE FLIGHT RECORDER SYSTEM RELAYS LOCATION (SHEET 3 OF 3)

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MPFR SYSTEM CONTROLS
The MPFR controls are housed on the Cockpit Control Unit located on the
left E-E Bay (central shelf). The CAS message window No.1 displays the
caution messages.
The CCU provides the following functions:
1 TEST when pressed, initiates its requested Built-In-Test
pushbutton ..... function. The two leds illuminates for 8 sec. about,
after which each is asserted only if its associated
test is failed. This action also initiates the CVR
recording for 10 minutes.
2 CVR FAIL illuminates steady or flashes. steady when a fail has
yellow led .. been detected after BIT sequence or when the MPFR
has been put into a non-recording mode.
Flashes during data recovery or Voice Erase modes.
This led is OFF if no problem exists (recording mode).
3 FDR FAIL illuminates steady or flashes. Steady when a fail has
yellow led .. been detected after BIT sequence or when the MPFR
has been put into a non-recording mode. Flashes
during data recovery or Voice Erase modes. This led
is OFF if no problem exists (recording mode).
4 FDR RCRD spring when set to RCRD, the system is forced
loaded momentary toggle recording parameter on ground with
switch: ............................ engines OFF for maintenance purpose.
5 HEADSET jack this receptacle is used to test the audio coming
socket ................ from cockpit area microphone and flight crew
interphones. This function is used only on ground
with engines OFF.
6 ERASE when pressed for more than two seconds, initiates
pushbutton .... the Cockpit Voice Recorder erase cycle only. This
function is enable on ground with engines OFF. The
erase lasts for approximately 5 sec during which
period the CVR FAIL yellow led will flash.

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ICN-39-A-313000-G-A0126-02946-A-03-1

MULTIPURPOSE FLIGHT RECORDER SYSTEM CONTROLS

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FDR/CVR - CONTROLS AND INDICATORS
No control is provided to the crew for the FDR/CVR.

CAS CAUTION MESSAGES

CAS CAPTION FAILURE DESCRPTION PROCEDURE NAME AW139-RFM-4D

Flight Data Recorder failed FLIGHT DATA RECORDE FAIL- Section3

FDR FAIL
URE EMERGENCY AND MALFUNCTION PROCE-
DURES
Cockpit Voice Recorder failed COCKPIT VOICE RECORDE FAIL-
CVR FAIL
URE

• Accelerometer
NOTE
RIPS VARIANT: - Nominal supply voltage................... 28VDC (ESS BUS No.1)
CVR FAIL Caution Message, but CVR led not steady illuminated on • Underwater acoustic beacon
the Cockpit Control Unit: - Operating frequency................................... 37.5 KHz ±1 KHz
CVR system works properly but RIPS has not enough stored energy
to provide power to the recorder for at least 10 ±minutes. - Operating depth....................................... surface to 20.000 ft
After 15 minutes of continuous helicopter power energizing the - Pulse length................................ not less than 9 milliseconds
RIPS, CVR FAIL caution message is suppressed. - Pulse repetition rate......... not less than 0.9 pulse per second
- Useful life................................................................. six years
- Operating life........................................... 30 days (minimum)
LEADING PARTICULARS Battery characteristics single cell, six year life.
•
Multipurpose Flight Recorder Replacement time identified on underwater
•
beacon label
- Nominal supply voltage................... 28VDC (ESS BUS No.1)
• Cockpit Control Unit
- Nominal supply voltage....... 18VDC ±1VDC (from the
MPFR)
- Current consumption.......................................... 100 mA max

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PAGE INTENTIONALLY LEFT BLANK

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SECTION 40
GENERAL COMPUTERS

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GENERAL DESCRIPTION Two electrical fans are installed in each MAU cabinet to keep the electronic
modules cool; they are automatically operated and monitored.
The Central Computer includes the systems that follow:
The number 1 Modular Avionics Unit system.
The number 2 Modular Avionics Unit system.
The PRIMUS EPIC® system is an Integrated Avionic System whose
architecture is based on the modular avionics units (MAUs).
The two Modular Avionics Units:
• handle, compute and distribute data of all aircraft systems to the four
Display Units
• interface mechanical and virtual controllers to control the displays and
the avionics
• integrate the functions of crew alerting, navigation and autoflight
systems
The MAUs contain the hardware units that host the subsystems and
functions necessary to operate an aircraft. All the hardware units, installed
inside the MAUs, are called line replaceable modules (LRM).The Modular
Avionics Unit is a cabinet that contains line replaceable modules that
integrate the different MAU functions.
The most important modules are duplicated in MAU 1 and MAU 2 for
redundancy, while other modules are single.
The MAU uses a Digital Engine Operating System (DEOS) and data is made
available through a bus (called Virtual Back Plane Peripheral Component
Interconnect (VbPCI) bus) that connects the NIC to all the modules in the
MAU and to the ASCB-D.
The Power Supply module in each MAU is supplied with two 28 VDC inputs
for redundancy: one power input only is used at a time.
Two circuit breakers are therefore provided for each MAU:
• MAU 1 PRI PWR connected to MAIN 1 bus
• MAU 1 AUX PWR connected to MAIN 2 bus
• MAU 2 PRI PWR connected to ESS 1 bus
• MAU 2 AUX PWR connected to ESS 2 bus
NOTE
MAU 1 PRI PWR input is connected to ESS 2 bus when the aircraft
is on the ground or when starting an engine.

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NOTE:
MAU1 PRI PWR IS CONNECTED TO ESS BUS 2
ON GROUND AND DURING AN ENGINE START

FAN

SLOT

ALIGNMENT PIN
BACKSHELL
ICN-39-A-460000-G-A0126-02051-A-02-1
SHORT NOSE – MODULAR AVIONIC UNIT (MAU 1) INSTALLATION

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ICN-39-A-314000-G-A0126-01409-A-03-1
MODULAR AVIONIC UNIT SYSTEM PHASE 4/5

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ICN-39-A-314000-G-A0126-03719-A-01-1

MODULAR AVIONIC UNIT SYSTEM PHASE 4/5 WITH VIDEO MODULE

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ICN-39-A-314000-G-A0126-03720-A-01-1

MODULAR AVIONIC UNIT SYSTEM PHASE 6 AND SUBSEQUENT

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DATABASE MODULE -A DATABASE MODULE -B

AIR MANAGEMENT MODULE

Control and Video
I/O, Cal1

ICN-39-A-314000-G-A0126-03722-A-01-1

MODULAR AVIONIC UNIT SYSTEM PHASE 6 AND SUBSEQUENT WITH VIDEOMODULE

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DESCRIPTION AND OPERATION OF MAJOR • The Number 2 Network Interface Controller/processor (NIC/PROC2)
COMPONENTS module
• The Number 2 Actuator Input/output Processor (AIOP2) module
• The Number 4 Actuator Input/output Processor (AIOP4) module
MAU 1
• The Global Positioning System (GPS) (optional).
The MAU 1 is installed in the left avionic bay (helicopters [1J])/left nose
compartment (helicopters [1L]). • The Number 2 Configuration Module (APM2)
The MAU1 system includes the primary components that follow:
• The Number 1 Modular Avionic unit system (MAU1) cabinet MODULAR AVIONICS UNIT CABINET
• The Number 1 Power Supply (PS1) module
The MAU cabinet is installed in the avionic bay (helicopters [1J])/ nose
• The Number 1 Custom Input/Output (CSIO1) module compartment (helicopters [1L]).
The Control Input/Output (CIO1) module The three swing bolts, clamps and a bracket attach the MAU cabinet to its
•
mounting platform. The bracket holds the mounting wedge.
• The Air Management module The MAU cabinet contains the modules that follow:
• The Number 1 Network Interface Controller/processor (NIC/PROC1) • The Power Supply module
module
• The NIC/PROC module
• The Number 1 Actuator Input/output Processor (AIOP1) module
• The six User Modules.
• The Number 3 Actuator Input/output Processor (AIOP3) module It has slots to hold the modules.
• The Central Maintenance Computer (CMC) The MAU cabinet also contains the back plane bus, slots, cam bar, the fan
assembly and the related support.
• The Number 1 fan assembly
• The Number 1 Configuration Module (AMP #1).
CENTRAL MAINTENANCE COMPUTER MODULE (CMC)
The CMC module is installed in the MAU1 cabinet. The module it is aligned
MAU 2 to the number 9 mark on the cam bar. Two jackscrews attach the CMC
The MAU 2 is installed in the right avionic bay (helicopters [1J])/right nose module to the MAU1 cabinet. The CMC module has a backshell, which is
compartment (helicopters [1L]). attached to the module with two captive screws. On top of the backshell
The Number 2 Modular avionics unit system (MAU2) system includes the there is a hook that engages the cam bar of the MAU1 cabinet, thus the
primary components that follow: backshell cannot move.
The backshell also has an alignment pin that engages the keyway in the
• The Number 2 Modular Avionic unit system (MAU2) cabinet
module to align the two components.
• The Number 2 Power Supply (PS2) module
• The Number 2 Custom Input/Output (CSIO2) module
• The Data base module (DBM)

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(INSTALLED ONLY MAU 1)

ICN-39-A-314000-G-A0126-01394-A-02-1

MODULAR AVIONICS UNIT (MAU) (SHEET 1 OF 5)

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ACTUATOR INPUT/OUTPUT PROCESSOR (AIOP) MODULE
The AIOP module is installed in the MAU cabinet. Two jackscrews hold the
AIOP module in its slot in the MAU cabinet.
The AIOP module has a backshell, which is attached to the module with two
captive screws. On top of the backshell there is a hook that engages the
cam bar of the MAU cabinet, thus the backshell cannot move.
The backshell also has an alignment pin that engages the keyway in the
module to align the two components.

NETWORK INTERFACE CONTROLLER/PROCESSOR (NIC/

PROC) MODULE
The NIC/PROC module is installed in the MAU cabinet. It is installed on the
left side of the cabinet. Two jackscrews attach the NIC/PROC module to the
MAU cabinet.
The NIC/PROC module has a backshell, which is attached to the module
with two captive screws. On top of the backshell there is a hook that
engages the cam bar of the MAU cabinet, thus the backshell cannot move.
The backshell also has an alignment pin that engages the keyway in the
module to align the two components.

CONFIGURATION MODULE OR APM (AIRCRAFT

PERSONALITY MODULE)
The configuration module is installed in the NIC/PROC backshell connector
and connects to the NIC/PROC module. The configuration module
memorizes equipment data, rigging data and the primary identification data.

GLOBAL POSITIONING SYSTEM (GPS) MODULE

The GPS module is installed in the MAU2 cabinet. It is installed adjacent to
the AIOP4 module.
Two jackscrews hold the GPS module in its slot in the MAU2 cabinet.
The GPS module has a backshell, which is attached to the module with two
captive screws. On top of the backshell there is a hook that engages the
cam bar of the MAU2 cabinet, thus the backshell cannot move.
The backshell also has an alignment pin that engages the keyway in the
module to align the two components.

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ICN-39-A-314000-G-A0126-00001-A-01-1

MODULAR AVIONICS UNIT (MAU 1) (SHEET 2 OF 5)

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B
A

ICN-39-A-314000-G-A0126-00002-A-01-1

MODULAR AVIONICS UNIT (MAU 1) (SHEET 3 OF 5)

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CONTROL INPUT/OUTPUT (CIO) MODULE
The CIO module is installed in the MAU cabinet. It is installed adjacent to the
CSIO module. Two jackscrews attach the CIO module to the MAU cabinet.
The CIO module has a backshell, which is attached to the module with two
captive screws. On top of the backshell there is a hook that engages the
cam bar of the MAU cabinet, thus the backshell cannot move.
The backshell also has an alignment pin that engages the keyway in the
module to align the two components.

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ICN-39-A-314000-G-A0126-01400-A-02-1

MODULAR AVIONICS UNIT (MAU) (SHEET 4 OF 5)

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POWER SUPPLY (PS) MODULE
The PS module is installed in the MAU cabinet. Two jackscrews hold the PS
in its slot.
The PS module has a backshell, which is attached to the module with the
two captive screws. On top of the backshell there is a hook that engages the
cam bar of the MAU cabinet, thus the backshell cannot move.
The backshell also has an alignment pin that engages the keyway in the
module to align the two components.
A handle is installed on the module front to make its installation and removal
easier.

CUSTOM INPUT/OUTPUT (CSIO) MODULE

The CSIO module is installed in the MAU cabinet. It is installed adjacent to
PS module.
Four jackscrews attach the CSIO module to the MAU cabinet.
The CSIO module has two backshell, which are attached to the module with
four captive screws.
On top of the backshell there is a hook that engages the cam bar of the MAU
cabinet, thus the backshell cannot move.
Each backshell also has an alignment pin that engages the keyway in the
module to align the two components.

FAN ASSEMBLY
The fan-assembly is installed in the rear side of the MAU cabinet. Eighteen
screws attach the fan-assembly to the housing assembly. Two electrical
connectors connects the fan-assembly to the MAU cabinet. The PS module
energizes the fan assembly.

DATA BASE MODULE

The data base module is installed in the MAU2 cabinet. It is installed on the
right side of the cabinet, adjacent to the CIO2 module. Two jackscrews
attach the data base module to the MAU2 cabinet.

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ICN-39-A-314000-G-A0126-01401-A-02-1

MODULAR AVIONICS UNIT (MAU) (SHEET 5 OF 5)

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ICN-39-A-314000-G-A0126-01408-A-01-1
FAN ASSEMBLY

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OPERATION and receives on one onside-primary and one onside-backup ASCB-D bus
and receives only on the cross-side-primary ASCB-D bus. The NIC/PROC
The Modular Avionics Unit system (MAU) transmits and receives data modules in the MAU connect to a configuration module to receive
through the ASCB-D bus and the LAN bus. The Custom I/O (CSIO), Control configuration data.
I/O (CIO) and the other modules send the data from the sensors and the Each module uses the BIC to connect to the backplane bus in the MAU.
systems to the processor modules. The processor modules give at output The NIC/PROC module includes a LAN. The LAN connects to the CMC for
the data to control and monitor the helicopter. system maintenance and to the RMT for software and database updates.
The most important module in the MAU is the NIC/PROC (Network Interface The LAN gives the access to tests tools. The MAU has the input/output (I/O),
Controller and Processor) module which: processing, and data base storage modules. These modules are linked to
• Handles, processes and distributes all the data via the ASCB D the Avionics Standard Communication Bus (ASCB) of the Network Interface
• Provides the Monitoring Warning Function Controller with the Processor (NIC/PROC) module and Power Supply
Module (PSM).
• Houses the Flight Management System (FMS) software Each module has a standard interface (the Backplane Interface Controller
Failure of the NIC/PROC module causes the total failure of the MAU that is (BIC)) to supply data to the MAU.
annunciated by the 1(2) MAU amber annunciator in the bottom left corner of The MAU sends and receives data through the ASCB-D and the Local Area
both PFDs. Network (LAN).
Interface with aircraft systems, controllers and sensors is provided by two
modules in each MAU:
• CIO (Control Input/Output) module
• CSIO (Custom Input/Output) module
Only the CIO module in MAU 2 provides Aural Warning Generator function
(see chapter 31-50).
Each MAU also contains two AIOP (Actuator Input/Output with Processor)
modules: they provide AFCS functions (see chapter 22 00).
The GPS module and the DATABASE module are only provided in MAU 2
(see chapter 34 00).
The CMC (Central Maintenance Computer) module and the optional
CONTROL VIDEO I/O module are only provided in MAU 1.
The MAU system is a hardware cabinet that contains the line replaceable
modules (LRM). The LRMs connect to the avionics-standard
communications bus, version D (ASCB-D). The ASCB-D network
interchanges data between the primary-system computers. All modules are
connected to the high-speed parallel backplane bus in the MAU. Only the PS
modules are not connect to backplane bus. The GPS module only receives
power and serial data from the backplane bus. To transmit data between the
ASCB-D and the internal modules, the MAU channel uses a NIC/PROC
module. The NIC/PROC supplies a high-integrity, high availability procedure
for connection of the MAU and the displays to the ASCB-D. Each NIC/PROC
connects to three of the four ASCB-D busses. Each NIC/PROC transmits

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VBPCI (Backplane Bus)

ICN-39-A-314000-G-A0126-01410-A-03-1

MODULAR AVIONIC UNIT SYSTEM

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POWER SUPPLY (PS) MODULE • The AC analog inputs
The PS module energizes the MAU with 28 V DC power. Two 28 V DC • The Linear Variable Displacement Transformer (LVDT) inputs.
inputs are available for each MAU, by aircraft power bus bars.

CIO MODULE
CUSTOM INPUT/OUTPUT (CSIO) MODULE
The CIO module is an interface for the external I/O data on the ASCB-D.
The CSIO module uses I/O conversion routines to change external I/O data The CIO module is an interface for the system display controllers, cursor
to and from the ASCB-D network. The CSIO module uses two MAU slots. control devices (CCD) and the multifunction control display units (MCDU).
The module is only connected to one of the backplanes in the two slots. The The CIO2 module also has an aural warning circuitry that cause warning to
main circuit card in the CSIO is a generic I/O card that supplies ARINC 429, be heard in the cockpit.
discrete, and analog I/O interfaces. The module also supplies the interfaces that follow:
• The generic I/O card has the inputs that follows: • The RS-422 receivers
• The ground/open discrete input • The RS-422 transmitters
• The single-ended DC analog input • The RS-232 receiver
• The differential DC analog input • The RS-232 transmitter
• The thermistor/resistive thermal device input • The ARINC 429 receivers
• The potentiometer Input. • The analog audio generator with two buffered outputs (for aural
The generic I/O card also has the interfaces that follow: warning)
• The multiple discrete Inputs (ground/open and/or 28 V DC/open) • The ground/open discrete input
• The multiple ARINC 429 receivers (high or low speed) • The 28 V DC/open discrete input (for aural warning)
• The multiple ground/open, 200 mA discrete inputs. • The versatile discrete inputs (any combination of ground/open or 28 V
The second circuit card in the CSIO module has more inputs and custom DC/open)
interfaces than those available on the generic I/O card. The second circuit • The ground/open discrete outputs (500 mA each)
card is connected to the generic I/O card through a mezzanine connector.
The processor on the generic I/O card controls the hardware on the custom
• The 28 V DC/open discrete output (used for guidance controller)
I/O card. • The +5 V DC/ground power output (used for guidance controller).
• The custom I/O card has the circuits that follow:
• The thermocouple inputs AIR MANAGEMENT MODULE
• The RS-422 receivers The air management module is a card without data on it that has a front
• The low-level DC inputs plate and is attached to the MAU with jackscrews. This module is installed in
each empty slot of the MAU to help control the airflow to the modules.
• The tachometer inputs
• The discrete inputs

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DATA BASE MODULE The primary function of the NIC/PROC is to let the MAU modules access the
ASCB-D and the LAN.
The database module is installed in the MAU2 cabinet. It has a central area The NIC/PROC also:
that stores the data. It also stores a backup copy of the MAU flight software
and of the maintenance database. The backup copies let the software be • Synchronizes the ASCB-D network
installed when an LRM is replaced. The database module uses a solid-state • Broadcasts System Configuration
non-volatile memory and also navigation database (to confirm). Supplies date/time to the System
•
• Does a check of channel configuration
NETWORK INTERFACE CONTROLLER WITH PROCESSOR Monitors the power module when power is applied
•
(NIC/PROC)
• Monitors MAU fan operation.
The NIC/PROC transmits and receives data from the ASCB-D and the LAN,
The processor of the NIC/PROC module uses a digital engine operating
and makes them available to the other modules in the MAU. The data are
system (DEOS). The NIC/PROC supplies partitioned space and time
made available through a special Peripheral Component Interconnect (PCI)
resources for multiple functions as those of:
backplane that has this name: Virtual back Plane Peripheral Component
Interconnect (VbPCI) bus. The VbPCI is a 32-bit wide, passive, parallel • The flight management system
backplane bus. The system uses this bus to connect the NIC to all the • The monitor warning system.
modules in the MAU on the ASCB-D. All module data in these units (I/O
included) are available to all other modules or to the ASCB-D in the
integrated avionics system. ACTUATOR INPUT/OUTPUT PROCESSOR (AIOP)
A standard hardware interface the name of which is Backplane Interface MODULES
Controller (BIC) supplies the connection to the MAU VbPCI. The BIC is
installed on the MAU modules. The BIC stores the ASCB-D and LAN data it The AIOP module do the functions of the Automatic-Flight Control-System
receives from the NIC, and sends them to the modules in sequence. But the (AFCS) and have interfaces with:
transmission occurs only when the modules are prepared to receive the • The six linear actuators
data. The hardware mechanism that stores, transmits and receives the data
in sequence is the BIC frame buffer. The BIC frame buffer has dual ports
• The trim actuators
and uses Random Access Memory (RAM). The NIC and the MAU can read • The position sensors
and write to the BIC frame buffer. Each AIOP module has an interface with three of the six linear actuators.
To decode and encode the data to and from the BIC, the MAU modules use The interfaces are one for the pitch axis, one for the roll axis and one for the
a software function of the module processing circuit. This is a standard yaw axis. The AIOP module also has an interface with four rotary actuators.
function the name of which is Periodic Device Driver (PDD). The PDD is a The four rotary actuators include pitch, roll, and yaw trim actuators and a
high-integrity, table-driven routine. It applies ASCB-D data to software collective parallel actuator. The pulse with modulation PWM controls the
functions available on the modules that are synchronized with the ASCB-D rotary actuator.
network. The AIOP module is a two-slot module with one connection to the
The NIC/PROC modules supply the interface between the internal MAU backplane. The module has an I/O card and a processor card. The I/O card
backplane, the ASCB-D, and the LAN. contains no software and the processor card communicates directly with the
The NIC/PROC controls all the data interchanged between the modules and I/O card through the Peripheral Component Interconnect (PCI) local bus.
the ASCB-D/LAN. The NIC/ PROC module uses two slots in the MAU The primary use for the I/O is for control of actuators, excitation/
cabinet. The NIC/PROC module does the functions of a processor module.

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demodulation of position sensors, and control of functional enable-and- satellite signals with the input transmit power (RF port) of -121.0 (minimum)
disable control lines. and -86.0 dBm (maximum).
The I/O parts of the AIOP modules contain the circuits that follow:
• ARINC 429 receivers
FAN ASSEMBLY
• Discrete I/Os
The MAU has the fan assembly. It blows cool air on the modules to
• AC sensor excitation circuitry for LVDT and resolver type sensors decrease their temperature. The two cooling fans receive power from the PS
• Analog input processing circuits, and AC demodulation circuits module.

• Control Area Network (CAN) bus to interface with the linear actuators
• PWM circuits for trim actuator functions.

CENTRAL MAINTENANCE COMPUTER MODULE (CMC)

The CMC module receives the fault data from part systems and transmits
commands to them. The fault data are stored in a fault-history database on
the CMC module. The CMC has different maintenance modes that the user
sets through the Remote Maintenance Terminal (RMT).
The CMC functions are as follow:
• To transmit data to the central display system (CDS) and to the RMT
• To transmit data to the central display system (CDS)
• To do the built-in test (BIT)
• To download the fault-data memory of the member systems
• To give the serial numbers and part numbers of the member systems
• To monitor the continuous BIT
• To monitor the parameters for the rigging tests.
The data loading function loads the program software and data into storage
devices or downloads the fault-history data. The RMT is connected to the
LAN when necessary.

GLOBAL POSITIONING SYSTEM (GPS)

The GPS module is installed in the MAU2 cabinet. The GPS module is a
stand-alone satellite navigation sensor. The GPS module received GPS

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ICN-39-A-314000-G-A0126-00004-A-01-1

MAU#1 FAILURE - MFD SYSTEM PAGE AND PFD INDICATIONS

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ICN-39-A-314000-G-A0126-00003-A-01-1

MAU#2 FAILURE - MFD PWR PLANT PAGE AND PFD INDICATIONS

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CAPTIONS The failure messages, relevant to the Central Computer system, shown in
the CAS messages window are as following:
A temperature switch triggers the 1(2) MAU OVHT caution message in the
CAS if the MAU temperature exceeds a set value following dual fan failure in
an MAU.
Failure of the NIC/PROC module causes the total failure of the MAU that is
annunciated by the 1(2) MAU amber annunciator in the bottom left corner of
both PFDs.

CAS CAUTION MESSAGES

CAS CAPTION FAILURE DESCRIPTION PROCEDURE NAME AW139-RFM-4D

Associated MAU overheat MODULAR AVIONICS Section 3

1(2) MAU OVHT
UNIT OVERHEAT / FAIL EMERGENCY AND MALFUNCTION
PROCEDURES
Hardware or software configuration problem SYSTEM CONFIGURA-
SYS CONFIG FAIL
(displayed on ground only) TION FAILURE

Hardware or software changed, configuration val- VALIDATE CONFIGURA-

VALIDATE CONFIG
idation operation required TION
(displayed on ground only)

PFD CAUTION MESSAGES

PFD CAPTION FAILURE DESCRIPTION PROCEDURE NAME AW139-RFM-4D

Associated MAU failure MODULAR AVIONICS UNIT OVER- Section 3

1(2) MAU
HEAT / FAIL EMERGENCY AND MALFUNCTION PROCE-
DURES

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MAU is ESD
ICN-39-A-314000-G-A0126-00005-A-01-1
SAFETY PRECAUTIONS

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SECTION 50
CENTRAL WARNING SYSTEM

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DESCRIPTION When a new caution message (amber) is active, it is displayed as a black
text on amber background until it is acknowledged.
The Central Warning System (CWS) supplies system alerts to the flight crew When acknowledged, via the master caution light pushbutton, it is displayed
when unsatisfactory aircraft conditions occur. System alerts include Crew as amber text on black background.
Alerting System (CAS) messages, visual indications, and aural warning When a new advisory message (green) is active, it is displayed as a black
messages. The system alerts are done by the Monitor Warning Function text on green background for the first 5 seconds. After this time, this
(MWF) installed in the both Modular Avionics Units (MAU). message is automatically acknowledged and it is displayed steady-on green
The Central Warning System has the components that follow: text on black background.
• Network Interface Controller with Processor (NIC/ PROC) Modules Status messages are displayed steady-on white text on black background.
supply the processing for the MWF. The NIC/PROC function supplies Any unused message lines show blank spaces.
the interface between the Avionics Standard Communication Bus, All messages show in the chronological sequence for each category of
version-D (ASCB-D) and the MAU backplane. message. The newest message shows at the top, and the oldest message
• Control Input/Output #2 (CIO 2) Module supplies the aural warnings shows at the bottom of the display. The end of the message stack is
output for the Audio Panels that are generated by the Aural Warning indicated by a white message "END" being displayed.
Generator (AWG). The purpose is to indicate the existence of non-displayed caution or advisory
• Custom Input/Output (CSIO) Modules sense the discrete input warning/ or status messages.
caution malfunction that are processed by the MWF.
CREW ALERTING SYSTEM (CAS)
MONITOR WARNING FUNCTION (MWF) The CAS transmits warning, caution, advisory and status data that come in
The MWF is a software function in the NIC/PROC module. The MWF view on the Multi Function Display (MFD).
monitors the helicopter systems continuously to send the pilot and copilot Thus the CAS lets the flight crew know about the conditions of the helicopter
messages through the CAS messages on the Display Units. systems. If there is a warning or caution condition, the CAS causes the
The MWF messages along with the CAS function supplies message logic master warning indicator on the master caution indicator to flash.
and timing and lists the messages on the CAS display. The priority is All CAS Warning and some CAS Caution messages are accompained by
identified by color codes. Each message is shown with the colors that follow: aural messages or tones.
They are generated by the AWG function which sends them to the Audio
• Priority 1 – Warning Message (Red) Panels.
• Priority 2 – Caution Message (Amber)
• Priority 3 – Advisory Message (Green) CAS MESSAGE SCROLL
• Priority 4 – Maintenance Status Message (White) The warning messages can not be scrolled out of view.
The CAS message window has 12 lines with 18 characters for each line. The CAS messages of lower criticality (caution, advisory and status) for
The warning messages (red) show at the top of the list. When a new warning which display space is not available can be scrolled if all displayed warning
message is active, it is displayed as a white text on red background (inverse and caution message have been acknowledged.
video technique), until it is acknowledged. When acknowledged, via the The pilot and copilot can use the relative Cursor Control Device (CCD) to
master warning light pushbutton, it is displayed as red text on black scroll up (CW) or down (CCW) the caution, advisory, and maintenance
background. status messages out of view.

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An out of view message display (at the bottom of the message list) shows
how many messages are scrolled out of view.
All messages to be scrolled off must be acknowledged. When a new CAS
message becomes active and CAS messages are scrolled off the display,
the new message is placed at the top of its respective color stack and the
entire CAS message list from that point down in priority is brought back into
view automatically.
Thus, if all active messages are scrolled off the display and a new caution
massage becomes active, the new caution message is placed at the top of
all the active caution messages, and all active caution and advisory
messages are brought into view, within the limits of the CAS display.
If the new message is an advisory message, it would be placed at the top of
all active advisory messages and only all active advisory messages are
brought into view within the limits of the CAS display.

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ICN-39-A-310000-G-A0126-01980-A-01-1
CENTRAL WARNING SYSTEM

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CAS MESSAGES - PRIORITY AND FORMAT

Priority 1 = WARNING Messages INITIAL DISPLAY AFTER ACKNOWLEDGEMENT

WARNING WARNING

NOTE NOTE
Warning messages are always in view (not All Warning messages trigger an aural warning
scrollable)

Priority 2 = CAUTION Messages INITIAL DISPLAY AFTER ACKNOWLEDGEMENT

CAUTION CAUTION

Priority 3 = ADVISORY Messages INITIAL DISPLAY AFTER FIVE SECONDS

ADVISORY ADVISORY

Priority 4 = STATUS Messages

STATUS NOTE
MAINTENANCE status is shown only on ground with
both engines OFF.

END

MASTER WARNING/CAUTION LIGHTS One set of master warning/caution lights are installed on the side of the pilot,
and the other is installed on the side of the copilot. When a warning or
When warning or caution alerts occur, the CAS function causes the master caution alert occurs, the applicable light comes on to supply a visual
warning/caution lights to flash. indication to the pilot and copilot.
There are two master warning lights and two caution lights. The master warning/caution lights flash until the pilot or copilot presses the
light itself.

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On the pilots collective sticks there is a CAS RST pushbutton that, when
pressed, resets the warning or caution flashing lights.
The MWL and MCL are dimmable.
• The Master when pressed, the pilot or copilot acknowledges
Warning Lights:... the warning. The lights stop flashing and the
aural message is removed.
• The Master when pressed, the pilot or copilot
Caution Lights: ...... acknowledges the caution and the lights stop
flashing.

AURAL WARNING GENERATOR

The Aural Warning Generator (AWG) function supplies sounds (tones) and
aural messages (voice) to alert the pilot and copilot about possible
dangerous operations or flight conditions.
The aural warning generator hardware is inside the CIO 2 module in the
MAU2. The necessary tones are digitized and kept in programmable
memory in the system.
When a warning occurs, the MWF informs the AWG on the applicable tone
and aural voice message to be generated. These ones are then routed to
the pilots audio panel.

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ICN-39-A-310000-G-A0126-01983-A-01-1
CAS WINDOW

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CENTRAL WARNING SYSTEM - CONTROLS AND 6 SET knob
INDICATORS • CW ............. rotated clock wise (CW) scrolls up the caution,
advisory and status messages out of view
1 CAS RST pushbutton
• PRESSED ..... when pressed the pilot (or copilot) • CCW ........... rotated counter clock wise (CCW) scrolls down
the caution, advisory and status messages out
acknowledges the warning/caution. The
of view
MWL and/or MCL extinguish and the aural
message stops (if continuous)
2 MASTER WARNING LIGHTS
• PRESSED ...... when pressed the pilot (or copilot)
acknowledges the warning; the lights stop
flashing and the aural message removed (if
applicable)
3 MASTER CAUTION LIGHT
• PRESSED .......... when pressed the pilot (or copilot)
acknowledges the caution; the lights stop
flashing
4 AWG or LOW HT AWG switch on MISC panel
• NORM .................. the tone and the 150 FEET aural
message is normally heard when the
aircraft is descending below 150 feet
AGL
• REGRADE or the tone and the 150 FEET aural
INHIBIT ................. message is suppressed
5 AWG switch on TEST panel
• Short test . a single short push activates the AURAL
SYSTEM TEST message for one cycle
• Full test .... pushing and holding the AWG TEST button for 6
seconds activates all the aural messages and
tones in their priority order. Each message is
generated once in TEST. This test can be done
ON THE GROUND ONLY and cannot be
interrupted

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ICN-39-A-310000-G-A0126-01981-A-01-1

CWS - CONTROLS AND INDICATORS

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AURAL MESSAGE AND TONES

PRIORITY AURAL MESSAGE NO OF CYCLES

1 ROTOR LOW - ROTOR LOW Continuous

ROTOR LOW

2 ENGINE 1 (2) OUT - ENGINE 1 (2) OUT 1

1(2) ENGINE OUT

3 ENGINE 1 (2) FIRE - ENGINE 1 (2) FIRE Continuous

1(2) ENGINE FIRE

4 ROTOR HIGH - ROTOR HIGH 1

ROTOR HIGH

5 ENGINE 1 (2) IDLE - ENGINE 1 (2) IDLE Continuous

1(2) ENGINE IDLE

6 WARNING - WARNING 1 Any other warning message

7 AUTOPILOT - AUTOPILOT 1
1(2) AP OFF

1(2) AP FAIL

8 AIRSPEED - AIRSPEED 1 VNE Exceeded

9 Flight Director Mode Change Chime 1 Change of FD mode status

10 Flight Director Reference Change Chime 1 FD reference change for ALT or RHT modes

11 ALTITUDE - ALTITUDE 1 Departure from selected altitude

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AURAL MESSAGE AND TONES

PRIORITY AURAL MESSAGE NO OF CYCLES

12 LANDING GEAR 1
LANDING GEAR

13 ONE - FIFTY FEET 1 Descending below 150 ft AGL

NOTE
Additional aural messages are provided in case of optional
installations such as TCAS or EGPWS

CAS CAUTION MESSAGES

CAS CAPTION FAILURE DESCRIPTION PROCEDURE NAME AW139-RFM-4D

Aural warning system failure. AURAL WARNING SYSTEM FAIL- Section 3

AWG FAIL Loss of aural warning URE EMERGENCY AND MALFUNCTION PROCE-
DURES

ADDITIONAL AWG MESSAGES MIN

The PFD message wìll still be presented, even after AWG system
CHECK HEIGHT
failure and consequent loss of aural warnings.
An Aural message "CHECK HEIGHT - CHECK HEIGHT" associated with a
MIN NOTE
message in the attitude area of the PFD is generated when the Radio If the FD fails (amber FD FAIL on PFD) the DH selected on the RH
Altitude is less than or equal to the DH set on the selected PFD. pilot's PFD is taken as the CHECK HEIGHT reference.

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LOW SPEED ADDITIONAL CONDITIONS FOR AWG MESSAGES
An Aural message "LOW SPEED - LOW SPEED" is generated when the FD ALTITUDE - ALTITUDE
mode has automatically disengaged (announced by a chime) due to the IAS
dropping below 55 KIAS. The "ALTITUDE - ALTITUDE" is triggered by any of the following conditions:
• Departure from the selected altitude (barometrie or radio) as triggered
by the Altitude Alerter function (see chapter 22-00) - same as Phase 4
• FD Safety Fly-Up function engaged (see chapter 22-00) - (Phase 5 or
CAT A AURAL MESSAGES later, only)

• TDP........... When the indicated TDP value is achieved an audio

warning "TDP TDP" is generated
• LDP........... When the indicated LDP value is achieved an audio
warning "LDP LDP" is generated
• CHECK If the aircraft pitch does not reach 10° nose down
PITCH........ within 3 seconds of the TDP aural warning, a CHECK
PITCH message is displayed on the attitude indicator
and a "CHECK PITCH" aural warning is generated.

Aural Message No. of cycles Cause

"CHECK HEIGHT - CHECK HEIGHT" 1 RHT < DH

"LOW SPEED - LOW SPEED" 1 Minimum FD Mode airspeed exceeded

⇒ FD Mode disengaged

"TDP - TDP" 1 Cat. A - TDP is reached

"LDP - LDP" 1 Cat. A - LDP is reached

"CHECK PITCH - CHECK PITCH" 1 Cat. A - Pitch request not satisfied

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Aural Message No. of cycles Cause

"ALTITUDE - ALTITUDE" 1 Departure from selected altitude or

FD Safety Fly-Up function engaged

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1. “AWG” Switch
• NORM All aural messages are enabled
• REGRADE The “150-FEET” message is disabled

2. “LOW HT AWG” switch

• NORM All aural messages are enabled 3
• INHIBIT The “150-FEET” message is disabled

3. “AWG” pushbutton
• Pressed for t < 6 sec SHORT TEST
• Pressed for t > 6 sec COMPLETE TEST (on the ground only)
ICN-39-A-314000-G-A0126-00006-A-01-1
AWG - CONTROLS

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PFD MESSAGES

MESSAGE FAILURE DESCRIPTION PROCEDURE NAME AW139-RFM-4D

MAU 1 & MAU 2 CAS WARNING message list has dis- CAS WARNING MESSAGE
crepancies (including at least one warning message) LIST DISCREPANCY

on PFD display Section 3

EMERGENCY AND MALFUNC-
MAU 1 & MAU 2 CAS CAUTION message list has dis- CAS CAUTION MESSAGE TION PROCEDURES
crepancies (not including any warning message) LIST DISCREPANCY

on PFD display

MESSAGE MULTIPLEXING AND WRITING CONVENTIONS CAS MISCOMPARE

In the CAS window, whenever multiple instances of a message are possible The CAS miscompare monitor verifies that both CAS Lists from the Monitor
and active at the same time, all instances are shown on a single line. Warning Function of MAU1 and MAU2 are producing the same active
E.g.: all hydraulic pumps failed will not show as three distinctive messages; messages.
they are instead combined in a single line reading “1–2–4 HYD PUMP”, The function calculates a checksum for the entire list of active CAS
where the dash stands for “and”. messages. Additionally, a second checksum is calculated for the warning
In the helicopter manuals (RFM, QRH, Maintenance Manual, Training messages.
Manual, etc.), whenever multiple instances of a message are possible but it A miscompare annunciation 1(2)CASMSCP is displayed in the bottom left
is considered that only one of them is active at a time, the convention of corner of the PFD if the active list checksum fails to compare for 7 seconds
showing alternate option within round parenthesis is used. or if the warning message checksum fails to compare for 3 seconds.
E.g.: “1(2)(4) HYD PUMP” means “No.1 or No.2 or No.4 Hydraulic Pump While the 1(2)CASMSCP annunciation is highlighted by the cursor, the pilot
failed”. can toggle the CAS message lists by pressing the “ENTER” pushbutton on
the CCD. This allows the pilot to ensure that he has read all messages to
resolve the discrepancy.
The number in front of the CASMSCP annunciator shows which CAS List is
currently displayed.

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ICN-39-A-310000-G-A0126-02153-A-02-1

CAS MISCOMPARE

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SECTION 60
CENTRAL DISPLAY SYSTEMS

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GENERAL DESCRIPTION • The Reversion Control Panel (RCP).
The Central Display System (CDS) is part of the Primus Epic® Integrated
Avionics system and shows all the aircraft data to the pilots via four Display
Units (DUs).
PRIMARY COMPONENTS
The most important data provided by the CDS are: The central display system shows the primary flight data and navigation data
• attitude and heading (HDG) from the Attitude and Heading Reference to the flight crew. The primary components of the central display system are:
System (AHRS) • The Number 1 primary flight display (A31)
• airspeed, vertical speed, and altitude data from the Air Data System • The Number 1 primary flight display mounting-tray
(ADS)
• The Number 2 primary flight display (A30)
• navigation data (such as deviations, bearing, distance, etc.) from the
navigational radios and from the Flight Management System (FMS) • The Number 2 primary flight display mounting-tray
• guidance data from the Automatic Flight Control System (AFCS) • The Number 1 cursor control device (PL7)
• active COM and NAV radio frequencies and ATC Transponder code • The Number 2 cursor control device (PL23)
• engine and aircraft system parameters (such as NG, NF, NR, torque, • The Number 1 remote instrument controller (A35)
temperatures, pressures, etc.)
• The Number 2 remote instrument controller (A34)
• engine and aircraft system failure and status indications
• The Number 1 display controller (A33)
• digital map data from the FMS and from Digital Map Generator (if
installed) • The Number 2 display controller (A32)
• weather and ground-map data from the weather radar (WXR) system • The Number 1 multifunction display (A95)
(if installed) The Number 1 multifunction display mounting-tray
•
• terrain data from the Enhanced Ground Proximity Warning System
(EGPWS) (if installed) • The Number 2 multifunction display (A42)

• traffic data from the Traffic Alert and Collision Avoidance System • The Number 2 multifunction display mounting-tray
(TCAS)(if installed) • The display dimmer panel (PL22)
• video images from FLIR and/or cameras (if installed)
• The display-reversion control panel (PL21).
The DUs are controlled by the following equipment:
• The DU dimmer panel
• The Cursor Control Devices (CCDs)
• The Remote Instrument Controllers (RICs)
• The Display Controllers (DCs)
• The Multifunction Control Display Units (MCDUs)

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ICN-39-A-310000-G-A0126-00001-A-03-1
CENTRAL DISPLAY SYSTEM - DIAGRAM

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DISPLAY UNIT (DU)
The DU is a Line Replaceable Unit (LRU) provided with an 8”×5” color flat-
panel Active Matrix Liquid-Crystal Display (AMLCD).
Each DU is connected directly to the ASCB-D and the Local Area Network
(LAN). Each DU receives digital data from the Avionics-Standard
Communication-Bus version-D (ASCB-D), generates the graphic information
and displays them.
Four DU’s are installed on the instrument panel, two in front of the pilot and
two in front of the co-pilot and are numbered DU 1 to DU 4 from left to right.
The outboard DU’s (DU 1 and DU 4) automatically operate as Primary Flight
Displays (PFD).
The inboard DU’s (DU 2 and DU 3) automatically operate as Multi-Function
Displays (MFD).
The DUs are electrically supplied by different bus bars:
• DU 1 (PFD1) from MAIN 1 bus via the DISPLAY – PFD CPLT circuit
breaker
• DU 2 (MFD1) from MAIN 2 bus via the DISPLAY – MFD CPLT circuit
breaker
• DU 3 (MFD2) from ESS 1 bus via the DISPLAY – MFD PLT circuit
breaker
• DU 4 (PFD2) from ESS 2 bus via the DISPLAY – PFD PLT circuit
breaker

NOTE
Copilot’s DUs power inputs are connected to ESS 1 and ESS 2 bus
bars when the aircraft is on the ground or when starting an engine.
Each unit has an internal cooling fan that supplies the necessary
cooling.

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DU1 DU2 DU3 DU4

PFD 15A PFD 15A

CPLT PLT

MFD 15A MFD 15A

CPLT PLT

NOTE:
DU1 and DU2 power inputs
are connected to ESS
BUSES when the aircraft is
on the ground and during
engines start.

ICN-39-A-316000-G-A0126-01961-A-02-1
DISPLAY UNITS - GENERAL LAYOUT

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NUMBER 1 PRIMARY FLIGHT DISPLAY NUMBER 1 MULTIFUNCTION DISPLAY
The Number 1 Primary Flight Display (PFD1) is a Line Replaceable Unit The Number 1 Multi-Function Display (MFD1) is installed in the left side of
(LRU). It is installed in the external left side of the instrument panel. It is a the instrument panel adjacent to the PFD1. It is a flat panel of the LCD type.
flat panel of the LCD type. The PFD1 is installed on a mounting tray and is The MFD1 is installed on a mounting tray and is attached to it with a latch.
attached to it with a latch. The PFD1 has a handle that operates the latch. A The MFD1 has a handle that operates the latch. A latch release button is
latch release button is installed in the handle for easy removal of the PFD1 installed in the handle for easy removal of the MFD1 from its mounting tray.
from its mounting tray. Three electrical connectors (A31P1, A31P3 and Three electrical connectors A95P1, A95P3 and A95P4 in the rear of the
A31P4) in the rear of the PFD1 connect the PFD1 to other system. MFD1 connect the MFD1 to other system.

NUMBER 1 PRIMARY FLIGHT DISPLAY MOUNTING TRAY NUMBER 1 MULTIFUNCTION DISPLAY MOUNTING TRAY
The PFD1 mounting-tray is installed behind the instrument panel. Three The MFD1 mounting tray is installed behind the instrument panel. Three
screws attach it to the instrument panel, and three screws and washers screws attach it to the instrument panel, and three screws and three
attach it's rear part to the structure. washers attach its rear part to the structure. The mounting tray holds the
The mounting try holds the PFD1 attached to the instrument panel. On the MFD1 attached to the instrument panel.
connector interface, three electrical connectors let the connection of the A connector interface is installed in the rear of the MFD1 tray. On the
three PFD1 electrical connectors A31P1, A31P3 and A31P4. connector interface, three electrical connectors let the connection of the
three MDF1 electrical connectors A95P1, A95P3 and A95P4.

NUMBER 2 PRIMARY FLIGHT DISPLAY

NUMBER 2 MULTIFUNCTION DISPLAY
The Number 2 Primary Flight Display (PFD2) is a Line Replaceable Unit
(LRU). It is installed in the external right side of the instrument panel. It is a The Number 2 Multi-Function Display (MFD2) is installed in the right side of
flat panel of the LCD type. The PFD2 is installed on a mounting tray and is the instrument panel adjacent to the PFD2. It is a flat panel of the LCD type.
attached to it with a latch. The PFD2 has a handle that operates the latch. A The MFD2 is installed on a mounting tray and is attached to it with a latch.
latch release button is installed in the handle for easy removal of the PFD2 The MFD2 has a handle that operates the latch. A latch release button is
from its mounting tray. Three electrical connectors A30P1, A30P3 and installed in the handle for easy removal of the MFD1 from its mounting tray.
A30P4 in the rear of the PFD2 connect the PFD2 to other systems. Three electrical connectors A42P1, A42P3 and A42P4 in the rear of the
MFD2 connect the MFD2 toother system.

NUMBER 2 PRIMARY FLIGHT DISPLAY MOUNTING TRAY

NUMBER 2 MULTIFUNCTION DISPLAY MOUNTING TRAY
The PFD2 mounting tray is installed behind the instrument panel. Three
screws attach it to the instrument panel, and three washers and three The MFD2 mounting-tray is installed behind the instrument panel. Three
screws attach its rear part of the structure. The PFD2 mounting tray holds screws attach it to the instrument panel, and three screws and three
the PFD2 attached to the instrument panel. washers attach its rear part to the structure.
On the connector interface is installed in the rear of the PFD2 tray. On the The mounting tray holds the MFD2 attached to the instrument panel.
connector interface, three electrical connectors let the connection of the A connector interface is installed in the rear of the MFD2 tray. On the
three PFD2 electrical connectors A30P1, A30P3 and A30P4. connector interface, three electrical connectors let the connection of the
three MDF2 electrical connectors A42P1, A42P3 and A42P4.

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Latch release
button
ICN-39-A-316000-G-A0126-00001-A-02-1

DU AND MOUNTING TRAY INSTALLATION

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PRIMARY FLIGHT DISPLAY (PFD) • The Attitude Source Indication
The PFD is connected directly to the ASCB-D and the Local Area Network • The Excessive Attitude Declutter
(LAN). The PFD receives digital data from the Avionics-Standard
• The Attitude Miscompare Indication.
Communication-Bus version-D (ASCB-D), generates the graphic information
and displays them. The artificial horizon has a line on it that simulates the horizon. The blue
The PFD has a single format and its main function is to provide the following: area above the horizon line simulates the sky, and the brown area below the
horizon line simulates the ground. The horizon line always agrees with the
• ADI (Attitude Director Indicator) display earth’s horizon, while the pitch and roll movements of the helicopter show
• HSI (Horizontal Situation Indicator) display around it.
The attitude-reference helicopter-symbol is at the centre of the artificial
• Airspeed Indicator horizon and does not move. The pitch tape shows the pitch attitude of the
• Vertical Speed Indicator helicopter.
• Barometric Altimeter The attitude roll pointer and scale show the aircraft roll attitude. The scale
has thick marks at ±10, ±20, ±30, ±60 degrees and a triangle at 0 and ± 45
• Power Index Indicator (PI) degrees. The bottom half of the roll pointer is a slip/skid (lateral acceleration)
• Triple Tachometer (NR, NF) indicator. The skid pointer changes colour to amber when the lateral
acceleration is more than 0.1 g.
• Navigational data (Source, Ident, Course, Distance, etc) The attitude indications source (AHRS1 or AHRS2) shows amber at the 11
• Radio Altimeter (RADALT) o'clock position on both ADI en single AHRS source is selected for both
pilots via Reversion Control Panel.
• OAT and Wind Vector Indicators When too much attitude occurs, the display does not show the less
• COMM / NAV / XPDR Frequencies and Code important items. Too much attitude occurs with the conditions that follow:
• WX / TERR images (optional) • The bank angle is more than ±65 degrees
• The pitch angle is more than 30 degrees up

PFD ATTITUDE INDICATIONS • The pitch angle is more than 20 degrees down.
• The display does not show the items that follow:
The ADI is an artificial horizon, pitch tape, flight-path vector, roll pointer/scale
and aircraft symbol. The ADI extends from the airspeed tape to the altitude • The Flight Director (FD) mode indications and command bars
tape with a cut sphere outline. The PFD has the attitude indications that The marker beacons
follow:
•
• The vertical deviation scale, printer, and indication
• The Artificial Horizon
The helicopter Symbol • The speed bugs and readout
•
The Pitch Tape • The groundspeed
•
The Excessive Pitch Indications • The FD fail flag, lateral/vertical deviation flags, speed/altitude target
•
flags, and radio altitude flags
• The Roll Scale/Roll Pointer
• All the comparators and indicators, Attitude, Airspeed, and Altitude stay
• The Slip/Skid Display in view.

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The Monitor Warning System (MWS) compares the attitude data from the The radio altitude tape is in the lower right corner of the PFD. It shows
two AHRS. altitudes less then 1000 feet. Only the a digital-readout between 1000 and
When an attitude miscompare is sensed, the attitude display shows the 2500 ft.
relevant indication in its top right area. The indication flashes for the first 5 The resolution of the digital readout is 1 foot from -20 to +250 feet and 10
seconds, then its color changes to amber on a black background. feet from +250 to +2500 feet. The PFD does the automatic source selection
The indication goes off when the attitude miscompare is no more sensed. for the radio altitude data.
PITCH comes in view when the pitch attitudes of the two AHRS are different. When the EDS software senses a radio altitude miscompare, a RAD
ROLL comes in view when the roll attitudes of the two AHRS are different. indication comes in view in the amber reverse video on top of the radio
ATT comes in view if the pitch and the roll attitudes of the two AHRS are altitude scale.
different. The red RAD indication comes in view when the radio altitude system has a
failure.
The DH digital readout comes in view below and on the right side of the
PFD AUTOPILOT AND FLIGHT DIRECTOR INDICATIONS attitude display. The data range is the same as the radio altitude range
The PFD supplies the Autopilot (AP) and Flight Director (FD) items that (<2500 feet). The first turn of the control-knob sets the display to 200 feet.
follow: The DH display is not into view when the decision height data is less than
the 20 feet. It is also not in view when the radio altitude is equal to DH +100
• The FD command bars feet climb.
• The FD mode indication During the descent, when radio altitude is equal to DH +100 feet, an empty
The coupled FD indication box comes in view on the top right part of the attitude display.
•
The indications related to the inner, middle, and outer marker beacons are
• The vertical deviation display also available on the attitude display.
• The Glideslope (GS) display The marker beacon indication is a letter. The I is for the inner marker, M for
the middle marker and O for the outer marker. The NAV (Very High
• The GS miscompare indication Frequency Omnidirectional Radio Range Localizer [VOR/LOC]) receiver sets
• The collective cue display the marker beacon data. The marker-beacon visual indication is on the lower
left corner of the attitude display.
• The radio altitude tape
• The radio-altitude source selection
ALTITUDE INDICATIONS
• The Decision Height (DH)
The PFD supplies the indications that follow:
• The marker beacons.
• The altitude display (includes the altitude tape and altitude digital
The FD bars come in view in the middle of the attitude display when the FD readout)
is engaged. One bar is vertical and the other bar is horizontal.
The FD mode indication comes into view near the attitude display. The • The altitude trend vector
change from armed to captured condition causes the captured indication • The altitude barometric-correction indication
mode to flash for 5 seconds.
The related indication comes in view above the attitude sphere.
• The low altitude indication
The vertical deviation scale comes in view on the right side of the attitude • The metric altitude
display when localizer (LOC) or the flight management system (FMS) is the
• The altitude preselect display (includes altitude preselect bug)
primary NAV source.

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• The low altitude awareness The ADS indications come in view on top of the attitude display and at the
right of the roll-zero index marker. When the two pilots use the same ADS,
• The FMS Vertical Navigation (VNAV) Altitude Target and Bug ADS1 or ADS2 amber indications come into view on the two PFDs.
• The Air Data System (ADS) Source Indication When an altitude miscompare is sensed, an amber reverse-video ALT-
indication comes in view on the top half of the altitude tape. This indication is
• The Altitude Miscompare Indication. above all scale marks. The indication changes to the amber reverse video
Read the aircraft altitude on a tape and a scale on the right side of the for the first 5 seconds. The indication goes out of the view when the altitude
attitude display. The tape shows the data in intervals in the range of ±550 ft, miscompare condition is not not longer available.
with the highest values at the top of the tape. It also has a digital readout at When the EDS software senses a BAROALTITUDE miscompare, the ALT
its center, which shows the altitude from -2000 to +60000 ft. The NEG indication changes to the cyan reverse video for the first 5 seconds. If
legend is in view above the digital readout if the altitude is negative. applicable altitude data are not available from the ADS function, this causes
The altitude "trend" vector, on the left side of the altitude tape, gives a visual the removal of the ALT indication from the display.
indication of the helicopter possible altitude after the subsequent 6 seconds. With the GS mode engaged, the altitude indication is not shown.
The barometric correction indication comes in view below the altitude tape.
This indication can show inches of mercury (inHg) or hecto pascals (hPa). A
label (IN or HPA) tells you which unit of measure the system uses. The AIRSPEED AND VERTICAL SPEED INDICATORS (VSI)
indication resolution is 0.01 inHg or 1.0 hPa.
The VSI indications are:
The altitude (given in meters) comes in view above the applicable value in
the altitude window with a M on the right of the digital readout. The • The airspeed tape
resolution is 1 meter. • The airspeed rolling drum display
The digital readout of the altitude and the altitude bug come in view above
• The overspeed/autorotation speed warning indication
the altitude tape. Its range is from of -2000 to +51000 feet.
The usual colour of the digital readout and bug is the cyan. • The airspeed trend vector
When the bug is off the scale, it becomes an arrow which points to the
• The airspeed reference bug and readout
direction in which the off scale condition occurs. The shape of an arrow is
the off scale indication for the bug. • The VNE (Never-exceed velocity)
The radio altitude gives the low altitude display on the altitude tape. When The airspeed miscompare indication
•
the radio altitude is less than 550 feet, the lower part of the altitude tape
starts to show a brown colour. The low altitude indication is shown linearly • The vertical speed dial display
between 550 and 0 feet. The lower part of the altitude tape becomes fully • The vertical speed target bug and readout.
brown when the radio altitude is 0 feet.
The airspeed tape comes in view on the left of the attitude display. The
The altitude-target digital readout comes in view when:
airspeed tape window shows the airspeed in ±40 knots.
• The VNAV Altitude Alert is enable The airspeed tape has the higher speeds on top and the lower ones at the
• The VNAV Altitude Target is valid. bottom, and thick marks at intervals of 10 knots.
When one of the VNAV modes that follow is engaged: The airspeed digital readout is a window at the centre of the airspeed tape.
The last digit changes in 1 knot increments. The right edge of the digital
• The flight level change display has a notch for the location of the airspeed reference bug.
• The altitude select The airspeed trend vector-display is an indication of acceleration direction.
The altitude hold, or vertical path. This indication comes into view as a thermometer type scale to the right side
• of the airspeed tape.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
The trend vector is not in view when the helicopter acceleration is less than • The FMS lateral deviation
0.1 knots for second.
• The to/from display
The airspeed reference-digital readout comes in view on the airspeed tape
when the FD airspeed hold mode is set. • The VOR NAV source
A red barber pole line gives the indication of the VNE on the airspeed tape in
• The FMS NAV source
All Engines Operative (AEO) condition. The VNE comes into view as a red/
white barber pole line in "One Engine Inoperate" (OEI) condition or • The NAV source indications
helicopter "auto-rotation". The OEI/auto-rotation VNE is the offset from the The LOC Miscompare annunciator.
•
VNE indication at AEO with a parameter that is in memory on the APM. A
thermometer, in a colour that agrees with the VNE line, is on the airspeed The heading scale comes in view on a compass that is below the attitude
tape. The thermometer comes in view when the airspeed is more than VNE display.
less 5 knots. When the Full Compass format is set, the compass shows a 360-degree
card.
In the Arc mode, the heading scale shows 45 degrees to the left and right
HEADING INDICATIONS the applicable heading.
The two AHRSs supply the heading data. The heading source comes in view
The AHRS supplies the data for heading indications. adjacent to the set heading indication on both PFDs when their source is the
The heading display has four formats as set through the control function. same for both pilots or in white on the on-side PFD if DC mode is selected.
The Full Compass shows a 360-degree heading display that moves When the flight director operates in the heading select mode, it supplies
counterclockwise for positive heading angles that increase. The Arc mode signals to align the helicopter to the heading set by the heading bug.
comes in view in the centre and a 90-degree section of the full compass on The heading select bug has the shape of a rectangle open on the lower side
the heading. with a triangle on top. It moves around the external of the compass card. A
The annunciators are: digital readout shows the heading set with the heading bug.
• The heading scale The heading bug goes out of the view in the arc mode. At the point the bug
• The heading source selection and indication goes out of the view, an arrow shows the compass card that identifies the
shortest direction to the bug. When the bug comes into view, the arrow goes
• The heading select display out of the view.
• The heading bug out of view After the supply of data from a Short Range Navigation (SRN) source (VOR/
LOC) the set NAV source comes into view above the digital CRS/DTK
• The heading miscompare annunciator
readout (course set/desired track). The VOR1 or VOR2 indication comes into
• The drift bug display view when the NAV source is tuned to a VOR frequency. When the NAV
source is tuned to a localizer frequency, the LOC1 or LOC2 indication comes
• The course pointer
into view.
• The course select/desired track pointer The VOR1 or LOC1 indication comes in view if the source is the copilot's
The course select/desired track readout system. The VOR2 or LOC2 indication if the source is the pilot's system. If
•
the data are from the FMS, the FMS1 or FMS2 comes into view.
• The lateral deviation display The VOR indication is in view when VOR/LOC is set and the NAV source is
• The localizer deviation scaling not tuned to a localizer frequency. Differently the LOC indication comes in
view when the NAV source is tuned to a localizer frequency.
• The VOR deviation The NAV sources are:

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

• The VOR1 • The FMS

• The VOR2 If a VOR/LOC receiver is set and the equipment (DME) station is available,
the station of the DME identifier comes into view. When the FMS is set as
• The LOC1
the primary NAV source, the identifier of the subsequent FMS waypoint
• The LOC2 comes into view.
The DME distance comes into view when the VOR/LOC receiver is in
• The FMS1
operation and the primary NAV source and a DME station is available. The
• The FMS2. DME H comes view above the DME distance readout when the DME is
When a localizer miscompare is sensed, a LOC annunciator comes into view tuned to an applicable VOR station.
in the lower half of the compass card, below the helicopter symbol. When the DME is set in the hold mode and is not synchronized with the
The LOC indication comes into view in reverse video for 1 second and for VOR, the H indication comes into view.
0.5 seconds it is OFF for the first 5 seconds. When a localizer miscompare is The full scale of the distance digital readout is 999 NM. From 0 to 99.9 NM,
no more sensed, the annunciator goes out of view. the resolution of the shown data is 0.1 NM.
If the distance is more than 99.9 NM, the resolution is 1 NM. The letters NM,
identify the digital readout.
BEARING AND FMS INDICATIONS When DME distance comes into view, the DME groundspeed calculates the
ETE to the station.
The Central Display System receives the bearing data from the VOR,
When FMS distance comes in view, the FMS calculates the ETE to the
automatic direction finder (ADF) and FMS through the ASCB-D data bus.
waypoint.
The bearing and FMS indications are:
If the ETE is less than 1 hour, two digits (in minutes) give their visual
• The bearing pointers indication. If ETE is one hour or more (hours + minutes), the format becomes
• The bearing-pointer source indication H + MM. The maximum ETE that is possible to give the visual indication is 8
hours and 31 minutes (8+31).
• The TO waypoint identifier The groundspeed indication is digital. It comes into view at the bottom of the
• The TO waypoint-distance readout airspeed tape, and the DME or the FMS supplies the related data. When
VOR is the primary NAV source, the groundspeed transmitted from the
• The Estimated Time Enroute (ETE) readout related DME channel is in view. When FMS is the primary NAV source, the
• The groundspeed (if available). groundspeed transmitted from the FMS is into view. The groundspeed digital
The bearing pointers come into view when applicable and set by the control readout shows the GS indication to the left and the value, from 0 thru 999
function. The circle bearing pointer is used for the left side sources. The knots, to the right. The used FMS mode comes into view in the lower left
diamond bearing pointer is used for the right side sources. corner of the PFD display.
The bearing pointer source indications come into view near the lower right The FMS mode indication can show:
corner of the PFD. The indications are: • The APP: Approach
• The VOR1 • The XTK: Cross Track Offset
• The VOR2
• The MSG: CDU Message
• The ADF1 (optional)
• The DR: Dead Reckoning
• The ADF2
• The DGR: Degrade.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
The XTK and APP indications use the same location above the TO waypoint When the target alert mode is set and a radar target is sensed, a TGT
Identifier. The MSG indication location is adjacent to the XTK/APP indication comes into view. The alert flashes for 1 second ON and 0.5
indications. The XTK/APP indications come into view in the reverse video for seconds OFF for 5 seconds when a target is first sensed.
the first 5 seconds. The DR and DGR indications use the same location The TGT indication stays in view until the alert condition continues. The
above the FMS distance field. indication is on the two full or Arc mode.
The PFD WX format colours are the same of the standard WX colour.
The PFD ARC mode shows ±45 degrees around the applicable heading.
WIND INDICATION Also the WX display limits have this range.
The FMS can show the speed and direction of the wind on the PFD. When the WX system operates in the sector-scan zone scan-mode, the left
The indication of the wind direction occurs through an arrow included in a and right thick marks come into view at ±30 degrees on the scale arc.
circle on the right bottom side of the HSI compass card. Wind speed comes
into view adjacent to the arrow, and the scale resolution is 1 knot. The wind
NORMAL MODE ENGINE INDICATIONS
value is not in view in zero wind conditions.
The primary engine indications are:
• The Power Index (PI)
PFD WXR DISPLAY
• The Triplex Tachometers Display.
The Weather Radar (WXR) display gives the indications that follow:
The PI indicator is on the left of the HSI. It shows the speed of the
• The range display compressor-gas-generator (Ng), the inter-turbine temperature (ITT), or the
• The WX mode indication torque (TQ) indications from 0 to 200 percent.
The Triple Tachometer display is on the right of the HSI. It shows the free
• The transmit indication turbine speed (Nf) for each engine and the rotor speed (NR).
• The target alert indication
• The sector scan
• The lightning display (optional).
A half-range ring comes into view at the one-half of the arc-mode compass
radius. A range indication comes into view at the end of the half-range ring.
The range indication is equal to the one-half of the set WXR range.
The WXR indication comes in view adjacent to the heading display. This
occurs when the radar signals are set to come in view on PFD or, when
weight is on wheels and transmit mode is on. The WX mode annunciation
flashes 1 second on and 0.5 seconds off if you do not have the conditions
that follow:
The WX mode is WAIT
The transmit mode is on and the aircraft is on the ground.
With the selection one transmit modes (with the aircraft on the ground), an
amber TX indication flashes 1 second on and 0.5 seconds off independently
from the display selection.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PFD

- ADI (Attitude Director Indicator)

- HSI (Horizontal Situation Indicator)
- Airspeed Indicator
- Vertical Speed Indicator
- Baro Altimeter
- Groundspeed
- Primary Navaid and Navigational data
- Power Index Indicator (PI)
- Triple Tacho Indicator (NR, NF)
- Radio Altimeter
- OAT & Wind Vector
- COMM/NAV/XPRD Frequencies
- Flightplan
- Weather Radar or Terrain images (optional)

ICN-39-A-316000-G-A0126-02954-A-01-1
PFD FORMAT - MAIN FUNCTION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MULTIFUNCTION DISPLAY The CCD joystick must be moved up or down to do the selection of the items
on the menu list.
The Multifunction Display (MFD) is connected directly to the ASCB-D and
the Local Area Network (LAN). Refer to 39-A-00-00-00-00A-044B-A. The
MFD receives digital data from the Avionics-Standard Communication-Bus TOP WINDOW
version-D (ASCB-D), generates the graphic information and displays them.
The MFD shows navigation map (NAV) displays, other system (synoptic) The top window shows the formats that follow:
pages, engine instrument and Crew Alerting System (CAS) pages. The MFD • Pwr Plant (default at power up)
show the primary flight display (PFD) in a composite format for automatic • System
and manual reversion modes. The MFD uses the data from the primary
aircraft systems to show NAV, WX, air traffic, and other displays. • Plan
The windows of the MFD are: • Map
• The menu bar The different formats are selectable via Cursor Control Device (CCD).
• The top window
• The bottom window POWER PLANT FORMAT
• The CAS window. The Pwr Plant format is the standard format for MFD. The MFD shows the
In ground If you set the Maintenance or Configuration formats, all the MFD primary, secondary engine and system data. When the Main format is set
windows become one full-screen window. the top and bottom windows become one window.
The main function of the MFD Power Plant format is to provide the following:
• Engine primary data (NG, ITT, TQ)
MENU BAR
• Triple Tachometer (NR, NF)
The menu bar is at the top of the MFD. It is used to set the display format of
the MFD. The menu bar has four virtual pushbuttons. A green box cursor • Engine secondary indications (Oil Press and Temp)
shows that the set menu is the one related to it. Each menu has a fold-down • Gearboxes indications (Oil Press and Temp)
sub-menu that lets system modes be set and format details be shown. To do
• Electrical power system indications (Voltage, Load)
the selections in the menu bar, the pilots must move the green box cursor
with the joystick of the cursor control device (CCD) to the applicable virtual • Hydraulic power system indications (Oil Press and Temp)
pushbutton, then push the enter button on the CCD. Fuel system indications (Fuel Press, Quantity and Flow)
The menu bar has the virtual pushbuttons that follow:
•
• Crew Alerting System (CAS) messages
• Pwr Plant
• System
• Plan SYSTEM FORMAT
• Map Different sub-formats are available to display different system data; selection
If a menu virtual pushbutton is selected, the related sub-menu comes in view is performed via the CCD.
when the CCD joystick is moved in the down direction. Standard System sub-formats are:
• “Electrical” (Electrical power system synoptic diagram)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

• “Hydraulic” (Hydraulic power system synoptic diagram) • Engines Oil Temperature

• “Flt Contr” (AFCS indications) • MGB Oil Pressure
• “Maintenance” (Central Maintenance Computer data) • MGB Oil Temperature
• “Sys Config” (Configuration management data) • IGB Oil Temperature
• Time/Date • TGB Oil Temperature.
• Config • HYD systems Pressure
• Fuel systems Pressure
NOTE
“Maintenance” and “Sys Config” formats are designed for • Tanks and total Fuel quantity
maintenance purposes and can only be selected on the ground. • Fuel Flow
The format of the scales for these parameters is the same format used when
In case the helicopter is fitted with optional systems that output a video on the Pwr Plant page.
signal, additional sub-formats will be available (Eg: Cameras, FLIR, Digital
Map, etc.).
All the sub-formats that are selectable during flight show the relevant system CAS WINDOW
data in the top window of the MFD; the bottom window shows reduced
The CAS window shows messages from the CAS in the bottom right corner
Power Plant format data.
of the MFD. When is in composite display mode, the CAS message window
is in view at the bottom center of the display. If the Maintenance or
PLAN FORMAT Configuration formats is set, the three MFD windows become one full-screen
window.
The main function of the MFD Plan format is to display a North-Up synthetic
map based on FMS data in the top window of the MFD. The bottom window
of the MFD shows reduced Power Plant format data.

MAP FORMAT
The main function of the MFD Map format is to display a Heading-Up
synthetic map based on FMS data in the top window of the MFD. The
bottom window of the MFD shows reduced Power Plant format data.

BOTTOM WINDOW
The bottom window in the bottom left corner of the MFD. The bottom window
shows the parameters that follow:
• Engines Oil Pressure

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POWER PLANT SYSTEM SYNOPTIC MAP (FMS, WX, TCAS) PLAN (FMS)
ICN-39-A-316000-G-A0126-02953-A-01-1
MFD - MULTI FUNCTION DISPLAY

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

MAP (FMS, WX, TCAS) PLAN (FMS)

POWER PLANT SYSTEM SYNOPTIC

- Engine Primary Data (NG, ITT, TQ)

- Triple Tacometer
- Engine Secondary Indications (Oil press and Temp)
- Gearboxes Indications (Oil press and Temp)
- Hydraulic System Indications (Press and Temp)
- Electrical System Indications (Voltage, Gen Load and Battery Current)
- Fuel System Indications (Fuel press, quantity and flow)
- Crew Alerting System messages

ICN-39-A-316000-G-A0126-02952-A-01-1
MFD - FORMATS - PWR PLANT - MAIN FUNCTION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
COMPOSITE FORMAT • The vertical speed scale and digital displays
Composite format is a reduced PFD format with the addition of the following: • The heading
• Crew Alerting System (CAS) messages • The drift bug
• Pressure readouts (Engines, Main Gearbox, Hydraulic power systems) • The lateral deviation scale
• Fuel Quantity indicator • The bearing 1/2
Any DU shows the Composite format whenever the paired DU is off, so as to The distance
•
provide pilot or co-pilot with minimum essential information for safe flight with
a single DU. • The FMS messages
The Composite format can either be automatically or manually selected. • The preview mode
Automatic reversion to Composite format occurs when the paired DU
becomes inactive on the ASCB D and latches to prevent flashing due to • The ITT, TQ, and Ng in the form of a PI
intermittent failures. • The NR
Manual reversion can be selected via the Reversion Control Panel (RCP)
• The NF
PLT or CPLT selectors: this causes the non-selected paired DU to turn off.
When the PLT or CPLT selectors are returned to NORM, the automatic • The fuel quantity
reversion operation is reset. The source indications
•
• The source miscompare.
COMPOSITE MODE CAS window
•
The composite mode supplies the flight data available after one of the two Engine Oil Pressure Indication
Display Units (DUs) of the helicopter goes off. The composite format shows
•
the data that follow: • Main Gearbox Oil Pressure Indication
• The attitude display • Fuel Quantity Indication
• The slip/skip indicator • Hydraulic Pressure.
• The FD command bars
• The FD mode indications
• The AP mode indications
• The vertical deviation pointer and scale
• The radio altitude
• The DH
• The marker beacons
• The altimeter scale and digital displays
• The airspeed scale and digital displays

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ICN-39-A-316000-G-A0126-01528-A-01-1
COMPOSITE MODE - COMPOSITE MODE ENGINE INDICATIONS

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ICN-39-A-316000-G-A0126-02975-A-01-1
DISPLAY REVERSION CONTROL PANEL

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
OPERATION • The Remote Instrument Controllers (RICs)
CDS • The Display Controllers (DCs)
The central display system (CDS) is the aircraft integrated display system. It • The Multifunction Control Display Units (MCDUs)
gives the flight crew a visual indication of data supplied by many different • The Reversion Control Panel (RCP).
aircraft systems.
The central display system shows the flight crew data for aircraft control,
navigation, and system condition monitoring. The central display system
includes the engine indicators and the crew alerting system.
The central display system shows the data that follow:
• attitude and heading (HDG) from the Attitude and Heading Reference
System (AHRS)
• airspeed, vertical speed, altitude data and OAT from the Air Data
System (ADS)
• navigation data (such as deviations, bearing, distance, etc.) from the
navigational radios and from the Flight Management System (FMS)
• guidance data from the Automatic Flight Control System (AFCS)
• active COM and NAV radio frequencies and ATC Transponder code
• engine and aircraft system parameters (such as NG, NF, NR, torque,
temperatures, pressures, etc.)
• engine and aircraft system failure and status indications
• digital map data from the FMS and from Digital Map Generator (if
installed)
• weather and ground-map data from the weather radar (WXR) system
(if installed)
• terrain data from the Enhanced Ground Proximity Warning System
(EGPWS) (if installed)
• traffic data from the Traffic Alert and Collision Avoidance System
(TCAS)(if installed)
• video images from FLIR and/or cameras (if installed)
The CDS uses the DUs to show all data.
The DU has no user controls or buttons. Functions of the four Display Units
are controlled by the following equipment:
• The DU dimmer panel
• The Cursor Control Devices (CCDs)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-310000-G-A0126-00001-A-03-1
CENTRAL DISPLAY SYSTEM - OPERATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DU
The main component of the Display Unit is the LCD module. The LCD
module mixes red, green, and blue pixels to show full colour images on the
display. A thin film transistor (TFT) controls each element. The TFT gives
maximum control and performance for the transmission of each element.
Each display contains the software to show all formats and to connect it to
the ASCB-D.
The graphics generator causes a fully anti-aliased image to supply a
smooth, step less, painted-on display format.
The template shown on the Display Unit can have one of the following
formats:
• PFD. The PFD is supplied to show data as an attitude director indicator
(ADI) and a horizontal situation indicator (HSI) at the same time. The
ADI and HSI show the heading, attitude and other primary flight data.
• MFD. The MFD is supplied to show data from the primary aircraft
systems, NAV, WX, air traffic and other displays.
• Composite. Composite mode is supplied to make sure that essential
flight data are available after a failure of one of the aircraft DUs. The
composite mode uses the normal PFD layout where possible.

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ARINC 429 RX/TX

BUS I/O
CARD
HDLC IN/OUT

A/D STATUS AND

CONVERTER STATUS INPUTS
PCI BUS
NIC
CARD

DISCRITE
DISCRETES
INPUTS

GRAPHIC LCD DRIVER LCD

CONTROLLER CRC SCREEN
GENERATOR

REMOTE IMAGE WIX PICTURE

BUS BUS
ICN-39-A-316000-G-A0126-00002-A-02-1

DU SYSTEM OPERATION

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ICN-39-A-316000-G-A0126-01505-A-02-1
DU SYSTEM COLOUR PHILOSOPHY

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ICN-39-A-310000-G-A0126-01979-A-01-1

POINTER / READOUT COLOR PHILOSOPHY

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DISPLAY DIMMER PANEL • MAX ................. set the pilot PFD to the maximum
brightness value
The display dimmer panel is installed on the interseat console. Two quick-
release fasteners attach it to the interseat console. The display dimmer
panel has four dimming potentiometers. Two electrical connectors connect
the display dimmer panel to the PFD1, PFD2, MFD1 and MFD2.
The Display Dimmer control panel allows adjusting the LCD brightness of
the two PFD and two MFD individually by means of four potentiometers. The
backlighting system uses a fluorescent lamp that has a long life and a stable
colour range.
Each display monitor the ambient light on the front of the unit and
automatically adjusts the unit brightness and contrast to be compatible with
the levels set by the pilot through the display dimmer panel.

DU DIMMING CONTROL PANEL

1 CPLT PFD potentiometer
• MIN .................. set the copilot PFD to the minimum
brightness value
• MAX ................. set the copilot PFD to the maximum
brightness value
2 CPLT MFD potentiometer
• MIN .................. set the copilot MFD to the minimum
brightness value
• MAX ................. set the copilot MFD to the maximum
brightness value
3 PLT MFD potentiometer
• MIN .................. set the pilot MFD to the minimum
brightness value
• MAX ................. set the pilot MFD to the maximum
brightness value
4 PLT PFD potentiometer
• MIN .................. set the pilot PFD to the minimum
brightness value

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Miscellaneous Limitations
Pilot(s) must not use polarized type sun glasses

Ambient
light sensor

ICN-39-A-316000-G-A0126-02984-A-03-1
DU DIMMING CONTROL PANEL (DCP) – CONTROLS AND INDICATORS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
NUMBER 1 CURSOR CONTROL DEVICE
The Number 1 Cursor Control Device (CCD1) is installed in the left side of
the interseat console. Four quick-release fasteners attach the CCD1 to the
interseat console. The CCD1 has three buttons and two knobs. The
electrical connector PL7P1 on the rear side of the device connects the
CCD1 to the Number 1 display controller and Number 2 display controller.

NUMBER 2 CURSOR CONTROL DEVICE

The Number 2 Cursor Control Device (CCD2) is installed in the right side of
the interseat console. Four quick-release fasteners attach the CCD2 to the
interseat console. The CCD2 has three buttons, and two knobs. The
electrical connector PL23P1 connects the CCD2 to the Number 1 display
controller and Number 2 display controller.

CCD's are used to manage data and control the DU’s. The control panel has
two DISPLAY SELECT buttons, the SET control (dual concentric knobs), a
control stick and an ENTER button.

CURSOR
Each DU permits to manage functions that can be selected with a cursor
operated via CCD.
Pilot and co-pilot can independently control cursors using their own CCD.
At power up cursors are automatically selected on the two MFD’s, to scroll
the CAS. Cursors can be toggled between PFD and MFD by using the
DISPLAY SELECT buttons.
Cursors are typically shown as green boxes and respond either to the
joystick and the associated ENTER button or to any of the SET concentric
knobs.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CENTRAL DISPLAY SYSTEM - CONTROLS AND • PFD selected .... adjusts units of the highlight standby
INDICATORS frequency or the first two digits of XPDR
code
CURSOR CONTROL DEVICE (CCD)
• PFD MAP mode sets the scale range (this funcion is
1 DISPLAY SELECT pushbutton selected ............ available only if PFD MAP mode has been
• LH pressed ...... activates the cursor(s) on the LH display of selected via on-side Display Controller).
the relevant pilot’s station (PLT = MFD; 1 1 2
CPLT = PFD)
• RH pressed ..... activates the cursor(s) on the RH display of
the relevant pilot’s station (PLT = PFD;
CPLT = MFD)
2 ENTER pushbutton
• MFD selected ...... executes the highlighted menu selection
or toggles between highlighted menu
options; deactivates the designator (Map
or Plan formats)
• PFD selected ....... toggles the highlighted active/standby
values 5 4 3
3 JOYSTICK
• MFD selected ........ controls cursor position in the drop-
down menu or the designator position PFD RADIO TUNING
(when active)
The PFD tunes the radios of the helicopter. The PFD supplies tuned control
• PFD selected ........ controls cursor position in the COMM/ of the COM1, COM2, the NAV, and the transponder codes. The PFD shows
IDENT window only the tuned frequency for each radio.
4 SET inner knob
• MFD selected ......... scrolls the CAS window messages

• PFD selected .......... adjusts decimals of the highlight

standby frequency or the last two digits
of XPDR code
5 SET outer knob
• MFD selected .... sets the scale range (Map or Plan formats)
or the highlighted value in the drop-down
menu

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ICN-39-A-310000-G-A0126-01973-A-01-1

CURSOR - DISPLAY SELECT

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-310000-G-A0126-01977-A-02-1

CURSOR - MFD

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-310000-G-A0126-01974-A-02-1
CURSOR - PFD (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-310000-G-A0126-01975-A-02-1
CURSOR - PFD (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MENU BAR
The menu bar is at the top of the MFD. It is used to set the display format of
the MFD. The menu bar has four virtual pushbuttons for each menu.
The menu bar has the virtual pushbuttons that follow:
• Pwr Plant
• System
• Plan
• Map
Each menu has a fold-down sub-menu that lets system modes be set and
format details be shown.
To do the selections in the menu bar, the pilots must move the green box
cursor with the joystick of the cursor control device (CCD) to the applicable
virtual pushbutton, then push the enter button on the CCD.
If a menu virtual pushbutton is selected, the related sub-menu comes in view
when the CCD joystick is moved in the down direction. The CCD joystick
must be moved up or down to do the selection of the items on the sub-menu
list.

PWR PLANT
At power-up, the Pwr Plant format is automatically selected and there is also
a cursor on the CAS window to scroll the CAS list.
The Pwr Plant format is the standard format for MFD. The top window shows
the primary or secondary engine and system data. When the Pwr Plant
format is set for the top window, the top and bottom windows become one
window.
The Pwr Plant sets and controls the display of the power plant pages on the
MFD. The Pwr Plant has two menu items that follow:
• Main
• Analog
The Main Menu shows the digital primary engine data by Electronic Engine
Controllers (EEC).
The Analog menu item lets the pilot manually set the display of analog
engine data on the MFDs and PFDs. A check mark shows in the check box
when the display of analog engine data is set to ON. When the Analog
button on the Pwr Plant menu is set, the display system shows analog
primary engine data as alternative to the EEC data.

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ICN-39-A-316000-G-A0126-00005-A-01-1

MFD DROP-DOWN MENUS - PWR PLANT

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
SYSTEM MENU
The System menu on the menu bar sets and controls the display of the
different aircraft system pages on the MFD.
To see the most recent system page, use the CCD to move the cursor to the
System menu button, then move down the joystick to see the sub menu and
the synoptic page available. Move the course on the system page required
and after press the ENTER button on the CCD, to see the System page.
The System pages that follow show:
• The DC Electrical menu item to show the DC electrical synoptic page in
the top window of the MFD.
• The Hydraulic menu item to show the hydraulic synoptic page in the
top window of the MFD.
• The Flight Ctrl menu item to show the flight controls synoptic page in
the top window of the MFD.
• The Maintenance menu item to show the output of the CMC on the
MFD in a full-screen format. A Selection of a Maintenance menu item is
possible with the helicopter on the ground when the Central
Maintenance Computer (CMC) is fully available.
• The Sys Config menu item shows the System Configuration pages in
full-screen format. The selection of the Sys Config menu-item is
possible only when the aircraft is on the ground.
• The Time/Date menu-item shows the real-time clock.
• The Config submenu allows the selection of the units for fuel,
barometric pressure, and interturbine temperature (ITT) parameters.

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ICN-39-A-316000-G-A0126-00006-A-01-1
MFD DROP-DOWN MENUS - SYSTEM

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-316000-G-A0126-00007-A-02-1
MFD FORMATS - SYSTEM SYNOPTIC DIAGRAMS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

CMC MAIN MENU

MAINTENANCE MESSAGES

SYSTEM DIAGNOSTICS

EXTENDED MAINTENANCE

DATA LOADER

ICN-39-A-316000-G-A0126-00008-A-01-1

MAINTENANCE PAGE SELECTION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
SYS CONFIG
The Software Configuration Management System (SCMS) is a function of
the MAU (located inside MAU 1(2) - AIOP 1(2)) that performs automatic
monitoring of the hardware and software configuration items that are
connected to the Avionics Standard Communication Bus (ASCB).
In case new software or hardware has been installed, the new configuration
has to be validated the
VALIDATE CONFIG
caution message is displayed in the CAS window,
untill the new configuration has been validated.
Pilot or copilot selects the Configuration window via the System / Sys Config
drop-down menu to verity the current configuration.
When a pilot selects the Configuration submenu, the equivalent label on the
other MFD is greyed out.

Via MFD SYS CONFIG menu it is also possible to check the top level
system part number, so that the flight deck crew can acknowledge the
PRIMUS EPIC avionics phase the aircraft is equipped with. (See RFM,
Section 2, Normal Procedures, Pre-flight checks for reference)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
Map Plan System Pwr Plant

System Config ID

Aircraft Type
AB139

Aircraft Serial Number

0

Aircraft Transponder Code

000020

Aircraft Registration Number

0
Top Level System Part Number

CEB7030191-00105
Top Level System Mod Status

-
VALIDATE CONFIG Configuration Part Number

CTT7035637-101-001

Hardware or software changed, Page 001/013

configuration validation operation
required (displayed on ground only) CCD Control:
Toggle joystick up to page up.
Toggle joystick down to page down.
Press Display Select pushbutton to exit.
19. MFD Set SYSTEM page, select
SYS CONFIG and verify Top
Level System Part Number
(EPIC software release)
installed:
EB 7030191-00105 Phase 4
or
EB 7030191-00107 Phase 5
or
EB 7030191-00108 Phase 6
or
EB 7030191-00109 Phase 6.5.

ICN-39-A-316000-G-A0126-00009-A-01-1
MFD - SYST CONFIG

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
TIME / DATE SETTING
Moving the joystick in the direction of the arrow when cursor is on the Time/
Date option of the System drop-down menu opens a sub-menu that shows
the Primus EPIC® real time clock; the Time/Date submenu also permits
manual setting of time and date.
When the GPS receiver is valid and is receiving satellite data, the system
clock automatically synchronizes with the time and date from the GPS
receiver.
When the system time is synchronized with the GPS (GPS System Faulty or
not installed), the pilot (or co-pilot) can manually set them by:
• moving the cursor to the parameter that needs modification
• rotating the SET knob on the CCD to change values and
• pressing the ENTER on the CCD with cursor on SET TIME or SET
DATE, as appropriate, to save the value
When crew selects the Time/Date submenu, the submenu is greyed out on
the other MFD.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

Cam 8

ICN-39-A-316000-G-A0126-01512-A-02-1
MFD - TIME/DATE MENU

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

Cam 8 Cam 8

ICN-39-A-316000-G-A0126-01513-A-02-1

MFD - CONFIG MENU

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CONFIGURATION SETTING • The Holding Pattern
Moving the joystick in the direction of the arrow when cursor is on the Config • The Lateral Deviation
option of the System drop-down menu opens a sub-menu that permits When the Plan menu is open, the menu-items that follow become available
setting of the following: for selection:
• Metric Altimeter The Metric Altimeter is displayed as an additional • Navaids: it shows the NAVAIDs on the map
checkbox........... digital readout in the top portion of the Barometric
Altimeter when the option box is checked. • Airports: it shows the airports on the map
• Fuel.............................................. Unit for Weight data (KG or LBS) • Idents: it shows the symbol identifiers on the map
• Baro................. Unit for Barometric Pressure Reference (IN or • Helicopter centered: it shows the helicopter at the center of the range
HPA) rings
• WPT centered: it shows the WPT at the center of the range rings.
• ITT...................................................
Unit for ITT Indicator (°C or %)
• Designator: it starts the designator mode.
The selection of Weight data unit affects the following:
• Fuel Quantity Indicator
• Fuel Flow Indicator: unit will be KPH (kg per hour) or PPH (pounds per
hour)
• Weight data readouts on the MCDU (see FMS in chapter 34-00)
Changes to the selections are made by using the cursor to highlight the
parameter to be configured, and by using the ENTER button on the CCD to
toggle between the available states.
When the Config submenu is selected, the submenu is greyed out on the
other MFD.
The selections affect all DUs and are memorized (i.e. the configuration
selected before removing power is shown again at the next power-up).

PLAN
The Plan menu on the MFD menu bar sets and controls the Plan page. The
selection of the Plan menu gives the pilots the data that follow:
• The heading related to the magnetic north
• The navigation Source
• The current to WPT
• The to WPT distance
• The ETE (estimate time en-route).

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ICN-39-A-316000-G-A0126-00011-A-01-1
MFD DROP-DOWN MENUS - PLAN

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

Map Plan System Pwr Plant

Traffic

Terrain

Weather

Off

Navaids

Airports

Idents

Designator

ICN-39-A-316000-G-A0126-00012-A-01-1
MFD DROP-DOWN MENUS - MAP

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAP
The Map menu on the MFD menu bar sets and controls the Map page. The
selection of the Map menu gives the pilots the data that follow:
• The heading (HDG)
• The navigation source
• The current to-WPT
• The to-WPT Distance
• ETE (estimate time en-route).
• The WPTs (waypoints),in the Flight Plan
• The Holding Pattern
• The Lateral Deviation
When the Map sub-menu is open the menu-items that follow become
available for selection:
• Traffic: it shows Traffic alert and collision avoidance system (TCAS)
data and the configuration menu
• TAWS: it shows the data of the terrain-avoidance warning-system
(TAWS) which are received from the Enhanced ground-proximity
warning-system (EGPWS). The Flight Plan (FP) is shown ON the
terrain display
• Weather: it shows the WX image on the Map page
• OFF: the TAWS and WX displays are OFF
• Navaids: it shows the position and identifiers of navigational aids
(NAVAID) found in the map range
• Airports: it shows the airports on the map
• Idents: it shows an identifier adjacent to the FP WPT symbols shown
on the page
• Designator: it starts the designator mode on the Map page.

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ICN-39-A-316000-G-A0126-00013-A-02-1
MFD FORMATS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DISPLAY REVERSION CONTROL PANEL 3 AHRS selector
The display-reversion control panel is installed on the interseat console. The • NORM .................. each pilot’s station displays the on-side
display-reversion control panel has four switches. AHRS data
Two electrical connectors PL21P1 and PL21P2 connect the display- • 1 ........................... both pilot’s stations display the AHRS 1
reversion control panel to the components that follow: data
• The Number 2 multifunction display (A42) • 2 ........................... both pilot’s stations display the AHRS 2
• The Number 1 primary-flight display (A31) data
• The Number 2 primary-flight display (A30) 4 ADS selector
• The Number 2 display controller (A32) • NORM .................. each pilot’s station displays the on-side
ADS data
• The Number 1 display controller (A33).
RCP permits manual reversion to single-unit operation for DU’s in pilot’s and • 1 ........................... both pilot’s stations display the ADS 1
data
co-pilot’s stations, and manual reversion to single-source display for the Air
Data System (ADS) and the Attitude and Heading Reference System • 2 ........................... both pilot’s stations display the ADS 2
(AHRS). data
Such manual reversion actions permit recovering from single unit/system
failure where loss of important data on displays occurs.
1 2
REVERSION CONTROL PANEL (RCP)
1 CPLT selector
4 3
• NORM ................. automatic reversion selected

• PFD ONLY .......... the copilot MFD is turned off; the copilot
PFD is set to composite format
• MFD ONLY ......... the copilot PFD is turned off; the copilot
MFD is set to composite format
2 PLT selector
• NORM ................. automatic reversion selected

• PFD ONLY .......... the pilot MFD is turned off; the pilot PFD
is set to composite format
• MFD ONLY ......... the pilot PFD is turned off; the pilot MFD
is set to composite format

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

RCP
Reversion Control Panel

ADS AHRS
selector selector

CPLT PLT

NORM NORM

PFD = FAIL PFD = FAIL

MFD ONLY MFD ONLY

MFD = FAIL MFD = FAIL

PFD ONLY PFD ONLY

ICN-39-A-310000-G-A0126-01976-A-02-1
DU - REVERSION LOGIC

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
NUMBER 1 DISPLAY CONTROLLER • Short-range and long-range navigation sources
The Number 1 display controller is installed in the left side of the instrument • On-side/cross-side bearing sources
panel. Four quick-release fasteners attach the Number 1 display controller to
• HSI format for display on the associated PFD
the instrument panel. Two electrical connectors A33P1 and A33P2 connect
the Number 1 display controller to the components that follow: The DC also provides for interface of the on-side Cursor Control Device
(CCD) and Remote Instrument Controller (RIC) to the MAU’s.
• The display reversion control panel
• The Number 2 display controller
DISPLAY CONTROLLER (DC)
• The CCD1
1 Circle BRG (LH) pushbutton
• The CCD2
• pressed .... selects VOR1 for display on circle (white)
• The circuit breaker CB82 (28 V DC). bearing pointer on the on-side HSI. Subsequent
The Number 1 display controller uses 0 to 5 V AC or 0 to 5 V DC to supply presses toggle between the different sources
power for the lights. The controller is night vision goggle (NVG) compatible. following the sequence: OFF → VOR1 → ADF1
→ DF (if installed) → FMS1 → OFF

NUMBER 2 DISPLAY CONTROLLER 2 NAV pushbutton

The Number 2 display controller is installed in the center-right side of the • pressed ..... selects the on-side short-range navigation
source (VOR/LOC) as the Primary Navaid on
instrument panel. Four quick-release fasteners attach the Number 2 display
the on-side PFD. Subsequent presses toggle
controller to the instrument panel. Two electrical connectors A32P1 and
between the on-side and cross-side VOR/LOC.
A32P2 connect the Number 2 display controller to the components that
follow: 3 PRV (Preview) pushbutton
• The display reversion control panel • pressed . when LNAV is selected as the Primary Navaid
allows to preview the on-side VOR/LOC deviation
• The Number 1 display controller
to be displayed on a secondary CDI on the on-
• The CCD2 side HSI. Subsequent presses toggle between the
• The CCD1 different sources following the sequence: PRV
OFF → on-side VOR/LOC → cross-side
• The circuit breaker CB79 (28 V DC). VOR/LOC → PRV OFF. Note: ineffective if
All buttons on the controller are back-lighted to see better at night. The pressed when short-range navigation source
knobs on the controller use halos to help find them in the dark. The controller (VOR/LOC) is selected as the Primary Navaid
uses 0 to 5 V AC or to 5 V DC to supply power for the lights.
The controller is night vision goggle (NVG) compatible. The back-lighted 4 LNAV pushbutton
panel and buttons are internally filtered. • pressed ..... selects the on-side long-range navigation
The two DC provide pilot/co-pilot independent selection of: source (FMS) as the Primary Navaid on the on-
side PFD. Subsequent presses toggle between
• Barometric pressure reference
the on-side and cross-side FMS.
• Selected Altitude

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
5 Diamond BRG (RH) pushbutton 1 2 3 4 5

• pressed .... selects VOR2 for display on the diamond (green)

bearing pointer on the on-side HSI. Subsequent
presses toggle between the different sources
following the sequence: OFF → VOR2 → ADF2
→ DF (if installed) → FMS2 → OFF
6 HSI pushbutton
• pressed .... toggles between FULL Compass and ARC
modes on the on-side HSI.
If FD HOV mode is available, it toggles between
HSI modes in the following sequence:
FULL Compass → ARC → HOV → FULL 9 6 7 8 10
Compass
Three buttons labelled HSI, MAP, and WX (or WX/TERR) operate together
NOTE to control the format of the HSI.
if HOV mode is engaged, the HSI button is ineffective The HSI formats that can be selected are the following:

FULL (Default Displays a conventional HSI with a full 360° compass

7 MAP pushbutton format) rose
• pressed .......... selects ARC+MAP mode on the on-side HSI.
Subsequent presses toggle MAP on and off. ARC Displays an expanded arc of the compass rose ex-
tending to ±45° across heading
8 WX or WX/TERR pushbutton
• pressed ... (if Weather Radar is installed) selects ARC+WX HOV (*) Displays the HSI HOV mode with a velocity vector
mode on the on-side HSI.
Subsequent presses toggle WX on and off, or HOV+360° MAP Displays HOV mode with velocity vector with 360°
between HSI modes in the following sequence: (*) FMS map overlay
ARC → ARC+WX → ARC+TERR (is EGPWS is
installed) → ARC ARC+MAP Displays the ARC mode with an FMS map overlay
9 ALT SEL knob
ARC+WX (**) Displays the arc format with a WX overlay
• rotated ............ sets the Selected Altitude reference (bug +
digital readout) on both barometric ARC+TERR (***) Displays the arc format with EGPWS terrain overlay
altimeters
10 BARO knob ARC+MAP+WX Displays the arc mode with FMS map and WX over-
(**) lays
• rotated ............... sets barometric pressure reference for the
on-side barometric altimeter
ARC+MAP Displays the arc format with FMS map and EGPWS
+TERR (***) terrain overlays

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

NOTE
(*)
Available only if Enhanced AFCS is installed.
(**)
Available only if Weather Radar (WX) is installed.
(***)
Available only if Enhanced Ground Proximity Warning System
(EGPWS) is installed.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-345300-G-A0126-00867-A-02-1
BEARING POINTER SELECTION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
Short-Range Long-Range
NAV NAV

DC - Display Controller

ON-SIDE ON-SIDE
VOR/LOC FMS

CROSS-SIDE CROSS-SIDE
VOR/LOC Short-Range NAV with PRV in Long-Range NAV
FMS

ON-SIDE CROSS-SIDE
OFF
VOR/LOC VOR/LOC

ICN-39-A-340000-G-A0126-02248-A-02-1
PRIMARY NAVAID SELECTION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-340000-G-A0126-02215-A-01-1

ALT SEL BARO SELECTIONS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ARC Mode

FULL COMPASS Mode HOV Mode

ICN-39-A-316000-G-A0126-00015-A-01-1
NAVIGATION SYSTEM - HSI FORMATS (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
ARC COMPASS + MAP ARC COMPASS + MAP + WX

DISPLAY CONTROLLER ARC COMPASS + WX

ICN-39-A-316000-G-A0126-00023-A-01-1
NAVIGATION SYSTEM - HSI FORMATS (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
REMOTE INSTRUMENT CONTROLLER (RIC) • PUSH DIR selects the Direct Course, i.e. synchronizes
button the selected course to the VOR bearing, when
The two Remote Instrument Controllers (RIC) are used to set Course,
pressed ........ VOR is selected as the Primary Navaid or as
Decision Height (DH) and Heading and to perform Radio Altimeter self-test
the PRV (Preview) on the on-side HSI
by means of three control knobs with associated buttons.
All RIC selections except Heading Set are independent for pilot and co-pilot. 2 DH select knob
CCD, RIC and DC panels constitute a set of control panels for the DUs. • rotated ............ selects the value of decision heigt when is
CCD and RIC are interfaced with the DC panel; the DC interfaces the set of displayed on the on side PFD
panels to the MAUs.
The co-pilot set of panels is supplied by MAIN 1 bus and protected by • PUSH TEST activates the test of the radio altimeter (in
DISPLAY – PFD CPLT CONTR circuit breaker. button pressed case of single radio altimeter installation) on
The pilot set of panels is supplied by ESS 1 bus and protected by DISPLAY ........................ of the on-side radio altimeter (in case of
– PFD PLT CONTR circuit breaker. dual altimeter installation).
3 HEADING select knob
NUMBER 1 REMOTE INSTRUMENT CONTROLLER • rotated ........... controls the Heading Set bug on both HSI's.
The Number 1 Remote Instrument Controller (RIC1) is installed in the left • PUSH SYNC synchronizes the selected Heading Set bug
side of the instrument panel. Two quick-release fasteners attach the RIC1 to button on both HSI's to the current aircraft heading
the instrument panel. The RIC1 has three knobs, each of which has a button pressed ......... of the coupled attitude and heading reference
at center. The electrical connector A35P1 connects the RIC1 to the Number system (AHRS) or to the heading of the on-
1 display controller. side AHRS when the flight director is not
coupled

NUMBER 2 REMOTE INSTRUMENT CONTROLLER

The Number 2 Remote Instrument Controller (RIC2) is installed in the right
side of the instrument panel. Two quick-release fasteners attach the RIC2 to
the instrument panel. The RIC2 has three knobs, each of which has a button
at center. The electrical connector A34P1 on the rear of the controllers
connects the RIC2 to the Number 2 display controller.

REMOTE INSTRUMENT CONTROLLER OPERATION

1 COURSE select knob
• rotated ......... selects the desired course when VOR/LOC is
selected as the Primary Navaid or as the PRV
(Preview) on the on-side HSI

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SELECTED PRIMARY NAVAID

Cyan = Different Sources selected by PLT and CPLT

SELECTED COURSE

RIC - Remote Instrument Controller

ICN-39-A-316000-G-A0126-00017-A-01-1
RIC: COURSE SELECTOR

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RIC - Remote Instrument Controller

ICN-39-A-316000-G-A0126-00018-A-01-1

RIC: DECISION HEIGHT SELECTOR

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

HEADING SET
DIGITAL READOUT

HEADING SET
BUG

Pressing the PUSH SYNC Rotating the HEADING

button sets the HDG SET knob sets the HDG SET
value equal to the current value in steps of 1°.
aircraft Heading value.

When the HDG SET value is beyond the Only one HEADING SET value is available for
displayed compass card, an arrow shows the
expected direction of turn
CAUTION the helicopter, therefore it can be set by either
Pilot or Copilot.
ICN-39-A-316000-G-A0126-00019-A-01-1
RIC: HEADING SET

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

CAS CAPTION FAILURE DESCRIPTION PROCEDURE NAME AW139-RFM-4D

Associated Display Unit overheat DISPLAY UNIT OVERHEATING

1(2)(3)(4) DU OVHT Section 3
EMERGENCY AND
MULFUNCTION
On associated Display Unit possible misleading/loss graphics da- DISPLAY UNIT DEGRADED
1(2)(3)(4) DU DEGRADED PROCEDURE
ta

PFD MESSAGES FAILURE DESCRIPTION PROCEDURE NAME AW139-RFM-4D

On associated Display Unit possible misleading/loss graphics data DISPLAY UNIT DEGRADED Section 3
1(2)(3)(4) DU
EMERGENCY AND
on attitude indicator MULFUNCTION
PROCEDURE

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ICN-39-A-316000-G-A0126-00022-A-01-1

DU DEGRADED - EXAMPLE

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ICN-39-A-316000-G-A0126-01525-A-02-1
PFD INDICATORS

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ICN-39-A-316000-G-A0126-01526-A-02-1
PFD FAILURE INDICATIONS

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CHAPTER

32
LANDING GEAR

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SECTION 10
MAIN GEAR

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DESCRIPTION • Central fuselage
The Main Landing Gear (MLG) is a lever suspension, retractable type with • Extension/retraction system
an oleo-pneumatic damping system, single wheel.
• Wheels and brakes system
The Main Landing Gear is composed of the following main components
located in the left and right cabin structure sponsons: • Electrical system
• Trunnion • Modular Avionics Unit.
• Trailing arm
• Shock absorber
On the main landing gear are also installed the extension/ retraction (R/A)
actuator, the partial retraction (P/R) actuator (also called shortening
actuator) and the wheel and brake assemblies. The trunnion is an aluminum
frame with pins fitted at each front and rear end. These pins fit into trunnion
mountings in the structure to provide the pivot points to retract the MLG into
the sponson.
The trunnion provides the attachment for the installation of the trailing arm,
the shock absorber the partial retraction actuator and the extension/
retraction actuator.
The trailing arm is a steel beam that connects the wheel and the shock
absorber and allows the pivoting of the landing gear during landing and
during extension/retraction. On the lower end is fitted the steel axle which
includes the flange used for the installation of the wheel brake assembly.
On the inner side of the flange can be installed a jacking adapter used to
individually lift the landing gear.
The pivoting point is provided with two grease nipples for lubrication. In front
of the pivoting point on the trailing arm is installed a mooring ring.
The shock absorber is a nitrogen/oil damper unit consisting of a sliding steel
piston rod inside a titanium cylinder. One end of the shock absorber is
connected to the partial retraction actuator, the other to the trailing arm.
The sliding piston rod includes a separator piston that prevents mixing of the
nitrogen with the hydraulic oil and a variable orifice valve unit that controls
the landing gear damping and rebound action.
The variable orifice valve unit consists of a spring loaded piston which,
forced by the fluid displacement during landing, opens calibrated holes
through which the fluid moves at a controlled rate.
The MLG Weight On Wheels (WOW) microswitches are located on each
shock absorber and are operated by a bracket installed on the sliding piston
when the helicopter is lifted off.
The main landing gear is interfaced with:

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ICN-39-A-321000-G-A0126-01319-A-01-1
MAIN LANDING GEAR

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ICN-39-A-321000-G-A0126-03515-A-01-1

MAIN LANDING GEAR ASSEMBLY – REMOVAL/INSTALLATION (SHEET 1 OF 2)

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ICN-39-A-321000-G-A0126-01321-A-01-1
MAIN LANDING GEAR ASSEMBLY – REMOVAL/INSTALLATION (SHEET 2 OF 2)

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OPERATION
MLG SHOCK ABSORBER
• With no load on the unit (helicopter off ground) the nitrogen pre-charge
pressure forces the separator piston to hold it against the oil.
• On landing the trailing arm pulls the shock absorber piston
• The movement of the piston reduces the fluid volume in the cylinder by
displacing it through the port of the variable orifice unit providing a first
stage damping.
• When fluid pressure increases, the displacement compresses the
spring loaded piston of the variable orifice unit which opens holes
through which the fluid moves at a controlled rate to the separator
piston.
• Any time the fluid is displaced from the shock absorber cylinder to the
shock absorber piston through the variable orifice unit, the separator
piston compresses the nitrogen gas storing the landing impact energy.
• Once the oil displacement is finished the compressed gas starts to
expand to force fluid back to the shock absorber cylinder through the
port of the variable orifice unit since the holes controlled by the spring
loaded piston are now closed.

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ICN-39-A-321000-G-A0126-01322-A-01-1
MAIN LANDING GEAR SHOCK ABSORBER

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ICN-39-A-321000-G-A0126-01323-A-01-1
SHOCK ABSORBER EXTENSION (SHEET 1 OF 2)

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ICN-39-A-321000-G-A0126-01324-A-01-1
SHOCK ABSORBER EXTENSION (SHEET 2 OF 2)

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ICN-39-A-321000-G-A0126-01325-A-01-1
SHOCK ABSORBER – REMOVAL/INSTALLATION (SHEET 1 OF 2)

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ICN-39-A-321000-G-A0126-01326-A-01-1
SHOCK ABSORBER – REMOVAL/INSTALLATION (SHEET 2 OF 2)

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ICN-39-A-321000-G-A0126-01327-A-01-1

VALVE BLOCK – REMOVAL/INSTALLATION

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ICN-39-A-321000-G-A0126-01328-A-01-1
TRAILING ARM – REMOVAL/INSTALLATION

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MAINTENANCE INFORMATION
See IETP AMP Ch. 32-10 and ITEP.

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ICN-39-A-321000-G-A0126-01329-A-01-1
SPECIAL TOOLS / TEST EQUIPMENT (SHEET 1 OF 2)

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ICN-39-A-321000-G-A0126-01330-A-01-1
SPECIAL TOOLS / TEST EQUIPMENT (SHEET 2 OF 2)

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SECTION 20
NOSE GEAR

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DESCRIPTION • Steering system
The Nose Landing Gear (NLG) is a telescopic, retractable type with oleo- • Modular Avionic Unit
pneumatic damping system, twin wheels.
The Nose Landing Gear is composed by the following main components
located in the nose structure:
• shock absorber assembly
• torque links
On the Nose Landing Gear are also installed the extension/retraction (R/A)
actuator, the centering assembly, the center lock assembly and the wheels.
The shock absorber assembly is a nitrogen/oil damper unit composed by a
steel sliding piston rod inside an aluminium cylinder.
At the bottom of the sliding piston is installed the wheels axle. The head of
the bolt fixing the axle to the sliding piston rod provides the point to
individually lift the nose landing gear.
The cylinder is shaped such to provide the pivoting lateral attachments of the
assembly.
The assembly is installed with two pins.
The sliding piston rod includes a separator piston that prevents mixing of the
nitrogen with the hydraulic oil and a variable orifice valve unit that controls
the landing gear damping and rebound action installed on the top.
The variable orifice valve unit is composed by a spring loaded piston which,
under the fluid displacement forces during landing, opens calibrated holes
through which the fluid moves at a controlled rate.
On the lower end of the sliding piston rod is fitted the lower torque link.
The shock absorber cylinder provides on the top the attachment of the
extension/retraction actuator.
The lower end of the shock absorber cylinder provides the installation of a
rotating collar, the centering assembly (inside the shock absorber), the
center lock assembly and the upper torque link.
The torque links are two aluminium identical arms linked together which
connect the rotating collar with the wheels and allow the rotation movement
between the wheels and shock absorber cylinder during towing/taxing
operations.
The nose landing gear is interfaced with:
• Forward fuselage
• Extension/Retraction system
• Wheels and brakes system

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ICN-39-A-322000-G-A0126-01341-A-01-1
NOSE LANDING GEAR INSTALLATION (SHEET 1 OF 3)

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ICN-39-A-322000-G-A0126-01342-A-01-1
NOSE LANDING GEAR INSTALLATION (SHEET 2 OF 3)

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ICN-39-A-322000-G-A0126-01343-A-01-1
NOSE LANDING GEAR INSTALLATION (SHEET 3 OF 3)

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OPERATION
NLG SHOCK ABSORBER
• With no load on the unit (helicopter off ground) the nitrogen pre-charge
pressure forces the separator piston to hold it against the oil.
• On landing the shock absorber piston moves up.
• The movement of the piston reduces the fluid volume in the cylinder by
displacing it through the port of the variable orifice unit providing a first
stage damping.
• When fluid pressure increases, the displacement forces compress the
spring-loaded piston of the variable orifice unit which opens holes
through which the fluid moves at a controlled rate to the separator
piston.
• Any time the fluid is displaced from the shock absorber cylinder to the
shock absorber piston through the variable orifice unit, the separator
piston compresses the nitrogen gas storing the landing impact energy.
• Once the oil displacement is finished, the compressed gas starts to
expand to force the fluid back to the shock absorber cylinder through
the port of the variable orifice unit since the holes controlled by the
spring loaded piston are now closed.

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ICN-39-A-322000-G-A0126-01344-A-01-1
NOSE LANDING GEAR SHOCK ABSORBER

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ICN-39-A-322000-G-A0126-01345-A-01-1

NOSE LANDING GEAR STRUT – EXTENSION

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ICN-39-A-322000-G-A0126-01346-A-01-1

NOSE LANDING GEAR STRUT EXTENSION CONTROL TABLE

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MAINTENANCE INFORMATION
See IETP AMP Ch. 32-20 and ITEP.

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ICN-39-A-322000-G-A0126-01347-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT

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SECTION 30
EXTENSION AND RETRACTION

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DESCRIPTION The Landing Gear Control valve supplies the NLG and MLG actuators
through a manifold located in the right side floor of the main cabin close to
The retraction and normal/emergency extension system consists of a the Landing Gear Control Valve.
Landing Gear Control Valve which supplies pressure to a manifold and then The Landing Gear Control Lever (LGCL) is provided with a solenoid
to the nose and main landing gear extension/retraction actuators and the operated pin that locks the lever in down position when the helicopter is on
main landing gear partial retraction actuators. ground (WOW microswitches not in contact) to avoid inadvertent up
The extension/retraction system is hydraulically powered by two sources, selection when the hydraulic system is pressurized.
system 2 for normal extension/retraction and system 1 for emergency Furthermore the LGCL is provided with a hole for the insertion of a locking
extension. pin, used at ground for maintenance operation, which prevents pulling up the
The system is operated through a Landing Gear Control Panel located in the lever for retraction/ extension selection.
cockpit and through a logical sequence controlled by electrical sensors. The NLG and MLG extension/retraction (R/A) actuator is a double effect
The actuators are continuously hydraulically powered when in up condition actuator hydraulically supplied for landing gear retraction, normal extension
such that in case of hydraulic power loss the landing gears naturally come and emergency extension.
out of the sponson by effect of their own weight.
The retraction and normal/emergency extension system is composed by the
following main components:
• Landing Gear Control Panel (LGCP)
• Landing Gear Control Lever (LGCL)
• NLG and MLGs extension/retraction (R/A) actuators
MLGs partial retraction (P/R) actuators (also called shortening
actuators)
• NLG and MLGs retracted microswitches
NLG and MLGs R/A actuator extended and locked microswitches
• MLGs P/R actuator extended microswitch
• MLGs P/R actuator retracted microswitch
• MLGs P/R actuator locked microswitch
The Landing Gear Control Panel is located on the console and consists of a
lever (LGCL), a guarded emergency switch, three double indication lights.
It includes a double caption push-button and a Parking Brake Handle.
The Landing Gear Control Lever controls two double solenoid valves used to
provide the correct extension/retraction sequence of the landing gear
system.
The two valves are part of the Landing Gear Control Valve located in the
right side floor of the main cabin.
It also includes a solenoid master valve, that is de-energized during the
normal extension/retraction operation, a sequence valve and a check valve,
that are used during emergency operation, a master valve position
microswitch and a master valve manual reset button.

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ICN-39-A-323000-G-A0126-01348-A-01-1

EXTENSION AND RETRACTION SCHEMATIC (GENERAL)

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The actuator incorporates a locking device with an indicator microswitch
composed by a mechanically engaged and hydraulically released
mechanism.
The NLG R/A actuator is located in a bay between the console and the nose
landing gear bay and connects the shock absorber to the cockpit floor.
The MLG R/A actuator is located inside the main landing gear sponson and
connects the aircraft structure to the trunnion.
The NLG R/A actuator is similar but longer than the MLGs R/A actuators.
The MLG partial retraction (P/R) actuator consists of an hydraulic actuator
that incorporates a locking device with an indication microswitch.
The function of the actuator is to rotate the trailing arm to reduce the
effective leg length of the landing gear for retraction into the sponson.
The locking device is a mechanically engaged and hydraulically released
mechanism and provides the required trailing arm position for landing.
The P/R actuator is located inside the main landing gear sponson between
the shock absorber and the trunnion.
The NLG and MLGs retracted microswitches are located on the structure
and are operated when the landing gear are fully stowed in the aircraft bays
(following UP selection).
The NLG and MLGs R/A actuator extended and locked microswitches are
located on the bottom cylinder end of each R/A actuator and are operated
when the internal mechanical lock is engaged (following DOWN selection).
The MLG P/R actuator extended microswitches are located on the trunnion
assembly and are operated by the shock absorber when the P/R actuator is
fully extended (following UP selection).
The MLG P/R actuator retracted microswitch is located externally of the
actuator and is operated by a travel stop located on the trunnion when the
P/R actuator is fully retracted (following DOWN selection).
The MLG P/R actuator locked microswitch is located internally in the
actuator and is operated by an internal device when the P/R actuator is fully
retracted (following DOWN selection).
The extension/retraction system is interfaced with:
• forward and central fuselage
• nose and main landing gears
• hydraulic PCM 1 and 2
• electrical system
• Modular Avionics Unit.

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ICN-39-A-323000-G-A0126-01349-A-01-1
EXTENSION AND RETRACTION SYSTEM – HYDRAULIC SYSTEM SCHEMATIC DIAGRAM

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COMPONENT FUNCTION as the nose wheels are centered. Then the green light of the LOCK legend
of the indicator comes on.
LANDING GEAR CONTROL PANEL If the switch is pushed again, the centerlock pin is disengaged. The nose
The landing-gear control panel is an electro-mechanical assembly. The wheels are free to turn and to change direction for the necessary ground
pilots operate it manually to control the landing gear and the related manoeuvres. In this condition, the amber light of the UNLK legend of the
systems. indicator comes on, and stays on. The amber light becomes intermittent
when, in the LOCK condition, the centerlock pin is moving or does not reach
the final locked position. If it does not reach the locked position, a "NOSE
LANDING GEAR CONTROL LEVER WHL UNLK" caution is displayed on the MFD.
The lever, fitted on the LGCP, has two different positions, UP and DOWN. It
controls the electrical power supplied to the solenoids of the landing-gear
control valve. Thus operates the valve to control the landing gear normal
operations.

EMERGENCY DOWN SWITCH

This electrical switch controls the operation of the emergency manifold of the
landing-gear control valve.
When the extension of the landing gear is necessary in emergency
conditions, the pilot lifts the guard and moves the switch to the DOWN
position. The electrical power is supplied to the emergency solenoid of the
landing gear control valve.

GEAR INDICATION LIGHTS

The three indication lights show the position of the landing gear. In flight,
when the landing gear is up and locked, the three lights are off.
The amber lights are on when the landing gear is moving. They go out when
the landing gear is up or down. The green triangular lights will come on
when the landing gear is down and locked.

NOSE WHEEL CENTERLOCK SWITCH/INDICATOR LIGHT

The switch controls the operation of the electro-mechanical centerlock
actuator on the nose landing gear-strut.
When pushed, the switch sends an electrical signal to the centerlock
actuator that operates the centerlock pin. When the pin is in the armed
position, it reaches its final locked position through the spring force as soon

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ICN-39-A-323000-G-A0126-01350-A-02-1
EXTENSION AND RETRACTION SYSTEM (SHEET 1 OF 3)

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LANDING GEAR CONTROL VALVE related UP or DOWN circuits. When the solenoids are not energized, springs
hold the spool valves in neutral position.
The landing gear control valve is an electro-mechanical valve installed on
the structure of right side of the cabin, under the floor. It is installed
approximately at STN X5100, WL Z843 and BL Y620. EMERGENCY OPERATION MANIFOLD
Four bolts and four washers attach the landing gear control valve to the
structure. The emergency operation manifold is connected to the Number 1 main-
The valve includes two manifolds: the normal operation manifold and the hydraulic system.
emergency operation manifold. The manifold includes a body that contains a spool valve, a pressure-
The emergency operation manifold is attached to the normal operation operated sequence valve and a check valve.
manifold with five bolts. A solenoid valve and an electrical connector are installed on the body.
Three internal ports are the hydraulic interface between the two manifolds. The electrical connector has a housing and an indicating switch is installed
in this housing.
The body has six ports. They have the attachments for the hydraulic lines.
NORMAL OPERATION MANIFOLD An identification made of letters and numbers lets you connect the hydraulic
lines correctly.
The normal operation manifold is connected to the Number 2 main-hydraulic
Three internal ports are in the bottom surface of the manifold; they are the
system.
hydraulic interfaces with the normal manifold.
The manifold includes a housing and two internal spool valves:
• The Number 1 valve
• The Number 2 valve
The Number 1 valve controls the hydraulic flow to and from the main landing
gear shortening actuators.
The Number 2 valve controls the flow of the hydraulic fluid to and from the
retraction actuators of the nose and main landing gear.
Four solenoid valves and an electrical connector are installed on the
housing. There is an attachment poin at each corner of the housing. These
attachment points connect the landing gear control valve to the helicopter
structure.
There are four ports in the housing. They have unions for the connection to
the hydraulic lines.
The ports show legends including capital letters and numbers, to help the
correct installation of the lines.
Each of the two spool valves is controlled by two solenoid valves. These
solenoid valves are identified as the UP solenoid and the DOWN solenoid.
During a normal operation, after the selection of UP or DOWN (on the LDG
GEAR CONTROL PANEL), electrical power is supplied to the related
solenoid (UP or DOWN). This operates the spool valve that supplies the

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ICN-39-A-323000-G-A0126-01351-A-01-1
EXTENSION AND RETRACTION SYSTEM (SHEET 2 OF 3)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
The body has also five holes where are installed the bolts that attach the The actuator is held in the retracted position by the hydraulic force. The
emergency manifold to the normal manifold. A manual reset button is down line end has two connections at an internal shuttle valve. These two
installed on the landing gear control valve. connections are for the normal and the emergency modes of extension.
During normal extension, the hydraulic power is supplied to the DOWN port
of the actuator by the Number 2 main hydraulic system. In case of an
MANIFOLD emergency, the hydraulic power is supplied to the DOWN EMER port of the
The manifold is installed on the structure of the right side of the cabin under actuator by the Number 1 main hydraulic system.
floor and approximately at STN X5455, WL Z843 and BL Y602. When hydraulic pressure is applied to the UP port, the internal locking group
There are 21 ports in the manifold body. These ports have unions for the becomes unlocked, and releases the nose landing gear from its down locked
connection to the lines of the Number 1 and Number 2 main-hydraulic position.
system. When hydraulic pressure is applied to the DOWN port, the actuator extends
An identification made of letters and numbers lets you connect the hydraulic until the internal locking group locks the nose landing gear in the down
lines correctly. position.
The bottom side of the manifold has four feet with an attachment hole in The extension and retraction rate is controlled by a restrictor installed in the
each foot. In the holes there are installed the four bolts and the four washers UP port of the actuator.
that attach the manifold to the helicopter structure.
The manifold connects the landing-gear control valve to the hydraulic
MAIN LANDING GEAR ACTUATOR
operated components of the nose and main landing gear.
The main landing gear actuator is a two-position, cylinder-type hydraulic
actuator. It consists mainly of a cylinder assembly, a piston, a rod bearing
NOSE LANDING GEAR ACTUATOR and a rod end. It also incorporates a lock group that locks the piston in the
The nose-landing gear actuator is a two-way cylinder that extends and extended position.
retracts the nose landing gear with the hydraulic power. The actuator has a piston installed on a piston rod that moves inside a steel
The actuator has a steel piston installed on a piston rod that moves inside a cylinder. The rod end of the piston rod is connected to the clevis fitting of the
steel cylinder. The rod end of the piston rod is connected to the lugs of the trunnion. The cylinder end has an attachment eye which is connected to a
nose gear strut. The cylinder end has an attachment eye which is connected support of the main gear bay. Each of the two connections is made by a bolt,
to a support of the nose bay. Each of the two connections is made by a bolt, a washer and a nut.
a washer and a nut. The actuator has three hydraulic ports identified UP, DOWN and EMER
The actuator has three hydraulic ports identified as follow: UP, DOWN and DOWN. Unions are installed on the ports for the connection to the lines of
the EMER DOWN. These ports have fittings for the connection to the lines of the hydraulic system.
the hydraulic system. A shuttle valve is installed in the housing of the retraction port. The housing
The actuator has a mechanical lock in the extended position. The lock has a contains also a restrictor that control both the extension and retraction rate.
position microswitch that signals the actuator locked/unlocked condition in A switch is also installed on the cylinder housing. This switch signals to the
the cockpit. cockpit the UP condition of the main gear.
The actuator retracts the nose landing gear into its stowed position. The When hydraulic pressure is applied to the UP port, the internal locking group
mechanical locking device is installed in the locking piston head. A switch, becomes unlocked, and releases the main landing gear from its down locked
installed on the actuator, signals to the cockpit the UP condition of the nose position.
gear. When hydraulic pressure is applied to the DOWN port, the actuator extends
until the internal locking group locks the main landing gear in the down
position.

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ICN-39-A-323000-G-A0126-01352-A-01-1
MAIN AND LANDING GEAR EXTENSION/RETRACTION ACTUATOR

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SHORTENING ACTUATOR ASSEMBLY position and transmits the signal to the landing gear control panel to show
the actuator locked condition.
The shortening actuator is a hydraulic unit with a locking device.
During the retraction of the main landing gear, the shortening actuator
An indication switch is part of the unit: it shows that the main landing gear is
extends operated by the hydraulic power supplied to the port C1. This
extended and locked down.
reduces the effective vertical length of the main-landing gear leg. A
The shortening actuator includes:
microswitch senses the extended position of the shortening actuator and
• The piston transmits the signal to the landing gear control panel to show the actuator
• The barrel extended condition.
If the normal operation system fails, the hydraulic power for the extension
• The locking device and retraction of the shortening actuator is supplied by the Number 1 main-
The landing gear control valve supplies pressurized fluid to the piston. The hydraulic system.
external end of the piston has the eye for attachment to the trunnion. At one In this condition the shortening actuator is retracted by the hydraulic power
end of the barrel there is the flange for attachment to the shock absorber. supplied to the port EMER.
The locking device, installed in the shortening actuator, is a mechanism
which is mechanically engaged and hydraulically released.
The shortening actuator increases its length for the retraction of the landing
gear, and decreases its length for the extension. This is because of its
interface with the trailing arm.
When the shortening actuator decreases its length, the spring fingers in the
piston touch the small tapered piston installed in the barrel. The taper of the
small piston first opens the spring fingers. Then the fingers touch the sliding
sleeve that has a spring with a load on it, and push it back.
When the piston of the shortening actuator gets to its end of travel, the
spring fingers align with a groove in the small piston. The ends of the spring
fingers move down into the groove. Thus they let the sliding sleeve move
back and lock the finger ends in the groove.
The movement of the sliding sleeve to its lock position releases the pin of
the indication switch. The switch gives the signal that the lock is engaged.
When the landing gear is retracted, pressure is applied to the shortening
actuator to increase its length. The pressure moves the sliding sleeve
against the spring and the spring fingers are released. The ends of the
spring fingers move up and disengage from the groove in the small piston.
The piston of the shortening actuator can move and decrease the length of
the landing gear.
During the extension operation of the main landing gear, the shock absorber
assembly retracts. This is because the hydraulic power is supplied to the
port C2 of the shortening actuator.
In the fully retracted condition, the shortening actuator is locked by the
internal locking mechanism. The internal microswitch, senses the lock

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ICN-39-A-323000-G-A0126-01353-A-02-1

EXTENSION AND RETRACTION SYSTEM (SHEET 3 OF 3)

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ICN-39-A-323000-G-A0126-01354-A-01-1

MLG PARTIAL RETRACTION ACTUATOR

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
This occurs through the operation of the internal shuttle valve and the
emergency valve of the landing-gear control valve.
In its fully retracted position, the internal lock mechanism keeps the
shortening actuator retracted and locked (landing gear extended and
locked). The internal microswitch, senses the locked position and transmits
the signal to the landing gear control panel to show the fully retracted and
locked condition.

LANDING GEAR – PRINCIPLE OF OPERATION

ON GROUND
When the helicopter is on the ground the Landing Gear Control Lever
(LGCL) is locked DOWN by a pin controlled by the Weight-On-Wheel
(WOW) microswitches.

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ICN-39-A-323000-G-A0126-01356-A-01-1

ON GROUND – LANDING GEAR DOWN AND LOCKED

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NORMAL OPERATIONS
The pilot operates the normal retraction and extension of the landing gear
acting on the LGCL which controls the Landing Gear Control Valve (LGCV).
The following figures show the extension and retraction operation
sequenced in phases.
NOTE
Only the LH MLG is shown in the diagram; RH MLG operates in the
same way.
Actuator position microswitches control all the extension/retraction
phases.

NORMAL RETRACTION
Normal retraction occurs in two phases:

PHASE 1 – MLG SHORTENING

When the helicopter lifts-off, the WOW release the LGCL locking pin and the
pilot can move the LGCL to UP position. The NOSE, LH and RH amber
lights on the LGCP are illuminated because the LGCL position is UP while
the LG is not.
The retraction procedure starts only if the NLG is locked in the center
position (LOCK illuminated green in the NOSE WHEEL CENTERLOCK
pushbutton).
The VALVE 1 UP solenoid is energized and pressure from the hydraulic
system no.2 is delivered to the MLG Shortening Actuator (MLG SA) to
unlock from DN position and to shorten the MLG. As the SA piston unlocks,
the position microswitch extinguishes the relevant green triangular
annunciator on the LGCP.

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ICN-39-A-323000-G-A0126-01357-A-01-1

NORMAL RETRACTION PHASE 1 – MLG SHORTENING

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PHASE 2 – NLG and MLG RETRACTION
When both SA are fully retracted, the VALVE 2 UP solenoid is also
energized and pressure is delivered to NLG and MLG Retraction Actuators
(RA).
As the NLG RA piston unlocks, the position microswitch extinguishes the
NOSE green triangular annunciator on LGCP.

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ICN-39-A-323000-G-A0126-01358-A-01-1

NORMAL RETRACTION PHASE 2 – NLG AND MLG RETRACTION

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LANDING GEAR RETRACTED
When the NLG RA and MLG RA are fully retracted and each landing gear
contacts the relevant UP microswitch on the airframe, the corresponding
NOSE, LH or RH amber light on the LGCP extinguishes.
Both VALVE 1 and VALVE 2 UP solenoids remain energized to keep the
pressure in all actuators as long as the LG is retracted.

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ICN-39-A-323000-G-A0126-01359-A-01-1

LANDING GEAR RETRACTED

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NORMAL EXTENSION
Normal extension occurs in two phases:

PHASE 1 – NLG and MLG EXTENDING

When the pilot moves the LGCL to DOWN position, the NOSE, LH and RH
amber lights on the LGCP illuminate because the LGCL is DOWN while the
LG is not DOWN and LOCKED.
With LGCL at DOWN position, the VALVE 2 DOWN solenoid energizes and
pressure from the hydraulic system no.2 is delivered to the NLG and MLG
retraction actuators in order to extend them.

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ICN-39-A-323000-G-A0126-01360-A-01-1

NORMAL EXTENSION PHASE 1 – NLG AND MLG EXTENDING

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PHASE 2 - NLG DN and LOCKED, MLG EXTENDING
When the NLG RA is fully extended and locked, the position microswitch
illuminates the NOSE green triangular annunciator (NLG DN & LOCKED)
and extinguishes the corresponding amber light.
When both MLG RA are fully extended (DN) the position microswitches
energize the VALVE 1 DOWN solenoid and pressure is delivered to the MLG
SA: this will retract them in order to extend and lock mechanically the MLG.

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ICN-39-A-323000-G-A0126-01361-A-01-1

NORMAL EXTENSION PHASE 2 – NLG DN AND LOCKED, MLG ELONGATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
LANDING GEAR DOWN AND LOCKED
When both SA are fully retracted and mechanically locked in flight, the
VALVE 1 DOWN and VALVE 2 DOWN solenoids are always energized; as
soon as the helicopter touches the ground, the system is no more
pressurized due to the WOW Switch signal.
The three green lights NOSE, LH and RH on the panel are all illuminated,
and all three amber lights are extinguished.

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ICN-39-A-323000-G-A0126-01362-A-03-1

LANDING GEAR DOWN AND LOCKED

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EMERGENCY EXTENSION
Emergency extension permits lowering of the LG in case the normal
operation is ineffective.
Emergency extension of the landing gear is controlled using the EMER
DOWN pushbutton which acts on the emergency valve of the LGCV and
utilities:
• hydraulic power from system no.1
• electrical power from ESS BUS 2
The position of the Landing Gear Control Lever (UP or DOWN) is not
relevant for emergency extension.
Emergency extension occurs in two phases.

PHASE 1
If, after selecting the LGCL to DOWN, any LG position indicators remain
blank or amber and normal landing gear extension is confirmed to be
ineffective, the emergency extension is to be carried out by lifting the guard
and pressing the EMER DOWN pushbutton switch which illuminates (amber
"ON" legend).
The emergency valve solenoid is energized and pressure from hydraulic
system No.1 is delivered to RA's, NLG and MLG, in order to extend and lock
them mechanically. NLG will be fully extended and locked, MLG extends
from the sponson. The NOSE, LH and RH amber lights illuminate.
The emergency valve position microswitch provides the MFD CAS window
with the advisory "LDG EMER DOWN".

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ICN-39-A-323000-G-A0126-01363-A-01-1
EMERGENCY EXTENSION – PHASE 1 (TRANSITIONING)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PHASE 2 (TRANSITIONING)
When MLG RA and NLG RA are fully down, pressure restores in the lines
and the sequence valve opens.
The pressure delivered to MLG SA's retract them in order to extend and lock
mechanically the MLG.

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ICN-39-A-323000-G-A0126-01365-A-01-1

EMERGENCY EXTENSION – PHASE 2 (TRANSITIONING)

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PHASE 2 (END)
When all legs are down and locked, the three triangular green lights
illuminate.

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ICN-39-A-323000-G-A0126-01364-A-01-1

EMERGENCY EXTENSION – PHASE 2 (END)

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LOSS OF ELECTRICAL POWER WITH LG UP
In the event of loss of electrical power from ESS BUS 1, or of LDG GEAR
CONTR circuit breaker tripped, the solenoids inside the LGCV are de-
energized; as soon as solenoids are not energized, springs hold the spool
valves in neutral position and pressure is released from LG actuators:
landing gears fall because of gravity.
The LGCL is not effective and the lights in the LGCP cannot illuminate.
Emergency extension is to be carried out.

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ICN-39-A-323000-G-A0126-01366-A-01-1

LOSS OF ELECTRICAL POWER WITH LG UP

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CONTROLS AND INDICATORS 5 LDG EMER when, after EMER DOWN selection, the emergency
The retraction and normal/emergency extension controls and indicators DOWN: ......... valve solenoid becomes energized and the position
consist of a Landing Gear Control Panel installed on the interseat console microswitch sends the input for indication: this
and caution and advisory messages provided in the CAS message window advisory will go off only after resetting of the LGCV.
of the MFD in the instrument panel.

LANDING GEAR CONTROL PANEL

1 The Landing Gear Control Lever provides the following functions
(lever must be lifted to operate):
• UP the landing gear is retracted (this position is inhibited on
ground).
• DOWN the landing gear is extended.
2 The Landing Gear Control Panel lights provide the following
indication:
• Green triangle: landing gear down and locked
• Amber bar: landing gear unlocked and/or in transition between up
and down and viceversa
• Blank: landing gear retracted.
3 EMER DOWN provides the emergency extension when
pushbutton: ................. selected. When pressed, the amber legend
ON is lit.
4 LANDING GEAR CAS when landing gear still retracted at 150
message: ............................ feet radio height.
NOTE
When this caution is detected, besides the MCL
activation, the AWG provides the following:
- a pair of tones (554 thru 440 Hz) + LANDING GEAR
(aural message).
This sequence is transmitted once only.
This message has priority number 8.

The advisory provided in the CAS message window is the following:

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ICN-39-A-323000-G-A0126-01367-A-01-1

CONTROLS AND INDICATORS

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MAINTENANCE INFORMATION
See IETP AMP Ch. 32-30 and ITEP.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-323000-G-A0126-03000-A-01-1
NLG EXTENSION/RETRACTION ACTUATOR – REMOVAL/INSTALLATION

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ICN-39-A-323000-G-A0126-01369-A-01-1
MLG EXTENSION/RETRACTION ACTUATOR – REMOVAL/INSTALLATION

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ICN-39-A-323000-G-A0126-01370-A-01-1
MLG PARTIAL RETRACTION ACTUATOR – REMOVAL/INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-323000-G-A0126-01371-A-01-1
EXTENSION/RETRACTION SYSTEM HYDRAULIC LINES (SHEET 1 OF 2)

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ICN-39-A-323000-G-A0126-01372-A-01-1
EXTENSION/RETRACTION SYSTEM HYDRAULIC LINES (SHEET 2 OF 2)

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ICN-39-A-323000-G-A0126-01373-A-01-1
LANDING GEAR CONTROL VALVE – REMOVAL/INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-323000-G-A0126-01374-A-01-1
MANIFOLD – REMOVAL/INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 40
WHEELS AND BRAKES

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DESCRIPTION
NOSE LANDING GEAR WHEELS
The nose landing gear wheel assembly consists of two units of a tube type
tyre installed on a bolted two half aluminium hub.
The wheels are installed on the axle at the bottom of the sliding piston rod
using two cone bearings protected by rubber seals.
Each wheel assembly is locked on to the axle by a nut secured with two
bolts through a bush which is also used for the attachment of the pins of the
towing bar.

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ICN-39-A-324000-G-A0126-01375-A-01-1
NOSE LANDING GEAR WHEELS

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MAIN LANDING GEAR WHEEL
The main landing gear wheel assembly consists of a tubeless tyre installed
on a bolted two half aluminium hub. The outer hub incorporates a safety
relief plug to permit a release of over pressure in the wheel.
The inner hub half is provided with grooves for the interface with the brake
assembly and with two fusible plugs which release tyre pressure in case of
the wheel overheating.
The wheel is installed on the axle at the bottom of the trailing arm using two
cone bearings protected by rubber seals.
The wheel assembly is locked on to the axle by a nut secured with two bolts
through a bush.

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ICN-39-A-324000-G-A0126-01376-A-01-1
MAIN LANDING GEAR WHEELS

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MAIN LANDING GEAR BRAKES
The main landing gear brake assembly consists of an aluminium housing
containing five pistons which operate through an independent hydraulic
circuit, pressure and reaction plates, two rotor and one stator disks and a
wear indicator. The brake assembly is not provided with an automatic wear
adjustment.
Two hydraulic fittings are located on the housing, one for hydraulic pressure
supply, the other for hydraulic bleeding.
The dynamic brake function is achieved through pedal levers installed on the
yaw pedals, each operating a hydraulic master cylinder located underneath,
which generates the required pressure to the brake assembly using the
hydraulic fluid contained in a reservoir located in the nose compartment
(long nose and short nose). The pilot hydraulic master cylinders are supplied
through the copilot ones.
The static braking is achieved through a parking brake handle located in the
Landing Gear Control Panel which is used to trap pressure provided by the
brake pedals by operating, through a push-pull cable, a parking brake valve
such to keep the brake assembly engaged.
Pressure is trapped by operating a shuttle valve provided with two check
valves.
A spring loaded pin locks the push-pull cable in the engaged position every
time the handle is pulled.
To remove the locking action is required to push the left brake pedal such
that the hydraulic pressure overcome the spring load of the locking pin which
retracts and allows cable movement.
A hydraulic accumulator in the parking brake valve is provided for each
hydraulic pipeline to compensate for fluid leaks and/or pressure changes
due to temperature effect.
Parking on slopes up to 10° is permitted for a maximum of 1 hour.
The parking brake valve is installed on the right side in the nose landing gear
bay.
A pressure switch in installed on each hydraulic pipeline supplying the brake
assembly.
A position microswitch is installed in the parking brake valve.

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ICN-39-A-324000-G-A0126-01377-A-01-1
WHEEL BRAKE HYDRAULIC SYSTEM (SHEET 1 OF 2)

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ICN-39-A-324000-G-A0126-01378-A-01-1
WHEEL BRAKE HYDRAULIC SYSTEM (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAIN LANDING GEAR BRAKES OPERATION
• Pilot or copilot pushes the brake pedal sucking oil from the reservoir to
each right and left master cylinder which generates the required
pressure as a function of the force applied on the pedal.
• Pressure is generated by force applied on the pedal acting on a
specific designed area in the hydraulic master cylinder.
• Pressure is delivered through hydraulic pipelines connected with the
parking brake valve to the brake assembly callipers.
• There’s no priority between pilot and copilot that means that whoever is
applying greater force on the pedals takes control of the braking
function.
• Differential braking can be achieved during taxiing on ground by
operating only left or right pedal to obtain the helicopter dynamic
steering (the lock of the nose wheel in center position must be
disengaged).
• Static braking is achieved when the helicopter is parked by pulling and
rotating the parking brake handle and pushing on the brake pedals.
• The two check valves contained in the parking brake valve trap the
pressure provided by the brake pedals between the parking brake
valve and the brake assembly callipers.
• If pressure, detected by the pressure switch in the pipeline, is
satisfactory the advisory PARK BRK ON is provided to the MFD.
• If pressure is not satisfactory (below a required value), the caution
PARK BRK PRESS is provided to the MFD. In this case pilot/copilot
needs to push again/harder on the brake pedals until the caution
disappears.
• The caution and advisory messages are operative only if the parking
brake handle is pulled (detected by the parking brake valve position
microswitch).

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ICN-39-A-324000-G-A0126-01379-A-01-1

HYDRAULIC MASTER CYLINDER (SHEET 1 OF 2)

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ICN-39-A-324000-G-A0126-03330-A-01-1

HYDRAULIC MASTER CYLINDER (SHEET 2 OF 2)

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ICN-39-A-324000-G-A0126-01380-A-01-1
WHEELS BRAKE SYSTEM SCHEMATIC

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-324000-G-A0126-01381-A-01-1
EXAMPLE OF NORMAL BREAKING (COPILOT)

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ICN-39-A-324000-G-A0126-01382-A-01-1
PARKING BRAKE (SHEET 1 OF 2)

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ICN-39-A-324000-G-A0126-01383-A-01-1
PARKING BRAKE (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-324000-G-A0126-01384-A-01-1

WHEELS BRAKE SYSTEM SCHEMATIC (PARKING BRAKE APPLIED)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CONTROLS AND INDICATORS
The MLG wheel and brake controls and indicators consist of a pilot/copilot
brake pedal on the yaw control, a park brake handle on the LGCP and
caution/advisory messages provided in the CAS message window of the
MFD in the instrument panel.
1 Pilot/Copilot Brake the brake pedals when operated supply
Pedals: .......................... pressure to the brake assembly.
2 Landing the handle can be pulled and rotated 90° clockwise.
Gear Park When operating the pilot/copilot brake pedals
Brake pressure is trapped in the pipelines to the brake
Handle: ....... assembly to keep the wheels locked when the
trapped pressure is above a required value.
It is possible to reset the handle only if the left brake
pedal is pushed, then pressure is drained and the
lock removed.

The cautions provided in the CAS message window are the following:

3 PARK BRK when the trapped pressure on each line is

PRESS: ............... below the required value when the park brake
handle is pulled.
4 PARK BRK ON: when the trapped pressure on each line is above
the required value when the park brake handle is
released.
The advisory provided in the CAS message window is the following:

5 PARK BRK ON : . when the handle is pulled (and rotated) and the
trapped pressure is above the required value.

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ICN-39-A-324000-G-A0126-01386-A-01-1

CONTROLS AND INDICATORS

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MAINTENANCE INFORMATION
See IETP AMP Ch. 32-40.

WEAR INDICATOR
The wheel brake has a wear indicator. The wear indicator includes a pin that
is installed in a friction disk. The friction disk is installed in the housing of the
brake.
A clip holds the head of the wear indicator on the pressure plate.
If there is wear, the travel of the pressure plate when the brake are operated
becomes longer. Also, the pressure plate pulls the wear indicator pin through
the friction disk. Thus a shorter length of the pin comes out of the housing.

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ICN-39-A-324000-G-A0126-01387-A-01-1
WHEEL BRAKE SYSTEM (SHEET 1 OF 2)

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ICN-39-A-324000-G-A0126-01388-A-01-1
WHEEL BRAKE SYSTEM (SHEET 2 OF 2)

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ICN-39-A-324000-G-A0126-01389-A-01-1
BRAKE ASSEMBLY – REMOVAL/INSTALLATION (SHEET 1 OF 2)

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ICN-39-A-324000-G-A0126-01390-A-01-1
BRAKE ASSEMBLY – REMOVAL/INSTALLATION (SHEET 2 OF 2)

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ICN-39-A-324000-G-A0126-03337-A-01-1

RESERVOIR AND PRESSURE SWITCH

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ICN-39-A-324000-G-A0126-01391-A-01-1
WHEEL BRAKE ELECTRICAL SYSTEM SCHEMATIC

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PAGE INTENTIONALLY LEFT BLANK

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SECTION 50
STEERING

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DESCRIPTION The steering system also includes an anti-shimmy device which is composed
by an oil film filled between the collar and the bush.
The steering system is designed so that the nose landing gear can not be The oil viscosity changes in accordance with the speed of the relative
retracted when the wheels are not aligned. movement between the bush and the collar.
The steering system provides an automatic nose landing gear wheels
centering and pilot/ground crew wheels position lock engagement/
disengagement.
The nose landing gear steering system consists of the following main
components:
• Centering assembly
• Center lock assembly including nose landing gear locked in center
position microswitch.
The centering assembly consists of two cam shaped plates inside the shock
absorber, one installed on the top outside of the sliding piston rod and the
other installed on the bottom inside of the shock absorber cylinder.
When the nose landing gear is centered the two cam plates are matched
together providing the fore and aft alignment of the nose landing gear.
Should the pilot take-off with the nose landing gear out of the fore and aft
position, when the sliding piston rod moves downwards to its fully extended
position by effect of its own weight, the upper plate slips on the lower plate
profile forcing the sliding piston rod to rotate (together with the wheels) such
that the two shaped plates match together in the fore and aft direction.
The centering system can work properly if the disalignment angle between
wheels and helicopter fore and aft axis is a maximum of ± 115°.
The center lock assembly consists of an electrical DC motor incorporating a
gear assembly that drives a locking pin. The assembly is installed on the
bottom front side of the shock absorber cylinder.
The locking pin can be engaged/disengaged electrically through a switch on
the Landing Gear Control Panel or mechanically by the rotation of a lever
connected to the assembly.
The locking pin fits into a hole provided on a flange which is part of a collar
installed on a bush on the bottom of the shock absorber cylinder.
The collar rotates on the bush through the upper torque link connected on
the back side.
Two grease nipples provide the lubrication between the bush and the collar.
On the front side of the collar is installed a mooring ring.
The NLG locked in center position microswitch is located inside the center
lock assembly and is operated when the center lock assembly locking pin is
engaged in the hole of the flange of the collar installed at the bottom end of
the shock absorber cylinder.

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ICN-39-A-325000-G-A0126-01395-A-01-1
CENTERING ASSEMBLY SCHEMATIC

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ICN-39-A-325000-G-A0126-01396-A-01-1
CENTERING ASSEMBLY

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ICN-39-A-325000-G-A0126-01397-A-01-1
CENTER LOCK ASSEMBLY

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
With low speed movements oil viscosity doesn’t change allowing free helicopter lifts-off, the WOW microswitches automatically provide the
steering. With high speed movements oil viscosity increases such to keep electrical power to the center lock actuator to engage the locking pin.
the collar and the bush held together with no or reduced relative movement. • When the landing gears are retracted the green caption LOCK turns
The steering system is interfaced with: off.
• Nose landing gear
• Electrical system
MANUAL OPERATION
• Modular Avionics Unit.
• The actuator gear train can be operated manually to engage/disengage
the actuator locking pin through a lever located in front of the
OPERATION assembly. When the lever is horizontal the pin is engaged. When the
lever is vertical the pin is disengaged.
COCKPIT OPERATION • A ground locking pin can be inserted between the lever and the body of
Nose landing gear wheels are locked in center position the assembly for safe towing
•
• The actuator locking pin can be aligned with the hole by hand rotating
• Pressing the pushbutton NOSE WHEEL on the LGCP the actuator the nose landing gear when the towing bar is attached.
electrical motor is powered and the gear train removes the locking pin
from the hole.
• The green caption LOCK in the pushbutton in the LGCP lights-off and
the amber caption UNLK lights on (the caption blinks during locking pin
travel)
• The caution NOSE WHL UNLK is provided to the MFD.
• Nose landing gear is free to swivel for taxiing operation
• Steering can be achieved by using yaw control.
• Before take-off, pressing the push-button NOSE WHEEL the actuator
is powered to insert the locking pin inside the hole (if they are aligned).
• The amber caption UNLK turns off and the green caption LOCK turns
on.
• Should the hole be not aligned with the locking pin after pushbutton
selection, the amber caption UNLK keeps blinking until they are aligned
by steering the helicopter using yaw pedals (alternatively the helicopter
can be lifted off such that the centering assembly will align the nose
landing gear).
• The caution NOSE WHL UNLK on the MFD disappears.
• If the nose wheels are not centered (detected by the NLG locked in
center position microswitch due to the locking pin not engaged) and the

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-325000-G-A0126-01398-A-01-1
CENTER LOCK ACTUATOR – REMOVAL/INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CONTROLS AND INDICATORS
The NLG steering controls and indicators consist of a pushbutton on the
Landing Gear Control Panel and a caution message provided in the CAS
message window of the MFD in the instruments panel.

LANDING GEAR CONTROL PANEL

1 The NOSE WHEEL pushbutton provides the following functions:
• UNLK: ... when pressed, with the green LOCK legend light
on, removes the lock of the nose wheel in the
center position.
When the amber UNLK legend is light on the lock
is disengaged.
• LOCK: ... when pressed, with the amber UNLK legend light
on, provides the lock of the nose wheel in the
center position. When the green LOCK legend is
light on the lock is engaged.
If the green legend is light-off and the amber
UNLK legend is blinking indicates that the lock
has been armed but not engaged.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MULTIFUNCTION DISPLAY
The caution provided in the CAS message window is the following:
1 NOSE WHL UNLK: . when the lock of the nose wheel in the center
position is removed.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAINTENANCE INFORMATION
See IETP AMP Ch. 32-50.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

CHAPTER

33LIGHTS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 10
FLIGHT COMPARTMENT

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DESCRIPTION On the aft face of the light is installed an ON/OFF push button for use as a
signal lamp.
The flight compartment lights comprise: The magnetic compass is installed on the glazing bar at the center of the
• The cockpit lights are provided with four power supplies 28V/5V windshield has an internal light that can be dimmed.
variable output of 80W each for the instrument panel, the console (2 The Outer Air Temperature light installed close to the outer air temperature
each), the overhead and the dome together with the Light Dimmer probe has a dedicated light on the right side of the overhead panel.
Panel. The storm lights are installed on the overhead panel. They are very powerful
• The illumination of the pilot/copilot PFD and the pilot/copilot MFD halogen lights, with narrow beam light, used to compensate flashes caused
displays. by a storm.
• Two cockpit/utility pilot lights. They create an ambient light in the cockpit in order to minimise storm flashes
to the pilot.
• Two pilot storm lights that prevent the disturb of the storm flashes. Their position is normally adjustable in order to improve their function.
• A magnetic compass and the Outer Air Temperature (OAT) lights. The electrical power required is 20 W but due to the inside reflactor, the light
intensity emitted is greater than the light emitted by the dome light.
The instrument panel power supply unit provides lighting to the instruments
(ADI standby, FIRE control panel, etc.) and the control panels installed on
the instrument panel. OPERATION
Two power supply units provide lighting to the control panel (landing gear,
AFCS, engine control panels, grips, etc.) installed on the interseat console. The Light Dimmer Panel intalled in the right console (pilot side), includes
The overhead power supply unit provides lighting to the plexiglass panel (CB four switches/potentiometers labelled “INSTR“, “CONSOLE“,
panel, elect control panel, etc) installed on the overhead console. “OVERHEAD“ and “DOME“.
The dome lights installed on the same overhead panel, has a large beam The pilots switch on and control the dimming of the Instrument, Console,
light as secondary lighting to illuminate the entire cockpit and the console. It Overhead and Dome by moving the potentiometers clockwise from
is controlled by a switch and potentiometer. maximum to minimum.
The potentiometer signal is addressed to a voltage regulator, composed of a The Dispaly Dimmer Panel installed in the right sonsole (pilot side), includes
NPN transistors. four potentiometers labelled “CPLT PFD“ , “CPLT MFD“, “PLT MFD“ and
The illumination of the four displays (pilot/copilot MFD and PFD) is provided “PLT PFD“.
individually through the relative potentiometers installed on the Display The pilots control the dimming by moving the potentiometers clockwise from
Dimmer Panel located on the console. minimum to maximum.
The two cockpit/utility pilot lights are installed either side of the overhead The beam of the pilots cockpit/utility lights can be dimmed, controlled
panel and each has an integral ON/OFF switch and dimmer. between spot and flood and can be white or red.
The lights can be used either mounted in their bases as secondary lighting The magnetic compass dimming light is control led by the "INSTR"
for the cockpit adjusted to the required angle or removed from their bases as potentiometer on the Light Dimmer PaneI.
hand held wander lights or as secondary lighting for the overhead panel. The storm lights are controlled via a dedicated "STORM" switch installed on
Each light is equipped with two rotating cover-rings: one forward and the the Cabin Light ControI Panel.
other aft. The outer air temperature probe has a dedicated light that can be lit, but not
Rotating the forward ring changes the colour of the emitted (white or red) dimmed, when the OAT switch is kept pressed.
light.
Rotating the aft ring changes the light intensity from maximum to the
minimum. These lights cover the whole cockpit.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CONTROLS AND INDICATORS • 8 INSTR knob:. rotated clockwise turns on the switch and adjust
the light intensity of the panels from the minimum
The Flight Compartment lights have the controls housed on the Light
to the maximum.
Dimmer PaneI and the Dispaly Dimmer Panel.
The two cockpit/utility pilot lights have the controls on the light itself.
The OAT light has the control on the overhead panel.
CABIN LIGHT CONTROL PANEL
The magnetic compass light is under the control of the INSTR potentiometer.
• 9 CABIN knob
DISPLAY DIMMER PANEL - OFF...................... (switch actuated) turns off the cabin lights
Thet Panel provides the following functions:
- Rotated........... adjusts the light intensity of the cabin lights
from min to max
• 1 CPLT PFD rotated clockwise adjusts the brightness of the
knob:..................... copilot PFD from the minimum to the maximum. • 10 STORM switch

• 2 CPLT MFD rotated clockwise adjusts the brightness of the - OFF........................................................... storm lights are off
knob:.................... CPLT MFD from the minimum to the - ON............................................... storm lights are iIIuminated
maximum . 11 MODE switch (optional)
•
• 3 PLT MFD knob:. rotated clockwise adjusts the brightness of the - NORM............. Interior lights and displays illuminate with
PLT MFD from the minimum to the maximum.
standard visible light
• 4 PLT PFD knob:. rotated clockwise adjusts the brightness of the - NVG............. Interior lights and displays illum inate with
pilot PFD from the minimum to the maximum.
NVG-compatible light

LIGHT DIMMER PANEL

The Panel provides the following functions:
• 5 DOME knob:.. rotated clockwise turns on the switch and adjusts
the dome light intensity from the minimum to the
maximum.
• 6 OVERHEAD rotated clockwise turns on the switch and
knob:....................... adjust the light intensity of the panels/
plexiglass from the minimum to the maximum.
• 7 CONSOLE rotated clockwise turns on the switch and
knob:.................... adjusts the light intensity of the panels/
plexiglass from the minimum to the maximum.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-330000-G-A0126-02024-A-01-1
INTERIOR LIGHTS CONTROLS

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ICN-39-A-330000-G-A0126-02025-A-01-1
COCKPIT LIGHTS (1 OF 2)

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ICN-39-A-330000-G-A0126-02026-A-01-1
COCKPIT LIGHTS (2 OF 2)

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ICN-39-A-330000-G-A0126-02028-A-01-1

OAT INDICATOR LIGHT

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
OAT INDICATOR LIGHT CONTROLS
1 OAT LIGHT push-button
• Pressed ...... Il the OVERHEAD knob (see 6.) is not set to
OFF, momentarily iIIuminates the Standby
OAT light lor as long as it is held pressed.

NOTE
The OAT indicator light iIIuminates only il the OVERHEAD rotating
knob on the L T panel is set in a position different from OFF.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-330000-G-A0126-02027-A-01-1

COCKPIT UTILITY LIGHT

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COCKPIT UTILITY LIGHTS CONTROLS
1 Push-bulton
• Pressed .......... Momentarily iIIuminates utility light at full
brightness far as long as it is held pressed
2 OFF/DIM/BRIGHT knob
• OFF .................... (switch actuated) turns off the utility light

• Rotated .............. adjusts the light intensity of the utility light

from minimum (DIM) to maximum
(BRIGHT)
3 Color selector
• White dot ........... Utility light color is white (no filtering)

• Red dot .............. Utility light color is red (red filter

mechanically set in front of the bulb)
4 FLOOD/SPOT ring
• Rotated ............. adjusts the utility light beamwidth from
minimum (SPOT) to maximum (FLOOD)

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ICN-39-A-330000-G-A0126-02029-A-01-1

MAP HOLDERS ANO MAP READING LIGHTS (OPTIONAL)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-331000-G-A0126-01413-A-02-1
CABIN LIGHTS POWER SUPPLY LOCATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
LEADING PARTICULARS - Current consumption...................................................... 0.3 A
POWER SUPPLY UNIT - Output power................................................................... 5 W
• Copilot cockpit utility light:
• Instruments power supply:
- Nominal supply voltage.......................... 28VDC (ESS BUS2)
- Nominal supply voltage.......................... 28VDC (ESS BUS2)
- Current consumption...................................................... 0.3 A
- Output supply voltage............................................. 0 V to 5 V
- Output power................................................................... 5 W
- Output power................................................................. 80 W
• Dome light:
• Console power supply:
- Nominal supply voltage........................ 28VDC (MAIN BUS2)
- Nominal supply voltage........................ 28VDC (MAIN BUS1)
- Current consumption...................................................... 0.7 A
- Output supply voltage............................................. 0 V to 5 V
- Output supply voltage.................................................... 80 W
• Overhead power supply:
- Nominal supply voltage........................ 28VDC (MAIN BUS1)
- Output supply voltage............................................. 0 V to 5 V
- Output supply voltage.................................................... 80 W
• Dimming system control panel:
- Nominal supply voltage....... 28VDC (see each power
supply)
• Display dimming control panel:
- Nominal supply voltage........ 28VDC (from each display unit)
• Pilot storm light:
- Nominal supply voltage........................ 28VDC (MAIN BUS2)
- Current consumption.................................................... 0.70 A
- Output power................................................................. 20 W
• Copilot storm light:
- Nominal supply voltage........................ 28VDC (MAIN BUS2)
- Current consumption.................................................... 0.70 A
- Output power................................................................. 20 W
• Pilot cockpit utility light:
- Nominal supply voltage.......................... 28VDC (ESS BUS2)

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LIGHT DIMMER PANEL

ICN-39-A-331000-G-A0126-01418-A-02-1

ICN-39-A-331000-G-A0126-01418-A-02-1
DOME/UTILITY/STORM LIGHT ELECTRICAL SCHEMATIC

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TRANSFORMER

ICN-39-A-331000-G-A0126-02989-A-02-1

DOME LIGHT TRANSFORMER LOCATION

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OVHD

ICN-39-A-331000-G-A0126-01419-A-02-1

INSTRUMENTS AND OVERHEAD LIGHTING ELECTRICAL SCHEMATIC

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CSL

ICN-39-A-331000-G-A0126-01420-A-02-1

CONSOLE LIGHTING ELECTRICAL SCHEMATIC

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SECTION 20
PASSENGER COMPARTMENT

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DESCRIPTION
The passenger compartment lights comprise:
• six Passenger Service Units (PSU) that include two not dimmable
reading lights that are set to ON through two membrane switches, a
red membrane button with a steward call led and two air outlets.
• Six loudspeaker panels that include also the no smoking/fasten seat
belt advisory lights.
• The cabin lighting by six fluorescent lamps.
The passenger service units together with the loudspeaker panels are
installed on the cabin roof, three of them on each side.
The fluorescent lamps are installed on the cabin roof, three of them on each
side.
Each lamp is powered by a dedicated inverter which contains a solid state
oscillator which regulates the current through the lamp.
Each inverter is equipped with a safety switch: the output voltage is switched
off in case of output open circuit or failure of the lamp.
All the inverters are connected together in order to form one Master and five
Slave. The lighting adjustment circuit is connected directly to the Master
inverter while its control output channel, provides the adjustment lighting to
the other five inverter Slave.
In case of an open failure of the adjustment circuit, the lighting automatically
is set to bright.

OPERATION
By means of the PSUs, the passengers can switch ON/ OFF each reading
light as well as the attendant call light for board service via the membrane
switches.
In order to show the passenger that the call has been activated a red colored
LED lights up.
This is located between the reading lights and the air outlets.
Through the two air outlets the air supply can be adjusted appropriately.
When the two advisory lights are set to ON/OFF by pilots through the pilot/
copilot Audio panel, a chime is heard at the loudspeakers.
The fluorescent lamps are switched on through the Cabin Light Control
Panel.

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ICN-39-A-332000-G-A0126-01421-A-01-1
PASSENGER COMPARTMENTS COMPONENT LOCATION (SHEET 1 OF 2)

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ICN-39-A-332000-G-A0126-01422-A-01-1
PASSENGER COMPARTMENTS COMPONENT LOCATION (SHEET 2 OF 2)

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ICN-39-A-330000-G-A0126-02031-A-01-1

PASSENGER SERVICE UNIT (PSU) LIGHTS

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PASSENGER SERVICE UNIT (PSU) CONTROLS AND
INDICATORS
1 Passenger Reading Light pushbuttons
• Pressed ........ IIluminates when the pilot (or the copilot)
activates the CHMI or NO SMK pushbutton
on the audio panel
2 Passenger Warning Lighls
• No Smoking icon . IIluminates when the pilot (or the copilot)
activates the CHM1 or NO SMK
pushbutton on the audio panel
• Fasten Seat Belt lIIuminates when the pilot (or the copilot)
icon ..................... activates the CHM2 or SEAT BLT
pushbutton on the audio panel

NOTE
Passenger Warning lights are contralled via the Audio
control panel (see chapter 23-00)

3 Loudspeaker ......... allows a chime to be heard when any

Passenger Warning Iight is turned on or off.

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ICN-39-A-330000-G-A0126-02032-A-01-1
PASSENGER WARNING LIGHTS

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AUDIO CONTROL PANEL – CONTROL AND INDICATORS
On the Audio ControI Panel there are the NO SMK and the SEAT BELT
pushbuttons.
These two push-buttons provide the following functions:
• NO SMOK:.... when pressed the NO SMOKING lights on the PSUs
are lit. The green bar inside this push-button is then
lit.
• SEAT BLT:.. when pressed the SEAT BEALTS lights on the PSUs
are lit. The green bar inside this push-button is then
lit.

LIGHT CONTROL PANEL – CONTROLS AND INDICATORS

The light control panel provides the following function:
CABIN knob:
• OFF/BRT:... rotated clockwise turns on the switch and adjusts the
light intensity of the cabin from the minimum to the
maximum.

LEADING PARTICULARS
• Inverter:
- Supply voltage................................... 28 VDC (MAIN BUS 2)
- Current consumption.................................................... 0.85 A
• Passenger service unit:
- Supply voltage................................... 28 VDC (MAIN BUS 2)

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ICN-39-A-332000-G-A0126-01426-A-01-1
CABIN LIGHTS ELECTRICAL SCHEMATIC

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ICN-39-A-332000-G-A0126-01427-A-02-1

PASSENGER/ ADVISORY LIGHTS ELECTRICAL SCHEMATIC

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SECTION 30
CARGO AND SERVICE
COMPARTMENTS

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DESCRIPTION
The cargo and service compartment lights comprise three lamps that are
located on the baggage roof compartment.
They operate when one of the two baggage compartment access door is
opened.

OPERATION
By means of the relative microswitches, on actuated (closed) by the right
access door and the other one by the left access door, the three baggage
compartment lamps light.

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ICN-39-A-330000-G-A0126-02033-A-01-1
BAGGAGE COMPARTMENT LIGHTS

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CONTROLS AND INDICATORS
Baggage compartment light controls:
• Baggage compartment access doors closed:
- Lights OFF.
• Either baggage compartment access door open:
- Lights ON.

LEADING PARTICULARS
• Baggage lamp (3 each):
- Nominal supply voltage....................... 28 VDC (MAIN BUS2)
- Current consumption............................................. 0.7 A each

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ICN-39-A-333000-G-A0126-01432-A-02-1

BAGGAGE LIGHT/ DOOR ELECTRICAL SCHEMATIC

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PAGE INTENTIONALLY LEFT BLANK

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SECTION 40
EXTERIOR

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DESCRIPTION OPERATION
The external lights consist of: The anti-collision light is controlled by ANTI-COLL switch installed on the
• the anti-collision light overhead panel. The switch can be set to OFF/ON.
The position lights are controlled by the POSITION switch installed on the
• the position lights overhead panel. The switch can be set to OFF/ON.
• the landing lights (2 each) The two landing lights are controlled by the LDG LT 3 position momentary
toggle switch installed on the pilot/copilot collective grips. The switch is a
• secondary landing light (or landing light n. 2) three position type:
The anti-collìsion lìght is a flashing (45 ± 5 flashes per minute) red light and
provides a signal to enhance the visìbilìty of the helicopter at great
• central
dìstances. • ON
The light is installed on the tail in the way to be seen in the correct angle. • OFF
The position lights provide flight direction information and consist of three
When the ON position is set, the lamps are lit and an advisory message is
lights:
generated, when OFF is set the lamps extinguish and the advisory message
• the tail white position light is installed on the top of the tail fin removed.
• the right green position light is installed either on the RH horizontal The secondary landing light is controlled by the LDG LT2 coolie hat with four
stabilizer wingtip or on the RH sponson way switch and a central momentary contact installed on the pilot/copilot
• the left red position light is installed either on the LH horizontal collective grips and can be rotated in either direction.
stabilizer wingtip or on the LH sponson Strobe lights provide high-intensity flashing white light on both helicopter
The two landing lights provide a high intensity light external source suitable sides and are typically incorporated with the navigation light assemblies.
for the night during landing and taxi operations. Strobe lights are controlled by a switch on the overhead conmsole.
They are installed on the right and left side sponsons. Step lights are installed together with the electricaly-retractable step (see
The secondary landing light has been designed to provide a mobile and chapter 25-00) and provide illumination of the external stepping area for
versatile high intensity light source for aerial reconnaissance at nightime by passengers.
helicopter for rescue, search and surveillance operations. The step light is controlled by the UTILITY switch on the overhead console.
It is installed under the cockpit (forward-left side) in order to minimise glare The rotor lights comprise two main rotor lights, two tail rotor and the ROTOR
to the pilot. LTS switch on the Auxiliary panel in the overhead console.
The rotor lights installation is intended to illuminate two portions of the main
rotor (right side and left side) and the tail rotor. These lights allow the crew to
All exterior lights can be NVG-compatible (optional kit); in this case a identify, during night time ground and hover condition, the extremity of the
dedicated control panel is installed on the central console. main and tail rotor discs. The ROTOR LTS switch is a three position switch
Other optional exterior lights include: labelled OFF/MAIN/BOTH.
• second anti-collision light When set to MAIN the main rotor lights are illuminated; when set to BOTH
the main and the tail rotors light are illuminated; when set to OFF the rotor
• strobe lights lights are switched off.
• step lights The rotor lights are not NVG compatible. If NVG installation is present, then
in the NVG COVERT mode the main and tail rotor lights are automatically
• rotor lights selected to OFF.

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ICN-39-A-330000-G-A0126-02034-A-01-1

EXTERNAL LIGHTS

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EXTERNAL LIGHTS – CONTROLS SEC LANDING LlGHT OPERATIVE TABLE
1 EXTERNAL LIGHTS - ANTI COLL switch:
EXTENDED ROTATION LAMP
• OFF .................................................. anti-collision light is off.
ANGLE ANGLE ILLUMINATION
• ON .................................................... anti-collision light is on.
From 0° to 132.5° CW
2 EXTERNAL LIGHTS - POSITION switch: or YES
• OFF ..................................................... position lights are off.
0° to 50°
From 0° to 227.5° or viceversa
• ON ....................................................... position lights are on.
From 132.5° to 227.5° or
NO
3 EXTERNAL LIGHTS - UTILITY switch: viceversa
• OFF ........................................................... step lights are off.
50° to 60° TRANSITION ZONE 1 see note
• ON ............................................................ step lights are on.
60° to 120° 360° YES always
4 LDG LT spring loaded momentary toggle switch:
• OFF ...................................... allows to turn off the two lamps
• central position ..................... inoperative NOTE
• ON ....................................... allows to turn off the two lamps The transition zone is the range in the extended angle that, due to
tolerances, may or may not cause the lamp to be extinguished
5 LDG LT2 coolie hat with four way switch and a central momentary beyond 132.5° rotation left or right.
contact:
• Pressed with searchlight turns the searchlight lamp on
lamp extinguished ...........
• Pressed with searchlight turns the searchlight lamp off and
lamp illuminated .............. stows the searchlight
• EXT ................................. allows to extend the searchlight if
the lamp is ON only
• RETER ............................ allows to retract the searchlight

• L ...................................... allows to rotate the searchlight to

the left
• R ..................................... allows to rotate the searchlight to
the right

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ICN-39-A-330000-G-A0126-02030-A-01-1
CABIN LIGHTS

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ICN-39-A-330000-G-A0126-02035-A-01-1

EXTERIOR LIGHTS - ANTI-COLLISION, POSITION AND UTILITY (STEP) LIGHTS CONTROLS

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ICN-39-A-330000-G-A0126-02036-A-01-1
EXTERIOR LIGHTS - LANDING LIGHTS CONROLS

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ENHANCED LANDING LIGHTS When the LDG LTS SELECT switch on the LT panel is set to NONE then
neither of the landing lights can be controlled by either collective 5 way
The Enhanced Landing Light Configuration, installed as standard on aircraft switchs. However if either or both the lights are extended and on they will
from S/N 31400 onwards and S/N 41300 onwards with kit P/N remain illuminated and at the last selected position.
4G3340F00211 (Non NVG Compatible) and variant P/N 4G3360F04411 A further feature of this configuration is a Landing Light Over-ride (LDG LT
(NVG Compatible), introduces 2 steerable landing lights mounted under the OVRD) pushbutton, on the pilot collective only, and recessed into the grip to
aircraft on the right and left hand side of the aircraft nose (See Figure 1). avoid inadvertent activation. This pushbutton allows the pilot to control the
These replace the original Taxi/Landing lights mounted on the LH and RH LH landing light if there is a failure of the RH landing light and the LT panel
sponsons. selector switch and/or a failure of the pilot collective 5 way switch. The LH
The normal control of the two landing lights is via the LT control panel UNSTOW STOW/OFF must be selected to UNSTOW then by pressing the
installed in the interseat console (See Figure 2 or Figure 3) and the standard LDG LT OVRD pushbutton the LH landing light illuminates and remains
five way switch mounted on each collective grip. (See Figure 4). STOWED. (RH light will remain illuminated if already illuminated). The pilot
When the LDG LTS SELECT rotary switch on the LT panel is set to NORM collective 5 way switch can then be used to extend and steer the LH landing
the right hand and left hand landing lights are controlled independently by light (the copilot collective 5 way switch is also active to steer the LH light).
their respective side collective 5 way switch, i.e RH collective switch controls The LH landing light should be turned OFF by selecting the LH UNSTOW
only the RH light and LH collective switch controls only the LH light. STOW/OFF switch to STOW.
Selecting the RH UNSTOW STOW/OFF switch to UNSTOW the RH landing The RH landing light is powered by the DC ESS BUS 1 and the LH landing
light remains stowed but is powered. By pressing the five way switch on the light by the DC MAIN BUS 2.
RH collective in the central position, the light is turned on, the green advisory
message LANDING LT ON (for RH landing light) illuminates on the CAS and NOTE
the RH ON green indicator light on the LT panel illuminates. The light When PRIMUS EPIC Phase7 software version EB7030191 - 00110
remains stowed until the collective five way switch is moved to EXT which is installed the CAS advisory messages are LANDING LT LH ON
extends the light. The light may then be directed left (L) or right (R) and and LANDING LT RH ON.
down (RETR) or up (EXT) by pushing on the beep switch. Pressing the
central position again turns the light OFF but leaves it extended. With the
light switched OFF it is not possible to move the light. At any time selecting
the RH UNSTOW STOW/OFF switch to STOW/OFF will stow and switch
OFF (if on) the RH light.
This logic is duplicated for the LH light with the LH collective grip 5 way
switch. When the LH landing light is ON a green advisory SEARCH LT ON
illuminates on the CAS.
Both landing lights can be operated independently of each other.
When the LDG LTS SELECT rotary switch on the LT panel is set to RH,
either collective 5 way switch can be used to control just the RH light, the
collective switches operate in parallel. When the switch is selected to LH
then either collective 5 way switch can be used to control the LH light. If one
landing light is extended and ON then selecting the other light with the LDG
LTS SELECT rotary switch will leave the first light extended, illuminated and
at the last selected position while the other light may be controlled by either
collective 5 way switch.

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LH Landing Light
(retracted)

RH Landing Light
(extended)

ICN-39-A-334000-G-A0126-00003-A-01-1
FIGURE 1 - ENHANCED LANDING LIGHT POSITIONS

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LT Enhanced Landing Light Control Panel Non NVG

Compatible Version

LT Enhanced Landing Light Control Panel NVG

Compatible Version
ICN-39-A-334000-G-A0126-00004-A-01-1
FIGURE 2 - ENHANCED LANDING LIGHT CONTROL PANEL

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Landing Light
five way switch

LDG LT OVRD
pushbutton
(pilot collective only)

ICN-39-A-334000-G-A0126-00005-A-01-1
FIGURE 3 - COLLECTIVE GRIP WITH ENHANCED LANDING LIGHT CONTROLS

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LANDING LT ON

LANDING LT ON

Pilot Collective
ICN-39-A-334000-G-A0126-00001-A-01-1

ENHANCED LANDING LIGHT RH COLLECTIVE

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SEARCH LT ON

LANDING LT ON

Copilot Collective

PHASE 7

LANDING LT RH ON

LANDING LT LH ON

ICN-39-A-334000-G-A0126-00002-A-01-1

ENHANCED LANDING LIGHT LH COLLECTIVE

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ICN-39-A-330000-G-A0126-02037-A-01-1

OPTIONAL EXTERIOR LLGHTS (SHEET 1 OF 2)

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ICN-39-A-330000-G-A0126-02038-A-01-1

OPTIONAL EXTERIOR LLGHTS (SHEET 2 OF 2)

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EXTERNAL LIGHTS INDICATIONS

LlGHTING SYSTEM - CAS ADVISORY MESSAGES

CAS CAPTION MESSAGE DESCRIPTION PROCEDURE NAME AW139-RFM-4D

LANDING LT ON LDG LT ON
Section 2
NORMAL PROCEDURES
SEARCH LT ON LDG LT2 switched ON

LANDING LT ON RH LDG LT switched ON

Supplement 74
SEARCH LT ON LH LDG LT switched ON

LlGHTING SYSTEM - CAS ADVISORY MESSAGES - PHASE 7

CAS CAPTION MESSAGE DESCRIPTION PROCEDURE NAME AW139-RFM-4D

LANDING LT RH ON RH LDG LT switched ON

Supplement 74
LANDING LT LH ON LH LDG LT switched ON

LEADING PARTICULARS - Nominal supply voltage:....................... 28 VDC (ESS BUS 1)

Anti-collision light: - Power consumption:.......................... 26 W max (green light)
•
26 W max (red light)
- Nominal supply voltage........................ 28 VDC (ESS BUS 1) 28 W max (white light)
- Power consumption................................................ 45 W max • Landing light (2 each):
• Position light:

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- Nominal supply voltage........................ 28 VDC (ESS BUS 1)
- Power consumption............................................. 250 W each
• Secondary landing light:
- Nominal supply voltage...................... 28 VDC (MAIN BUS 2)
- Power consumption..................................................... 450 W

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ICN-39-A-334000-G-A0126-01438-A-03-1
POSITION/ANTICOLLISION LIGHTING ELECTRICAL SCHEMATIC

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ICN-39-A-334000-G-A0126-01439-A-01-1
LANDING LIGHTS ELECTRICAL SCHEMATIC (NOT APPLICABLE FOR ENHANCED LANDING LIGHTS INSTALLATION)

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CONTR

ICN-39-A-334000-G-A0126-01440-A-02-1
SECONDARY LANDING LIGHT ELECTRICAL SCHEMATIC (NOT APPLICABLE FOR ENHANCED LANDING LIGHTS INSTALLATION)

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RIGHT LANDING LIGHTS

POWER RELAY
(K49)

ICN-39-A-334000-G-A0126-01434-A-03-1

EXTERNAL LIGHTS COMPONENTS LOCATION (SHORT NOSE)

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ICN-39-A-334000-G-A0126-01435-A-01-1
EXTERNAL LIGHTS COMPONENTS LOCATION (LONG NOSE)

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SECTION 50
EMERGENCY LIGHTING

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DESCRIPTION
The emergency lights system includes the following components:
• two battery packs rechargeable from the aircraft power supply 28VDC
which supply the Emergency lights at 6 VDC
• two emergency dome lights installed on the cabin roof
• two external emergency lights installed in the LH and RH sponsons

OPERATION
The Internal and External Emergency lights are supplied by two
rechargeable batteries installed in the RH nose bay.
The rechargeable battery (NiCad) power supply consumption is 28 VDC,
350 mA and the its output power supply is 6.1 VDC with 7 A.
In charge mode, the batteries are fully charged after 4 hours of continuous
charging at 28 VDC. The batteries are then capable of supplying 7 A at 6.1 V
to 6.5 V for at least 15 minutes.
The two internal emergency lights are installed in the cabin roof to provide
enough general lighting in the passenger cabin. These lights are white
LEDs.
The two external emergency lights are provided at each emergency exit
when the evacuee is likely to make first contact with the ground outside the
cabin. The two emergency lights installed on the sponsons are incandescent
halogen lamps.
All the emergency lights are controlled by a switch installed on the Cabin
Light Control Panel and a secondary switch installed in the left side of the
internal cabin.
This switch is a push button type, illuminated and controlled by the cabin
crew.

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ICN-39-A-330000-G-A0126-02039-A-01-1

EMERGENCY LIGHTS - CONTROLS (SHEET 1 OF 2)

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ICN-39-A-330000-G-A0126-02040-A-03-1
EMERGENCY LIGHTS - CONTROLS (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
EMERGENCY LIGHTING CONTROLS
The emergency lights have the control housed on the Cabin Light Control
Panel located on the interseat and through the secondary push button switch
installed at the left cockpit door. The Cabin Light Control Panel provides the
following functions:
1 EMERG switch
• OFF: ............. emergency lights are OFF and the two
batteries are recharging
• ARM: ............ emergency lights are OFF and the two
batteries are recharging; emergency lights will
illuminate automatically upon loss of electrical
power from ESS 1 bus
• ON: .............. emergency lights are illuminated

2 EMERG LlGHTS push-button switch (in the cabin)

• Pressed: ............................ emergency lights are illuminated

LEADING PARTICULARS
• Emergency light power supplies (2 nichel-cadmium batteries):
- Nominal voltage supply........................ 28 VDC (ESS BUS 1)
- Input current consumption......................................... 350 mA
- Output voltage supply............................ 6.1 VDC to 6.5 VDC
- Output current consumption.............................................. 7A
• Emergency dome light (2 each):
- Nominal voltage supply....................................... 6 VDC each
- Current consumption............................................. 0.6 A each
• External emergency light (sponson) (2 each):
- Nominal voltage supply....................................... 6 VDC each
- Current consumption............................................. 0.7 A each

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ICN-39-A-330000-G-A0126-02041-A-01-1

EMERGENCY LIGHTS SCHEMATIC DIAGRAM

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ICN-39-A-330000-G-A0126-02042-A-01-1
LIGHTING CIRCUIT BREAKERS

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PAGE INTENTIONALLY LEFT BLANK

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CHAPTER

34
NAVIGATION

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SECTION 00
NAVIGATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DESCRIPTION LANDING AND TAXIING AIDS
The navigation system supplies the aircraft navigation data. It includes Landing and taxiing aids systems help the aircraft safety approach, make a
instrument flight, landing and other navigation components. landing and taxi to an airport.
The navigation system has the systems as follow:
• Flight Environment Data
INDEPENDENT POSITION DETERMINING
• Attitude and Direction
Independent position determining systems use the equipment, other than
• Landing and Taxiing Aids ground station and/or orbital satellites, to identify the position of the aircraft.
• Independent Position Determining
• Dependent Position Determining DEPENDENT POSITION DETERMINING
• Flight Management Computing Dependent position determining systems use ground stations and/or orbital
satellites to determine the position and velocity of the aircraft.

FLIGHT ENVIRONMENT DATA

Flight environment data systems use sensors to measure the different
FLIGHT MANAGEMENT COMPUTING
environmental conditions, such as the conditions that follow: Flight management computing systems use the navigation data to calculate
• Air pressure or control the position or flight path of the aircraft.

• Airspeed
• Altitude
• Pitot pressure
• Static pressure
• Outside air temperature.
This data has an effect on navigation.

ATTITUDE AND DIRECTION

Attitude and direction systems use magnetic or inertial forces to measure
and give the attitude and direction of the aircraft.

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NAVIGATION SYSTEM

Pitot and Static System

34-10
FLIGHT ENVIRONMENT DATA
Air Data System (ADS)

34-20
Attitude and Heading Reference System (AHRS)
ATTITUDE AND DIRECTION

34-30
VOR / ILS Data Link (VIDIL) System
LANDING AND TAXIING AIDS

Radio Altimeter System (RAD ALT)

Weather Radar (WXR) (Options)

34-40
INDEPENDENT POSITIONING DETERMINING
TCAS (Options)

EGPWS (Options)

Distance Measuring Equipment (DME)

Air Traffic Control Transponder (ATC XPDR)

34-50
DEPENDENT POSITION DETERMINING
Automatic Director Finder (ADF)

Global Position System

34-60
Flight Management System (FMS)
FLIGHT MANAGEMENT SYSTEM (FMS)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 10
FLIGHT ENVIRONMENT DATA

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DESCRIPTION The number 1 and the number 2 alternate static source valves are installed
respectively on the left and on the right side of the lateral structure of the
Flight environment data has the system that follow: overhead console.
• Pitot and Static System The static-source valve has two fittings that connects the IN static tube and
• Air Data System (ADS) the OUT static tube and there is a toggle switch, that is used to do the
selection of the alternate static source valve and to cancel it. The toggle
The Flight environment data system permits the crew to select the
switch is usually set at NORM, but must be moved to the ALTN position if
Barometric Reference Pressure and its purpose is to supply the crew with
the system indications become incorrect. When the toggle switch is at ALTN,
the display of the:
the source of the static pressure becomes the alternate static source-valve.
• Airspeed The switch has a red guard for protection from inadvertent operation.
• Vertical Speed
• Barometric Altitude
• Outside Air Temperature.

PITOT AND STATIC SYSTEM

The Pitot and static system has the primary components that follow:
• Number 1 Pitot – static probe
• Number 2 Pitot – static probe
• Number 1 alternate static – source valve
• Number 2 alternate static – source valve.
The number 1 and the number 2 Pitot – static probes are installed
respectively on the left and on the right side of the helicopter nose (STA
2110).
Four screws attach the Pitot – static probe to the structure and a set of nylon
tubes connects the Pitot – static tubes with the air-data management system
of the helicopter.
The Pitot – static probes sense the total and static pressure and have three
output ports; two output ports are for the static pressure (S1 and S2) and
one for the total pressure (P).
The static port has a left-to-right cross-link with the “Tee – fitting”.
There are four drain points in the system to collect the moisture and thus
prevent incorrect indications.
The electrical connector HR5P1 connects the number 1 Pitot – static probe
(HR5) to the left current monitor (A19) and the connector HR6P1 connects
the number 2 Pitot – static probe (HR6) to the right current monitor (A18).

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ICN-39-A-341000-G-A0126-01248-A-02-1
SHORT NOSE HELICOPTER CONFIGURATION

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ICN-39-A-341000-G-A0126-01249-A-02-1
LONG NOSE HELICOPTER CONFIGURATION

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ICN-39-A-341000-G-A0126-01250-A-02-1
SYSTEM COMPONENTS (SHEET 1 OF 2)

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ICN-39-A-341000-G-A0126-01251-A-01-1
SYSTEM COMPONENTS (SHEET 2 OF 2)

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OPERATION
The Pitot and static system senses the air data (total and static pressure)
necessary to show the related indications on the instruments in the cockpit.
The Pitot and static system sends, trough the Pitot – static tubes, the sensed
data to the two air data modules (ADMs) and the two standby instruments.
The ADMs change the data received from the Pitot and static system into
digital signals. These signals are then transmitted to the helicopter
computers (MAUs) for the calculation of the related flight data (airspeed,
altitude and rate of climb or descent). These data are then shown on the
primary flight displays (PFDs).
In the Pitot – static probe, the total pressure output port (P) transmits the
pressure signal to the on side Air data module (ADM) and to the cross side
stand-by instrument.
In the left Pitot – static probe the static pressure output port S1 is left-to-right
cross – link with the “Tee – fitting” to the S2 port, in the right Pitot – static
probe and trough the number 1 alternate static source valve, they transmit
the static pressure signal to the ADM2 and to the number 1 standby
instrument (optional).
In the left Pitot – static probe the static pressure output port S2 is left-to-right
cross-link with the “Tee – fitting” to the S1 port, in the right Pitot – static
probe and trough the number 2 alternate static source valve, they transmit
the static pressure signal to the ADM1 and to the number 2 standby
instrument.
The two standby instruments are the backup for the PFDs indications and
they also show airspeed, altitude and rate of climb or descent (vertical
speed).

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ICN-39-A-341000-G-A0126-01252-A-01-1
AIR DATA SYSTEM SCHEMATIC DIAGRAM

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AIR DATA SYSTEM (ADS)
The primary components of the air data system are the:
• Number 1 air data module (ADM1)
• Number 2 air data module (ADM2)
• Number 1 outside air temperature sensor (OATS1)
• Nmber 2 outside air temperature sensor (OATS2)
The number 1 and the number 2 air data modules (ADMs) are installed
respectively on the left and on the right side of the nose.
Four screws and four washers attach each ADM to the nose bulkhead.
The connector A5P1 connects the ADM1 (A5) to the circuit breaker ADM1
(CB39) and to the MAU1 (A1); the connector A6P1 connects the AIDM2 (A6)
to the circuit breaker ADM 2 (CB38) and to the MAU2 (A2).
Each ADM has the total pressure (PT) and the static pressure (PS) input
ports.
PT is connected to the total pressure output port P of the pitot-static probe
on side.
In the ADM1 PS is connected to the static pressure output ports S1-S2 (left-
to-right) of the pitot-static probes and in the ADM2 the PS is connected to
the static pressure output ports S2-S1 (left-to-right) of the pitot-static probes.
The number 1 and the number 2 outside temperature sensors (OATSs) are
installed respectively on the left and on the right bottom side of the fuselage.
Six screws attach each OATS on the bottom fuselage structure.
The ADM is supplied with +28 V DC electrical power from the helicopter.
The connector RT7P1 connects the OATS1 (RT7) to the number 1 Modular
Avionic Unit (MAU1) (A1) and to the Heating Control Box (HR4) and a
connector RT7P2 connects the OATS2 (RT8) to the number 2 Modular
Avionic Unit (MAU2) (A2).
The custom input/output (CSIO) module supplies the sensors excitation. The
ADS has two sensors that have different excitation and are read separately.
The OAT sensor channels connect to on side MAU.
The display controllers, which have the BARO correction input knobs,
transmit a count that is related to knob movement to the control input/output
(CIO) modules. Each display controller connects to on side MAU.

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ICN-39-A-340000-G-A0126-02210-A-01-1
AIR DATA SYSTEM (SHEET 2 OF 2)

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The ADS is a dual system that operates with two modular avionics units
(MAUs) to shows on the primary flight displays (PFDs) altitude, airspeed,
vertical speed, outside air temperature and to supply air data for other
avionic systems. The pilot and copilot each have an ADS. Each pilot uses
their onside ADS application.
Each ADS has the inputs, settings and software that follow:
• sensor inputs that include pressure signals from the air data module
(ADM)
• sensor inputs that include data from external air temperature (OAT)
probes
• barometric (BARO) correction settings
• air data application (ADA) software that is installed in the actuator
input/output with processor (AIOP) module in each MAU.
The ADA uses data inputs to calculate the aircraft altitude, airspeed, and
vertical speed.
The other systems that also use this data follow:
• The Traffic Alert and Collision Avoidance System (TCAS)
• The Automatic Flight Control System (AFCS)
• The Flight Data Recorder (FDR)
• The Flight Management System (FMS)
• The radar system.

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ICN-39-A-341000-G-A0126-01255-A-01-1
AIR DATA SYSTEM – OVERVIEW

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OPERATION
Each ADM senses and calculates the absolute pressure applied to the PS
and PT input ports and the low-speed ARINC 429 data bus bar bars transmit
the pressure data to the CSIO module in the MAU. The CSIO module also
receives data from the OAT probe.
The CIO module in the MAU receives the barometric correction value from
the barometric set control on the display controller (DC). The CSIO/CIO
modules send the data through the MAU back plane to the air data
application (ADA) software that is installed on the actuator input/output with
processor (AIOP). The ADA software uses these signals, along with OAT,
BARO setting and discrete data to calculate the air data parameters of the
aircraft altitude, airspeed and vertical speed. The AIOP module sends the air
data through the MAU back plane to the Network Interface Controller with
Processor (NIC/PROC). The NIC/PROC transmits the air data on the ASCB-
D data bus bar to Display Units (DUs) and other avionics systems that use
air data to operate. The BARO correction supplies adjustment of the altitude
calculation for local weather effects on the static pressure measurement and
supplies the barometric correction inputs for the ADS. The input is entered
by the pilots related to the instructions from air traffic controller (ATC) or from
Automatic Terminal Information Service (ATIS). The CIO module counts to
the ADA are relative position data of a quadrature knob. The counts are
changed to inches-of-mercury and millibars for transmission. There is one
barometric set knob for each ADS. The ADS includes a VNE (Velocity Never
Exceed) curve that shows the maximum operation airspeed for the AW –
139 as a function of pressure altitude and temperature; the CIO module
changes these input discretes to a value related to the position of the
barometric set control and then sends the correction code through the MAU
back plane to the AIOP module.
The two display controllers are cross-wired so that each display controller
transmits both pilot and copilot barometric count data. The cross-wiring lets
operation to continue even if there is a failure of a single display controller. If
there is a failure of both display controllers, the barometric correction output
shown for ADA 1 and ADA 2 stay unchanged at the last value.

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ACTUATOR ACTUATOR
I/O PROC. I/O PROC.
MODULE MODULE
3 4

ADS ADS

ICN-39-A-341000-G-A0126-01256-A-02-1

ADMS / OATS ELECTRICAL SCHEMATIC

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CONTROLS AND INDICATORS
The Primary Flight Display provides the information of the airspeed, vertical
speed, barometric altitude and OAT.

OUTSIDE AIR TEMPERATURE

The digital readout range is -55°C to +70° C. Loss of information from the
MAU results the data removal and replacement by dashes.

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ICN-39-A-341000-G-A0126-01257-A-02-1
CONTROLS AND INDICATORS

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AIR DATA SYSTEM INDICATORS At 5 knots prior to exceeding VNE, the horizontal line extends vertically
upwards becoming a thick red (AEO) or barber pole (OEI and
AIRSPEED DISPLAY autorotation) vertical bar.
• AIRSPEED TAPE • IAS MISCOMPARE ANNUNCIATOR
The airspeed tape slides up or down as airspeed decreases or The IAS miscompare annunciator is displayed in the top half of the
increases. airspeed tape when indicated airspeed miscompare between ADS 1
AIRSPEED DIGITAL READOUT and ADS 2 is detected.
•
The digital readout shows in green digits the current airspeed in a fixed • IAS INVALID ANNUNCIATOR
window in the center of the airspeed tape. The last digit of the current Loss of valid airspeed data from the selected ADS is annunciated by a
airspeed indicator rolls in one-knot increments. red cross that replaces all indications in the airspeed display.
The digital readout is displayed in amber reverse video when the trend
vector exceeds VNE.
The digital readout is displayed in red reverse video and the
AIRSPEED aural warning message is played back when the current
airspeed exceeds VNE.
• AIRSPEED TREND VECTOR INDICATOR
The airspeed trend vector indicator is a rectangular magenta
thermometer-type bar that travels on the outside edge of the airspeed
tape. The bar indicates acceleration as it travels up the tape and
deceleration as it travels down. The algorithm for trend is a filter made
up from airspeed, sine of pitch, and longitudinal acceleration.
The airspeed trend vector indicator is not displayed when there is no
longitudinal acceleration or IAS < 60 knots or source data is invalid.
• TARGET AIRSPEED BUG and DIGITAL READOUT
The target airspeed bug is a rectangular magenta bug positioned on
the airspeed tape to indicate the selected airspeed for the IAS
(Airspeed Hold) mode of Flight Director. The magenta digital readout
above the airspeed tape displays the target airspeed value.
The target airspeed bug and the associated digital readout are only
displayed when the IAS mode is engaged in the FD (see chapter 22
00).
When airspeed is invalid the digital readout shows amber dashes and
the airspeed bug is not displayed.
• VNE INDICATOR
A solid red horizontal line on the airspeed tape indicates the current
VNE in AEO conditions. In case of OEI or power-off (autorotation)
conditions the indicator shows as a barber pole.

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ICN-39-A-340000-G-A0126-02213-A-02-1
AIRSPEED INDICATOR

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VERTICAL SPEED INDICATOR
• VERTICAL SPEED SCALE and POINTER
The vertical speed scale shows a vertical speed range between ± 3000
fpm.
A green pointer moves against the scale to indicate current VS.
• VERTICAL SPEED DIGITAL READOUT
The vertical speed digital readout is displayed at the center of the scale
and shows the current vertical speed rounded to the nearest 50 fpm.
The VS digital Readout is not shown when vertical speed is less than
±300 fpm.
• TARGET VERTICAL SPEED BUG and DIGITAL READOUT
The target VS bug is a rectangular magenta bug positioned on the
vertical speed scale to indicate the selected vertical speed for the VS
(Vertical Speed Hold) mode of Flight Director.
The magenta digital readout above the scale displays the target vertical
speed value. Climb and descent speed targets are indicated with an
arrow pointing up or down.
The target vertical speed bug and the associated digital readout are
only displayed when the VS mode is engaged in the FD (see chapter
22 00).
When vertical speed is invalid the digital readout and the vertical speed
bug are not displayed.

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ICN-39-A-340000-G-A0126-02214-A-01-1

VERTICAL SPEED INDICATOR

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BAROMETRIC ALTITUDE INDICATORS bug is displayed in amber when the altitude alert function is in an active
state.
• BAROMETRIC ALTIMETER TAPE
The altitude tape slides up or down as altitude decreases or increases
and shows a range of ± 550 ft around current aircraft altitude.
A double line chevron marks each 1000 ft increment. A single line
chevron marks each 500 ft increment.
• BAROMETRIC ALTIMETER DIGITAL READOUT
The digital readout shows in green digits the current altitude in a fixed
window in the center of the altimeter tape. The last two digits roll in
twenty-foot increments.
NEG annunciator stands for altitudes below sea level. A loss of valid
altitude from the ADS shows a red cross over the altitude tape, the
scale markings and the rolling digital display are not displayed.
• TREND VECTOR INDICATOR
The altitude trend vector originates at the altitude reference line and
indicates what the altitude trend will be in 6 seconds based on the
current VS. The trend vector indicator and scale are not displayed
when no valid altitude information come from the ADS.
• ALTITUDE PRE-SELECTED DIGITAL READOUT
A digital readout and the bug of the preselect altitude are displayed in
cyan above the altitude tape. When altitude preselect is in Flight
Director mode, the bug and digital readout are displayed in magenta.
When the altitude alert is active or a departure from altitude has been
made, the digital readout and bug turn amber.
• ALTITUDE PRESELECTED BUG
The altitude preselect bug is a cyan notched rectangle that indicates
the preselected altitude set on each PFD. Rotating the ALT SEL knob
on the Display Controller moves the bug vertically and changes the
altitude preselect value. The rate of altitude pre-selection varies with
the rate the knob is turned (the slower the knob is turned the more
precise the selection is).
• ALTITUDE REFERENCE BUG AND READOUT
The altitude reference bug is displayed when the ALT HOLD flight
director mode is engaged. The bug is a magenta notched rectangle
that is smaller than the altitude select bug. The set point is determined
by the priority FD. The altitude reference bug is not displayed when
valid information from the ADS and priority flight director is lost. The

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ICN-39-A-340000-G-A0126-02215-A-04-1

BAROMETRIC ALTITUDE INDICATOR

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• ALT MISCOMPARE ANNUNCIATOR

The pilot is alerted to altitude miscompare by an amber ALT
annunciator. The annunciator is removed when altitude miscompare is
no longer detected.
A cyan ALT annunciator is displayed when BARO ALT miscompare is
detected. The annunciator is removed when the BARO ALT
miscompare is no longer detected.
The amber ALT miscompare annunciator has display priority over the
cyan ALT annunciator.
• METRIC ALTITUDE WINDOW
If activated via the Config menu, a metric altitude window is displayed
above the altimeter digital readout window.

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ICN-39-A-340000-G-A0126-03241-A-01-1
BAROMETRIC ALTITUDE INDICATOR

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ICN-39-A-340000-G-A0126-03240-A-01-1
AIR DATA SYSTEMS - FAILURE INDICATIONS

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AIR DATA SYSTEM – CAS CAUTION MESSAGES

CAS CAPTION FAILURE DESCRIPTION PROCEDURE AW139-RFM-4D

NAME

Associated ADS system failure ADS FAILURE

On RCP move ADS switch to non failed ADS

Section 3
EMERGENCY AND MAL-
illuminates on attitude indicator to highlight both PFDs are using
FUNCTION PROCEDURES
the same ADS source data.
ADS FAILURE
Compare frequently PFD data with Standby Indicator.

Difference between ADS 1 and 2 VNE airspeed calculated value AIRCRAFT NEV- Section 3
ER EXCEED EMERGENCY AND MAL-
SPEED MIS- FUNCTION PROCEDURES
COMPARE ADS FAILURE

REVERSION CONTROL PANEL

On the Reversion Control Panel (on the interseat), the ADS reversion switch
provides the following function:
• NORM:.............. the pilot and copilot displayed sources are the
onside ADS.
• 1:..................... the pilot and copilot displayed source is the ADS 1.
• 2:...................... the pilot and copilot displayed source is the ADS2.

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ICN-39-A-341000-G-A0126-02996-A-01-1
NAVIGATION SYSTEM – ADS REVERSION

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LEADING PARTICULARS
• ADM NO. 1
- Nominal voltage...................... 28 VDC (MAIN bus bar NO.1)
• ADM NO. 2
- Nominal voltage...................... 28 VDC (MAIN bus bar NO.2)
• OAT PROBE NO.1
- Nominal current.......................... 1.9 mA from the MAU NO.1
• OAT PROBE NO.2
- Nominal current.......................... 1.9 mA from the MAU NO.2

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SECTION 20
ATTITUDE AND DIRECTION

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DESCRIPTION
The attitude and direction system supplies attitude heading reference data to
the flight crew.
Attitude and direction has the system that follows:
• Attitude Heading Reference System (AHRS)
• Number 1 (optional) and 2 standby attitude director indicator (STBY
ADI) system

ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)

The Attitude and Heading Reference System (AHRS) is an attitude inertial
sensor system that supplies attitude, heading, and flight dynamics data to
the Electronic Display System (EDS), Flight Management System (FMS) and
Weather Radar (WXR) system. These data are then presented on the
Primary Flight Displays (PFD) and on the Multifunction Displays (MFDs). The
AHRS uses rate based Fiber Optic Gyros (FOGs) and micromechanical
accelerometers that are aligned to the primary aircraft axes to supply an
inertial measurement system. A digital computer integrates the angular rate
data to supply heading, pitch, and roll. A flux valve supplies long term
heading reference. The air data system (ADS) supplies true airspeed (TAS)
to increase the attitude performance.
The AHRS supplies inertial altitude and vertical speed if pressure altitude is
received from the air data system. The AHRS also supplies ground speed
data if it is connected to a global positioning system (GPS) receiver. The
AHRS receives the GPS data through a ARINC 429 interface.

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ICN-39-A-342000-G-A0126-01263-A-01-1
ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)

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ATTITUDE HEADING REFERENCE SYSTEM (AHRS) calibration data, thus recalibration is required after flux valve replacement.
Two screws attach the CAL PROM to the mounting tray. Two captive screws
The AHRS has the components that follow: attach the CAL PROM to the AHRU connector.
• Number 1 and 2 attitude and heading reference units (AHRUs) (A9 and
A10).
• Number 1 and 2 flux valves (M5 and M4).
• AHRU Calibration Programmable Read-Only Memory (CAL PROM).
• Number 1 and 2 compass control panel (PL3 and PL20).
The AHRS uses rate based Fiber Optic Gyros (FOGs) and micromechanical
accelerometers that are aligned to the primary aircraft axes to supply an
inertial measurement system. Omission of the mechanical platform and use
of FOGs eliminates any moving part within the system and thus enables a
significant improvement of reliability.

AHRU
The AHRU is the main AHRS component, containing the sensors (FOGs and
accelerometers), processor, power supply, and interface to the users. There
is no requirement for the pilot access to the unit. It is located in the avionics
compartment.
The AHRU1 (A9) and the AHRU2 (A10) are installed respectively in the left
and right avionic bay (helicopters [1J]), or in left and right nose compartment
(helicopters [1L]). Two hold-down knobs hold the AHRU to its mounting tray.
The mounting tray includes the fan. The AHRU has the CAL PROM.
Two connectors A9P1 and A9P4 connect the AHRU1 to the MAU1, MAU2,
circuit breakers CB49 and CB51, flux valve M5 and number 2 compass
control panel (PL20).
Two connectors A10P1 and A10P4 connect the AHRU2 to the MAU1,
MAU2, circuit breakers CB48 and CB50, number 2 flux valve M4 and
number 1 compass control panel (PL3).

CALIBRATION PROGRAMMABLE READ-ONLY MEMORY

(CAL PROM)
The Calibration Programmable Read-Only Memory (CAL PROM) is an
external electronic detachable device, located at the AHRU front plate. It
stores the aircraft specific information necessary to compensate the flux
valve errors and the misalignment of the tray. CAL PROM stores MSU

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ICN-39-A-340000-G-A0126-02219-A-02-1
AHRS - SHORT NOSE CONFIGURATION

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ICN-39-A-340000-G-A0126-02220-A-03-1
AHRS - LONG NOSE CONFIGURATION

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ICN-39-A-342000-G-A0126-01266-A-01-1
ATTITUDE AND DIRECTION

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FLUX VALVE
The flux valve is a magnetic sensor unit (MSU) that transmits information to
the AHRU relative to the earth’s magnetic field (magnetic north). It is located
in the tail boom assembly. This area is selected to minimize interface by
ferromagnetic materials and magnetic fields generated by the helicopter.
Number 1 and 2 flux valves are installed, respectively in the after and
forward position on the left side of tail boom. Three screws and three
washers attach the each flux valve to its support. Connector connects the
flux valves to the on side AHRU.

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ICN-39-A-340000-G-A0126-02221-A-04-1

FLUX VALVES LOCATION

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AHRS CONTROL PANEL
The AHRS control panel enables the pilot to control the operation of the
AHRS.
The Number 1 and 2 AHRS control panels (PL3 and PL20) are installed,
respectively, in the left and right side of the interseat console in the cockpit.
Two quick-release fasteners hold each AHRS panel in its correct position on
the interseat console. The connector PL3P1 connects the Number 1 AHRS
control panel (PL3) to the AHRU1.
The connector PL20P1 connects the AHRS control panel (PL20) to the
AHRU2.

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ICN-39-A-342000-G-A0126-02997-A-01-1
AHRS CONTROL PANEL

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OPERATION • DG mode
The AHRS uses the magnetic (MAG) mode as the standard operation mode • Basic mode
for heading. In the MAG, or slaved mode, the AHRU is aligned with the
magnetic heading output of the flux valve. If there is a difference between
the heading gyro and the flux valve output, then the heading gyro is aligned ALIGNMENT ON THE GROUND
with the flux valve.
Following initial start up, the AHRS performs an alignment, which lasts 30
In the directional gyro (DG) mode, the AHRU operates as a free directional
seconds. During the alignment ATT and HDG warning flags are in view at
gyro. The flux valve output to the AHRS is turned off. The AHRS has an
the cockpit displays and disappear when the alignment is finished. At this
attitude accuracy of 0.5° and a free directional gyro (DG) drift rate of 5° per
time the helicopter may be moved. In DG mode a refinement of the
hour. The magnetic heading accuracy is 2°.
estimated earth’s rate and free drift compensation will continue on for an
Operation of the AHRS is automatic upon the application of power to the
additional 90 seconds as long as the helicopter is stationary.
system. No operator inputs are required unless the DG mode is selected and
setting of the helicopter heading is required. After application of power, the
system performs an alignment, during which orientation is determined with
respect to the local vertical, magnetic north and performs self-test functions.
If the ambient temperature is less than +15 ˚C or more than +35 ˚C, a
temperature stabilization phase of the FOGs starts. It continues for 25
seconds maximum.
As the system’s sensor (FOGs and accelerometers) are used during the
alignment phase to determine the earth’s gravity vector and rotation, the
helicopter should remain stationary during this phase in order to allow
successful completion of alignment. However, helicopter motion due to the
wind buffeting and cargo or passenger loading does not affect the alignment.
After the nominal 30 second alignment is finished, the AHRS enters normal
operation, ATT and HDG warning flags on the cockpit displays disappear.
Depending on the dynamic conditions of the helicopter at the application of
power the AHRS will enter into either an alignment on ground or an
alignment in the air.
Depending of the input from Air Data System (ADS) the AHRS will enter
either the Normal mode or the Basic mode.
Depending on the heading mode selection the system will go either to MAG
or DG mode.
The AHRS can operate in the following operational modes:
• Alignment on the ground
• Alignment in the air
• Normal mode
• MAG mode

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ICN-39-A-342000-G-A0126-01269-A-03-1
AHRS NO.1 ELECTRICAL SCHEMATIC

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A new alignment can be initialized by pulling and resetting the AHRS circuit BASIC MODE
breakers (C/Bs) and ensuring a power interrupt of more than 0.5 seconds.
The AHRS enters the Basic mode in case of no valid True Air Speed (TAS)
data available. The attitude accuracy in this mode is better than 1°. Either
ALIGNMENT IN THE AIR MAG or DG modes may be used in the heading axis.
In order to perform an inflight AHRS alignment, the helicopter has to be
flown straight and level for a minimum of 30 seconds for ATT and HDG to
become valid. Flight straight and level means Max Pitch +/- 10°, Max Roll +/-
5°, Max Yaw Rate 1° per second, Max Lateral and Longitudinal Acceleration
0.05 g.

NORMAL MODE
Normal mode is the operational mode that the AHRS enters after the
alignment is finished and if valid True Air Speed (TAS) data from the Air
Data System (ADS) is available. The AHRS is capable of staying in Normal
mode for up to 5 minutes after loss of valid TAS data. Both MAG and DG
modes belong to the Normal mode category.

MAG MODE
The AHRS operates in MAG mode as long as it receives valid input data
from the flux valve and it is not switched manually by means of the compass
control panel (CCP) into the DG mode. In this mode the AHRS is
synchronized to the data from the flux valve, thus providing gyro stabilized
magnetic heading information.

DG MODE
The AHRS operates in DG mode if the flux valve fails or if it is switched
manually by means of the CCP into the DG mode. In this mode the AHRS
operates as a free directional gyro and is required to set the desired heading
into the system by means of the slew switch. The DG heading is subject to a
drift, specified to be max 5° per hour.

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ICN-39-A-342000-G-A0126-01270-A-04-1
AHRS NO.2 ELECTRICAL SCHEMATIC

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The Primary Flight Display (PFD) provides the following informations. These
data are received from either the on-side or crossside AHRS.

ATTITUDE DIRECTION INDICATOR (ADI)

ADI is depicted artificially on the attitude display of the PFD as a white,
horizontal line that joins the bottom edge of the cyan field with the top edge
of the brown field. The cyan field represents the sky and the brown field
represents the surface of the earth. Pitching the aircraft nose up increases
the area of the cyan field, cuing the pilot to a nose high attitude. The rate the
cyan field increases in area is proportional to the rate of pitch change.
Pitching the aircraft nose down increases the area of the brown field, cuing
the pilot to a nose low attitude. The rate the brown field increases in area is
proportional to the rate of pitch change. The position of the aircraft reference
symbol in relation to the attitude pitch tape affords instant recognition of the
number of degrees the aircraft is nose high or nose low. The aircraft
reference symbol also affords bank angle changes, the magnitude of change
in number of degrees and the rate at which bank angle is changing. The
attitude pitch tape is between +/-20° while the roll scale is graduated with
marking 10°, 20°, 30° and 60°. An inverted triangle marks 0° and 45° angle
of bank positions. The bank angle and roll rate are identified on the ADI by
means of a white segmented triangle referred to as the roll pointer. The
bottom segment of the roll pointer is the slip/skid indicator. It indicates a slip
or skid by displacing left or right of the top segment of the roll pointer. As
long as the aircraft is flown in trim, the roll pointer and slip/skid indicator form
a triangle. If a slip or skid is induced, the slip/skid indicator moves sideways.

HORIZONTAL SITUATION INDICATOR (HSI)

HSI displays the aircraft heading on the compass rose located below the
attitude sphere.
The compass rose can be displayed as either a full compass or as a 45°
segment of the full compass rose referred to as a compass arc, pressing HSI
button on the DC. A fixed helicopter symbol is displayed at the center of the
compass as an aid to visualizing the actual position of the aircraft in relation
to horizontal navigation information being presented on the display. The
aircraft heading is indicated by movement of the compass rose with respect
to the lubber mark at the top of the compass. The aircraft heading is
numerically displayed inside the heading indicator.

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ICN-39-A-342000-G-A0126-01273-A-01-1
PFD-AHRS INDICATIONS

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ICN-39-A-340000-G-A0126-03244-A-01-1
SLIP/SKID INDICATOR AND ATTITUDE

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ATTITUDE MISCOMPARE ANNUNCIATORS
Attitude data from the two AHRS are continuously compared so that, when a
performance discrepancy between the two AHRS is found, the
monitorwarning system alerts the pilot by annunciating one of the following
miscompare messages:

PITCH PITCH Miscompare -This annunciator is displayed for a

pitch attitude miscompare greater than 5°

ROLL ROLL Miscompare -This annunciator is displayed for a

roll attitude miscompare greater than 6°

ATT ATT Miscompare -This annunciator is displayed fwhen

both pitch and roll miscompare thresholds are exceeded

HDG HDG Miscompare -This annunciator is displayed for a

heading miscompare greater than 10°

A loss of valid pitch or roll information from the AHRS is indicated on the
display when the pitch tape, roll pointer and flight director bars are not
displayed. In addition, the boxed ATT, PITCH or ROLL annunciators are not
displayed while the attitude sphere turns cyan and the ATT FAIL annunciator
is displayed.

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ICN-39-A-340000-G-A0126-03246-A-01-1
ATTITUDE MISCOMPARE ANNUNCIATORS (ATT AND HDG SHOWN)

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AHRS - CONTROLS AND INDICATORS • 1 ....................... PDF1 and PDF2 display AHRS 1 data

1 TEST button • 2 ....................... PDF1 and PDF2 display AHRS 2 data

• pressed . activates the system self-test (on ground only).
The test is disabled during start-up or shut-down
and while in flight. The test result are: Pitch = +5°;
Roll = +45°; Heading = +15°.
In addition to the recorded attitude and heading
data, the ATT TEST
annunciator is displayed in the ADI and the
HDG TEST
annunciator is displayed in the compass. When
invalid data is due to an AHRS test, the
ATT TEST
annunciator is displayed instead of
ATT FAIL
annunciator.
2 COMPASS annunciator
• the compass annunciator indicates a misalignment of the
gyrocompass when the needle is not centered
3 MAG / DG switch
• MAG .......... activates the MAG sub-mode. This changes the
heading indicator relerence from being driven
by the directional gyros to being relerenced to
local magnetic north
• DG ............. slaves the heading indicator to the directional
gyros (FOG)
4 SYNC switch (spring loaded)
• It is toggled in the direction indicated by the compass annunciator
either + or − to align the gyro-compass
5 AHRS switch on RCP (Reversion Control Panel)
• NORM .............. the ON-SIDE ADS data are displayed on
each PFD: AHRS 1 on PDF1 and AHRS 2
on PDF2

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ICN-39-A-340000-G-A0126-02226-A-02-1

AHRS - CONTROLS AND INDICATORS

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AHRS - PRINCIPLE OF OPERATIONS • MAG 1 (DG 1) or MAG 2 (DG 2) on the top right side of the
The system comprises inertial sensor using Fiber Optic Gyros (FOGs) and HSI.
accelerometers to compute attitude, heading and flight information. The single-source AHRS selection on the RCP does not restore Autopilot
FOGs and accelerometers are mechanically fixed to the helicopter axes and operation.
measure rates of change in pitch, roll, and yaw. A computer puts together
the rate of change from the sensors to find and continuously update the
values of pitch, roll, and heading.
The flux valves, the two ADS and the Global Positioning Systems (GPS)
increase the system capabilities.

HEADING MODE
Heading reference can either be selected as MAG or DG by means of the
switch on the AHRS control panel.
When MAG mode is selected, the AHRU heading value is slaved to the Flux
Valve input (Magnetic Heading) and no annunciator is displayed besides the
lubber line or the heading digital readout.
When DG mode is selected, the AHRU heading is not slaved to the Flux
Valve and can be manually set by acting on the SYNC switch on the AHRS
Control Panel.
In this case the DG1 or DG2 annunciator is displayed on the right side of
the lubber line or of the heading digitai readout.

AHRS - FAILURE
Failure of an AHRS is annunciated by the 1 (2) AHRS FAIL caution message
in the CAS window and by the red flags ATT FAIL and HDG FAIL that
replace the ADI and the HSI , respectively.
AHRS failure also triggers the AVIONIC FAULT caution message in the CAS
and causes the failure of the on-side Autopilot: 1 (2) AP FAIL and AFCS
DEGRADED caution messages appear in the CAS window and the aural
warning message AUTOPILOT - AUTOPILOT is played back.
Pilot can restore the attitude and heading indications by selecting the non-
failed system using the AHRS selector knob on the RCP: in this case both
PFDs show attitude and heading data from the same system, so the
following single source annunciators are displayed:
• AHRS 1 or AHRS 2 on the top left side of the ADI

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ICN-39-A-340000-G-A0126-03247-A-01-1
AHRS - FAILURE INDICATIONS

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ICN-39-A-340000-G-A0126-03248-A-01-1
AHRS - FAILURE INDICATIONS > REVISION

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ICN-39-A-340000-G-A0126-02246-A-01-1

AHRS - HEADING ANNUNCIATORS

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ATTITUDE SOURCE ANNUNCIATORS The STBY ADI contains an inertial measurement cluster that eliminates the
need for an external gyro system. It has absolutely no moving parts. It could
The source of attitude information, that is AHRS1 or AHRS2, is displayed on replace all the AHRS gyro functions in case of failure. Its high-performance
the left corner of the ADI. The annunciator is not displayed when both PFD provides outstanding features such as precision attitude, heading, airspeed,
are displaying information from the on-side AHRS. When the pilot and vertical speed and altitude; reduced pilot workload; and improved flight
copilot PFD are displaying information from the same source, AHRS1 or safety. The indicator also features a full-color, active matrix LCD; dimmable
AHRS2 annunciates in reverse video on each PFD. fluorescent backlighting and a full range of navigation interface capabilities.
The Standby ADI has the component that follows:
ATTITUDE AND HEADING REFERENCE SYSTEM - CAS CAUTION
MESSAGES • the Detachable Configuration Module (DCM), which stores the display's
format configuration.
PRO- The DCM contains sufficient memory to retain information specific to the
FAILURE hardware and software configuration for each installation, such as panel
CE- AW139-
CAS CAPTION DESCRIP- angle, navigation interface, aircraft heading calibration, and display format.
DURE RFM-4D
TION When the instrument is removed from the aircraft, the DCM remains in the
NAME
aircraft, attached to the aircraft wiring harness that mate with the indicator
eliminating the need to reconfigure a replaced one.
1(2) AHRS FAIL
AVIONIC FAULT Section 3
Associ- EMER-
AFCS DEGRADED ated GENCY
1(2) AP FAIL AHRS fail- AHRS AND MAL-
ure and FAIL- FUNC-
+ AUTOPILOTaural message sub-se- URE TION
ATT FAIL quent 1 (2) PROCE-
AP failure DURES
HDG FAIL
AVIONICS
and loss of attitude, heading and slip
skid data on left (right) PFD

STANDBY ATTITUDE DIRECTION INDICATOR (STBY ADI)

The attitude and direction system also comprises two standby attitude
director indicators (STBY ADIs), used as backup.
The STBY ADI provides backup pitch, roll, and slip/skid information, and
backup Air Data information (airspeed, altitude and vertical speed) using
internal sensor systems. Also, the system contains interface capabilities that
provide Heading and Navigation information.

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ICN-39-A-342000-G-A0126-01277-A-01-1
STANDBY INSTRUMENT

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ICN-39-A-342000-G-A0126-01278-A-01-1
STANDBY ADI

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ADI STANDBY OPERATION
Power application to the STBY ADI starts an automatic process of self
diagnostics prior to normal operations. After power application the display
screen is blank approximately 15 seconds while the tests are performed. If
no failures are detected during the power ON self test mode, the
identification screen appears. If a failure is detected, the identification screen
appears with either a clearly stated error message or an error code. If no
failure is detected, the unit displays the ATT FAIL indication with the
message ALIGNING and a completion timer/counter below the aircraft
symbol. The sensor alignment reaches the normal operation mode within
three minutes of applying power. During abnormal condition, such as motion
during the sensor alignment mode, the indicator will reset and attempt to
reach the normal operation mode within six minute of applying power. If
sensor alignment is unsuccessful, the message will change to ALIGNMENT
FAIL and the system will not enter the operational mode. While the indicator
is operating normally, the system continues to perform diagnostic self tests
to assure the crew of accurate information.
While the STBY ADI is operating normally, the system continues to perform
diagnostic self-tests to assure the crew of accurate information. Invalidities
are display indications that reveal a loss of information from their associated
sources. The invalidities are detected during the STBY ADI Power ON Self-
Test or by the continuous Background Self-Test. They may appear as either
of the examples offered here dependent on unit configuration.
Air Data information will revert to normal display when invalidity conditions
no longer exist. The STBY ADI will continue to operate, displaying
information from sources that are still valid.
The Attitude Failure indication will appear as ATT FAIL in the center of the
Display Screen during the system start-up process and/or when the
Background Self-Test detect erroneous attitude information. Heading Tape
Invalidity and Attitude Failure will appear as either of the examples offered
here dependent upon unit configuration. The Heading Tape will always
appear invalid simultaneously with ATT FAIL. Heading and Attitude
Invalidities (internal sensor source) must be reported. Air Data and
Navigation information will continue to display if those sources are still valid.

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ICN-39-A-342000-G-A0126-01279-A-02-1

STANDBY ADI CONFIGURATION PAGES

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AISPEED AND
ALTITUDE INVALIDITY
ICN-39-A-342000-G-A0126-01280-A-02-1

STANDBY ADI-AIRSPEED, ALTITUDE, ATTITUDE AND HEADING FAILURE

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ICN-39-A-342000-G-A0126-01281-A-03-1
PILOT STBY ADI ELECTRICAL SCHEMATIC

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STAND BY ADI CONTROLS
The STBY ADI controls are as follows:
• M push button....... when pressed, the menu is available along the
bottom portion of the display.
• Adjustment knob..... when rotate, it allows the scroll through the
submenu item and highlight the item.
Menu item: FAST ERECT, SET BRIGHTNESS OFFSET, FAST ALIGN, NAV
(ON/OFF), NAV MODE, SET CRS, CRS AUTO CENTER, BARO TYPE.
• FAST ERECT:................................................ press knob to initiate;
• SET BRIGHTNESS press knob for submenu, rotate knob
OFFSET: ......................... adjust, press knob to finish;
• FAST ALIGN:................................................. press knob to initiate;
• NAV (ON/OFF):......... press knob to toggle for opposite of current
condition;
• NAV MODE:....... press knob for sub-menu, rotate knob to select
mode, press knob to finish;
• SET CRS:........ press knob for sub-menu, rotate knob to set
course, press knob to finish;
• CRS AUTO CENTER:............................................. press to initiate;
• BARO TYPE:.... press knob for sub-menu, rotate knob to select
type, press knob to finish.
The AHRS provides continuously heading information with respect to the
earth magnetic field.
NOTE
When on the RCP, the AHRS reversion switch is set to 2, the AHRS
NO.2 is connected to the PILOT STBY ADI.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-342000-G-A0126-01282-A-01-1
STANDBY ADI – CONTROLS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
LEADING PARTICULARS
AHRU NO. 1
• Nominal voltage (primary)....................... 28VDC (ESS. BUS NO.1)
• Nominal voltage (auxiliary)..................... 28VDC (MAIN BUS NO.1)
• Maximum nominal current........................................................ 2.5 A
AHRU NO.2
• Nominal voltage (primary)....................... 28VDC (ESS. BUS NO.2)
• Nominal voltage (auxiliary)..................... 28VDC (MAIN BUS NO.2)
• Maximum nominal current........................................................ 2.5 A
FLUX VALVE NO.1
• Nominal voltage.................... 12 VRMS / 400 Hz from AHRU NO. 1
FLUX VALVE NO.2
• Nominal voltage.................... 12 VRMS / 400 Hz from AHRU NO. 1
PILOT ADI STBY
• Nominal voltage...................................... 28VDC (ESS. BUS NO. 1)
• Maximum power 50W warm up for the first 5 min of
consumption.................... operation
• Normal running Not exceed 23,5 W (with heaters, fan and
consumption.................. thermal electrical cooler off)
REVERSION CONTROL PANEL
• Nominal voltage...................................... 28VDC (ESS. BUS NO. 1)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 30
LANDING AND TAXIING AIDS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
VOR/ILS DATA LINK (VIDL) SYSTEM
The VIDL (VOR/ILS Data Link) system is a remote-controlled integrated
radio system.
The VIDL system is an airborne navigation receiver that operates in VOR
(Very High Frequency Omnidirectional Radio Range) and ILS (Instrument
Landing System).
The VIDL system is part of the modular radio system installed in each MRC.
The VOR function supplies bearing in degrees to and from the ground
station. The pilot and copilot use HSI function for navigation of the aircraft.
The VOR function contains the VOR airborne receiver, VOR/LOC antenna
and the VOR ground station transmitter. The VOR airborne receiver is part of
the VIDL receiver module.
The ILS supplies approach and landing navigation guidance data. The ILS is
divided into the LOC (Localizer), GS (Glideslope), and MKR (Marker) beacon
functions. These functions give azimuth, elevation angular deviation, and
discrete position fixes related to the runway threshold.
The LOC function contains the airborne LOC receiver, VOR/LOC antenna,
and ground station transmitter.
The GS function has the GS airborne receiver, GS antenna, and ILS GS
ground station transmitter.
The MKR beacon function contains the airborne MKR beacon (MB) receiver,
a MKR beacon (MB) antenna, and a ground station transmitter. A beacon
transmitter can be a component of an ILS system or a component of an
airway marker.
The LOC, GS, and MKR beacon receivers are part of the VIDL receiver
module.
The VIDL system has the components that follow:
• VIDL Receiver Modules
• VOR/LOC Antenna
• GS Antenna
• MB Antenna.
• MB coupler (CP3)
• VOR coupler (CP1)
• GS coupler (CP2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344000-G-A0126-01284-A-01-1
MRC 1 – 2 LOCATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
VIDL RECEIVER MODULES
The VIDL1 and the VIDL2 modules are installed respectively in the MRC1
and in the MRC2, in the left and in the right side of the nose compartment
bay.
A handle is installed on each module front to make its installation and
removal easier. Four captive screws hold each VIDL module to the MRC.
Three connectors connect each VIDL module to the MB coupler, the VOR
coupler and the GS coupler.
Electrical power is supplied to VIDL1 module through the circuit breaker
CB23 and to VDL2 module through the CB18.
The VIDL receiver module is part of the modular radio system. The VIDL
module includes a VOR receiver, LOC receiver, GS receiver and MB
receiver. The Course Deviation Indicator (CDI) and Horizontal Situation
Indicator (HSI) on the Primary Flight Displays (PFDs) show the guidance
data from these receivers to the pilot and copilot. The VOR receiver uses
signals transmitted from the VOR ground stations to find the bearing of the
aircraft in relation to the ground transmitter.The VOR receiver communicates
with frequency controls and displays, such as modular avionics units (MAU).
It receives and demodulates amplitude modulated (AM) voice audio and
sends it to the audio system. The VOR receiver also supplies fault history
and status data to the maintenance system. The VOR/LOC ground stations
transmit a 1020 Hz Morse code identification tone for the VOR and LOC
receivers. The LOC receiver is the part of the ILS that supplies the lateral
guidance in relation to the runway centerline of an approach. The LOC
receiver receives localizer signals transmitted from ground stations. The
LOC receiver uses these localizer signals to identify when the aircraft is at
the middle of the runway approach centerline. The GS receiver is the part of
the ILS that supplies the vertical guidance to the pilots and/or autopilots in
relation to the glidepath of an approach. The GS receiver uses data
transmitted from a ground station transmitter to identify when the aircraft is
on the glidepath. The MKR beacon receiver is a component of the ILS that
receives three MKR beacon tones at 75 MHz from a ground station
transmitter. The receiver uses these MKR beacon tones to supply runway-
threshold-distance data. The MKR beacon receiver sends HSI data to the
PFDs to show the stable distances from the runway on the approach
centerline for the pilots.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344000-G-A0126-01285-A-02-1
VIDL RECEIVERS MODULES LOCATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MB, VOR AND GS COUPLERS
The MB coupler is installed in the right side of the nose compartment. Two
nuts and two washers attach the MB coupler to the nose structure. The MB
coupler CP3 has three connectors that connect the MKR antenna (E6) to the
VIDL modules.
The VOR coupler is installed in the left side of the nose structure. Two nuts
and two washers attach the VOR coupler to the nose structure. The VOR
coupler CP1 has three connectors. The coupler connects the VOR/LOC
antenna (E5 E14) to the VIDL modules.
The GS coupler is installed at center in the nose radome of the helicopters
[1J] (on top of the MRCs) or on the left side of the bottom of the nose
radome in the helicopters [1L]. Two nuts and two washers attach the GS
coupler to the nose structure. The coupler CP2 connects the GS antenna
(E7) to the VIDL modules.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344000-G-A0126-01286-A-02-1
MB, VOR AND GS COUPLERS LOCATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
VOR/LOC, GS AND MKR ANTENNAS
The VOR/LOC antenna is installed in the left and right side of the tail
section.
Eight screws attach each part of the VOR/LOC antenna to the tail structure.
A connector E5P1 connects the VOR/LOC antenna to the VOR coupler CP1.
The GS antenna is installed in the helicopter nose. Two bolts and two
washers attach the GS antenna to the structure. A connector E7P1 connects
the GS antenna to the GS coupler CP2.
The MKR antenna is installed on the left side of the bottom fuselage. Three
nuts attach it to the structure. A connector E6P1 connects the MKR antenna
to the MB coupler CP3.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344000-G-A0126-01287-A-01-1

MB, VOR AND GS ANTENNAS LOCATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
OPERATION receiver operates in the frequency range of 329.00 to 335.00 MHz with 150
kHz channel separation. There are 40 channels (or frequencies) specified for
The VIDL system transmits and receives data through the radio the GS in the frequency range of 329.00 to 335.00 MHz. The GS channels
communication bus (RCB) to the network interface module (NIM) in the are put together one-to-one with the LOC channels. When the LOC is tuned,
MRC. The NIM connects to the display system through the avionics standard the GS is tuned with it. The GS receiver supplies the elevation deviation
communication bus, version-D (ASCB-D). Backup tuning is supplied by the from runway GS as part of the ILS. The GS receiver also compares the
MCDU through a dedicated ARINC 429 interface. amplitude difference between the mostly 90 Hz and mostly 150 Hz AM
The VIDL system operates in one of the operational modes that follow: modulated intersected lobes that are each radiated one over the other. The
• VOR two audio signals are equal in magnitude along a line 2.5 to 3 degrees
• ILS above the runway called the GS. The GS receiver supplies up and down
command data and alarms (flags) to the pilot and copilot from the GS ground
The VIDL system operates in one operational mode at a time.
station signals.
In the VOR mode, the system receives and processes VOR signals and
The MKR beacon receiver operates at 75 MHz. It supplies inner, middle, and
MKR beacon signals. The VIDL system supplies the radio function of the
outer MKR beacon crossing data. The receiver operates lamps and supplies
VOR receiver that supplies bearing in degrees to and from the ground
audio tones when the beacon signals are received. The ground station
station and for navigation of the aircraft.
transmits an RF signal with keyed audio frequency AM modulation at one of
In the ILS mode, the system receives and processes LOC, GS, and MKR
three modulation frequencies. The outer MKR frequency is 400 Hz. The
beacon signals. The VIDL system supplies the radio function of the ILS,
location of the outer MKR is at a stable distance of approximately 5 miles.
which includes LOC, GS, and MKR beacon receivers, that supplies
The middle MKR frequency is 1300 Hz. The location of the middle MKR is at
approach and landing navigation data.
a stable distance of approximately 3500 feet. The inner MKR frequency is
The VOR receiver operates in the frequency range of 108.00 to 117.95 MHz
3000 Hz. The location of the inner MKR is near the end of the runway on the
with 50 kHz channel separation. It is tuned to a VOR ground station that
approach centerline. The MKR beacon receiver supplies inner, middle and
radiates a signal that changes with azimuth related to the station. The
outer visual data and audio to the pilot and copilot from the MKR beacon
ground station transmits a radio frequency (RF) signal with two 30 Hz
ground station signals.
modulated signals. One is AM and the other is frequency modulated (FM) on
a 9960 Hz subcarrier. The relative phase of the two 30 Hz signals gives
radial lines in space related to the ground station. The VOR receiver can
then find the bearing of the aircraft to the ground station. The VOR receiver
supplies bearing, deviation, and alarms (flags) to the pilots from the VOR
ground station signals. Deviation is calculated as the difference between
calculated bearing and an analog course selection input. The LOC receiver
operates on 40 channels in the frequency range of 108.00 to 111.95 MHz
(on odd tenths) with 50 kHz channel separation. It supplies the azimuth
lateral deviation from the runway centerline as part of the ILS. The LOC
receiver compares the amplitude difference between the mostly 90 Hz and
mostly 150 Hz AM modulated intersected lobes that are each radiated along
one side of the runway. The two AM detected audio signals are equal in
magnitude along a line that divides the center of the runway into two equal
parts. The LOC receiver supplies left and right command data and alarms
(flags) to the pilot and copilot from the LOC ground station signals. The GS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

CCD MAU PFD MFD MFD PFD MAU CCD

1 1 CPLT CPLT PLT PLT 2 2

A429 A429
MCDU ASCB-D
MCDU
1 PLT MKR
ANTENNA
A429

A429
MRC 1 MRC 2

MKR AUDIO MKR AUDIO

NAV AUDIO
DIGITAL AUDIO BUSES
NAV AUDIO
COUPLER
VIDL VIDL
LAN NIM NIM LAN
MODULE MODULE To MRC 1
RCB DIGITAL MIC BUSES RCB
28VDC PWR 28VDC PWR

CPLT AUDIO PLT AUDIO NAV/COM GS

PANEL PANEL NAV 2 ANTENNA
COCKPIT
From VOR/LOC MICROPHONES,

28VDC ESS 2
ANTENNA COPLER HEADSETS and SPEAKERS
From MKR
ANTENNA COPLER NAV/COM
COUPLER
From GS NAV/COM NIM 2
ANTENNA COPLER
NIM 1
To MRC 1
28VDC MAIN 1

LEFT
VOR/LOC
NAV/COM ANTENNA
NAV 1 RIGHT
VOR/LOC
COUPLER To MRC 1 ANTENNA
CONTACT
OF K16
ICN-39-A-344000-G-A0126-01288-A-02-1

VIDL ELECTRICAL SCHEMATIC

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CONTROLS AND INDICATORS
DISPLAY CONTROLLER (DC)
The display controller gives the flight crew independent selection of short-
range navigation (SRN) and long-range navigation (LRN) sources, on-side/
cross-side bearing sources and the HSI format for display on the respective
PFD. The display controller is directly connected to the cursor control device
and the remote instrument controller.
Pushing circle (Number 1) and diamond (Number 2) bearing (BRG) buttons
permit the bearing pointers can be displayed on the HSI. Each pointer has a
range of 360 degrees. When selected the bearing pointers function as a
radio magnetic indicator (RMI). Loss of bearing information from the selected
NAV source results in the removal of the relevant bearing pointer.
1 BRG pushbutton pushing the circle BRG push button
( ○ ): ......................... sequence is: OFF, VOR1, ADF (ADF1 if is
installed), FMS1 and OFF.
2 BRG pushbutton pushing the diamond BRG push button
( ◊ ): ........................ sequence is: OFF, VOR2, ADF (ADF2 if
ADF1 is installed), FMS2 and OFF.
3 NAV pushing the NAV button provides data relevant to a
pushbutton: .... Short-range Navigation (SRN) source, displayed
on the on-side PFD. The button sequence is:
VOR/LOC on side and VOR/LOC cross side. The
power-up default is set to the on-side VOR/LOC.
4 PRV pushing the PRV (preview) button shows the on-side
pushbutton: .. or cross-side VOR/LOC on the display using a
secondary course pointer when long-range NAV is
the primary engaged navigation source. OFF is the
default setting. The button sequence is: OFF, on-
side VOR/LOC, cross-side VOR/LOC and OFF. The
PRV button has no effect when the FMS (LRN) is
not selected as the current NAV source.
5 HSI pushbutton: the HSI button permits the pilot to select between
a full compass (360°) display or an arc (45°
centered on the aircraft nose) compass display.
Full compass is the default setting.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-343000-G-A0126-03001-A-01-1
DISPLAY CONTROLLER

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-340000-G-A0126-03249-A-01-1

BEARING POINTER SELECTION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
REMOTE INSTRUMENT CONTROLLER (RIC)
The RIC is used to set the course, decision height and heading. The control
panel has three control knobs with associated buttons.
1 COURSE .... the course select knob selects the desired course
during short-range NAV or NAV preview on the on-
side HSI. Pushing the PUSH DIR button
synchronizes the selected course to the current VOR
bearing.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-343000-G-A0126-03002-A-01-1
REMOTE INSTRUMENT CONTROLLER

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PFD – HSI INDICATIONS 4 CDI . The CDI (CRS Deviation Indicator) indicates lateral deviation
from the centreline of a selected course. As shown at left,
Indications relevant to the VIDL system are provided on PFDs by Course
the CDI is composed of the course pointer segmented
(CRS) and Bearing (BRG) pointers, annunciators and digital readout, when
needle and a scale centered on a helicopter symbol. The
SRN system (VOR/LOC) are set through the on-side Display Controller.
deviation bar (middle part of the segmented needle)
Indications relevant to the VIDL system are as follows:
indicates course, deviation by moving laterally on a scale
1 BRG Two bearing pointers can be displayed on the compass. consisting of four dots; two on the left and two on the right of
Pointers ... When selected, the bearing pointer functions as a radio the helicopter symbol. The pointer parked position equals 2
magnetic indicator (RMI). They are presented on the ½ dots.
display by pushing the BRG select buttons on the
display controller. The circle bearing pointer is always 5 TO/FROM The TO/FROM indicator is a white solid triangle
white. The diamond bearing pointer is always green. Indicator .. superimposed on the center line of the course pointer.
Loss of bearing information from the selected NAV It is positioned at the nose or tail of the helicopter
source results in the removal of the relevant bearing symbol and moves with the course pointer. When
pointer. deviation from the VOR course is ≤88°, the TO/FROM
indicator is positioned at the nose of the aircraft symbol
2 CRS The course is a segmented needle that is superimposed indicating TO the Station. When deviation from the
Pointer over the HSI compass display. It represented a selected VOR course is ≥ 92° the TO/FROM indicator is
SRN course (CRS) of FMS desired track (DTK) and the positioned at the tail of the helicopter symbol indicating
helicopter position relative to it. The pointer is cyan when FROM the station.
the flight director is not coupled and magenta when the
flight director is coupled. The course pointer can be 6 G/S When tuned to an identified ILS, frequency, the pilot can
rotated 360° clockwise and couterclockwise using the Vertical use the display controller to select glideslope information
course select knob on the on-side remote instrument deviation for display on the vertical deviation scale from either the
controller. When, in arc mode, the course set is off the on-side or cross-side ILS. The scale consists of a
scale, a cyan or magenta colored arrow shows the rectangle with two dots above and below it. The vertical
shortest turn direction to the pointer. The arrow is deviation scale is displayed to the right of the attitude
removed when the Course Deviation Indicator returns in sphere as a pointer moving on a scale when LOC is
view. A digital readout legend of the selected course or selected. Each dot represents a graduation of 1.5°
track is displayed above and to the left of the HSI above or below glideslope on an ILS approach.
immediately below the associated NAVAID. As shown in the example, the glideslope deviation
pointer or bug is a truncated cyan triangle displayed on
3 NAV The selected navigation source legend is positioned at the right side of the vertical deviation scale. The bug
Source .. the upper left of the compass card immediately above the represents the position of the aircraft on the ILS
digital course readout. The NAVAIDS available for approach in relation to the glideslope. The rectangular
display are: VOR1/LOC1, VOR2/LOC2 for the SRN and box on the horizon line represents the position of the
FMS1, FMS2 for the LRN. The VOR1 or VOR2 legend is aircraft. The glideslope bug shows the pilot where the
displayed when VOR/LOC mode is selected and the NAV glideslopeis in relation to the helicopter. When the bug is
source is not tuned to a localizer frequency. When the above the box on the display, the helicopter is below
NAV source is tuned to a localizer frequency, the LOC1 glideslope. When the bug is below the box on the
or LOC2 annunciator is displayed. display, the helicopter is above glideslope. When the

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
bug is below the box on the display, the helicopter is annunciator switches between reverse video for one
above glideslope,. Using the position of the b ug in second and in normal video for a half second.
relation to the dots, the pilot can estimate the number of
degrees the aircraft is above or below the glideslope.
When the bug is immediately adjacent to the box, the
aircraft is on glideslope. In the example above, the
aircraft is about 1° below the glideslope. The bug is in
magenta when the flight director is coupled.
7 GS The monitor warning system continuously monitors
Miscompare . the glideslope. When a glideslope miscompare is
detected, the system alerts the pilot by displaying
the GS miscompare annunciator on the left side of
the vertical deviation scale. The GS miscompare
annunciator has display priority over all scale
markings. It flashes during the first six seconds.
After six seconds GS lights steadily. The
annunciator does not display when a glideslope
miscompare is no longer detected. The loss of valid
information from either NAV receiver does not
display the GS annunciator.
8 LOC When a localizer miscompare is detected, the LOC
Miscompare . annunciator is displayed on the HSI just below the
helicopter symbol on the compass card. THSI alerts
the pilot to a localizer miscompare. The LOC
miscompare annunciator has display priority over all
scale markings. It flashes during the first six
seconds. After six seconds, the LOC shows steadily.
The annunciator is removed when a localizer
miscompare is no longer detected. A loss of valid
deviation information from the NAV receiver or
monitor warning function does not display the LOC
annunciator.
9 MB Outer (O) Middle (M) and Inner(I) marker beacon
Annunciator .. annunciators are displayed in the lower left corner of
the ADI and are controlled by the selected NAV
receiver (VOR/LOC). The pilot is alerted to marker
beacon passage by the beacon annunciator. As
long as the aircraft is in the cone of sensitivity, the

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344000-G-A0126-01292-A-02-1
PFD HSI INDICATIONS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-340000-G-A0126-02252-A-01-1
VOR INDICATORS (1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-340000-G-A0126-02253-A-01-1
VOR INDICATORS (2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-340000-G-A0126-02254-A-01-1
ILS INDICATORS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
VIDL SYSTEM OPERATION WITH THE MCDU
The MCDU is the primary control unit for the radio system. The MCDU
controls all communication and navigation radios in the MRC, also it controls
the modes, frequencies, and codes of all the radio modules in the MRC. A
set of VHF NAV radio tuning pages is provided by MCDU, in order to tune
the VIDL system.
• RADIO 1/2 page. The RADIO 1/2 page is displayed by pushing the
RADIO function key on the MCDU. It contains the following radio data:
• VHF COM1 and COM2 radios
• VHF NAV1 and NAV2 radios
• The currently selected TCAS/transponder mode
• The aircraft ID (identification) (if available)
• The current transponder code and status.
• NAV1 page. It is used to access and control VHF navigation radios,
FMS automatic tuning, and DME hold mode. The format cursor
defaults to the memory tuning field (4L), providing quick access to
stored frequencies. The page can also access to the NAV memory
pages.
• NAV MEMORY 1/2 and 2/2 pages. The radio tuning function supports
12 navigation radio memories displayed on two pages. In addition to
entering or dialing-in frequencies for each memory, a text label of up to
eight characters can be entered for each stored frequency. The default
label for each memory is MEMORY, a dash, and the memory number,
with the memory number always on the outboard edge of the display.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344000-G-A0126-01295-A-01-1
VHF NAV OPERATION WITH MCDU (SHEET 1 OF 3)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344000-G-A0126-03706-A-02-1
VHF NAV OPERATION WITH MCDU (SHEET 2 OF 3)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344000-G-A0126-03707-A-02-1
VHF NAV OPERATION WITH MCDU (SHEET 3 OF 3)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
VIDL SYSTEM OPERATION WITH THE PFD
The PFDs and MFDs supply integrated displays of navigation. VIDL radio
tuning on the PFD is set using the on-side CCD.
The CCD is used to change NAV/COM frequencies and the XPDR code on
the PFD. A frequency box becomes active when the pilot positions the
cursor over the desired frequency box. To indicate that a frequency box has
been selected for tuning, all the items in the box are displayed using large
letters and numbers or fonts.
The first item contained in a frequency box is the identifier displayed using
white fonts. The example previously shows the NAV1 frequency box.
Immediately below the identifier is the active frequency position. The active
frequency is always displayed in green. In tHSI instance, the active
frequency in NAV1 is 110.30.
1 ENTER: .......... Pushing the ENTER button on the CCD swaps the
current and preset frequencies for the radio.
2 SET Turning the larger knurled knob clockwise increases
KNOB: ...... and counterclockwise decreases the whole number
component of radio frequencies.
The smaller knob segment controls the decimal
number component of frequency ranges when
selecting a radio frequency.
3 JOYSTICK: ...... A green cursor box is positioned to highlight the
function using the CCD. Moving the joystick to
shift the cursor box between the COM and NAV
radios.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-343000-G-A0126-03003-A-01-1
CURSOR CONTROL DEVICE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CAPTIONS
No-one cautions message is available for the CAS window in the event of
VIDL system failure. If a VIDL system is not supplying valid data to the
MCDU or PFD, or a VIDL system failure occurs, the frequencies or the
operating commands associated with that function are removed from the
associated display replaced with dashes and cross amber.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-340000-G-A0126-02256-A-01-1
FAILURE INDICATIONS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
LEADING PARTICULARS • Spurious Response............................................................... -80 dB
The leading particulars for the VOR/ILS data link (VIDL) receiver module are • Audio Output.......................................... 100 MW into 600 minimum
as follows:
• Length.............................................................. 15.00 in (381.0 mm)
GS SPECIFICATIONS
• Width.................................................................. 3.29 in (83.57 mm)
• Frequency Range......................................... 329.15 to 335.00 MHz
• Height............................................................... 4.09 in (103.89 mm)
• Channel Spacing................................................................ 150 KHz
• Weight (maximum).................................................... 2.90 lb (1.136)
• Deviation Centering.................................................... ± 0.0058 ddm
• Power Requirement............................................................. 28 VDC
• Polarity............ Negative ddm for 90 Hz > 150 Hz (aircraft above
• Circuit Breaker............................................................... 28 VDC 3 A GS course)

VOR SPECIFICATIONS • Selectivity.......... 6 dB at ± 15 KHz minimum (60 dB at ± 41 KHz

maximum)
• Frequency Range......................................... 108.00 to 117.95 MHz Spurious Response...............................................................
• -60 dB
• Channel Spacing.................................................................. 50 KHz User Replaceable Parts...........................................................
• None
• Frequency Stability............................................................ 0.0025 % Mounting.......................
• MRC cabinet Honeywell P/N 7517959-902
• VOR Bearing Accuracy......................................................... ± 0.75°
• Selectivity.......... 6 dB at ±15 KHz minimum (60 dB at ± 41 KHz
maximum)
• Spurious Response............................................................... -80 dB
• Audio Output................................................. 100 mW into 600 ohm

LOC SPECIFICATIONS
• Frequency range........................................... 108.10 to 111.95 MHz
• Channel Spacing.................................................................. 50 KHz
• Deviation Centering..................................................... ±0.0026 ddm
• Polarity............ Positive ddm for 90 Hz > 150 Hz (aircraft left of
LOC course)
• Selectivity.......... 6 dB at ± 15 KHz minimum (60 dB at ± 41 KHz
maximum)

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PAGE INTENTIONALLY LEFT BLANK

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 40
INDEPENDENT POSITION
DETERMINING

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DESCRIPTION The RAD ALTs (A17 and A18) are installed in the left and right avionic bay
(standard nose helicopter) or on the left and right bottom side of the center
The independent position determining has the systems that follow: fuselage (long nose helicopter).
• Radio Altimeter System Four screws and the four washers attach each RAD ALT to the support base
The radio altimeter (RAD ALT) system uses frequency-modulated (standard nose helicopter) or to the fuselage structure (long nose helicopter).
continuous wave (FMCW) signals to calculate the aircraft altitude Above Three electrical connectors connect the RAD ALT1 to these components:
Ground Level (AGL) during the phases of flight, approach and landing. The • The circuit breaker CB86
system has a maximum range of 2500 ft of altitude.
Radio altitude data are shown on the PFDs (Compass mode, Arc mode and • The MAU1 (and MAU2 if only RAD ALT1 is installed)
Reversion mode). • The antennas
A single RAD ALT system is the standard installation and sends digital radio Three electrical connectors connect the RAD ALT2 to these components:
altitude data to the MAUs.
• The circuit breaker CB143
In a dual RAD ALT system, the receiver-transmitter no.1 supplies the radio
altitude data for the co-pilot's PFD and the receiver-transmitter no.2 supplies • The MAU2
the radio altitude data for the pilot's PFD. • The antennas.
The RA data is displayed in two locations on the PFD. First as the Low
Altitude Alert Display (LAAD), this is part of the altitude tape when the
aircraft is approaching the ground. This is designated by an amber line and
brown shading. Secondly, a separate RA tape and/or digital readout are
displayed in the bottom right hand corner of the PFD.
The flight crew can set the DH altitude with the DH knob on the remote
instrument controller. The RAD ALT system supplies an automatic indication
when the aircraft gets to that altitude.
The units are installed on the E-E avionic bays.
The primary components of the radio altimeter system are:
• Number 1 and 2 radio-altimeter receiver-transmitter (RAD ALTs)
• Number 1 and 2 radio-altimeter receive-antennas.
• Number 1 and 2 radio-altimeter transmit-antennas.

RADIO ALTIMETER (RAD ALT)

The RAD ALT is pulsed radar which utilizes separate external transmit and
receive antennas.
The RAD ALT is a self-contained microwave transmitter receiver and range
computation system. It operates on short pulse, leading edge track principles
to measure and to show aircraft absolute altitude on the PFDs. It also has
the zero altitude adjustment potentiometer.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344000-G-A0126-01303-A-01-1

RADIO ALTIMETERS-COMPONENTS LOCATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
RADIO ALTIMETER ANTENNAS
The four radio-altimeter antennas are installed on the bottom of the tail
section. These antennas are low-contour, rectangular, micro-strip. The
antennas operate in the 4200 to 4400 MHz bandwidth.
Four screws and the four washers attach each antenna to the tail structure.
A coaxial connector connects the antenna to the RAD ALT.
The RAD ALT1 antennas are installed on the bottom of the after tail section.
The receive-antenna (E2) is located after the transmit-antenna (E1).
The RAD ALT2 antennas are installed on the bottom of the forward tail
section. The receive-antenna (E18) is located after the transmit-antenna
(E19).
The location of the antennas lets each antenna operate at the normal limits
of pitch and roll.

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ICN-39-A-344000-G-A0126-01304-A-02-1
RADIO ALTIMETERS-ANTENNAS LOCATION (DUAL ALTIMETER INSTALLATION)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
OPERATION
The RAD ALT system is energized before takeoff and can be used during
the flight to monitor the aircraft altitude AGL up to the maximum range of the
system.
The radio altimeter system operates over large differences in terrain,
weather conditions and aircraft attitude, to calculate the aircraft altitude.
The RAD ALT contains the power supplies, the transmitter and receiver
circuits, with the timing circuits to calculate the aircraft AGL altitude. The
RAD ALT receives power from the aircraft 28 V DC bus. The RAD ALT
transmits 4300 MHz FMCW signals to the transmit antenna, which transmits
the signal to the ground. The receive antenna receives the signal reflection
from the ground and transmits it to the receiver part of the RAD ALT. It
measures the time interval between the transmitted and received FMCW
signals. The received signal changes to a DC analog voltage. The DC
analog voltage transmits accurate analog outputs to the MAUs. The DC
analogue output voltage is proportional to the aircraft' AGL altitude.
When one radio altitude is installed, it is wired to both MAUs. When two
radio altimeters are installed, each is wired to the on-side MAU.
The discrete inputs for the modulation frequency selection set the
modulation for each receiver-transmitter in a dual system. Receiver-
transmitter 1 is set for a 50 Hz modulation frequency and receiver-transmitter
2 is set for a 51 Hz modulation frequency. The radio altitude information is
removed from the view above 2500 ft AGL (no track).
The receiver-transmitter has a continuous self-test, and when a fault occurs,
a RAD failure indication it is shown on each PFD. The test signal comes
from the MAUs.
The RAD ALT system is connected with other systems through the input/
output (I/O) modules of the MAU.
The RAD ALT system supplies the decision height (DH) output. The DH
output sets the gain for the localizer (LOC) and glideslope (GS) signals for
the flight director (FD). The DH range is thru 20 to 2500 ft. It is shown on the
PFD.
The flight crew can set the DH altitude with the DH knob on the remote
instrument controller (RIC). The RAD ALT system supplies an automatic
indication when the aircraft gets to that altitude.
The RAD ALT system supplies the lower portion of the altitude tape
functions as a Low Altitude Alert Display (LAAD). This display alerts the pilot
at any time the aircraft is being operated within 550 ft AGL.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344000-G-A0126-01305-A-02-1

RADAR ALTIMETER ELECTRICAL SCHEMATIC

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
RADIO ALTIMETER CONTROLS
REMOTE INSTRUMENT CONTROLLER
The Radio Altimeter system control is housed on the Remote Instrument
Controller (RIC) located on the instrument panel and on the Miscellaneous
Control Panel (MCP) located on the inter-seat.
The RIC provides the following functions:
1 DH selector knob: when rotate, it allows changing the decision
............................. height display on the on-side PFD from 20 to
2500 ft.
2 PUSH when pressed, the built-in test is associated for the
TEST push radio altimeters. The display pointer indicates 100 ± 10
button ....... ft and TEST flag in inverse video (displayed on the
radio altimeter tape) is represented until the button is
released. Also the amber messages RAD1 and RAD2
are visible during the test.

NOTE
The test can be done both on ground and in flight.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-340000-G-A0126-02235-A-01-1
RADIO ALTIMETER - TEST MODE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
RADIO ALTIMETERS INDICATIONS 2 Low Altitude When the aircraft descends through 550 ft AGl, the
Awareness LAAD is presented on the barometric altitude tape
The RAD ALT indications that follow show on the PFDs (Compass/Arc/ Display to show ground with relation to the barometric
Reversion mode): (LAAD): ......... altitude. The LAAD is an area of brown shading
• Radio Altitude Display bordered by an amber line. The LAAD advances or
recedes vertically along the altitude tape with
• Low Altitude Awareness Display (LAAD) changes in absolute altitude below 550ft AGL. The
• DH Display display repeats the data from the LAAD display
from the RA scale. All data fro the LAAd is derived
• DH Minimums from the RA.
1 Radio When the radio altimeter tape is displayed, the digital
3 DH The DH is displayed as a digital readout located below
Altitude readout is incorporated into the tape’s pointer. The digital
Display: . the attitude sphere and to the right. The DH is set in the
Display: . readout is divided into 1 foot increments between -20 to
cockpit by the on-side RIC. The data range corresponds
+250 ft AGL. Above that, increments are at 10 ft intervals
with the radio altitude range (≪2500 ft). Upon power-up,
from +250 to +2500 ft AGL. The radio altitude information
the DH display defaults to blank values. The first control
is removed from view above 2500 ft AGL. Brown shading
knob turns starts the display reading at 200 ft. Each knob
of the RA tape is present below zero (0) ft. gray shading
click there after is at intervals of 10 ft. The DH display is
is present above zero (0) ft.
removed for settings below 20 ft. a loss of valid DH
When the helicopter ascends through 1100 ft AGL, the
setting from the DC function results in the DH display is
tape is removed and the digital readout only is displayed
amber dashed.
below the triple tach display.
The PFD automatically selects the source for the radio 4 DH During descent, when radio altitude is equal to DH +
altitude data. Each PFD displays radio altitude data from Minimums: . 100ft, an empty black box is displayed in the upper
the on-side MAU, if that data is valid. If the on-side radio right portion of the attitude sphere. When RA is equal
altitude data is invalid, the radio altitude data from the to or less than the DH setting, a MIN annunciator
off-side MAU is displayed. appears in the empty box on the attitude sphere. The
The radio altitude reference bug is displayed when the MIN annunciator shares the location with the Vertical
flight director RHT mode has been is selected. The bug Track Alert (VTA) annunciator. The MIN annunciator
is a magenta rectangle with a triangular notch, positioned is inhibited on the ground and through climb out until
along the right edge of the radio altitude tape RA is greater than DH + 100 feet. A loss of valid RA
corresponding to the radio altitude reference digital information on ASCB or valid DH setting from the RIC
readout. When the radio altitude target is off scale, the inhibits the MIN annunciator.
direction that it is off is indicated. The reference digital
readout and the bug are not displayed in either of the
following circumstances:
• Loss of valid radio altitude information from each
MAU.
• Loss of valid radio altitude reference information from
the priority flight director.

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ICN-39-A-344000-G-A0126-01308-A-02-1
RADIO ALTIMETER - INDICATOR

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ICN-39-A-340000-G-A0126-02240-A-01-1

DH-DECISION HEIGHT

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RADIO ALTITUDE CAPTIONS CAUTION
• RADIO ALTITUDE DIGITAL READOUT RAD
A digital readout for radio altitude is displayed for altitudes less then IF RADIO ALTITUDE INFORMATION IS LOST, A
2500 ft. If the radio altitude tape is displayed, the digital readout is ANNUNCIATOR REPLACES THE RADIO ALTITUDE DIGITAL
incorporated into the tape pointer. The radio altitude information is READOUT IN THE CENTER OF THE ALTITUDE TAPE.
removed from view above 2500 ft AGL. If the tape is not present, the
digital readout is displayed below the triple tachometer display. Brown
WARNING
shading of the RA tape is present below zero (0) ft. Gray shading is
present above zero (0) ft. THE RADIO ALTITUDE DISPLAY DURING THE RADIO ALTITUDE
TEST PROCEDURE IS RELIABLE.
• RADIO ALTITUDE SOURCE SELECTION
THE RADIO ALTITUDE MEASURES ABSOLUTE ALTITUDE
The PFD automatically selects the source for the radio altitude data.
ABOVE TERRAIN DIRECTLY BENEATH THE HELICOPTER. IT
Each PFD displays radio altitude data from the on-side MAU, if that
DOES NOT MEASURE ABSOLUTE ALTITUDE ABOVE TERRAIN
data is valid. If the on-side radio altitude data is not valid, the radio
IN FRONT OF THE HELICOPTER.
altitude data come from the off-side MAU.

NOTE
When one radio altimeter is installed, it is wired to both MAU. When
two radio altimeters are installed, each is wired to the on-side MAU.
BAROMETRIC ALTIMETER LOW HEIGHT ALERT DISPLAY
• RADIO ALTITUDE SOURCE ANNUNCIATOR
The Low Height Alert Display is a shaded brown area outlined in amber
When two radio altimeters are installed and a PFD is displaying data
displayed. on the barometric altimeter scale when RAD ALT is less than 550
from the off-side radio altitude sensor, the sensor is annunciated as
ft AGL.
either RAD1 or RAD2.
The top amber line of the area represents the ground level.
• RADIO ALTITUDE MISCOMPARE The indicator is based on the on-side Radio Altimeter data.
When a radio altitude miscompare is detected by the monitoring
software, a RAD2 to RAD to RAD2 annunciator flashes for the first 6
seconds and then shows RAD steadily above the radio altitude tape.
Once the miscompare is no longer detected, the annunciator is
removed. The miscompare function is performed whether there are one
or two radio altimeters installed. When only one radio altimeter is
installed, the miscompare function compares the same data from the
two MAU.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-340000-G-A0126-02238-A-01-1
RADIO ALTIMETER INDICATORS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 41
WEATHER RADAR SYSTEM

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DESCRIPTION
The Weather Radar System (WRS) identifies the location and intensity of
rain, hail, and turbulence in the aircraft flight path. Also, the system identifies
the contour of the ground (terrain) with a ground mapping (GMAP) function.

PRIMARY COMPONENTS
The WRS system includes these primary components:
• the receiver transmitter antenna (RTA)
• the weather radar control panel
• the beacon control panel.

RECEIVER TRANSMITTER ANTENNA (RTA)

The position of the installation of the transmitter and receiver components is
on the rear of the antenna. The installation position of the RTA is on the front
bulkhead in the nose of the aircraft below the radome. The RTA connects to
the weather radar controller and other avionics systems. The RTA operates
from +28 V dc power. An internal fan in the RTA keeps temperatures in a
safe range.
The receiver transmitter sends the radar signals received back from the flat-
plate antenna. The RTA does examine of the radar signals and controls the
interfaces to other system components, thru the MFD and the PFD. The RTA
has the mechanism that controls and set the flat-plane antenna.
The receiver uses a low-noise, microprocessor controlled circuit. The
receiver has an adjustable video band width that changes with the pulse
width and the range selections.
The receiver has manual and automatic controls.The transmitter operated at
9375 MHz (±25 MHz). The transmitter uses a magnetron circuit that supplies
10 kW of power to send radar signals to the antenna. The transmitter has an
adjustable pulse width of 1.0 and 2.0 µs that changes with the range and
mode selections.
The antenna is an electromechanically-controlled, movable flat-plate. The
antenna does a full symmetrical scan every 10 seconds in sectors of 60
degrees/sector scan sweep mode or 120 degrees (normal sweep mode) in
azimuth. Sector scan sweep has a range of 30 degrees for each side.
Normal sweep has a range of 60 degrees for each side.

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ICN-39-A-344100-G-A0126-01311-A-01-1
RECEIVER TRANSMITTER ANTENNA LOCATION

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WEATHER RADAR CONTROLLER
The install position of the weather radar controller is in the interseat console.
Four fasteners hold the controller in its position. Two connectors attach the
weather radar controller to the RTA and to other avionics systems. The
controller operated from +28 V dc aircraft power.The weather radar
controller operates the RTA remotely. The buttons and control knobs on the
weather radar controller set the modes of operation for the RTA. They also
set the tilt angle, and gain for the antenna. This lets the pilots show different
weather conditions on the MFDs and PFDs. The RCT, STAB, TGT, and
SECT functions use momentarily buttons. The GAIN, RADAR, and TILT
functions use control knobs.

BEACON CONTROLLER (OPTIONAL)

The beacon controller is installed on the interseat console. Four fasteners
hold the beacon controller in its position. An electrical connector connects
the beacon controller to the WXR RX-TX. The beacon controller supplies the
beacon function for the WXR system.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344100-G-A0126-03005-A-01-1
WEATHER RADAR CONTROLLERS

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DESCRIPTION OF FUNCTION
The Weather Radar System (WRS) is a remote controlled system that has
the Receiver/Transmitter/Antenna (RTA) in one unit. The RTA system
operates in the X-band at 9375 MHz (25 MHz).
The system finds the storms along the flightpath of the helicopter and gives
the pilots a visual indication of storm intensity and turbulence. The weather
and terrain data shows on the Multifunction Displays (MFD) and Primary
Flight Displays (PFD). The WRS can receive data from the lightning sensor
system (LSS). The data shows the location and the intensity of lightning on
the MFDs.

WEATHER RADAR RECEIVER TRANSMITTER ANTENNA

(RTA)
The air data system sends true airspeed for the turbulence processors in the
RTA on the avionics standard communication bus (ASCB). The rain echo
attenuation compensation technique (REACT) override is grounded so
selection of the RCT mode on the controller overrides the GAIN control
settings.
The RTA receives the mode commands and tilt, gain, and range signals
from the weather radar controller on a serial control interface (SCI) bus. The
RTA outputs mode, range, and tilt signals to the MAU on two control busses.
The RTA outputs scan converted data to the MFDs and PFDs on two
weather radar picture data (WXPD) busses. The attitude and heading
reference system (AHRS) sends antenna stabilization data to the RTA in
ARINC 429 form.
The RTA operates at ranges of 5, 10, 25, 50, 100, 200, and 300 NM full
scale in the WX, RCT, or GMAP modes. The range is controlled remotely
from the MFD through an ARINC 429 bus. The weather radar data is shown
on the PFD or MFD when the WX button is depressed on the display
controller. Selection of the WX button will automatically set the ARC mode
for the HSI display. The range is set by rotation of the SET knob on the
cursor control device (CCD). The range selection increases to 1000 NM full
scale in the flight plan (FP) mode. With two MFDs in operation, the pilot or
copilot can look at different antenna ranges and tilt angles at the same time.
The RTA shows the radar data independently on each MFD.

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ICN-39-A-344100-G-A0126-01313-A-01-1
WEATHER RADAR SCHEMATIC DIAGRAM

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ICN-39-A-344100-G-A0126-00001-A-01-1

WEATHER RADAR BLOCK DIAGRAM

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WEATHER RADAR CONTROLLER target found in the target alert sector. The TGT mode
removes the adjustable gain.
The weather radar controller is connects to the RTA SCI bus. The weather
radar controlled the two directions of the antenna sweep. The pilot or copilot 4 SEC button Sets the full AZ scan angle (120 degrees) or
can adjust the variable gain of the RTA with the GAIN control (push/pull). (pushed): ................. the sector AZ scan-angle (60 degrees).
Selection of the RCT or TGT mode overrides the variable gain selection and 5 TILT control knob - Adjusts the antenna tilt angle ±15 degrees up
sets the receiver gain to a fixed and calibrated gain value. The variable gain AUTO (Pull) or down related to the horizon. When the TILT
value shows on the MFDs and PFDs with a G indication adjacent to the (turned): ................. control knob is pulled out, the radar controller
value. goes to the AUTO mode.
The WAIT mode starts automatically each time the RTA is energized. In this 6 MODE ........... Sets the RT primary modes of operation.
mode, the system is on but not prepared for full operation. The WAIT mode OFF ............... Turns OFF power to the WXR system.
continues until the magnetron completes its warm-up cycle, and the WAIT SBY ............... Keeps the radar in a ready condition. The antenna
indication flashes on the MFDs and PFDs. This mode stops after 5 seconds scan does not operate, the transmitter cannot
for a warm start, or 90 seconds for a cold start. transmit, the display memory is erased and the
A forced standby (FSBY) safety mode engages during a weight-on-wheels antenna is in the storage condition. STBY shows in
(WOW) condition. In this mode, the RTA is on and prepared for full operation the mode field.
but does not transmit. A FSBY indication shows on the MFDs and PFDs until WX ................ Sets the weather detection operation. WX shows in
the WOW condition stops. The pilot or copilot can manually override the the mode field.
FSBY mode. When on the ground, the pilot or copilot can push the STAB WXRCT ......... Sets the REACT function in the WX mode On. The
button four times in 3 seconds to override FSBY. The FSBY mode is a safety RCT modes are on in all ranges. It lets operation
feature that keeps the transmitter from transmitting on the ground to with GCR and may remove the variable gain. RCT
eliminate the X-band microwave radiation hazard. shows in the mode field unless the TRB mode is on,
and then R/T shows.
GMAP1 ......... Sets the high resolution mapping operation. GMAP
WEATHER RADAR - CONTROLS AND INDICATORS
is in view in the mode field unless the sea clutter
The Weather Radar control panel has the following controls: reduction is on.
1 CR button Sets ground or sea clutter-reduction mat ranges at GMAP2 ......... Sets the high sensitivity mapping operation. GMAP
(pushed): ........ a maximum of 50 NM. In the WX modes, ground shows in the mode field.
clutter reduction (GCR) shows in the mode field. In TST ............... Sets a special test pattern for system verification.
the GMAP1 mode, CR1 or CR2 shows. TEST shows in the mode field.
2 TRB button Lets turbulence detection at ranges of 50 NM or 7 GAIN control Pulled out. Let to adjust the radar receiver gain.
(pushed): ........ less. Moderate, severe, and extreme turbulent knob Pushed in, the receiver gain calibrates automatically.
areas show in flashing low-intensity white. (pushed/ When pulls out, VAR is in view in the display gain
WX/T shows in the mode field or R/T in WX RCT. pulled): ........ field. When you turn the GAIN control knob, the
receiver gain increases from the minimum to
3 TGT button Lets the TGT mode in WX and the TST modes
maximum above the first half of the travel. During the
(pushed): .... selection and removal at ranges of 5 to 200 NM.
second half of the travel, the STC is gradually
When in operation, a green T shows in the mode
removed.
field. The green T changes to a black TGT on a
yellow background when a red or magenta level

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344100-G-A0126-00002-A-01-1
CONTROLS AND INDICATORS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
BEACON - CONTROLS AND INDICATORS
1 BCN GAIN Pulled out. Adjusts the beacon receiver gain.
(pulled and Pushed in, the beacon receiver gain goes to the
turned) ........... preset position. In the preset position, you can
adjust the beacon receiver gain to keep the set
beacon AZ-width the same.
2 BCN CODE (turned) ..................................... Sets the beacon code.
3 DISPLAY MODE Lets turbulence detection at ranges of 50 NM
(turned) ................. or less. Moderate, severe, and extreme
turbulent areas show in flashing low-intensity
white.
RAD ...................... Shows radar data only. The beacon function is
turned off.
BOTH .................... Shows primary radar and beacons at the same
time.
BCN ...................... Shows beacons only. The radar function is
turned off.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344100-G-A0126-00003-A-01-1
CONTROLS AND INDICATORS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 43
ENHANCED GROUND PROXIMITY
WARNING SYSTEM (HONEYWELL MK
XXII)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
EGPWS • the MCDUs, where is possible to manage the modes of EGPWS and to
perform the test.
The Honeywell Mk XXII Helicopter Enhanced Ground Proximity Warning
System (EGPWS) provides the pilot with following outputs:
• Terrain/Obstacle Awareness Display (TAD)
• voice alerts/warnings/callouts
• visual cautions/warnings.
This information is provided through two independent functions:
• Ground Proximity Warning System (GPWS)
• Terrain Avoidance Display with “look-ahead” alerting and warning.
In addition, the EGPWS contains alerting and warning functionalities to warn
the pilots of danger with respect to man-made obstacles and other primary
scenarios associated with the dangers of Controlled Flight Into Terrain.

EPGWS must not be used for navigation.

CAUTION
THE TERRAIN AND OBSTACLE DISPLAY IS INTENDED TO
SERVE AS A TERRAIN AND OBSTACLE AWARENESS TOOL
ONLY. THE DISPLAY AND DATABASE MAY NOT PROVIDE THE
ACCURACY AND FIDELITY ON WHICH TO BASE THE ROUTINE
NAVIGATION DECISIONS AND PLAN ROUTES TO AVOID
TERRAIN AND OBSTACLES.

The EGPWS installed on the AW139 consists of:

• the EGPWS computer (A106)
• the EGPWS configuration module
• the Terrain Avoidance Warning System (TAWS)
• the Smart Cable, consisting of a PCMCIA card reader and relevant
cable; its purpose in the EGPWS system is to upload software and
databases and also download EGPWS Flight History. The Smart Card
loading operation will closely emulate that of an ARINC 615 Data
Loader.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
The EGPWS computer is installed in the rear side of the fuselage, on the
lower avionic bay. A hold-down knob attaches the EGPWS computer A106
to the mounting tray.
Two electrical connectors connect the EGPWS computer to the components
that follow:
• the Modular Avionic Unit 1 (MAU1) (A1)
• the Modular Avionic Unit 2 (MAU1) (A2)
• the Number 1 Primary Flight Display (PFD1) (A31)
• the Number 2 Primary Flight Display (PFD2) (A30)
• the Number 1 Multifunction Display (MFD1) (A95)
• the Number 2 Multifunction Display (MFD2) (A42)
• the Number 1 Modular Radio cabinet (MRC1) (A7)
• the Number 2 Modular Radio cabinet (MRC2) (A8)
• the circuit breaker CB171 to connect the EGPWS computer to the
MAIN BUS 2.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344300-G-A0126-00003-A-01-1
EGPWS GENERAL SCHEMATIC

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
The EGPWS configuration module is an electrical connector installed in the
front side of the EGPWS computer. The configuration module replaces one
part of the backshell of the A106P2 connector that connects to the front of
the EGPWS computer.

The TAWS controls on the MCDU are that follow:

• Low Altitude (LOW ALT)
• Glideslope Cancellation (G/S CANCEL)
• Mute (MUTE)
• Terrain Inhibition (TERR INHIBIT).

Software and the terrain and obstacle databases are loaded from a PCMCIA
card with the Smart Cable Loader. This is a lightweight unit not requiring any
external power. Separate cards are available for software and database
updates. The database card contains all the terrain data and known
obstacles data (where available), used by TAWS.

EGPWS AND TERRAIN AWARENESS DISPLAY

The EGPWS uses information from the on-board GPS and receives inputs
from several sources in the aircraft. They include the following: Radio
Altitude, Engine Torque, Magnetic Heading, Roll and Pitch Attitude,
Airspeed, GPS Position and Altitude, BaroAltitude and V/S, OAT, Weight on
Wheels, Ground Speed, Display Range, Localizer and Glideslope, Gear
Position.
All the sources except the gear position are transmitted from both MAU
control I/O modules to the EGPWS in a digital format through two ARINC
429 lines; MAU1 is connected to the secondary ARINC 429 bus and MAU2
is connected to the primary ARINC429 bus so that the main information
comes from the pilot side.
The gear position is provided to the EGPWS by a separate circuitry.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344200-G-A0126-02772-A-01-1
EGPWS MAIN COMPONENTS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344300-G-A0126-00004-A-01-1

EGPWS SOFTWARE AND DATABASE LOADING

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344300-G-A0126-00005-A-01-1

TAWS INPUT/OUTPUT DIAGRAM (SHEET 1 OF 2 )

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344300-G-A0126-00006-A-01-1
TAWS INPUT/OUTPUT DIAGRAM (SHEET 2 OF 2 )

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
Outputs generated by the EGPWS MK XXII are:
• Terrain / Obstacle Display
• Voice Alerts / Warnings / Callouts
• Visual Cautions / Warnings

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344300-G-A0126-00007-A-01-1

EGPWS FUNCTIONS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
EGPWS FUNCTIONS obstacles are included for North America (NAM), parts of Europe (EUR) and
parts of the South Pacific (SPA) regions. Obstacles in the database are
The EGPWS function is based primarily on the vertical separation of the those known man made obstructions more than 100 feet AGL, so obstacles
aircraft with terrain. It uses altitude and altitude rates/terrain closure rates to of lower height will not produce MK XXII “Obstacle” alerts or warnings. They
alert to insufficient terrain clearance. The system operates by categorising may actually produce a “Terrain” alert. The Terrain and Obstacle data base
the potential areas of concern into six operating modes. These modes are information should be accurate to within 25 feet. Power lines are not
not selectable by the operator. presently included in the EGPWS database. Runway/helipad database
Information from GPS and other aircraft systems are used by the EGPWS to information in the EGPWS computer contains all known public runways and
calculate track, ground speed, vertical velocity and signal accuracy. This helipads.
provides a complete picture of the aircraft position in three dimensions and a
picture of the aircraft’s flight path.
The Terrain Avoidance Display and “look-ahead” alerting and warning MCDU OPERATIONS
function uses information from the GPS and other sources on the aircraft to
calculate horizontal position and vertical altitude. This data provides a three The control of the various functions of the EGPWS is via a dedicated page
dimensional position for the aircraft. This position is then compared to the (TAWS) under the MENU button on the MCDU.
terrain database and if a conflict with terrain or a known obstacle is imminent
the system provides an alert.
LOW ALT
The altitude upon which the terrain map and the terrain awareness
algorithms are based is a calculated geometric altitude and NOT a corrected This function is intended for low altitude VFR operations (to minimise
barometric altitude. It represents the true height above Mean Sea Level nuisance).
(MSL) and serves as the reference altitude for colour coding of the terrain 1 Mode 1 "SINK RATE" and Mode 2 "TERRAIN TERRAIN" are
display and terrain alerting system. The range of the map is in Nautical Miles inhibited.
(NM) and is displayed on the half range ring. The total range is double and is
2 Mode 3 "DON' T SINK" alerts are inhibited over 100ft.
selected by rotating the SET knob on the CCD panel (from 2.5 nm to 150
nm). The control of the various functions available on EGPWS is via a 3 Mode 4 "TOO LOW GEAR" and "TOO LOW TERRAIN" boundaries
dedicated page (Terrain Awareness and Warning System (TAWS) on the are reduced.
MCDU. The maximum altitude is reduced from 150 to 100 ft and the speed
The Terrain and Obstacle Databases are loaded from a PCMCIA card with boundary between "TOO LOW GEAR" and "TOO LOW TERRAIN" is
the Smart Cable Loader. This is a lightweight unit that does not require any reduced from 100 to 60 KIAS.
external power. Separate cards are available for Software and database 4 Mode 5 and Mode 6 are unaffected.
updates. The Database card contains all the terrain data and known
5 Terrain awareness caution and warning boundaries are reduced from
obstacles data (where available) used by the MK XXII. Each database
26 ± 5 sec and 21 ± 5 sec respectively to 18 ± 5 sec and 14 ± 5 sec
update is communicated by Agusta to the aircraft owner or operator through
respectively.
a dedicated Service Bulletin issued by Honeywell.
The terrain data is divided into grid patterns of various sizes, from areas of
about 600 ft square resolution to areas of about 5 nm square. This permits a
large area of data to be stored in the unit and permits high resolution for A green CAS advisory message TAWS LOW ALT is displayed.
areas to be more accurate where the data is available.
Data for known obstacles such as towers, buildings, antennas, etc. are
contained on the same data card as the terrain and airport data. Presently,

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
G/S CANCEL
This function is intended to prevent unnecessary GLIDE SLOPE alert when
the aircraft is receiving an active ILS signal and the pilot is going to
intentionally descend more than 1.3 dots below the centre of the beam. The
mode re-arms when:
1 the helicopter climbs above 2000 ft AGL
2 the helicopter descends below 50 ft AGL
3 a different NAV frequency is tuned

A green advisory CAS message TAWS GS CANCEL is displayed.

TERR INHIBIT
This function inhibits all visual and aural cautions and warnings related to the
terrain awareness look-ahead function. A white message TAWS INHIB is
displayed on the left bottom corner on the PFD's.

MUTE
This function inhibits all EGPWS (terrain awareness and GPWS) aural alerts
for 5 minutes except for advisory alerts (mode 6 "BANK ANGLE", "TAIL TOO
LOW" and the autorotation altitude callouts).

At power-up all these four options are set OFF by default.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344300-G-A0126-00009-A-01-1
MCDU OPERATIONS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
TERRAIN DISPLAY
The display of the TAWS information is selectable on the PFD Horizontal
Situation Indicator (HSI) and the MFD MAP page. The MFD MAP drop-down
menu is used to select the TAWS on the MFD. The WX and TAWS display
are mutually exclusive on the same PFD or MFD display. Displaying TAWS
on the MFD is a pilot option. The map page is selected using the CCD and
the Enterpush-button selects the function. A drop-down menu allows the
selection of TAWS. This is an exclusive button, if weather is being displayed
and the pilot selects the TAWS button, weather is removed from the screen
and the TAWS display replaces it.
The terrain display presented on the PFD and MFD uses the colours green,
yellow and red to indicate the following:
• Green - terrain/obstacles are at least 250 ft below the aircraft's altitude
and there is a safe terrain/obstacle clearance
• Yellow - terrain is from 250 ft below to 500 ft above the aircraft's
altitude. The aircraft may not have a safe terrain clearance
• Red - terrain is at least 500 ft above the aircraft's altitude. The aircraft
does not have safe terrain clearance and may not be able to escape
this terrain.

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ICN-39-A-344300-G-A0126-00010-A-01-1

TAWS DISPLAYED ON THE MFD

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344300-G-A0126-00011-A-01-1

TAWS: TERRAIN COLOUR SCHEMATIC AND PEAK MODE

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ICN-39-A-344300-G-A0126-00012-A-01-1
TAWS: COLOUR INDICATIONS

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If a simultaneous TAWS and POWER PLANT alert occur, the priority for
arming the MAP or PWR PLANT soft key on the MFD is as follows (BOLD
characters identify message with highest priority):

TAWS PWR PLANT

WARNING WARNING

WARNING CAUTION

CAUTION WARNING

CAUTION CAUTION

The pressing of the WX/TERR button on either Display Controller (DC), will
cause the associated PFD/MFD to display the EGPWS data.
TAWS status mode messages are displayed in the left lower Attitude
Director Indicator (ADI) area of the PFD.

PULL UP message flashes red reverse video for 6 seconds then

becomes steady. GROUND PROX and TAWS TEST messages flash
amber reverse video for 6 seconds then become steady. Aural messages
from the aircraft caution and warning system, if generated simultaneously
with an EGPWS message, will be heard simultaneously. However the two
aural messages are easily distinguishable from each other.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344300-G-A0126-00013-A-01-1

TAWS DISPLAYED ON THE PFD (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344300-G-A0126-00014-A-01-1
TAWS DISPLAYED ON THE PFD (SHEET 2 OF 2)

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ICN-39-A-344300-G-A0126-00015-A-01-1
EGPWS: PFD ANNUNCIATORS

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Terrain mode messages are displayed directly below the WX mode
annunciator in the lower left corner of the PFD. The top line could display:
• TERRAIN: terrain selected
• TAWS INHIB: terrain display override selected from the MCDU TAWS
page
• RNG ERROR: miscompare between MFD range and TAWS range
• TERR N/A: terrain not available.

The second line will display the peaks information. The data shows two
elevation numbers that indicate the highest and lowest terrain currently
being displayed, for example 260/160. The elevation numbers indicate
terrain in hundreds of feet above MSL and are displayed with the highest
terrain number first, and the lowest terrain number next. The highest terrain
number is the same colour as the highest terrain colour pattern on the terrain
display. It is shown in white when the digital value is 000. The lowest terrain
number is the same colour as the lowest terrain colour pattern on the
display. It is black when flying over water or relatively flat terrain (no
appreciable difference in terrain elevations). If peaks information is lost, the
peaks display shows - - - / - - - in the format.

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ICN-39-A-344300-G-A0126-00016-A-01-1
EGPWS: INDICATIONS (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344300-G-A0126-00017-A-01-1
EGPWS: INDICATIONS (SHEET 2 OF 2)

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TERRAIN AWARENESS AND LOOKING AHEAD ALERTING
Using aircraft position, altitude and flight path information, the EGPWS
provides envelope of protection for the aircraft, that is independent from the
Terrain Awareness Display. This “Look-Ahead” function compares the
aircraft flight path to terrain and obstacle database information, and distance
to known runways.
When the look-ahead function detects a terrain or obstacle threat
approximately 26 seconds (±5) ahead of the aircraft, the voice alert "Caution
Terrain, Caution Terrain" (or "Caution Obstacle, Caution Obstacle") is given
and the threat area is painted solid yellow on the terrain display.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344300-G-A0126-00018-A-01-1

LOOK-AHEAD ALERTING FUNCTION

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ICN-39-A-344300-G-A0126-00019-A-01-1

LOOK-AHEAD ALERTING: CAUTION CONDITION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
Should the aircraft flight path continue toward the threat area, the alert
message will be repeated approximately every 7 seconds.
If the aircraft path approaches to within approximately 21 seconds (±5) of the
threat area, the voice message turns to "Warning Terrain, Warning Terrain"
(or "Warning Obstacle, Warning Obstacle") and will be given continuously
while the threat area will be shown in a bright, solid red colour.
The system uses the turn rate and direction to predict the aircraft flight path.
Forward speed is also used to modify the look-ahead envelope. Below 100
kt the envelope is reduced until it is completely inhibited below 70 kt.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344300-G-A0126-00020-A-01-1

LOOK-AHEAD ALERTING: WARNING CONDITION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
SYSTEM OPERATION
The system is powered continuously and during normal flight operations it
remains essentially silent and, if selected on the PFD HSI or/and MFD MAP
page, the terrain colour display will be present. The WX and TAWS display
are mutually exclusive on the same PFD or MFD display. If the map page is
selected but the terrain display not activated from the drop-down menu, the
terrain display will be selected automatically when an EGPWS caution or
warning activates. When the map page is not selected on the MFD, it will
automatically arm and the operator needs only to acknowledge by pushing
ENTER on the CCD to visualise the terrain awareness display.
Should the aircraft fly into danger where a conflict with terrain or a known
obstacle is imminent, the EGPWS will provide a combination of aural alerts,
annunciators and colour display to the pilot.

EGPWS provides other aural warnings related to six modes that are not
associated with the map or database.
FMS flight plan routing may be overlaid on the terrain display on the MFD
and PFD. The range of the map is in nm and is displayed on the half range
ring. The total range is double and is selected by rotating the SET knob on
the CCD panel (from 2.5 nm to 150 nm). If an alert occurs and the range is
not already set at 5 nm, the range will automatically change to 5 nm (or 2.5
nm in low altitude).
The six modes of the GPWS, and the related messages are listed in the
follow figure.

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ICN-39-A-344300-G-A0126-00021-A-01-1

GPWS – GROUND PROXIMITY WARNING FUNCTION (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-344300-G-A0126-00022-A-01-1
GPWS – GROUND PROXIMITY WARNING FUNCTION (SHEET 2 OF 2)

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MODE 1 - EXCESSIVE RATE OF DESCENT
generated with the visual message " GND PROX " on the ADI, which remains
For excessive rate of descent a voice alert "SINK RATE" will be heard and until a positive rate of climb is established.

the amber caution caption " GND PROX " will appear on the ADI. If the
aircraft continues the high rate of descent the same voice alert will be
repeated at an increasing frequency. Should the aircraft penetrate the
defined warning boundary, the voice alert "PULL UP" will be heard
continuously and the red warning message " PULL UP " will appear on the
ADI.

MODE 2 - EXCESSIVE TERRAIN CLOSURE RATE

When the aircraft is closing with the terrain at an excessive rate
(descending, level flight or even climb) the aural message "TERRAIN,
TERRAIN" is generated and the amber caution " GND PROX " is shown on
the ADI. If the aircraft continues to penetrate the defined envelope the aural
message "PULL UP" is repeated continuously and the red warning
" PULL UP " is shown on the ADI. The envelope is desensitised for three
situations (called mode 2B):
• Leanding gear is down
• Aircraft is performing Instrument Landing System (ILS) approach
• Within 60 seconds after take-off.

The aural warning "TERRAIN" and a visual alert amber message

" GND PROX " is displayed on the ADI, and remains until the defined
envelope is exited.

MODE 3 - LOSS OF ALTITUDE AFTER TAKE-OFF

This function provides alerts when the aircraft loses significant altitude
during take-off or go-around and the landing gear has been selected up, or
when the airspeed exceeds 50 Knots Indicated Airspeed (KIAS). The alert
boundary depends on the elapsed time since take-off and the amount of
altitude loss. If the boundary is violated an aural warning "DON’T SINK" is

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ICN-39-A-344300-G-A0126-00023-A-01-1
GPWS – EXCESSIVE DESCENT RATE

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ICN-39-A-344300-G-A0126-00024-A-01-1

GPWS – EXCESSIVE CLOSURE TERRAIN (SHEET 1 OF 2 )

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ICN-39-A-344300-G-A0126-00025-A-01-1

GPWS – EXCESSIVE CLOSURE TERRAIN (SHEET 2 OF 2 )

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ICN-39-A-344300-G-A0126-00026-A-01-1

GPWS – ALTITUDE LOSS AFTER TAKE OFF

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MODE 4 - UNSAFE TERRAIN CLEARANCE
This function provides alerts for insufficient terrain clearance with respect to
phase of flight and speed. This mode is subdivided in three forms:
• Mode 4A - cruise and approach with landing gear up
• Mode 4B - cruise and approach with landing gear down
• Mode 4C - take-off with landing gear up.
Mode 4A has an aural "TOO LOW TERRAIN" caution when the aircraft
descends below 150 ft radio altitude and the airspeed is above 100 KIAS
and an aural "TOO LOW GEAR" caution when the aircraft descends below
150 ft radio altitude and the airspeed is below 100 KIAS. In autorotation the
"TOO LOW GEAR" warning is given at an altitude of 400 ft. The aural
cautions are accompanied with the visual amber " GND PROX " on the ADI.
Mode 4B has an aural "TOO LOW TERRAIN" caution for speeds above 120
KIAS and altitudes below 100 ft AGL. For speeds between 120 kt and 80
KIAS this boundary reduces from 100 to 10 ft AGL. Mode 4C provides an
aural "TOO LOW TERRAIN" when the radio altitude enters the minimum
terrain clearance value, landing gear up or airspeed greater than 50 KIAS.

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ICN-39-A-344300-G-A0126-00027-A-01-1

GPWS – UNSAFE TERRAIN CLEARANCE (SHEET 1 OF 3 )

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ICN-39-A-344300-G-A0126-00028-A-01-1

GPWS – UNSAFE TERRAIN CLEARANCE (SHEET 2 OF 3 )

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ICN-39-A-344300-G-A0126-00029-A-02-1
GPWS – UNSAFE TERRAIN CLEARANCE (SHEET 3 OF 3 )

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MODE 5 - EXCESSIVE GLIDE SLOPE DEVIATION
This function provides two levels of audio alerting when the aircraft flight
path descends below the glide slope beam on front course ILS approaches.
The first alert is generated when the aircraft descends more than 1.3 dots
below the beam. An audio "GLIDE SLOPE" caution is generated with
approximately half volume compared to the other alerts. When the aircraft
descends below 300 ft (radio altimeter) and with greater than 2 dots
deviation the audio "GLIDE SLOPE" caution is generated with standard
volume level.

MODE 6 - ADVISORY ALERTS

The following advisory alerts are configured:
• Excessive bank angle: an audio alert "BANK ANGLE" is generated for
exceedance of the bank angle boundary. The boundary between 10 ft
and 50 ft AGL is 30° of bank which then slopes up to 45° of bank at
500 ft AGL. The slope steepens to 55° at 1000 ft AGL, then remains
constant at 55°.
• Excessive pitch angle (tail strike): an audio alert "TAIL TOO LOW" is
generated for exceedance of the boundary that starts at 11° of aircraft
pitch up at 3 ft AGL and slopes up to 40° pitch up at 45 ft AGL.
• Autorotation callouts are generated when the aircraft is in autorotation
at the following radio altimeter heights (ft): 200, 100, 80, 60, 40, 20, 10.

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ICN-39-A-344300-G-A0126-00030-A-02-1
GPWS – EXCESSIVE DEVIATION BELOW GLIDESLOPE

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ICN-39-A-344300-G-A0126-00031-A-01-1

GPWS – EXCESSIVE BANK ANGLE

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ICN-39-A-344300-G-A0126-00032-A-01-1

GPWS – EXCESSIVE BANK ANGLE (PRIMUS EPIC PHASE 4)

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ICN-39-A-344300-G-A0126-00033-A-01-1

GPWS – EXCESSIVE BANK ANGLE (PRIMUS EPIC PHASE 5 AND 6)

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ICN-39-A-344300-G-A0126-00034-A-01-1

GPWS – EXCESSIVE BANK ANGLE (PRIMUS EPIC PHASE 7)

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TAWS TEST
The Self-Test six levels are as follows:
• Level 1 = Go / No Go Testing - provides an overview of the current
operational functions selected and provides an indication of their
operational status
• Level 2 = Current Faults - provides a listing of the internal and external
faults currently detected by the EGPWS
• Level 3 = EGPWS Configuration - indicates the current configuration
by listing the current hardware, software, databases and Configuration
Module options detected by the EGPWS
• Level 4 = Fault history - provides a historical record of the faults both
internal and external detected by the EGPWS
• Level 5 = Warning History - provides a historical record of the warnings
and cautions given by the EGPWS
• Level 6 = Discrete Test - provides annunciation of discrete input
transitions to be used for maintenance support.
Self-Test is inhibited if the EGPWS detects an “In Air” condition.

TAWS self test can be selected from the MCDU Test page or from a Laptop
PC connected to the front connector J3 using a RS-232 cable. The self-test
function of EGPWS can be activated on the MCDU by selecting the TAWS
line select key on, the active state is highlighted in larger font.
The self tests can also be launched by the WinVIEWS SW (Windows Virtual
Interface to the Enhanced Warning System) installed on a Laptop PC, the
WinVIEWS SW can be downloaded from the website www.egpws.com.
The Self-Test results are annunciated, at 6db lower than the normal audio
level selected for the aircraft, via the same audio system as the EGPWS
alerts.
The EGPWS Self Test function has 6 levels that describe the current
condition and configuration of the EGPWS, the fault and warning history,
and the condition of the various inputs.
Only the self test level 1 (Go/No Go test) can be launched by MCDU test
page, the other self test levels must be launched trough the relevant
command via the WinVIEWS SW.

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PAGE INTENTIONALLY LEFT BLANK

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SECTION 44
TRAFFIC ALERT COLLISION
AVOIDANCE SYSTEM (TCAS)
(HONEYWELL)

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TRAFFIC ADVISORY SYSTEM KTA 970 The Traffic Alert and Collision Avoidance System (TCAS) monitors the other
aircraft that flies too near to the helicopter.

MAJOR COMPONENTS
The primary components of the TCAS system are as follows:
• the TCAS processor (A99) – The TCAS processor support – The TCAS
processor rack
• the configuration module (A100)
• the TCAS bottom antenna (E24) - the TCAS top antenna (E23)
• [1J] the Blind Mate antenna system
• [1J] the support - [1J] the connector plate group
• [1J] the TCAS top antenna support.
The TCAS processor is installed in the lower avionic bay between STA 6700
and STA 7200. Two hold-down knobs hold the TCAS processor in its correct
position on the mounting-tray.

The electrical connectors connect the TCAS processor to the components

that follow:
SYSTEM PURPOSE • the TCAS bottom antenna
The KTA 970 is an onboard Traffic Alert and Collision Avoidance System • the TCAS top antenna
(TCAS) which monitors a radius of approximately 18 nautical miles (nm) • the Modular Avionic Unit 1 (MAU 1)
around the aircraft by interrogating any nearby aircraft's transponder,
determining if a potential conflict with other aircraft exists. This is done by • the Modular Avionic Unit 2 (MAU 2)
computing the relative range, altitude, bearing and closure rate of other • the configuration module.
transponder equipped aircraft with respect to your aircraft. TCAS warns the
flight crew with an aural and visual traffic advisory whenever the system
detects another transponder equipped aircraft and predicts the other aircraft The TCAS processor support is in the lower avionic bay between STA 6700
to be a potential hazard. ATC procedures and the “see and avoid concept” and STA 7200. Screws and washers attach the support to the bottom side of
will continue to be the primary means of ensuring aircraft separation. the centre of fuselage.
However, if communication is lost with ATC, TCAS adds a significant backup Four screws attach the TCAS processor rack to the bottom side of the TCAS
for collision avoidance. processor support. The rack has two hold-down knobs that keep the TCAS
processor in its installed position.

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The configuration module is installed between STA 7200 and STA 6700, in a (Helicopter [1L]) In the long nose configuration (SAR and basic
position adjacent to the TCAS processor. Two screws and two washers configuration) the TCAS top antenna is installed on the TCAS-top antenna
attach the configuration module to the structure. The electrical connectors support (flat metal support) in the nose compartment. Four screws and
connect the configuration module to the MAU 2. The Configuration module washers attach the TCAS top antenna to the TCAS-top antenna support.
contains an EEPROM that will be mapped with the Configuration at the The connection between the TCAS-top antenna and the TCAS processor
installation of the system. It contains the aircraft interface and functionality occurs through coaxial cables. The nose part that includes the top antenna
definitions specific to the installed aircraft. An external PC program will be is of the transparent fiber-glass material. This does not decrease the TCAS
available to the installer to initialize/program the configuration module. A performances.
system failure will be annunciated if the configuration module is not The circuit-breaker CB161 (PL1) supplies the MAIN BUS 2 28 V DC
programmed, not compatible with the current TCAS I processor software or if electrical power for the operation of the TCAS processor.
the CRC read from the module is incorrect.

The TCAS bottom mounted directional antenna is installed between STA

3900 and STA 4800. Four screws attach the TCAS bottom antenna to the
bottom structure of the fuselage. Four electrical connectors connect the
TCAS bottom antenna to the TCAS processor.
The TCAS top mounted directional antenna has two different installation
configurations: – The short nose (helicopter [1J]) – The basic long nose
(helicopter [1L]).
(Helicopter [1J]) In the short nose configuration, the TCAS top antenna is
installed on a ground plane directly on the nose door. Four screws and
washers attach the TCAS top antenna to the nose door structure. See also
paragraph “Blind Mate antenna system”.

For the helicopter [1J], the Blind Mate antenna system connects the TCAS
top antenna (on the nose door) to the TCAS processor (in the fuselage-lower
avionic bay). The system is a set of blind mate connectors and coaxial
cables that let open/close the nose door and keep the TCAS function
properties. The support is installed on the nose compartment. Four screws
and washers attach the support to the support structure. Two peelable shims
complete the support installation. Four mounts on the support let attach the
connector plate group to them. The connector plate group is installed on the
support attached to the bottom side of the nose door. Four bolts and
washers attach the connector plate group to the four mounts on the support.
Two bonding cables are attached with bolts to the left and right side of the
connector plate group. The connector plate group installs also two alignment
pins that align the four coaxial connectors to the interface connectors when
the nose door is closed.

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ICN-39-A-344400-G-A0126-00002-A-01-1
MAJOR COMPONENTS AND LOCATION (SHEET 1 OF 5)

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ICN-39-A-344400-G-A0126-00003-A-01-1
MAJOR COMPONENTS AND LOCATION (SHEET 2 OF 5)

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ICN-39-A-344400-G-A0126-00004-A-01-1
MAJOR COMPONENTS AND LOCATION (SHEET 3 OF 5)

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ICN-39-A-344400-G-A0126-00005-A-01-1
MAJOR COMPONENTS AND LOCATION (SHEET 4 OF 5)

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ICN-39-A-344400-G-A0126-00006-A-01-1
MAJOR COMPONENTS AND LOCATION (SHEET 5 OF 5)

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ICN-39-A-344400-G-A0126-00007-A-01-1

TCAS - BLOCK DIAGRAM

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CONTROLS AND INDICATORS The TCAS interfaces with the MAU that send information to the MFD and
PFD screens. The warnings and failure messages are displayed on the PFD.
The TCAS system can be selected to STBY mode or between transponder The possible warning or failure messages are:
modes by using the Multipurpose Control and Display Unit (MCDU). When
the Standby mode is selected, the TCAS I Processor shall disable • TRAFFIC flashing or steady on the PFD when a traffic is detected by
the system + an aural warning “TRAFFIC - TRAFFIC”
surveillance and tracking operations.
The Standby mode may be activated by any of the following: discrete NOTE
selection, self-test, aircraft on ground (configuration option), or system The TCAS aural warning has the lowest audio priority over the other
failure. aural cautions and warnings available on the helicopter.TCAS
The TCAS/XPDR 2/2 page provides the ability to control the TCAS/ Computer will also inhibit traffic Annunciators (“TRAFFIC TRAFFIC”
transponder and select the current transponder mode. The TCAS/XPDR 2/2 and “TRAFFIC”) when the landing gear is extended.
page is accessed by selecting the TCAS/XPDR line key on the radio page
1/2. The transponder operating modes on the TCAS/XPDR 2/2 page are:
• TA: traffic alert with transponder mode C operation (TCAS in operating • TCAS TEST displayed on the PFD when the TCAS performs the test
mode) • TCAS FAIL displayed on the PFD in case of TCAS bus fail, or TCAS
• ALT-ON: transponder in mode C operation (TCAS in STBY mode) Computer fail, or TCAS no computed data
ALT-OFF: transponder in mode A operation (TCAS in STBY mode). • TCAS OFFdisplayed on the PFD when the system is in Stand by
• mode.

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ICN-39-A-344400-G-A0126-00010-A-01-1
TCAS: PFD ANNUNCIATORS

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The MFD will display most of the TCAS information, with warnings and
failure messages on a dedicated box on the MAP page:
• TA 2.0NM 00 indicating no bearing data available (in this example)
intruder is 2 nm away at the same altitude as your aircraft. If the
bearing data is known a symbol will be displayed on the MFD above
the TCAS window
• TACAS FAIL displayed inside the TCAS box on the MFD, indicating
the system has failed
• TCAS OFF displayed inside the TCAS box on the MFD, indicating the
system is switched to standby.

Parameters for altitude and view can be set by the pilot through the MFD -
MAP page. Using the Cursor Control Device (CCD) select the MAP page
and enter. The setup options will be displayed for Traffic, TAWS, Weather
etc. Move the cursor to the Traffic tick box and select enter. The following
options are displayed:
- ALT: toggles the altitude tag between RELATIVE to FLT LEVEL:
• RELATIVE - it shows altitude in relationship to the aircraft. It
represents the default mode for the TCAS
• FLT LEVEL - it replaces intruder’s relative altitude with absolute
altitude for 15 seconds.
- VIEW: toggles between altitude volume views of NRM-ABV-BLW-EXP.
Surveillance volume is that volume of airspace within which other
aircrafts with mode S or Air Traffic Control Radar Beacon System
(ATCRBS) transponders are tracked by your aircraft. The display
volume is selected by the pilot:
• NRM: (Normal) displays traffic that is between –2700 ft and +2700 ft
relative to the aircraft. The Normal mode is the default mode at the
power on of the TCAS system
• ABV: (Above) displays traffic that is between –2700 ft to +9000 ft
relative to your aircraft
• BLW: (Below) displays traffic that is between +2700 ft to -9000 ft
relative to the aircraft
• EXP: (Expanded) displays traffic that is between +9000 ft to -9000 ft
relative to the aircraft.

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ICN-39-A-344400-G-A0126-00011-A-01-1
TCAS: MFD MAP PAGE

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TCAS will display three different traffic symbols on the traffic display. The upon TCAS sensitivity level, TCAS will display a TA when time to
type of symbol selected by TCAS is based on the intruder’s location and Closest Point of Approach (CPA) is 20 to 30 seconds away. An aural
closing rate. Relative bearing and distance to the intruder are shown by the warning "TRAFFIC, TRAFFIC" is generated and a warning displayed
position of the intruder symbol in relation to the helicopter symbol. The on the PFD
symbols change shape and colour as separation decreases between your
aircraft and intruder’s to represent increasing levels of urgency. The traffic
symbols may also have an associated altitude tag that shows relative
altitude in hundreds of feet. A + sign and number above the symbol means
the intruder is above your aircraft's altitude. A - sign and number beneath
indicates the intruder is below your aircraft's altitude. A trend arrow appears
when the intruder’s vertical rate is 500 ft per minute or greater. No altitude
number or trend arrow will appear beside any intruder that is Non Altitude
Reporting (NAR). If TCAS direction finding techniques fail to locate the
azimuth of another aircraft, a no bearing Traffic Advisory (TA) message
appears on the screen. The intruder aircraft is indicated with two text lines
(no symbol display) located above the TCAS status window. The first line is
the data for the highest priority no bearing target and the second line is the
second highest priority no bearing target.
The data displayed shows:
• No bearing = type - range ± relative altitude - ↓↑.
Two entries can be displayed above the TCAS window on the MFD
TA 1.2 -600 ↑

• If a bearing is calculated: Non threat traffic - an open cyan diamond

indicates that the intruder’s relative altitude is greater than ±1200 ft, or
its distance is beyond 5 nm range. It is not yet considered a threat. In
the graphic, this traffic is 1700 ft above your aircraft's altitude,
descending at 500 ft per minute or greater

• Proximity intruder traffic - a filled cyan diamond indicates that the

intruder aircraft is within 1200 ft, and within 5 nm range, but is still not
considered a threat. In the graphic, this traffic is now 1000 ft above
your aircraft and descending at 500 ft per minute or greater.

• TA - a symbol change to a filled yellow circle indicates that the

intruding aircraft is considered to be potentially hazardous. Depending

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If Absolute altitude has been selected, a three-digit format (such as, 060 TCAS OPERATION
equals 6000 feet, or 310 equals 31000 feet) is displayed. The absolute
altitude display times out 10 seconds after its selection and the display The TCAS operates with the Air Traffic Control Transponder (ATC XPDR)
reverts to the relative altitude. The absolute altitude values are rounded off system. The TCAS transmits interrogations to intruder aircraft through the
to the nearest 100 feet. ATC XPDR system to monitor the airspace around your own aircraft.

On the picture below the TA traffic represented is 600 ft above the aircraft The TCAS I Processor will provide intruder surveillance and tracking,
and less than 0.5 nm ahead of aircraft position. generating traffic advisories for both Altitude-Reporting and Non-Altitude-
Reporting intruders to display potential conflicts and advisories to the flight
crew. The TCAS I Processor will track intruders under surveillance and
analyzes range and range rate data, and altitude of the traffic to determine
whether that intruder represents a threat.
The TCAS I Processor shall also select "proximate traffic" and "other traffic"
intruders to be displayed on the basis of their altitude relative to own aircraft.
The "other traffic" intruders are those that do not qualify to be TA or
proximate traffic but are displayed.

For each aircraft monitored in the TCAS area, the TCAS uses the
interrogations to calculate the following data:
• the range between your aircraft and the intruder aircraft
• the relative bearing to the intruder aircraft
• the altitude and vertical speed of the intruder aircraft, if the intruder
reports altitude
• the rate of closure (closing rate) between your aircraft and the intruder
aircraft
• the range between your aircraft and the intruder aircraft.

Using this data, TCAS predicts the time to, and the separation at, the
intruder’s CPA. Should TCAS predict that certain safe boundaries may be
violated, it will issue a TA to alert the crew that closing traffic is nearby. The
TCAS can monitor (track) 45 aircraft and show 30 of them on the MFD. The
TCAS transmits its display data to the MAU, which shows geometric symbols
on the MFD. The MFD pages controls the TCAS display data.

The PFD shows an amber TRAFFIC annunciation in the top left corner of the
attitude direction indicator sphere when the TCAS processor identifies a TA.

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The annunciation flashes amber for the first 6 seconds and then changes to
a stable amber annunciation. At the same time an aural warning
"TRAFFIC,TRAFFIC" is issued.

Probability of displaying false targets will be less than 2%. If they are
displayed, they will not persist for more than a few seconds. Because the
TCAS does not contain devices for display or voice output, other avionic
systems supply its outputs. The TCAS transmits its display data to the
Central Display System. This system shows the TCAS data as alphanumeric
data and geometric symbols on the MFD. When the TCAS operates, traffic
and advisory symbols show as an MFD overlap display or in a larger (zoom)
window. The MFD pages controls the TCAS display data.

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ICN-39-A-344400-G-A0126-00014-A-01-1
TCAS OPERATION ON THE MFD

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ICN-39-A-344400-G-A0126-00015-A-01-1
TCAS: DISPLAY SIMBOLS

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TCAS SENSITIVITY LEVEL
TCAS separates the surrounding airspace into two altitude layers. A different
sensitivity threshold level for issuing TA is applied to each altitude layer.
Lower altitudes have less sensitive TA threshold levels to prevent
unnecessary advisories in the higher traffic densities anticipated at lower
flight levels, i.e. terminal areas. TCAS has two Sensitivity Levels (SL), SL A
and SL B :
• SL A is set when the helicopter is in flight below 2,000 ft Above Ground
Level (AGL), or with RAD ALT in fail and landing gear extended. The
following conditions cause TCAS to generate a TA in SL A:
- Maintaining the current closing rate, separation of less than 600 ft in
altitude between the aircraft and the intruder will occur in 20 seconds
- Separation between the aircraft and the intruder is less than 1200 ft
in altitude and less than 0.20 nm range
- Non Altitude Reporting (NAR) intruder is within 15 seconds or 0.20
nm range.
• SL B occurs under all other flight conditions and is set when the aircraft
is in flight above 2,000 feet AGL, or with RAD ALT in fail and landing
gear is retracted. The following conditions cause TCAS to generate a
TA in SL B:
- Maintaining the current closing rate, separation of less than 800 ft in
altitude between the aircraft and the intruder will occur in 30 seconds
- Separation between your aircraft and the intruder is less than 800 ft
in altitude and less than 0.55 nm in range
- Non Altitude Reporting (NAR) intruder is within 20 seconds or 0.55
nm range.

The typical range tracking volume is pictured as a circle. The maximum

range for TCAS is 18 nm. However, there are instances when intruders can
be seen out to 36 nm. TCAS can track as many as 45 aircraft and display up
to 30 of them. TCAS tracks other transponder equipped aircraft that are
within a relative altitude of +/-9,000 ft. TCAS will inhibit the aural
annunciation when the aircraft descends below 400 ft AGL, or when the
RAD ALT has failed and the landing gear is extended. The aural
annunciation is enabled when the aircraft climbs above 600 ft AGL.

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ICN-39-A-344400-G-A0126-00016-A-01-1

TCAS SENSITIVITY LEVELS

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TCAS SELF-TEST
The self-test function of TCAS subsystem can be activated by selecting the
XPDR/TCAS line select key on MCDU test page. The self-test determines
the operational status of the entire TCAS system. Once begun, self-test
continues automatically for approximately eight seconds. During self-test,
normal TCAS operation is inhibited. The test generates symbols on the map
display and automatically selects the 2.5 nm range (shown on the MFD by
the 1.25 half range symbol) from whatever range was selected prior to the
test activation. The traffic display annunciates the phrase “TCAS TEST”. The
following is displayed:
• TA (filled yellow circle) will appear at 9 o’clock, range of 2 miles, 200 ft
below and climbing
• Manually selecting the 5 nm range (2.5 nm half range symbol) during
the test allows the proximity traffic (filled cyan diamond) to be seen at 1
o’clock, range 3.6 miles, 1000 ft below, descending and non-threat
traffic (open cyan diamond) to be seen at 11 o’clock, range of 3.6
miles, flying level 1000 ft above.

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ICN-39-A-344400-G-A0126-00017-A-01-1
TCAS SELF-TEST

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TCAS LIMITATIONS
The TCAS (KTA 970) is approved for Visual Flight Rules (VFR) and
Instrument Flight Rules (IFR) operation as an aid to visually acquiring traffic
and has the following limitations:
- the pilot must manoeuvre the aircraft based only on ATC guidance or
positive visual acquisition of the conflicting traffic
- intruder traffic within ±45° of the aft direction and above the helicopter
altitude may not be visualised on the TCAS display
- at distances greater than 5 nm double images of actual intruders may
occasionally be seen for a few seconds
- when the landing gear is extended the TCAS lower antenna operates
in omni-directional mode. Therefore, when the intruder aircraft is below
your aircraft, bearing information is not available
- the TCAS may not be reliable during Primus HF 1050 radio or V/UHF
FLEXCOMM II radio transmissions
- the TCAS may not be reliable if Weather Radar Primus WX P660 or
WX P701 are being used.

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SECTION 51
GLOBAL POSITIONING SYSTEM

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GLOBAL POSITIONING SYSTEM – GENERAL The FMS uses predictive RAIM to determine the integrity levels at specific
locations/times to support a non precision approach and the flight planning
The GPS supplies data to the flight management system (FMS) for flight activities of the pilot.
guidance and other information during flight. The GPS is a 12-channel GPS The GPS has the following types of RAIM predictions:
receiver that receives from the NAVSTAR GPS satellite constellation. In
addition the GPS interface the Air Data System (ADS) and the Flight • destination
Management System (FMS). • alternate waypoint
The GPS modules have the primary function of determining the aircraft The destination and alternate waypoint predictions are made at specific
position from the signal codes. The output data includes: locations or they are the estimated time of arrival (ETA) when the FMS
• three dimensional aircraft position and velocities makes the request for flight planning purposes. Satellites can be manually
deselected or enabled for destination and alternate waypoint predictions.
• satellite position
• pseudo range
CONTROLS AND INDICATORS
• delta range data
The performance of the GPS can be monitored by the GPS 1 STATUS
pages (1/2 and 2/2) and PREDICTIVE RAIM page (1/1).
MAIN COMPONENTS Predictive RAIM (PRAIM) calculates the estimated value of the HIL at some
future place and time. The FMS can interrogate the PRAIM function of the
The GPS main components are
GPS through the ARINC 429 interface. However, RAIM integrity
• one receiver (GPS module inside MAU 2) performance requirements cannot be selected with the GPS.
• one antenna
The GPS receiver utilizes the commercial access (C/A) code of the
NAVSTARGPS satellite constellation and is capable of operation when
selective availability (SA) is activated and deactivated.

PRINCIPLE OF OPERATION
The GPS receiver operations are transparent to the crew. Each GPS has
RAIM (Receiver Autonomous Integrity Monitor) outputs for the current
position and time in the form of horizontal and vertical integrity limits (HIL
and VIL). In order to compute RAIM, the GPS must have a minimum of five
satellite signals. The FMS does not accept GPS data unless a valid RAIM
figure is available.
Therefore the GPS RAIM function assures the integrity of the data because
the GPS RAIM function can detect satellite failures. It isolates and removes
failed satellites when it is tracking a sufficient number of satellites for
measurement redundancy.

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ICN-39-A-345100-G-A0126-03708-A-02-1
GPS - MAIN COMPONENTS

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ICN-39-A-340000-G-A0126-02265-A-01-1
GPS CONTROLS AND INDICATORS

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GLOBAL POSITIONING SYSTEM – CAS CAUTION MESSAGES

CAS CAPTION FAILURE DESCRIPTION PROCEDURE NAME AW139-RFM-4D

GPS system failure GPS FAIL

GPS FAIL

Section 3
Miscompare between FMS and GPS posi- FMS/GPS MISCOM- EMERGENCY AND MALFUNCTION PROCE-
1(2) FMS/GPS MSCP
tion data PARE DURES
AVIONICS
FMS/GPS miscompare function not availa- FMS/GPS MISCOM-
FMS/GPS MSCP UNAVL
ble due to FMS or GPS DATA INVALID PARE UNAVAILABLE

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SECTION 52
DME SYSTEM

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DESCRIPTION
The Distance Measuring Equipment (DME) system supplies the data for in-
flight navigation, terminal navigation, and area guidance.
The Distance Measuring Equipment (DME) system has the components that
follows:
• The DME module
• The DME antenna
The DME modules is installed in the MRC2, which is a part of the modular
radio system. Four captive screws attach the DME module in this position in
the MRC2. The electrical connector connects the DME module to the DME
antenna.
The installation position of the DME antenna is on the bottom side of the
fuselage. Six screws attach the DME antenna to the fuselage structure. The
coaxial connector connects the DME antenna to the DME module.

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ICN-39-A-345200-G-A0126-01316-A-02-1

DME MODULE AND DME ANTENNA LOCATION

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OPERATION
The DME system operates with radio pulses in the frequency range of 960 to
1215 MHz. The airborne system transmits from 1025 to 1150 MHz to a
ground station. The ground station (beacon) transmits from 960 to 1213
MHz.
The DME system does the functions that follows:
• Mutual suppressor
• Transmitter
• Receiver
• Audio output
• Signal processing
• Frequency/Mode Control
• Power supply
• Self/Mode
The PFD and MFD supply integrated displays of primary flight, navigation,
engine performance, and aircraft systems data, and caution/warning
indications.
The MFD receives the distance data from the DME module and from the
FMS, when is installed. The MFD shows the distance indication adjacent to
the Horizontal Situation Indicator (HSI).
When the source of NAV data shown is the DME-hold, a DME HOLD
indication shows adjacent to the distance indication on the MFD.
The MCDU is the primary control unit for the radio system. The MCDU
controls the modes, frequencies, and codes of all the modules in the MRC,
included the DME system.

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ICN-39-A-345200-G-A0126-01317-A-01-1
DME SYSTEM SCHEMATIC DIAGRAM

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ICN-39-A-345200-G-A0126-01318-A-01-1
VOR/ILS/MB AND DME – INDICATIONS

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ICN-39-A-344000-G-A0126-03706-A-02-1
VHF NAV DETAIL PAGES

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SECTION 53
AUTOMATIC DIRECTION FINDER
(ADF) SYSTEM

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DESCRIPTION • as ARINC-407 synchro data,
The Automatic Direction Finder (ADF) system supplies the relative bearing • as direct current (dc) sine/cosine data, and
data from a ground station for in-flight navigation, terminal navigation, and
• as RS-422 data.
area guidance. This data gives the aircraft direction to a ground station with
relation to the heading. The ADF module has a mute (cancel) function that cancels the radio
The ADF receiver module, installed in the MRC2, receives RF signal from interference caused by HF signals transmitted from the aircraft. (This
the ADF antenna, compute the relevant information and sends its data to the interference can cause some avionics to show incorrect ADF bearing
NIM. The NIM sends this NAV data on the ASCB-D bus to the NICs in the indications).
MAUs and to the EDS.
The ADF data, received by NICs, is provided to the FMS processor modules
through the MAU backplanes. The FMS uses NAV data from the ADF
system to do its NAV functions.
The electronic display system (EDS) shows ADF data that gives the radio
bearing relative to the aircraft heading.
The MRC2, also, transmits the ADF audio signals through the digital audio
bus to each audio panel in the audio system.
The ADF system uses two bandwidths:
• A narrow band mode to reduce noise during navigation.
• A wideband mode to improve the quality of voice signals.
The ADF system is composed by the components that follow:
• DF-855 Automatic Direction Finder (ADF) Module.
• AT-860 Automatic Direction Finder (ADF) Antenna.

DF-855 ADF MODULE

The ADF module is installed in the MRC2, is powered by +28 V dc, and
supplies +15 V dc to the amplifier in the ADF antenna.
The ADF module supplies steering data to low-frequency transmitters
(beacons) with set frequencies from 190 to 400 kHz, and 1600 to 1799 kHz.
It also supplies steering data to the following stations:
• Broadcast Stations that Operate with Amplitude Modulation (AM).
• Marine Stations that Operate in the Frequency Range of 100 to 190
kHz.
• Stations on the High Frequency (HF) Distress Frequency of 2182 kHz.
The ADF module provides the relative bearing data to the NIM of the MRC2
through the internal bus, but it is also able to supply data to external users
on the following way:

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ICN-39-A-345300-G-A0126-00863-A-01-1
MRC2 AND ADF2 MODULE COMPONENT LOCATION (SHEET 1 OF 2)

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ICN-39-A-345300-G-A0126-00864-A-01-1

MRC2 AND ADF2 MODULE COMPONENT LOCATION (SHEET 2 OF 2)

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AT-860 ADF ANTENNA
The ADF antenna system contains an internal sense antenna, sine/consine
loop antennas, an amplifier and a self-test function.
The sense antenna is a vertically-polarized antenna that receives the AM
audio signals. The sine/cosine loop antennas are horizontally-polarized,
perpendicular antennas that receive the relative bearing signals. The
amplifier increases the input signals from the internal antennas. The self-test
function does a test of the ADF system components.
The ADF antenna has a coaxial connector that connects to the ADF module.
The antenna is installed on the bottom center outer fuselage.

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ICN-39-A-345300-G-A0126-00865-A-01-1

ADF2 ANTENNA LOCATION

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OPERATION Because of the wider bandwidth, it is possible to hear BFO interference
when the system monitors different ADF stations that are less than 3 kHz
The ADF system operates in the frequency range of 190.0 to 1799.5 kHz in apart. To prevent this interference, use the ANT mode.
increments of 500 Hz (for usual operation). It also tunes frequencies
between 100 and 190 kHz, and monitors the maritime emergency
frequencies between 2181 and 2183 kHz. CONTROLS AND INDICATORS
In case of an airborne HF radio starts to transmit, the ADF module holds the
ADF bearing pointer. The bearing data from the helicopter, provided by the Automatic Direction
If the HF radio transmits continuously for more than 5 seconds, the Finder (ADF2) over the ASCB-D, is shown on the PFD. This data is shown
electronic ADF bearing pointer, shown on the PFD, goes out of view. on the PFD by the diamond pointer when selected by the Diamond Bearing
These conditions continues until the HF radio stops in order to prevent 2 Button of the Display Controller.
possible errors caused by bearing indications that are not accurate.
The following table shows the four modes of operation for the ADF system
ADF TUNING FUNCTION
The ADF tuning function is done with the MCDU through the ASCB-D, in
MODE DESCRIPTION case of ASCB-D failure a backup MCDU tuning mode lets the pilot or copilot
tune the on-side COM and NAV through a direct ARINC 429 link from the
ANT (anten- The system receives the ADF signals but does not calcula- MCDU to the radios. Because of this, and having the only ADF2 system
na) ted the relative bearing. Audio sensitivity and range are set installed onboard, during tuning backup mode the ADF system in not
to maximum. available.

ADF The system receives the ADF signals and calculates the
relative bearing. There is some decrease of received audio
range and sensitivity.

BFO (Beat The system receives the continuous wave (CW) signals.
frequency The system uses a beat frequency oscillator (BFO) to
oscillator) sense these signals.

VOICE The system increases the intermediate frequency (IF)

bandwidth of the ADF module to make the quality of the
ADF audio signals better. This mode does not supply bear-
ing.

The VOICE mode supplies high quality audio signals for the headsets. The
high quality audio is a result of the wider bandwidth available in the VOICE
mode. To find the direction to the ADF station, narrow band reception is
necessary to increase the bearing accuracy.

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ICN-39-A-345300-G-A0126-00867-A-01-1
BEARING POINTER SELECTION

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ADF SYSTEM OPERATION WITH THE MULTIFUNCTION
CONTROL DISPLAY UNIT (MCDU)
The MCDU is the primary control unit for the PRIMUS EPIC radio system.
The MCDU controls the operative mode and frequency tune for the ADF2
system through the pages as follows:
• RADIO 2/2: RADIO 2/2 page displays the radio data for the systems
ADF2, COM radios, NAV radios and NAV/ COM radios.
• ADF 2: The ADF2 page displays the active, preset, and selected
memory frequencies for the automatic direction finder, the controls for
the active mode (antenna or ADF) and the beat frequency oscillators
(BFO) setting (ON or OFF). It is also used to access the ADF memory
pages.
• ADF MEMORY: The ADF MEMORY 1/2 and ADF MEMORY 2/2 pages
are utilized to store up to 12 ADF memories channels each one having
an own associated frequency. In addition to entering or dialing-in
frequencies for each memory location, a text label of up to 8 characters
can be entered for each stored frequency. The default label for each
memory is MEMORY, a dash, and the memory number, with the
memory number always on the outboard edge of the display.

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ICN-39-A-345300-G-A0126-00868-A-01-1
ADF OPERATIONS WITH MCDU (SHEET 1 OF 4)

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ICN-39-A-345300-G-A0126-00869-A-02-1
ADF OPERATIONS WITH MCDU (SHEET 2 OF 4)

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ICN-39-A-345300-G-A0126-00870-A-02-1
ADF OPERATIONS WITH MCDU (SHEET 3 OF 4)

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ICN-39-A-345300-G-A0126-00871-A-02-1
ADF OPERATIONS WITH MCDU (SHEET 4 OF 4)

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CAPTIONS • Spurious Response: at least 80 db below the desired response at
all frequencies.
No-one cautions message is available for the CAS window in the event of
ADF system failure. • Audio input: ............. 100 mW into a 600 load with < 10% distortion
Acknowledgement of a not availability of the ADF bearing data or ADF Audio
system failure occurs as follows:
• • ANT, ADF and BFO modes: not more than ±
Frequency 3 db from 350 to 1100 Hz
ADF bearing pointer frozen: If the onboard HF radio starts to transmit. Response:........
ADF bearing pointer out of view: in case of ADF failure or if the onboard HF • Voice Mode: not more than ± 4 db from 350
radio transmits continuously for more than 5 seconds. to 3200 Hz

LEADING PARTICULARS DF-855 AUTOMATIC DIRECTION

FINDER (ADF) MODULE
• Power Requirements......................................... 28VDC nominal
30.3VDC maximum
22VDC minimum
• Circuit Breaker...................................................... 28VDC 3.0 amps
• Types of Reception............................................................. CW, AM
• Frequency Range................. 100.0 to 1799.5 KHz in 0.5 KHz steps
• Intermediate Frequencies (IF):
- First IF..................................................................... 10.7 MHz
- Second IF.................................................................. 4.3 MHz
• Bandwidth:
- ANT, ADF and BFO Modes........................ ≤ KHz at six db
≤10 KHz at 80 db
- Voice Mode.......................................... ≥ 8.0 KHz at three db
≤ 26 KHz at 40 db
• Sensitivity:.. • ANT Mode: better than 50 mV/meter for six db S
+ N/N for 400 Hz, 30% modulation-
• ADF Mode: better than 100 mV/meter for six db
signal to noise ratio for 400 Hz, 30% modulation
• BFO Mode: better than 70 mV/meter for six db
signal to noise ratio for 400 Hz, 30& modulation.

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MAU PFD PFD MAU

1 1 2 2

A429 A429
MCDU ASCB-D
MCDU
1 2

MRC 1 MRC 2

ADF AUDIO OUT +15VDC PWR

DIGITAL AUDIO BUSES LOOP AMP. ENABLE
ADF 28VDC PWR
ADF ADF SIN/COS MODULAT. ADF
AIR NIM NIM
MODULE ANT. TEST ENABLE ANTENNA
MODULE DIGITAL MIC BUSES RCB
RF

CPLT AUDIO PLT AUDIO

PANEL PANEL

28VDC MAIN 2
NAV/COM
ADF

CONTACT
OF K16
ICN-39-A-345300-G-A0126-00872-A-02-1

ADF ELECTRICAL SCHEMATIC

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SECTION 54
ATC TRANSPONDER SYSTEM

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GENERAL
The Air Traffic Control Transponder (ATC XPDR) features the components
that follow:
• The ATC XPDR module
• The ATC XPDR top antenna
• The ATC XPDR bottom antenna

ATC XPDR MODULE

The ATC XPDR modules is installed on the Number 2 Modular Radio
Cabinet (MRC 2). The MRC 2 is installed on the right electronic equipment
bay (EE-bay) in the nose compartment. Four captive screws attach the ATC
XPDR module to the MRC2. The antenna connectors A8-P1 and A8-P2
connect the ATC XPDR module (A8) to the ATC XPDR top antenna (E13)
and the ATC XPDR bottom antenna (E10).

ATC XPDR TOP ANTENNA

The ATC XPDR top antenna is installed in the top side of the rear fuelage.
Six screws attach the ATC XPDR top antenna to the fuselage structure. The
antenna connector E13P1 connects the ATC XPDR top antenna to the ATC
XPDR module.

ATC XPDR BOTTOM ANTENNA

The ATC XPDR bottom antenna is installed in the left bottom side of the
center fuselage. Six screws attach the ATC XPDR bottom antenna to the
fuselage structure. The antenna connector E10P1 connects the ATC XPDR
bottom antenna to the ATC XPDR module.

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ICN-39-A-345400-G-A0126-00873-A-01-1
ATC XPDR MODULE LOCATION

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ICN-39-A-345400-G-A0126-00874-A-01-1
ATC XPDR ANTENNAS LOCATION

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SYSTEM OPERATION
The Air traffic Control Transponder (ATC XPDR) system transmits and
receives the identification code (ID) and the barometric altitude (ALT) data of
the helicopter. The aircrafts and the ATC ground stations use this data to
prevent midair collisions with other aircraft. The system operates with the
Traffic Alert and Collision Avoidance System (TCAS) and the Airborne Data
Link Processor (ADLP) system.
The ATC XPDR system is a part of the modular radio system. It is a remote-
controlled transceiver system. It operates with the ATC-Radar Beacon
System (ATCRBS) and the Modes A, Mode C, and Mode S transponder
systems.
The ATC XPDR system receives interrogation pulses and transmits reply
pulses. The reply pulses give the ground station access to computer data
such as aircraft distance, bearing, altitude, and aircraft identity. The pilot and
copilot can control the XPDR mode of operation and record the reply code
by the multifunction control display-unit (MCDU). The ATC XPDR system is
connected to the display system through the Avionics Standard
Communication Bus, version-D (ASCB-D). The ASCB-D is connected to the
back of the modular radio cabinet (MRC). The system transmits and receives
data from the Network Interface Module (NIM) in the MRC, through the radio
communication bus (RCB). The NIM supplies the interface to the ASCB-D.

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MCDU1 MCDU2

ARINC 429

ARINC 429
RS422 RS422

CCD1 MAU1 MAU2 CCD2

PFD1 MFD1 MFD2 PFD2

ARINC 429
ASCB-D

28 VDC MAIN 1
TOP ATC
ANTENNA

28 VDC ESS 2
NAV/COM NAV/COM
NIM1 NIM2
NIM NIM XPDR

BOTTOM ATC
ANTENNA
28 VDC ESS 1

NAV/COM
XPDR

ICN-39-A-345400-G-A0126-00875-A-02-1
ATC XPDR SCHEMATIC DIAGRAM

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ATC XPDR SYSTEM FUNCTION • The Mode S reply contains the ID code, the ALT data and the Mode S
address of the helicopter.
The ATC XPDR system has the four modes of operation explained in the
The XPDR module is connected to two different antennas. When the system
table below.
operates, the radio frequency (RF) receiver in the XPDR module
Mode Description automatically sets the antenna that sends the best signal and it sends the
reply to that antenna.
STANDBY The XPDR system is on, but it does not transmit the altitude
data.
ATC XPDR ANTENNAS FUNCTION
ALT OFF The XPDR system transmits the reply in Mode A and S, but it The ATC XPDR system has one antenna on the top and the other antenna
does not transmit the altitude data. on the bottom of the fuselage to make the interrogation/reply signals
acquisition better. They send/receive these signals to/from an ATCRBS
ALT ON ATC ALT the XPDR system transmits the reply in Modes A, ground station or/and Modes A, C and S transponder.
C and S and it transmits the altitude data.

TA The TCAS traffic advisory (TA) mode is on. (This mode oper-
ates when a TCAS system is installed in the aircraft).

The angle at which the antenna receives the reply gives the azimuth of the
aircraft. The ATC XPDR system receives the interrogation pulses at 1030
MHz and transmits the reply pulses at 1090 MHz.
The ATC XPDR system has the components that follow:
• ATC XPDR module
• ATC XPDR antennas
One single ATC XPDR antenna is necessary for the XPDR module. The
second antenna is installed for diversity to make the data acquisition better.

XPDR MODULE FUNCTION

The XPDR module is a two-channel radar transceiver that operates with the
ATCRBS ground stations and the Modes A, C and S transponders. The
modes are as follows:
• The Mode A reply contains the ID code of the helicopter.
• The Mode C reply contains the barometric altitude (ALT) data of the
helicopter (with a tolerance of ± 100 ft)

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ICN-39-A-345400-G-A0126-03008-A-02-1
PFD ATC XPDR INDICATION

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ICN-39-A-340000-G-A0126-02269-A-01-1
MCDU ATC XPDR INDICATION

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SECTION 57
DIGITAL MAP GENERATOR –
OBSERVER MKII

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GENERAL DESCRIPTION Any memory intensive data, such as raster charts are loaded onto a larger
custom removable data cartridge. The digital maps are provided on both the
The SkyForce Observer is a Digital Map System intended as an navigation MFD displays and, on demand, on the Central Display too. Two kinds of
aid. video output are available from the processor:
It never must be used for primary navigation.
The Observer can create a paperless cockpit through the use of user- • a composite video signal
defined databases, allowing text and picture images to be stored and • VGA/RGB video signal.
retrieved at the touch of a button, whether the information is details of On the AW139 the VGA 1 output is connected to the RIB switching box that
helicopter landing sites, daily orders or operational procedures. converts the VGA signal into the RIB video standard and perform the switch
The core capability of Observer is its intuitive mapping and navigation between that converts the VGA signal into the RIB video standard and RIB
function, which is capable of displaying highly detailed vectored (digital) and source & Digital Map VGA source. The RIB output of the RIB Switching box
raster (scanned) area maps. is than directed to the HoneyWell video/control Module installed in MAU1
Although the mapping data is multi-layered, any vectored data (such as and, from there, sent via RIB bus to the MFD displays. The RIB is a high
controlled airspace, obstacles, user-defined database items, etc.) can be quality video standard similar to VGA but HoneyWell copyrighted. The switch
overlaid onto the raster charts, effectively giving a raster topographical chart between CMC and DMG is performed by a GND/OPEN signal driven by the
an aviation capability. Video/Control Module. The DU displays combine the RIB signal with the
The next mapping levels are typically raster aviation charts rendered images, under the control of a combiner. The specific application
such as 1:500000 or 1 :250000. software determines the portion of the video that is displayed and assures by
These are then typically followed by 1 :100000 and 1 :50000 topographical design that the RIB video data does not overlap the flight information on the
charts. MFD and does not create hazard to the pilots.
The lowest zoom is used to depict street mapping down to 1 :1 0000 or even The VGA 2 output is instead directly sent to the optional Central Display.
1 :1 000. This solution has been developed with the purpose to save space on the
The street mapping is further enhanced with a vectored street/house MFD for Power Plant Monitoring, TCAS, EGPWS, and WXR data.
database for individual address searching, street naming and road over The Control Unit, which is mounted close to the processor provides an
flown functions. This allows decisions regarding hazard avoidance to be automatic distribution point for the various controlling devices of the system,
made en route for the approach to target or landing zone, thereby ensuring a and it is also an access point for the up/down loading of mission/flight log
safer incursion and egress for the paramilitary user. data. Without a control Panel, Limited data access is available and only one
The position information is achieved from the Flight Management System controlling device can be connected to the processor. The controlling
through the Arinc429 FMS General Purpose Bus or from the Observer devices either use the intuitive 5 soft keys and joystick control or a keyboard.
INTERNAL GPS receiver connected to a dedicated antenna used as The only way to operate with the DMAP in case of failure of CSIO2 module
backup. or NIC2 module is to set the DMAP in internal mode. Note that the FMS, a
The SkyForce Observer system comprises a Processor, a Control Panel, an SW module located into the NIC, computes the position selecting among
interseat console Controlling Device, a RIB Switching Box, a GPS antenna many sources, so in case of the GPS module FAULT, the FMS position is
and an optional Keyboard. not lost but computed upon other sensors.
The most essential part of the Observer system is the Processor, In case of failure of the Video/control Module or RIB – BOX, no output will be
which comes complete in a rugged "quick release" Rack. The Processor is available to look at the digital maps on the MFD. The digital Map Control
the hearth of the system and runs its operating software from its removable Panel includes a joystick and two sets of five buttons that are mirrored for an
solid-state PCMCIA memory card, the last three digits depending on the easy use from both PLT and CPLT side.
maps loaded in the hard disk.

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The mini keyboard is an optional device that can be used to navigate
through the Observer menu (address search, etc ...) when a more effective
search is desired.
The keyboard is a portable device supplied with an umbilical cable. Although
not foreseen on the AW139, the mini keyboard can be immediately used by
connecting its plug into the Control Unit.

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ICN-39-A-345700-G-A0126-03127-A-01-1
MAIN COMPONENTS (SHEET 1 OF 3)

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ICN-39-A-345700-G-A0126-03128-A-01-1
MAIN COMPONENTS (SHEET 2 OF 3)

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ICN-39-A-345700-G-A0126-03129-A-01-1
MAIN COMPONENTS (SHEET 3 OF 3)

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ICN-39-A-345700-G-A0126-03130-A-01-1
CONTROL PANEL

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ICN-39-A-345700-G-A0126-03131-A-01-1

DIGITAL MAP SCHEMATIC

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CONTROL UNIT
1 ON/OFF selector
• ON ............................................... The system is powered up

• OFF ............................................. The system is inoperative

2 BRT selector ................ Adjust the brightness of the control units

label
3 Slot for the card .................................. Port for the JEPPESEN card
4 POWER LIGHT
• Illuminated green ........................ THe system is powered up

5 HHD Light
• Illuminated green ......... Data is being read from the HDD
(Hard Disk Drive)
6 CARD Light
• Illuminated green ......... Data is being read from the
JEPPESEN card
7 TEMP Light
• Illuminated amber ....................... Unit is warming up

• Illuminated red ............................ Unit is in over temperature

8 PMCIA Card .............................................. Contains User Databasa

9 PCMCIA Carda Release Button
• Pressed ..................... Releases the User Database
PCMCIA Card
10 Pushbutton
• Pressed ........ Activate the cunction of the corresponding
label on the screen (LH and RH buttons have
same function)
11 Joystik
• Moved in MAP mode .............. Controls pointer position

• Moved in other modes ........... Permits data selection, data

entry, list scrolling

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ICN-39-A-345700-G-A0126-03132-A-01-1
CONTROL UNIT

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ICN-39-A-345700-G-A0126-03134-A-01-1
CONTROL PANEL

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
INTERFACE simple as moving the on screen pointer using the joystick to the desired
location and pressing the "DIRECT TO PTR key. Alternatively selecting the
The system is interfaced with: "SEARCH' (in MAP page) key will access the internal database and allow
• FLIR the operator to select a specific navigation point. When the Observer system
• MISSION CONSOLE is navigating to a selected destination, navigation data will be displayed.
While en route to the target, one press of the “TARGET POSN” key will
• FMS switch the operator to the destination location allowing familiarization of that
• AHRS area.
Flight Plans can be either manually created as a list of selected waypoints
from the internal database, or visually chosen by moving the pointer over the
METHOD OF OPERATION maps. During the visual flight Plan creation, if a route line trespasses
through an area that needs to be avoided, a rubber banding technique can
The Digital Map display is provided on both the MFD video window by be used to drag the line and create additional turning points to circumvent
selecting the menu Item “Digital Map” on the SYSTEM MENU. When this the problem.
menu Item is selected, the Video Control Module sends a GND signal to the Search patterns are special Flight pland, that can be either started from the
RIB Switching Box. When the elicopter is ON – GROUND, the discrete that current position, or from a target location, and can assume a rising ladder,
controls the switch is normally OPEN, in order to display CMC. racetrack, expanding square or sector shape. Areas of probability can also
When the helicopter transitions to IN – AIR the discrete is set to GND be created on the map, using known speed and last sighting information to
because the CMC cannot be displayed IN – AIR. ensure the operators do not waste time looking in areas where suspects is
The primary method of operation is via the 5 soft keys and the joystick. Each absent. Points of interest or event markers can be saved instantly as
key is represented by a reciprocated label on the screen together with the waypoints, at the touch of a button and reviewed (or navigated) to at a later
relative function. This makes the men machine interface extremely "user- date.
friendly". Once powered on, the system will operate from the solid-state The Observer has the capability to overlay a Flight Plan received from FMS
PCMCIA memory loaded into the Processor, calling upon the removable and to display User Waypoints. As a grow capability, the transfer of a Flight
memory cartridge for the only intensive data, such as raster mapping. The Plan created through the Observer to the FMS will be added in the future to
aircraft icon is given on the screen and the displayed map is moved inform the pilot about the incoming Jeppesen database update, a message
underneath this in either a north up or track up orientation. The soft keys is given on the screen at the power up of the system: "JEPPESEN
allow the selected map to be simply zoomed or switched to an alternate DATABASE EXPIRES DAY/MONTH/YEAR PLEASE ACKNOWLEDGE”.
layer, while the joystick allows the user to pan anywhere around the stored After the acknowledge of the first message, a second message warns the
area. pilot system is intended as an aid and not for primary navigation :
Aircraft position is constantly available on the map screen, and is provided “WARNING : THIS EQUIPMENT IS NOT A REPLACEMENT FOR YOUR
either as a plain language readout or as the current road that is being over CHART”.
flown.

MAPPING
NAVIGATION
The mapping loaded on the Observer system can be defined by the
The SkyForce Observer is a Digital Map System intended as an navigation customer. The Observer system offers a total of 12 map layers, which are
aid. It never must be used for primary navigation. Flights arrangement can typically defined as follows:
either take the form of a Direct To (blue line), a Flight Plan (either blue or Jeppesen Aeronautical and Geographicalfrerrain Vectored Data
magenta), or a Search Pattern (black line). Basic navigation is, however, as

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1 1:500,000 ICAO Aviation Raster Chart
2 1:250,000 Topographical or Aviation Raster Chart
3 1:100,000 or 1:50 000 Topographical Raster Map
4 1:30,000, 1:20,000 and 1:10,000 Andes Street Map Raster Chart
5 Invisible Layer of Navtech Street Data
The customer can define a 1:250,000 or a 1:100,000 or a 1:50,000
topographical map as a minimum that shows terrain relief.

JEPPESEN AERONAUTICAL AND GEOGRAPHICAL/

TERRAIN VECTORED DATA
The top mapping layers contain Jeppesen Aeronautical data (airports,
runways, VORs, NDBs, controlled airspace and appropriate frequencies)
and Geographical data (urban conurbations, major cities, roads, waterways,
railroads, obstacles, visual reporting points and terrain relief) for the whole of
Europe.
This vectored data can be setup by the customer to appear or disappear at
desired zoom levels. It may also be configured to overlay on any of the other
raster map levels.

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ICN-39-A-345700-G-A0126-03126-A-01-1
MAIN MAP PAGE

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ICN-39-A-345700-G-A0126-03136-A-01-1
MAP MODE PRESENTATION

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1:500,000 ICAO AVIATION CHART MAP SETTINGS
The Italian 1:500 000 ICAO Aviation Chart are scanned and loaded into the The MAP SETTINGS pages allows all the mapping functionalities to be
system at two resolutions. Thereby creating an additional mapping layer hich configured. User can achieve this menu from the Main Menu pressing
has four times the area of coverage and effectively creating a 1:1000,000 SETUP followed by SYSTEM SETUP.
map.

MAP ORIENTATION
ANDES STREET MAP RASTER DATA
User can configure the map orientation in the system setup menu. The
Andes Street Mapping is available in levels from 1:250,000 down to available options are:
1:10,000. It is derived from Navtech Vectored Street Data and therefore • "North Up",
allows for perfect alignment with the lower invisible layer. Typically only the
• "Track Up"
1:30,000, 1:20,000 and 1:10,000 mapping are used in an installation, the
layers been this and the 1:500,000 Aviation chart being filled with either a • "Heading Up".
1:250,000 or a 1:100,000 or a 1:50,000 Topographical Chart or all of the Each mode is identified by a specific icon in the top right corner of the
above. In the event that this is not available then the other Andes levels are display:
available as an infill.
The maps show streets, urban conurbations, ateways, lakes, railroads, and
• N↑
wooded areas, but no terrain relief. • T↑
The Invisible Navtech Vectored Street Data allows the following functions:
• H↑
• individual street intersection searching and navigation If the display shows "Heading Up" then the map is oriented to the heading
• road over flown function reported by the AHRS system. This means rotating the nose of the
helicopter, pilot will see the map rotating and the actual helicopter orientation
• joystick road interrogation reported at the borders of the screen.
Navtech is the same data that is used in the majority of in car navigation If the display shows "Track Up" then the map is oriented to the groundspeed
systems and therefore it has a vested interest in keeping the data current vector reported by the FMS2 or INTERNAL GPS. This means rotating the
and accurate. It is also the same data source that is used by Andes to create groundspeed vector pilot will see the map rotating. Track mode is available
their raster street mapping and therefore allows for perfect alignment of the only if the modulus of the groundspeed is greater than 8 KTS with 2KTS of
two data sources. histeresys. Since this feature is not implemented into the FMS, no
comparison between digital map & FMS is available.
If the display shows "North Up" then the map is oriented to the North
ARINC 429 SETUP
reported by the AHRS system. This means rotating the nose of the
The ARINC 429 set up pages allows the communication between the FMS helicopter, pilot will see the helicopter orientation changing but not the map.
and the DMAP. This functionality may be configured in the communication A comparison with the FMS PLAN page is feasible.
PORTS page. It may be achieved from the Main Menu pressing SETUP,
INST & DIAGS, DATA IN/OUT, entering the relevant code (defaulted at
1234) and choosing PORT.

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EXTENDED TRACK 1 SHUT DOWN: Allows to shut down the digital map. If the system is
shut down with this procedure, the pilot must power cycle the relevant
You may configure the DMAP layout adding a line starting at the nose of
circuit breaker in order to restart the digital map. To ensure the
HIC, directed along the ground speed vector. This feature is available into
settings are retained by the system, pilot must input data after engine
the MAP setup pages.
start and turn off the digital map before the helicopter shutdown or
after inputing data, with the helicopter still powered by the external
HELICOPTER ICON power, turn off the digital map before engine start.
2 FLIGHT PLAN : Allows to edit/create User Waypoints and Flight
In System Setup page user can access the item AIRCRAFT by repeatedly
Plans.
pressing the NEXT key. Than he can configure the reference helicopter
nose. 3 NOTEPAD: Allows to access the Notepad for data conversion, air
density esteem, TAS – CAS calculations, trip fuel consumption
planning, climb descent planning, sunset sunrise calculations. When
GPS SOURCE AND FMS INTERFACE in demo mode this key becomes DEMO OFF and cancels DEMO
MODE.
A special setup page allo s to set the following navigation data according to
the FMS or Internal GPS. User can access this page from the main menu 4 SET UP: Allows to access the Map Setup (SYSTEM SETUP MENU),
pressing SETUP, INST & DIAGS, DATA IN/OUT and than, choosing tha the Source Selection, the Flight Plans Management, the Navigation
“Data Input and Output” setup page. information and the Input/Output settings (DATA INIOUT MENU).
5 MAP : Allows to access the Map Mode.
As a rule, when trying to go back to the Main Menu, user should press OK,
INTERNAL GPS
PREV PAGE, SAVE & EXIT or MAIN MENU.
User can enable the lnternal GPS configuration applying the following After pressing the MAP soft key, the Basic Map mode is shown. Maps can
settings from the Data lnput and Output page: be either displayed in North-up, Track-up or Headingup mode. The ZOOM IN
• POSITION SOURCE: INTERNAL and ZOOM OUT keys allow the user to select the appropriate zoom level.
The NAV MENU key allows to access the Nav Menu. The SEARCH key
• FLT PLAN SOURCE: UlVAVAlLABLE
enables the Database Selection page that provides information about any
I n this configuration: waypoint within the database.
1 Pilot can display and fly a Direct To or an lnternal Flight Plan. The main boxes sho n at the bottom of the screen in the Basic Map mode
2 lnternal non-active legs are blue dashed depicted. lnternal active legs are:
are blue filled depicted. For each active leg, the From → To indicator • TRK: Track - The aircraft track angle over the ground. This value is
is shown in the bottom left corner of the map. output from the FMS if ARlNC 429 CHANNEL 2 is selected as
POSITION SOURCE or from Internal GPS if INTERNAL is selected as
3 Any Direct To overrides the lnternal Flight Plan.
POSITION SOURCE.
• GS Ground Speed – the aircraft speed over the ground. This value is
BASIC OPERATION output from the FMS if ARINC 429 CHANNEL 2 is selected as
POSITION SOURCE or from Internal GPS if INTERNAL is selected as
The software in the observer has tree – architecture. Main menu is accessed POSISTION SOURCE.
after powering up the system pressing the HELP key. Main Menu has the
following 5 main brabches:

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• POS:Position - The aircraft's position. This value is output from the • ETE: Estimatedb Time Enroute – The time to the next navigated
FMS if ARlNC 429 channel 2 is selected as position source or from waypoint. This is displayed in hours and minutes hen over 1 hour, and
Internal GPS if INTERNAL is selected as POSITION SOURCE. in minutes and seconds hen less than 1 hour. This feature is not
If the joystick is activated by moving it in any direction, a pointer joining the available under LIMITED ARINC FMS.
pointed area with the aircraft icon will appear. The pointer can be moved to • CDI: Course Deviation Indicator – This feature is not available under
interrogate waypoints or specific targets such as airports, airspace, user LIMITED ARINC FMS.
defined databases etc.
Once the pointer detects there is more information available for a waypoint/
target, it becomes highlighted and the NAV MENU key is relabelled as
MORE INFO. Pressing the MORE INFO key user gets additional information.
If the user wishes to navigate to the pointer then the DIRECT TO PTR key
can be pressed, which takes the user to the Map Navigation Active mode.
The main boxes displayed in the Map Navigation Active mode are:
• PDIS: Pointer Distance – The distance of the pointer from the aircraft.
This value is the result of DMAP computation based on current position
(POS) and pointer position.
• PBRG: Pointer Bearing – The bearing of the pointer from the aircraft.
This value is the result of DMAP computation based on current position
(POS) and pointer position.
• PETE: Pointer ETE (Estimated Time Enroute) – The time required, in
minutes and seconds, at the current ground speed to travel from the
aircraft to the pointer.
When a Direct To or a Flight Plan is Activated, the system goes into Topo
On Mode. If necessary only aeronautical information can be displayed. The
Main Boxes displayed in the Topo On mode are:
• DIS: Distance – The distance from the aircraft to the next navigated
waypoint displayed on the map. The value is the result of the DMAP
computation based on the current position and the next WPT position.
This feature is not available under LIMITED ARlNC FMS.
• BRG: Bearing - The magnetic bearing the aircraft must track over the
ground to the next navigation waypoint this value is output from the
FMS if an external Flight Plan is displayed or from DMAP if an Internal
Flight Plan or Direct To is displayed.
• ETA: Estimated Time of Arrival – The ETA based on GMT plus
whatever Local Offset the user has added. The DMAP computation is
based on local time, DIS and GS. This feature is not available under
LIMITED ARlNC FMS.

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ICN-39-A-345700-G-A0126-03137-A-01-1
MAPPING – EXAMPLES (SHEET 1 OF 2)

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ICN-39-A-345700-G-A0126-03138-A-01-1
MAPPING – EXAMPLES (SHEET 2 OF 2)

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LOCATION REMOVAL AND INSTALLATION
The Observer Processor, the Control Unit and the RIB Switching Unit are
installed in the Low Avionic Bay, the Control Panel is installed in the
interseat console of the helicopter, the GPS antenna is installed on the
upper surface of the tail.
The Video/Control Module is installed in the MAU1.
The Video/Control Module occupies two slots on the MAU (slot 3 and 4) and
removes the Control I/O (slot 3) and the Air Management Module (slot 4).
The installation of the Digital Map System does not create hazard for the
continued normal functioning of the primary flight instruments in the event of
any malfunction. The Digital Map System has indeed its own Circuit
Breakers and interfaces to PRIMUS EPIC System via a dedicated wire
connection.
The installation and the design of the system assure the Observer data
presented on the DU-1080 displays does not overlap the flight information
and it does not create hazard to the pilots.
For any reason the pilot can deselect the MFD area dedicated to the Digital
Map using the CCD and/or turn off the Central Display via a local knob.

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SECTION 60
FLIGHT MANAGEMENT SYSTEM

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GENERAL The navigation data base (NDB) cannot be changed by the pilot but, using
the custom database, the pilot can customize the FMS by defining waypoints
The Flight Management System (FMS) is based on the Honeywell FMS. The (WP) and storing flight plans (FP).
function of the FMS is to give flight planning capability, navigation
information and flight performance data. The FMS manages flight details
from takeoff to touchdown. These details include Standard Instrument NAVIGATION DATA BASE
Departures (SID), Standard Terminal Arrival Routes (STAR) and non
precision approaches with missed approaches. The NDB contains worldwide coverage of navaids, airways, Standard
The FMS combines inputs of other aircraft systems (GPS, DME, VOR, Instrument Departure / Standard Terminal Arrival Route (SID/STAR)
AHRS, ADS) to output navigation, lateral and vertical commands and aircraft procedures, approach procedures, airports, heliports and runways as
performance predictions. FMS uses GPS as long range sensor and following:
DME/DME and VOR/DME as short range sensors. • navaids (VOR, DME, ILS, MLS, TACAN, NDB)
• Primary functions of FMS are position computation and flight planning. • Airports and Heliports
These functions work with the associated guidance in both lateral and
vertical axes. The FMS Database is essential to these functions in • Runways and Airways
order to easily retrieve, navaids, airways, procedures, airports, other • SID and STAR
navigation data and store and retrieve waypoints and flight plans.
• Approaches
• Secondary function of FMS are performance including fuel
management, time estimates for the flight, vertical navigation • Named Intersections
estimates, stored flight plans and other functions. • Outer Markers
Provided the FMS is receiving usable signals, it has been demonstrated
capable of and has been shown to meet the accuracy specifications of:
• VFR/IFR en route domestic, terminal, and instrument approach (GPS, CUSTOM DATA BASE
VOR, VOR-DME, TACAN, NDB, NDB-DME, RNAV) operation using
The custom database consists of pilot defined WP (up to 1000) and stored
the WGS-84 (or NAD 83) coordinate reference datum in accordance
FP (up to 3000).
with the criteria of AC 25-11, AC 00-314, AC 20-130A, FMS PS
7028826.
Satellite navigation data is based upon use of only the NAVSTAR Global FLIGHT PLAN - GENERAL
Positioning System (GPS).
Refer to the Honeywell PRIMUS EPIC® PILOT’S GUIDE for a detailed A flight plan is presented as a series of legs that are sequenced according to
description of the FMS. their occurrence during the flight. The legs are bounded by waypoints.
During flight, the active flight plan automatically sequences so that the first
leg of the active flight plan is the active leg that is referenced to the guidance
FMS DATA BASE parameters. Normally, the FMS sequences before the waypoint for an inside
turn when the aircraft is on or close to on course: a flyover option is also
The FMS Database consists of two parts: a navigation database and a available to the pilot. If the aircraft is not on course, the normal sequence
custom (or pilot defined) database. occurs no later than a point abeam of the waypoint. Some waypoints have
unique sequence criteria.

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For example, a holding fix is a flyover waypoint. The holding fix should be VERTICAL GUIDANCE (VNAV) – GENERAL
over flown before entering or exiting holding. Some waypoints in SID and
STAR procedures also have unique sequence criteria. Vertical guidance (VNAV) gives a complete vertical profile for the entire flight
The FMS is programmed to automatically comply with these requirements. and is integrated with the lateral flight plan. Using FMS VNAV, the operator
There are situations where the sequence criteria cannot be satisfied by the can define vertical profile information that may be manually flown by pilot.
FMS. Under these conditions, the pilot must perform the sequence manually VNAV cannot be coupled to the FD.
to aid the FMS. VNAV altitude profile must be flown manually. VNAV computes TOC (Top Of
Climb) and TOD (Top Of Descent) points and gives a vertical deviation for
path descents. VNAV general rules are the following:
NAVIGATION OPERATION DESCRIPTION • For VNAV operation, performance initialization and activation of
altitude selector (ALT SEL) is required.
The FMS navigation function is responsible for tuning the NAV and DME
radios. The FMS chooses the best NAVAID to tune on the radios for • It is recommended to set the altitude selector at the altitude cleared by
VOR/DME or DME/DME radio position updates. ATC
• For climbs, only TOC information is provided on the MFD. The TOC is
the location at which the aircraft should complete the climb.
LATERAL GUIDANCE (LNAV) – GENERAL
• For descents TOD information is provided on the MFD and VPATH
Lateral guidance (LNAV) is the function in the FMS that sends commands to (vertical flight path) on the PFD. On MCDU a BOD (Bottom of descent)
the flight guidance computer to laterally steer the aircraft. LNAV guides the information is also presented. The TOD is the location at which the
aircraft along a flight path set by the pilot including flight plans, departures, aircraft should commence a descent. The BOD is the location at which
holding patterns and approaches. the aircraft should complete the descent.
LNAV maintains the aircraft within an airway or protected airspace. LNAV • When the altimeter is adjusted to display height above the ground
general rules are the following: (QFE) rather than sea level, VNAV should not be used.
• The FMS must be selected as the navigation source.
• A minimum of one leg must be defined for LNAV calculations.
• LNAV is available for all phases of flight.
• Leg sequencing is performed with inside turns between two legs.
• LNAV bank angles are normally as for rate 1. Roll rate is 3° per
second.
• The distance shown for each leg of the flight plan accounts for the
distance travelled due to the change in course from one leg to the next.
• A lateral track alert (waypoint identifier flashing) is given for each
waypoint sequence. The alert is given 30 seconds before starting a
turn.

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ICN-39-A-346000-G-A0126-00878-A-03-1
FMS – FULL COMPASS HSI

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ICN-39-A-346000-G-A0126-00879-A-03-1
FMS – ARC MODE HSI

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ICN-39-A-346000-G-A0126-00880-A-01-1
FMS – MAP FORMAT HSI

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ICN-39-A-346000-G-A0126-00881-A-01-1
FMS – PLAN FORMAT HSI

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
FMS DISPLAYS AND CONTROL – GENERAL • MCDU (Multipurpose Control Display Unit)
FMS displays and data are presented on the MFD (MAP page), PFD ( HSI) • RIC (Remote Instrument Controller)
and MCDU. Displayed data includes:
• DC (Display Controller)
• a map presentation that shows:
• radio navigation aids • GC (Guidance Controller)
• airports
• waypoints on the active flight plan MCDU – GENERAL
• legs, patterns and approach profiles of the active flight plan The MCDU has a full color display and contains 14 lines each one of 24
characters. The first line is the title line and the fourteenth line is the
• FMS mode annunciations scratchpad. Color on the MCDU display page is designed to highlight
Electronic maps integrate route map data with auxiliary navigation data to important information but color assignments are not fully coordinated with
display the aircraft’s situation at any time. Electronic displays integrate map MFD and PFD displays.
data with weather radar displays, terrain maps and electronic charts. Control
panels used in FMS operation are :

Assigned Color Parameter

Crew selections

AFCS modes

Cautions, FROM waypoint, flight plans name

Crew selections, FD engaged, TO waypoint

Names, Titles and scratchpad messages

The bottom line on the MCDU display is the scratchpad that is a working scratchpad using the keyboard. As each key is pushed, the character is
area where the pilot can enter data and/or verify data before line selecting displayed in the scratchpad. Information in the scratchpad does not affect
the data into its proper position. Alphanumeric entries are made to the the FMS until it is moved to another line on the display. Data is retained in

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the scratchpad throughout all mode and page changes. Functions keys are • FUNCTION KEY PAGING. Function key paging is an option that, when
presented directly below the screen. These keys access primary functions, activated (via FLIGHT CONFIG), can be used to advance function
indices (menus) and page selection. pages using additional pushes of the function key instead of the NEXT
• PERF Key. Displays page 1 of the performance index. The pilot can key. For example, when initially selecting a function key, the MCDU
select any of the index functions by pushing the respective line select displays page 1 for that function key. Pushing the same function key
key. again displays page 2 for that function.
• MENU Key. Displays the MCDU menu page which accesses the • LINE SELECT KEYS (LSK). Line select keys are six on each side of
maintenance and status information. the MCDU displays. Data is selected to a line from the scratchpad or
• NAV Key. Displays page 1 of the navigation index. The pilot can select viceversa using the line select keys. These keys are identified from top
any of the index functions by pushing the respective line select key. to bottom as 1L through 6L on the left side and 1R through 6R on the
right side. The line select keys are the most often used keys on the
• PREV/NEXT Keys. The specific page and number of pages in a MCDU. Typical LSK functions are:
particular function or menu display are shown in the upper right corner
of the display. The page number format is AA/BB where AA is the • Direct Access Prompts/Function Selects In the case of an index
current page and BB is the total number of pages available. Page display, the line select keys are used to select functions from the
changes are made by pushing the PREV (previous) and NEXT keys. index. In displays other than index, the bottom line select keys (6L,
The keys can be held down for repeated page changing. 6R) are primarily used for direct access to other functions in the
FMS. The FMS prompts the pilot at 6L and 6R for the most likely
• FPL Key. Displays the first page of the active flight plan. If no flight plan functions to be selected. An example is the ARRIVAL prompt that is
is entered, the pilot can perform the following: Manually create a flight displayed on the active flight plan pages when within 200 NM of the
plan; Select a stored flight plan; Create and store flight plan destination. These types of prompts reduce the number of key
• PROG Key. Displays the first progress page. This mode shows the strokes in order to minimize pilot workload. The pilot can also access
current status of the flight. The first progress page displays distance to, functions through the main navigation and performance indices.
the Estimated Time Enroute (ETE) and fuel projection for the TO
waypoint, the NEXT waypoint and destination. It also displays the
• Transfer Line Data to Scratchpad. If the scratchpad is empty,
pushing a line select key transfers the respective line data to the
current NAV mode (i.e. GPS, DME-DME, VOR-DME,AHRS), the scratchpad.
required and estimated navigation performance, and the navaids that
are presently tuned. • Transfer Scratchpad Data to Line Fields. Once data has been
entered into the scratchpad either through line selection or manual
• DIR Key. Displays the active flight plan page with the DIRECT, keyboard entry, it can be transferred to any of the allowable line
PATTERN, and INTERCEPT prompts. If other than an active flight plan select fields on a page. To transfer the data, push the key adjacent
page is displayed when pushing the button, the first page of the flight to the line where the scratchpad data is intended.
plan is displayed. If the active flight plan is already displayed when
pushing the button, the display remains on the same page with • ALPHANUMERIC KEYBOARD. Is used by the pilot for input to the
prompts displayed. DIRECT is the primary function. PATTERN and FMS. The alphanumeric keys make entries to the scratchpad only. The
INTERCEPT must be selected at 6L or 6R, respectively. following are each represented with a key on the MCDU:
• RADIO Key. Pushing the RADIO function key results in the display of • letters of the alphabet
the RADIO 1/2 page. From this location and also the RADIO 2/2 page, • the numbers 0-9
the pilot can tune various radios including COM1, COM2, NAV 1, NAV
2, ADF and set Transponder code. • the decimal
• the plus/minus

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• the space
• the slash
The SP (space) key is used to insert a space following a character in
the scratchpad. The +/- (Plus/Minus) key is used to enter a - or + in the
scratchpad. The initial push of the +/- key results in a - being entered. A
subsequent push changes the – to a +. Continued pushing of this key
toggles the +/- display.
• CLR KEY. This key performs the following functions:
• When a message is displayed in the scratchpad, pushing the CLR
key deletes the message.
• When a scratchpad entry begins with an asterisk (*) or pound sign
(#), pushing the CLR key removes the entire entry.
• When an alphanumeric entry is made in the scratchpad, one
character is cleared from the scratchpad (from right to left) each time
the CLR key is pushed. If the CLR key is held down after the first
character is cleared, other characters are cleared, one at a time,
until the key is released.
• DEL Key. The DEL key is used to delete items from the FMS. When
the DEL key is pushed, *DELETE* is displayed in the scratchpad. The
DEL key can be line selected to delete waypoints or other items
displayed in the MCDU data fields. When there is a message
displayed, the delete operation is inhibited. Delete is also used to
return default values after entries have been made. The DEL key can
also be used in the scratchpad edit mode. With a dash (-) at the end of
the scratchpad entry, pushing the DEL key deletes the entire
scratchpad entry.
• BRIGHTNESS CONTROL. Both manual and automatic (photo sensor)
brightness controls are used to increase or decrease the MCDU
display brightness. When manually selected, a bright/dim bar is
displayed in the scratchpad. The bright/dim bar level is controlled by
pushing BRT or DIM. Following manual adjustment, the photo sensors
monitor the ambient light and maintain the brightness level of the
MCDU display over various lighting conditions. Note that the brightness
can be adjusted during evening hours such that, during daylight hours,
the display cannot be seen.

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ICN-39-A-346000-G-A0126-00882-A-02-1
FMS CONTROLS –MCDU

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FLIGHT MANAGEMENT SYSTEM - CAS CAUTION MESSAGES

CAS CAPTION FAILURE DESCRIPTION PROCEDURE NAME AW139-RFM-4D

1(2) FMS FAIL Failure of flight management system. FMS nav- FLIGHT MANAGEMENT SYS- Section 3
igation not available TEM FAILURE EMERGENCY AND MALFUNCTION
PROCEDURES
AVIONICS

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CHAPTER

45
CENTRAL MAINTENANCE SYSTEM
(CMS)
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SECTION 45
CENTRAL MAINTENANCE SYSTEM
(CMS)

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GENERAL DESCRIPTION
The central maintenance system (CMS) is a combination of fault recording
and maintenance access.
The CMS is a modifiable, distributed maintenance system with central fault
data collection. The distributive nature of the system lets each member
system have its own set of maintenance functions. A centralized
maintenance function is used to access each member system that uses
standard protocols to combine all systems into a single centrally-focused
maintenance system. Maintenance member systems are avionics
subsystems that obey the central maintenance requirements and have a
connection to the central maintenance computer (CMC).

CMC-RT
The CMC-RT is an off-the-shelf laptop computer configured with Ethernet
10–Base-2 hardware and Honeywell software. Maintenance and data
loading is done on the ground with the CMC-RT to upload database files
and/or software and download stored (memory) data or fault history files.

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ICN-39-A-454500-G-A0126-00593-A-01-1
CMC LOCATION

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INTERFACE MULTI FUNCTION DISPLAY (MFD)
ACCESS A MFD serves as the primary display for the Central Maintenance Computer
Function. The video outputs from the CMC Module are piped to the display
The operator may access the CMC software using one of two methods : using a Remote Image Bus (RIB) interface. When the maintenance function
• From the cockpit using the Multi Function Display Unit (MFD) for the is selected, the normal graphics generation function for the display is
display, and the installed Cursor Control Device (CCD) for control. superseded and the CMC Module’s video output is routed directly to the
• Access the system from a Remote Terminal (RT) connected to the display.
aircraft LAN Bus. The software that is used to select the desired function to be displayed
The Central Maintenance System provides single point access to the resides within the Graphics Generator Function (GGF). The GGF software is
maintenance functions of all Member Systems. required to have sufficient interlocks to ensure that the CMC Module video is
displayed only when it is safe and appropriate to be displayed.

CONNECTIONS OVERVIEW
The CMC Module is connected to the MAU through a Backplane Interface
Controller (BIC) and through an Ethernet LAN to the Remote Terminal and
Network Interface Controller (NIC).
The BIC interface is used by the CMCF software to receive all of its data
from the Member Systems.
It is also through the BIC that the CMCF software sends commands to the
Member Systems.
The LAN is used for file transfers within the MAU, and is also used by the
Maintenance System to support the Remote Terminal.

HARDWARE/SOFTWARE INTERFACES
CENTRAL MAINTENANCE COMPUTER MODULE
The Central Maintenance Computer is a single LRM that is in MAU1. The
CMC Module derives its normal operating power from the backplane. The
CMC Module uses personal computer architecture, including Basic Input/
Output System (BIOS) and operating system. The CMC Module has front
panel connectors for connecting to Ethernet LAN, and for external
connection to battery.

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ICN-39-A-454500-G-A0126-00594-A-01-1
CMS INTERFACE

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CURSOR CONTROL DEVICE (CCD)
A CCD is used to control the CMS software from the cockpit.

MODULAR AVIONICS UNIT (MAU)

The CMC Module resides in MAU 1 cabinet. The MAU provides the physical
housing, the conditioned regulated power, and the interface to the MAU
backplane. The backplane provides the interface to all member system
signals required by the CMS software.

REMOTE TERMINAL
The Remote Terminal (RT) is used to provide access to the CMCF software
outside of the cockpit. The RT is hosted on a personal computer that the
maintenance personnel can connect to the Ethernet LAN to access the CMS
software. One of the requirements for the RT host computer is that it has an
Ethernet LAN interface to connect into the CMS software.

COMMUNICATION MANAGEMENT FUNCTION (CMF)

The CMF provides a method for the CMCF software to downlink files to a
ground based system from the aircraft.
The CMF takes files from the CMCF software and formats these files into a
form that allows the successful transmission of these files from the aircraft to
the ground. The data from the CMCF software can be tought of as a file that
is transferred to the CMF. The CMF then determines which available
communications link it can use to send the data to the ground. The CMF
then determines which available communications link it can use to send the
data to the ground. The CMF adds additional information to the file from the
CMCF software to ensure that the ground based receiving station can
successfully recreate the file and deliver the data to the end user.

PROCESSOR (S)
The CMC Module uses a 333 MHz Intel Pentium IIMobile Module processor.

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ICN-39-A-454500-G-A0126-00595-A-01-1

CMS GENERAL SCHEMATIC

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ICN-39-A-454500-G-A0126-00596-A-01-1

LOCAL AREA NETWORK (LAN) MEMBERS

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ICN-39-A-454500-G-A0126-03009-A-01-1
LAN CONNECTION (SHORT NOSE AND LONG NOSE HELICOPTERS)

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FUNCTIONAL DESCRIPTION • Engage member systems in tests and show real-time data.
The central maintenance system (CMS) records faults and provides The CMC function does no critical functions on the aircraft and has no
maintenance access to member systems. Member systems are any function, impact to safety. The CMC function supplies maintenance personnel with a
line replaceable unit (LRU) or line replaceable module (LRM) that send centralized maintenance system. Maintenance personnel do troubleshooting
results of built-in tests (BIT) to the central maintenance computer (CMC). and fault diagnosis of member systems from a single location.
The CMC performs the following tasks : The CMC does the several noncritical functions on the aircraft that follows:
• View the aircraft fault history • Single Point Access to Member Systems
• Download member system fault data • Maintenance Message Displays

• Run member system tests • Ground Test

• Show member system configuration data • Fault History Download

• Show real-time aircraft data. • System Configuration Display

The CMC supplies access to member systems from a single user interface. • Member System Operational Status
Two methods are available to access the maintenance system. FDE (Flight Deck Effect) to Maintenance Message Correlation
•
1 The multifunction display (MFD) to show the CMC menu and the
cursor control device (CCD) for control of the MFD. • FHDB

2 The the central maintenance computer remote terminal (CMC-RT) • File Transfer (Dataloading)
wich connects to the local area network (LAN) port on the aircraft. • CMC-RT
The CMC uses a Microsoft® Access database to keep CMC configuration LDI.
and member system data. The CMC database is called the Loadable
•
Diagnostic Information (LDI) database. The LDI database is separate from
the CMC executable code. Member systems are added or removed from the
LDI without changes to the CMS executable code. This also lets a member
SINGLE POINT ACCESS TO MEMBER SYSTEMS
system supplier update maintenance data for their system without The CMC function supplies access to all member systems from a single
recertifying their flight software. point. The access can be from the CMC-RT or the MFD. In order for the
The CMS works with any member system that follows the member system CMC-RT to access the maintenance system, the CMC must have power and
protocol specifications. The CMC keeps member system fault data in the be on line. The onground function and initiated test functions are not
Fault History Database (FHDB), and optionally in Non-Volatile Memory available while the aircraft is in flight. Member systems must supply the
(NVM) data storage in the member system. For member systems, the necessary and sufficient interlocks if the CMC function software fails. The
CMC has modes to: interlocks keep the member system from receiving a command to go to an
• View individual fault histories of one member system from data in the unsafe condition or to do an initiation of tests while the aircraft is in flight
FHDB.
• Mix and view fault histories of two or more member systems together MAINTENANCE MESSAGE DISPLAYS
from data in the FHDB.
• Download fault data from the member system NVM. The CMC gets fault reports from member systems and flight deck effects
(FDE) from the monitor warning function (MWF), and keeps this data. FDEs
• Move files between removable storage devices and the CMC. are any unusual condition that the pilot or copilot see on the flight deck.

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Some examples of a FDE are EICAS messages and autopilot disconnects. FDE TO MAINTENANCE MESSAGE CORRELATION
The CMC shows “Active Maintenance Messages” and “Stored Maintenance
Messages” in sequence by ATA chapter number. Many fault reports can be The FDE to maintenance message correlation supplies a display that
connected to a maintenance message. The maintenance messages show connects FDEs to maintenance messages.
an internal fault, an external fault, or a probe/sensor fault. This lets the maintenance personnel find components that have a fault on
the aircraft.

GROUND TEST
FHDB (FAULT HISTORY DATA BASE)
The CMC can start ground tests on the member systems.
The CMC supplies commands only while the aircraft is on the ground. The FHDB function collects fault reports and EICAS messages at a one
Passive status screens and commanded member system tests are onground hertz rate. The CMC saves the EICAS messages and faults to the FHDB.
tests. Access to these functions is locked out by the CMC while the aircraft is The fault reports and EICAS messages show the current status (ACTIVE/
airborne. INACTIVE), flight leg, flight phase, time, date, aircraft SN, and LRU SN. A
fault processing algorithm connects the fault reports to the EICAS
messages. This correlation is saved to the FHDB. EICAS messages are
FAULT HISTORY DOWNLOAD supplied by the MWF, and the CMC identifies them as ACTIVE or
INACTIVE. The CMC sends changes of state of EICAS messages and fault
The CMC supplies the interface to download a fault data from a member reports to the FHDB. Fault reports are received from member systems as
system that is kept in NVM. discrete bits transmitted on ASCB-D or ARINC 429. Each fault report
transmitted by the member system is connected to a maintenance message.
A maintenance message is a text string that shows a procedure that
SYSTEM CONFIGURATION DISPLAY
maintenance personnel can do.
The CMC shows a list of hardware part numbers, software part numbers
(PN), and serial numbers (SN) for the member systems. The system
configuration display receives real-time data from the member systems. The LDI LOADABLE DIAGNOSTIC INFORMATION
system configuration display lets the user see the configuration of The LDI is the database that keeps the maintenance data for all of the
components installed on the aircraft. The data does not show that the member systems. The maintenance data includes maintenance screens and
equipment configuration is safe. It only shows the installed components. messages. The screen builder data from each member system is put into a
single database. The CMF software then gets access to the LDI database,
which is a separate file. The verification of the data in the LDI is the
MEMBER SYSTEM OPERATIONAL STATUS
responsibility of the member system suppliers. Once data in the LDI is
The CMC supplies a member system operational status function that shows validated, a different tool tracks changes to the data on new versions of the
the activity status of each applicable member system. For ASCB-D member LDI. If any critical data in the LDI changes, the changed data must be
systems, the CMC monitors the transmissions of the maintenance-data revalidated. The LDI database can be changed through the CMC-RT.
parameter-group. For ARINC 429 member systems, the CMC monitors the
transmission of label 377. This function lets the user find out if any given
member system is on-line.

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FILE TRANSFER (DATALOADING) 2 From the START button select “Settings (Impostazioni)” → “Control
Panel (Pannello di Controllo)” → “Network (Rete e connessioni
The CMC sends files from the CMC-RT to aircraft member systems. An
remote)”.
Ethernet port on the CMC-RT connects to the aircraft LAN.
3 Right click on the “Local Area Connection (Connessione alla rete
locale)” being used to connect to the aircraft, then select “Properties
SOFTWARE INSTALLATION PROCEDURE (Proprietà)”.
4 Scroll down the window and highlight “Internet Protocol (TCP/IP)
CAUTION (Protocollo Internet (TCP/IP))”, select Properties button.
DURING THIS PROCEDURE RECYCLE THE POWER WILL 5 A window similar to Figure 3-2 will appear. Select the “Use the
MEAN: following IP address” button and enter the IP address
• TURN POWER TO OFF 192.168.200.201 and the Subnet mask 255.255.0.0 in the window.
When a new PRIMUS EPIC® Software Release is issued, the
• WAIT 4 MINUTES relevant TOOL software must be installed on the Computer (Tools
• TURN POWER TO ON CD) before proceeding with the S/W installation on the helicopter. See
the following instructions:
IF YOU DO NOT OBEY THIS INSTRUCTION, MALFUNCTIONS
1 Install the Remote Terminal program supplied on the Tools CD
MAY OCCUR.
(disk 1 of REQUIRED MATERIALS) of the current software
version to be installed. Use the default settings and commands as
you install the Remote Terminal software (Example: the
installation exe file to be run to install the Remote Terminal will be
TOOLING REQUIRED
a file similar to “Install_RT_V13.1_PS7031531_010.EXE”).
The following equipment is required for the software installation: 2 At the end of the installation procedure the icon of the application
1 DC External Power Bench (28VDC); “CMC_RT.exe” will be generated on installation folder. Create a
2 Computer with desktop link directed to C:\CMC\CMC_RT.exe.
• Windows NT//95/98/2000/Me/XP;
• 256 MB RAM;
WARNING
• CD-ROM Driver; THE COMPUTER USED FOR THE SOFTWARE UPLOADING ON
3 LAN Network “Dongle Adapter” P/N LTEPIC-25 (Refer to IPD): THE HELICOPTER SHOULD NOT BE USED FOR OTHER TASKS
PCMCIA slot to Coax LAN cable AND AN EFFICIENT ANTI-VIRUS SOFTWARE SHALL BE
4 WOW SIMULATOR kit P/N 3G3205G00731 (Refer to IPD). INSTALLED AND KEPT UPDATED.

5 PRIMUS EPIC® Software installation CD’s dedicated to the helicopter.

COMPUTER SETTING
1 Power on the computer.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-00645-A-01-1

COMPUTER PREPARATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-00599-A-01-1
TCP/IP SET-UP PROTOCOL

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-00600-A-01-1

DOS COMMAND WINDOW (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-00601-A-01-1
DOS COMMAND WINDOW (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-00602-A-02-1
PRIMUS EPIC TOOLS FOR AGUSTA AB139 CD-ROM

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-00603-A-01-1

PRIMUS EPIC TOOLS FOR AGUSTA AB139 PROGRAM

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DESCRIPTION AND OPERATION OF MAJOR
COMPONENTS
CMC MODULE
The CMC module is the main LRM of the CMS. The CMC module is installed
in the MAU 1. The MAU backplane supplies power to the CMC module. The
CMC module uses the software and hardware that follow:
• 333 mHz (minimum speed) Pentium CPU
• 128 megabytes (minimum) of random access memory (RAM)
• 144 megabyte solid-state hard drive
• Windows® NT operating system.
The solid-state hard drive contains the operating system, program files,
FHDB, and the LDI. The storage space on the hard drive is divided as
follows:
• Operating System — 32 Mbyte.
• Central Maintenance Computer Function (CMCF) Software — 10
Mbyte
• FHDB — 10 Mbyte
• LDI—20Mbyte.
The CMC module supplies a central display of all member systems
maintenance data to:
• Give data to the display unit (DU) or CMC-RT
• Do initiated built-in tests (IBIT)
• Download member system storage of fault data
• Give a report of member system SNs and/or PNs
• Monitor continuous BIT
• Monitor power-up BIT
• Monitor the performance parameters of rigging tests.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-03341-A-01-1
CMC INTERNAL FUNCTIONS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
NORMAL OPERATION • Transmits the equipment ID, SDI, hardware PN, software PN, and SN
data, unless the member system has engaged a commanded test or
The CMC has power and is functional during all phases of flight. The CMC
NVM download.
function monitors the ASCB-D bus for fault reports that are transmitted in
real time from the member systems. Member systems assemble, report to • Does the power-up function and continuous BIT test to find faults,
the function, and keep fault data in NVM when equipment failures occur. unless the member system has engaged a commanded test or NVM
This is done by the member system continuous BIT and power-up BIT. The download.
data kept in the CMC function is used during maintenance mode. The data • When set by the CMC, does the commanded test when necessary and
kept in the member system NVM is used by the member system supplier for sufficient interlocks are available.
repair of their failed unit. It is necessary to download the member system • When set by the CMC, does the NVM download when necessary and
NVM to the CMC-RT to get access to the data. During normal operation the sufficient interlocks are available.
member system requirements can be defined by the tasks that follow:
• Transmission of the member system faults
Transmission of the equipment ID, SDI, hardware PN, software PN,
SYSTEM CONFIGURATION
•
and SN data The user can find the maintenance configuration of member components
• Performance of power-up and continuous BIT to find faults. installed on the aircraft. The data does not identify the equipment
configuration as safe. It is only used to view the list of installed components.
The CMC shows the member system data that follows:
MAINTENANCE MODE • Equipment IDs
Maintenance mode is available when the aircraft is on the ground and the • Sources of Destination IDs
proper safety conditions are met. The CMC sends a CMC active command • Hardware PNs
to the member systems to show the maintenance mode of operation. If the
aircraft is not on the ground, the maintenance mode functions and access to • Software PNs
maintenance screens are locked out by both the CMCF and member • SNs
systems. If the CMC fails, the member system can not be commanded to
any unsafe condition or start tests when not in maintenance mode. The • Up to 94 Additional Items.
maintenance crew uses this mode to diagnose and repair the aircraft. The system configuration display is supplied by real-time data transmitted
During maintenance mode, the CMC supplies the member system tasks that from the member system to the CMC.
follow:
• Supplies access for member systems to show current fault data FILE AND DATA LOADER SYSTEM (DLS)
• Supplies systems diagnostics with IBIT and real-time display of
The data loading system (DLS) function is done through the CMC-RT. This
member system status
function also supplies support for the FMS database and member software
• Downloads fault data that is kept in the member system NVM. loads. The CMC does file transfers from the CMC-RT to the aircraft ASCB-D
• Transmits the member system current faults, unless the member member systems. The file transfer process uses COTS software and the
system has engaged a commanded test or NVM download.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
Ethernet LAN. For more data about the DLS, refer to Section 2-46 Data output of the Central Maintenance Computer (CMC) on the MFD in a full
Loading System (DLS). screen format.
Selection of Maintenance is only available when the CMC is valid and the
aircraft is on the ground. If this menu item is not available for selection, it
shows in gray.
MONITORING AND DIAGNOSTIC
DISPLAY PAGES AND CONTROLS
The maintenance display pages can be selected using the CMC – RT and its
cursor pointer device or from the cockpit by using the CCD.
Active menus are highlighted using a green border,selection is made using
the < ENTER> key.
Further resolution of in-flight fault data must be done on the ground where
full CMC functionality can be put into operation. Fault data from any member
system LRU or the CMC can be downloaded to the CMC-RT for later
analysis. Figure 2.43-6 shows a block diagram of the CMC module.

MENU TREE
The CMC management is accomplished through a tree of menu pages.
Navigation through the menu is as follows:
• Menus
• CursorBox
• Enter Function
• Bezel Buttons.

MFD SYSTEM MENU

The System button on the menu bar sets and controls the display of the
various aircraft system pages on the MFD. When the System menu button is
highlighted, selection of the ENTER button on the CCD shows the most
recent system page.
Movement of the joystick down while the System menu button is highlighted
shows the System dropdown menu. Selection of Maintenance shows the

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-03010-A-01-1
MAINTENANCE PAGE SELECTION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-00606-A-01-1
CMC OPERATIVITY DIAGRAM

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CMC MAIN MENU
The CMC Main Menu selections let the operator to select and look
maintenance messages, do subsystem tests on member systems or look at
extended maintenance services.
The menu selections are as follows:
• MAINTENANCE MESSAGES - goes to the maintenance message
menu
• SYSTEMS DIAGNOSTICS - goes to the test selection list
• EXTENDED MAINTENANCE - goes to the extended maintenance
menu
• DATA LOADER - goes to the data loader menu.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-03012-A-01-1
CMC MAIN MENU PAGE – MAINTENANCE MESSAGES SELECTION

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MAINTENANCE MESSAGES MENU
The MAINTENANCE MESSAGES menu shows a selection of current or
historical message data.
The menu selections are as follows:
• ACTIVE - goes to the active correlated FDES list
• PRESENT LEG - goes to the stored correlated FDES list
• HISTORICAL BY DATE - goes to the stored correlated FDES list in
date order
• HISTORICAL BY ATA - goes to the stored correlated FDES list in ATA
order
• RETURN TO MAIN MENU - goes back to the main menu.

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ICN-39-A-454500-G-A0126-03013-A-01-1
MAINTENANCE MESSAGES PAGE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
ACTIVE CORRELATED FDES LIST
The ACTIVE CORRELATED FDES shows the current CAS messages and
related maintenance messages. When the message is expanded, the
message details show.
This display is in sequence by current CAS message groups (warning,
caution, advisory, and status). A group is only given in the list if there are
messages in that category.
Each group shown can be expanded to show more details related to any
current maintenance message.
The bezel buttons are available as follows:
• MAIN MENU - goes to the main menu
• PREV - goes to the previous page
• MAINT MSG - goes to the maintenance message page.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-03014-A-01-1
ACTIVE CORRELATED FDES PAGE (SHEET 1 OF 2)

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ICN-39-A-454500-G-A0126-03015-A-01-1
ACTIVE CORRELATED FDES PAGE (SHEET 2 OF 2)

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FDE DETAIL PAGE
The FDE DETAIL page shows data about the specific message selection
made.
Selection of the PRESENT LEG on the MAINTENANCE MESSAGES menu
goes to the stored correlated FDES menu. It contains three fields for added
data that are POSSIBLE LRU(S) AT FAULT, SYMPTOMS, and
DOCUMENTS.
The bezel buttons are available as follows:
• MAIN MENU - goes to the main menu
• PREV - goes to the previous page.
The FDE DETAIL page has five sections:
• HEADER - Contains the FDE NAME or maintenance message and its
group, which is warning, caution, or advisory. The FAULT NAME,
FAULT TYPE and FAULT CODE show, if known.
• POSSIBLE LRU(S) AT FAULT - Shows the possibile LRU that caused
the maintenance message. If more than one LRU shows, the more
probable LRU is at the top of the list.
• SYMPTOMS - Shows text recorded by the member system supplier
that gives the symptoms caused by the identified failure or FDE.
• DOCUMENTS - Shows a list of the documents that the shown FDE or
maintenance message is related to. This helps maintenance personnel
find more data about the fault or problem.
• MAINTENANCE MESSAGE CORRELATION - Shows the time, date,
and flight phase of the changes of the maintenance message.

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ICN-39-A-454500-G-A0126-03016-A-01-1
FDE DETAIL PAGE

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HISTORICAL DATA BY DATE LIST
Selection of the HISTORICAL DATA BY DATE button from the main menu
shows the SELECT A FLIGHT LEG page.
The SELECT A FLIGHT LEG page lets the user make a selection of a date
and flight leg to review. Data is included in the historical message display
related to this selection.
The bezel buttons are available as follows:
• MAIN MENU - goes to the main menu
• PREV - goes to the previous page.

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ICN-39-A-454500-G-A0126-03017-A-01-1
CMC MAIN MENU PAGE – SYSTEM DIAGNOSTIC SELECTION

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STORED MAINTENANCE MESSAGES
Selection of the MAINT MSG button from the STORED CORRELATED
FDES page shows the STORED MAINTENANCE MESSAGES page.
The bezel buttons are available as follows:
• MAIN MENU - goes to the main menu
• PREV - goes to the previous page
• FDE - goes back to the STORED CORRELATED FDES page.

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ICN-39-A-454500-G-A0126-03018-A-01-1
SELECT A TEST PAGE (SHEET 1 OF 3)

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SYSTEM DIAGNOSTICS MENU
When the SYSTEM DIAGNOSTICS button is pushed from the CMC MAIN
MENU the SELECT A LIST page is shown. Maintenance personnel use the
SELECT A LIST to make a selection of a specific test and then initiate the
test pushing the ENTER button on the CCD.
The bezel button is available as follows:
• MAIN MENU - goes to the main menu.

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ICN-39-A-454500-G-A0126-03019-A-01-1
SELECT A TEST PAGE (SHEET 2 OF 3)

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TEST INITIALIZING PAGE
When the test starts, the test page shows with TEST INITIALIZING text near
the top of the page. The test results and status show on the test page when
the test is done.
This page is only shown during test start (initialization) and then is
automatically changed to the test results page.
The bezel buttons are available as follows:
• MAIN MENU - goes to the main menu
• ABORT - stops the test during the initialization procedure.

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ICN-39-A-454500-G-A0126-03020-A-01-1
SELECT A TEST PAGE (SHEET 3 OF 3)

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TEST STATUS AND RESULTS PAGES
The TEST STATUS and RESULTS pages show the results of a test on one
or more pages. The top of the page shows the name of the test that was
done and the centre page shows details relevant to the error sensed.
The bezel buttons are available as follows (The available buttons change
relevant to the page that shows.):
• MAIN MENU - goes to the main menu
• TEST MENU - goes to the test menu
• FWD - shows the next results or status page
• PREV - shows the previous results or status page
• TEST COMPLT - goes back to the SELECT A TEST page.

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ICN-39-A-454500-G-A0126-03021-A-01-1
FCS SYNOPTICS TEST PAGE

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EXTENDED MAINTENANCE MENU
Maintenance personnel use the EXTENDED MAINTENANCE
page to make a selection of the type of data to show.
The menu selections are as follows:
• STORAGE ALLOWED - this function controls the storage of faults in
the FHDB. Selection of the storage label on the EXTENDED
MAINTENANCE menu changes the storage label between STORAGE
ALLOWED and STORAGE DISALLOWED.
• MEMBER SYSTEM STATUS - goes to the member system status list.
This selection, sequenced by ATA chapter, supplies a display of which
member systems currently operate.
• FILE TRANSFER - moves data to or from the aircraft.
• CONFIGURATION - goes to the member system configurations list.
This selection, sequenced by ATA chapter, shows the member system
configuration data source from the member system.
• REPORTS - shows, prints or moves the maintenance reports.
• RETURN TO MAIN MENU - goes back to the main menu.
No bezel buttons are available on this menu.

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ICN-39-A-454500-G-A0126-03022-A-01-1
CMC MAIN MENU PAGE – EXTENDED MAINTENANCE SELECTION

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MEMBER SYSTEM STATUS PAGE
Maintenance personnel use the MEMBER SYSTEM STATUS page to get
the status from a specified unit or function.
Member systems are listed by ATA number. To get the status, set the
necessary line and push the ENTER key to expand it.
The status shows below the line selection.
Chapters with all specified member systems that report as OPERATIONAL
show in white. If an ATA chapter has one or more specified member systems
that are not OPERATIONAL, the ATA chapter name is in cyan. When the
ATA chapter is expanded, the system that does not operate shows with a
short text message in cyan.
The bezel buttons are available as follows:
• MAIN MENU - goes to the main menu
• PREV - goes to the previous page.

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ICN-39-A-454500-G-A0126-03023-A-01-1
EXTENDED MAINTENANCE PAGE – MEMBER SYSTEM STATUS SELECTION

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ICN-39-A-454500-G-A0126-03024-A-01-1
MEMBER SYSTEM STATUS PAGE

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FILE TRANSFER MENU
Use the FILE TRANSFER MENU to make a selection of the type of data
movement. Data can be sent to or from the aircraft.
The menu selections are as follows:
• TRANSFER TO AIRCRAFT - goes to the file transfer to aircraft list
• TRANSFER FROM AIRCRAFT - goes to the file transfer from aircraft
list
• RETURN - goes back to the extended Maintenance menu.
• No bezel buttons are available on this menu.

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ICN-39-A-454500-G-A0126-03025-A-01-1
FILE TRANSFER MENU PAGE

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FILE TRANSFER TO AIRCRAFT PAGE
Use the FILE TRANSFER TO AIRCRAFT page to make a selection of the
data source and file to be moved . The file selection is copied from the CMC-
RT and sent to the CMS.
The bezel buttons are available as follows:
• MAIN MENU - goes to the main menu
• PREV - goes to the previous page.

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ICN-39-A-454500-G-A0126-03026-A-01-1
FILE TRANSFER TO AIRCRAFT PAGE

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FILE TRANSFER FROM AIRCRAFT PAGE
Use the FILE TRANSFER FROM AIRCRAFT page to make a selection of
the data source (file) to be sent to the CMC-RT. There is a wide green bar
on the right of the larger green cursor box. This bar shows that more data is
available than shows in the boxed window. Move the green cursor box to the
upper or lower limits of the page to move the page contents.
The green bar shows the direction and relative amount of data that does not
show.
The bezel buttons are available as follows:
• MAIN MENU - goes to the main menu
• PREV - goes to the previous page.

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ICN-39-A-454500-G-A0126-03027-A-01-1
FILE TRANSFER FROM AIRCRAFT PAGE

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SYSTEM CONFIGURATION PAGE
The SYSTEM CONFIGURATION page gets data about the member systems
connected to the maintenance system.
The bezel buttons are available as follows:
• MAIN MENU - goes to the main menu
• PREV - goes to the previous page.

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ICN-39-A-454500-G-A0126-03028-A-01-1
EXTENDED MAINTENANCE PAGE – CONFIGURATION SELECTION

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ICN-39-A-454500-G-A0126-03029-A-01-1
SYSTEM CONFIGURATION PAGE (SHEET 1 OF 2)

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ICN-39-A-454500-G-A0126-03030-A-01-1
SYSTEM CONFIGURATION PAGE (SHEET 2 OF 2)

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CMC REPORTS PAGE
Use the CMC REPORTS page to set, print, and move reports from a
member to storage or an output device.
Report selections are as follows:
• ACMF REPORTS
• CMC REPORTS.
When the CMC REPORTS selection is expanded, the options are available
that follow:
• ACTIVE MAINTENANCE MESSAGE REPORT
• CURRENT LEG FAILURE REPORT
• CONFIGURATION REPORT
• EXPORTFAULTHISTORY.
Each report can be sent to local storage or sent to the printer. The bezel
buttons are available as follows:
• MAIN MENU - goes to the main menu
• PREV - goes to the previous page.

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ICN-39-A-454500-G-A0126-03031-A-01-1
EXTENDED MAINTENANCE PAGE – REPORTS SELECTION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-03032-A-01-1
CMC REPORTS PAGE (SHEET 1 OF 2)

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ICN-39-A-454500-G-A0126-03033-A-01-1
CMC REPORTS PAGE (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-03034-A-01-1
CMC MAIN MANU PAGE - DATA LOADER SELECTION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-00630-A-02-1
PRIMUS EPIC CD-ROM

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-03035-A-01-1
DLS INSTALLATION FUNCTION PAGE (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-03036-A-01-1
DLS INSTALLATION FUNCTION PAGE (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-03037-A-01-1
DLS – SELECT [DR-PN] FILE PAGE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-03038-A-01-1
DLS – SELECT LRM TO LOAD PAGE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-454500-G-A0126-03039-A-01-1
DLS – CONFIGURATION CHECK PAGE

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ICN-39-A-454500-G-A0126-03040-A-01-1
DLS – LOADING PAGE

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ICN-39-A-454500-G-A0126-00637-A-01-1

AFTER LOADING PROCEDURES

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ICN-39-A-454500-G-A0126-00638-A-01-1
APM SETTING TOOL PROGRAM

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ICN-39-A-454500-G-A0126-00639-A-01-1
APM – SELECT DEFAULT DATA SOURCE PAGE

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ICN-39-A-454500-G-A0126-00640-A-01-1
APM – SETTING TOOL

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ICN-39-A-454500-G-A0126-00641-A-01-1
APM – RESTORATION TOOL PROGRAM

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ICN-39-A-454500-G-A0126-00642-A-01-1
APM – RESTORATION TOOL PAGE

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ICN-39-A-454500-G-A0126-00643-A-01-1
CMS - CMC IN-AIR CONDITION PAGES

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ICN-39-A-454500-G-A0126-00644-A-01-1
CMS - CMC CONNECTION FAILED PAGES

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PAGE INTENTIONALLY LEFT BLANK

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

CHAPTER

46
SYSTEM INTEGRATION AND DISPLAY

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SECTION 00
SYSTEMS INTEGRATION AND
DISPLAY

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
GENERAL DESCRIPTION
The helicopter uses the Honeywell PRIMUS EPIC integrated avionics
system for the integration of the different avionics systems.
PRIMUS EPIC is a US-registered trademark of Honeywell is referred to in
this manual as the integrated avionics system.
The Primus Epic integrate avionics is based on a Distributed Architecture.
All the avionics functions are performed on a variety of multi-purpose
microprocessor based modules tied together by a network of busses and
interconnections.
These systems and functions are:
• Auto flight (39-A-22-00-00-00A-000A-A)
• Communications (39-A-23-00-00-00A-000A-A)
• Indicating/recording (39-A-31-00-00-00A-000A-A)
• Navigation (39-A-34-00-00-00A-000A-A)
• Central maintenance (39-A-45-00-00-00A-000A-A).
The integrated avionics system has two Modular Avionics Units.
The Modular Avionics Units contain multi-purpose microprocessor based
modules that host the subsystems and the functions necessary to operate
the helicopter.
Each module containing at least one microprocessor is governed by the
Digital Engine Operating System (DEOS) that provides efficient and safe
operating charatteristcs in compliance with FAA and EASA rules and
regulations.
The integrated avionics interfaces with helicopter system sensor and uses
flat-panel LCD Dispaly-Units to show data in the cockpit.
A Maintenance System function is provided to monitor the operation of the
helicopter.
All the modules (Line Replaceable Modules - LRM) are interconnected by a
network of busses developed by HoneyWell: the Virtual Backplane Concept
Following this philosophy the modules may be anywhere in the helicopter
but they are interfaced to work as one system.
The Virtual Backplane controls the timing of all the busses.
The actual physical architecture is a combination of several bus types and
the physical backplane channels of the two MAU's cabinets and the two
MRC's.

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ICN-39-A-220000-G-A0126-00093-A-03-1
INTEGRATED AVIONICS SYSTEM BLOCK DIAGRAM

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
ARCHITECTURE receive data from the ASCB-D. All the modules that connect to the ASCB-D
must be backplane compatible. The NIC can also do configuration checks
The architecture of the integrated avionics system includes two primary and monitor the cooling fan.
structures:
• The virtual backplane network
• The modular avionics unit (MAU) architecture.

VIRTUAL BACKPLANE NETWORK

The units in the integrated avionics system use the virtual backplane
network to send data to each other. The virtual backplane network includes:
• The Avionics Standard Communication Bus, version-D (ASCB-D),
which is a high-integrity, bus network that goes to all zones of the
helicopter
• The software and hardware in the units that transmit and receive data
on the ASCB-D.
The MAUs, the display units and the Modular Radio Cabinets (MRC) are
directly connected to the ASCB-D.
The ASCB-D network lets these units transmit and receive data at the
highest possible speed, as a function of data availability and reliability. Each
ASCB-D bus uses tapped twin axial wire. Data are moved through the bus at
10 Mb/s, thus large volumes of data can be moved quickly. The ASCB-D
network includes four busses that are the same, and makes sure that no
data is lost. Thus the reliability of the system is increased. The protocols of
the ASCB-D keep all four busses synchronized at the ASCB-D transmission
rates that are: 80, 40, 10, 5 and 1 Hz.
A Local Area Network (LAN) is also supplied together with the ASCB-D
network. The LAN is related to Ethernet 10-Base-2 and is available to all the
units that connect to the ASCB-D. The integrated avionics system uses the
LAN for data upload/download, and the maintenance and test functions. The
maintenance is done on the ground by connection of a standard laptop
computer to the LAN. The configuration of the laptop computer must be that
of a maintenance terminal: 10-Base-2 hardware and proprietary software.
The maintenance terminal and its CD or 3.5 inch disk drive are used to
upload/download the data. Database files and/or software are uploaded to
the system. Stored data (memory) or the fault history files are downloaded.
Each unit that connects to the ASCB-D uses a Network Interface Controller
(NIC). The NIC gives the interface between the unit and the ASCB-D. This
interface lets the internal modules or circuit cards of the unit transmit to, and

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-460000-G-A0126-00575-A-03-1
ASCB-D AND LAN DATA BUS

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MAU ARCHITECTURE To decode and encode the data to and from the BIC, the MAU modules use
a software function of the module processing circuit. This is a standard
The MAUs in the helicopter have Digital Engine Operating System (DEOS) function the name of which is Periodic Device Driver (PDD). The PDD is a
compliant processing, and include the modules that follow: high-integrity, table-driven routine. It applies ASCB-D data to software
• Power Supply Module (PSM) functions available on the modules that are synchronized with the ASCB-D
• Network Interface Controller with Processor (NIC/PROC) network.
Each module in the MAU can read and write to the primary and backup
• Custom I/O (CSIO) module busses on the same ASCB-D channel. Each module can only read from the
• Control I/O (CIO) module primary ASCB-D channel on the opposite side.

• Actuator I/O Processor (AIOP) module

• Central Maintenance Computer (CMC)
• Database Module (DBM)
• Global Positioning System (GPS) (optional)
• Video CIO (optional).
The MAUs transmit and receive the data through the ASCB-D bus and the
LAN bus. The Custom I/O (CSIO), Control I/O (CIO) and the other modules
send the data from the sensors and the systems to the processor modules.
The processor modules process the data to control and monitor the
helicopter.
The NIC transmits and receives data from the ASCB-D and the LAN, and
makes them available to the other modules in the MAU. The data are made
available through a special Peripheral Component Interconnect (PCI)
backplane that has this name: Virtual back Plane Peripheral Component
Interconnect (VbPCI) bus. The VbPCI is a 32-bit wide passive, parallel
backplane bus. The system uses this bus to connect the NIC to all the
modules in the MAU on the ASCB-D. All module data in these units (I/O
included) are available to all other modules or to the ASCB-D in the
integrated avionics system.
A standard hardware interface the name of which is Backplane Interface
Controller (BIC) supplies the connection to the MAU VbPCI. The BIC is
installed on the MAU modules. The BIC stores and sends the ASCB-D and
LAN data it receives from the NIC to the modules in sequence. But the
transmission occurs only when the modules are prepared to receive the
data. The hardware mechanism to store, transmit and receive the data in
sequence is the BIC frame buffer. The BIC frame buffer has dual ports and
uses Random Access Memory (RAM). The NIC and the MAU can read and
write to the BIC frame buffer.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

AMM
Air Management Module

ICN-39-A-460000-G-A0126-00574-A-03-1

MAU 1 AND MAU 2 CONFIGURATION

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DEOS SYSTEM CORE SOFTWARE COMPONENTS
Many of the hardware components in the integrated avionics system use the
same software components. These software components supply the COMPONENT DESCRIPTION
operating system and the software routines that are necessary for the
hardware component to process the data. Fault history manag- Software on the unit processor that manages the
The DEOS is a high-integrity avionics operating system that supplies a er storage (memory) of fault conditions
standard set of functions for the software programs that are on the
processors. The DEOS, together with the hardware, supplies the necessary File Transfer Proto- Software on the unit processor that does the FTP
functions for time and space partitioning. Multiple functions of all the very col (FTP) to upload or download the files
important levels can be on the same processor.
Supplemental libra- Software libraries that do core routines (math li-
ries brary, for example)
CORE SOFTWARE COMPONENTS
Many of the processors in the system also use the core software
components included in the Table.
DATA BUS SYSTEM
SYSTEM CORE SOFTWARE COMPONENTS
The data bus system is the primary system for the transmission of data
COMPONENT DESCRIPTION between the subsystems, the units and the modules. The data busses
supply the electrical circuits and connections necessary for data
Boot Software to start and stop the processor transmission between the subsystems, the units and the modules.
The most important function of the avionics system is the transfer of data
LAN device driver Software on the unit processor that manages the between subsystems and/or units or module. Some of these data are
interface to the helicopter LAN discrete data. The discrete data move on one wire only and usually change
between + 28 V dc and open, or between ground and open. The
Periodic device driv- Software on the unit processor that manages the subsystems, units and modules use the discrete data for the annunciators
er interface to the periodic part of the ASCB-D and warnings, and all the times when these data are sufficient. Most of the
data transfer is between the subsystems, and through the use of the digital
Aperiodic device Software on the unit processor that manages the data busses.
driver interface to the aperiodic part of the ASCB-D The data bus system has the busses that follow:
• Avionics Standard Communication Bus - Version D (ASCB-D)
File system Software on the unit processor that manages the • Local Area Network (LAN)
storage (memory) and retrieval of data files
• Virtual backplane Peripheral Component Interconnect (VbPCI)
Core Built-in Test Software on the unit processor that does the BIT • Remote Image Bus (RIB)
(BIT)
• Control Area Network (CAN)
• Weather Radar Picture Data (WXPD)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

• Digital audio bus

• Digital microphone bus
• Radio Control Bus (RCB)
• ARINC 429 data bus
• RS-422 control bus.
All units and modules in the data bus system have different addresses. The
data transmitted on the ASCB-D and RSB include these addresses. When a
unit or a module reads its address, it transmits data on the bus during a
specified time. After a unit or a module completes the transmission of the
data, it goes back to the monitor only mode.

ASCB-D DATA BUS

The ASCB-D data bus is the primary interface between the MAUs and the
MRCs. The ASCB-D data bus is a high-speed data bus of the fail-
operational type that includes four data busses: the left primary, the right
primary, the left backup and the right backup data busses. The fail-
operational data busses are those that continue to operate also if one or
more units or modules connected to them become unserviceable. Each data
bus is made of sets of twisted wires that are electrically isolated, and have a
shield and resistor terminations. Each data bus transmits the serial data in
two directions (one direction at a time) at a rate of 10 MHz. The data
configuration is equivalent to that of a high-level data-link control. The
isolation bus couplers isolate the four ASCB-D busses from each other.
Thus a short circuit on one bus has no effect on the other busses.
A NIC/PROC module in the MAUs and a NIM in the MRCs controls the data
transmitted on the ASCB-D. Each NIC/PROC module and NIM that is
attached to the ASCB-D is related to one side (right or left), and connected
to three busses: the onside primary, the onside backup and the cross-side
primary busses. Each NIC/PROC module and NIM transmits data on the
onside bus at the same time.
Each NIC/PROC module and NIM receives data from one of the onside bus
(through a switching algorithm), and also from the cross-side bus.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-460000-G-A0126-00573-A-01-1
SYSTEM NETWORK BUS INTERFACES

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
LAN DATA BUS
The LAN is available to all units that connect to the ASCB-D. The LAN is a
high-speed, non-essential bus without redundancy. It is used for the
maintenance and test functions. It is also used to upload the data and
software in the MAU modules and the NIMs of the MRCs. The maintenance
is done on the ground by connection of a standard laptop computer to the
LAN. The configuration of the laptop computer must be that of a remote
maintenance terminal (RMT) to the LAN: Ethernet 10-Base-2 hardware and
proprietary software. The maintenance terminal and its CD or 3.5 inch disk
drive are used to upload/download the data. Database files and/or software
are uploaded to the system. Stored data (memory) or the fault history files
are downloaded.
The LAN is connected to the same NIC/PROC as the ASCB-D. Each NIC/
PROC includes a hardware LAN connector. All MAU modules transmit and
receive on the LAN through the backplane bus. The NIC/PROC operates as
an interface between the virtual LAN and the LAN hardware. The LAN
hardware is a thin coaxial cable connected point-to-point to the NIC/PROC,
NIM and CMC modules. The LAN is continuous internally to the same
modules.

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ICN-39-A-460000-G-A0126-00577-A-01-1
LOCAL AREA NETWORK (LAN) DATA BUS

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VBPCI DATA BUS
The VbPCI is a parallel bus that operates at high-speed and transmits in two
directions. It connects the NIC/PROC to most MAU modules, but not to the
Power Supply module and the GPS module. The bus structure is the same
as that of the standard PCI bus you have in personal computers. Each
channel of a MAU has a VbPCI that operates independently. The NIC/PROC
modules control the transmission of data on the VbPCI. These NIC/PROC
modules operate as the VbPCI masters.
A standard hardware interface named BIC gives the connection to the
backplane of the MAU VbPCI. The BIC is installed on the client modules. It
lets the NIC/PROC move the data received from the ASCB-D and LAN to the
memory of the client module. It also lets the NIC/PROC retrieve the ASCB-D
and LAN data the client module wants to transmit. The hardware mechanism
that does these operations is the BIC frame buffer. The BIC frame buffer is a
dual-port RAM that can be read and written by the NIC/PROC and the client
module.

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ICN-39-A-460000-G-A0126-00578-A-04-1
VIRTUAL BACKPLANE PERIPHERAL COMPONENT INTERCONNECT (VBPCI) DATA BUS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
REMOTE IMAGE BUS (RIB)
The video data are transmitted on the RIB from the video I/O module to the
display units in the CDS. The RIB is a point-to-point bus that transmits in one
direction. It is a wire bundle contained in a sheath and made of four sets of
two twisted wires that have a shield.

CAN DATA BUS

The data are transmitted to and from the AIOP modules in the MAUs and the
linear actuators through the CAN bus. The CAN bus is the interface between
each MAU and the related triaxial set of series actuators. The NIC/PROC
puts all data transmitted to and from the MAU modules on the ASCB-D thus
the data can be available to the other systems.
The CAN bus is of the CAN-industry standard type and uses controller
integrated circuits that operate at 500 kHz. The CAN bus transmits in two
directions and has the same type of wire and harness as the ASCB-D.

WXPD BUS
The video data from the WXR system are transmitted on the WXPD bus.
The WXR system has two busses that transmit in one direction only. Their
names are: left WXPD bus and right WXPD bus. Each bus connects to the
display unit in the CDS. The WXPD transmits weather-radar picture-data as
serial Manchester II encoded-data at a rate of 1 MHz. Data transmission
occurs at 8.33 +/-0.050 ms intervals.

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ICN-39-A-460000-G-A0126-00579-A-01-1
CAN CONTROL AREA NETWORK DATA BUS

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DIGITAL AUDIO BUS ADF module: 187.5 kBaud
The radio audio signals are transmitted from the MRC through the Digital
Audio busses to the audio panels. Each MRC has one bus output and each VIDL module: 187.5 kBaud
Audio Panel has two bus inputs, one for each MRC. Each Digital Audio Bus
is a high-speed serial bus that transmits in one direction. It multiplexes VDR module: 200 kBaud
multiple audio channels to two twisted wires that have a shield. The audio
signals are made digital in the MRCs for all internal and external radios. The ATC XPDR module: 200 kBaud
signals are then changed back to analog in the Audio Panels. The NIM in
each MRC controls the transmission and reception of data on the digital DME module: 375 kBaud
audio bus for that MRC.

DIGITAL MICROPHONE BUS

There are two Digital Microphone busses in the system. They transmit the
audio signals from an Audio Panel to the MRCs and the other Audio Panels.
Each Digital Microphone Bus is a high-speed serial bus that transmits in two
directions. It multiplexes the many microphone channels to one set of two
twisted wires that have a shield. The microphone channels are supplied for
one pilot's microphone (MIC) (mask or boom) and two maintenance MICs for
each Audio Panel. The maximum permitted number of Audio Panels is eight.
The audio signals are made digital in the Audio Panels. There they are
changed back to analog for the interphones and the MRCs for radio
transmissions. The MRCs supply analog MIC outputs for the external radios,
if installed. The audio panels control the transmission and reception of data
on the digital microphone busses.

RCB
The RCB connects the NIM in the MRCs to the internal modules of the
MRCs. Each module receives and transmits through the serial receive (RX)
RCB data bus and the serial transmit (TX) data bus to the NIM. The serial-
receive data bus and the serial-transmit data bus are not connected to each
other.
The RCB also connects an optional receiver of the microwave landing
system to the NIM.
Each RCB bus is a set of two twisted wires with a shield for each module.
One set of wires is for reception, the other for transmission.
The data rates are:

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ICN-39-A-460000-G-A0126-00580-A-02-1

AUDIO AND MICROPHONE DATA BUSSES

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ARINC 429 DATA BUS
The ARINC 429 data bus system is made of transmitters and receivers
connected through sets of two twisted wires that have a shield. The data are
transmitted by one transmitter to one receiver or to a group of as many as 20
receivers connected in parallel. Each ARINC 429 bus transmits the data in
one direction only. Two sets of transmitters, receivers and two twisted wires
with a shield are necessary to transmit the data in two directions (to and
from two units or modules).
The ARINC 429 data transmissions contain words of 32 bits. These words
are transmitted at 12.5 kHz (low-speed) or 100 kHz (high-speed). Bit number
1 is always the first bit transmitted and bit number 32 is always the last bit
transmitted. Bits 1 thru 8 are the octal label, which identifies the type of data
contained in the word. Bits 9 and 10 usually are the source/destination
identifier, which shows what source unit or module transmitted the word. Bits
9 and 10 can also be used as data bits in high-resolution data words. Bits 11
thru 29 are the data field. Bit 11 is the least significant bit and bit 29 is the
most significant bit. Bits 30 and 31 usually are the sign-status matrix, which
identifies the sign and validity of the data. Bits 30 and 31 can be used as
data bits in high-resolution data words, as occurs with bits 9 and 10. Bit 32 is
used for parity.

RS-422 CONTROL BUS

The RS-422 busses are made of sets of two twisted wires that have a shield.
The controllers in the other avionics systems use the RS-422 busses to
transmit data. These controllers include the guidance panel, display
controller and the WX control bus (the MAUs supply this bus). The data
transmitted on an RS-422 data bus are for control of the flight director. The
display controller transmits RS-422 data for the manipulation of the display
data on the PFD and MFD.

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ICN-39-A-460000-G-A0126-00581-A-03-1
ARINC 429 AND RS-422 DATA BUS

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CAPTIONS
The failure messages, relevant to the EPIC system, shown in the CAS
messages window are as following:

CAS Message Due to Enabling Logic/Message Conditions

(1-2) MAU OVHT MAU is overheating Always enabled. When the MAU is overheating the NIC sets an over temperature bit on ASCB.

AVIONIC FAULT ASCB BUS FAIL Enabled on ground. Triggered by one or more NICs indicating same ASCB failure.

AVIONIC FAULT APM MISCOMPARE Always enabled. Triggered by APM Status = Miscompare OR Invalid.

AVIONIC FAULT CMS FAIL Always enabled. Triggered by 3-4 APMs reporting APM Status = Not Available. Lower level
function messages should be inhibited.

AVIONIC FAULT (1-2) DISP CNTL FAIL Always enabled. The Control Function sets bit on ASCB to indicate no Display Controller activity.

AVIONIC FAULT MAU FAN FAIL Always enabled. Triggered by the failure of one or more MAU FANS.

AVIONIC FAULT (1-2 )MAU Fault Always enabled. Triggered by CORE BIT detection of MAU module inactivity, invalidity of PROC
Module functions, or Module BIT failures.

AVIONIC FAULT A429/RS422 BUS Always enabled. Triggered by loss of communications to a single MAU for the following AHRS,
CHIP Detector, EEC1, EEC2, Fuel Computer left and Fuel Computer right.

AVIONIC FAULT MRC Fault Always enabled. Triggered by CORE BIT detection of an MRC NIM module inactivity.

CMC status Enabled on-ground. Triggered when the parameter group output from CMC module is invalid or
MAINTENANCE not fresh reference. Also, triggered when the CMC sets a bit on ASCB indicating maintenance
type fault has occurred in the aircraft.

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CAS Message Due to Enabling Logic/Message Conditions

(1-2) MCDU OVHT MCDU is overheating Always enabled. Triggered when the MCDU temperature status bit indicates an over-tempera-
ture condition.

(1 2 3 4) DU DEGRADED DU is in critical condi- Always enabled. Triggered by “critical wrap failure” from Monitor Warning function to displays.
tion Lower level function messages should be inhibited

(1 2 3 4) DU OVHT DU is overheating Always enabled. Triggered by a DU Overheat condition. DU sets bit on ASCB indicating over-
temperature status. Lower level function messages should be inhibited

(1-2) MRC OVHT NIM is overheating Always enabled. Triggered by over heat condition in radio NIM, NIM sets temperature status to
over-temperature.

AWG FAIL AW function not valid Always enabled. MW monitors validity and freshness of ASCB transmissions from AW function.

SYS CONFIG FAIL System Configuration Enabled on Ground. Triggered after 5 second debounce by the failure of SCMS to validate sys-
not valid tem configuration.

VALIDATE CONFIG HW/SW validity Triggered by a change in EPIC HW and/or SW.

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SECTION 30
DISPLAY

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MAIN MODULES CHARACTERISTICS constant value of a parameter is to be displayed, objectionable motion is
eliminated.
FLAT DISPLAY
The display will be a colour AMLCD display with a high resolution of 768
IMAGE RETENTION
rows x 1024 columns.
A LED backlight module will be included in the display unit. Image retention is an undesired afterimage that persists on the display.
On the front of the display an antireflective coating/shielding filter (in Therefore this phenomenon will be minimised that is image retention will not
accordance with MIL-14806C) will be installed to increase the contrast ratio, be readily discernible in all day and night conditions and will not be
increase the EMI shielding. The filter shall also be effective in NVG distracting nor cause an erroneous interpretation of the display.
configuration.

CONTRAST RATIO
DISPLAY REFRESH RATE
In dark environment typical value will be 400:1. In high ambient illumination
The screen frequency refresh will be 50Hz minimum to meet symbol motion with 100000 lux of diffusing light falling on the display surface the contrast
requirements; the video image refresh (raster Signal) will be at the rate of will be greater than 5:1.
the incoming video (50 or 60 Hz, depending on European or American video
standards).
LUMINANCE
The max display luminance will be typically 850 cd/m2 (250 fL).
JITTER
In both Day and Night condition, using the brightness control it will be
The discernible jitter in the raster or synthetic displayed data will not be possible to dim the display from Max luminance down to 1.7cd/m2 (0.5 fL).
discernible when viewed from the viewing envelope. In NVG condition the display luminance will be automatically set to 10 cd/m2
(3 fL) (TBC), with the possibility to adjust it through the brightness control,
increasing it up to 60% of Max luminance or decreasing it down to 0.3 cd/m2
FLICKER (0.1 fL).
Flicker will not be readily discernible nor it shall be distracting under all If a failure of the brightness/dimming circuits is detected then the brightness
environmental conditions, using an operational format most susceptible to of both the display and panel lighting will remain at the last set level. It will
producing flicker. not be possible to alter the brightness of the display or the panel lighting nor
This is intended to include stroboscopic flicker induced by vibration and/or will the brightness or the display or panel lighting revert to maximum levels.
pilot motion. Therefore, the minimum display refresh rate shall be 50 Hz.
VIEWING ANGLE
SYMBOL MOTION Horizontal: 80° Typical
Display symbols that will be in motion will not have distinct jitter, jerkiness or Vertical: 80° Typical
racketing effects.
Dynamic symbols will maintain luminance, contrast, colour, and line width
CHROMATICITY
and symbol quality characteristics independent of their motion rate.
Pointers and bar graphs will be designed with built in hysteresis or The following chromaticity coordinates are defined with a radius tolerance of
smoothing of the displayed value, such that when a constant or near 0.03. Tighter tolerances can be defined for the dedicated application.

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Colour Chromaticity Control/ Function

Indicator
Colour x Y
2 PWR The switch energizes or de-energizes the display. Two
Red 0.583 0.337 switch color white leds come on when the display is off. The
leds go off when the display is on.
Green 0.310 0.548
3 VID SEL The button lets you do the selection of the INPUT-VID-
Blue 0.150 0.148 button EO SOURCE MENU.

White 0.318 0.343 4 PIP (pic- The button lets you put a PIP VIDEO SOURCE MENU
ture-in-pic- picture on the MAIN (background picture). If you push
ture) but- again the button, you get out from the PIP function.
ton
RESPONSE TIME 5 SWAP The button interchanges the MAIN and PIP sources
The response time of the LCD will be less than 30 msec. when the PIP mode it is engaged.
The Response time is the time from 10% to 90% of total transition change.
6 FRZ but- When you push this button, the picture shown on the
ton display freezes. When you push it again, this mode dis-
DISPLAY WARM-UP engages.
The maximum warm-up time at 22VDC, including power-on supply test, to
obtain a viewable picture shall be the following: 7 ENT/+ The button lets you:
button • Set an input video source in the INPUT VIDEO
Temperature (°C) -40 (#) -20 0 to 70 SOURCE MENU.
• Set an output in the DISCRETE OUTPUT SELEC-
Warm up time (*) 5 min 1 min 5 sec TION MENU.
• Set a PIP-input video source on the PIP-VIDEO
(*) Inclunding PBIT and display initialization SOURCE MENU.
(#) Cold start after storage conditions • Set a discrete output on the free discrete output
menu.

8 Menu but- The button lets you:

Control/ Function ton
Indicator • See the configuration and Setting Page
• Open the OSD menu.
1 Display The display shows the indication of the selections made
with the buttons.
• Get access to the OSD menu with the CONT key
change: the position of the HPOS and VPOS, the

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Control/ Function
Indicator
picture adjustment (BRIGHT, CONTR, SHARPN,
TINT, RED COL, GRN COL, RED COL)M and the
menu transparent level (TRANSP).

9 Display The button lets you:

• Close all menu window shown on the screen.
• Decrease a frozen picture (If PIP is off).

10 Joystick The joystick lets you get access to the MENU options.
With the joystick, you can examine and move the pic-
tures on the display.

11 BRT push- (+) When pushed, it increases the light intensity of the
button display.
(-) When pushed, it decreases light intensity of the dis-
play.

12 CONT (+) When pushed, it increases the contrast of the dis-

pushbut- play.
ton (-) When pushed, it decreases the contrast of the dis-
play.

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ICN-39-A-463000-G-A0126-05422-A-01-1
CENTRAL DISPLAY - COMPONENT LOCATION

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SECTION 32
CENTRAL SKYQUEST DISPLAY

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GENERAL DESCRIPTION
The central display has been designed to collect signals coming from digital
maps processor. FLIR system and video cameras, with the final purpose to
have an area dedicated to the specific mission of the helicopter and to save
space on the Primus Epic MFD for PWR Plant Monitoring date, Navigation
data, TCAS, EGPWS and WXR. In particular, the AVDU2111 is a 210mm
(8,4”) diagonal colour TFT-LCD monitor suited for fast motion videos. It
supports screen formats up to SVGA (800H x 600V) @ 16.7 M colours (RGB
8/6-bits-data) and features special functions like image freeze, zoom and
picture in picture. A complete set of buttons are offered to both PLT & CPLT,
giving the chance to set at any time image’s source, brightness and contrast.
All the buttons are backlighted and dimmable via the A/C Dimming System
Control Panel.
Two alternative versions of the AVDU2111 are foreseen for the AB 139
helicopter:
• AVDU-2111-05-1. This version has been designed to be compliant to
the particular spectrum features required by NVG kits.
• AVDU-2111-01-01. This version is endowed with a polarizing screen
which cuts unpleased rays of lights, enhancing the contrast of the
picture.

INTERFACE
The wiring topology is “star.type”, with the central display in the middle.
There types of links are required:
• POWER LINK. To power supply the display through a dedicated CB.
• SIGNAL LINK. To route the video signals from imaging sources to the
display unit.
• REMOTE LINK. To adjust the backlighting of the control buttons via the
A/C dimmer.

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ICN-39-A-462000-G-A0126-02814-A-01-1
FUNCTIONAL DIAGRAM

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INSTALLATION
The kit CENTRAL SKYQUEST DISPLAY is installed according to the
manufacturer installation instruction. The monitor is placed in the middle of
the cockpit, between PLT & CKPT MFD, above the two Display Controller
and below the Fire Detection/Extinguisher Control Panel.
Imaging sources are instead installed in the avionic bay (DMAP), in the nose
of the helicopter (FLIR) or around its body (CAM).
Dimming System Control Panel is the same for all the backlighted units and
it is placed in the interseats console.

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ICN-39-A-462000-G-A0126-02815-A-01-1
SKYQUEST DISPLAY INSTALLATION

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CONTROLS AND INDICATORS
1 CONT/IN key ......... Pressed in display mode: Increases display
contrast.
Pressed in freeze mode: Zooms image in.
2 CONT/Out key ....... Pressed in display mode: Decreases display
contrast.
Pressed in freeze mode: Zooms image out.
3 FRZ key ..... Selects freeze mode (inoperative when MAP input is
selected). Freeze mode is annunciated by flashing
illumination of the bezel buttons.
4 PIP key ...............
Selects PIP (Picture-In-Picture) mode and
toggles between video sources:
• Select MAP as main screen input source.
• Invokes a video window into the display (FLIR or Cargo Hook
Cam).
5 CAM key ................
Selects video as main screen input source and
toggles between:
• CAM 1 = Hook camera.
• Cam 2 = Cargo camera.
6 FLIR key ................................... Selects FLIR as main screen input.
7 MAP key .................................. Selects DMG as main screen input.
8 Thumb Pressed for > 3 sec + RH MAP key after 3 sec Selects
Joystick .... OSD Menu. Menu mode is terminated by pressing
again the thumb joystick for > 3 sec.
Pressed or moved in menu mode: Navigates the OSD
menu.
Moved in freeze or PIP modes: Moves the picture on
the screen (panning).
9 Rotary Knob .................... Pressed: Turns the display On and OFF.
Rotated: Controls display brightness.

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ICN-39-A-462000-G-A0126-02816-A-01-1
CONTROLS AND INDICATORS

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ICN-39-A-462000-G-A0126-02817-A-01-1
IMAGE FREEZING AND ZOOMING

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ICN-39-A-462000-G-A0126-02818-A-01-1
PIP – PICTURE-IN-PICTURE

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ICN-39-A-462000-G-A0126-02819-A-01-1
ACCESS TO ON-SCREEN DISPLAY (OSD) MENU

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ICN-39-A-462000-G-A0126-02846-A-01-1
ON-SCREEN DISPLAY (OSD) MENU (SHEET 1 OF 3)

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ICN-39-A-462000-G-A0126-02820-A-01-1
ON-SCREEN DISPLAY (OSD) MENU (SHEET 2 OF 3)

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ICN-39-A-462000-G-A0126-02821-A-01-1
ON-SCREEN DISPLAY (OSD) MENU (SHEET 3 OF 3)

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MAINTENANCE INFORMATION
Handling of the display should be in compliance with Real-Time Vision’s
handling principles.
• Since the front window is an optical assembly and is easily damaged,
observe precautions in order not to scratch it.
• Be sure to turn off power supply when inserting or disconnecting the
input connectors.
• Wipe off water or fluid droplets immediately. Long contact with water or
other fluids may cause discoloration or spots.
• When the front window surface is soiled, wipe it with absorbent cotton
or other soft cloth.
• Since the panel is made of glass, it may break or crack if dropped or
bumped on hard surface.
• Since CMOS LSI is used in this module, take adequate static electricity
precautions and ensure correct human earth bonding when handling.
• Do not open nor modify the assembly.
• Do not press the front window sheet a in any direction.
• At the insertion or removal of the power and signal interface connector,
ensure that the sockets are free from debris and be sure not to damage
the Interface pins.
• After installation of the display into a mounted position, do not twist nor
bend the display even momentary. When designing a suitable
mounting, it should be taken into consideration that no bending/twisting
forces are applied to the display from outside. Otherwise the TFT –
LCD module or backlight may be damaged.

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CHAPTER

52DOORS

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SECTION 00
DOORS

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DOOR SYSTEM
The doors system includes the sub-systems that follows:
• The passenger/crew
• The cargo
• The service
• The entrance stairs
• The door warning
• The landing gear (optional)

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SECTION 10
PASSENGER/CREW

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COCKPIT DOOR INSTALLATION RIGHT COCKPIT DOOR
PRIMARY COMPONENTS The right cockpit door is installed between STA 3120 and STA 2105 in the
forward right side of the fuselage. Its gives access to right side of the cockpit
The primary components of the cockpit door installation are:
compartment.
The left cockpit door The right cockpit door is made of composite material and has a window. The
The right cockpit door window has a sliding window of acrylic-plastic with a handle. The sliding
The left cockpit door actuator window can be held in the open or closed position through a handle.
The right cockpit door actuator. The bottom and top door hinges installed in the right cockpit door lets it be
attached to the two hinges of the structure.
The top and the bottom door hinges are hinged to the structure with nuts,
bolts, sleeve, washer (on the bottom door hinges only) and shims (on the top
door hinges only). The external handle lets the right cockpit door be opened
LEFT COCKPIT DOOR and closed quickly. The revolving plug is installed above the external handle.
The door has a key-operated lock. When the key turns clockwise on the
The left cockpit door is installed between the STA 3120 and STA 2105 in the
revolving plug, the trigger unlocks the right cockpit door.
forward left side of the fuselage. Its gives access to left side of the cockpit.
The left cockpit door is made of composite material and has a window.
The bottom and top door hinges installed in the left cockpit door let it be
attached to the two hinges of the structure.
The top and the bottom door hinges are hinged to the structure with nuts,
bolts, sleeve, washer (on the bottom door hinges only) and shims (on the top
door hinges only).
The external handle lets the left cockpit door be opened and closed quickly.
The revolving plug is installed above the external handle.
The door has a key-operated lock. When the key turns clockwise on the
revolving plug, the trigger unlocks the left cockpit door.
The door latching mechanism has an internal and an external handle. The
handles are connected to the top bolt, the bottom bolt, the bracket assembly,
the lever and the rods.
The handles let the door be opened quickly because they pull the top bolt
and the bottom bolt out of their housing in the structure.
The external handle must be to lowered to unlock the left cockpit door. Then
the left cockpit door can be opened.
The window in the left cockpit door is attached to the door structure with a
rubber seal.

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ICN-39-A-521000-G-A0126-00586-A-01-1
CABIN DOOR INSTALLATION (SHEET 1 OF 3)

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The door latching mechanism has an internal and external handles. The
handles are connected to the top bolt, the bottom bolt, the bracket assembly,
the lever and the rods.
The handles let the door be opened quickly because they pull the top bolt
and the bottom bolt out of their housing in the structure.The external handle
must be lowered to unlock the right cockpit door. Then the right cockpit door
can be opened.
The window in the right cockpit door is attached to the door structure with a
rubber seal.

LEFT COCKPIT DOOR ACTUATOR

The left cockpit door-actuator is installed between the left cockpit door and
the fuselage structure (between the STA 2688.9 and 2912.4). Two spherical
pins keep the actuator in the correct position. The maximum angle at which
the open door can be open with this actuator is of 75.5˚. The two spherical
pins are attached to the left cockpit door and the fuselage structure with
screws.

RIGHT COCKPIT DOOR ACTUATOR

The right cockpit door-actuator is installed between the right cockpit door
and the fuselage structure (between the STA 2688.9 and 2912.4). Two
spherical pins keep the actuator in the correct position. The maximum angle
at which the door can be open with this actuator is of 75.5˚. The two
spherical pins are attached to the right cockpit door and the fuselage
structure with screws.

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ICN-39-A-521000-G-A0126-03348-A-01-1
CABIN DOOR INSTALLATION (SHEET 2 OF 3)

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ICN-39-A-521000-G-A0126-00588-A-02-1
CABIN DOOR INSTALLATION (SHEET 3 OF 3)

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PRIMARY COMPONENTS attaches the forward stop to the forward side of the top rail. These stops let
the open and closed of the right cabin door safely.
The primary components of the cabin door installation are: The right cabin door has a central mechanism assy. It includes two handles
• The left cabin door (an internal handle and an external handle) that operate a roller assembly
• The right cabin door that latches the door to the helicopter structure with the related rods.
The central mechanism also lets the door be held in the fully open position
through the cabin door stop installed in the bottom rail.
LEFT CABIN DOOR The right cabin door has two windows that are attached with the rubber seal.

The left cabin door is installed between the STA 5654 and STA 3940 on the
left side of the forward fuselage. The left cabin door gives access to the
passenger compartment.
The left cabin door moves aft to open and forward to close along two rails (a
top rail and bottom rail) installed on the fuselage side.
The top and bottom rollers let the door be moved aft and forward along the
rails. The service handle installed on the internal side of the door lets the
door be opened and closed easily.
The aft stop is installed in the top rail. A screw attaches the aft stop to the aft
side of the top rail. The forward stop is installed in the top rail. A screw
attaches the forward stop to the forward side of the top rail. These stops let
the open and closed of the left cabin door safely.
The left cabin door has a central mechanism assy. It includes two handles
(an internal handle and an external handle) that operate a roller assembly
that latches the door to the helicopter structure with the related rods. The
central mechanism also lets the door be held in the fully open position
through the cabin door stop installed in the bottom rail.
The left cabin door has two windows that are attached with the rubber seal.

RIGHT CABIN DOOR

The right cabin door is installed between the STA 5654 and STA 3940 on
the right side of the forward fuselage. The left right door gives access to the
passenger/cargo compartment.
The right cabin door moves aft to open and forward to close along two rails
(a top rail and bottom rail) installed on the fuselage side.
The top and bottom rollers let the door be moved aft and forward along the
rails. The service handle installed on the internal side of the door lets the
door be opened and closed easily.
The aft stop is installed in the top rail. A screw attaches the aft stop to the aft
side of the top rail. The forward stop is installed in the top rail. A screw

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ICN-39-A-521000-G-A0126-00589-A-02-1

PASSENGER/CREW DOORS: CABIN DOORS

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ICN-39-A-521000-G-A0126-00590-A-01-1
CABIN DOOR HINGE COMPONENTS

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ICN-39-A-521000-G-A0126-00591-A-01-1
CABIN DOOR LOCKING MECHANISM

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CABIN DOOR STOP INSTALLATION
The cabin-door stop installation includes the left-cabin door stop and the
right-cabin door stop.

LEFT CABIN DOOR STOP

The left cabin-door stop is installed in the left side of the fuselage, below the
left cabin door and above the left sponson. Four screws attach the left cabin-
door stop to the sponson. The left cabin-door stop holds the left cabin door
in the fully open position.

RIGHT CABIN DOOR STOP

The right cabin-door stop is installed in the right side of the fuselage, below
the right cabin door and above the right sponson. Four screws attach the
right cabin-door stop to the sponson. The right cabin door stop holds the
right cabin door in the fully open position.

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ICN-39-A-521000-G-A0126-00592-A-01-1
CABIN DOOR STOP INSTALLATION

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SECTION 30
CARGO

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PRIMARY COMPONENTS Two hinges (a forward hinge and a aft hinge) hold the baggage compartment
door in position. Each hinge is attached to the structure with four nuts, four
The primary components of the baggage compartment door installation are: washers and four screws.
The left baggage compartment door The right baggage-compartment door has a handle with a key-lock, and a
The door gas springs (left baggage compartment door) key locks and unlocks the handle. When the key turns clockwise, it unlocks
The right baggage compartment door the handle of the baggage-compartment door.
The handle is connected to two pins. To open the baggage-compartment
The door gas springs (right baggage compartment door).
door, it is necessary to pull and turn the handle. This releases the two lock
pins from their locks on the structure.
LEFT BAGGAGE COMPARTMENT DOOR
The baggage-compartment door installation is installed on the left side of the DOOR GAS SPRING (RIGHT BAGGAGE COMPARTMENT
fuselage. DOOR)
The left and right hinges hold the baggage compartment door in position.
The door gas spring is installed on the rear side of the right baggage-
Each hinge is attached to the structure with four nuts, four washers and four
compartment door. Two pins, two washers and two cotter pins attach the
screws.
door gas spring to the top and bottom hinges.
The left baggage compartment has a handle with key-lock, and a key locks
Four screws and four washers attach the top hinge to the fuselage structure.
and unlocks the handle. When the key turns clockwise, it unlocks the handle
Four screws and four washers attach the bottom hinge to the internal side of
of the baggage door.
the baggage-compartment door. When the right baggage-compartment door
The handle is connected to the two lock pins. For the open of the baggage
is open, the door gas spring keeps it in the open position.
compartment door, you must pull and turn the handle. In this mode you
release the two pins from their locks on the structure.

DOOR GAS SPRING (LEFT BAGGAGE COMPARTMENT

DOOR)
The door gas spring is installed in the rear of the left baggage-compartment
door. Two pins, two washers, and two cotter pins attach the door gas spring
to the top and bottom hinges. Four screws and four washers attach the top
hinge to the fuselage structure. Four screws and four washers attach the
bottom hinge to the internal side of the baggage compartment door. When
the left baggage-compartment door is open, the door gas spring keeps it in
the open position.

RIGHT BAGGAGE COMPARTMENT DOOR

The right baggage-compartment door installation is installed on the right side
of the fuselage.

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ICN-39-A-523000-G-A0126-00647-A-01-1
BAGGAGE COMPARTMENT DOOR INSTALLATION (SHEET 1 OF 2)

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ICN-39-A-523000-G-A0126-00648-A-01-1

BAGGAGE COMPARTMENT DOOR INSTALLATION (SHEET 2 OF 2)

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SECTION 40
SERVICE AND MISCELLANEOUS

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GENERAL NOSE DOOR
The service door installation includes the nose fairings, the access doors, The nose door is installed in the nose of the helicopter, at STA 1500. The
the access panels, the cowling and the sliding fairing. nose door is a fiberglass panel with a hinge, which can be tilted. Left and
The service doors have hinges and are locked to the structure with latches, right latches lock the nose door in the closed position.
fasteners and pins. The nose door has a left and restraint cable and a right restraint cable. Each
restraint cable is attached to a fitting. A quick-release pin safeties each
restraint cable. The restraint cables of the nose door hold the door when it is
PRIMARY COMPONENTS opened, thus it cannot open fully. To open the nose door fully it is necessary
The primary components of the service door installation are: to remove the quick release pins of the two restraint cables.
• The access panels
• The baggage compartment access panels LEFT MAINTENANCE STEP
• The access door (locked with latches) The left maintenance step is installed in the left-center side of the fuselage.
The left maintenance step is attached to the structure with two hinges and
• The access door (locked with pins)
has two latches.
• The access door (locked with fasteners) The left maintenance step has a ladder that is used to get access to the fuel
The nose door compartment of the helicopter for inspection and maintenance.
•
A restraint cable also attaches the left maintenance step to the fuselage
• The left maintenance step structure for more safety.
• The right maintenance step
• The restraint cable of the left maintenance step RIGHT MAINTENANCE STEP
• The restraint cable of the right maintenance step. The right maintenance step is installed in the right-center side of the
fuselage.
The right maintenance step is attached to the structure with two hinges and
ACCESS PANELS has two latches.
The service door installation includes many access panels for the The right maintenance step has a ladder that is used to get access to the
maintenance and inspection of the helicopters systems. Camlocks, leaf fuel compartment of the helicopter for inspection and maintenance.
springs, screws and washers attach each access panel to the structure. A restraint cable also attaches the left maintenance step to the fuselage
structure for more safety.

BAGGAGE COMPARTMENT ACCESS PANELS

The baggage-compartment access-panels give access to the baggage
compartment. The tiedown rings, camlocks, wing nuts, screws and washers
attach the baggage-compartment access- panels to the structure.

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ICN-39-A-524000-G-A0126-00649-A-01-1
SERVICE DOOR INSTALLATION (SHEET 1 OF 7)

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ICN-39-A-524000-G-A0126-00650-A-01-1
SERVICE DOOR INSTALLATION (SHEET 2 OF 7)

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ICN-39-A-524000-G-A0126-00651-A-01-1
SERVICE DOOR INSTALLATION (SHEET 3 OF 7)

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ICN-39-A-524000-G-A0126-00652-A-01-1
SERVICE DOOR INSTALLATION (SHEET 4 OF 7)

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ICN-39-A-524000-G-A0126-00653-A-01-1

SERVICE DOOR INSTALLATION (SHEET 5 OF 7)

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ICN-39-A-524000-G-A0126-03696-A-01-1
SERVICE DOOR INSTALLATION (SHEET 6 OF 7)

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ICN-39-A-524000-G-A0126-00654-A-01-1
SERVICE DOOR INSTALLATION (SHEET 7 OF 7)

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SECTION 60
ENTRANCE STAIRS

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DESCRIPTION
The Foldable Footstep provide the facility of side entrance into the aircraft
cabin to the passengers.
The whole system comprises:
• Cockpit Footstep
• Cabin Footboard
• Cabin Fixed Footstep

COCKPIT FOOTSTEP INSTALLATION

The primary components of cockpit footstep installation are:
• The left cockpit footstep
• The right cockpit footstep.

LEFT COCKPIT FOOTSTEP

The left cockpit footstep is installed on the left side of the fuselage below the
left cockpit door between the STA 3120.0 and STA 2746.0. The left cockpit
footstep is made of aluminum alloy. The safety wire safety the eleven bolts
that attach the left cockpit footstep to the fuselage structure. The footstep
helps the copilot to the entrance and the exit from the cockpit of the
helicopter. The anti skating plate is bonded on the surface of the left cockpit
footstep to prevents the skating during the access or exit from the helicopter.

RIGHT COCKPIT FOOTSTEP

The right cockpit footstep is installed on the right side of the fuselage below
the right cockpit door between the STA 3120.0 and STA 2746.0. The right
cockpit footstep is made of aluminium alloy. The safety wire safety the
eleven bolts that attach the right cockpit footstep to the fuselage structure.
The footstep helps the pilot to the entrance and the exit from the cockpit of
the helicopter. The anti skating plate is bonded on the surface of the left
cockpit footstep to prevents the skating during the access or exit from the
helicopter.

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ICN-39-A-526000-G-A0126-00695-A-01-1
CABIN FOOTSTEP INSTALLATION

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CABIN FIXED FOOTSTEP INSTALLATION
The primary components of the cabin fixed-footstep installation are:
• The left cabin fixed footstep
• The right cabin fixed footstep

LEFT CABIN FIXED FOOTSTEP

The left cabin fixed-footstep is installed between the STA 5700 and STA
3900 on the left side of the center fuselage. The left cabin fixed-footstep is
made of composite material. Twelve screws attach the left cabin fixed-
footstep to the helicopter structure. The left cabin-fixed footstep helps the
passengers to go in and out of the helicopter. Also lets the crew to operate in
safety during the rescue operation.

RIGHT CABIN FIXED FOOTSTEP

The right cabin fixed-footstep is installed between the STA 5700 and STA
3900 on the right side of the center fuselage. The right cabin fixed-footstep is
made of composite material. Twelve screws attach the right cabin fixed-
footstep to the structure. The right cabin fixed-footstep helps the passengers
to go and out of the helicopter. Also lets the crew to operate in safety during
the rescue operation.

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ICN-39-A-526000-G-A0126-00696-A-01-1
CABIN FIXED FOOTSTEP INSTALLATION

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SECTION 70
DOOR WARNING

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DESCRIPTION
The helicopter is equipped with:
• One external power receptacle door.
• Two baggage doors.
• Two cockpit doors.
• One cabin doors.
There are two ways to determine if each door locking mechanism are fully
locked.
One by direct visual inspection of the locking mechanism and the other by
the visual indication, showed on the CAS display, for the crew member.
To comply this last way a microswitch is installed on each door to monitor
the position of the locking mechanism and to warn the crew member if the
door is not secured in the closed position.

OPERATION
On each door, a microswitch is fitted and connected electrically in series with
the microswitch of the other door to send a discrete ground signal to the
MAUs.
If a least one door is open, the MAUs detect an open signal and caution will
be generated.

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ICN-39-A-527000-G-A0126-00702-A-02-1

DOOR MICROSWITCHES INSTALLATION

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EXTERNAL POWER RECEPTACLE ACCESS DOOR
WARNING INSTALLATION
The primary components of the warning installation of the access door of the
external power receptacle is the switch.

EXTERNAL POWER RECEPTACLE ACCESS DOOR

SWITCH
The switch (S22) of the access door of the external power receptacle is
installed in the housing of the external power receptacle. It is installed
adjacent to the outer edge of the housing.
The access door is on the right side of the fuselage.
Two screws, two washers and two nuts attach the access door switch to the
nose structure in the helicopters [1J]. Two nuts attach the access door
switch to the support in the nose structure in the helicopters [1L]. Three
electrical cables connect the switch to the ground and to the Number 1
Modular Avionic Unit (MAU1).
The access door switch monitors the position of the access door of the
external power receptacle.
When the access door of the external power receptacle is open, or unlocked,
the switch closes its contacts. In this condition, the switch sends a signal to
the MAU1. Then the EXT PWR DOOR caution message comes in view on
the Multifunction Flight Display (MFD) in the cockpit.

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ICN-39-A-527000-G-A0126-00703-A-02-1

EXTERNAL POWER RECEPTACLE ACCESS DOOR WARNING INSTALLATION

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COCKPIT DOOR WARNING INSTALLATION
The primary components of the cockpit door warning installation are the left
cockpit-door microswitch and the right cockpit-door microswitch.

LEFT COCKPIT DOOR MICROSWITCH

The left cockpit-door microswitch (S33) is installed on the left side of the
cockpit ceiling adjacent to the edge of the left cockpit door.
Two screws attach the microswitch to the structure. Three electrical wires
connect the left-cockpit door microswitch to the Number 1 Modular Avionic
Unit (MAU1) and to the ground.
The left cockpit-door microswitch monitors the position of the left cockpit
door.
When the left cockpit door is open or not locked in the closed position the
microswitch closes its contacts. Then the microswitch sends the related
signal to the to the MAU1.
This causes the COCKPIT DOOR OPEN 1 caution message to come in view
on the Multifunction Flight Display (MFD) in the cockpit.

RIGHT COCKPIT DOOR MICROSWITCH

The right cockpit-door microswitch (S34) is installed on the right side of the
cockpit ceiling adjacent to the edge of the right cockpit door.
Two screws attach the microswitch to the structure. Three electrical wires
connect the right cockpit door microswitch to the Number 2 Modular Avionic
Unit (MAU2) and to the ground.
The right cockpit-door microswitch monitors the position of the right cockpit
door.
When the right cockpit door is open or not locked in the closed position the
microswitch closes its contacts. Then the microswitch sends the related
signal to the MAU2.
This causes the COCKPIT DOOR OPEN 2 caution message to come in view
on the Multifunction Flight Display (MFD) in the cockpit.

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ICN-39-A-527000-G-A0126-00705-A-01-1
COCKPIT DOOR WARNING INSTALLATION

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CABIN DOOR WARNING INSTALLATION
The primary components of the cabin door warning installation are the left
cabin-door microswitch and the right cabin-door microswitch.

LEFT CABIN DOOR MICROSWITCH

The left cabin-door microswitch (S35) is installed on the left side of the cabin
ceiling, at STA 4812. Its position is adjacent to the edge of the left cabin
door.
A nut attaches the left-cabin door microswitch to its support. Two electrical
wires connect the left cabin-door microswitch to the Number 1 Modular
Avionics Unit (MAU1) and to the ground.
The left cabin-door microswitch monitors the position of the left cabin door.
When the left cabin door is open or not locked in the closed position the
microswitch closes its contacts. Then the microswitch sends a signal to the
MAU1. This causes the CABIN DOOR OPEN 1 caution message to come in
view on the Multifunction Flight Display (MFD) in the cockpit.

RIGHT CABIN DOOR MICROSWITCH

The right cabin-door microswitch (S36) is installed on the right side of the
cabin ceiling, at STA 4812. Its position is adjacent to the edge of the right
cabin door.
A nut attaches the right cabin-door microswitch to its support. Two electrical
wires connect the left cabin-door microswitch to the Number 2 Modular
Avionic Unit (MAU2) and to the ground.
The right cabin-door microswitch monitors the position of the right cabin
door.
When the right cabin door is open or not locked in the closed position the
microswitch closes its contacts. Then the microswitch sends a signal to the
MAU2. This causes the CABIN DOOR OPEN 2 caution message to come in
view on the Multifunction Flight Display (MFD) in the cockpit.

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ICN-39-A-527000-G-A0126-00706-A-02-1

CABIN DOOR WARNING INSTALLATION

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BAGGAGE COMPARTMENT DOOR WARNING
INSTALLATION
The primary components of the warning installation of the baggage
compartment door are:
• The microswitch of the left baggage-compartment door.
• The microswitch of the right baggage-compartment door.

LEFT BAGGAGE COMPARTMENT DOOR MICROSWITCH

The microswitch (S37) of the left baggage-compartment door is installed on
the forward outer edge of the door rabbet. Two screws attach the
microswitch of the left baggage compartment door to the structure.
When the baggage-compartment access door is open, or unlocked, the
microswitch closes its contacts. In this condition, the microswitch sends a
signal to the Number 1 Modular Avionic Unit 1 (MAU1). Then the BAGGAGE
DOOR OPEN 2 caution message comes on on the Multifunction Flight
Display (MFD).
A pin is installed on the front of the left baggage-compartment door. When
the door is closed and locked, the pin opens the contacts of the microswitch
and the MFD does not show the related caution message.

RIGHT BAGGAGE COMPARTMENT DOOR MICROSWITCH

The microswitch (S12) of the right baggage-compartment door is installed on
the forward outer edge of the door rabbet. Two screws attach the
microswitch of the right baggage-compartment door to the structure.
When the baggage-compartment access door is open, or unlocked, the
microswitch closes its contacts. In this condition, the microswitch sends a
signal to the Modular Avionic Unit 2 (MAU2).
Then the BAGGAGE DOOR OPEN 2 caution message comes on on the
Multifunction Flight Display (MFD) in the cockpit.
A pin is installed on the front of the right baggage-compartment door.
When the door is closed and locked, the pin opens the contacts of the
microswitch and the MFD does not show the related caution message.

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ICN-39-A-527000-G-A0126-00704-A-02-1

BAGGAGE COMPARTMENT DOOR WARNING INSTALLATION

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DOOR WARNING SYSTEM INDICATING
All the microswitches are installed on the fuselage.

CAPTIONS
The caution messages provided in the CAS message window is as follows:
1 CABIN DOOR ......... when either cabin door is not secured in the
closed position.
2 COCKPIT DOOR ....... when either cockpit door is not secured in
the closed position.
3 BAG DOOR ............ when either baggage door is not secured in
the closed position.
4 EXT PWR DOOR ........ when the external power access door is
open or unlocked.

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ICN-39-A-527000-G-A0126-00708-A-02-1
DOOR MICROSWITCHES ELECTRICAL SCHEMATIC

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PAGE INTENTIONALLY LEFT BLANK

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CHAPTER

53
FUSELAGE

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SECTION 10
FORWARD SECTIONS

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DESCRIPTION
The forward section is the front part of the primary structure.
The forward section is a metallic construction made with longerons, frames
and sandwich panels; it mainly provides the pilots cabin floor, interface with
cockpit, nose landing gear housing and supports the canopy assembly.
The forward fuselage is part of the whole primary structure which includes
also the center and rear fuselage; subdivision is intended for convention
only.
The forward section is interfaced with the following main systems:
• Instrument panel/overhead panel/interseat console
• Landing gear
• Electric power system
• Electric system
• Engine controls
• Hydraulic system
• ECS
• Flight controls
• Avionics
• Equipment and furnishing
• Doors
• Windows.
The forward section is designed to provide the required safety conditions
defined by:
• Crash loads producing controlled deformations without jeopardize
occupants escape.
• Avoid ground resonance.
• Sustain lighting effects.

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ICN-39-A-531000-G-A0126-00711-A-01-1

FUSELAGE SECTION (SHEET 1 OF 5)

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ICN-39-A-531000-G-A0126-00712-A-01-1
FUSELAGE SECTION (SHEET 2 OF 5)

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ICN-39-A-531000-G-A0126-00713-A-01-1
FUSELAGE SECTION (SHEET 3 OF 5)

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ICN-39-A-531000-G-A0126-00714-A-01-1
FUSELAGE SECTION (SHEET 4 OF 5)

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ICN-39-A-531000-G-A0126-00715-A-02-1

FUSELAGE SECTION (SHEET 5 OF 5)

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SECTION 40
TAIL SECTION

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DESCRIPTION equipment. Get a second person to help you during removal /installation of
the tail unit.
The Tail Section is a metallic semi-monocoque construction made with
sheet, beams and frames; it mainly provides the Tail Rotor Drive, flight
controls, Tail Rotor and stabilizers installation. SPECIAL TOOLS / TEST EQUIPMENT
The tail unit is composed by a cone and a fin; subdivision is intended for
convention only. The tail unit is completed with the tail rotor drive fairings • Sling
and the fin leading and trailing edge manufactured in composite materials. • Trolley
Six short longerons are attached to the lateral panels and to the front frame
and six fittings attached to the short longerons connect the tail cone to the
vertical fin.
The tail section is connected with the rear part of the fuselage by six bolts.
A new tail section is now provided (see BT 139-200) and consists of four
longeron reinforcements/extensions to be installed on both LH and RH side
from STA9140 to STA11020. The installation of the structural reinforcements
is an improvement of the tail-boom structure.

MAINTENANCE INFORMATION
Before tail unit removal, it’s required to remove:
• Tail Rotor Drive Shaft 2
• Tail Rotor
• Yaw flight control rod Y7
• PCM1 and PCM2 drained
• For tail unit removal/installation refer to IETP - AMP chapter 53-40 (for
refence only).

LEADING PARTICULARS
• Tail unit weight (only structure)............................... 80.7 Kg (178 lb)

SAFETY PRECAUTION
Be careful when you remove / install the tail unit. The tail unit is heavy. An
incorrect movement can cause an injury to persons and / or damage to the

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ICN-39-A-534000-G-A0126-00721-A-02-1
TAIL UNIT GENERAL LAYOUT

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ICN-39-A-534000-G-A0126-00728-A-02-1
TAIL UNIT - HORIZONTAL STABILIZER

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STRAKE
Purpose of the strake is to assist tail rotor in producing its anti-torque effect
through a considerable reduction of the mechanical power absorbed by tail
rotor itself. Such benefit is primarily accomplished during OGE (Off Ground
Effect) hoverings; at a reduced value, this effect is also perceived during
leftward translatory flight conditions.

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ICN-39-A-534000-G-A0126-00726-A-01-1
STRAKE INSTALLATION

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ICN-39-A-534000-G-A0126-00727-A-03-1
STRAKE FUNCTIONAL DESCRIPTION

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CHAPTER

55
STABILIZER

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SECTION 10
HORIZONTAL STABILIZER

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DESCRIPTION
The Tail Plane has been designed to generate a down lift to equilibrate the
helicopter pitch attitude.
In high speed forward flight conditions the nose down pitch attitude is given
by:
• The control moment generated by the main rotor.
• The aerodynamic moment due to the horizontal main rotor thrust
applied at the rotor head while the fuselage drag applied near the
center of gravity of the rotorcraft.
The left wing of tail plane has more pitch while the right wing of tail plane has
less pitch; in this way the aerodynamic incidence is the same for the two
wings and then the aerodynamic forces will be the same.

MAINTENANCE INFORMATION
See IETP AMP CH 55-10.

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ICN-39-A-551000-G-A0126-00729-A-02-1
STABILIZER INSTALLATION

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ICN-39-A-551000-G-A0126-03349-A-02-1

STABILIZER ROD INSTALLATION

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ICN-39-A-551000-G-A0126-00730-A-02-1

TAIL PLANE ASSY (SHEET 1 OF 2)

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ICN-39-A-551000-G-A0126-00731-A-02-1
TAIL PLANE ASSY (SHEET 2 OF 2)

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PAGE INTENTIONALLY LEFT BLANK

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CHAPTER

56
WINDOWS

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SECTION 00
WINDOWS

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DESCRIPTION COCKPIT MATERIALS
Helicopter windows includes: The windshield and the upper transparent are made of acrylic and
• Windshield (Left and Right) polycarbonate according to MIL-P-83310. The supporting frame components
are made in composite material as listed in the table below:
• Roof window (Left and Right)
• Nose window (Left and Right) External layers Fiberglass EGL/EP 199-44-003-FB
• Cockpit door windows (Left and Right) Internal layers Kevlar KV/EP 199-46-003-FB
• Cabin windows (Left and Right)
Honeycomb core GRI CLII TY1 3.2 - 48
• Passenger windows (Left and Right)
Upper and lower windows are bolted to the supporting structure; to prevent
failure in the hole area, a slot is cut in the transparent, filled with resin and • 4G5610F00311 KIT UPPER ACRYLIC TRANSPARENT
reinforced by composite strips cold bonded to upper and lower surfaces.
Also the lower window is bolted to the structure, but the holes are drilled in a • 4G5610F00211 KIT POLICARBONATE WINDSHIELD
composite strip which is bonded to the transparent. • 4G5610F00111 KIT ACRYLIC 4+3 WINDSHIELD
Composite strips are considered integral part of this supply.
Transparent with protective coating are considered multilayered as well as • 4G5610F00511 KIT ACRYLIC 5+3 WINDSHIELD
transparent in which are present several layers of different materials (glass,
plastic).
Only transparent made of one layer are considered monolithic.

VIEWING AREAS
The transparent components are divided into area of visual importance
defined as “A”, “B” or “C” by the sketch on the applicable drawing.
Viewing Area “A”
Viewing Area “A”, as shown in the sketch on the applicable drawing, is that
area through which the pilot must see during take-off, flight and landing.
Viewing Area “B”
Viewing Area “B”, as shown in the sketch on the applicable drawing, is that
area through which the pilot or crew will view less frequently than Viewing
Area “A” and where small areas of optical distortion would not affect the safe
operation nor interfere with the mission of the helicopter.

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ICN-39-A-560000-G-A0126-00735-A-01-1
HELICOPTER WINDOWS LAYOUT

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MAINTENANCE INFORMATION
See IETP AMP CH 56-00.

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ICN-39-A-560000-G-A0126-00740-A-01-1
PASSENGER DOOR WINDOW (SHEET 1 OF 2)

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ICN-39-A-560000-G-A0126-00741-A-01-1
PASSENGER DOOR WINDOW (SHEET 2 OF 2)

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ICN-39-A-560000-G-A0126-00742-A-01-1
LEFT CABIN WINDOW (SHEET 1 OF 2)

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ICN-39-A-560000-G-A0126-00743-A-01-1
LEFT CABIN WINDOW (SHEET 2 OF 2)

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ICN-39-A-560000-G-A0126-00744-A-01-1

COCKPIT DOOR WINDOW

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CHAPTER

62
MAIN ROTORS

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SECTION 00
MAIN ROTOR

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GENERAL DESCRIPTION
The main-rotor system includes the sub-systems that follow:
• The main rotor blades
• The main rotor head
• The rotating controls and swashplate assembly
Main Rotor and rotating controls are those elements that provide connection
of the main rotor blades to the drive mast and the parts that translate the
output movements of the hydraulic servo actuators into pitch change of the
rotor blades.

The Main Rotor is a fully articulated type with five blades. It is equipped with:
• Tension Link........................................................................... Qty: 5
• Elastomeric Bearing................................................................ Qty: 5
• Pitch Control Lever + Pitch Link.............................................. Qty: 5
• Damper................................................................................... Qty: 5
• Fixed Swashplate................................................................... Qty: 1
• Rotating Swashplate............................................................... Qty: 1
• Scissors.................................................................................. Qty: 2
• Nr sensor................................................................................ Qty: 1

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ICN-39-A-620000-G-A0126-00746-A-01-1

MAIN ROTOR SYSTEM

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DESCRIPTION AND OPERATION OF MAJOR
COMPONENTS
BLADES
Five Main Rotor Blades provide the vertical lift components for altitude
changes and the characteristic longitudinal and lateral control
The rotor blades are formed predominantly from composite materials. except
metallic element such as the erosion shields, the 2 trim tabs and the
lightning conductor strip

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ICN-39-A-620000-G-A0126-00747-A-01-1

MAIN ROTOR BLADES

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MAIN ROTOR HEAD
The Main Rotor Head assembly conmnects the hub to the rotor drive mast
and provide the connections for the five rotor blades.
The major elements of the assembly are a hub, tension links, elastomeric
bearings, hydraulic dampers, pitch lever assembly and a flap limiting stop
mechanisms

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ICN-39-A-620000-G-A0126-00748-A-01-1

MAIN ROTOR HEAD

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ROTATING CONTROLS
The rotating controls comprise those items that operate to change the pitch
of the main rotor blades.
The input can be an equal input to all five blades to make the collective pitch
control changes, a variable input to specific blades to tilt the rotor lift
components for the cyclic pitch change requirements, or a combination of
the collective and cyclic inputs.
The rotating controls receive an input from the three flight control servo-
actuators, and translate the input to give the required blade pitch angle
changes.
The rotating control system is composed of the following components:
• The five pitch links (one for each blade) are connected from the pitch
control lever to the rotating part of the swashplate assembly
• The two rotating scissors that trasmitt the hub rotation to the
swashplate assembly.
• The swashplate assembly that comprises a non rotating element (fixed
swashplate) and a rotating element (rotating swashplate).
The spherical pivot is the part supporting the swashplate assembly, while
allowing the tilting and translating motions imposed by the the servo-
actuators.
• Four centering plates are fitted to the upper portion of the MGB case.
The surfaces are in contact with the internal surfaces of the spherical
pivot allowing it to slide but not to rotate.
• A douplex bearing installed between the fixed and rotating part of
swashplate..

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ICN-39-A-620000-G-A0126-00749-A-01-1
ROTATING CONTROLS

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SECTION 10
ROTOR BLADES

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DESCRIPTION
The blades are made from composite materials except the metallic erosion
shields, the 2 trim tabs (aluminium) and some other minor parts.
The blades are of the sealed type and the main subcomponents are:
• The spar with a “D” shaped cross section made from fibreglass tape
straps wrapped by cross ply glassfiber tape to form an antitorsional
box.
The spar straps realizes the attachment holes at the root of the blade.
The spar also carries the steel erosion shield bonded at the leading
edge.
• The lower and upper skins are made from multilayered graphite tape
covering an internal shape of honeycomb.
The skins are bonded to the spar to form the blade body.
• At the blade body a tip is bonded to complete the blade. The tip is
composed by skins made from glassfiber covering an internal
honeycomb.
The tip leading edge is covered by a nickel erosion shield.
• At the root of the blade is installed a plastic (Nylatron) plate on each
side.
The blades have a very long service life and are statically balanced as final
manufacturing process to achieve an individual interchangeability.
The blades are provided with two tabs used for dynamic balance as well as
the installation bolts which are hollow to house dynamic balancing weights.
The bolts are externally covered with a solid lubricant film.
The blades are interfaced with the rotor head and could be provided with
heating mats for anti-ice purposes.

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ICN-39-A-621000-G-A0126-00750-A-01-1
MAIN ROTOR BLADE INSTALLATION (SHEET 1 OF 2)

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ICN-39-A-621000-G-A0126-00751-A-01-1
MAIN ROTOR BLADE INSTALLATION (SHEET 2 OF 2)

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ICN-39-A-621000-G-A0126-00752-A-01-1
MAIN ROTOR BLADE-LIGHTINING CONDUCTOR

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MAINTENANCE INFORMATION
See IETP AMP 62-10.

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ICN-39-A-621000-G-A0126-00753-A-01-1
MAIN ROTOR BLADE - REMOVAL/INSTALLATION

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ICN-39-A-621000-G-A0126-00754-A-01-1
MAIN ROTOR BOLT SECTION

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MAINTENANCE INFORMATION
See IETP AMP 62-10 and ITEP.

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ICN-39-A-621000-G-A0126-00755-A-01-1
MAIN ROTOR BLADE – REMOVAL/INSTALLATION

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ICN-39-A-621000-G-A0126-00756-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT (SHEET 1 OF 3)

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ICN-39-A-621000-G-A0126-00757-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT (SHEET 2 OF 3)

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ICN-39-A-621000-G-A0126-00758-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT (SHEET 3 OF 3)

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SECTION 20
ROTOR HEADS

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DESCRIPTION The force that the twelve bolts apply to the washer holds the top conical ring
in the correct position.
The main rotor head transmits the drive from the main gearbox to the main The top conical ring reacts to the rotor thrust. It also transmits the shear
rotor blades. It also transmits the aerodynamic loads and centrifugal forces loads from the blades and the hub to the mast.
from the main rotor blades to the main-rotor drive shaft. The control moments and the blade centrifugal forces cause the shear loads.
It makes possible to change the blade pitch and the flapping and lead-lag
movements of the blades.
The main rotor head is a fully articulated assembly with an elastomeric
bearing in each of the five tension links.
The elastomeric bearings are the components that make the blade torsional
movements (pitch change) and the flapping and lead-lag movements
possible.

HUB
The hub is a one-piece, forged, titanium unit, machined to its final form to
provide the necessary attachments.
The centre of the hub is splined, to couple with splines on the drive mast
from the main gearbox and no master splines are provided.
The splines are covered with a solid lubricant film.
The outer circumference of the hub is formed to provide for the mounting of
the five elastomeric bearings and the attachment of one end of the five blade
hydraulic dampers.
A graphite reinforcement is wound on the outer circumference section.
The hub is supported on the drive mast by conical rings.
The inner and outer surfaces of the conical ring are covered with a solid
lubricant film.

TOP CONICAL RING

The top conical ring is installed between the mast and the top side of the
hub.
It is made of stainless steel alloy.
The internal surface of the top conical ring is cylindrical, its external surface
is conical.
The top conical ring is installed around the mast. It engages its housing on
the top of the center hole of the hub.
The top edge of the top conical ring has a flange with four lugs. Each lug has
a hole with a thread for the installation of an extractor. The top conical ring
attaches the hub to the top end of the mast.

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ICN-39-A-622000-G-A0126-00759-A-01-1
MAIN ROTOR HUB

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BOTTOM CONICAL RING CLOSURE FLANGE
The bottom conical ring is installed between the mast and the bottom side of The closure flange is installed on the retaining element of the top conical
the hub. ring.
It is made of stainless steel alloy. This flange has four lugs with holes, and four bolts with washers attach it to
The internal surface of the bottom conical ring is conical, its external surface the retaining element.
is cylindrical. The bolts are locked in pairs with wire and a corrosion inhibitor is applied on
The bottom conical ring is installed around the mast. It engages its housing their heads.
on the bottom of the center hole of the hub. The cylindrical body of the closure flange has a groove for the installation of
The bottom conical ring holds the hub in position on the bottom of the must. a packing.
It is structurally less critical than the top conical ring, because no rotor thrust The flange is made of aluminum alloy.
is applied on it.
The bottom conical ring transmits the shear loads from the blades and the
hub to the mast.

RING NUT AND PRESSURE PLATE

The hub is then retained by a pressure plate(washer) and ring nut
combination.
The ring nut screws down (torque is applied by hands only)but does not
directly load the upper conical ring.
The load on the top conical ring is applied by twelve bolts that screw through
the ring nut and apply a force on the pressure plate (washer), to load it on to
the conical ring.
The bolts are tightened in cross sequential order to ensure an even loading
on the top conical ring and ring nut combination.

RETAINING ELEMENT
To prevent rotation of the securing ring nut, a retaining element is part of the
assembly.
The blocking ring has keys formed on its inner circumference.
These keys locate in keyways cut into the mast and, thus, prevent the ring
from rotating.
The retaing element is assembled on top of the ring nut, and when the
pressure bolts are fitted, they pass through the retaining element, thus,
effectively securing the retaining element to the ring nut.

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ICN-39-A-622000-G-A0126-00760-A-01-1

MAIN ROTOR HEAD (SHEET 1 OF 2)

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ICN-39-A-622000-G-A0126-00761-A-01-1
MAIN ROTOR HEAD (SHEET 2 OF 2)

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SCISSORS ATTACHMENT FLANGE
The scissors attachment flange is installed at the bottom of the main rotor
hub. Four bolts and four washers attach it to the hub.
The scissors attachment flange has two lateral forks for the attachment of
the rotating scissors. Two flanged bushes are installed in the holes of each
of the two lateral forks.
The scissors attachment flange is made of aluminum alloy.

SLIDING RING
The sliding ring is installed between the hub and the scissors attachment
flange.
The sliding ring has an inner ring, an outer ring and two DU washers on the
top and bottom side of the sliding ring. The two DU washers, the inner and
outer rings are bonded together with adhesive.
The sliding ring is free to float in the groove of the hub and on the droop stop
plates attached to the five tension links.

FLAP STOP PINS

A flap stop pin is installed on the inner side of each pitch control levers. The
pin is safetied to the lever with wire.
A peelable shim is installed between the pin and the pitch control lever.
The flap stop pins are made of steel.

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ICN-39-A-622000-G-A0126-00762-A-01-1
SCISSOR ATTACHMENT FLANGE – REPLACEMENT

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ICN-39-A-622000-G-A0126-00763-A-01-1
FLAP STOP PIN

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
TENSION LINKS The flapping limiter pin, which has a pre-loaded spring attaches the flapping
limiter to the flapping limiter support. This support is installed on the hub and
The five tension links, one for each blade, are attached to the hub at their holds also the elastomeric bearing.
inboard ends, where the elastomeric bearings are installed. The main rotor The function of each flapping limiter is to give a limit to the flapping range of
blades are attached to their outboard ends. the main rotor blades. Thus the main rotor blades cannot touch the aircraft
Each tension link assembly has these primary components: structure when the rotor stops or turns at low speed.
• The composite tension link
• The droop stop support
• The four tension link bushes
• The four bushes.
The composite tension link is a lamination of unidirectional carbon-fiber
strips with external plies of quasi-isotropic glass fiber.
The droop stop support is an aluminum alloy part. A layer of adhesive
compound attaches it to the shoulder of the composite tension link.
The four tension link bushes and the four bushes are interference fits.
Four flanged bushes are installed in the holes at the outboard end of the
tension link. These holes are for the installation of the blade bolts and the
pitch control lever.
The pitch control lever and the droop stop bracket are attached to the
tension link with two bolts, four washers and two nuts. The nuts are locked
with cotter pins.

FLAPPING LIMITER ASSY

The flapping limiter supports attach the flapping limiters to the external edge
of the hub, and the elastomeric bearings to the internal edge.
Four washers and four bolts attach the support to the elastomeric bearing.
The bolts are safetied in pairs with wire.
A bead of sealing compound is applied on interfaces between the support
and:
• The elastomeric bearing
• The hub
• The bottom side of the elastomeric bearing
Each flapping limiter is an aluminum forging that has a shape of a bracket.
The flapping limiters are installed in the tension links between the hub and
the droop stop pin.

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ICN-39-A-622000-G-A0126-00764-A-01-1
TENSION LINK

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ICN-39-A-622000-G-A0126-03342-A-01-1

MAIN ROTOR TENSION LINK

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ICN-39-A-622000-G-A0126-00765-A-01-1
MAIN ROTOR SECTION

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ICN-39-A-622000-G-A0126-00766-A-01-1

FLAP STOP PIN ADJUSTMENT

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
ELASTOMERIC BEARING
Five spherical elastomeric bearings are installed between the tension links
and the hub.
Each elastomeric bearing has a centering pin for its correct installation on
the hub. The elastomeric bearing is attached to the support of the inboard
end of the tension link with four bolts and four washers.
Each elastomeric bearing has an inner member, an outer member and an
elastomeric section at the center.
The inner member is of aluminum alloy and the outer member is of titanium
alloy.
The elastomeric section is a lamination of titanium alloy strips and
elastomeric material bonded together.

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ICN-39-A-622000-G-A0126-03343-A-01-1

MAIN ROTOR ELASTOMERIC BEARING

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-622000-G-A0126-00767-A-01-1
ELASTOMERIC BEARING – DETAILED INSPECTION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-622000-G-A0126-00768-A-01-1
ELASTOMERIC BEARING – TYPICAL DAMAGE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-622000-G-A0126-00769-A-01-1
ELASTOMERIC BEARINGS – SHIM DEBONDING/DELAMINATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DROOP STOP BRACKETS At low speed of the piston rod (this is the usual condition), the damping
characteristic is related to the calibration of the bypass orifice in the piston.
The five droop stop brackets are installed below the tension links. At high speed, the two relief valves control the damping force
Each droop stop bracket is attached to the droop stop plate and the support There is an end-stroke cushioning system in the lag damper. This system
of the related tension link with tree bolts and three washers. decreases the speed of the piston in the last millimeters of its travel in the
The other end of the droop stop bracket is connected to the pitch control two directions. Thus the force of the piston is less when it hits the end
lever and the tension link. It is attached with two bolts, four washers, two surface.
nuts and two cotter pins. The hydraulic reservoir has a spring which adjusts for thermal expansion of
The droop stop brackets are made of aluminum alloy. They prevent the hydraulic fluid and for external leakage.
excessive droop of the main rotor blades when the main rotor does not turn.

LIGHTNING CONDUCTOR JUMPERS

LAG DAMPERS
Five lightning conductor jumpers are installed on the main rotor head.
Five lag dampers are connected to the hub and the pitch control levers. The position of each lightning conductor jumper is between a lag damper
Each damper includes an aluminium alloy body which contains a steel and the related damper bolt on the pitch-control lever assembly.
cylinder and a piston. The piston can move in the cylinder between the two A bolt and a washer attach one of the terminal lug of the conductor jumper to
chambers which are filled with hydraulic fluid. the lag damper. The other terminal lug is attached to the damper bolt with a
The piston has a bypass orifice through which hydraulic fluid can flow washer and a bolt.
between the two chambers. The two bolts that attach the terminal lugs of the conductor jumper are
The steel piston rod has a titanium end with a self-lubricating spherical safetied with wire.
bearing which attaches the damper to the pitch control lever. Each lighting conductor jumper is the discharge path for the electricity if
The piston rod end and a teflon washer are attached to the pitch control lightning hits the blade. It is necessary because the composite material of
lever with: the blade is not an electrical conductor. Thus the conductor jumper connects
• A countersunk washer electrically the pitch control lever of the blade and the lag damper.
• The lag damper bolt
• A washer
• A nut
The damper also includes a hydraulic fluid reservoir and a visual level
indicator. The level indicator shows the level of the hydraulic fluid contained
in the reservoir.
The damper body has a fill and bleed plugs and a threaded fitting for the
lightning conductor jumper.
Each lag damper controls the movement of the related main rotor blade in
the plane on which the blade turns. It also sets a limit to the travel of the
blade.
The lag damper applies a reaction load when the piston rod is pushed. The
reaction load is related to speed at which the piston rod moves. This
because the piston rod is connected to the pitch control lever of the blade.

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ICN-39-A-622000-G-A0126-00770-A-01-1
MAIN ROTOR LAG DAMPER SCHEMATIC

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ICN-39-A-622000-G-A0126-00771-A-01-1
MAIN ROTOR DAMPER REMOVAL/INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
BEANIE
The beanie is installed on the retaining element of the top conical ring.
An index pin, on the retaining element, engages the index hole on the
bottom flange of the beanie. This is to prevent the incorrect installation.
Ten bolts with washers attach the bottom flange of the beanie to the
retaining element.
A corrosions inhibitor is applied on the bolt head.
The bolts are locked in pairs with wire.
The beanie is made of aluminum alloy and his function is to prevent
turbulence on the main rotor and vibrations due to aerodinamical
disturbances.

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ICN-39-A-622000-G-A0126-00772-A-01-1
BEANIE – REMOVAL/INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAINTENANCE INFORMATION
See IETP AMP 62-20 and ITEP.

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ICN-39-A-622000-G-A0126-00773-A-01-1
SPECIAL TOOLS – TEST EQUIPMENT (SHEET 1 OF 2)

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ICN-39-A-622000-G-A0126-00774-A-01-1
SPECIAL TOOLS – TEST EQUIPMENT (SHEET 2 OF 2)

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PAGE INTENTIONALLY LEFT BLANK

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SECTION 30
ROTATING CONTROLS, ROTOR
SHAFTS/SWASH PLATE ASSEMBLIES

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DESCRIPTION Between the upper ring flange and the inner locking ring installed on the
inner top of the fixed swashplate is installed a shim used for the swashplate
SWASHPLATE ASSEMBLY friction adjustment.
The swashplate assembly consists of a non-rotating element and a rotating A NR transducer is installed on the fixed swashplate to provide a phase
element that, together, can provide the collective and cyclic pitch change signal to be used for vibration analysis and blade track.
outputs to the rotor blades, through the pitch links.
ROTATING SWASHPLATE
SPHERICAL PIVOT The rotating swashplate forms a ring that has five lugs extending from the
The spherical pivot fits on to the top of the main gearbox casing. outer circumference.
Four steel centering plates, attached to the gearbox casing by screws, have The lugs form clevis attachments for the pitch change links that are attached
a Teflon coating to provide a low friction contact. to the rotor blades.
The spherical pivot inner circumference has four, raised, flattened, bosses The rotating swashplate is attached to the fixed swashplate through a duplex
which locate with the centering plates on the casing, thus, providing an (dual row ball) bearing.
essentially square form of location that allows the spherical pivot to slide The outer race of the duplex bearing fits on a shoulder of the rotating
vertically on the Teflon liners, while resisting rotational forces. swashplate.
The outer circumference of the spherical pivot is spherical, thus, providing a An outer locking ring then fits at the top of the outer race and is bolted to the
contour on which the swashplate assembly can tilt. swashplate to clamp the outer race in position.
The inner race of the duplex bearing then fits on a shoulder of the fixed
swashplate.
FIXED SWASHPLATE The inner race of the bearing is clamped in position by a inner locking ring,
The fixed swashplate forms a ring that has three lugs extending from the together with the upper ring fitting the spherical pivot, i.e. the inner locking
outer circumference. ring fits under the upper ring and the same bolts are used to attach both the
The lugs form clevis attachments for the main rotor actuators. upper ring and the inner locking ring.
The fixed swashplate has to be located on the spherical pivot in a way that The inner and outer locking ring are provided with a shim used to preload
allows it to tilt, but not rotate in the horizontal plate. the duplex bearing.
The tilting is allowed by the spherical contour of the spherical pivot outer A N R Interrupter/transducer is installed on the rotating swashplate to provide
circumference. phase signal to be used for vibration analysis and blade track.
To resist any rotational forces, two blocks are bolted to the inner
circumference of the swashplate.
The blocks locate in vertical grooves in the spherical pivot, thus, the block SPHERICAL PIVOT AND SWASHPLATE ASSEMBLY
can move vertically. PROTECTIONS
Due to the spherical contour of the spherical pivot outer surface, the The spherical pivot and the swashplate duplex bearing are protected by
swashplate is fitted using matching lower and upper rings. being enclosed within a flexible boot arrangement.
The lower ring is inserted into the inner circumference of the fixed A lower boot attaches between the gearbox casing and the fixed swashplate.
swashplate and the upper ring has a flange that locates on the top of the An upper boot attaches, at its upper end to the top adapter, fitted to the
inner circumference of the swashplate, and is retained by bolts. bottom of the hub and the lower end to a bottom adapter which is secured by
the same bolts that clamp the outer locking ring of the ball bearing to the
rotating swashplate.

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ICN-39-A-623000-G-A0126-00775-A-01-1
ROTATING CONTROLS

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ICN-39-A-623000-G-A0126-03043-A-01-1
SWASHPLATE ASSEMBLY SECTION

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ICN-39-A-623000-G-A0126-03044-A-01-1
SWASHPLATE ASSEMBLY

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ICN-39-A-623000-G-A0126-00778-A-01-1
SWASHPLATE – REMOVAL/INSTALLATION

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ICN-39-A-623000-G-A0126-00779-A-01-1
ROTATING CONTROLS COMPONENTS

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PITCH LINKS
The swashplate collective and cyclic pitch change commands are translated
to the five rotor blades by the pitch links.
These are conventional push-pull rods consisting of a tie- rod with two rod
ends.
One end of each pitch link connects to the clevis lugs formed on the outer
circumference of the rotating swashplate and the other end connects to the
pitch control lever (blade leading edge) that is part of the main rotor head.
At the angle between rod ends is a spring pin in the tie-rod of the pitch link.
An index marker, used as a reference for pitch link adjustment, is located on
the upper rod end.

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ICN-39-A-623000-G-A0126-00780-A-01-1
PITCH LINK – ROTATING SCISSORS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAINTENANCE INFORMATION
See IETP AMP 62-30 and ITEP.

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ICN-39-A-623000-G-A0126-00781-A-01-1
SPECIAL TOOLS / TEST EQUIPMENT

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ICN-39-A-623000-G-A0126-00782-A-01-1
SPECIAL TOOLS / TEST EQUIPMENT

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SECTION 40
INDICATING

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DESCRIPTION
A rotor speed probe is used to provide an output for the indicating of the
main rotor speed.
This probe provides three independent frequency outputs (3 independent
coil windings) directly related to the speed of the gear.
The first output is to the EEC n.2; the second to the MAUs and the third to
the EEC n.1.

OPERATION
The passage of the gear teeth across the probe, produces as near as
possible a sinusoidal output whose frequency is 2190.58 Hz at 100% NR.

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ICN-39-A-624000-G-A0126-00783-A-01-1
MAIN ROTOR SPEED SENSOR (NR) – REMOVAL / INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAIN ROTOR SPEED CONTROLS AND INDICATION
The main rotor speed (NR) indication is represented on the triple tachometer
displayed on the PFD (default page) and MFD (main page).
The NR vertical scale is combined with NF, with one analog pointer and one
digital readout.
The MFD also provides the malfunction condition in the CAS message
window.
The pilot collective grip provides the following function:
• 100% / 102% RPM selector switch:
• 100% = set the NR / NF to 100%
• 102% = set the NR / NF to 102%

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ICN-39-A-624000-G-A0126-00784-A-01-1
MAIN ROTOR SPEED CONTROLS AND INDICATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAIN ROTOR SPEED INDICATING - CAPTIONS the corresponding backup analog data
exists.
The warning provided in the CAS is as follows:
1 ROTOR NOTE
• When the NR < 98% in POWER - ON condition
LOW: ........... This caution shall be displayed only if NREEC > 20% or
• When the NR < 95% in POWER – OFF condition NRBACKUP > 20%.
• When the NR < 90% in POWER – ON condition
(OEI)
4 ENG ANALOG FAILURE if the NR backup analog parameter is
NOTE declared invalid.
When this warning is detected, besides the MWL
activation, the Aural Warning Generator (AWG) shall
provide the following:
- Three tones (2700 Hz) + ROTOR LOW – ROTOR
LOW (aural message)
This sequence is continuously repeated until the failure
condition is corrected or the reset input activates. This
message has priority number 1.

2 ROTOR • When the NR > 104% in POWER – ON condition

HIGH: ..........
• When the NR > 110% in POWER – OFF condition
• When the NR > 104% in POWER – ON condition
(OEI)

NOTE
When this warning is detected, besides the MWL
activation, the AWG shall provide the following:
- Two tones (90 Hz) + ROTOR HIGH – ROTOR HIGH
(aural message)
This sequence is transmitted once only. This message
has priority number 4.

The caution provided in the CAS is as follows:

3 NR MISCOMPARE ... when a discrepancy of 3% between the

EECs (Electronic Engine Control) data and

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ICN-39-A-624000-G-A0126-00785-A-01-1
MAIN ROTOR SPEED INDICATING – CAPTIONS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

NOTE
When both EECs and MAUs detect an invalid or not available NR /
NF imput signal, the associated pointer is removed from the display
and amber dashes replace the numerical readouts.

NOTE
If the NF sensor fails, the relative pointer is removed and replaced by
the amber legend FAIL in reverse video.

NOTE
The baseline of the triple tachometer is green at all times, even when
the pointers are amber or red.

NOTE
The triple tachometer scale is affected when in OEI / OEI TRAINING
mode See Section 77-40 INTEGRATED ENGINE INSTRUMENT
SYSTEM for details.

NOTE
When a parameter being monitored exceeds the normal range of
operation (green band), the color of associated pointer matches the
color of applicable range marking (i.e. amber or red), in order to
highlight that particular critical condition.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-624000-G-A0126-00786-A-02-1
NR SENSOR OPERATION

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PAGE INTENTIONALLY LEFT BLANK

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

CHAPTER

63
MAIN ROTOR DRIVES

FOR TRAINING PURPOSE ONLY 2019-01-14 Page: 1907

 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 10
ENGINE/GEARBOX COUPLINGS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DESCRIPTION
ENGINE DRIVE SHAFT AND GIMBAL ASSEMBLY
The drive shaft/gimbal assembly provides the drive and connection between
the engine and MGB.
The drive is provided by a steel drive shaft that connects a spline joint with
the engine power turbine output shaft. Dual O-ring seals provide a sealing
function at the spline joint.
A bolted flange joint to the pinion gear of the engine input module connects
the other end of the drive shaft to the gearbox.
The drive shaft is provided with a flexible coupling to compensate
misalignment due to engine installation or engine torque variation.
The support mounting function for the engine is provided by a steel torque
tube, which is connected to the engine casing at one end by a flange and
through a steel crosshead to the gearbox input module at the other.
An extension from the input module casing is shaped to give two mounting
lugs at 180° apart.
The torque tube is similarly shaped to provide a second pair of mounting
lugs.
When assembled through the crosshead the torque tube lugs are positioned
between the input module lugs to give a lug spacing of 90°.
The steel crosshead is positioned at the plane of the mounting lugs and
connected to each of the four mounting lugs with a bolt and barrel nut.
Each connection to the crosshead includes a special bush that is of steel
and rubber to provide some flexibility in the connection.
The gimbal installation makes an universal joint which compensates for any
misalignment due to installation or MGB/engine relative movements.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-631000-G-A0126-00787-A-01-1
NUMBER 1 DRIVE SHAFT INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-631000-G-A0126-00788-A-01-1
MAIN ROTOR DRIVE: CROSSHEAD ENGINE N.1

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-631000-G-A0126-00789-A-01-1
MAIN ROTOR DRIVE: CROSSHEAD ENGINE N.2

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAINTENANCE INFORMATION
See IETP AMP Ch. 63-10 and ITEP.

LEADING PARTICULARS
• Drive shaft speed.................................... 21000 RPM (100% Nf/Nr)
• Gimbal weight (including shaft)................................ 8.5 kg (18.7 lb)

SAFETY PRECAUTIONS
The materials that follow are dangerous. Make sure that you know all the
safety precautions and first aid instructions for these materials:
• Solvent
• Sealant
• Grease
Be careful when you use the compressed air. Dust and particles can cause
injury to your eyes. Always use applicable protective goggles.

SPECIAL TOOLS/TEST EQUIPMENT

• Extractors bolts (part of MGB gimbal replacement tool kit).
• Gimbal/torque tube bushings replacement tool.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-631000-G-A0126-00790-A-01-1
MAIN ROTOR DRIVE: ENGINE/GEARBOX COUPLINGS

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ICN-39-A-631000-G-A0126-00791-A-01-1
MAIN ROTOR DRIVE

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ICN-39-A-631000-G-A0126-00792-A-01-1
CROSSHEAD AND DRIVE SHAFT-REMOVAL / INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-631000-G-A0126-00793-A-01-1
TORQUE TUBE – REMOVAL/INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-631000-G-A0126-00794-A-01-1

SPECIAL TOOLS EQUPIMENT

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SECTION 20
GEARBOXES

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DESCRIPTION Three brackets that are bolted to the main case provide the lower mounting
points for the three main rotor actuators.
The Main Gearbox (MGB) is a three stage reduction gearbox.
Two identical interchangeable engine input cases are installed on the MGB.
They receive the power from the engine drive shafts and perform the first
speed reduction through a spiral bevel gear set.
The gears also change the rotational axis toward the MGB body.
The input modules incorporate a sprag type freewheel unit, which allows for
MGB disengagement in case of engine failure or shut down.
For maintainability reasons the freewheel units are easily accessible for
inspection or replacement on the helicopter, without necessitating any major
disassembly of adjacent systems/components.
The input modules provide attachment to the engine gimbal assembly, react
their static and dynamic loads and also sustain the inertial loads generated
by the engines.
A low pressure switch is located at each engine input case.
The input pinion bearing of the engine input case is temperature monitored
through a bearing temperature sensor (thermocouple).
The output pinions from the engine input cases drive a collector gear and
this combination gives the second reduction stage, and changes the
direction to a vertical output.
The collector gear output shaft meshes with five planetary gears that provide
the third stage reduction and drive the output mast on which the main rotor
hub will be mounted.
Through the three stages the input speed of the engine shafts, at 21000
rpm, is reduced to a rotor drive of 296 rpm.
An NR sensor is installed on the front of the main housing.
The MGB also provides an output drive to the tail rotor, and a number of
accessories.
The tail rotor drive is directly driven by the collector gear and also includes a
simple bevel gear that drives the oil cooler fan.
The housing of the tail rotor drive also provides the support for the rotor
brake actuator.
The drive flange for the tail rotor drive shaft also permits the attachment of
the rotor brake disc.
The collector gear also drives the PUMP 4, the two lubrication system
pumps and, if fitted, the ECS compressor.
The input pinions on the engine input cases provide the drive to the other
two PUMP 1 and PUMP 2 and to the two alternators, if fitted.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-632000-G-A0126-00795-A-01-1
MAIN GEARBOX (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-632000-G-A0126-00796-A-01-1
MAIN GEARBOX (SHEET 2 OF 2)

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ICN-39-A-632000-G-A0126-00797-A-01-1
MAIN GEARBOX SCHEMATIC

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ICN-39-A-632000-G-A0126-00798-A-01-1
DRIVES

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ICN-39-A-632000-G-A0126-00823-A-01-1

MAIN GEARBOX SCHEMATIC

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PRIMARY COMPONENTS The input speed of the engine shafts (21000 rpm) is decreased, through the
three reduction stages, to the rotor drive of 296 rpm.
The main gearbox group includes the primary components that follow: The drive quill installed in the main gearbox are:
• The main gearbox • The front pump drive quill (number 3 pump)
• The oil cooler The left pump drive quill (number 1 pump)
•
• The oil cooler fan The right pump drive quill (number 2 pump)
•
• The ECS compressor drive quill
MAIN GEARBOX • The fan drive quill
The main gearbox includes a mechanical assembly and a lubrication • The tail rotor drive quill.
system. Three brackets are installed on the main case, they are the supports of the
three main rotor servo actuators.
Four fitting on the upper module and an anti-torque beam are provided to
MECHANICAL ASSEMBLY
attack the main gearbox to the fuselage.
The main gearbox is a set of cases which are the housings of the gears of The main gearbox includes some electrical sensors that monitor the
the reduction / transmission stages, the accessories and the other condition of the main gearbox.
components of the main gearbox. It is a three stages reduction gearbox. These sensors are:
The main gearbox drives the main rotor mast, the tail rotor drive (and the • The oil pressure switches (2 off)
rotor brake disk) and the accessories, either on the ground or in flight.
The cases are aluminium alloy castings with a thin wall and ribs that • The oil pressure sensor
increase their strength. They are: • The oil temperature sensor
• The two (engine) input shaft modules cases (left input shaft module • The oil temperature switch
and right input shaft module)
The main case • The low oil level sensor
•
• The upper module case
• The bottom cover
The primary internal assemblies of the main gearbox are:
• The input pinions and the gears of the left and right input modules (first
stage of reduction)
• The output pinions of the input modules and the collector gear (second
stage of reduction, this set of gears change the direction of the
movement to a vertical output)
• The output shaft of the collector gear and the five planetary gears of
the upper module (third stage of reduction, this drives the main rotor
mast).

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ICN-39-A-632000-G-A0126-00800-A-01-1
MAIN GEARBOX MECHANICAL ASSEMBLY (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
The bearing temperature sensors (thermocouples, 2 off) UPPER MODULE
• The chips detectors (3 off) The upper module of the main gearbox holds the planetary gears and the
• The oil filter clogged sensor main rotor mast. This module is installed on the main case of the gearbox.
The primary components of the upper module are:
• The rotor speed sensor
• The case
• The mast-planetary assembly
LEFT AND RIGHT SHAFT MODULES
• The planetary gear assembly
There are two input shaft modules installed on the main gearbox: the left The case is a light alloy casting and is machined. In the walls of the case
input shaft module and the right input shaft module. there are the oil ducts for the lubrication of the components.
The two input shaft modules are interchangeable, because they have the The collector gear (in the main case) engages the five planetary gears (third
same shape, configuration and components. stage of reduction) that drive the main rotor mast.
The left and the right input shaft modules are installed on the related side of A ball bearing an a roller bearing hold the mast and let it turn.
the main gearbox. Four fittings are installed on the upper module, they are the attachments of
The primary components of each module are: the four rods of the main gearbox.
• The housing and the cover
• The gimbal
• The input flange
• The input pinion, the gear and their ball and roller bearings
• The freewheel unit and its input and output ball bearings.
The housing is a light alloy casting and contains the components that turn
(first reduction stage).
The gimbal has the function to hold the crosshead and the torque tube and
is attached to the housing with eight washers and nuts.
The input flange receives the torque from the engine drive shaft and
transmits it to the input pinion. The input flange has internal splines and is
installed on the splined end of the input pinion. A duplex ball bearing and a
roller bearing hold the input pinion (28 teeth) and let it turn. The input pinion
engages the gear (85 teeth). A ball and a roller bearings hold the gear.
Three oil jets are installed in each input shaft module. They lubricates the
pinion, the gear and the related bearings.
The freewheel unit is of the "sprag" type.
It is installed between the gear and the input shaft. The freewheel has two
ball bearings that hold it and let it turn. The freewheel is lubricated through
an oil jet part of the cover.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-632000-G-A0126-00801-A-01-1
MAIN GEARBOX MECHANICAL ASSEMBLY (SHEET 2 OF 2)

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These sensors / components are installed in the upper module: ECS COMPRESSOR DRIVE QUILL
• The chip detector The ECS compressor drive quill is installed in the front of the main case of
• The oil cooler adapter the gearbox.
The oil temperature switch The primary components of the ECS compressor drive quill are:
•
The oil temperature sensor
• The case
•
The oil pressure transducer
• The pinion (27 teeth)
•
The oil filter of the lubricating system
• The flanged bearing
•
Four oil jets
• The locknut, the lock washer and the retaining ring.
•
The collector gear (97 teeth) of the main gearbox drives the pinion (27 teeth)
• The oil filler cap of the drive quill. The pinion has internal splines at the other end. The
external spines of the compressor drive shaft engage the internal splines of
the spiral bevel gear.
HYDRAULIC PUMPS DRIVE QUILL The flanged bearing, with two rows of balls, and a flange, with three
Three pump drive quills are installed in the main gearbox. One is installed in attaching holes, hold the pinion. Three nuts and three washers attach the
the left side of the main case, the second is installed in the right side, in flange to the case.
symmetrical position. The third drive quill is installed in the front of the main The retaining ring, the locknut and the lock washer hold in position the drive
gearbox. These pump drive quills have almost the same shape, components quill in the main gearbox.
and configuration.
The primary components of the drive quill are:
• The case
• The pinion (41 teeth)
• The flanged bearing
• The retaining ring, the locknut and the lock washer
• The seal cover
• The lip seal
The pinion has an internal splines that engage the external splines of the
pump drive shaft. The flanged bearing, with two rows of balls, and a flange,
with three attaching holes, hold the pinion. Three nuts and three washers
attach the flange to the pump case. The retaining ring, the locknut and the
lock washer hold in position the drive quill in the main gearbox.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-632000-G-A0126-00805-A-01-1
MAIN GEARBOX ELECTRICAL SENSORS

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FAN DRIVE QUILL The flange, internal splined, engages the external spline of the pinion. The
flange is the connection point of the rotor brake disc.
The fan drive quill is installed in the rear of the of the main gearbox, just The internal spline of the pinion engages the sliding adaptor that drives the
before and in the upper position of the tail-rotor drive quill. tail rotor shaft.
The primary components of the fan drive quill are: The retaining rings, the locknuts and the lock washers hold in position the
• The pinion (15 teeth) pinion and the gear.
• The flanged bearing
• The locknut, the lock washer and the retaining ring. LUBRICATING SYSTEM
A gear (53 teeth), installed on the tail rotor drive quill, engages the pinion (15 The lubricating system of the main gearbox is a self-contained system, with
teeth) and turns the fan drive quill. the internal oil ducts in the walls of the cases. The lubricating circuit stars at
The flanged bearing, with two rows of balls, and a flange, with three the sump and has pumps, filter and oil cooler. The end points of the circuit
attaching holes, hold the pinion. Three nuts and three washers attach the are the oil jets, that supply oil under pressure to the components.
flange to the main gearbox. The circuit has two pumps (positive displacement) installed in the rear of the
The retaining ring, the locknut and the lock washer hold in position the fan main case, check valves and two chip detectors. The chip detectors are in
drive quill in the main gearbox. the sump and are installed in the first part of the suction ducts of the pumps.
Another chip detector (the mast chip detector) is installed in the upper
module, in the oil collector of the main rotor. They pull (and monitor) the
TAIL-ROTOR DRIVE QUILL
unwanted ferrous material contained in the oil.
The tail-rotor drive quill is installed in the rear of the main gearbox. The
primary components of the tail-rotor drive quill are:
• The rotor-brake case
• The pinion (29 teeth)
• The gear (53 teeth)
• The flange
• The roller bearing
• The flanged bearing
• The seal case
• The lip seal
• The locknuts, the lock washers and the retaining rings.
The pinion engages the collector gear (97 teeth) (second reduction stage)
and drives the tail rotor shaft. A gear (53 teeth), installed on the pinion,
drives the fan drive quill.
The flanged bearing, housed in the rotor-brake case, and the roller bearing,
housed in the main case, hold the pinion.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-632000-G-A0126-00806-A-01-1
MAIN GEARBOX LUBRICATING SYSTEM (SHEET 1 OF 2)

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A low oil level switch is installed in the bottom case of the main gearbox. drives the lubrication pump. Three nuts and their washers attach the pump
There is also a sight glass on the front side of the bottom case; it shows two to the main case of the gearbox.
marks: MAX and MIN. The sump holds approximately 18 liters of oil.
Each pump supplies the oil to the circuit through a pressure relief valve. This
valve, if the flow of oil is too much, sends the unwanted oil back to the sump. OIL COOLER FAN
After the pressure relief valves the oil flows through the check valves. Then The oil cooler has a thermostatic bypass / relief valve for the oil. This valve
the oil from the two pumps is mixed and passes through the oil filter and the prevents the flow of the oil through the oil cooler when:
oil cooler.
The lubricating circuit supplies the oil to the components that must be • The temperature of the oil is less than 80 °C.
lubricated through the oil jets. • The difference in the pressure at the oil input and oil output is higher
There are 29 oil jets in the main gearbox group: than 190 KPa (a restriction is present in the heat exchanger).
• 17 oil jets in the main case The mechanically driven fan decreases the temperature of the oil in the
ducts of the oil cooler.
• four oil jets in the top case
• three oil jets in the left input shaft module and three in the right input
shaft module
• one oil jet in the cover of the left input shaft module, one oil jet the
cover of the right input module.

OIL FILTER
The oil filter is installed on the upper module and the oil cooler on the main
case of the main gearbox.
The oil filter has a by-pass valve and a differential pressure switch. The filter
element will be by-passed if the oil pressure through the filter decreases
more than 170 ±28 KPa (filter clogged)

LUBRICATION PUMP
Two lubrication pumps are installed on the rear of the main gearbox, in
symmetrical position.
Each lubrication pump is of the positive displacement type, with multiple
elements to optimize the tip speed of the rotors. This is to decrease the risk
of cavitation even in the most critical flight condition.
A spiral bevel gear (18 teeth) is installed on the drive shaft of the pump, and
a key keeps it in position. A locknut, a lock washer and a retaining ring
attach the spiral bevel gear to the drive shaft. This spiral bevel gear (18
teeth) engages the collector gear (97 teeth) (second reduction stage) and

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-632000-G-A0126-00807-A-01-1
MAIN GEARBOX LUBRICATING SYSTEM (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-632000-G-A0126-00808-A-02-1
MAIN GEARBOX LUBRICATION SCHEMATIC DIAGRAM

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAINTENANCE INFORMATION
See IETP AMP Ch. 63-20 and ITEP.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-632000-G-A0126-00809-A-01-1
LUBRICATION PUMP AND RELIEF VALVE-REMOVAL/INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-632000-G-A0126-00810-A-01-1
LUBRICATION PUMP ASSEMBLY/DISASSEMBLY

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ICN-39-A-632000-G-A0126-00811-A-01-1
OIL FILTER REPLACEMENT

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ICN-39-A-632000-G-A0126-00812-A-01-1
SERVOACTUATOR SUPPORT – REMOVAL/INSTALLATION

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ICN-39-A-632000-G-A0126-00813-A-01-1
FREEWHEEL OPERATION

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ICN-39-A-632000-G-A0126-00814-A-01-1
FREEWHEEL AND SHAFT – REMOVAL (SHEET 1 OF 3)

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ICN-39-A-632000-G-A0126-00815-A-01-1
FREEWHEEL AND SHAFT – REMOVAL (SHEET 2 OF 3)

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ICN-39-A-632000-G-A0126-00816-A-01-1
FREEWHEEL AND SHAFT – REMOVAL (SHEET 3 OF 3)

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ICN-39-A-632000-G-A0126-00817-A-01-1
FREEWHEEL AND SHAFT - INSTALLATION (SHEET 1 OF 3)

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ICN-39-A-632000-G-A0126-00818-A-01-1
FREEWHEEL AND SHAFT - INSTALLATION (SHEET 2 OF 3)

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ICN-39-A-632000-G-A0126-00819-A-01-1
FREEWHEEL AND SHAFT - INSTALLATION (SHEET 3 OF 3)

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ICN-39-A-632000-G-A0126-00820-A-01-1

GIMBAL INPUT SEAL – REMOVAL/INSTALLATION (SHEET 1 OF 3)

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ICN-39-A-632000-G-A0126-00821-A-01-1
GIMBAL INPUT SEAL – REMOVAL/INSTALLATION (SHEET 2 OF 3)

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ICN-39-A-632000-G-A0126-00822-A-01-1
GIMBAL INPUT SEAL – REMOVAL/INSTALLATION (SHEET 3 OF 3)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-632000-G-A0126-00829-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT (SHEET 1 OF 10)

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ICN-39-A-632000-G-A0126-00830-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT (SHEET 2 OF 10)

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ICN-39-A-632000-G-A0126-00831-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT (SHEET 3 OF 10)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-632000-G-A0126-00832-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT (SHEET 4 OF 10)

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ICN-39-A-632000-G-A0126-00833-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT (SHEET 5 OF 10)

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ICN-39-A-632000-G-A0126-00834-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT (SHEET 6 OF 10)

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ICN-39-A-632000-G-A0126-00835-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT (SHEET 7 OF 10)

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ICN-39-A-632000-G-A0126-00836-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT (SHEET 8 OF 10)

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ICN-39-A-632000-G-A0126-00837-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT (SHEET 9 OF 10)

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ICN-39-A-632000-G-A0126-00838-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT (SHEET 10 OF 10)

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PAGE INTENTIONALLY LEFT BLANK

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 30
MOUNTS AND ATTACHMENTS

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DESCRIPTION
The mounts and attachments support and restrain the MGB.
These are an anti-torque beam that connects to the bottom of the MGB and
four rods that connect between the MGB upper casing and central fuselage.
The anti-torque beam principally absorb the torque load and the support
rods principally absorb the lift loads.
The torque beam is a flat plate with extensions on each side.
The plate fits on to studs that extend from the bottom of the MGB.
The extensions on each side of the plate allow the connection to the central
fuselage by four bolts which engage barrel nuts inside a lug in a support
bolted to the upper deck (inside main cabin).
Four fittings, bolted to the upper case, provide the upper attachment for the
forward and aft rods. Each fitting is attached to the MGB casing by four
bolts. Each fitting is angled downwards, and provides an extension lug for
the connection of the rod.
The rod connection to the gearbox fitting is made by one bolt.
Four supports, bolted to the upper deck, provide the lower attachment for the
forward and aft rods.
The forward supports are attached with three bolts while the aft supports
with four bolts.
The rod connection to the support is made by one bolt.
The MGB attachments are interfaced with the Main Gearbox and the central
fuselage.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-633000-G-A0126-00839-A-01-1
MAIN GEARBOX ATTACHMENT

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-633000-G-A0126-00840-A-01-1
MAIN ROTOR DRIVE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAINTENANCE INFORMATION
See IETP AMP Ch. 63-30 and ITEP.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-633000-G-A0126-00841-A-01-1
MGB ATTACHMENT REMOVAL/INSTALLATION (SHEET 1 OF 3)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-633000-G-A0126-00842-A-01-1
MGB ATTACHMENT REMOVAL/INSTALLATION (SHEET 2 OF 3)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-633000-G-A0126-00843-A-01-1
MGB ATTACHMENT REMOVAL/INSTALLATION (SHEET 3 OF 3)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-633000-G-A0126-00844-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

PAGE INTENTIONALLY LEFT BLANK

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 40
INDICATING

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DESCRIPTION The test consists of a continuity test resistor of 30 kΩ that is provided
inside each sensor across pins A and B as close as possible to the
The main gearbox (MGB) assembly is driven by two engines and drives the detector gap.
main rotor shaft at about 296 RPM and the tail rotor. This resistor allows the testing and trouble shooting to check the
At each MGB input, a spring type freewheeling unit is installed allowing continuity of the cabling, connector and wire receptacle of each
override of each engine in case of engine shutdown or failure, so that the individual sensor without need of accessing it.
rotor is continuously driven by the remaining engine.
The MGB is monitored by the following sensors:
• 3 chip detectors with a Chip Detector Power Unit
• (DEBRIS WARNINGS SYSTEM)
• 1 oil level sensor
• 1 oil pressure transducer
• 1 oil temperature transducer
• 1 oil filter switch
• 1 oil temperature switch
• 2 oil pressure switches
• 2 thermocouple sensors (Bearing)
• 1 magnetic speed sensor (NR).
The DWS installed on the AW139 is formed by the 5 chip detectors, the
power unit chip detector box, a data bus ARINC 429 to MAUs and a control
panel for the chip burner.
The purpose of the power unit chip detector box is:
• to sense the detected ferrous debris introduced into the lubricating oil
of the transmission system by wear or failure of gears, bearings and
other oil wetted parts.
• to monitor the status of the five channels to determine if a short
condition (CHIP) is being detected, if there is an open condition
(FAULT) or if it is a normal condition and reports this to the MAU over
the ARINC 429 interface.
• to burn the small particles. The burning pulse shall be delivered in
sequence to the sensors having the chip.
• to self test the internal circuitry and chip sensors automatically.
• to test the chip sensors manually through an external switch on the
box.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-634000-G-A0126-00845-A-01-1
MAIN GEARBOX INDICATING COMPONENT LOCATION (SHEET 1 OF 5)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-634000-G-A0126-00846-A-01-1
MAIN GEARBOX INDICATING COMPONENT LOCATION (SHEET 2 OF 5)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-634000-G-A0126-00883-A-02-1

MAIN GEARBOX INDICATING COMPONENT LOCATION (SHEET 3 OF 5)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-634000-G-A0126-00884-A-01-1

MAIN GEARBOX INDICATING COMPONENT LOCATION (SHEET 4 OF 5)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-634000-G-A0126-00885-A-01-1
MAIN GEARBOX INDICATING COMPONENT LOCATION (SHEET 5 OF 5)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
OPERATION The sensing probes are metal sheathed type K thermocouples and are held
nearly in contact with the measured part by means of a helical spring.
On the MGB three chip detectors are fitted: two in the sump and one close to When the operating temperature range increases to a predetermined value
the mast bearing. the MAUs generate the caution alarm on the MFD.
When a particle is detected by any of the sensors, the relevant caution alarm The NR speed sensor is a triple coil magnetic pick up and provides MAU's
is generated.
and EEC's with 3 independent frequency outputs directly related to the
For small particles a burning attempt can be performed by the crew through
speed of the rotor gear.
the manual use of a push-button fitted on the miscellaneous control panel.
The NR value is represented on the triple tachometer on the MFD and the
If the signal is extinguished (burning successful), the relevant information of
small particle captured together with the date and time, sensor name, PFDs.
number of burning attempts are stored in the NVM.
The debris warning system can be tested before flight by the operator
through a switch located on the Power Unit Chip Detector box.
The oil level sensor is an optical sensor type which provides an electrical
signal when the oil level in the reservoir and sump is below a predetermined
minimum level.
The MAUs generate the caution alarm on the display.
During the pre-flight check, the flight crew uses the test panel to perform the
MGB oil level test.
The oil pressure transducer is a strain-gauge type that provides an analog
input to the MAU NO.1.
The pressure value will be represented on the MFD.
The oil temperature transducer is a thermo-resistance type that provides an
analog input to the MAU NO.1.
The temperature value will be represented on the MFD.
An oil filter with a differential pressure sensor, microswitch type, senses the
differential pressure between the filter input and output and the MAUs
generate this caution alarm that is represented on the MFD.
The oil temperature switch senses the temperature of the MGB oil circuit and
when it reaches a predetermined value, the MAU NO.2 will generate a
warning alarm on the MFD.
The two oil pressure switches are installed to sense the low pressure of the
MGB and when one of the oil sensor pressure switch pressure switch
senses the minimum value, the MAUs generate the caution alarm on the
MFD.
When the pressure value reaches the minimum value and the two oil
pressure switches sense this minimum value, the warning alarm will be
represented on the MFD.
There are two thermocouple sensors installed on each MGB drive bearing 1
and 2.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-634000-G-A0126-00886-A-01-1
MGB-IGB-TGB/INDICATING ELECTRICAL SCHEMATIC (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-634000-G-A0126-00887-A-01-1
MGB-IGB-TGB/INDICATING ELECTRICAL SCHEMATIC (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CONTROLS AND INDICATORS
The main gearbox (MGB) controls are located on the Miscellaneous Panel
and on the Test Control Panel both installed in the cockpit console.
The MFD (Main and Cruise Page) displays the MGB OIL TEMP/PRESS
parameters.
The MFD also provides the malfunction condition in the CAS message
window #1.
The Miscellaneous Panel provides the following function:
1 CHIP BURNER: ... when pressed a burning attempt for the MGB
CHIP MAST or MGB CHIP SUMP is
performed.

The Test Control Panel provides the following function:

2 MGB OIL LEVEL

• Push button test when pressed the caution MGB OIL
switch: .................. LOW in inverse video is displayed in the
CAS window.

NOTE
This test is operative with the A/C on ground and NR < 2%.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-634000-G-A0126-00888-A-01-1

MAIN GEARBOX PANEL

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CAPTIONS 9 MGB OIL LOW: ... when the MGB oil level is at minimum or during
the MGB OIL LEVEL TEST.
The warning provided in the CAS is as follows:
1 MGB OIL PRESS: when the MGB oil pressure in the lubricating 10 1(2) BRG TEMP: . when the MGB-Engine 1(2) input stage bearing
system is below 3.1 bar; resets above 3.4 bar. temperature is above 140°C; resets below
135°C.
2 MGB OIL TEMP: .. when the MGB oil temperature in the lubricating
system is above 109°C; resets below 97°C. 11 AVIONIC when the loss of communications to a single MAU is
FAULT: ......... detected for the CHIP DETECTOR POWER UNIT.
NOTE The maintenance message in the CMC is A429/RS
When one of this warning is detected, besides the MWL 422 BUS.
activation, the AWG shall provide the following:
NOTE
- No tone + WARNING – WARNING (aural message) In case of double malfunction, caution message 1-2
This sequence is transmitted once only. This message BRG TEMP will replace the 1 BRG TEMP and 2 BRG
has priority number 5. TEMP.

The caution provided in the CAS message window is as follows: 12 XMNS OVTQ
• AEO: ............... when in AEO condition, the TQ1> 110% or
3 1(2) MGB OIL when the oil pressure in the MGB – Engine TQ2 > 110%.
PRESS: ................. 1(2) input stage is below 3.1 bar; resets above • OEI: ................ when in OEI condition, the TQ1> 160% or
3.4 bar. TQ2 > 160%.
NOTE
NOTE
With the A/C both on ground and flight the warning
This condition is set after 1 sec from the detection; is
MGB OIL PRESS will suppress the caution 1-2 MGB
reset after 300 msec from when the malfunction is
OIL PRESS.
removed.

4 MGB CHIP MAST: when inside the MGB oil lubricating system a
13 CHIP DET when the Chip Detector Power Unit does not respond
chip is detected on the MAST bearing
UNIT: ........ to the power up built in test or continuous built in test
5 MGB CHIP SUMP: when inside the MGB oil lubricating system a or responds to the manual test when the push-button
chip is detected in the SUMP. switch on the CDPU unit is pressed.
6 CHIP MAST FAIL: ... when the channel relative to the CHIP MAST 14 CHIP DET Chip Detector Power Unit responds on manual
detector system is sensed faulty. TEST: ............. test.
7 CHIP SUMP FAIL: .. when the channel relative to the CHIP SUMP Caution will be displayed when test switch on
detector system is sensed faulty. CDPU is pressed and all is normal
8 MGB OIL FILTER: ..... when the differential pressure between filter
input and output exceeds 1.25 bar.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-634000-G-A0126-03356-A-01-1
MAIN GEARBOX INDICATING (SHEET 1 OF 4)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-634000-G-A0126-03357-A-01-1
MAIN GEARBOX INDICATING (SHEET 2 OF 4)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-634000-G-A0126-03045-A-01-1
MAIN GEARBOX INDICATING (SHEET 3 OF 4)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-634000-G-A0126-03047-A-01-1
MAIN GEARBOX INDICATING (SHEET 4 OF 4)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

PAGE INTENTIONALLY LEFT BLANK

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 50
ROTOR BRAKE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DESCRIPTION The calliper support incorporates the housing for all the components and a
clevis for the caliper installation on the axis. The caliper support has two
A Rotor Brake System is provided to keep the rotor from turning when the functions: to transfer the braking torque to the MGB structure and to allow
helicopter is parked and to assist in stopping the rotors upon engines the Up / Down movement of the calliper.
shutdown. The calliper is articulated on the hinge pin of the fix support (MGB flange
The system is composed by: support ).
• RBA Rotor Brake Assembly. A caliper clevis is fitted with two conical splines on the caliper axis.
• RBD Rotor Brake Disk.
• RBCL Rotor Brake Control Lever. BRAKE PADS
• RBAA Rotor Brake Actuation Assembly. Two brake pads sintered bronze/iron compound deposit in the steel plate are
• RBPI Rotor Brake Pressure Indicator. furnished. A visual indicator of the brake pad wear can be seen on the lateral
side of the pad.
• RBCM Rotor Brake Control Module.
• RBRA Rotor Brake Reservoir Assembly.
• RBCB Rotor Brake (Relays) Control Box.

RBA ROTOR BRAKE ASSEMBLY

The RBA Assembly, installed on the Main Gearbox, converts the hydraulic
pressure to a braking force. The RBA keep the rotors from turning when the
helicopter is parked and to assist in stopping the rotors upon engine
shutdown. It is also used during parking to prevent the wind- milling action of
the rotors in windy conditions.
The RBA produces a braking action when the lined opposing piston is
actuated hydraulically. This clamping acts on a rotating disc bolted to the tail
rotor drive shaft, take -off flange at the MGB.
Hydraulic pressure to operate the RBA is provided by a RBCM (Rotor Brake
Control Module).
A RBAA (Rotor Brake Actuation Assembly) is installed to move the calliper
"OFF" the rotating disc.
The RBA consists of one calliper assembly and one calliper support
The caliper assembly includes the following parts: the support, the linkage to
mate the RBAA, two wear ablative brake pads, four pistons, four pistons
stops, hydraulic connections and bleed valves to remove air from the
hydraulics cavities of the RBA caliper, a four position switch to detect the
brake pads correct reset status, one line electrical connector for the position
switches.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-635000-G-A0126-00849-A-01-1
ROTOR BRAKE SYSTEM COMPONENT LOCATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CONTROLS AND INDICATORS 7 PRESSURE DIGITAL displays the operating pressure (0
READOUT: ......................... ÷100 bar) in green.
The rotor brake system control is housed on the right side of the overhead
panel. 8 LOW PRESSURE lit when the pressure is equal or less
The rotor brake pressure indicator also on the right side of the overhead underline .......................... than 20 bar.
panel provides the operating pressure and the calliper status. 9 TEST push button ........................ when pressed, the two leds light.
The MFD provides the operative and malfunction condition in the CAS
message window #1. NOTE
The rotor brake control lever provides the following functions: Both leds are green to allow NVG operation.
1 OFF ....................................................... the rotor brake is released.
2 PUMPING LIMIT
• When from OFF position, provides the movement of the RBA
pistons up the disc contact. The pressure generated is 8.3 bar.
• When the pumping movement between PUMPING LIMIT –
BRAKE after the dynamic braking. The pressure generated is
42.7 bar for the PARKING condition.
3 BRAKE
• At the first stroke (~28 bar), the dynamic braking is activated.
• After a pumping action, the parking is activated for about eight
hours.

NOTE
The minimum parking brake pressure is 26 bar and
may be achieved after eight hours. Below this pressure
is possible to restore the correct one in the circuit,
pumping again.

The rotor brake pressure indicator provides the following functions:

4 CALIPER DOWN green lit when the calliper is down; it flashes

led .................................... during the transition.
5 CALIPER UP green led ... lit when the calliper is up; it flashes
during the transition.
6 HIGH PRESSURE lit when the pressure is equal or above
underline: ........................... 50 bar.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-635000-G-A0126-00850-A-01-1

CONTROLS AND INDICATORS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PISTON AND PISTON STOP RBAA (ROTOR BRAKE ACTUATION ASSY)
Four pistons provide the needed force on the brake pads. An electromechanical actuator is provided to move the RBA caliper to its
The piston stop will: operative and inoperative position by pushing or pulling the yoke clevis
• avoid piston expulsion in case of pressurization without RBD presence The position switches, independent from the electrical power circuit of the
RBAA, deliver the following information:
• allow the positive return of the brake pads when hydraulic pressure is
removed off the system • Actuator extended, caliper in "UP" position.
• guarantee a clearance between the brake pads and the disc when no • Actuator retracted, caliper in "DOWN" position.
pressure is applied when both disc and brake pads are new.

RBD ROTOR BRAKE DISC

A metal brake disc is bolted to the tail rotor drive shaft.

RBCL ROTOR BRAKE CONTROL LEVER

A RBCL control lever, installed in the overhead control panel, is provided to
generate the required hydraulic power.
The pilot or copilot will manually actuate this lever.
The RBCL has the following parts:
• "T" lever
Integrated on the Rotor Brake Control Lever the "T" lever, a spring loaded
latch device, automatically engages and locks the lever in the operative
position (OFF, BRAKE).
Removal of the latch shall be performed by means of knobs.
The "T" lever shall be connected to the RBCM via a control rod.
The "T" lever motion logic is as follows:
• BRAKE: FORWARD, system is powered.
• BRAKE OFF: REARWARD, system is released.
• PARKING: For pumping operation a sector from PUMPING LIMIT to
BRAKE is provided.
Control lever OFF position switch.
A control lever OFF position switch is provided to monitor the lever rest
position. It is used to manage the RB electrical circuitry.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-635000-G-A0126-00851-A-01-1

ROTOR BRAKE CONTROL LEVER

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
RBPI ROTOR BRAKE PRESSURE INDICATOR is possible to fill the parking accumulator. The pressure generated will
be 42.7 bar at PARKING end of pumping cycles. The second piston
A RBPI is provided to control the RB hydraulic pressure and caliper status. pumping is possible by the use of a non-return valve which keeps the
The pressure indicator consists of: accumulator inflated and permits fluid release from the reservoir.
• A digital display for RBCM pressure (range 0 - 100 bar); The RBPI
display background is green color.
• An amber "LOW PRESS" indication for pressure < 20 bar alighted only HYDRAULIC ACCUMULATOR
when the caliper is in UP position A hydraulic accumulator to store fluid for temperature and leakage
• An amber "HIGH PRESS" indication for pressure > 50 bar alighted only compensation is provided.
when the caliper is in UP position The accumulator will be sized to keep the RB circuit pressurized between 26
• A green led to indicate the "CALIPER DOWN" position. to 46.5 bar in order to compensate for the fluid contraction when the
helicopter is shutdown and left in parked and for any valve leakage.
• A green led to indicate the "CALIPER ENGAGED" position. The accumulator is a spring loaded piston type.
• A Test Push Button for the indications and LED test. Both the LED’s
will be flashing during caliper transit from down to up position and vice
versa.
The indication and pressure display is active when the helicopter is on
ground (WOW status).
NOTE
Both leds are green to allow NVG operation.

RBCM (ROTOR BRAKE CONTROL MODULE)

A RBCM is provided to convert the pilot’s action in hydraulic power.
The RBCM has the following parts:

DUAL-STAGE HYDRAULIC PUMP

A dual-stage hydraulic pump provide to generate the required pressure and
fluid displacement.
• First stage pump.
The first stage pump to provide the movement of the RBA piston up to
the disc contact. The pressure generated is 5 bar (end of stroke).
• Second stage pump.
The second stage pump provides the braking pressure to the RBA
pistons. The pressure generated is 35 bar at BRAKE position. The
parking accumulator is partially charged. With a pumping movement it

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-635000-G-A0126-00852-A-01-1
ROTOR BRAKE SYSTEM CONTROLS AND INDICATORS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
THERMAL RELIEF VALVE BLEEDING PORTS
A thermal relief valve, will be used to limit the circuit pressure that can be RBCM is of self-bleeding design.
generated by the pump. The following setting is required: Bleed points, if necessary, are located on the RBCM
• OPEN at a pressure increase up to 62 bar.
• CLOSE at a pressure decrease down to 52 bar.
RBRA (ROTOR BRAKE RESERVOIR ASSEMBLY)
CIRCUIT AND INTERLOCK PRESSURE SWITCH The RBRA has a capacity of 80 cm3 and is used to store the fluid to
A pressure switch is provided to detect circuit pressure. It is used: compensate for fluid thermal expansion, small external leakage and mainly
• to give a caution message; to provide the pressure head to the RBCM and RBA at ground.
The minimum level reservoir capacity is 24 cm3.
• to manage the engine interlock circuit. The RBRA has the following parts:
The following settings are required:
• a fluid tank to store the fluid;
• close at 3.0 bar during pressure increase.
• a transparent area to check the fluid level;
• open before 1.0 bar during pressure decrease.
• a filling port to refill the circuit;
• a breather port open to atmosphere to vent the RB circuit;
PRESSURE TRANSDUCER
• an hydraulic port;
A pressure transducer is provided to monitor the pressure values in the
circuit. • an filter inside the reservoir is used to prevent external leakage from
the cap.
Pressure transducer is a strain gauge type.

SHUT-OFF VALVE RBCB ROTOR BRAKE CONTROL BOX

A solenoid shut-off valve is provided to manage the RB circuit. The valve is The RCBC is provide to manage the RBS for the required operations
OPEN when energized (in flight) and CLOSED when de-energized (on according to:
ground). • the control signals coming from the RBCL;
• the status of the RBS;
FIRST STAGE RELIEF VALVE • landing gear WOW signal.
A first stage relief valve is provided to control the hydraulic pressure in the
first pump stage.
The following setting is required:
• Cracking pressure: 8.3 bar.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-635000-G-A0126-00853-A-01-1
ROTOR BRAKE CONTROL MODULE – REMOVAL/INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
RBA Caliper UP/DOWN position. action on the rotating disc bolted to the tail drive shaft take-off flange at the
• Engine OFF position. main gearbox.
A RBAA (Rotor Brake Actuation Assembly) is provided to move and maintain
• RBS Pressure condition. the RBA caliper on its operative “UP” or “DOWN” positions.
• RBA pucks reset position. A RBPI (Rotor Brake Pressure Indication) is provided to control the RB
hydraulic pressure and caliper status.
• RBAA position for the end stroke switchs A RBCB (Rotor Brake Control Box) is provided to electrically control the RB
The RBCB is installed on the ceiling of the passengers cabin. functions.
Using the provided inputs it generates the outputs to drive the external RB During flight the RB caliper is maintained in the “DOWN” position, far from
components and provides the required signals to the MAU. the RB disc. The RB caliper moves to the “UP” position only when the
helicopter is on the ground with WOW and the engines in OFF condition.
The “UP / DOWN” caliper movement, is managed by a Rotor Brake Relay
OPERATION Box. Different helicopter electrical signals are used for the braking action;
The system is manually controlled through a RBCL (Rotor Brake Control these signals are provided by:
Lever) positioned in the cockpit which generates the required hydraulic • RCBL lever position
pressure.
Hydraulic pressure to operate the rotor brake is supplied by a RBCM (Rotor • RBAA UP/DOWN position
Brake Control Module) installed on the helicopter upper deck. • Engine Mode Selector
The RBCL has the following operational positions:
• Landing Gear WOW (Weight-On-Wheel)
• OFF (RELEASE)
• PUMPING (Forward detent and backward stop)
• BRAKE (fuII stroke stop position).
The stroke between “PUMPING” and “BRAKE” position has two functions:
• Normal braking:
• To provide a pressure of 5 bar to the braking pistons in order to have
contact between pucks and rotor disc.
• To pressurize the system at 26-28 bar for dynamic braking by filling
the accumulator.
• Parking:
• To perform a pumping action by moving the Iever, between the
“PUMPING” and “BRAKING” positions, to increase the pressure in
the circuit and in the accumulator up to a maximum parking pressure
of 46.5 bar.
The RBCL and RBCM are connected via a control rod.
The RBA (Rotor Brake Assembly) provides the braking action when the Iined
opposing pistons are actuated hydraulically. This produces a clamping

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ICN-39-A-635000-G-A0126-00854-A-01-1

SYSTEM SCHEMATIC AND OPERATION – IN FLIGHT

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ICN-39-A-635000-G-A0126-00855-A-01-1
SYSTEM SCHEMATIC AND OPERATION – ON GROUND

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ICN-39-A-635000-G-A0126-00856-A-01-1
SYSTEM SCHEMATIC AND OPERATION – PARKING

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ICN-39-A-635000-G-A0126-00857-A-01-1
SYSTEM SCHEMATIC AND OPERATION – FAILURE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
An electrical shut-off valve installed in the RBCM prevents inadvertent • The caliper is raised automatically
pressurization of the RBA when the helicopter is in flight.
On the ground no pressurization is generated in the RB system unless the • The SOV is closed (denergized).
engines are OFF. The RBPI changes the status of the indicators display as follows:
The rotors stop is reached in 1115 sec approx. (DYNAMIC braking). • Switch-on of the CALIPER DOWN and CALIPER UP indications in
An accumulator in the RBCM maintains the PARKING pressure for at least 8 flashing mode during the transition phase;
hours, when starting from a pressure of at least 40 bar. lf hydraulic pressure • Lighting of the indication light CALIPER UP in fixed mode (when the
decreases while parked, it is possible to restore the needed parking caliper is in brake position) and switch off of the CALIPER DOWN
pressure by the manual action on the RBCL, without limitation. indication.
• LOW PRESS indication lit.
OPERATION
LN FLIGHT ON GROUND: DURING A BRAKING ACTION
• The RBCL is in “OFF” position; The rotor braking is carried out by the pilot pushing the RBCL forward.
With both engines OFF, as soon as the RBCL is moved from the “OFF” to
• No hydraulic pressure is present; the “BRAKE” position, the RB is operated as follows:
• The Caliper is in the down position; • The mechanical outlet valve is closed;
• The RBCM circuit shut-off valve remains open (energized). In this • Pucks are pushed against the rotating disc to generate the braking
condition the RB line is connected to the reservoir / atmosphere. action;
• The indicator CALIPER DOWN is alighted (green light) on the RBPI. • The accumulator is partially filled up (incomplete charge)
The normal pressure generated by a full stroke of the Iever is 26-28 bar (with
new pucks and disk).
ON GROUND: WITH ONE OR BOTH ENGINES IN FLIGHT OR IN GI
The LOW PRESS indication, on the RBPI, is switched off.
CONDITION The digital display shows the pressure value applied to the brake.
• The RBCL is in “OFF” position; The ROTOR BRAKE ON advisory indication is lit on the CAS.
If the RBCL is moved from the OFF position with one or both engines in
• No hydraulic pressure is furnished; flight:
• The Caliper is in down position; • No hydraulic pressure is applied;
• The SOV is still open (energized). • The Caliper is in down position;
The indicator CALIPER DOWN remains lit on the RBPI. • The SOV is still open (energized).
The indicator CALIPER DOWN remains lit on the RBPI.
ON GROUND: AFTER (BOTH) ENGINES SHUT-DOWN The ROTOR BRAKE FAIL caution indication is lit on the CAS.

• The RBCL is in the“OFF” position;

• No hydraulic pressure is present;

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
ON GROUND: “PARKING” BRAKING • The caliper is lowered automatically.
PARKING condition (accumulator fully charged) is performed through a The RBPI changes the status of the indicator displays as follows:
RBCL pumping action (backward and forward motion) in the pumping area • Switch-on the CALIPER DOWN and CALIPER UP indications in
until: flashing mode during the transition phase;
• the hydraulic pressure in the circuit is > 40 bar; • Lighting of the indication light CALIPER DOWN in fixed mode (when
the RBCM accumulator is fully charged. the caliper is in down position) and switch off of the CALIPER
•
ENGAGED indication.
The LOW PRESS indication, on the RBPI, is switched off.
The digital display shows the pressure value applied to the brake.
The ROTOR BRAKE ON advisory indication is lit on the CAS. R/B OPERATING LIMITATIONS
In this condition the RBCM accumulator provides hydraulic power to stop the
rotors from turning for a minimum of 8 hours. The RB is subject to the following operating limitations:
When the pressure reduces below 20 bar, the LOW PRESS caption of the • NORMAL BRAKING - during normal braking the rotor brake may be
RBPI is lit and the pressure in the circuit can be restored, by additional applied at 40% RPM rotor speed or less.
pumping action. • PARKING - Starting for press > 40 bar, 8 hours minimum.
If pumping action on the RBCL is beyond 40 bar, the maximum pressure of
62 bar can be reached, value at which the system relief valve is opened.
A HIGH PRESS yellow caption is alighted on the RBPI when the pressure
overcome 50 bar.
MAINTENANCE INFORMATION
ON GROUND: BRAKING RELEASE See IETP AMP Ch. 63-50.

The braking release is carried out by the pilot by moving the RBCL
backwards.
As the RBCL is moved to the “OFF” position the RB is operated as follows:
• the mechanical outlet valve is opened;
• pucks are released;
• the accumulator is discharged.
The indicator CALIPER UP remains lit on the RBPI.
The LOW PRESS indication, on the RBPI, is lit.

ON GROUND: AFTER ENGINES START

• The RBCL is in “OFF” position;
• No hydraulic pressure is present;
• The SOV is opened (energized);

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ICN-39-A-635000-G-A0126-00859-A-01-1
RB DISC/ RB ACTUATOR/ RB RUBBER STOP/RB CALIPER – REMOVAL/INSTALLATION

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ICN-39-A-635000-G-A0126-00861-A-01-1
RUBBER SHIM – REMOVAL/INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CAPTIONS
The caution in the CAS message window is as follows:
1 ROTOR BRK FAIL
• Pads are activated, no pressure applied to brake;
• Not pressurized, but lever is not in OFF;
• 10 sec after shutdown both engines calliper is not UP;
• At least one Eng running for 10 sec, calliper is not in the DOWN
position;
• Rotor brake not engaged and one or more Lining Micro Switches
are active.

The advisory in the CAS message window is as follows:

2 ROTOR BRK ON
• Rotor brake is engaged.

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ICN-39-A-635000-G-A0126-00862-A-01-1
CAPTIONS

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CHAPTER

64
TAIL ROTOR

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SECTION 00
TAIL ROTOR

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TAIL ROTOR – GENERAL An upper and lower fiberglass skins are bonded at the rear of the leading
edge spar and extended back to joint together and form the trailing edge.
The Tail Rotor (TR) compensates the reaction torque caused by the main The spar root section is formed by a loop of carbon fiber and, at top and
rotor and enables the aircraft to be controlled in its yaw axis. bottom, by fiberglass strips that are wound so as to allow the attachment of
The TR is a four blade fully articulated rotor with elastomeric spherical the elastomeric bearing.
bearings, which allow flapping, lead-lag and feathering movements. The TR The blade tip includes a pocket where masses are introduced to statically
comprises: balance the blade; the same occur in the root section.
• the tail rotor head A lightning conductor jumper is attached to the top of each blade
• the blades attachment.

• the rotating controls

ROTATING CONTROLS
The TR interfaces the flight control system via the rotating controls. The
TAIL ROTOR – MAIN COMPONENTS rotating controls receive inputs from the TR actuator and transform them to
TAIL ROTOR HEAD give the required blade pitch-angle changes.
The TR controls include:
The tail rotor head is driven by the Tail Gear Box (TGB) shaft and includes
• a spider installed over a sliding tube. The sliding tube is installed on the
• a splined hub connecting the TGB shaft to the four blades. The hub is TGB mast and supplies the attachments for one end of the rotating
constituted by four arms and secured in place by locknut and bolts. An scissors
upper and a lower limiter are used to limit the flapping movements
between - 10° and + 12° • the rotating scissors supply a rotary drive force from the hub to the
spider. At the same time the rotating scissors turn to allow lateral pitch-
• four elastomeric bearings make the connection between the blades change movement
and the hub and permit lead/lag, flap, pitch change and movement of
the blades. In the centre of the elastomeric bearing is inserted a • four pitch links, one for each blade, connect the TR blades to the spider
titanium bolt that greatly add to the stiffness of the hub
• four elastomeric dampers are installed between the blades and the hub
and dampen the lag movements of the blades. The limiting stops limit
the flap movement of the blades to the maximum lateral flap position of
the blades
• a cover, made by aluminium alloy, is installed on the top of the rotating
controls

BLADES
The tail rotor is a four blade rotor where each rotating blade reacts to
centrifugal, bending and torsion loads. The blades are made of composite
material (unidirectional fiberglass tapes wrapped in cross ply fiberglass
layers) with a thin nickel shield bounded on the outer surface at the leading
edge gives protection against erosion.

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ICN-39-A-640000-G-A0126-00892-A-01-1
TAIL ROTOR – GENERAL

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ICN-39-A-640000-G-A0126-03358-A-01-1

TAIL ROTOR HEAD – MAIN COMPONENTS

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ICN-39-A-640000-G-A0126-03359-A-02-1
TAIL ROTOR BLADE

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ICN-39-A-641000-G-A0126-00905-A-03-1
BLADE ROOT AND ELASTOMERIC BEARING

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ELASTOMERIC BEARING
Elastomeric bearings provide a resilient connection between the blades and
hub and react the loads while permitting lead/lag, flap and pitch change
movements of the blades.
The elastomeric bearings locate, within the “U” root section of the rotor
blades.
The location is achieved by a shaped mounting flange at the smaller end of
the elastomeric bearing.
The shaped flange of the bearing has a recessed groove that engages with
the closed end of the blade root and pitch change arm.
Four matching holes in the pitch change arm and bearing allows the bolted
joining, with the blade secured within the two.
The pitch change arm has a clevis lug extending from the cap section. The
clevis allows the attachment of the pitch link.
The larger end of the elastomeric bearing forms a boss that has a hole
drilled through it.
The blade, with elastomeric bearing attached, is fitted between the hub arms
with the installation bolt passing through hub arms and the bearing to make
the attachment.
The installation bolt is hollow to house dynamic balancing weights.
The bolt is externally covered with a solid lubricant film.

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ICN-39-A-640000-G-A0126-00898-A-01-1
TAIL ROTOR HEAD – REMOVAL / INSTALLATION (SHEET 1 OF 2)

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ICN-39-A-640000-G-A0126-00899-A-01-1
TAIL ROTOR HEAD – REMOVAL / INSTALLATION (SHEET 2 OF 2)

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ICN-39-A-640000-G-A0126-00900-A-01-1
ROTATING CONTROLS

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ICN-39-A-640000-G-A0126-00901-A-01-1
SPIDER AND SLIDER ASSEMBLY – REMOVAL/INSTALLATION (SHEET 1 OF 2)

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ICN-39-A-640000-G-A0126-00902-A-01-1
SPIDER AND SLIDER ASSEMBLY – REMOVAL/INSTALLATION (SHEET 2 OF 2)

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ICN-39-A-640000-G-A0126-00903-A-01-1
SLIDER BUSHING – REMOVAL/INSTALLATION

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SAFETY PRECAUTIONS
• The materials that follow are dangerous. Make sure that you know all
the safety precautions and first aid instructions for these materials:
• Primer
• Corrosion inhibitor
• Solvent
• Liquid nitrogen
• Be careful when you use the compressed air. Dust and particles can
cause injury to your eyes. Always use applicable protective goggles.
• Be careful when you use the liquid nitrogen. Cold parts can cause
injury to the persons. Always use applicable protective clothing.

SPECIAL TOOL/TEST EQUIPMENT

See IETP AMP Ch. 64-00 and ITEP.

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ICN-39-A-640000-G-A0126-03360-A-01-1
TAIL ROTOR – ROTATING CONTROLS

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SECTION 10
ROTOR BLADES

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DESCRIPTION
The tail rotor blades are made from composite materials.
The main element of the tail rotor blade is a spar that extends from root to
tip.
The spar is a "D", cross section with the rounded end forming the blade
leading edge.
The basis of construction is a glass fibre former, which is then wrapped with
cross-ply layers of glass fibre.
The spar root section (open "U" shape) is formed by a loop of carbon fiber
and, at top and bottom, by fiberglass strips that are wound so as to allow the
attachment of the elastomeric bearing; by means of this, the blade can be
fitted to the hub.
The spar tip is formed to give a swept back aerodynamic curve.
A honeycomb core is bonded to the flattened end of the spar and extends
back, tapered, to form a trailing edge.
The spar and honeycomb are then further wrapped with fibre glass fabric
and tape to form the finished airfoil with a constant chord.
A nickel alloy metal shield is formed around the leading edge, and bonded in
place, to provide protection against erosion.
The pitch change arm is a metallic bracket bonded at the root of the blade.
The blade is assembled together with the elastomeric bearing and the
damper attachment; the whole assembly is removed or installed at the same
time.
The blades have a very long service life and are statically balanced at
manufacture process to achieve an individual interchangeability.
The blades are interfaced with the rotor head and could be provided with
heating mats for anti-icing purposes.

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ICN-39-A-641000-G-A0126-00905-A-01-1
TAIL ROTOR

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ICN-39-A-641000-G-A0126-00906-A-02-1
TAIL ROTOR BLADE CROSS SECTION

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ICN-39-A-641000-G-A0126-00916-A-01-1
TAIL ROTOR BLADES PART NUMBER 3G6410A00133

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ELASTOMERIC BEARING
Elastomeric bearings provide a resilient connection between the blades and
hub and react the loads while permitting lead/lag, flap and pitch change
movements of the blades.
The elastomeric bearings locate, within the “U” root section of the rotor
blades.
The location is achieved by a shaped mounting flange at the smaller end of
the elastomeric bearing.
The shaped flange of the bearing has a recessed groove that engages with
the closed end of the blade root and pitch change arm.
Four matching holes in the pitch change arm and bearing allows the bolted
joining, with the blade secured within the two.
The pitch change arm has a clevis lug extending from the cap section. The
clevis allows the attachment of the pitch link.
The larger end of the elastomeric bearing forms a boss that has a hole
drilled through it.
The blade, with elastomeric bearing attached, is fitted between the hub arms
with the installation bolt passing through hub arms and the bearing to make
the attachment.
The installation bolt is hollow to house dynamic balancing weights.
The bolt is externally covered with a solid lubricant film.

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ICN-39-A-641000-G-A0126-00907-A-02-1
ELASTOMERIC BEARING – REMOVAL/INSTALLATION

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ICN-39-A-641000-G-A0126-00908-A-01-1
ELASTOMERIC BEARING – TYPICAL DAMAGE

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FLAP LIMITING STOPS
Tail rotor blade flap movement is limited by stops.
At each hub arm, where the elastomeric bearings attach, two stops are
fitted, one on each arm together with a shim.
Stops are bolted between hub arm and the elastomeric bearing boss.
At each blade root, matching stops are also fitted.
Stops are bolted together with the damper attachment.

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ICN-39-A-641000-G-A0126-00909-A-01-1
TAIL ROTOR BLADE ASSEMBLY – REMOVAL/INSTALLATION (SHEET 1 OF 3)

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MAINTENANCE INFORMATION
See IETP AMP Ch. 64-10.

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ICN-39-A-641000-G-A0126-00910-A-01-1
TAIL ROTOR BALDE ASSEMBLY – REMOVAL/INSTALLATION (SHEET 2 OF 3)

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ICN-39-A-641000-G-A0126-00911-A-01-1
TAIL ROTOR BALDE ASSEMBLY – REMOVAL/INSTALLATION (SHEET 3 OF 3)

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ICN-39-A-641000-G-A0126-00912-A-01-1
BLADE DAMPER ATTACHMENT – REMOVAL/INSTALLATION

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SAFETY PRECAUTIONS AND SPECIAL TOOLS
See IETP AMP Ch. 64-10 and ITEP.

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ICN-39-A-641000-G-A0126-00913-A-01-1
ELASTOMERIC BEARING – REMOVAL/INSTALLATION

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ICN-39-A-641000-G-A0126-00914-A-01-1
SPECIAL TOOLS/ TEST EQUIPMENT (SHEET 1 OF 2) (SHEET 1 OF 2)

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ICN-39-A-641000-G-A0126-00915-A-01-1
SPECIAL TOOLS/ TEST EQUIPMENT (SHEET 1 OF 2) (SHEET 2 OF 2)

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SECTION 20
ROTOR HEAD

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DESCRIPTION The locking flange is assembled on top of the ring nut, and when the eight
bolts are fitted, they pass through the locking flange, thus effectively
HUB securing the locking flange to the ring nut.
The hub connects to the TGB mast and provides connections for the four
rotor blades, via elastomeric bearings and elastomeric blade dampers.
Limiting stops for blade flap are also included in the assembly.
The hub is a one-piece, forged, titanium unit, machined to its final form. Its
basic form is a central tube with four arms.
The arms are aligned as pairs to form a clevis, through which an attachment
bolt will hold the elastomeric bearing with the blade.
At the ends of the arms a lug is formed in the same plane as the arm but
extends at almost a right angle.
These lugs provide the attachment of a bracket that allows the connection of
one end of the elastomeric damper.
On the outer side of the hub, two lugs are formed to provide the attachment
points for scissors link that provides drive and articulation with the pitch
change mechanism movement. The centre of the hub is splined, to couple
with splines on the TGB mast.
The hub engages with the mast and is supported on the mast by conical
rings.
Two bottom half conical rings are installed within the inner side of the hub
and locate on a shoulder inside the hub.
When the hub is fitted on the TGB mast, the inner conical face of the half
rings locates on a ramp section of the mast.
A top conical ring is then fitted on the mast, and the conical, outer,
circumference of this ring matches with a conical section at the outer side of
the hub.
The top conical ring, the bottom half conical rings and the hub splines are
covered with a solid lubricant film.
The hub is then retained by a pressure washer and ring-nut combination.
The ring nut screws down but does not directly load the top conical ring. The
load on the conical ring is applied by eight bolts that screw through the ring
nut and apply a force on the pressure washer, to load it on to the conical
ring.
The bolts are tightened in a special sequential order to ensure an even
circumferential loading.
To prevent rotation of the ring nut, a locking flange is part of the assembly.
The locking flange has two keys formed on its inner circumference. These
keys locate in keyways cut into the mast and slider bushing thus preventing
the ring from rotating.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-642000-G-A0126-00916-A-02-1
TAIL ROTOR HUB

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
ELASTOMERIC DAMPERS 3G6420V00455
Elastomeric dampers fit between the blades and hub to dampen lead and
lag movements of the blades.
A bracket attaches between the arms of the hub, and clevis lugs on the
bracket allow the bolt attachment of one end of the damper.
At the root of the blade is installed the damper attachment that provides the
bolt attachment of the other end of the damper.
In construction the damper comprises a central shaft assembly within a
tubular body.
The closed end of the body has a spherical bearing fitting.
The end of the central shaft that extends from the body also has a spherical
bearing fitting.
Damping is provided by two elastomeric elements, that are bonded between
the central shaft and an outer sleeve. The sleeve is fitted inside the body
and held in the body by a barrel nut.
Damping movements can take place between the body and shaft, with the
elastomeric elements absorbing and regulating the load transfer rates.
Stops within the dampers provide limits to the travel as needed.

ELASTOMERIC DAMPERS 3G6420V00851

Four lag dampers are installed on the tail rotor head, one for each blade.
The lag damper is a fully elastomeric damper with elastomeric rod ends.
The shape of the damper has been designed with the complete length and
height for the complete damper body exposed (damping element) in order to
guarantee a better maintenance.
The two rod ends, blade side and hub side, are elastomeric rod ends made
from black rubber (non-damping element).

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ICN-39-A-642000-G-A0126-00917-A-01-1
ELASTOMERIC DAMPERS – DETAILED INSPECTIONS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-642000-G-A0126-00925-A-01-1
ELASTOMERIC DAMPER - OLD DESIGN VS. NEW DESIGN

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-642000-G-A0126-00926-A-01-1
NEW ELASTOMERIC DAMPER DESIGN - SHEET 1 OF 2

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-642000-G-A0126-00927-A-01-1
NEW ELASTOMERIC DAMPER DESIGN - SHEET 2 OF 2

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAINTENANCE INFORMATION bearing have been established in order to ensure this correct
functioning.
See IETP AMP Ch 64-20 and ITEP.

LEADING PARTICULARS
• Tail rotor head weight (hub and dampers)............. 10.1 Kg (22.3 lb)

SAFETY PRECAUTIONS
• Be careful when you turn the rotors. Make sure that the rotors are
clear. An injury to persons and/or damage to the equipment can occur.
• Be careful when you remove/install the tail rotor group. The tail rotor
group is heavy. An incorrect movement can cause an injury to persons
and/or damage to the equipment.
• The materials that follow are dangerous. Make sure that you know all
the safety precautions and first aid instructions for these materials:
• primer
• corrosion inhibitor
• solvent.
• As per I.L. AW139-08-006, (task CM64-01, belonging to the
Certification Maintenance Requirements CMR in Chapter 4 of the
AMPI).
Has to be satisfied by recording the exact values of the Tail Rotor
Damper bearing play and by following thoroughly the instructions
contained in AMP Data Module 39-A-64-21-00-00A-286A-A, Tail rotor
head installation - Lag damper spherical bearings-Detailed inspection,
therefore avoiding qualitative methods.
It is thus recommended to use local means (electronic/paper tables) to
keep track of the values measured during the inspection, information
that remains available to the operators for historical record keeping
purposes.
The purpose of the inspection is, indeed, to guarantee that the bearing
is in the condition to work properly in its seat, in order to ensure the
correct load path on the damper rod end. The design tolerances and
the admitted values on allowable play of the Tail Rotor Damper rod end

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-642000-G-A0126-00918-A-01-1
TAIL ROTOR HEAD – REMOVAL/INSTALLATION (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-642000-G-A0126-00919-A-01-1
TAIL ROTOR HEAD – REMOVAL/INSTALLATION (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-642000-G-A0126-00920-A-01-1
TAIL ROTOR DAMPER – REMOVAL/INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-642000-G-A0126-00921-A-01-1
SPECIAL TOOLS – TEST EQUIPMENTS (SHEET 1 OF 4)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-642000-G-A0126-00922-A-01-1

SPECIAL TOOLS – TEST EQUIPMENTS (SHEET 2 OF 4)

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ICN-39-A-642000-G-A0126-00923-A-01-1
SPECIAL TOOLS – TEST EQUIPMENTS (SHEET 3 OF 4)

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ICN-39-A-642000-G-A0126-00924-A-01-1
SPECIAL TOOLS – TEST EQUIPMENTS (SHEET 4 OF 4)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 30
ROTATING CONTROLS

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DESCRIPTION AND OPERATION The slider and its slider bushing are protected by being enclosed within a
flexible boot arrangement.
The rotating controls consist of the following main components: The outer end of the boot, as installed on the aircraft, has a spring ring that
• spider and slider assembly loads it to the slider, and is further clamped by a locking wire wrap.
• rotating scissors The inner end of the boot has a formed lip which locates in a groove in the
slider bushing.
• pitch links The inner end is also clamped in place by a lock wire wrap.
The sliding movement can take place while being protected from the ingress
of contaminants.
SPIDER AND SLIDER ASSEMBLY A small breather hole in the boot allows for air exchange with movement of
The spider is a one piece forging that is machined to its final form. the boot.
It comprises a hub from which extend four arms.
The centre of the hub has a hole, into which fits one end of the slider.
Each arm forms a clevis, which provides the attachment of one end of the
pitch link.
The slider is a tube that has a flanged boss formed at one end.
When assembled to the hub together with the spider the longer tube end will
be inserted inside a slider bushing that is mounted inside the TGB mast.
The flanged boss at the other end of the tube provides for the mounting for
the spider, the containment of the duplex bearing and the attachment of one
end of the rotating scissors.
The spider fits over the outer diameter of the tube end and locates against
an outer flange.
Four holes in the flange and the spider hub are aligned, to enable the
connection of spider to slider with bolts together with the cover.
The duplex ball bearing interfaces between the non-rotating tail rotor
servoactuator pitch control rod and the rotating spider and slider assembly.
The bearing outer race fits inside the end of the slider and locates on an
inner flange.
When assembled the inner race of the bearing fits on the pitch control rod,
locating on a shoulder formed on the rod.
A securing nut and washer then clamps the inner race to the pitch change
rod providing the inner race preload.
At final assembly of the spider a cover is fitted over the spider together with
a shim used to provide correct bearing outer race preload.
The cover has four holes that match with the spider and slider assembly,
thus, a four bolt connection clamps the slider, spider and cover together.
An extension ring section on the cover fits inside the end of the slider.
The ring section butts against the outer race of the duplex bearing to provide
the outer race preload.

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ICN-39-A-643000-G-A0126-00925-A-02-1

ROTATING CONTROLS

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ROTATING SCISSORS
The rotating scissors provide a rotary drive force from the hub to the spider
and at the same time articulates, to allow pitch change movement.
The rotating scissors connect between bosses formed on the hub and to the
slider boss.
The connections are made by bolts.
A shim is provided between each half scissors.

PITCH LINKS
The pitch links are control rods that connect from the arms of the spider to
each tail rotor blade pitch change arm.
The links comprise a tie rod with adjustable rod ends and spherical bearings.
The pitch links are connected to the trailing edge side of the blade.

MAINTENANCE INFORMATION
See IETP AMP Ch 64-20 and ITEP.

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ICN-39-A-643000-G-A0126-00926-A-01-1
PITCH LINK – REMOVAL/INSTALLATION

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ICN-39-A-643000-G-A0126-00927-A-02-1
ROTATING SCISSORS

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ICN-39-A-643000-G-A0126-00928-A-01-1
SPIDER AND SLIDER ASSEMBLY – REMOVAL/INSTALLATION (SHEET 1 OF 2)

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ICN-39-A-643000-G-A0126-00929-A-01-1
SPIDER AND SLIDER ASSEMBLY – REMOVAL/INSTALLATION (SHEET 2 OF 2)

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ICN-39-A-643000-G-A0126-00930-A-01-1
SLIDER BUSHING – REMOVAL/INSTALLATION

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ICN-39-A-643000-G-A0126-00932-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT (SHEET 1 OF 4)

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ICN-39-A-643000-G-A0126-00933-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT (SHEET 2 OF 4)

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ICN-39-A-643000-G-A0126-00934-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT (SHEET 3 OF 4)

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ICN-39-A-643000-G-A0126-00935-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT (SHEET 4 OF 4)

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PAGE INTENTIONALLY LEFT BLANK

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CHAPTER

65
TAIL ROTOR DRIVE

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SECTION 10
SHAFTS

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SHAFTS (4G)
GENERAL DESCRIPTION
The tail-rotor drive-shaft (TRDS) installation transmits the movement from
the main gearbox to the tail gearbox.
The TRDS installation includes the components that follow:
• The Number 1 drive shaft
• The Number 2 drive shaft
• The Number 3 drive shaft
• The Number 1 flexible coupling
• The Number 2 flexible coupling
• The Number 3 flexible coupling
• The Number 4 flexible coupling
• The Number 5 flexible coupling
• The Number 1 damper
• The Number 2 damper
• The bearing support.

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ICN-39-A-651000-G-A0126-00001-D-01-1
TAIL ROTOR DRIVE SHAFT

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NUMBER 1 DRIVE SHAFT The Number 2 damper, which is installed on the drive shaft and is attached
to the tail structure, decreases the vibration transmitted to the airframe.
The number 1 drive shaft is installed through the two engines firewall
Two FWD (black) arrows are painted on the drive shaft to show the
between the forward sliding adapter at the main gearbox output and the
installation direction.
bearing support. It is installed approximately between STA X 5752 and STA
The Number 2 drive shaft is dynamically balanced. Balance patches are
X 8930.
attached to the external surface.
The drive shaft is a thin wall tube and is made of titanium alloy.
The Number 2 drive shaft transmits the torque from the Number 1 drive shaft
This shaft is made of fire resistant titanium because it goes through the
to the intermediate gearbox.
engines firewall. The high temperatures that occur between the adjacent
exhausts during helicopter operation can cause deformations on drive shaft
made with different materials. NUMBER 3 DRIVE SHAFT
A flange made of titanium alloy is welded at each end of the shaft.
On each of the two flanges, there are five holes for the attachment of the The number 3 drive shaft is installed in the vertical fin, in the structure below
drive shaft to the other components. In the inner side of each flange, five the fin leading edge. It is installed between the intermediate gearbox at the
plate nuts have their seat. bottom and the tail gearbox at the top of the vertical fin.
The forward flange is attached to the Number 1 flexible coupling with five A flange made of aluminium alloy is welded at each end of the shaft.
bolts. On each of the two flanges, there are five holes for the attachment of the
Five bolts attach the aft flange to the shaft adapter of the bearing support. drive shaft to the other components. In the inner side of each flange, five
The Number 1 drive shaft is a critical component. plate nuts have their seat.
Two FWD (white) arrows are painted on the drive shaft to show the Five bolts attach the flange at the bottom (forward flange) to the Number 4
installation direction. flexible coupling.
The drive shaft is dynamically balanced. Balance patches are attached to its Five bolts attach the flange at the top (aft flange) to the Number 5 flexible
external surface. coupling .
The Number 1 damper, which is installed on the drive shaft and is attached One FWD (black) arrow is painted on the drive shaft to show the installation
to the tail structure, decreases the vibrations transmitted to the airframe. direction.
The Number 1 drive shaft transmits the torque from the main gearbox to the The Number 3 drive shaft is not a critical component.
number 2 drive shaft. It is shorter than the other two drive shafts. It also turns at a lower speed,
thus the damper is not necessary.
The Number 3 drive shaft is dynamically balanced. Balance patches are
NUMBER 2 DRIVE SHAFT attached to the external surface.
The Number 3 drive shaft transmits the torque from the intermediate
The number 2 drive shaft is installed on the tail section between the bearing
gearbox to the tail gearbox.
support, at STA X 8930, and the intermediate gearbox, at STA X 12172.
The drive shaft is a thin wall tube and it is made of aluminium alloy.
A flange made of aluminium alloy is welded at each end of the shaft.
On each of the two flanges, there are five holes for the attachment of the
drive shaft to the other components. In the inner side of each flange, five
plate nuts have their seat.
Five bolts attach the forward flange to the Number 2 flexible coupling.
Five bolts attach the rear flange to the Number 3 flexible coupling.
The Number 2 drive shaft is a critical component.

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ICN-39-A-651000-G-A0126-00002-A-01-1
TAIL ROTOR DRIVE SHAFT

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NUMBER 1 FLEXIBLE COUPLING The Number 3 flexible coupling aligns the Number 2 drive shaft with the
input sliding adapter of the intermediate gearbox.
The Number 1 flexible coupling is installed between the sliding adapter of
the main gearbox output and the Number 1 drive shaft. It is installed
approximately at STA X 5752. NUMBER 4 FLEXIBLE COUPLING
Two flanges fitted with flexible plates welded at their outer edge make the
flexible coupling. The Number 4 flexible coupling is installed in the vertical fin under the
Five bolts, five washers and five nuts attach the forward flange of the leading edge between the output sliding adapter of the intermediate gearbox
Number 1 flexible coupling to the sliding adapter of the main gearbox. and the bottom side of the Number 3 drive shaft.
Five bolts attach the Number 1 flexible coupling to the Number 1 drive shaft. Two flanges fitted with flexible plates welded at their outer edge make the
The Number 1 flexible coupling aligns the Number 1 drive shaft with the flexible coupling.
sliding adapter to the main gearbox output. Five bolts, five washers and five nuts attach the forward flange of the
Number 4 flexible coupling to the output sliding adapter of the intermediate
gearbox.
NUMBER 2 FLEXIBLE COUPLING Five bolts attach the Number 4 flexible coupling to the bottom side of
Number 3 drive shaft.
The Number 2 flexible coupling is installed between the aft splined shaft of
The Number 4 flexible coupling aligns the Number 3 drive shaft with the
the bearing support and the Number 2 drive shaft. It is installed
output sliding adapter of the intermediate gearbox.
approximately at STA X 8930.
Two flanges fitted with flexible plates welded at their outer edge make the
flexible coupling. NUMBER 5 FLEXIBLE COUPLING
Five bolts, five washers and five nuts attach the forward flange of the
Number 2 flexible coupling to the splined shaft of the bearing support. The Number 5 flexible coupling is installed in the vertical fin under the
Five bolts attach the Number 2 flexible coupling to the forward side of leading edge between the top side of the Number 3 drive shaft and the input
Number 2 drive shaft. sliding adapter of the tail gearbox.
The Number 2 flexible coupling aligns the Number 2 drive shaft with the Two flanges fitted with flexible plates welded at their outer edge make the
splined shaft of the bearing support. flexible coupling.
Five bolts attach the Number 5 flexible coupling to the top side of Number 3
drive shaft.
NUMBER 3 FLEXIBLE COUPLING Five bolts, five washers and five nuts attach the aft flange of the Number 5
flexible coupling to the input sliding adapter of the tail gearbox.
The Number 3 flexible coupling is installed between the aft side of the
The Number 5 flexible coupling aligns the Number 3 drive shaft with the
Number 2 drive shaft and the sliding adapter of the intermediate gearbox.
input sliding adapter of the tail gearbox.
The flexible coupling is installed approximately at STA X 12172.
Two flanges fitted with flexible plates welded at their outer edge make the
flexible coupling.
Five bolts, five washers and five nuts attach the aft flange of the Number 3
flexible coupling to the input sliding adapter of the intermediate gearbox.
Five bolts attach the Number 3 flexible coupling to the forward side of
Number 2 drive shaft.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-651000-G-A0126-00003-D-01-1

TAIL ROTOR DRIVE SHAFT - FLEXIBLE COUPLING (SHEET 1 OF 3)

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ICN-39-A-651000-G-A0126-00004-D-01-1
TAIL ROTOR DRIVE SHAFT - FLEXIBLE COUPLING (SHEET 2 OF 3)

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ICN-39-A-651000-G-A0126-00005-D-01-1
TAIL ROTOR DRIVE SHAFT - FLEXIBLE COUPLING (SHEET 3 OF 3)

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ICN-39-A-651000-G-A0126-00008-D-01-1
BEARING SUPPORT GREASE NIPPLES

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NUMBER 1-2 DAMPER - the base.
The Number 1 damper is installed on the Number 1 drive shaft. A bracket
attaches the Number 1 damper to the aft fuselage structure at STA X The shaft adaptor and the splined shaft are installed inside the spherical
7034.26. bearing.
The Number 2 damper is installed on the Number 2 drive shaft. A bracket Six washers and three nuts attach the spherical bearing to the housing.
attaches the Number 2 damper to the tail section structure at STA X The housing is attached to its base with three bolts, three washers and three
10582.3. nuts. Three spherical bearings are installed in the attachment holes of the
The damper is an assembly and includes these primary components: housing. These spherical bearing permit a short longitudinal movement of
• the damper the housing.
• the plate (of the damper) A bolt locks the spherical bearing in its seat and prevents it turn.

• the bracket
• the two sleeves that are the springs guides
The damper is made of composite material.

It has two lugs on the sides and a hole at center for the installation on the
drive shafts. Each lug has a hole which lets the damper installation on the
bracket.
The plate is installed on the damper. Two bolts, two nuts and washers attach
the two sleeves, with their springs, the plate and the damper to the bracket.
Four bolts and twelve washers attach the bracket to the structure of the
fuselage at the top.
The Number 1 damper and the Number 2 damper have almost the same
shape.
The Number 1-2 dampers limits bounces of the Number 1-2 drive shafts
when it turns at high speed.

BEARING SUPPORT
The bearing support is installed on the top of the tail section at STA X
8930.92.
The bearing support is an assembly and includes these primary
components:
- the shaft adapter
- the spherical bearing
- the splined shaft
- the housing

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-651000-G-A0126-00006-D-01-1

TAIL ROTOR DRIVE SHAFT – DAMPER AND BEARING SUPPORT

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-651000-G-A0126-00007-D-01-1
TAIL ROTOR DRIVE SHAFT – BEARING SUPPORT

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
SHAFTS (3G) Red lines are painted on the external surface of the drive-shaft ends to let
you align the parts correctly. The indication FWD (red) is painted on the drive
GENERAL DESCRIPTION shaft to show the installation direction.
The tail-rotor drive-shaft (TRDS) installation transmits the movement from The shaft is dynamically balanced. Balance patches are attached to the
the main gearbox to the tail gearbox. external surface.
The TRDS installation includes the components that follow: The Number 1 damper, which is installed on the drive shaft and is attached
to the structure, decreases the vibrations transmitted to the airframe.
• The Number 1 drive shaft The Number 1 drive shaft transmits the torque from the main gearbox to the
• The Number 2 drive shaft number 2 drive shaft.
• The Number 3 drive shaft
• The Number 1 flexible coupling NUMBER 2 DRIVE SHAFT
• The Number 2 flexible coupling The number 2 drive shaft is installed on the tail section between the bearing
The Number 3 flexible coupling support, at STA X8300, and the intermediate gearbox, at STA X12172.
•
The drive shaft is a tube with a thin wall, and is made of aluminum alloy.
• The Number 4 flexible coupling A flange is bonded at each end of the shaft. Two rows of six rivets increase
• The Number 5 flexible coupling the strength of the joints.
Five holes are on each of the two flanges. They are the holes for the
• The Number 1 damper attachment of the drive shaft to the other components.
• The Number 2 damper The forward flange is attached to the Number 2 flexible coupling with five
bolts, ten washers and five nuts.
• The bearing support.

NUMBER 1 DRIVE SHAFT

The number 1 drive shaft is installed through the aft firewall between the
sliding adapter at the main gearbox output and the bearing support. It is
installed approximately between STA X5757 and STA X8300.
The drive shaft is a tube with a thin wall, and is made of stainless steel.
This shaft is of steel because of the high temperatures that occur between
the exhausts during helicopter operation.
A flange made of cadmium-plated steel is bonded at each end of the shaft.
Two rows of six rivets increase the strength of the joints.
Five holes are on each of the two flanges. They are the holes for the
attachment of the drive shaft to the other components.
The forward flange is attached to the Number 1 flexible coupling with five
bolts, ten washers and five nuts.
Five bolts, ten washers and five nuts attach the rear flange to the shaft
adapter of the bearing support.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-651000-G-A0126-00936-A-01-1

TAIL ROTOR DRIVE LAYOUT

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-651000-G-A0126-00937-A-01-1

TAIL ROTOR DRIVE SHAFT (SHEET 1 OF 4)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
Five bolts, ten washers and five nuts attach the rear flange to the Number 3 The Number 3 drive shaft is dynamically balanced. Balance patches are
flexible coupling. attached to the external surface.
Two collars are attaches to the external surface of the drive shaft. These The Number 3 drive shaft transmits the torque from the intermediate
collars are used to install the Number 2 damper and the anti-flail bracket on gearbox to the tail gearbox.
the drive shaft.
The Number 2 drive shaft is a critical component, because of the risk of
resonance.
Resonance can occur during the start up and shut down.
The Number 2 damper, which is installed on the drive shaft and is attached
to the structure, decreases the vibration transmitted to the airframe.
The anti-flail bracket holds the shaft if the shaft or the intermediate gearbox
interface has a failure. The anti-flail bracket is attached to the structure.
Red lines are painted on the external surface of the Number 2 drive shaft to
let you align the parts correctly. The indication FWD (red) is painted on the
drive shaft to show the installation direction.
The Number 2 drive shaft is dynamically balanced. Balance patches are
attached to the external surface.
The Number 2 drive shaft transmits the torque to the intermediate gearbox.

NUMBER 3 DRIVE SHAFT

The number 3 drive shaft is installed on the tail section between the
intermediate gearbox and the tail gearbox.
The drive shaft is a tube with a thin wall, and is made of aluminum alloy.
A flange is bonded at each end of the shaft. Two rows of six rivets increase
the strength of the joints.
Five holes are on each of the two flanges. They are the holes for the
attachment of the drive shaft to the other components.
The forward flange is attached to the Number 4 flexible coupling with five
bolts, ten washers and five nuts.
Five bolts, ten washers and five nuts attach the rear flange to the Number 5
flexible coupling.
The Number 3 drive shaft is not a critical component, because resonance
does not occur during its operation.
It is shorter than the other two drive shafts. It also turns at a lower speed,
thus the damper and the anti-fail bracket are not necessary.
Red lines are painted on the external surface of the Number 3 drive shaft to
let you align the parts correctly. The indication FWD (red) is painted on the
drive shaft to show the installation direction.

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ICN-39-A-651000-G-A0126-00938-A-01-1
TAIL ROTOR DRIVE SHAFT (SHEET 2 OF 4)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
NUMBER 1 FLEXIBLE COUPLING NUMBER 4 FLEXIBLE COUPLING
The Number 1 flexible coupling is installed between the sliding adapter at The Number 4 flexible coupling is installed on the tail section between the
the main gearbox output and the Number 1 drive shaft. It is installed intermediate gearbox and the Number 3 drive shaft.
approximately at STA X5757. Two half-couplings and a flexible plate make the flexible coupling.
Two half-couplings and a flexible plate make the flexible coupling. Two bolts, two washers and two nuts attach the flexible plate to each half-
Two bolts, two washers and two nuts attach the flexible plate to each half- coupling.
coupling. A flange on each half-coupling, attach the flexible coupling to the Number 3
There is a flange of each half-coupling to attach the flexible coupling to the drive shaft and the output sliding adapter of the intermediate gearbox.
sliding adapter and the Number 1 drive shaft. The Number 4 flexible coupling aligns the Number 3 drive shaft with the
The Number 1 flexible coupling aligns the Number 1 drive shaft with the output of the intermediate gearbox.
sliding adaptor at the main gearbox output.

NUMBER 2 FLEXIBLE COUPLING

The Number 2 flexible coupling is installed between the aft splined shaft of
the bearing support and the Number 2 drive shaft. It is installed
approximately at STA X8300.
Two half-couplings and a flexible plate make the flexible coupling.
Two bolts, two washers and two nuts attach the flexible plate to each half-
coupling.
There is a flange on each half coupling to attach the flexible coupling to the
splined shaft and the Number 2 drive shaft.
The Number 2 flexible coupling aligns the Number 2 drive shaft with the
splined shaft of the bearing support.

NUMBER 3 FLEXIBLE COUPLING

The Number 3 flexible coupling is installed on the tail section, between the
Number 2 drive shaft and the intermediate gearbox. It is installed
approximately at STA X12173.
Two half-couplings and a flexible plate make the flexible coupling.
Two bolts, two washers and two nuts attach the flexible plate to each half-
coupling.
A flange on each half coupling, attach the flexible coupling to the Number 2
drive shaft and the input sliding adapter of the intermediate gearbox.
The Number 3 flexible coupling aligns the Number 2 drive shaft with the
input of the intermediate gearbox.

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ICN-39-A-651000-G-A0126-00939-A-01-1
TAIL ROTOR DRIVE SHAFT (SHEET 3 OF 4)

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NUMBER 5 FLEXIBLE COUPLING NUMBER 2 DAMPER
The Number 5 flexible coupling is installed on the tail section between the The Number 2 damper is installed on the Number 2 drive shaft. It is attached
Number 3 drive shaft and the tail gearbox. to the tail section structure at STA X9640.37.
Two half-couplings and a flexible plate make the flexible coupling. The damper is an assembly and includes these primary components:
Two bolts, two washers and two nuts attach the flexible plate to each half- • The damper
coupling.
A flange of each half-coupling attach the flexible coupling to the Number 3 • The plate (of the damper)
drive shaft and the input sliding adapter of the tail gearbox. • The bracket
The Number 5 flexible coupling aligns the Number 3 drive shaft with the
input of the tail gearbox.
• The bracket base
• The two sleeves that are the springs guides.
The damper is made of composite material.
NUMBER 1 DAMPER It has two lugs on the side and a hole at center for the installation on the
The Number 1 damper is installed on the Number 1 drive shaft. It is attached Number 2 drive shaft. Each of the two lugs of the damper has a hole for
to the aft fuselage structure at STA X7034.26. attachment.
The damper is an assembly and includes these primary components: The damper is installed on the bracket, below the plate. Two bolts, two nuts
• The damper and washers attach the two sleeves, attach with their springs, the plate and
the damper to the bracket.
• The plate (of the damper) Eleven rivets attach the bracket to its base. Four bolts and twelve washers
• The bracket attach the bracket base to the structure of the top fuselage.
The Number 2 damper and the Number 1 damper, installed on the Number 1
• The bracket base drive shaft, have almost the same shape but are not interchangeable.
• The two sleeves that are the springs guides. The Number 2 damper decreases the vibrations that the Number 2 drive
The damper is made of composite material. shaft transmits to helicopter structure.
It has two lugs on the side and a hole at center for the installation on the
Number 1 drive shaft. Each of the two lugs of the damper has a hole for
BEARING SUPPORT
attachment.
The damper is installed on the bracket, below the plate. Two bolts, two nuts The bearing support is installed on the top of the aft fuselage at STA X8293.
and washers attach the two sleeves, attach with their springs, the plate and The bearing support is an assembly and includes these primary
the damper to the bracket. components:
Eleven rivets attach the bracket to its base. Four bolts and twelve washers • The shaft adaptor
attach the bracket base to the structure of the top fuselage.
The Number 1 damper and the Number 2 damper, installed on the Number 2 • The spherical bearing
drive shaft, have almost the same shape but are not interchangeable. • The splined shaft
The Number 1 damper decreases the vibrations that the Number 1 drive
shaft transmits to helicopter structure.
• The bracket
• The base.
The shaft adaptor and the splined shaft are installed on the spherical
bearing.

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Three bolts, three washers and three nuts attach the spherical bearing to
bracket.
The bracket is attached to its base with three bolts, three washers and three
nuts. Three spherical bearings are installed in the attachment holes of the
bracket.
An accelerometer is installed on the bracket adjacent to the housing of the
spherical bearing.

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ICN-39-A-651000-G-A0126-00940-A-01-1
TAIL ROTOR DRIVE SHAFT (SHEET 4 OF 4)

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ICN-39-A-651000-G-A0126-00941-A-01-1
BEARING SUPPORT ASSEMBLY-REMOVAL/INSTALLATION (SHEET 1 OF 2)

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ICN-39-A-651000-G-A0126-00942-A-01-1
BEARING SUPPORT ASSEMBLY-REMOVAL/INSTALLATION (SHEET 2 OF 2)

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MAINTENANCE INFORMATION
See IETP AMP Ch 65-10 and ITEP.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-651000-G-A0126-00943-A-01-1
TAIL ROTOR DRIVE – INTERMEDIATE GEARBOX (SHEET 1 OF 2)

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ICN-39-A-651000-G-A0126-00944-A-01-1
TAIL ROTOR DRIVE – INTERMEDIATE GEARBOX (SHEET 2 OF 2)

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ICN-39-A-651000-G-A0126-00945-A-01-1
DRIVE SHAFT N°.3 – REMOVAL/INSTALLATION

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ICN-39-A-651000-G-A0126-00946-A-01-1
SPECIAL TOOLS/TEST EQUIPMENT

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SECTION 21
GEARBOXES

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DESCRIPTION AND OPERATION
The Intermediate Gearbox (IGB) is a gearbox that reduces the speed and
changes the angle of the horizontal drive shafts to an upward sloping
direction, to the Tail Gearbox (TGB) at the top of the tail fin.
The IGB is attached inside the lower tail fin structure by four bolts.
In construction the gearbox comprises a set of aluminium housing, which
provide support for the two bevel gears.
Main support and location for each bevel gear is provided by a duplex ball
bearing at one end of the gear shaft.
A second, roller type, bearing supports the other end of the shaft.
An accelerometer is located on the housing for vibration monitoring.
The gears and bearings are lubricated by the splash lubrication method and
cooling is accomplished by the natural convection around the gearbox.
A double lip seal, is incorporated in each of the input and output shaft
housing.
Input/output sliding adaptors are installed on each bevel gear through a
spline connection.
Sliding adaptors can move axially along the splines and are provide with a
flange for connection to the flexible coupling.
A filing port (integral with a breather) is used for oil gravity replenishment
and a sight glass indicator provides for a visual check oil quantity.
An oil low level sensor is also fitted at the bottom aft side of the housing.
Oil drains fitting are incorporated at the seal locations to permit an overboard
drain of oil leaks from the seal.
An oil temperature sensor and a chip detector are located at the bottom right
side of the housing.
For maintenance purposes, two removable plugs permit a boroscope
inspection of the bevel gears if needed.
The Intermediate Gearbox is interfaced with:
• Tail unit
• Tail drive shafts
• Tail drive indicating system.

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ICN-39-A-652100-G-A0126-00947-A-01-1
INTERMEDIATE GEARBOX (SHEET 1 OF 2)

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ICN-39-A-652100-G-A0126-00948-A-02-1
INTERMEDIATE GEARBOX (SHEET 2 OF 2)

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MAINTENANCE INFORMATION
See IETP AMP Ch 65-21 and ITEP.

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ICN-39-A-652100-G-A0126-00949-A-01-1
SLIDING ADAPTORS-REMOVAL/ INSTALLATION

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SECTION 22
TAIL GEARBOX

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DESCRIPTION AND OPERATION • Servo control system
The Tail Gearbox (TGB) is a gearbox that reduces the speed and changes • Tail drive indicating system
the direction of the drive to a lateral direction.
The TGB is attached at the upper end of the fin by four studs. In construction
the gearbox comprises a set of aluminium housings, which provide support
for two gears, an input pinion and a bevel gear which is one piece together
with the tail rotor shaft.
Main support and location for each gear is provided by a duplex ball bearing
at one end of the gear shaft. A second, roller type, bearing supports the
other end of the shaft.
An accelerometer is located on the housing for vibration monitoring. The
gears and bearings are lubricated by the splash lubrication method and
cooling is accomplished by the natural convection around the gearbox. A
double lip seal, is incorporate in each of the input and output shaft housings.
An input sliding adaptor is installed at the input pinion through a spline
connection.
Sliding adaptor can move axially along the splines and is provided with a
flange for connection to the flexible coupling.
A mounting flange on the left side of the housing provides the attachment for
the tail rotor servoactuator.
A filling port is used for oil gravity replenishment and a sight glass indicator
provides for a visual check of oil quantity. An oil low level sensor is also fitted
at the bottom side of the housing.
A breather is installed on the top of the housing as well as a screw threaded
boss that allows the attachment of an eyebolt used for removal/installation of
the gearbox.
Oil drains fittings are incorporated at the seal locations to permit an
overboard drain of oil leaks from the seal.
An oil temperature sensor and chip detector are located at the bottom aft
side of the housing.
For maintenance purposes, two removable plugs permit a boroscope
inspection of the gears if needed.
The Tail Gearbox is interfaced with:
• Fin
• Tail drive shafts
• Tail rotor flight control system
• Tail rotor head

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ICN-39-A-652200-G-A0126-00955-A-01-1
TAIL GEARBOX INSTALLATION (SHEET 1 OF 2)

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ICN-39-A-652200-G-A0126-00956-A-02-1
TAIL GEARBOX INSTALLATION (SHEET 2 OF 2)

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MAINTENANCE INFORMATION
See IETP AMP Ch 65-22 and ITEP.

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ICN-39-A-652200-G-A0126-00957-A-01-1
SPECIAL TOOLS/ TEST EQUIPMENT (SHEET 1 OF 2)

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ICN-39-A-652200-G-A0126-00958-A-01-1
SPECIAL TOOLS/ TEST EQUIPMENT (SHEET 2 OF 2)

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SECTION 40
INDICATING

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DESCRIPTION The MFD (Main and Cruise pages) displays the IGB / TGB OIL TEMP
parameter.
The intermediate gearbox (IGB) is monitored by the following sensors: The MFD also provides the malfunction condition in the CAS message
• 1 chip detector with a Chip Detector Power Unit window #1.
• 1 oil level sensor The Miscellaneous Panel provides the following functions:
1 CHIP BURNER: ...... when pressed a burning attempt for IGB
• 1 oil temperature transducer CHIP or TGB CHIP is performed.
The Tail Rotor Gearbox (TGB) is monitored by the following sensor:
• 1 chip detector with a Chip Detector Power Unit The Test Control Panel provides the following functions:

• 1 oil level sensor 2 IGB OIL LEVEL when pressed the caution IGB OIL
• 1 oil temperature transducer pushbutton test switch: ..... LOW in inverse video is displayed in
the CAS.
3 TGB OIL LEVEL when pressed the caution TGB OIL
OPERATION pushbutton test switch: .... LOW in inverse video is displayed in the
CAS window.
When a particle is detected by the IGB / TGB sensor, the relevant caution
alarm is generated. NOTE
For small particles a burning attempt can be performed by the new through The above test is operative with the A/C on ground and
the manual use of a pushbutton fitted on the miscellaneous control panel. the NR< 2%.
If the signal is extinguished (burning successful), the relevant information of
small particle captured together with the data and time, sensor name,
number of burning attempts are stored in the NVM.
The debris warning system can be tested before flight by the operator
through the switch on the box.
The IGB / TGB oil level is an optical sensor type which provides an electrical
signal when the oil level in the reservoir is below a predetermined minimum
level.
The MAU n.1 generates the caution alarm on the display. During the pre-
flight check, the flight crew uses the test panel to perform the test of IGB /
TGB oil level.
The IGB / TGB oil temperature transducer is a thermoresistance type that
provides an analog input to MAU n.2.
When the value rises above a predetermined value, the caution alarm will be
represented on the MFD.

TAIL ROTOR DRIVE CONTROLS

The intermediate tail rotor drive controls are located on the Miscellaneous
Panel and on the Test Control Panel both installed in the cockpit console.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-654000-G-A0126-00959-A-01-1

TAIL ROTOR DRIVE CONTROLS

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CAPTIONS
The caution provided in the CAS message window is as follows:
1 IGB OIL TEMP ......... when the IGB oil temperature is above
110°C; resets below 97°C.
2 TGB OIL TEMP ....... when the TGB oil temperature is above
110°C; resets below 97°C.
3 IGB CHIP ............. when inside the IGB oil lubricating system a
chip is detected.
4 TGB CHIP ............ when inside the TGB oil lubricating system a
chip is detected.
5 IGB CHIP FAIL ...... when the channel relative to the IGB chip
detector system is sensed faulty.
6 TGB CHIP FAIL ..... when the channel relative to the TGB chip
detector system is sensed faulty.
7 IGB OIL LOW ..... when the IGB oil level is at minimum or during
the IGB OIL LEVEL TEST.
8 TGB OIL LOW .... when the TGB oil level is at minimum or during
the TGB OIL LEVEL TEST.
9 AVIONIC when the loss of communications to a single MAU is
FAULT ........... detected for the CHIP DETECTOR POWER UNIT,
the maintenance message in the CMC is A429/
RS422BUS.
10 CHIP DET when the Chip Detector Power Unit does not respond
UNIT ........ to the power un built in test or continuous built in test or
responds to the manual test when the push-button
switch on the CDPU unit is pressed.

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ICN-39-A-654000-G-A0126-00960-A-01-1
TAIL ROTOR DRIVE INDICATIONS (SHEET 1 OF 2)

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ICN-39-A-654000-G-A0126-00961-A-02-1

TAIL ROTOR DRIVE INDICATIONS (SHEET 2 OF 2)

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ICN-39-A-654000-G-A0126-00962-A-01-1
TAIL ROTOR DRIVE INDICATIONS - COMPOSITE FORMAT

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

CHAPTER

67
ROTOR FLIGHT CONTROLS

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SECTION 00
ROTORS FLIGHT CONTROL

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ROTOR FLIGHT CONTROLS – GENERAL
The rotor flight controls allow to manage the flight attitude, altitude and
direction of the aircraft. The control is transmitted by means of mechanical
linkages that interface with manual input controls (collective, cyclic and
pedals both pilot and copilot) and Automatic Flight Control System (AFCS)
input controls.
The rotor flight controls include:
• the main rotor controls system
• the tail rotor controls system
• the rotor flight controls indicating system

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-000000-G-A0126-00414-A-01-1
ROTOR FLIGHT CONTROLS - GENERAL

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MAIN ROTOR CONTROLS SYSTEM – GENERAL An electrical trim actuator connected to pilot and copilot collective provides
an automatic input towards the AFCS.
The main rotor controls system includes
• the collective control
• the cyclic control
The two controls are mixed, before to be sent to the main rotor servo
actuators, to obtain the desired attitude and altitude.

COLLECTIVE CONTROL – GENERAL

The collective control is a conventional metallic rod and bellcrank type. The
control is composed of a lever for pilot and copilot that make a common
input to a mixing unit. The collective control sticks are made of aluminium
with a control grip at the top. The levers are connected together by a torsion
tube.
An adjustable friction is installed at the right end of the Collective torsion
tube: it used to increase the collective control mechanical resistance; such
resistance can be as high as to hold the stick during manual flight.
Two Linear Variable Differential Transformer (LVDT) are installed at the left
end of the Collective torsion tube: they provide position of the Collective
lever to the engines for power change anticipation.
From the control tube a rod extends vertically to the roof and them, through
another torsion tube inputs, to the mixing unit.

COLLECTIVE TRIM ACTUATOR

A collective trim actuator is installed in parallel with the torque tube. It has
the same control travel authority as the pilot but with a low-limited rate of
control for safety in case of a malfunction occurs. The trim actuator can be
overridden by pilot commands via a spring-clutch.

COLLECTIVE CONTROL – PRINCIPLE OF OPERATION

The pilot and copilot collective levers are connected together to give a
common input to the mixing unit.
The mixing unit, in turn, gives a common output towards the three hydraulic
main rotor servo actuators which change the pitch angle of the main rotor
blades to obtain the desiderated change of attitude and altitude.

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ICN-39-A-670000-G-A0126-02118-A-01-1
COLLECTIVE CONTROL

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CYCLIC CONTROL – GENERAL Trim actuators can be overridden by pilot commands via a spring-clutch.
Actuators are operated by pilot commands or by the AFCS. They convert the
The cyclic control is a conventional metallic rod and bellcrank type. The command to a mechanical output.
control is composed of a stick for pilot and copilot that make a common input
to a mixing unit. The collective control sticks are made of aluminium with a
control grip at the top. The pilot and copilot stick are connected together by a
torsion tube. The sticks are connected to the floor using an attachment plate
containing a spherical bearing which is connected with a cross shaped, CYCLIC CONTROL – PRINCIPLE OF OPERATION
stainless steel fitting to a torsion tube. The cyclic control is a mechanical, dual linkage system, actuated by the
The pilot attachment plate contains a shaped flange used to limit pitch and cyclic control sticks.
roll movements combination. The two cyclic inputs are transmitted to the mixing unit which sends the
To statically balance the control linkage weight, springs are installed on the output to the three main rotor actuators.
stick cross-shaped fitting. The mechanical linkage also gives a connection to the pitch and roll trim
At the left end of the torsion tube, the cross-shaped fitting allows for the actuators which can also give pitch and roll commands.
connection with rods to the longitudinal and lateral trim actuators.
From the right side the control is connected with a lower bellcrank
installation and then with rods that extend vertically to an upper bellcrank
installation.
Each lower bellcrank installation has a friction clamp (fixed friction) for
counteracting the output force of the series actuators, when the pitch/roll trim
actuators are declutched, thus ensuring the movement is translated to the
mixing unit.
At the upper bellcrank installation there is a compound linkage connection
which transmits the longitudinal and lateral control to the mixing unit.
Interposed between the compound linkage and the mixing unit are the AFCS
series actuators. Acting on the rod that connects between each series
actuators and the compound linkage is an anchor spring which provides a
safety function for the event of an actuator disconnect, in that the spring will
react the manual input as a pivot point to ensure the movement is translated
to the mixing unit.
The compound linkage then mixes the pilot input with the series actuators
(pitch and roll dual linear actuators) input and transmits this output to the
mixing unit. Limit stops are present in the upper bellcrank to limit the
longitudinal and lateral cyclic pitch to the limits of its envelope.

PITCH AND ROLL TRIM ACTUATORS

Pitch and roll trim actuators are installed in parallel with the cyclic stick. Trim
actuators have the same control travel authority as the pilot but with a low-
limit rate of control for safety in case of malfunctions.

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ICN-39-A-670000-G-A0126-02119-A-01-1

CYCLIC CONTROL

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MIXING UNIT
The mixing unit is a mechanical equipment made by a linkage on a movable
support assembly.
The mixing unit receives a mechanical input from the collective controls and
cyclic controls and, after mixing them, sends a mechanical output to main
rotor servo actuators.
The mixing unit includes a mechanical stop that restricts the longitudinal
pitch control as a function of collective displacement; full forward longitudinal
cyclic control is achieved only if collective control is not at minimum.
The output from the mixing unit to the servo actuators comprises three rods
that use a pivot lever and bell cranks to transmit the mechanical movement.

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ICN-39-A-670000-G-A0126-02120-A-01-1
MIXING UNIT (SHEET 1 OF 2)

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ICN-39-A-670000-G-A0126-02121-A-01-1
MIXING UNIT (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
SERVO CONTROLS
MAIN ROTOR SERVO ACTUATORS - GENERAL
There are three Main Rotor (MR) servo actuators: LEFT, RIGHT and
FORWARD (LH, RH and FWD).
Each main rotor servo actuator is a fixed body actuator comprising two
separate cylinder assemblies bolted together at the actuator center and
tandem pistons.
The upper piston is connected to the fixed swashplate; the lower end of the
cylinder is connected with a support to the MGB.
Each cylinder assembly has an integral flow distributor that contains a dual
concentric valve which provides the normal servo control and a jam tolerant
function.
The flow distributor assembly is controlled through an input lever which
receives the input from pilot's flight controls and through a feedback link
which is connected to the output piston.
The anti-jamming device consists of a inner and outer sleeve that are held in
place under the action of a spring. In case of a valve spool jam the force
required at the input lever to operate the main valve exceeds a preset value
thus compressing the spring and allowing the two sleeves to move relatively
to control the hydraulic fluid within the cylinder chambers.
The actuator is designed to operate normally with two hydraulic systems
(hydraulic system no.1 and hydraulic system no.2) which are completely
separated within the actuator.
In case of failure of one system, the level of performances with only one
hydraulic system operating ensures no degradation of handling qualities.
The indication system of the rotor flight controls is supplied by a pressure
switch installed on each actuator control-valve.
If the control spool of an actuator control-valve jams or moves abnormally,
the pressure switch will send an input to the indicating system which, in turn,
will generate a caution and a 1 SERVO or 2 SERVO message depending on
which system has had a jam.

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ICN-39-A-670000-G-A0126-01002-A-01-1
MAIN ROTOR SERVO ACTUATORS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
TAIL ROTOR CONTROLS SYSTEM – GENERAL reacts to the manual input as a pivot point to ensure the movement to the tail
rotor servo actuator.
The tail rotor controls system includes the yaw control. The yaw control is
obtained by changing the pitch angle of the tail rotor (TR) blades.

YAW CONTROL – MAIN COMPONENTS YAW CONTROL – PRINCIPLE OF OPERATION

PILOT PEDAL ASSY The tail rotor control is operated by means of a mechanical linkage that
gives an input to the dual-channel tail rotor hydraulic servo actuator. The TR
The pilot pedal assembly is mounted on an articulated support that allows to servo actuator acts the pitch-change mechanism to give the required yaw
fit the physical characteristics of the pilot. action.
The pilot pedal assembly is connected to the copilot pedal assembly to give The mechanical linkage is operated by pilot and copilot pedals.
a common input to the TR servo actuator. The mechanical linkage is also controlled by a yaw trim actuator and a yaw
The yaw pedal incorporates a microswitch used to operate the trim actuator dual linear atuator, both controlled by the AFCS (see chapter 22-00).
friction in order to disengage the anchor point.

COPILOT PEDAL ASSY

The copilot pedal assembly is mounted on an articulated support that allows
to fit the physical characteristics of the copilot.
The yaw pedal incorporates a microswitch used to operate the trim actuator
friction in order to disengage the anchor point.

YAW TRIM ACTUATOR

The yaw trim actuator receives electrical commands from the pilots or from
the AFCS and convert these commands into a mechanical output used to
change the position of the yaw control linkage

YAW DUAL LINEAR ACTUATOR

The yaw dual linear actuator is installed in series with the rods of the
mechanical linkage inside the tail boom.
It is connected with the linkage through an anchor spring which provides a
safety function in case of the actuator disconnects: in this case the spring

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ICN-39-A-670000-G-A0126-02124-A-01-1
YAW CONTROL – MAIN COMPONENTS (SHEET 1 OF 2)

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ICN-39-A-670000-G-A0126-02125-A-01-1

YAW CONTROL – MAIN COMPONENTS (SHEET 2 OF 2)

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TAIL ROTOR SERVO ACTUATOR - GENERAL
The tail rotor servo actuator is a fixed body actuator comprising two separate
cylinder assemblies, which are bolted together at the actuator center and
tandem pistons.

TR SERVO ACTUATOR – PRINCIPLE OF OPERATION

The actuator body is provided with a mounting flange for the installation to
the left side of the TGB. One piston end extends with a control rod which is
connected to the rotating control spider; the other piston end is connected
with the input lever. Each cylinder assembly has an integral flow distributor
that contains a dual concentric valve which provides the normal servo
control and a jam tolerant function.
The flow distributor assembly is controlled through an input lever which
receives the input from pilot's flight controls and through a feedback link
which is connected to the input lever and hence to the output piston.
The anti-jamming device consists of a inner and outer sleeve that are held in
place under the action of a spring.
In case of a valve spool jam the force required at the input lever to operate
the main valve exceeds a preset value thus compressing the spring and
allowing the two sleeves to move relatively to control the hydraulic fluid
within the cylinder chambers.
The actuator is designed to operate normally with two hydraulic systems
which are completely separated within the actuator. In case of failure of one
system, the level of performances with only one hydraulic system operating
ensures no degradation of the helicopter handling qualities.

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ICN-39-A-673000-G-A0126-01010-A-02-1
TAIL ROTOR SERVOACTUATOR

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ROTOR FLIGHT CONTROLS – CONTROLS AND pilot feels the spring force applied to the
INDICATORS collective lever and yaw pedals
5 FTR push-button switch (CLTV CPLT)
1 FORCE TRIM switch
• OFF ........ the cyclic force trim actuators are disengaged • PRESSED ...... disengages the clutch of the collective and
yaw pedals trim actuators.
• ON ......... the cyclic force trim actuators are engaged. When NOTE. When the copilot operate the
the pilot moves the cyclic stick out of the detent collective lever and the yaw pedals, he feels
position in the pitch and the roll axis, he feels the the flight controls free to move and the
spring force applied on the cyclic flight control spring force is not applied.
2 CLTV / YAW TRIM switch • RELEASED .... engages the clutch of the collective trim
actuator and yaw pedals trim actuators. The
• OFF ....... the collective and yaw pedals force trim actuators
are disengaged copilot feels the spring force applied to the
collective lever and yaw pedals.
• ON ......... the collective and yaw pedals force trim actuators
are engaged. When the pilot moves the collective
lever and the yaw pedals from their detent
positions, he feels the spring force applied on the
collective and yaw pedals flight controls
3 FTR push-button switch
• PRESSED ....... disengages the clutch of the cyclic trim
actuator. When the pilot operate the cyclic
stick, he feels the flight controls free to
move and the spring force is not applied
• RELEASED ..... engages the clutch of the cyclic trim
actuators. The pilot feels the spring force
applied to the cyclic stick
4 FTR push-button switch (CLTV PLT)
• PRESSED ...... disengages the clutch of the collective and
yaw pedals trim actuators.
NOTE. When the pilot operate the collective
lever and the yaw pedals, he feels the flight
controls free to move and the spring force is
not applied.
• RELEASED .... engages the clutch of the collective trim
actuator and yaw pedals trim actuators. The

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ICN-39-A-670000-G-A0126-02126-A-02-1
ROTOR FLIGHT CONTROLS – CONTROLS AND INDICATORS (SHEET 1 OF 2)

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ICN-39-A-670000-G-A0126-02127-A-02-1

ROTOR FLIGHT CONTROLS – CONTROLS AND INDICATORS (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
TRIM ACTUATOR - GENERAL When pilot manually moves a flight control line with the associated Force
Trim clutch engaged, he feels the spring force counteracting his input and
Four Trim Actuators are installed on the aircraft, one on each axis of flight the detent microswitch is actuated.
controls: pitch, roll, yaw and collective. Each trim actuator includes: When pilot disengaged the Force Trim on any axis, he has to keep hands on
• a feel spring which provides a feed-back feel load to the pilot when the associated control and he feels the controls free to move, ie the spring is
actuated out of the neutral position not actuated.
• a detent microswitch actuated when the feel spring is not at neutral
used to inhibit AFCS control in case of pilot input with Force Trim
engaged
• a magnetic clutch (Force Trim) which provides an anchor point to the
flight controls and connects or disconnects the feel spring; the Force
Trim is normally engaged, ie an electrical signal input is required to
disengage it
• a dual position sensor which provides a feed-back position signal of the
flight control to the AFCS (MAU1 and MAU2)
• an electrical motor (Trim Motor) which converts the AFCS electrical
signals into mechanical rotation to displace the flight control
• a damper which reduces vibration on the control due to engagement /
disengagement of the anchor point using the feel spring
• a shear section on the output shaft which permits breaking the Trim
Actuator shaft

TRIM ACTUATOR – PRINCIPLE OF OPERATION

Any pilot can disengage the Force Trim clutch by either
• pressing the associated FTR push-button, or
• setting the FORCE TRIM switch (pitch and roll) or the CLTV/YAW
TRIM switch (collective and yaw) to OFF
In both cases, a 28VDC signal is provided to the Force Trim magnetic clutch.
When the clutch is disengaged:
• the force feel system is disengaged
• the actuator drive is disengaged
• the auto-trim cannot send commands to the controls
• the autopilot operate in SAS mode (see chapter 22-00)

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ICN-39-A-220000-G-A0126-01659-A-01-1

TRIM ACTUATOR – PRINCIPLE OF OPERATION

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PAGE INTENTIONALLY LEFT BLANK

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SECTION 30
SERVO-CONTROL SYSTEM

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DESCRIPTION • Modular Avionics Unit
MAIN ROTOR SERVO ACTUATOR
The main rotor servo actuator is a fixed body actuator comprising two TAIL ROTOR SERVO ACTUATOR
separate cylinder assemblies, which are bolted together at the actuator
The tail rotor servo actuator is a fixed body actuator comprising two separate
centre, and tandem pistons.
cylinder assemblies, which are bolted together at the actuator centre, and
The output upper piston end is provided with a terminal eye for connection to
tandem pistons. The actuator body is provided with a mounting flange for the
the swashplate.
installation to the left of the Tail Gearbox.
The lower cylinder end is shaped as a terminal eye for connection with a
One piston end extends with a control rod which is connected to the rotating
support to the Main Gearbox.
control spider; the other piston end is connected with the input lever.
The cylinder and piston are manufactured in stainless steel; the piston is
The cylinder and the piston are manufactured in stainless steel; the piston is
chromed to improve wear properties.
chromed to improve wear properties.
Each cylinder assembly has an integral flow distributor that contains a dual
Each cylinder assembly has an integral flow distributor that contains a dual
concentric valve which provides the normal servo control and an anti-
concentric valve which provides the normal servo control and an anti-
jamming device.
jamming device.
The flow distributor assembly is controlled through an input lever which
The flow distributor assembly is controlled through an input lever which
receives the input from pilot's flight controls and through a feedback link
receives the input from pilot's flight controls and through a feedback link
which is connected to the output piston.
which is connected to the input lever and hence to the output piston.
The anti-jamming device consists of an inner and outer sleeve that is held in
place under the action of a spring. In the event of a valve spool jam the force
required at the input lever to operate the main valve exceeds a preset value
thus compressing the spring and allowing the two sleeves to move to control
the hydraulic fluid within the cylinder chambers.
The actuator is designed to operate normally with two hydraulic systems
which are completely separated within the actuator.
The part where the two cylinders are joined is vented to atmosphere to
ensure that leakage past the rod seals does not cause inter-system mixing
of the fluid.
In case of failure of one system, the level of performance with only one
hydraulic system operating ensures no degradation of the helicopter
handling qualities.
The Main Rotor Servo actuators are interfaced with:
• Main Gearbox
• main rotor rotating controls
• PCM1 and PCM2
• main rotor flight controls

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ICN-39-A-673000-G-A0126-01540-A-01-1

MAIN ROTOR SERVO ACTUATOR

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ICN-39-A-673000-G-A0126-01539-A-01-1
TAIL ROTOR SERVO ACTUATOR

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SERVO ACTUATORS – PRINCIPLE OF OPERATION
The following schemes explain the normal and the emergency operation that
can occur into any one of the two MR servo actuators cylinders.

NORMAL OPERATION
• the input lever transmits the pilot's input through a linkage and lay shaft
to the flow distributor assembly in each half of the actuator
• displacement of the input lever results in movement of the servo valves
from the neutral position routing the high pressure hydraulic fluid into
the appropriate cylinder chamber
• the resulting piston motion drags a dual load path feedback link to
rotate the input lever and reset the valve command
• movement of the input lever results in the piston moving in the opposite
direction

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ICN-39-A-670000-G-A0126-02129-A-01-1
SERVO ACTUATOR SCHEMATIC (1 OF 2)

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ICN-39-A-670000-G-A0126-02130-A-01-1

SERVO ACTUATOR SCHEMATIC (2 OF 2)

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ICN-39-A-670000-G-A0126-02131-A-01-1
CONTROLS STATIONARY AND CENTERED

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ICN-39-A-670000-G-A0126-02132-A-01-1
CONTROL INPUT

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ICN-39-A-670000-G-A0126-02133-A-01-1
CONTROLS STATIONARY IN NEW POSITION - ACTUATOR MOVING

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ICN-39-A-670000-G-A0126-02134-A-01-1
CONTROL SPOOL VALVE RESET - ACTUATOR IN NEW POSITION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
EMERGENCY OPERATION - HYDRAULIC FAILURE
In this case the servo valve ports inside the failed half of the actuator
(pressure loss) are controlled in the normal way allowing hydraulic fluid to be
forced from the dead cylinder by the active half.
This condition is monitored on the CAS window (in addition to pressure
indication) by the microswitch installed on the flow distributor which provides
the caution message 1(2) SERVO.

EMERGENCY OPERATION – VALVE JAMMED

Depending on the main spool valve jammed position, the dual concentric
sleeve valve allows two different way of operations
• if the main spool valve is jammed in the center position (ports in the
inner sleeve closed), the sleeve moves to distribute the fluid to and
from the cylinder in the normal way in response to input commands.
This condition is defined as “actuator active”
• if the spool valve is jammed away from the center position, the sleeve
moves to connect together both control ports, to and from the cylinder,
to the return line. This is a bypass condition and the piston is moved by
the remaining active half of the actuator
In the first condition the pressure line connected to the microswitch is
drained to return only if flight controls are operated so that the caution 1(2)
SERVO is provided to the MFD.
In the second condition the pressure line connected to the microswitch is
always drained to return so that the caution 1(2) SERVO is always provided
to the MFD.
A maintenance check may be performed on the anti-jam device to ensure
that the function is working correctly and that no dormant failures exist in the
components.

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ICN-39-A-670000-G-A0126-02135-A-01-1
EMERGENCY OPERATION – CONTROL SPOOL VALVE JAMMED IN CENTER

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ICN-39-A-670000-G-A0126-02136-A-01-1
EMERGENCY OPERATION – CONTROL SPOOL VALVE JAMMED OUT OF CENTER

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CAS CAUTION MESSAGES

CAS CAPTION FAILURE DESCRIPTION PROCEDURE AW139-RFM-4D

NAME

Associated hydraulic servo actuator in bypass

1(2) SERVO
NOTE
When the flight controls are operated and a main spool valve in any servo ac-
tuator is jammed in center or a main spool in any servo actuator is jammed
out of the center regardless of flight controls operation (the caution is also
provided when the pressure in the hydraulic circuit is below 138 bar).

Section 3
WARNING MAIN VALVE EMERGENCY
DO NOT SWITCH SOV TO CLOSE ON THE UNAFFECTED SYSTEM SEIZURE IN AND
SINCE THIS WILL CAUSE LOSS OF CONTROL IN THE AFFECTED SER- MAIN OR MALFUNCTION
VO JACK TAIL ROTOR PROCEDURES
SERVO HYDRAULIC
SYSTEM
NOTE
Loss of hydraulic fluid in system no.2 will automatically close the Tail Rotor
2 SERVO
Shut Off Valve (TRSOV). This will be indicated by a caution on
the CAS and a TRSOV closed indication on the hydraulic synoptic page.
Once the TRSOV has operated the SOV no.1 is inhibited.

MAINTENANCE INFORMATION • filling and bleeding hydraulic circuits 1 and 2

• PCM1 and PCM2 must be drained before main and tail servo actuator • adjustment of the mixing control system
removal • operational check of the hydraulic system 1 and 2
• Tail gearbox must be drained before tail rotor servo actuator removal
• After a tail rotor servo actuator replacement you must carry out:
• After a main rotor servo actuator replacement you must carry out:

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

• filling and bleeding hydraulic circuits 1 and 2 person and/or damage to the equipment. In this procedure, get a
second person to help you.
• filling the tail gearbox
• operation test of the hydraulic system 1 and 2.
SPECIAL TOOLS/TEST EQUIPMENT
MR/TR servo actuator by-pass simulator tool (part of flight controls
LEADING PARTICULARS adjustment tool kit).
• MR and TR servo actuators operating 207 bar / 196 bar (3000
inlet pressure (static/dynamic).............. psi / 2843 psi)
• MR and TR servo actuators operating 1 bar / 10 bar (14.5 psi /
return pressure (static/dynamic)............ 145 psi)
• Input lever control load (normal
operation)........................................... from 3N to 16N (o.2 to 3.6 lb)
• Input lever control load (jamming from 70N to 100N (15.7 to 22.5
condition)...................................... lb)
• Hydraulic fluid......................................................... MIL-PRF-83282
• MR piston rated speed............................. 100 mm/sec (3.94 in/sec)
• TR piston rated speed................................ 50 mm/sec (1.97 in/sec)
• Bypass/jamming condition microswitch operation
- decreasing (ON)........................................ 138 bar (2001 psi)
- increasing (OFF)....................................... 179 bar (2596 psi)
• MR weight................................................................... 8.6 Kg (19 lb)
• TR weight................................................................. 7.0 Kg (15.4 lb)

SAFETY PRECAUTIONS
• The solvent is a dangerous material. Make sure that you know all the
safety precautions and first aid instructions for the solvent.
• Make sure that you obey all applicable precautions when you use the
compressed air.
• Be careful when you remove/install the main servo actuator. The main
servo actuator is heavy. An incorrect movement can cause an injury to

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CHAPTER

71
POWER PLANT

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SECTION 00
POWER PLANT

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GENERAL The still expanding gases continue to the first-stage power turbine vane ring
and turbine, then to the second stage power turbine vane ring and turbine.
The PT6C-67C engine incorporates four stage axial compressor and one The exhaust gas from the power turbine is finally directed through an
stage centrifugal compressor driven by a single-stage compressor turbine. exhaust duct to the atmosphere.
An ignition unit and two spark igniters are used for starting purposes. The power turbine turns the output shaft located at the front of the engine.
A single channel, Electronic Engine Control system is connected with an The lubricating oil is contained in the integral oil tank located between the air
electro-hydro-mechanical device, which include a manual backup channel, inlet and the accessory gearbox.
ensures accurate control of the engine output speed and fast response Pressurized oil is provided to all bearings and various locations for cooling,
changes in power demand. lubricating and cleaning by pressure pump and jets.
All engine parameters are controlled by the Electronic Engine Control (EEC)
to provide protection and monitoring for the engine and aircraft in normal
operation (twin engine) and in one engine inoperative operation (OEI) and in DESCRIPTION
training mode.
Construction:
- Non modular free-turbine turboshaft engine.
OPERATION Accessory Gearbox:
The air enters in the engine through an annular plenum chamber, passing - Driven by the compressor;
through the compressor inlet case. An inlet screen prevents entrance of - Provide drives for engine and aircraft accessories.
large particles of dirt or debris from entering the engine. The inlet air moves Compressor:
to the set of four axial compressor and to the centrifugal impeller. - 4 axial stages plus 1 centrifugal impeller;
The air from the impeller passes through the diffuser tubes, which turn the - Compressor bleed valve (pneumatic and electronically controlled);
air 90° in direction and converts air velocity to static pressure. Part of this
high-pressure air surrounds the combustion chamber and is used in the - Flapper valve.
combustion process; the remaining air is used for engine cooling and for the Combustion chamber:
aircraft heating system. - Annular;
The combustion chamber has perforations of various sizes that allow entry - Reverse flow (for shorter and lighter engine).
of compressor delivery air. The flow of air changes direction 180° as it enters Combustion turbine:
and mixes with fuel. - Single stage (CCW rotation)
Metered fuel is sprayed into a reverse flow annular combustion chamber
- Super single crystal blades.
through fourteen (14) fuel nozzles installed around the gas generator case.
Each fuel nozzles has a built in flow divider. Power turbines:
Two spark igniters powered by a high voltage exciter unit ignite the fuel/air - Free turbines;
mixture. When self sustaining speed is reached, ignition is automatically - 2 stage turbines (CW rotation)
turned “OFF”. Exhaust:
The expanding gases are directed to the compressor turbine and then to the - PT6C-67C: 60_ up LH or RH configuration;
power turbines. The expanding hot gases from the combustion chamber
- BS 1019 for Left Hand and BS 963 for Right Hand configuration.
reverse direction in the exit duct zone and pass through the compressor
turbine vane ring to the single-stage compressor turbine. Output section:
The stator vanes direct the hot gases towards the turbine blades at the - Direct drive to the aircraft transmission.
correct angle, with a minimum loss of energy. Engine integrated oil system:

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- Integral oil tank (inlet case); These Training Notes are intended as supplementary to the manufacturers
- Regulated oil pressure system; manuals. It is the responsibility of students to familiarize themselves with the
formal Maintenance Manuals, Illustrated Parts Catalogues and Service
- Engine mounted oil cooling system; Bulletins pertaining to the equipments that they maintain.
- Sight glasses for oil level check; Detailed Standard Practices are not included in these notes. Students
- Chip detection; should refer to ATA Chapter 70 of the relevant maintenance manual for such
- Oil pressure and temperature monitoring components. Standard practices that pertain to specific equipments.
Fuel and control system:
- Electronic Engine Control (EEC); REFERENCES
- Fuel Management Module (FMM) with integral fuel pump;
In addition to the maintenance manual chapters, referenced at the beginning
- Electronic torque measuring system (torque shaft); of each section of the notes, other information is included and derived from
- NG and NPT/NF and torque sensors; the following maintenance manual chapters:
- Interturbine gas temperature system (ITT, T5);
- Data Collection Unit (DCU). Chapter 05 – Time limits/maintenance checks
Ignition system:
- High energy;
- One exciter box (for each engine); • 05-00-00 Time limits/Maintenance checks
- Two igniters; • 05-10-00 Engine Operating limits
• 05-20-00 Scheduled maintenance checks
• 05-50-00 Unscheduled maintenance checks.
INTRODUCTION
Subject matter in these training notes is divided into chapters which are SUPPLEMENTARY INFORMATION
designed to give a logical progression of information that has links to Additional information is provided by Pratt & Whitney in the form of Service
previous information. In this the chapters do not necessarily follow the ATA Information Letters (SIL), Operating Information Letters (OIL) and
100 numerical sequence order. The heading page of each chapter gives the Airworthiness Directives (AD). The SIL provides information relevant to
ATA 100 reference subject number for cross reference to the manufacturer’s servicing and maintenance procedures, and the OIL informs on operational
manuals. aspects.
The first chapters provide descriptive material for the subject areas. Later Service Information letters may be General in nature, such as containing
chapters provide guideline information on maintenance subjects such as information relating to Warranty or Maintenance Manual issue status, or the
Inspection, Adjustment and Test, and Storage and Preservation. letters may be specific to engines and their servicing.
Where relevant, information on the Ramp and Transit servicing procedures Where relevant to a particular item or procedure the SIL or OIL may be
is given with the associated engine subject. quoted in the notes. Outline information is also given on the subject matter of
Detailed fault isolation charts are given in Chapter 72.00.00 of the engine the letter.
maintenance manual. In these notes the main features of trouble shooting
where relevant, are given at the end of the relevant section.

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Airworthiness directives are, by nature, mandatory procedures and are
regulated by specific instructions and time limits. AD’s are not specifically
quoted because of their self-regulatory nature.

CAUTION
THESE NOTES ARE INTENDED FOR TRAINING PURPOSES
ONLY. WHILE EVERY EFFORT IS MADE TO ENSURE THAT THE
MATERIAL IS UP TO DATE AT THE TIME OF EACH COURSE
THE NOTES ARE NOT SUBJECT TO FURTHER AMENDMENTS.

PT6 ENGINE HISTORY

The PT6 family of engines began development in the 1950’s. First flight for a
development engine was in 1961, in a Beech 18 aircraft. Production of the
engine for commercial use began in 1963 and the first engines entered
service in 1964. The engine celebrated its 40th anniversary in 2001 and by
that time more than 36,000 PT6A’s had been delivered.

ENGINE TYPES
• PT6A – Intended for use in Turboprop aircraft.
• PT6B – Power system for helicopters, this mark has an offset reduction
gearbox to provide drive to the helicopter main gearbox, usually
through a freewheel clutch.
• PT6C – Helicopter installation with a single side mounted exhaust duct.
• PT6 Twin Pac – Comprises two PT6 engines which drive a common
output reduction gearbox.
• ST6 – Intended for use in stationary applications. The application was
originally developed for use in trains. It is now widely used as the
auxiliary power unit on some large.

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PT6C-67C – ENGINE LEADING PARTICULARS GENERAL Output section
FEATURES • Direct drive to the aircraft transmission

Oil System
Construction
• Non modular free-turbine turboshaft engine • Integral oil tank with sight glasses for oil level check
• Two major sections • Regulated oil pressure system
- Gas Producer section • Engine mounted oil cooling system
- Output section • Chip detection
• Oil Pressure and temperature sensors
Compressors
• Four stage axial compressor and one stage centrifugal Fuel & Control System
• Compressor bleed valve • Electronic Engine Control (EEC)
• Inlet pre-swirl • Integral fuel pump / Fuel Management Module (FMM)
• Ng and N2 magnetic pulse pick-ups
Turbines • Data Collection Unit (DCU)
• Single stage compressor turbine
• Power turbine – Free turbine, two stage
Interturbine gas temperature measurement (ITT)
• Eight thermocouples with trim correction
Accessory Gearbox
• Driven by the compressor Torque measuring system
• Provide drives for engine and aircraft accessories • Torque shaft phase displacement electronic measuring

Combustion Chamber Ignition System

• Annular • High energy exciter unit
• Reverse flow • Two spark igniters with cables

Exhaust
• 57° up LH or RH configuration

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Dimensions/Weights
• Length – 1.6 m (64.3 inches)
• Width – 0.7 m (25.2 inches)
• Basic weight – 190 kg (420 lbs)
• Total weight – 212 kg (468 lbs)

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ICN-39-A-710000-G-A0126-02281-A-01-1

PT6C-67C – ENGINE CROSS SECTION VIEW

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ICN-39-A-000000-G-A0126-00407-A-01-1

ENGINES INSTALLATION

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P&WC PUBLICATIONS SERVICE INFORMATION LETTER (SIL):
Pratt and Whitney Canada publishes various documents and manuals to Service information letters are produced by Customer Support to inform all
support all the engines in service. operators on new techniques, new products and other general information.

ILLUSTRATED PARTS CATALOGUE (IPC):

PUBLICATION PRICE LIST:
Contains all part numbers and parts history information along with identifying
drawings for an engine series. To be used for ordering parts. The publication price list contains the prices of all P&WC publications and
training material available to customers.t to inform all operators on new
techniques, new products and other general information.
MAINTENANCE MANUAL (MM):
The manual defines all the line and heavy maintenance tasks that can be AIRWORTHINESS DIRECTIVE (AD):
done on the engine as well as various tests and adjustments.
Issued by Governmental Aviation Regulatory Agencies. Requires
compliance to rectify potential problems affecting the airworthiness of the
SERVICE BULLETIN (SB): aircraft. AD’s refer to applicable SB’s for accomplishment instructions.
Service bulletins contain data or instructions that are used to make a
modification to the engine or parts to make them agree with the latest
configuration. This data will cause a change in the part form, fit or function.

SPARE PARTS BULLETINS (SPB):

Spare parts bulletins are published to advise for new parts, fully
interchangeable with existing parts.

COMMERCIAL SUPPORT PROGRAM NOTIFICATION (CSPN):

Program issued to assist operators in the accomplishment of SB’s.

SPECIAL INSTRUCTION (SI):

Special instructions are produced by Customer Support to provide specific
maintenance information to specific customers.

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ICN-39-A-710000-G-A0126-03723-A-01-1

MAINTENANCE MANUAL

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SERVICE BULLETINS CATEGORY 8
CATEGORY 1 Do this SB if the operator thinks the change is necessary because of what
he knows of the parts history.
Do before the next flight.

CATEGORY 9
CATEGORY 2
Spare parts information only. Old and new parts are directly interchangeable
Do the first time the aircraft is at a line station or maintenance base that can and operators can mix old and new parts.
do the procedure.

CATEGORY CSU
CATEGORY 3
Used to evaluate new parts before final introduction in commercial service.
Do before xxx hours/months or xxx cycles. This Category may be expanded Operators who participate should include this SB at the next maintenance or
as required, to specify a minimum and/or a maximum and/or repetitive overhaul of the engine.
interval/ inspection.

CATEGORY 4
Do this SB the first time the engine or module is at a maintenance base that
ENGINE STATIONS AND OPERATING CONDITIONS
can do the procedures, regardless of the scheduled maintenance action or Engine stations are specific locations within the engine that are significant in
reason for engine removal. terms of operating pressures and temperatures. The stations are numbered
from the intake end of the engine.
CATEGORY 5 STATION 1 – AIR INTAKE
Do this SB when the engine is disassembled and access is available to the Station 1 is at the air intake. Pressure measured at this stage is referred to
necessary sub-assemblies. as P1 and temperature as T1. These parameters may not be exactly the
Do all spare part assemblies. same as ambient, due to air intake duct effects, although the difference from
ambient is likely to be small.
CATEGORY 6
Do this SB when the sub-assembly is disassembled and access is available STATION 2 – INLET TO AXIAL FLOW COMPRESSOR
to necessary part. Station 2 is at the inlet to the axial flow compressor. Pressure and
temperature at this point have the P2 and T2 references but are essentially
the same as P1 and T1.
CATEGORY 7
Do this SB when the supply of superseded parts is fully used.

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STATION 2.5 – BETWEEN AXIAL AND CENTRIFUGAL STATION 5 – BETWEEN THE COMPRESSOR AND POWER
COMPRESSORS TURBINES
Station 2.5 is at the outlet of the axial flow compressor. At high operating Station 5 is located between the two turbine sections. The energy extracted
rpm the compression causes a significant rise in both pressure and by the compressor turbine significantly reduces the values of P5 and T5. It is
temperature. Those parameters are referred to a P2.5 and T2.5. The air at at this point that the gas temperature is sampled and measured by
this stage is utilized for internal sealing of bearings and an external bleed thermocouples.
may be used for aircraft services.

STATION 6 – EXIT FROM THE POWER TURBINE

STATION 2.8 – INTERMEDIATE POINT OF CENTRIFUGAL
Station 6 is at the exit from the power turbine. Pressure and temperature has
COMPRESSOR reduces close to the final exhaust values.
Station 2.8 is located at approximately one third of the centrifugal
compressor casing. The pressure (P2.8) at this point is significantly higher
than P2.5 and the 2.8 bleed is used in the compressor airflow control STATION 7 – ENGINE EXHAUST EXIT
system. Station 7 is at the engine exhaust. Temperature is still high and pressure is
still above ambient, giving some residual thrust potential.
STATION 3 – OUTLET FROM THE CENTRIFUGAL COMPRESSOR
Station 3 is at the outlet of the centrifugal compressor (P3 and T3). With the
engine operating normally the pressure (P3) is the highest value within the
engine. This is the air that enters the combustion section.
P3 air is used for engine controls systems operation and also for internal
sealing and cooling.

STATION 4 – INLET TO THE COMPRESSOR TURBINE GUIDE

VANES
Station 4 is at the inlet to the compressor turbine section. The gas
temperature (T4) at this stage is the most critical in terms of engine potential
operating damage.
Between stations 3 and 4 represents the combustion process. The pressure
shows a small reduction but gas temperature increases to the maximum in
normal operation.

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ICN-39-A-750000-G-A0126-02289-A-01-1
ENGINE STATIONS

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ENGINE BEARINGS The bearing housing oil is drained or drawn by scavenge pumps for return to
the engine oil tank. The oil system is fully explained in the relevant section of
The engine has 5 main bearing assemblies. these notes.
BEARING NO. 1
Bearing No. 1 is a ball bearing that supports the intake end of the
compressor assembly. The housing for this bearing is flexible in order to
dampen any vibration from the compressor rotor assembly.
As a ball bearing it is capable of absorbing both axial and radial loads.

BEARING NO. 2
Bearing No. 2 is a roller bearing that supports the rear end of the
compressor assembly. The roller configuration absorbs radial loads. It also
allows some axial movement, caused by thermal expansion during
operation.

BEARING NO. 3
Bearing No. 3 is a roller bearing which supports the rear end of the power
turbine shaft. The roller bearing absorbs radial loads while allowing some
axial expansion due to thermal heating.

BEARING NO. 4
Bearing No. 4 is a roller bearing which supports the middle section of the
power turbine shaft. It allows for axial expansion, due to heating and absorbs
the radial loads of the shaft.

BEARING NO. 5
Bearing No. 5 is a ball bearing. It provides the support for the front, output,
end of the power turbine shaft. The ball configuration absorbs both radial
and axial loads.

The bearings are enclosed by housings to provide a compartment to contain

the lubricating oil. A sealing arrangement retains the oil within the housing.

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ICN-39-A-710000-G-A0126-03175-A-02-1

MAIN BEARINGS

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CASES AND FLANGES
The PT6C-67C engine consists of 7 structural cases:
1 Accessory Gearbox Rear case
2 Accessory Gearbox Front case (diaphragm)
3 Inlet case
4 Gas generator case
5 Exhaust case
6 Output module case
7 No.5 Bearing support housing.

MAIN DISASSEMBLY LOCATIONS:

Flanges "A" through "G"

A Output housing to exhaust case Heavy maintenance

C Exhaust case to gas generator case Heavy maintenance

D Power turbine housing to exhaust case Heavy maintenance

E Compressor vane ring to small exit duct Heavy maintenance

F Gas generator case to inlet case Overhaul

G Gas case to accessory gearbox case Overhaul

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ICN-39-A-710000-G-A0126-03724-A-02-1

CASES AND FLANGES

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ICN-39-A-720000-G-A0126-01122-A-01-1
ENGINE MAIN COMPONENTS (SHEET 1 OF 4)

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ICN-39-A-720000-G-A0126-01123-A-02-1
ENGINE MAIN COMPONENTS (SHEET 2 OF 4)

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ICN-39-A-720000-G-A0126-01124-A-02-1
ENGINE MAIN COMPONENTS (SHEET 3 OF 4)

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ICN-39-A-720000-G-A0126-01126-A-01-1
ENGINE MAIN COMPONENTS (SHEET 4 OF 4)

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ENGINE POWER CHECK 4 Set the barometric pressure to 1013 mb or 29.92 inHg.
The purpose of the Engine Power Assurance Check is to provide a means of 5 Confirm both the ENG MODE switches at FLT, set BUS TIE switch to
monitoring engine health on an on-going basis. A HOVER power assurance ON, select ENG MODE switch of engine NOT being tested to IDLE.
check procedure is provided to the operator. 6 With the rotor speed at 100%, set the collective until “light on wheels”
The procedure should be used to check if the engine power available before or Hover at 5 feet to obtain a percent torque value within the range
take-off is within the limits established for the legitimate use of the Rotorcraft shown on the top graph of Figure, depending on the airfield elevation.
Flight Manual performance.
7 Maintain a fixed collective for one minute, then record the following
data from the Primary and MultiFunction Display:
SCHEDULE • Pressure Altitude
Performance Check should be performed: • OAT
• After engine installation; • NG
• At regular interval as per flight manual. • TRQ
• ITT
POWER MARGIN TREND MONITORING 8 When recording is completed lower collective to MPOG, select ENG
MODE switch of engine not being tested to FLT.
Every 50 flight hours record engine power assurance check values for
engine power margin trend monitoring purposes. 9 Repeat steps (1) through (8), for the other engine.
10 Select BUS TIE switch to AUTO.

HOVER POWER CHECKS PROCEDURE 11 On the appropriate figure plot reading for each engine as follows:
1 Enter the left graph of Figure below, as appropriate, with the
The following procedure is used to check engine performance before flight: recorded torque value. Drop vertically until intercepting the
recorded pressure altitude value (interpolate between the curves,
as necessary). Move horizontally to intercept the recorded OAT
CAUTION value for ITT and NG. From these points move up to read the
OBSERVE ALL ENGINE AND TRANSMISSION MAX maximum allowable ITT/NG values for the test condition.
CONTINUOUS LIMITS AND AIRCRAFT OPERATING LIMITS 2 Compare the maximum allowable ITT and NG values to the
DURING THIS CHECK. recorded ITT and NG values.
3 If the recorded ITT or NG values is less than the maximum
1 Position the aircraft into the prevailing wind to minimize hot gas allowable ITT or NG value, engine condition is acceptable for
ingestion. flight. The difference between maximum allowable ITT/NG and
2 Record date, aircraft serial number, aircraft hours, engine serial recorded ITT/NG is called the Power Assurance Margin (PAM).
number and engine hours.
3 Confirm that the AUTO MODE HTR/COND switch is set to OFF and
HEATING SOV switches are OFF (if fitted).

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4 If the recorded ITT or NG values are greater than the maximum
allowable ITT or NG the performance in this RFM may not be
achieved. Refer to EMM for required actions.

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ICN-39-A-710000-G-A0126-01072-A-01-1
HOVER POWER CHECK CHART

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SECTION 02
ENGINE REMOVAL/INSTALLATION

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MAINTENANCE INFORMATION
• For engine removal/installation refer to IETP - AMP Ch. 71-00 (for
reference only).

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SECTION 10
COWLINGS

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DESCRIPTION
The helicopter upper deck is provided with the following cowlings:
• Right and left engine access door provided with hinges and latches.
• Forward sliding fairing installed on to rails and provided with latches.
• Top forward cowl (fixed).
• Top aft cowl (fixed).
• Right and left aft cowl. (fixed).

MAINTENANCE INFORMATION
For removal/installation of cowlings and engine access doors, refer to IETP -
AMP Ch. 71-00 (for reference only).

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SECTION 20
MOUNTS

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DESCRIPTION
Engine mounts are composed of a gimbal, which is part of engine / gearbox
couplings, to support the front side of the engine and an inner and outer
bracket on the firewall floor connected through links to the engine installation
fittings located on the half side of the engine.
This arrangement allows radial expansion of the engine due to normal
thermal effects.
The inner and outer brackets are provided with a shim used to align the
engine to the gearbox during the helicopter assembly phase.
No shim thickness adjustment is required in case of engine replacement.
Links are provided with spherical bearings at each end and are protected by
a shield against fire attack.

For fittings removal/installation refer to IETP - AMP Ch. 71-00 (for reference
only).

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ICN-39-A-712000-G-A0126-01090-A-02-1

ENGINE MOUNTS

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SECTION 30
FIRE SEALS

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DESCRIPTION
Engine fireseals are composed of a titanium structure which surrounds the
engine on three sides.
The forward side is split to allow engine removal/installation.
Close to the engine inner bracket the fireseals is provided with a removable
panel used to get access to the fuel nozzle, located in that area, from the
inner side of the main cabin.
The panel must be sealed after re-installation.
The fireseals are shaped to house the exhaust collector which run in the
area between the two engines.
On the fireseals are installed the electrical fire detection circuit and the outlet
pipelines of the fire extinguishing system.

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ICN-39-A-713000-G-A0126-01095-A-01-1
SEAL – REPLACEMENT

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ICN-39-A-713000-G-A0126-01099-A-01-1
FIRESEALS (SHEET 1 OF 2)

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ICN-39-A-713000-G-A0126-01100-A-01-1
FIRESEALS (SHEET 2 OF 2)

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SECTION 50
ELECTRICAL HARNESS

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DESCRIPTION Component
Electrical wiring harness connector identification is as follows:
PMS Switch
ENGINE HARNESS TO EEC (J1):
Auto/Manual Switch
Connector Component
GSE Connector
P1 EEC
Training Switch
P3 Permanent magnet alternator (PMA)
28VDC Power
P4 Data collection unit (DCU)
CLP Sensor
P5 Fuel management module (FMM)
ITT / Torque match
P6 T1 Temperature sensor
Overspeed Test
P7 Compressor rotor speed sensor (Ng)
Start & Ignition relays
P8 Bleed valve (BOV)

P9 Torque, Torque Temperature sensor

ENGINE HARNESS TO AIRCRAFT:
P10 Power turbine speed sensor (NF)
P11 Aircraft Connection
P12 Chip Detector
P14 Airframe Connection
P13 Dual function switch (Fuel temperature and Impending By-
pass)

NOTE
All connectors are keyed to ensure correct installation of harness to
the component.
AIRCRAFT HARNESS TO EEC (J2):

Component

NR Sensor

EDS Cockpit

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ICN-39-A-715000-G-A0126-01105-A-01-1
ELECTRICAL HARNESS IDENTIFICATION

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SECTION 70
ENGINE DRAINS

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DESCRIPTION
The engine system is equipped with rigid and flexible pipelines to ensure
that fluids which may leak do not remain in enclosed spaces but are
collected and carried out to the aircraft outside.
Engine drains can be identified as:
• Drains from components/areas which could leak (engine bay floor,
FMM seal, oil scupper, starter seal, output shaft seal, combustor drain
valves).
• Drains which carry out fluids as normal operation (fuel return to tank, oil
breather).
• Drains used only for oil replacement (oil tank, AGB).

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ICN-39-A-717000-G-A0126-01108-A-01-1
ENGINE COMPARTMENT DRAIN LINE INSTALLATION

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ENGINE BAY FLOOR
There are six holes in the engine bay floor which are connected with a rigid
pipeline leading to a drain located under the main cabin rear end.

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ICN-39-A-717000-G-A0126-01109-A-02-1
ENGINE BAY DRAINS (ENGINE 2)

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ICN-39-A-717000-G-A0126-01110-A-02-1
ENGINE BAY DRAINS (ENGINE 1)

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FMM SEAL
Leaks are collected using a flexible hose leading to a single drain located
under the main cabin rear end.

OIL CAP SCUPPER AND STARTER SEAL

Leaks are collected using a flexible hose leading to a single drain located
under the main cabin rear end.

FUEL RETURN TO TANK

The fuel coming from fuel nozzle at the engine shut-down is collected using
a flexible hose leading to the top side of the fuel tank.

COMBUSTOR DRAIN VALVES

Fuel coming from the combustor liner in case of engine false start is
collected using a flexible hose leading to a single drain located under the
main cabin rear end.

OIL BREATHER
Air coming from the air/oil separator in the engine AGB is collected using a
rigid pipeline leading outside the engine fireseal.

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ICN-39-A-717000-G-A0126-01111-A-02-1
ENGINE DRAINS

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OUTPUT SHAFT CARBON SEAL
Leaks are collected using a rigid pipeline located under the main cabin in
front of the landing gear sponson.

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ICN-39-A-717000-G-A0126-01112-A-02-1
ENGINE DRAINS (ON ENGINE AND ON AIRCRAFT)

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ICN-39-A-717000-G-A0126-01113-A-02-1
ENGINE DRAINS (ON AIRCRAFT)

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OIL TANK DRAIN AND AGB DRAIN
Oil tank and AGB drain are located under the engine oil tank and AGB.
They are used in case of oil replacement and are not interfaced with the
airframe.

For engine drains removal/installation refer to IETP -AMP Ch. 71-00 (for
reference only).

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ICN-39-A-717000-G-A0126-01114-A-02-1
OIL TANK DRAINS

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CHAPTER

72
ENGINE TURBINE

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SECTION 00
ENGINE TURBINE

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AIR INLET CASE The No.1 bearing, air seal and bearing housing are installed in the centre of
the compressor inlet case. The bearing housing is attached to the centre
FUNCTION flange by six bolts.
Directs air into the compressor The No.1 bearing outer race is attached in the bearing housing inner bore by
• an externally threaded retaining nut, retaining ring and nut-locking sleeve.
• Supports No. 1 bearing
• Forms the oil tank
AIR INLET SCREEN
• Piccolo holes in hollow struts generate pre-swirl
The air inlet screen is a 0.250-inch open mesh screen that is wrapped and
• Sight glasses allow for quick oil level check bolted around the periphery of the inlet case.
Cooling fins to aid oil tank cooling. It prevents unwanted material from entering the compressor.
•

DESCRIPTION
The air inlet case comprises three major components: MAINTENANCE
• Compressor inlet case SCHEDULED / UNSCHEDULED
• No. 1 bearing flexible housing Ref. MM 05-00.
• Air inlet screen..

COMPRESSOR INLET CASE

The compressor inlet case is a circular, machined aluminium casting. It
forms an annular plenum chamber for the passage of air to the compressor
inlet.
Six hollow guide vanes are equally spaced within the inlet case plenum
chamber.
When joined to the accessory gearbox, the front face of the inlet case and
the rear face of the accessory gearbox rear housing form the space for the
integral oil tank.
The capacity of the oil tank is 6.28 Liters / 1.66 US Gal.

NO. 1 BEARING FLEXIBLE HOUSING

The flexible housing is designed to absorb heavy loads that could be
transferred to the inlet case in cases of sudden stoppage. The flexible
housing also reduces propagation of vibrations generated by the
compressor.

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PICCOLO
BREATHER
HOLES
PORT
PICCOLO
OIL RETURN
HOLES
FROM COOLER

OIL TO AGB

INLET
SCREEN

OIL FROM
THERMOSTATIC
AND BYPASS
AIR INLET VALVE

OIL LEVEL OIL TANK

INLET
SIGHT GLASS DRAIN COMPRESSOR CASE
No 2 BEARING AIR INLET
SCAVENGE
No 1 BEARING RETURN
SCAVENGE

OIL TANK
ICN-39-A-720000-G-A0126-03726-A-01-1

AIR INLET CASE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
COMPRESSOR ASSEMBLY impeller and diffuser pipes. As the air is expanded the compressor discharge
pressure (P3) is increased.
FUNCTION The actual static pressure at the outlet of the diffuser section may be over
The function of the compressor assembly is to supply the combustion 150 Psi.
chamber with air at high pressure for combustion and cooling. In the lower rpm band, the airflow through the compressor is controlled and
assisted by a bleed valve and the piccolo holes, in the inlet case.

DATA
• Rotation................................................................................... CCW
MAINTENANCE
• 100% Ng....................................................................... 38,200 RPM
SCHEDULED / UNSCHEDULED
• Compression................................................... 12 to 1 (at Take-Off).
Ref. MM 05-00

DESCRIPTION
The compressor assembly comprises four axial stages and one centrifugal
impeller.
The No. 1 bearing holds the intake end of the compressor assembly.
The No. 2 bearing holds the outlet end of the compressor assembly.

CONSTRUCTION
Four Integral Bladed Rotors (IBR) type axial rotors, and a centrifugal
impeller. Individual items are machined from titanium forgings.
Stator vanes are installed after each axial rotor.
A stub shaft, at the forward end has splines to connect with the compressor
turbine.
The stub shaft provides the support for bearing number 2.
The drive shaft provides the location for the number 1 bearing inner race.

OPERATION
The rotors of the axial stage accelerate the air, which is then decelerated
through stator vanes, thus increasing the air pressure.
The same process is repeated through the four compressor stages.
The dynamic pressure (air velocity) generated by the centrifugal impeller
speed is converted into static pressure by the divergent shape of the

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Flange C Gas Generator Case P2.8 Flapper Flange F

No.1
Bearing

ICN-39-A-720000-G-A0126-03727-A-01-1
COMPRESSOR ASSEMBLY

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GAS GENERATOR CASE pressure (air velocity) into static pressure (potential energy) and turn the
airflow 90°.
FUNCTIONS The air flows around the combustion chamber and enters it for the
The gas generator case is a major engine structural component which: combustion process.
Two P3 operated drain valves are installed at the six o'clock position to
• provides the attachment mountings for the engine to the aircraft ensure that no fuel stays in the gas generator case after engine shutdown.
• contains the combustion casing The drain valves are held closed by air pressure when the engine is
• supports the compressor assembly operating and are spring loaded to the open position when the engine shuts
down.
• contains the air pressure from the compressor Two P3 Cabin bleed port are located at 3 and 9 o'clock position for
• locates and supports the fuel nozzles and the igniters plugs connection to the aircraft environmental control system.

• locates and supports drain valves

• provides cabin bleed port attachments.
MAINTENANCE
DESCRIPTION SCHEDULED / UNSCHEDULED
The casing is a welded assembly of steel alloy machined parts and sheet Ref. MM 05-00
metal with corrosion resistant coating.
Located on or within the casing are:
• 21 brazed diffuser pipes
• support for the No. 2 bearing
• 14 bosses for fuel nozzles
• 2 bosses for igniters plugs
• 2 bosses for drain valves
• 1 boss for P3 air to FMM
• tubes for oil lubrication
• a compressor bleed valve aperture
• 2 P3 cabin bleed ports
• 2 Engine mounts.

OPERATION
Compressed air from the centrifugal impeller outlet enters the diffuser pipes
located in the gas generator casing. The diffuser pipes change the dynamic

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ICN-39-A-720000-G-A0126-03728-A-02-1

GAS GENERATOR CASE

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COMBUSTION CHAMBER MAINTENANCE
FUNCTIONS SCHEDULED / UNSCHEDULED
• provides an area for the combustion of the fuel/air mixture; Ref. MM 05-00

• shapes and contains the combustion flame; NOTE

• turns the gas flow 180°. If removing all the fuel spray nozzles do not remove the igniters plug
at the same time. The domed end of the combustion chamber may
become mis-aligned.
DESCRIPTION
The combustion chamber is of the annular, reverse flow type. It is made of
sections of nickel alloy sheet metal, welded together.
The assembly comprises an inner and outer liner. Each liner has a flange at
the closed end. The flanges are held together by bolts.
The outer liner has 14 fuel nozzle adapter bosses and 2 spark igniters
bosses. When assembled the fuel nozzles and spark igniters provide
location and support for the combustion chamber domed end.

OPERATION
P3 air enters the combustion chamber through holes in the inner and outer
liners. The combustion chamber has three areas of operation. Holes at the
closed end are sized to admit the correct amount of air for the initial
combustion. A secondary section admits more air to complete the
combustion, and expansion of the air through heating takes place. The third
section admits air through cooling rings, close to the walls, to form a flame
barrier and protect the liner from direct flame contact. In addition the
combustion chamber is protected with ceramic coatings on some areas.
The combustion chamber makes an envelope that turns the gas 180°. This
configuration allows installation of the compressor and power turbine closer
to the compressor turbine and within the combustion chamber area, thus
making the engine shorter and lighter.

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OUTER
LINER

FUEL NOZZLE COOLING RINGS

ADAPTER
BOSSES CERAMIC COATING COOLING
RING

INNER
LINER

OUTER
LINER
SPARK SPARK IGNITER
IGNITER BOSS
SMALL INNER BOSS
EXIT LINE
DUCT

ICN-39-A-720000-G-A0126-03729-A-01-1
COMBUSTION CHAMBER

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HOT SECTION COMPONENTS The power turbine second stage fits on splines on the output shaft. The first
stage power turbine is located together with the second stage by a lug and
FUNCTIONS slot arrangement on the extension collar at the centre of the disk.
to extract energy from the hot gases to drive the compressor and The two stages of the power turbine extract energy from the hot gases to
• drive the output shaft, which provides the power drive to the aircraft
power turbines;
transmission system.
• to reduce energy losses through hot gas transfer; Loss of hot gases from the turbine section is detrimental to engine
• to provide a power output drive to the aircraft transmission; performance. Measures are taken to reduce the hot gas leaks to a minimum.
• to house the component parts.

DESCRIPTION
The component parts of the hot section are:
• turbine housing;
• compressor turbine vane ring;
• compressor turbine;
• shroud housing and segments;
• power turbine vane rings;
• power turbines;
• power output shaft and housing.

OPERATION
Hot gases from the combustion chamber turn 180° to enter the compressor
turbine vane ring, which directs the gases into the compressor turbine. The
compressor turbine extracts the energy to drive the compressor.
The compressor turbine is connected by splines to the compressor and
secured by a bolt.
From the compressor turbine the hot gases enter the power turbine first
stage guide vane ring. This vane ring directs the gases into the power
turbine first stage.
From the first stage power turbine the gases enter the second stage power
turbine guide vane ring which directs the gases into the power turbine
second stage.

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POWER TURBINE TURBINE
VANE RINGS HOUSING

EXHAUST
CASE

SHAFT
HOUSING
POWER
OUTPUT
SHAFT

POWER
SEALING TURBINES
RING

SEAL
RING

COMBUSTION
CHAMBER

SMALL EXIT
COMPRESSOR DUCT
INTERSTAGE TUBINE VANE RING
SEAL
SHROUD
COMPRESSOR SEGMENTS
SHROUD
TURBINE
HOUSING
ICN-39-A-720000-G-A0126-03730-A-01-1
HOT SECTION COMPONENTS

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COMPRESSOR TURBINE VANE RING and into the top of the vane outer platform. Passages formed in the vanes
direct the air to exit holes at the vane trailing edge.
FUNCTIONS
• Directs gas from combustion chamber on to the compressor turbine
blades at the optimum speed and angle.
• To accelerate the gas, through convergent passage area. MAINTENANCE
SCHEDULED/UNSCHEDULED
DESCRIPTION Ref. MM 05-00
The compressor turbine vane ring is a nickel alloy casting that forms aerofoil NOTE
vanes. The vanes have hollow passages that allow cooling air to flow Burn through of the trailing edge of the vanes has the same effect as
through the vanes. increasing the class size (larger exit area). This may give a lower Ng
The total exit area of the vanes, measured at the trailing edge, is critical to and higher ITT.
engine performance. Therefore the vane ring is classified and different
classes of ring are used to bring the Ng and Inter Turbine Temperature (ITT)
to the engine performance needed.
A smaller vane class gives a smaller exit area which gives a higher exit
velocity to the gas. This causes an increase in speed of the turbine and its
compressor. The higher compressor speed results in a greater airflow, with COMPRESSOR TURBINE SHROUD HOUSING
more cooling and a lower ITT. The opposite applies if the vane class is
FUNCTION
increased (larger exit area) i.e. gas flow speed will decrease, N1 will
decrease and ITT will increase. • Holds turbine shroud segments and sealing rings.
NOTE • Sealing rings prevent engine performance loss by stopping leaks of hot
If a compressor turbine vane ring is replaced the class number must gases into lower pressure areas
be identical, or within +/- 0.03 of the existing class area. • Segments form a close tolerance running clearance for the compressor
turbine rotor blades.

OPERATION DESCRIPTION
The vane ring forms convergent passages, which accelerate the gas from
the combustion chamber. The increased velocity energy is then directed on
to the compressor turbine. SHROUD RING
The vane ring is the first component directly in the path of the combustion The shroud ring is a machined component, made from stainless steel.
gases. To cool the vanes P3 air passes through holes in the shroud housing It is secured to the compressor turbine vane ring, together with the small exit
duct, by bolts.

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SHROUD SEGMENTS
The shroud segments are machined from nickel alloy.
Segments have a class number which identifies the segment thickness. The
thickness is matched to the compressor turbine diameter to give a minimum
running clearance when the engine is at high temperature.
The segments may be ground, using special tools, in situ, to establish the
optimum clearance.
In operation the high temperature and centrifugal load may cause the turbine
blades to stretch and contact the segments. The blade tips then abrade to
establish a running clearance.

SEALING RINGS
Hot gas leaks in the turbine area will give a reduction in engine performance.
Sealing rings are used to reduce losses.
Metal sealing rings are located in grooves in the shroud housing and the
vane ring. At engine assembly, or overhaul these rings are polished to give a
surface that can form a metal face-to-face sealing with minimum leaks.
Crush type seals are used at the joint of the shroud housing, vane ring and
small exit duct (Flange “E”). These prevent the leak of hot combustion gases
across the joint.

CAUTION
THE POWER TURBINE HOUSING IS ATTACHED TO THE
EXHAUST DUCT. IF THE EXHAUST DUCT IS MOVED CARE
MUST BE TAKEN TO ENSURE THAT THE INTERSTAGE
SEALING RING IS NOT ROTATED OR DISPLACED FROM ITS
GROOVE.

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SHROUD HOUSING

POWER TURBINE CRUSH SEALING RING

HOUSING

INTERSTAGE SEAL
RING

SHROUD SEGMENT

TIP
CLEARANCE

VANE RING

SEAL RING

COMPRESSOR
TUBINE (REF.)

ICN-39-A-720000-G-A0126-03731-A-01-1
COMPRESSOR TURBINE STATOR VANE RING AND SHROUD HOUSING

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COMPRESSOR TURBINE OPERATION
FUNCTION The gas from the turbine guide vanes impinges on the turbine blades and is
accelerated by the convergent passages through the turbine blades. The
The function is to extract energy from the combustion gases to drive the acceleration creates a reaction which drives the turbine.
compressor assembly and the accessory gearbox. In operation the centrifugal loading at high temperature will cause turbine
blades to “creep” over their life. Creep is a permanent increase in the length
DESCRIPTION of the blade.

The compressor turbine comprises a disk with an integrated drive shaft and
43 turbine blades attached to the disk. The assembly has the following OPERATIONAL DATA
features. Compressor turbine direction of rotation – CCW.
Rotational speed – 100% Ng = 38,200 rpm.
TURBINE DISK The compressor turbine blades have a creep life limit. Details of this can be
found in the engine MM. Chapter 05-20-00.
• Disk and shaft are machined from nickel alloy Refer to the MM Airworthiness Limitations for further information.
• The disk outer rim has fir tree serrations that form a location for the
turbine blades
• The stub drive shaft has splines, one of which is a master spline to
ensure correct location with the compressor assembly CAUTION
• A retaining bolt is inserted into the stub shaft and screws into the IF REPLACING A COMPRESSOR TURBINE DISK IN THE FIELD,
compressor assembly stub shaft. ENSURE THAT THE TRIM WEIGHTS ARE TRANSFERRED FROM
• Balance weights are fitted on a collar on the disk as needed. The THE OLD TURBINE TO THE NEW TURBINE.
weights are secured by rivets. Balance weight data is marked on the IF THE TRIM WEIGHT LOCATIONS ARE OCCUPIED BY DETAIL
engine data plate. WEIGHTS REFER TO THE MM FOR THE ALTERNATIVE TRIM
WEIGHT LOCATION TABLE.

TURBINE BLADES
• The 43 turbine blade are made of nickel alloy
• The blades have fir tree roots that locate in the grooves of the turbine
disk. Rivets retain the blades in place
• The blades are treated with an aluminide coating for protection against
corrosion
• Blades have serial numbers for life tracking

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CUP WASHER

REATINING
BOLT
MASTER
SPLINE

WEIGHTS
AND RIVETS

ICN-39-A-720000-G-A0126-03732-A-01-1
COMPRESSOR TURBINE

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TURBINE BLADE SULPHIDATION The less efficient turbine will require a higher fuel flow to maintain the power,
thus, ITT will increase.
Sulphidation is a common name for a type of hot corrosion which can affect
turbine area components of gas turbine engines.
When sodium and sulphur are present in sufficient quantities, at normal
engine operating temperature sulphides can form. Sources of sodium can be
seawater, atmospheric pollutants or volcanic ash.
The attack most often affects the compressor turbine blades but sulphidation
of shroud segments and other components is also common.
Degradation of the aluminide coating applied to compressor turbine blades
will result in some loss of the base alloy.
The following illustration indicates the progressive stage of damage. Stage 3
and 4 damage is most likely to be found in engines which are directly
exposed to salt water.
Desalination wash will minimize the attack. During stages 1 and 2, the wash
will dissolve and carry away sulphate from component surfaces.
Recommended wash frequency is based on an operators estimate of
corrosion environment. Refer to the Engine Maintenance Manual, Chapter
05-20-00.

An alternative method of establishing wash frequency is to monitor blade

condition using a borescope. A wash schedule should be based on findings
and adjusted according to results.
When sulphidated blades are allowed to continue in service, a boroscope
inspection program should be started.
Two points are important to consider when evaluating sulphidated blades.
The initial stage of corrosion attack and estimation of progression rate to
stage 3.
At stage 3, mechanical integrity is jeopardized and blades should be
removed from service. When estimating progression beyond stage 1 or 2,
exposure to contamination and improvements in the washing programme
should be taken into account.
NOTE
Sulphidation attack of the Compressor Turbine Blades may be
indirectly noticed during the Power Assurance Checks.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

STAGE 1 - MILD SULPHIDATION STAGE 2 - OXIDE FAILURE

EVIDENT SLIGHT ROUGHNESS OF SURFACE ROUGHNESS OF SURFACE IS MORE EVIDENT

DUE TO SOME GROWTH AND BREAK DOWN AS BREAKDOWN OF THE OXIDE SCALE LAYER
OF THE OXIDE LAYER. CONTINUES. DEPLETION OF CHROMIUM FROM
DEPLETION OF CHROMIUM HAS NOT STARTED. UNDERLYING ALLOY HAS STARTED.
MECHANICAL INTEGRITY IS NOT AFFECTED MECHANICAL INTEGRITY STILL NOT AFFECTED.

STAGE 3 - SEVERE SULPHIDATION STAGE 4 - CATASTROPHIC ATTACK

OXIDATION OF THE BASE MATERIAL HAS DEEP PENETRATION OF SULPHIDATION ATTACK

PENETRATED TO SIGNIFICANT DEPTH. WITH LARGE BLISTER OF SCALE. LOSS OF
BUILD-UP OF BLISTER SCALE STRUCTURAL MATERIAL LIKELY TO RESULT
NOTICEABLE. MECHANICAL INTEGRITY IN BLADE FRACTURE.
SERIOUSLY AFFECTED.

ICN-39-A-720000-G-A0126-03733-A-01-1
TURBINE BLADE SULPHIDATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
POWER TURBINE STATOR VANE RINGS OPERATION
FUNCTIONS Gases leaving the compressor turbine are accelerated through the power
turbine vane rings. The vanes then direct the air at the most effective angle
• To direct and increase the speed of the gases to the power turbines at on to the power turbine.
the optimum angle and speed. The riveted inner baffle of the first stage power turbine vane ring directs air
• To convert static pressure into velocity through convergent vanes. close to the power and compressor turbine disks for cooling.
The labyrinth seal on the second stage power turbine vane ring allows
• Provides location for baffle and seal which direct cooling air along the
cooling air to pass up the faces of the disks.
disk faces.
The selection of vane classes for the first stage vane ring allows optimization
of Ng versus ITT during engine test.
DESCRIPTION
The power turbine vane rings are supported by the power turbine stator EFFECTIVE OF VANE AREA CLASS ON NG AND ITT (AT
housing which is secured to the exhaust case. CONSTANT POWER)
The vane rings are machined from nickel alloy castings. The rings are
installed in the power turbine stator housing by lug to slot arrangements that • Increase Area = Ng increase, ITT decrease
prevent rotation. • Decrease Area = Ng decrease, ITT increase
An extension of the outer ring forms the shroud housing for the power
turbine rotating stage. NOTE
A seal is incorporated in the extension ring to give a minimum running Replacement first stage power turbine vane ring must have a class
clearance for the turbine rotor. number identical to the original vane ring.

FIRST STAGE POWER TURBINE VANE RING

The assembly comprises a vane ring and sheet metal baffle. The baffle is
secured to a flange on the inner ring by rivets.
The first stage vane ring is classified for performance efficiency. MAINTENANCE
Corrosion protection is provided by a diffused aluminide coating. SCHEDULED/UNSCHEDULED
Ref. MM 05-00
SECOND STAGE POWER TURBINE VANE RING
The second stage ring is not classified.
The second stage is not coated.
A seal member is attached to the inner bore of the ring. It makes a labyrinth
type seal with the locating collars of the two turbine rotors.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
POWER TURBINE
VANE RINGS
T5 PROBE SLOT

ANTIROTATION
LUGS

POWER TURBINES
ICN-39-A-720000-G-A0126-03734-A-01-1
POWER TURBINE VANE RINGS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
POWER TURBINES • Turbine rotational speed: 102% N2................................ 21,420 rpm
FUNCTION • Maximum permitted speed:..................................................... 111%
To extract energy from the gases to drive the output shaft to the aircraft
transmission.
Both power turbine disks are limited in cycles. (Refer to the MM
airworthiness limitations)
DESCRIPTION Power turbine blades have a limiting creep life. (Refer to the MM Chapter
05-30-00).
The two stage power turbine disks are made from a nickel alloy, machined
from a forged disk.
The 48 blades are retained in fir tree serrations with rivets. The fitting allows
for expansion differences between the blades and disk.
The blades are a directionally solidified alloy (DS blade) and are not cooled.
The blade tips are shrouded to reduced gas leakage at the tip. The tips run
on the abradable seal in the vane ring extension.
The two disks are coupled together through a lug to slot arrangement on the
extension collars at the centre of each disk. The collars also proved the
correct spacing.
The 2nd stage disk is splined to the power turbine shaft.
The assembly is secured to the power turbine output shaft by a nut and
locking washer.
A diffused corrosion resistant protective coating (aluminide) is applied.

OPERATION
The power turbines extract the energy necessary to drive the transmission
and main rotor.
The rotational energy extracted by the power turbine is transmitted to the
aircraft transmission through the power turbine shaft.
Removal of the power turbine assembly is possible at field level to allow tear
down for the hot section inspection.
Removal of the power turbines is not permissible at field level for balancing
reasons.

DATA
• Direction of rotation.................................................................... CW
• Turbine rotational speed: 100% N2................................ 21,000 rpm

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POWER TURBINES

ICN-39-A-720000-G-A0126-03735-A-01-1
POWER TURBINES

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
OUTPUT SECTION
FUNCTIONS
• Provides support for No. 5 bearing
• Provides mounting for torque and N2 sensors
• Provides attachment support for the power turbine output shaft
• Houses output shaft carbon seal

DESCRIPTION
The output section includes the No. 5 bearing support housing, which is a
machine aluminium casing that also forms the forward end casing of the
engine.
The support housing is bolted together with the power turbine shaft housing
to the exhaust case, forming Flange “A”.
The forward face has a flange which attaches to the support tube for the
engine front mounting.
The support housing provides the support for torque sensors and N2 speed
sensors. These items are covered in the section of these notes that deal with
Engine Indication.
A carbon seal is located at the No. 5 bearing cover.

MAINTENANCE
Scheduled/Unscheduled
Ref. MM 05-00.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
POWER TURBINE
TORQUE PROBE TORQUE SHAFT STATOR HOUSING
EXHAUST DUCT
T5 WIRING
NO.5 BEARING HARNESS
SUPPORT HOUSING

OUTPUT
SHAFT

NO.5 BEARING
POWER
COVER
TURBINE
SHAFT
POWER TURBINE
FIRST STAGE

BEARING NO.5 SECOND STAGE

POWER TURBINE
POWER TURBINE STATOR
SECOND STAGE
ICN-39-A-720000-G-A0126-03738-A-01-1
OUTPUT SECTION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
EXHAUST CASE The exhaust is oriented Left Hand or Right Hand side at 60° up based on
engine installation on the aircraft.
FUNCTIONS
• To collect and direct the exhaust gases into the aircraft mounted MAINTENANCE: SCHEDULED
exhaust ducts
To provide heat insulation for the power output shaft. Ref. MM 05-00.
•

DESCRIPTION
The exhaust case is manufactured from heat resistant nickel base sheet
metal.
A two piece, texturized, stainless steel/ceramic fibre laminated insulation
blanket is laced together and installed between the tubes of the duct and the
power turbine shaft housing. The blanket minimizes the transfer of heat from
the exhaust gases to the power turbine shaft and its bearings.
The configuration of the insulation blanket depends upon SB standard. To
improve heat insulation of the power turbine shaft and its support bearings a
later configuration is introduced.

The configuration of the insulation blanket depends upon SB standard. To

improve heat insulation of the power turbine shaft and its support bearings a
later configuration is introduced.

Pre. SB 41011 - The blanket is in two pieces and is retained by straps and
lacing on the power turbine shaft housing.

Post. SB 41011 - The blanket is a single piece unit fitted on the power
turbine shaft housing and secured by a cover.

OPERATION
Gases leaving the power turbine are collected in the exhaust case and
turned to enter into the aircraft mounted exhaust duct.
The exhaust case straightens the gas flow as it exits the power turbine area.
This ensures that all exhaust gases are discharged in an efficient manner.

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ICN-39-A-720000-G-A0126-03739-A-01-1

EXHAUST CASE

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ICN-39-A-720000-G-A0126-03740-A-01-1
EXHAUST CASE INSULATING BLANKET MODIFICATION (SB 41011)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
ACCESSORY GEARBOX The front face of the AGB housing and rear face of the compressor inlet
case form the integral oil tank.
FUNCTIONS
• To provide drive and mounting pads for the engine driven accessories OPERATION
as follows:
• Starter-generator The accessory gearbox is driven by a shaft from the compressor rotor. Its
speed is relative to Ng.
• Permanent magnet alternator Ten roller type bearings provide support for the:
• Fuel Management Module (FMM) • Starter generator drive shaft
• Provides drive for oil pumps and centrifugal breather. • Permanent Magnet Alternator (PMA) gearshaft
• Fuel Management Module (FMM) gearshaft
Provides support for engine mounted accessories and components as • Idler gear
follows: • Input gearshaft
• Ng speed sensor The oil pumps gear is supported by bushings.
• Data Collection Unit (DCU)
• Fuel heater MAINTENANCE
• Oil filter Scheduled/Unscheduled
• Oil filter impending bypass indicator Ref. MM 05-00.

• Fuel Cooled Oil Cooler (FCOC) NOTE

• Chip detector Exhaust rotation is possible at field level.

• Cold start valve

• Oil pressure regulating valve
• Oil pressure sensor
• Oil temperature sensor/low oil pressure switch

DESCRIPTION
The Accessory Gearbox (AGB) consists of two machined aluminum casings,
which are the front and rear housings.
These housings are bolted together with the compressor inlet case at Flange
"G".

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ICN-39-A-720000-G-A0126-03736-A-03-1
ACCESSORY GEARBOX

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DATA

DRIVE PAD LUBRICATION SPEED (RPM) ROTATION

Starter Wet type 11.072 CW

Generator Oil mist

Permanent Not 24.645 CW

Magnet Applicable
Alternator

FMM Wet type 7.411 CW

Oil mist

Speed given at 100% compressor rotor speed (N1) - 38.200 rpm

MAXIMUM ALLOWABLE OIL SEAL LEAK

• 3 cc/hr for the starter generator and the FMM drive pad seals.

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ICN-39-A-720000-G-A0126-03737-A-02-1
ACCESSORY GEARBOX

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CHAPTER

73
ENGINE FUEL AND CONTROL

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SECTION 00
ENGINE FUEL AND CONTROL

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PT6C-67C - FUEL SYSTEM • Fuel Management Module (FMM).
FUNCTIONS • Fuel Cooled Oil Cooler (FCOC)
To provide the engine with clean fuel at the required pressure and flow to • Ecology Accumulator.
permit control of the engine power. • Fuel manifold and Fuel nozzles with integral flow divider

DESCRIPTION
INTERFACES
The PT6C-67C Turboshaft engine is equipped with a Fuel Management
The engine fuel and control system is interfaced with:
Module (FMM). The FMM is an integrated control system that incorporates
the control units and accessories for complete automatic and manual control • An Electronic Engine Control (EEC) (airframe mounted)
of the engine. • A Permanent Magnet Alternator (PMA)
Normal control is automatic and has a single channel Electronic Engine
Control (EEC system). • Gas generator and power turbine speed sensors
• A Torque sensor
The automatic control systems features are: • A Gas Temperature (ITT) sensing system
• No main rotor droop (Isochronus governing) • A Data Collection Unit (DCU)
• Reduced pilot workload
• Optimized engine power MAINTENANCE PRACTICES
• Improved engine response Scheduled and unscheduled maintenance activities are applicable. Refer to
• Precise engine control the Maintenance Manual.
Approved fuel additives are as specified in Engine MM, chapter 72-00-00.
• Troubleshooting fault codes

No field adjustment is permitted on the Fuel Management Module.

MANUAL CONTROL
The manual system provides a back-up control in the event of a failure of the
automatic system.
A power lever in the cockpit transmits manual inputs, through a control
linkage, to the Power Lever Angle (PLA) input on the bottom of the FMM.

FUEL SYSTEM COMPONENTS

• Fuel pump and filter (part of the FMM).
• Fuel heater

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ICN-39-A-710000-G-A0126-03177-A-03-1

FUEL SYSTEM SCHEMATIC

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FUEL MANAGEMENT MODULE
FUEL FILTER
The Fuel management Module (FMM) controls the fuel flow to the engine for DUAL
all operating conditions. It normally operates in a fully automatic mode but FUNCTION
can be operated in a manual mode should the automatic mode suffer a TORQUE MOTOR
SWITCH
failure.
The FMM provides:
• Automatic mode of control. FROM FUEL
Manual mode of control.
HEATER
•
• A smooth transfer from the automatic mode to manual with no engine TO FUEL
power reduction. HEATER
• Limiting control of Nf.
The FMM is combined with the fuel pumps and receives a drive directly from MAIN FUEL
the fuel pumps assembly. SUPPLY INLET
BASIC OPERATION
FUEL FILTER
The FMM contains two basic mechanisms: LOCK DRAIN
• A Metering Valve which is operated in the automatic mode to deliver CONNECTOR
fuel under the direction of a Torque Motor Servo Valve. SHUT DOWN OVERSPEED SOLENOID
• A 3 Dimensional (3D) cam, which operates the metering valve in the SOLENOID Nf/N2/Npt
manual mode
In AUTO MODE, the metering valve is rotated by a mechanical input from
the torque motor servo valve and 3D cam is rotated mechanically by an input
from the power lever control system.
Both valves are moved vertically by the adjustment of fuel pressures acting
AUTO/MANUAL
within the metering valve and the 3D cam.
SOLENOID

RETURN TO
TANK

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ICN-39-A-730000-G-A0126-01138-A-02-1
FUEL SCHEMATIC INTEFACE DIAGRAM

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MANUAL MODE
OPERATION

AUTO MODE
OPERATION

ICN-39-A-730000-G-A0126-03746-A-01-1
FUEL MANAGEMENT MODULE - OPERATION

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FUEL FILTER SCHEDULED / UNSCHEDULED
FUNCTION Ref. MM 05-00

To remove particles from the fuel delivered from the aircraft system before it
enters the control elements of the engine fuel system.

CAUTION
DESCRIPTION
BEFORE REMOVING THE FILTER BOWL MAKE SURE THAT THE
The fuel filter is: BOWL LOCK PIN IS ROTATED AND PULLED TO FULLY CLEA IT
• installed on the Fuel Management Module (FMM), FROM THE FILTER BOWL LOCK SLOT.
• comprises a filter element in the filter housing,
• made of 10 micron paper filter supported by a stainless steel mesh.
• non-cleanable and to be replaced at specified intervals
• the fuel filter bowl engages into the FMM and is secured by a lock pin.
A dual purpose sensor is used for impending by pass indication and to
detect fuel temperature.
An impending bypass switch forms part of the dual function switch, mounted
on the pump section of the FMM.

OPERATION
The fuel passes from the outside to the centre, then passes to the fuel pump
gears.
The impending bypass switch provides indication that the filter element is
partially restricted. The switch senses the pressure at the outlet of the low
pressure pump and at the outlet of the filter.
This switch is activated at 8 to 10 Psid pressure differential and provides a
cockpit indication.
A bypass valve is fitted that senses the pressures across the filter element.
In the event of blockage of the element the bypass valve will open to prevent
fuel starvation of the engine.

MAINTENANCE

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FUEL FILTER

FUEL FILTER
LOCK

FMM
ICN-39-A-730000-G-A0126-03740-A-01-1
FUEL FILTER

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FUEL PUMP
FUNCTION
• To provide pressurized clean fuel to the metering side of the Fuel
Management Module (FMM).

DESCRIPTION
The fuel pump is part of the FMM assembly, it is a dual stage engine driven
fuel pump, providing a low pressure stage and a high pressure stage.
A third, jet type pump, is supplied with a motive flow through a bypass flow
from the high pressure stage.
The low pressure fuel filter is part of the assembled fuel pump section.
The fuel pump receives fuel from the aircraft fuel system and delivers high-
pressure fuel to the metering side of the FMM.
A low pressure pump, is installed to provide a positive pressure supply to the
high pressure pump, thus, avoiding cavitation effects.
The outlet port directs the fuel to the fuel heater then to the fuel filter inlet.

A carbon seal is located at the pump mounting flange to prevent leakage of

fuel from the gear pump bearings.
The pump input driveshaft is splined to mate with the accessory gearbox
pump drive gear shaft. The splines are lubricated.
A preformed packing, located at the end of the shaft splines prevents
leakage of the splines lubricating flow.
The mounting interface acts as a drain cavity.

MAINTENANCE

SCHEDULED/UNSCHEDULED
Ref. MM 05-00

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ICN-39-A-730000-G-A0126-03741-A-02-1
FUEL PUMP

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FUEL HEATER SCHEDULED/UNSCHEDULED
The function is to preheat the fuel to prevent fuel filter restriction caused by Ref. MM 05-00
ice crystal formation in the filter.
Allows engine operation at lower outside temperature without the need for
fuel additives.

DESCRIPTION
The fuel heater is installed on the right-hand side of the accessory gearbox.
Fuel tubes connect it to the Fuel Management Module (FMM).
The fuel heater has a thermal valve, which modulates the fuel flow through
the core.
The wax type thermal actuator, located at the fuel outlet port, adjusts the
valve position relative to the fuel temperature.
The heating medium for the fuel is oil from the engine oil system.

OPERATION
When the fuel temperature is below 10°C (50°F) the thermal valve is fully
opened, and all the fuel flow is directed to the fuel heater core.
When the fuel temperature increases the wax in the thermal actuator
expands and moves the valve in response to the increased temperature.
When the fuel temperature reaches 32.2°C (90°F) the valve is fully closed.
With the thermal valve fully closed the fuel temperature should not exceed
57°C (135°F).

COCKPIT INDICATIONS
• Caution “FUEL ICING” - Fuel temperature less than 5°C (41°F)
• Caution “FUEL HEATER” – Fuel temperature more than 74°C (165°F),
or Fuel temperature less than 5°C with an oil temperature more than
82°C (180°F)

MAINTENANCE

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ICN-39-A-730000-G-A0126-01141-A-01-1
FUEL HEATER: NORMAL FUNCTION

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ICN-39-A-730000-G-A0126-01142-A-01-1
FUEL HEATER: BYPASS FUNCTION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
ECOLOGY ACCUMULATOR CAUTION
FUNCTIONS THE ECOLOGY ACCUMULATOR CONTAINS A SPRING UNDER
COMPRESSION, DURING REMOVAL FROM, OR INSTALLATION
Collects fuel at engine shut-down to avoid overboard drain
TO, THE ENGINE DO NOT REMOVE THE END COVER OF THE
Drains the fuel manifold to prevent “coking” of the fuel spray nozzles
ACCUMULATOR.

DESCRIPTION
The ecology accumulator comprises a cylinder with a sliding piston. A spring
loaded valve is located under the sliding piston.
The accumulator is located at the bottom of the accessory gearbox.

OPERATION
With the engine running, metered fuel flow, from the fuel cooled oil cooler
enters the accumulator.
The sliding piston and spring loaded valve move together until the piston
reaches a stop. The spring loaded valve then opens a port in the piston and
fuel flows out of the accumulator to the fuel manifold and spray nozzles.
When the engine is shut down and fuel pressure falls down, the spring
closes the valve to the piston isolating the supply from the system.
Continued movement of the piston draws fuel from the fuel manifold which
reduces the possibility of fuel leaking from the spray nozzles at shut down.
This reduces the possibility of carbon formation (coking) on the hot spray
nozzles.
At the next start the fuel in the accumulator is discharged into the fuel
manifold.

MAINTENANCE

SCHEDULED/UNSCHEDULED
Ref. MM 05-00

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SPRING

SHUTDOWN RUNNING

ICN-39-A-730000-G-A0126-03742-A-01-1
ECOLOGY ACCUMULATOR

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FUEL SPRAY NOZZLES Fuel pressure drops and fuel return to the ecology accumulator thrugh the
drain passages.
FUNCTIONS
• To atomize and deliver metered fuel into the combustion chamber.

DESCRIPTION
MAINTENANCE
The complete spray nozzle delivery system comprises
• 1 Manifold
• 7 Duplex fuel spray nozzles SCHEDULED/UNSCHEDULED
• 7 Simplex fuel spray nozzles Ref. MM 05-00

• 14 fuel nozzle sheaths

In the Duplex nozzles the flow divider incorporates a double valve. The
larger valve closes off the primary flow outlet and the smaller secondary
valve closes off the secondary outlet. NOTE
The spray nozzles are located to spray circumferentially around the Disassembly of fuel nozzles tips is not permitted.
combustion chamber, towards the spark igniters. When assembling the nozzles use only the approved lubricants on
The sheaths form a container for the spray nozzles. A slot in the base of the the packings. Refer to the Engine Maintenance Manual for approved
sheath admits air from the gas generator case. The air passes up the sheath types.
and exits from holes in the spray nozzle head. This provides cooling for the The Simplex nozzles can be identified by offset mounting bolt holes
spray nozzles. in the flange to manifold joint.

OPERATION
On start, fuel flows through the manifold and to the spray nozzles.
In the 7 duplex nozzles the fuel enters the inlet port. When fuel pressure is
above 10 psi the larger valve is opened and fuel flows to the primary nozzle
(the centre orifice). The small exit area of the primary nozzle ensures good
atomization for engine light up.
After engine light up, Ng speed increases and the fuel pressure will increase.
At 135 psi fuel pressure, the smaller piston in the duplex nozzles will open to
start the secondary flow. The simplex flow divider opens the unique passage
of fuel.
At this point, all the 14 nozzles deliver fuel. The duplex nozzles give both
primary and secondary flows. The simplex nozzles only a secondary flow.
On shutdown the flow divider valves return to their settings as the pressure
decreases, with the secondary flow shutting off first.

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ICN-39-A-730000-G-A0126-03743-A-02-1
FUEL SPRAY NOZZLES - (SHEET 1 OF 2)

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DUPLEX
FUEL 1
NOZZLE
14 2
VIEW LOOKING TO REAR OF ENGINE

13 3

12 4
DUPLEX DUPLEX
FUEL FUEL
NOZZLE SIMPLEX NOZZLE
FUEL NOZZLES (7 LOCATIONS)
11
5 SPARK
IGNITER
SPARK
IGNITER
DUPLEX
10 6 FUEL
DUPLEX NOZZLE
FUEL
NOZZLE 9 7
8

OFFSET
BOLT
HOLES

MANIFOLD
MATING FACE
SIMPLEX NOZZLE

ICN-39-A-730000-G-A0126-03744-A-01-1
FUEL SPRAY NOZZLES - (SHEET 2 OF 2)

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FUEL SYSTEM CAPTIONS

Associated engine overspeed condition

1(2) OVSPD

Associated engine NF overspeed detection system not operational

1(2) OVSPD DET

Fuel filter pre-blockage, impeding bypass condition

1(2) FUEL FILTER

Associated fuel temperature lower than 5 °C, possible fuel heater malfunction and fuel icing
1(2) FUEL ICING

Associated fuel temperature greater than 74 °C or fuel temperature lower than 5 °C with associated engine oil temperature
1(2) FUEL HEATER
greater than 82 °C possible fuel heater malfunction

FUEL SYSTEM TROUBLESHOOTING

SYMPTOM PROBABLE CAUSE ACTION

Engine fails to light up Air fuel system Check airframe tubing and firewall shutoff valve
Ignition system fault Check operation of spark igniters

Hung start or slow start P3 leak to FMM Check P3 air lines to FMM
FMM manual rigging Check FMM rigging
Ecology fuel accumulator Replace accumulator
Fuel nozzles Check fuel nozzle screens
FMM Check fuel nozzles

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SYMPTOM PROBABLE CAUSE ACTION

Replace FMM

Low engine rotation Ng at start Starter generator low voltage supply Check voltage supply value
Indication system Check Ng indication system
Starter generator seizure Check/replace starter generator
Engine damage or restriction Visually check inlet and exhaust
Remove starter generator and rotate starter drive gear to check for free rotation

Hot start Insufficient drive from starter generator Check cranking speed
Improper starting procedure Check manual procedure and follow
Ignition system Check spark from both igniters
Ecology fuel accumulator Replace accumulator
Fuel nozzles Check/clean/replace

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CHAPTER

74
IGNITION

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SECTION 10
ELECTRICAL POWER SUPPLY

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DESCRIPTION
The ignition provides the initial spark to ignite the fuel/air mixture.
The system consists of a dual output ignition exciter, two high-tension cable
assemblies and two spark igniters.
The unit generates sparks in the 10 to 30 VDC range and is located on the
upper deck, just after the main transmission.

OPERATION
The ignition exciter is a sealed unit containing electronic circuitry encased in
an epoxy resin.
It transforms the DC input into a pulsed high voltage output.
It is a dual channel capacitor discharge type that has the capacity of storing
1.25 Joule of energy at an output voltage of 8 kW.
The ignition can be performed in two ways: automatically or manually
(according to the starting type) selected by the AUTO/MANUAL switch on
the pilot collective stick panel.
The automatic ignition is started by setting the ENG 1 or ENG 2 MODE
selector switch of the ENGINE CONTROL PANEL to IDLE or FLT.
During this phase, the MFD will display the green legend IGN aside the ITT
scale on the primary and secondary VMS information page.
It is disengaged when the EEC senses that the engine speed value is at 50 ±
1% NG.
In case the automatic mode cannot be performed, the MANUAL mode is
selected via the AUTO/MANUAL switch of the pilot collective stick panel and
the starting sequence is initiated by pressing the START button on the
ENGINE CONTROL PANEL.
As the engine speed reaches the 49 ± 1% NG, the ignition sequence is
stopped automatically by the relative GCU.
Also during the manual start the legend IGN will be displayed.

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ICN-39-A-741000-G-A0126-01147-A-01-1
N.1 IGNITION EXCITER COMPONENT LOCATION

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CONTROLS AND INDICATORS 3 ENG 1 (2) START when pressed, the N. 1 (2) engine manual
push-button switch: ...... starting / dry motoring / wet motoring is
The ENGINE CONTROL PANEL housed on the interseat console and the
engaged in Manual mode.
pilot collective levers are instead involved in the ignition-starting system
when the automatic mode is performed.
The ENGINE CONTROL LEVER housed on the overhead panel and the
pilot collective levers are instead involved in the ignition-starting system
when the manual mode is performed.
The MFD provides the only green legend IGN during the ignition.
The ENGINE CONTROL PANEL provides the following functions:
1 ENG 1 (2) MODE selector switch:
• OFF: ........ when the N. 1 (2) engine is OFF or it shuts down
the engine or for the N. 1 (2) engine dry motoring
procedure when Auto or Manual is selected
• IDLE: ....... allows the N. 1 (2) engine starting in AUTO
MODE, reaching ground IDLE (65% Npt) or
engages the starter for cracking (wet or dry) in
AUTO MODE
• FLT: ......... allows the N. 1 (2) engine starting at the flight
nominal speed (100% NF).

The pilot collective stick provides the following functions:

2 ENG 1 (2) GOV AUTO/MANUAL selector switch:

• AUTO: ............. allows the N. 1 (2) engine automatic starting
and provides the N. 1 (2) engine automatic
control
• MANUAL: ........ allows the N. 1 (2) engine manual starting /
wet motoring / dry motoring and provides
the N. 1 (2) engine manual control

NOTE
When in MANUAL mode, the amber legend MAN in
reverse video is displayed on the left side of TQ scale
(MFD Main and Cruise pages) and PI scale (PFDs).

The ENGINE CONTROL LEVER provides the following functions:

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ICN-39-A-741000-G-A0126-01148-A-01-1
IGNITION SYSTEM CONTROLS

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ICN-39-A-741000-G-A0126-01149-A-01-1
IGNITION SYSTEM INDICATING

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ICN-39-A-741000-G-A0126-01150-A-01-1
ENGINE IGNITION SYSTEM – SCHEMATIC DIAGRAM

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SECTION 20
DISTRIBUTION

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DESCRIPTION AND OPERATION igniter. Mounting flanges for attachment to the engine fireseal mount rings
must be free to move without damage to the flexible braiding.
The spark ignition system has been developed to provide the engine with an
ignition system capable of quick light-ups over a wide temperature range.
The system consists of an airframe-mounted ignition exciter, individual high B. SPARK IGNITERS
tension cable assemblies and spark igniters. The system is energized from
The air-cooled spark igniters, located at the 4 and 8 o’clock positions on the
the aircraft nominal 28 VDC supply and will operate in the 9 to 30 volt range.
gas generator case adjacent to the fuel manifold, are in the form of a double-
ended, threaded plug with a central positive electrode, enclosed in an
IGNITION EXCITER annular semi-conducting material. The electrical potential developed by the
ignition exciter is applied across the gap between the central conductor and
The ignition exciter comprises a sealed unit containing electronic the igniter shell (ground). As this potential increases, a small current passes
components encased in an epoxy resin. The unit is energized only during across the semi-conducting material. This current increases until the air
the engine starting sequence to initiate combustion in the combustion between the central conductor and the shell ionizes. When ionization occurs,
chamber. The exciter transforms the DC input to a pulsed high voltage high energy discharges between the electrodes. The spark always occurs
output through solid state circuitry, a transformer and diodes. somewhere in the annular space between the central conductor and shell.
When the unit is energized, a capacitor on the high voltage side of the output
transformer is progressively charged until the energy stored, approximately
four joules, is sufficient to ionize a spark gap in the unit and discharge the
capacitor across the two spark igniters through a dividing and step-up
transformer network. The network is designed so that if one igniter is open or
shorted, the remaining igniter will continue to function. The network also
enables the capacitor to discharge automatically in the event of either or
both igniters becoming inoperative or input voltage is switched off.
The ignition exciter is usually remotely installed by the airframe manufacturer
as the engine mount structure tends to prevent direct mounting on the
engine. Refer to applicable airframe manufacturer’s manual for details of off-
engine mounted exciter attachments.

IGNITERS AND IGNITION CABLES

A. IGNITION CABLES
Two individual ignition cables carry the electrical energy output from the
ignition exciter
to the engine mounted spark igniters. Each cable assembly consists of an
electrical
lead contained in a flexible metal braiding. Coupling nuts at each end
facilitate connection to respective connectors on ignition exciter and spark

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ICN-39-A-742000-G-A0126-01151-A-01-1
IGNITION SYSTEM – COMPONENTS

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ICN-39-A-742000-G-A0126-01152-A-01-1
SPARK IGNITER INSTALLATION

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MAINTENANCE INFORMATION
• The routing of the ignition cables on the structure must be recorded
before removal.
• Do not let spark plug or the ignition cable turn when you remove the
coupling nut.

SAFETY PRECAUTIONS
• The components will be hot after the engines stops. The hot
components can cause injury to personnel.
• Do not touch the ignition system components with your bare hands,
always use insulated tools.
• The ignition system components will keep an high voltage charge.
Do not touch these components immediately after their switch off.
Wait a minimum of six minutes before you do the maintenance
procedures.
An high voltage discharge can cause injury to personnel.

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CHAPTER

75 AIR

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SECTION 00
AIR

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ENGINE AIR SYSTEMS - Cabin bleed (heating) 5% maximum.
INTRODUCTION
Engine air systems are divided into the primary air system, the secondary air
system and the compressor airflow control.
DESCRIPTION
The PT6C-67C engine incorporates a four stage axial compressor and one
PRIMARY AIR SYSTEM (POWER PRODUCTION) stage centrifugal compressor driven by a single-stage compressor turbine.
• 25% is used in the combustion process.
• 60% is used to cool the combustion gases. OPERATION
Inlet air enters the engine through an annular plenum chamber, formed by
SECONDARY AIR SYSTEM the compressor inlet case.
A wrap-around inlet screen prevents entrance of large particles of dirt or
The secondary air system consists of all the pressure air that is not used debris from entering the engine.
directly to produce power. The inlet air moves rearward to the set of axial compressor and to the
The approximate division of the secondary air is: centrifugal impeller.
• 8% is used for hot section cooling. The air from the impeller passes through the diffuser tubes, which turn the
air 90° in direction and converts air velocity to static pressure.
• 2% is used for labyrinth/carbon seals and the compressor bleed valve
This high-pressure air surrounds the combustion chamber and is used in the
operation.
combustion process.
• 5% is allowed for aircraft system use. The combustion chamber has holes of various sizes that allow entry of
compressor delivery air.
The flow of air changes direction 180° as it enters and mixes with fuel.
Three sources of air are used in the secondary air system: The resultant expanding gases are directed to the compressor turbine and
• P2.5 interstage air pressure is used for the sealing of No.1 Bearing power turbines.
housing. The expanding hot gases from the combustion chamber reverse direction in
• P2.8 centrifugal impeller interstage air is used in the compressor the exit duct zone and pass through the compressor turbine vane ring to the
airflow control system single-stage compressor turbine. The stator vanes direct the hot gases
• P3 compressor delivery pressure is used for the following: towards the turbine blades at the correct angle, with a minimum loss of
- Cooling of hot section parts energy.
The expanding gases continue rearward to the first-stage power turbine
- Sealing of bearing compartments (described in Oil System chapter) vane ring and turbine, then to the second stage power turbine vane ring and
- Operation of bleed valve turbine.
- Operation of Fuel Management Module The exhaust gas from the power turbine is finally directed through an
exhaust duct to the atmosphere.
The power turbine turns the output shaft located at the front of the engine.

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The output shaft includes a phase shift torque meter device with sensors
that supply input to the EEC for control and provides an accurate cockpit
indication of engine torque.

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ICN-39-A-750000-G-A0126-03376-A-01-1
ENGINE AIR SYSTEM

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ICN-39-A-750000-G-A0126-03373-A-01-1

DESCRIPTION AND OPERATION: CROSS SECTION (COLD SECTION)

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ICN-39-A-750000-G-A0126-03374-A-01-1

DESCRIPTION AND OPERATION: CROSS SECTION (HOT SECTION) (SHEET 1 OF 2)

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ICN-39-A-750000-G-A0126-03375-A-01-1

DESCRIPTION AND OPERATION: CROSS SECTION (HOT SECTION) (SHEET 2 OF 2)

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COMPRESSOR AIRFLOW CONTROL
INTRODUCTION
The engine compressors are designed to be at their most efficient in the
higher rpm band of operation. At low rpm, starting and acceleration, the
airflow through the compressors could become unstable unless measures
are taken to control the airflow.
The airflow controls system comprises a bleed valve that bleeds air from the
compressor interstage, in the lower rpm band holes are present in the struts
of the compressor inlet casing.
These holes (piccolo holes) introduce air with a tangential velocity on to the
first stage of the axial flow compressor, changing the relative angle of attack
of the air entering the compressor to enhance the anti surge characteristics
at low rpm.

OPERATION
When the compressor bleed valve is open P2.8 air flows into the hollow
struts of the air inlet case.
Piccolo holes, at the base of the struts, provides a swirl action on the airflow,
before entering in the compressor.
This reduce the possibility of the blade airflow stalling and improve the
compressor performance at the low speed range. When the Ng is above the
80% or more in accordance outside air temperature, the compressor is
entering its design operating range and the bleed valve will close to stop the
pre-swirl airflow.

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ICN-39-A-710000-G-A0126-03172-A-01-1
COMPRESSOR PRE-SWIRL SYSTEM

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COMPRESSOR BLEED VALVE ELECTRONIC CONTROL
FUNCTION If a rapid acceleration or deceleration is demanded the Engine Electronic
Control (EEC) will send a signal to the torque motor.
The function of the compressor bleed valve is to prevent compressor surge Px will be adjusted to give a faster response, commanded by the EEC, that
or stall in the low rpm operating range. gives the optimum acceleration/deceleration rate for the existing condition.

PURPOSE MAINTENANCE
At the low rpm the compressor is not efficient and the air is not fully
compressed. The open valve bleeds some air into the annulus around the
compressor case and to the piccolo holes. The air passing to the rear end of SCHEDULED / UNSCHEDULED
the compressor is reduced in volume, reducing the possibility of compressor
Ref. to MM 05-00
blade stall and surge.
NOTE
DESCRIPTION To prevent contamination of compressor bleed valve internal
passages, use only water to lubricate screen preformed packing.
The bleed valve consists of spring loaded piston housed in a casing.
The bleed valve can be solely pneumatically operated or, in case of rapid
acceleration or deceleration of the engine, an electronic control is used to
modify the pneumatic operation to give a faster response.
Two pressure are acting on the Bleed Valve Piston:
P2.8 from the compressor, to open the piston;
Px operating pressure , which is a modified P3, acts on the rolling
diaphragm, in order to close the piston.

OPERATION
P3 pressure is reduced to Px through an adjustable restrictor orifice.
At low engine rpm the Px pressure is lower than P2.8 and the P2.8 pressure
acting on the lower face of the shut-off piston forces the valve open. Part of
the air is bled from the axial flow compressor into the annulus (discharged
through the flapper valve located at one o’clock position) and to the pre-swirl
system. The remaining air is discharged overboard trough the flapper valve
located at 11 o’clock.
When the engine accelerates the Px pressure increases to above the P2.8.
At a predetermined value the force of Px on the rolling diaphragm will move
the piston down.

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SCREEN COVER

TORQUE
MOTOR SCREEN

NO OIL
WATER ONLY

P2.8 P2.8

P3

ADJUSTMENT SCREW
P2.8
PISTON RING

COMPRESSOR
BLEED VALVE
ICN-39-A-750000-G-A0126-03766-A-01-1

COMPRESSOR BLEED VALVE - (SHEET 1 OF 2)

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PISTON PISTON

ROLLING ROLLING
DIAPHRAGM DIAPHRAGM
ICN-39-A-750000-G-A0126-03748-A-01-1

COMPRESSOR BLEED VALVE - (SHEET 2 OF 2)

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P2.8 AIR BLEED
FUNCTION
To improve the compressor surge margin when the Pre-swirl system is
operating.

DESCRIPTION
The compressor blade angles are set for the higher operating range of the
compressor, when the maximum rotating speed of the blade and the higher
axial velocity of the air determines that the effective airflow will approach the
blades at the optimum angle.
At the lower rpm the angle at which the blades meet the air would be
incorrect and the pre-swirl system increases the inlet velocity to make a
more efficient airflow into the compressor.
The air supplied to the Piccolo holes of the Pre-swirl system comes from the
open bleed valve. The large amount of air released by the bleed valve into
the plenum chamber results in an excessive increase in the swirl velocity.
To provide the optimum swirl velocity, and improve the compressor surge
margin, it is necessary to reduce the amount of air to the Piccolo holes.
By bleeding away some of the P2.8 air, when the bleed valve is open, the
amount supplied to the Piccolo holes is reduced.
The reduced air supply to the Piccolo holes will give the optimum swirl
velocity at the compressor inlet.

OPERATION
When the bleed valve is open the P2.8 air fills the plenum chamber
surrounding the compressor case.
The P2.8 bleed adapter is configured with slots in its casing to allow the P2.8
air into the adapter casing.
The P2.8 bleed adapter is sized to bleed off the required quantity of air
which reduces the amount going to the Piccolo holes to the optimum for the
required swirl velocity of air to the compressor rotating blades.
The air bleed off from the P2.8 bleed port is taken by a connecting pipe to
connect with the bulkhead between the engine and its exhaust duct.
A Flap type check valve is fitted at the outlet of the P2.8 bleed port to
prevent a reverse flow of air when the compressor bleed valve is closed.

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ICN-39-A-750000-G-A0126-03377-A-01-1
P2.8 AIR BLEED

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COMPRESSOR BLEED VALVE CLOSURE CHECK CAUTION
INTRODUCTION - CLEAN THE BLEED VALVE SCREEN PRIOR TO ADJUSTING
A bleed valve closing point check is required in order to have a check of THE CLOSING POINT.
proper closing point of the bleed valve must be performed to ensure an - USING THE TRANSDUCER METHOD WILL GIVE A CLOSING
engine stall/surge prevention. POINT 120 RPM HIGHER THAN THE AIR BUBBLE METHOD.
Two methods of checking are used:
• The first method uses an instrument to check the P2.8 plenum
chamber pressure. ADJUSTMENT
• The second method uses an air tube immersed in water to check the • Loosen the locking screw.
P2.8 bleed.
• Turn the adjustment screw as needed.
• A 1/6 turn CW will delay closing by approximately 500 RPM (1.3%).
CLOSING POINT CHECK
• Turn CW to increase the closing point Ng speed.
• Connect the adapter and tube to the fitting located on the P2.8 cap. • Turn CCW to decrease the closing point Ng speed
• Connect the instrument, or immerse the air tube in a container of water. • Tighten the locking screw
• Disconnect the electrical connector (P8) from the bleed valve and
secure it to prevent movement.
• Start the engine and stabilize at Ground-Idle speed and record the
OAT.
• Increase the engine Ng speed slowly and record Ng speed when the
plenum pressure drops to 0 Psi. Repeat this step to confirm the speed.
For the bubble air method check when air stops bubbling.
• Shut-down the engine.
• Plot the Ng speed value on graph using the OAT and adjust the valve
as required through the adjustable orifice on the bleed air valve.

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ICN-39-A-750000-G-A0126-03749-A-02-1
BLEED VALVE CLOSING POINT CHECK

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SECTION 50
AIR INTAKE FOREIGN OBJECT
REMOVAL

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GENERAL DESCRIPTION
The Engine Air Intake Particle Separator (EAPS) protects the engine against
ingestion of dust particles, sand, snow, ice and other particles.
The system consists of two (2) particle separators located in front of each
engine air intake.
Foreign particles are separated by the swirling action of the air passing
through the vortex generators contained in the particle separator.
The clean air enters the engine air intake, while the foreign particles are
directed into a lower chamber by the scavenge flow.
From this chamber, the foreign particles are discharged outboard through an
ejector activated by the engine bleed-air.
The EAPS can also operate with no bleed-air, however its efficiency is
reduced by 50% and the particles are accumulated in the lower chamber of
the ejector.
When chamber is full, no more external particles can be stored or separated
and thus flow directly into the engine intake.
The system also includes a shut off valve, the SOV is normally closed
pneumatic valve, solenoid operated when required to open.
The purpose of the shut off valve is to shut off hot air from the engine HP
bleed to the HP ducting when the Engine Air Intake Separator is not selected
by the pilot or is forbidden for safety reason.

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ICN-39-A-755000-G-A0126-01161-A-01-1
MAJOR COMPONENTS AND LOCATION (SHEET 1 OF 3)

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ICN-39-A-755000-G-A0126-01162-A-01-1
MAJOR COMPONENTS AND LOCATION (SHEET 2 OF 3)

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ICN-39-A-755000-G-A0126-03376-A-01-1
MAJOR COMPONENTS AND LOCATION (SHEET 3 OF 3)

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CONTROLS AND INDICATORS
The EAPS control panel is located on the interseat console and comprises
the following function:
• OFF:.......................................................... the shut off valve closes.
• ON:............................................................ the shut off valve opens.

NOTE
During the normal starting procedure and before engine shutdown,
the above switches must be set to OFF.

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ICN-39-A-755000-G-A0126-03377-A-01-1
CONTROLS AND INDICATORS

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CAPTIONS
The CAS window shows the caution messages that follow:
1 1(2) EAPS when the shut off valve n° 1(2) is faulty.
PRESS: ......... It is open (ON) but a low pressure condition is
detected or is closed (OFF) but a high pressure
condition is detected.
NOTE
It is open (ON) but a low pressure condition is detected
or is closed (OFF) but a high pressure condition is
detected.

2 1(2) EAPS ON: .................. when the shut off valve n° 1(2) is open.

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ICN-39-A-755000-G-A0126-01165-A-01-1
EAPS – CAPTIONS

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FUNCTIONAL DESCRIPTION
The system is supplied with electrical power from:
• The 28 VDC ESS BUS 1 bar through the EAPS 1 circuit breaker.
• The 28 VDC ESS BUS 2 bar through the EAPS 2 circuit breaker.
The function of the EAPS is to separate the particles of sand, dust, snow, ice
and other particles present in the air, from the air flow sucked by the engines
through the helicopter air intakes, by means of the scrolls that are part of the
filter itself. This function is needed in order to prevent erosion of engine
compressor blades and unwanted deposits on engine combustion chamber
and other engine parts.
The particles, heavier than air, are moved towards the external walls of the
scrolls centrifugal effect and are carried inside the separator, From here,
they are discharged outboard through the ejectors, activated by pressurized
air bleed from engine ports.
The amount of bleed airflow that can be used for the particle separator
operation is limited by two restrictors located at each engine port. The
maximum airflow that can be bled from each engine is 2% of the main
airflow.
When the ejectors are not activated, the scrolls are however able to partially
separate the sand (efficiency drops to approximately 50%), which
accumulates inside the separator plenums without being released outside.
When the entire plenums of the separators are filled, sand is not separated
anymore. In this case, the sand will enter the engine through the inlet, but
there is no possibility that the airflow block completely, because the particle
separator scrolls are never totally occluded.
Therefore, in case the Particle Separator and the heating system are
operated at same time, maximum total extraction is 4% of the main flow. The
separator cannot be operated during engine ignition, because the engine, in
this phase, does not allow bleeding. Therefore, it is necessary that the
engine reaches the IDLE condition, before operating the relevant EAPS
system.
The Primary Flight Display (PFD) in the composite form page and the
Multifunction Display (MFD) show the related messages to the flight crew.
When the engine fire extinguishing system is armed, the shut off valve
automatically closes.

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ICN-39-A-755000-G-A0126-03378-A-01-1

SCHEMATIC DIAGRAM

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ICN-39-A-755000-G-A0126-01167-A-01-1

SYSTEM OPERATION (SHEET 1 OF 2)

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ICN-39-A-755000-G-A0126-01168-A-01-1

SYSTEM OPERATION (SHEET 2 OF 2)

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MAINTENANCE INFORMATION

WARNING
DO NOT TOUCH THE SHUT OFF VALVE UNTIL IT IS COOL. THE
COMPONENT WILL BE HOT AFTER THE ENGINE STOP. THE
HOT COMPONENTS CAN CAUSE INJURY TO PERSONNEL.

REFERENCE LITTERATURE
In section 5° of the AW139 RFM, the supplement No. 5 provides additional
information to the system.

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ICN-39-A-755000-G-A0126-03054-A-01-1

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ICN-39-A-755000-G-A0126-03055-A-01-1

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ICN-39-A-755000-G-A0126-01171-A-01-1

HOVER POWER CHART EAPS ON

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PAGE INTENTIONALLY LEFT BLANK

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CHAPTER

76
ENGINE CONTROLS

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SECTION 10
POWER CONTROL

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DESCRIPTION motor such to keep constant Nf speed within ITT, Ng and Torque maximum
limitation.
The Engine Control System consists of two major components: an engine The Nf limiter sub-system provides independent limitation of inadvertent
mounted Fuel Management Module (FMM) including fuel pumps and filter engine turbine overspeed. Both sub-systems are isolated from one another
assembly, and an off- mounted Electronic Engine Control (EEC). including separate power supplies and signal conditioning interfaces.
The associated sensors, wiring harnesses and interfaced components The limiter sub-system is non-latching in operation and will engage the FMM
complete the control system. overspeed valve solenoid when the Nf speed reaches 111% and reset the
solenoid when Nf speed falls below 109%.
FUEL MANAGEMENT MODULE
The FMM is an electro-hydromechanical unit that is driven by the engine
Accessory Gearbox to modulate the engine fuel flow over the entire DATA COLLECTION UNIT (DCU)
operational envelope of the engine. This unit supports both normal automatic Function
and manual mechanical backup modes of operation.
The FMM incorporates a low and a high fuel pump that delivers filtered, high Stores data related to engine operation.
pressure fuel to the metering portion of the unit. The pressurized fuel is Stores and provides ITT and torque trim values to the EEC.
routed to the fuel metering valve which is activated by the compressor
delivery pressure (P3) and the torque motor controlled by the EEC in AUTO
Description
mode or the 3D cam in MANUAL mode using the Engine Control Lever
(ECL). The DCU is an electronic storage device contained in a compact metal
The pressurizing and shut-off valve blocks the fuel supplied to the nozzles container. It is installed on the engine and interfaces with the EEC by a
until a predetermined pressure is achieved. A solenoid shutdown valve, branch of the electrical harness.
through the OFF position of the ENG MODE switch, provides one of the two The data stored in the DCU is specific to the engine, for this reason the DCU
independent means of shutting off fuel from the engine. The second is the should not be transferred between engines.
ECL at the OFF position in MANUAL mode. The following information is stored:
In order to achieve automatic or manual engine running it is required that • Engine serial number
either controls must not be in the OFF position.
• Compressor rotor, compressor turbine and power turbine cycles
• Compressor turbine and power turbine blade creep life
ELECTRONIC ENGINE CONTROL
• Engine running time (not flight hours)
The EEC is a single channel control unit that in conjunction with the FMM
and a network of sensors controls the engine gas generator and power • Any exceedance detected by the EEC
turbine speeds in response to the load demanded by the rotorcraft's rotor • System fault codes generated by the EEC
system.
The EEC provides an electronic interface between the engine sensors and
effectors as well as discrete and serial communication interfaces between Operation
the engine and rotorcraft.
The DCU is powered by the EEC and operates in three modes:
The EEC consists of two functionally independent sub-systems, that control
and Npt (Nf) limiter subsystems. • Power-up mode
The control sub-system interfaces with engine sensors as well as rotorcraft • Operational mode
command signals to provide control of the fuel flow through the FMM torque

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

• Fault mode

CAUTION
Power-up Mode WHEN REPLACING A DCU MAKE SURE THAT:
When the EEC energizes the DCU, an initialization and a test sequence are THE TRIM VALUES (ITT AND Q) , THE TOTAL ACCUMULATED
performed. If the test is completed correctly, the DCU enters in operational CYCLES, AND BLADE CREEP LIFE STORED IN THE MEMORY
mode. If a fault is detected during the test sequence, the DCU enters into a OF THE REMOVED DCU ARE RECORDED.
fault mode. ENTER THE RECORDED VALUES INTO THE MEMORY OF THE
REPLACEMENT DCU.

Operational Mode If the values cannot be obtained from the removed DCU use the trim values
At the end of the power-up sequence, the DCU sends ITT. and torque (Q) recorded on the engine data plate. The total accumulated cycles can be
trim values, Cycles, and engine identification to the EEC. obtained from the engine logbook.
The DCU then waits for commands from the EEC. Refer to the engine MM Airworthiness Limitations chapter for details.

Fault Mode
During fault mode, the DCU will set the internal fault indicator and will
respond to specific EEC commands.

Maintenance Scheduled
Enter the accumulated cycles for each of the rotating components, the
turbine blade creep life into the engine log book.
Perform a consistency check, as per the engine MM, at 40 to 50 hour
intervals.

Maintenance Unscheduled
Reprogramming of a replacement DCU using a dedicated harness and
Ground Support Equipment. (Computer with the appropriate software).
NOTE
The EEC writes the last total cycles into the DCU during the engine
run-down when the EEC detects a shutdown.
The aircraft electrical power should not be turn off before the engine
stop.

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ICN-39-A-761000-G-A0126-01190-A-02-1

ENGINE CONTROLS SCHEMATIC

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ICN-39-A-761000-G-A0126-03379-A-01-1

SYSTEM OPERATION AUTOMATIC MODE (SHEET 1 OF 3)

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ICN-39-A-761000-G-A0126-03380-A-01-1

SYSTEM OPERATION AUTOMATIC MODE (SHEET 2 OF 3)

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ICN-39-A-761000-G-A0126-03381-A-01-1

SYSTEM OPERATION AUTOMATIC MODE (SHEET 3 OF 3)

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ICN-39-A-761000-G-A0126-03382-A-01-1

SYSTEM OPERATION MANUAL MODE

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OPERATION During manual mode starts, the ECL is placed at the FLIGHT position. In
case of adverse starting conditions, engine start enrichment is available
NORMAL AUTOMATIC MODE through the ECL advancement.
Normal automatic mode is the primary mode of operation which is achieved
with the ENG MODE switch on the FLIGHT position and the ENG GOV
switch on AUTO.
In automatic mode the EEC provides automatic start, main rotor governing,
torque / interturbine temperature matching, OEI training capability over the
entire operating envelope without exceeding limiting parameters.
In automatic mode, control parameters from the engine and rotorcraft system
are input to the EEC, which computes the desired fuel flow through a torque
motor to set the position of the metering valve in the FMM.
In automatic mode the manual backup, through hydromechanical devices
inside the FMM and then not visible in the cockpit, continually tracks the
actual Ng speed in order to minimize the change in engine power when a
transfer to MANUAL mode will occur either intentionally or automatically; this
condition is achieved if the ECL is in the FLIGHT position.
If the pilot selects the MANUAL mode or if a critical engine failure should
occur, the mode select solenoid is de-energized (by the ENG GOV switch in
the first case or by the EEC in the second) and the system reverts to the
manual backup mode.

MANUAL BACKUP MODE

In case of the automatic engine control system fails the manual backup
mode is available.
Manual mode is achieved automatically in case of EEC FAIL or manually if
selected. With the ENG MODE in the IDLE or FLIGHT position and the ENG
GOV switch on MAN pilot can control the engine using the ENG TRIM
selector to operate the Engine Control Lever.
In manual mode the ECL sets the position of the 3D cam of the Ng speed
governor to set the position of the metering valve in the FMM in order to
match the power required for the load on the rotor.
The minimum and maximum power allowable is reflected by the Ng speed
governor min and max stops which are set at 68.6% and 106% at sea level
ISA.
Power turbine speed limitation is maintained, as long as the limiter sub-
section and sensors are healthy, irrespective of operating mode.

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ICN-39-A-761000-G-A0126-01191-A-01-1
ELECTRONIC ENGINE CONTROLS COMPONENTS LOCATION

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CONTROLS • # 1 position: .. the N.1 engine goes to TRAINING mode,
accellerating to a maximum of 110% and then
The engine controls are distributed as following:
reducing to approximately 70% while the N.2
• The Miscellaneous panel installed on the console engine initially decelerate to a minimum of
• The engine control panel installed on the console approximately 25% then accelerate to around
70%
• The engine control lever installed on the overhead
• # 2 position: .. the N.2 engine goes to TRAINING mode,
• The pilot and copilot collective grip. accellerating to a maximum of 110% and then
The Miscellaneous panel provides the following functions: reducing to approximately 70% while the N.1
1 LD SHARE selector switch: engine initially decelerate to a minimum of
• TORQUE: ................. the engine control system performs approximately 25% then accelerate to around
the torque matching. 70%.

• TEMP: ...................... the engine control system performs NOTE

the ITT matching.
The OEI TNG is disabled or cancelled if some operative
NOTE conditions are missing and the self retaining switch
centers automatically.
The ►◄ green triangles are displayed on the left and
right side of TQ or ITT legends on the MFD (Main page
or Cruise page) in accordance with the selection.

The Engine Control panel provides the following functions:

2 ENG 1(2) MODE selector switch:

• OFF: ........ when the N. 1 (2) engine is OFF or it shuts down
the engine or for the N. 1 (2) engine dry motoring
procedure when Auto or Manual is selected
• IDLE: ....... allows the N. 1 (2) engine starting in AUTO
MODE, reaching ground IDLE (65% Npt) or
engages the starter for cracking (wet or dry) in
AUTO MODE
• FLT: ......... allows the N. 1 (2) engine starting at the flight
nominal speed (100% NF).
3 OEI TNG electrical self-retaining switch:
• Central Pos.: OEI TNG function deactivated

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ICN-39-A-761000-G-A0126-01192-A-01-1
ENGINE CONTROLS (SHEET 1 OF 3)

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The Engine Control Lever provides the following functions:
1 ENGINE N. 1(2) when pressed the N. 1(2) engine starting/dry
START pushbutton motoring/ wet motoring is engaged in Manual
switch: ..................... mode; or during the N. 1(2) engine dry
motoring procedure in Auto/Manual mode
2 ECL position:
• OFF: ............. the relevant engine is shut down mechanically
closing a fuel shutoff valve on the FMM
• MIN: ............. when in MANUAL mode sets the minimum
fuel flow

NOTE
This position is provided with a mechanical latch. Pull
the lever before leaving the MIN position to reach OFF.

FLIGHT: .......... permits full range of engine speeds to be

automatically adjusted by the EEC in AUTO mode
NOTE
The FLIGHT position must always be set during the
Auto mode operation.

NOTE
This position is provided with an electro-magnetic latch.
This latch is removed when the ENG 1/2 GOV AUTO/
MANUAL selector is set to MANUAL or in case of EEC
FAIL

NOTE
An optical sensor is installed inside the lever to detect if
the lever is out of FLIGHT position in AUTO mode.
When this condition exists, a caution alarm is displayed
in the CAS.

3 MAX: ................. allows engine maximum power when the Manual

mode is operative.

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ICN-39-A-761000-G-A0126-01193-A-01-1
ENGINE CONTROLS (SHEET 2 OF 3)

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ICN-39-A-761000-G-A0126-03383-A-01-1
ENGINE CONTROL LEVERS

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The pilot and copilot collective grips provide the following functions: - When pressed a second time, the torque limiter function is
1 ENG 1(2) GOV AUTO/MANUAL selector switch: deactivated so full power is available from engines.
• AUTO: ........... selects the relevant engine for Automatic NOTE
operation controlled by the EEC: allows the
automatic starting and the automatic control When the torque limiter is activated, the advisory
of the engine message TQ LIMITER ON is displayed in the CAS.

• MANUAL: ...... selects the relevant engine for Manual

operation controlled by the ECL: allows the 4 100% / 102% RPM selector switch:
manual starting / wet motoring / dry motoring • 100%: ................................... set the NR/NF to 100% ± 0.5%
and the manual control of the engine
• 102%: .................................... set the NR/NF to 102% ±0.5%
NOTE
NOTE
When in Manual mode, the amber legend MAN in
reverse video is displayed on the left side of the TQ This last operation is provided by the pilot collective grip
scale (MFD – Main and Cruise pages) and PI scale only.
8PFDs). The legend flashes for 5 sec before being
displayed steady state in amber.

2 ENG 1(2) TRIM selector:

• + (up): ............... controls the N 1(2) ECL movement
towards the MAX position when in Manual
mode.
• - (down): ........... controls the N. 1(2) ECL movement
towards the MIN position when in Auto/
Manual mode.

NOTE
In Auto mode the selector is still operative but with a
reduced range between FLIGHT and MIN. However this
procedure is not standard because the ECL is out of
FLIGHT position requested during normal operation.

3 TQ LIM pushbutton switch:

- When pressed the torque liter function is activated, the AEO
ENGINE TOTAL TORQUE is limited to a combined torque value of
228%. The OEI ENGINE TORQUE is not affected.

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ICN-39-A-761000-G-A0126-01194-A-01-1
ENGINE CONTROLS (SHEET 3 OF 3)

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ICN-39-A-761000-G-A0126-01195-A-01-1

ENGINE INDICATING (SHEET 1 OF 2)

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ICN-39-A-761000-G-A0126-01196-A-01-1
ENGINE INDICATING (SHEET 2 OF 2)

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MAINTENANCE INFORMATION
• For ECL removal/installation refer to AMP Ch. 76-00 (for reference
only)
• For EEC removal/installation refer to AMP Ch. 76-00 (for reference
only)
• For LVDT removal/installation refer to AMP Ch. 76-00 (for reference
only).

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ICN-39-A-761000-G-A0126-01204-A-02-1

ENGINE CONTROLS BLOCK DIAGRAM INTERFACE (ENGINE #1 SHOWN)

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CHAPTER

77
ENGINE INDICATING

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SECTION 40
INTEGRATED ENGINE INSTRUMENT
SYSTEMS

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PT6C-67C – ENGINE INDICATION MAGNETIC PULSE SENSORS
FUNCTION The rotational speeds of the major rotating assemblies are monitored by
magnetic pulse pickups. These sensors are used for:
• To provide the pilot with indications related to the engine parameters
• Gas generator speed (Ng)
during flight
• To provide the required data for engine condition trend monitoring and • Power turbine speed (N2)
performance check on the ground. • Output shaft torque (Q).

DESCRIPTION GAS TEMPERATURE SENSING

The main components of the indicating system are: The Interturbine Gas temperature (ITT.) sensing system monitors the engine
• Gas generator rotor speed signals (Ng) gas path temperature. The gas temperature is measured between the
Power turbine speed signal (N2) compressor turbine and the first stage power turbine vane ring (station 5).
•
• Engine torque (Q)
ADDITIONAL SENSING
• Engine torque shaft temperature (TQ)
Other indicating systems will help the pilot in monitoring information during
• Engine gas temperature (ITT)
the engine operation in order to warn of abnormal situations.
• Data Collection Unit (DCU)
• Engine fuel filter impending bypass
• Engine fuel temperature
• Engine oil filter impending bypass
• Engine oil low pressure & temperature
• Engine oil pressure
• Engine chip detector
• Intake air temperature sensor (T1).
Engine performance is monitored by the engine indicating system. This
consists of various sensors, probes and thermocouples mounted on the
engine.
The sensor signals are received and displayed by the cockpit
instrumentation, either directly through the wiring harness or indirectly
through the Engine Electronic Control (EEC).

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ICN-39-A-774000-G-A0126-01485-A-01-1
ENGINE SENSORS

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ICN-39-A-774000-G-A0126-01486-A-01-1
INDICATION SYSTEM SCHEMATIC

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ICN-39-A-774000-G-A0126-01487-A-01-1

COCKPIT INSTRUMENT DISPLAY

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GAS GENERATOR ROTOR (NG) SPEED SENSOR If a signal failure occurs for either of coils B and C no fault codes are
generated.
FUNCTION
To detect the rotational speed of the gas generator rotor.
MAINTENANCE

DESCRIPTION
• To prevent incorrect installation the mounting holes are offset
• No adjustment is required at installation.
The compressor rotor speed (Ng) pickup is a triple coil magnetic pickup
which uses the starter generator gear teeth, in the accessory gearbox, as its
speed reference.
The pickup detects the passage of the gear teeth due to the change in the
magnetic flux density associated with the proximity of the gear tooth in
relation to the tip.
The pickup transmits an AC electrical signal with a frequency proportional to
compressor rotor RPM.
Each of the three coils is electrically independent and protected against a
short circuit in one of the other coils:
• Coil “A” provides speed signal to the Engine Electronic Control (EEC)
• Coil “B” provides speed signal to the cockpit
• Coil “C” provides speed signal to the cockpit.

FAULT MONITORING
The circuit for Coil A, which supplies the signal to the EEC, is continuously
monitored when the EEC is operating.
A fault in this circuit is considered to be critical to operation and a defect will
result in the display of a critical fault code.
The loss of the Ng signal will trigger a critical fault and the EEC will revert
automatically to manual mode of operation.
The EEC will write the fault in the circular buffer of the DCU.

COCKPIT DISPLAY
The coils connected to the Aircraft Display System (Coils B and C) are wired
directly to the cockpit.

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ICN-39-A-774000-G-A0126-01488-A-01-1
GAS GENERATOR SPEED (NG) SENSOR

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SPEED AND TORQUE SENSORS torque to the local EEC (cross talk). In the event of loss of cross talk
the signal is used for torque matching between the two engines
FUNCTION
• The temperature sensor is not used.
To provide signals of engine torque and power section rotational speed (N2)
to the Engine Electronic Control (EEC) and to the cockpit display.
FAULT MONITORING
DESCRIPTION In the event of a loss of any signal to the EEC a fault code is generated and
stored in the Data Collection Unit (DCU)
The N2 and Torque sensors are a combination of magnetic pickup and For signals supplied directly to the aircraft display system no fault codes are
temperature sensor. generated for defects.
A double magnetic coil sensor is used to sense the rotational speed of a
torque shaft toothed wheel.
Engine torque is measured by sensing the displacement between the torque MAINTENANCE
shaft toothed wheel and a reference shaft toothed wheel.
A platinum-type temperature measurement resistor, located in the pickup tip, • Both sensors have the same part number
provides automatic compensation for variation of shaft temperature. The • To prevent incorrect installation the mounting holes are offset
change of resistance with temperature sends a modifying signal to the EEC.
In the event of a loss of the temperature correction signal the EEC will • No adjustment is required for installation.
default to a value of 82°C.
The sensors are mounted on the left hand and right hand sides of the output
section cover.
The sensor coils are configured as follows.

RIGHT HAND SENSOR

• One coil provides torque and N2 signal to the EEC for calculation (main
signal).
• The second coil provides torque and N2 signal to the cockpit display.
• The temperature sensor provides, to the EEC, a signal proportional to
the temperature surrounding the torque shaft.

LEFT HAND SENSOR

• One coil provides torque and N2 signals to the cockpit for calculation
(back up signal)
• The second coil provides torque and N2 signals to the opposite EEC
for calculation. As a back-up the opposite EEC will supply the local

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ICN-39-A-774000-G-A0126-01489-A-01-1
SPEED AND TORQUE SENSORS

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TORQUE SHAFT ASSEMBLY
The torque shaft assembly consists of two concentric shafts each having a
toothed wheel located at one end.
The outer shaft (toque shaft) is connected by splines to the power turbine.
The inner shaft (reference shaft) is connected to the outer shaft by a locking
pin.
With a load on the outer shaft it will twist slightly while the inner shaft is
unloaded and does not twist.
The torsion deflection of the outer shaft will result in a change in the angular
position of its toothed wheel in relation to the inner shaft toothed wheel. The
variation in angular position is detected by the magnetic pickups.
The pickups detect the motion of the torque shaft teeth as a result of the
change in the magnetic flux associated with the proximity of the torque shaft
teeth with the pickup tip.
The torque signal is a sinusoidal AC voltage where the phase of consecutive
cycles varies in proportion to the transmitted torque (distortion of the
sinusoidal wave).
Electrical signals from the pickups are interfaced directly to the EEC via an
electrical connector on the engine harness.
In case of temperature sensor problem, the EEC will revert to a default value
of 82°C. The system loss is less than 1% of accuracy.

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ICN-39-A-774000-G-A0126-01491-A-01-1
TORQUE SHAFT

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TORQUE SYSTEM CALIBRATION
PURPOSE
• To match indicated torque to dynamometer torque
• To compensate for machining tolerances and minor material
inconsistencies of the torque shaft.

CALIBRATION
At engine test, the engine indicated torque is compared with the
dynamometer torque. Any deviation from the reference line requires a
correction.
The trim values of Datum & Slope, established in the test cell, are set in the
DCU memory.
The torque trim data, stored in the DCU memory can be accessed by using
the appropriate Ground Support Equipment.

DATUM
The datum correction is the adjustment required to make the indicated
torque read zero when the engine does not produce any power.

SLOPE
The slope correction is the adjustment required to bring the rate of change of
indicated torque identical to the rate of change of the engine produced
torque.

MAINTENANCE
No field adjustment.

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ICN-39-A-774000-G-A0126-01492-A-01-1
TORQUE CALIBRATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
TEMPERATURE INDICATION SYSTEM different engines causes differences in measured temperature over a batch
of engines.
FUNCTION A T1 thermocouple also provides a correction to the circuit.
To provide the engine control system and the pilot with an indication of the The actual temperature is calculated at engine test and a trimmed value is
engine temperature between the compressor turbine and the first stage used to determine engine acceptance. The trim value (correction factor),
power turbine stator (station 5). established in the test cell, is loaded into the DCU memory.
The average T5 signal is sent to the EEC where it is processed. A second
signal is transmitted to the temperature indicating system.
DESCRIPTION The programming procedure is performed with the Ground Support
Equipment.
The most critical components in the hot gas path are the compressor turbine
guide vanes and the compressor turbine. Ideally engine manufacturers
would like to measure and use this temperature (T4). MAINTENANCE
Because of installation difficulty and the reliability of components in the direct
hot gas path it is not practical to measure at the T4 station. To prevent incorrect assembly of the T5 harness the terminal block has
The system, therefore measures the temperature at station 5 (T5). different size connection studs.
Corrections have to be applied to the actual measured temperature to make • The small terminal is Chromel and is positive
it fully related to T4. The large terminal is Alumel and is negative.
•
The system comprises the following components:
• Chromel/Alumel thermocouple harness, with 8 integrated T5 probes
• T5 wiring harness
• T5 junction
• T1cold junction thermocouple
• Engine electrical wiring harness
• Engine Electronic Control (EEC)
• Data Collection Unit (DCU)
• Aircraft indicating system.

OPERATION
Eight thermocouples, at station T5, sample the gas temperature. To obtain
an average reading, the thermocouples are connected in parallel.
As temperature increases, an increasing voltage (T5 signal) is generated at
the Chromel/Alumel junction of each thermocouple.
Due to sampling at only eight points the average temperature of the
thermocouple tips does not represents the exact average temperature at
station 5. Additionally manufacturing tolerances and clearances between

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ICN-39-A-774000-G-A0126-01493-A-01-1
TEMPERATURE INDICATION SYSTEM SCHEMATIC

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INLET TEMPERATURE (T1) SENSOR DESCRIPTION
FUNCTION The DCU is an electronic storage device contained in a compact metal
container. It is installed on the engine and interfaces with the EEC by a
To apply correction to circuit for changes in air intake temperature and a branch of the electrical harness.
temperature signal for the control limiter logic circuit. The data stored in the DCU is specific to the engine, for this reason the DCU
should not be transferred between engines.
DESCRIPTION The following information is stored:
• Engine serial number
The T1 sensor comprises a thermocouple and a platinum Resistance
Temperature Device (RTD) sensing element. • Compressor rotor, compressor turbine and power turbine cycles
It is located with the probe extending over the air inlet screen where it • Compressor turbine and power turbine blade creep life
senses the air intake temperature. It is located at the 12-o-clock position.
In addition to providing temperature sensing signals the incorporation of a • Engine running time (not flight hours)
cold junction removes the need for the use of chromel and alumel leads in • Any exceedance detected by the EEC
the electrical harness and aircraft wiring. Normal electrical wiring is used
from the T1 probe to the EEC and to the indication system.4.
• System fault codes generated by the EEC.

OPERATION OPERATION
The T1 thermocouple sensor is connected in series with the T5 The DCU is powered by the EEC and operates in three modes:
thermocouple leads. It provides a bias for the signal sent to the EEC and • Power-up mode
display system to remove anomalies caused by changes in the intake air
• Operational mode
temperature.
The RTD provides a temperature signal to the EEC for the temperature • Fault mode.
limiting logic.

DATA COLLECTION UNIT (DCU)

FUNCTION
• Stores data related to engine operation
• Stores and provides ITT and torque trim values to the EEC.

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ICN-39-A-774000-G-A0126-01494-A-01-1
INLET TEMPERATURE SENSOR AND DCU

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DATA COLLECTION UNIT (CONT’D)
POWER-UP MODE
CAUTION
When the EEC energizes the DCU, an initialization and a test sequence are WHEN REPLACING A DCU MAKE SURE THAT:
performed. If the test is completed correctly, the DCU enters in operational
- THE TRIM VALUES (ITT AND Q) THE TOTAL ACCUMULATED
mode. If a fault is detected during the test sequence, the DCU enters into a
CYCLES, AND BLADE CREEP LIFE STORED IN THE
fault mode.
MEMORY OF THE REMOVED DCU ARE RECORDED
- ENTER THE RECORDED VALUES INTO THE MEMORY OF
OPERATIONAL MODE THE REPLACEMENT DCU.
At the end of the power-up sequence, the DCU sends ITT. and torque (Q)
trim values, Cycles, and engine identification to the EEC. If the values cannot be obtained from the removed DCU use the trim values
The DCU then waits for commands from the EEC. recorded on the engine data plate. The total accumulated cycles can be
obtained from the engine logbook.
Refer to the engine MM Airworthiness Limitations chapter for details.
FAULT MODE
During fault mode, the DCU will set the internal fault indicator and will
respond to specific EEC commands.

MAINTENANCE DUAL FUNCTION FUEL SWITCH

Scheduled FUNCTION
• Enter the accumulated cycles for each of the rotating components, the Provides signals to the indication system for:
turbine blade creep life into the engine log book
• Impending restriction of the fuel filter
• Perform a consistency check, as per the engine MM, at 40 to 50 hour
intervals. • Fuel temperature.

Unscheduled DESCRIPTION
Reprogramming of a replacement DCU using a dedicated harness and The dual function switch is installed at the top of the Fuel Management
Ground Support Equipment. (Computer with the appropriate software). Module (FMM).
It sends electrical signals to the cockpit indication system.
NOTE
The EEC writes the last total cycles into the DCU during the engine
run-down when the EEC detects a shutdown. The aircraft electrical
power should not be turned off before the engine stop.

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FUEL TEMPERATURE OIL FILTER IMPENDING BYPASS INDICATION
The fuel temperature probe is a platinum resistance temperature device FUNCTION
(RTD) that gives an indication of the fuel temperature at the outlet of the fuel
filter. To provide a visual indication to the pilot in case of oil filter impending
blockage situation.

IMPENDING BYPASS SWITCH

DESCRIPTION
The impending bypass switch senses the differential pressure across the
filter element. If a pressure differential of 16 to 19 psid is sensed the switch The oil filter impending bypass indicator is installed next to the oil filter on the
provides an electrical ground to the indication system. accessory gearbox. It comprises a spring loaded pop-out button which is
normally held in by magnetic attraction force.
If the oil filter begins to restrict flow due to a partial block the increased
INDICATIONS pressure difference across the filter element will cause the indicator to pop-
out.
• If the fuel temperature is less than 5°C the cockpit display will show The pop-out button is coloured red.
“FUEL ICING” caution To prevent false indication in cold start conditions, a thermal lockout spring
• If the fuel temperature is greater than 74°C, or fuel temperature less will prevent activation of the pop-out if the temperature is below 37°C
than 5°C, with an oil temperature greater than 82°C, the cockpit display (100°F).
will show “FUEL HEATER” caution
• If the pressure differential across the filter reaches 16 to 19 psid the
cockpit display will show “FUEL FILTER” caution. OPERATION
The pressure difference across the filter is sensed by a diaphragm. If the
pressure differential reaches 18 to 24 psid the diaphragm will flex and move
MAINTENANCE a magnet from proximity with the pop-out button.
The indicator pop-out red button will extend.
CAUTION
NOTE
WHEN LOCK WIRING THE SWITCH DO NOT USE THE VENT
HOLE ON THE PUMP HOUSING FILTER BOWL TO SECURE OR REFER TO MM FAULT ISOLATION CHAP. 72-00-00.
ANCHOR THE LOCKWIRE.

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ICN-39-A-774000-G-A0126-01495-A-01-1

DUAL FUNCTION SWITCH AND OIL FILTER IMPENDING BYPASS INDICATOR

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
MAIN OIL PRESSURE SENSOR The low oil pressure switch monitors the pressure of the oil supply to the
bearings. It will initiate an indication if the oil pressure reduces below a
FUNCTION preset value.
To provide an indication of oil system pressure for the cockpit display. The switch is set to operate at a falling pressure of 60 psi to cause the red
warning indication to illuminate.
When pressure rises above 69 psi the switch will reset and the indication
DESCRIPTION light will go out.
The oil pressure transducer is installed next to the dual function sensor. (Oil
temperature and low oil pressure). It monitors the pressure of the oil supply INDICATIONS
to the bearings and provides a signal for the instrument display.
The transducer sends an electrical signal to the indicating system If oil temperature reaches above 140°C the cockpit display will show a
proportional to the oil pressure for oil pressure indication. “ENGINE OIL TEMP” caution.
If the oil pressure falls to 60 psi the cockpit display will show an “ENGINE
OIL PRESS” warning. A voice warning will also be activated.

MAIN OIL TEMPERATURE SENSOR AND LOW OIL

PRESSURE SWITCH
FUNCTION
To provide oil system pressure, low pressure warning and oil temperature
indication to the pilot.

DESCRIPTION
The unit is a dual function sensor, which is installed on the left-hand side of
the accessory gearbox. It sends signals to the cockpit indication system via
the engine electrical harness.
The oil temperature sensor is a platinum resistance temperature device
(RTD).
The Low Oil Pressure Switch gives an electrical ground, in order to illuminate
a red warning on the cockpit display.

OPERATION
The temperature sensor (RTD) is installed in an oil gallery in order to sense
the temperature of the oil being delivered to the bearings. It provides a signal
for the instrument display.

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ICN-39-A-774000-G-A0126-01496-A-01-1

OIL PRESSURE SENSOR AND DUAL FUNCTION SENSOR

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CHIP DETECTOR Unscheduled
FUNCTION • Whenever a chip detector caution is illuminated, check for metal pick-
up. The oil filter and chip detector strainer must also be checked
To provide indication of the presence of ferrous metal particles in the oil
system. • Refer to the MM Chap. 72-00-00 fault isolation for “Chip Detector Light
ON”. Do the trouble shooting procedures listed in the charts
• Refer to the MM Chap. 05-50-00 for Oil System “Unusual Oil System
DESCRIPTION Conditions”. Do the appropriate tasks indicated.
The chip detector comprises a self-closing valve housing which contains a
twin pole magnetic plug. It is located on the air inlet case.
The self-closing valve housing permits the removal of the magnetic plug
without draining the oil cavity.
The chip plug has a quick disconnect feature which allows removal without
disconnecting the electrical plug.

OPERATION
The magnet will attract ferrous particles in the oil flow. If enough ferrous
metallic particles are collected to bridge a gap between the two magnets of
the chip plug, an electrical ground is provided.
The completed circuit will illuminate a caution on the cockpit display.

INDICATIONS
In the event of the circuit between the magnets being completed an “ENG
CHIP” caution will be shown on the cockpit display.

MAINTENANCE
Scheduled
• At intervals of 900 hours check for evidence of particles on the chip
detector
• At intervals of 900 hours do an operational check of the chip detector.

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ICN-39-A-774000-G-A0126-01497-A-01-1

CHIP DETECTOR

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ENGINE RELATED CAS MESSAGES CAUTION INDICATIONS
In the table below reference to 1(2) means the fault could occur on either
CAS CAPTION FAILURE DESCRIPTION
engine. If the caption is shown as 1-2 it means the fault is occurring on both
engines at the same time.
1(2) ENG MODE SEL Associated Engine Mode switch failure.

WARNING INDICATIONS Nf/N2 approximately 110%.

1(2) OVSPD
Drive shaft failure on affected angine.
CAS CAPTION FAILURE DESCRIPTION

1(2) OVSPD DET Associated engine Nf/N2 overspeed detec-

The associated engine Ng is less than tion system not operational.
1(2) ENG OUT 34.3%.
A voice warning “Engine 1 (2) Out” is also Associated engine has exceeded One En-
given. 1(2) ENG LIM EXPIRE gine Inoperative (OEI) 2.5 minute time lim-
it.
The associated engine is at Idle and the
collective stick is being raised. (Triggered Associated engine oil temperature high.
1(2) ENG IDLE on ground only). 1(2) ENG OIL TEMP Oil temperature in excess of 140°C. (Reset
A voice warning “1 (2) Eng. Idle” is also at 137°C).
given.

1(2) ENG CHIP Metal chip detected in associated engine

The associated engine oil pressure is be- lubrication system.
low limits. Pressure less than 61 psi (reset
1(2) ENG OIL PRESS at 68). Associated Engine Control Lever (ECL)
A voice warning “Warning, Warning” is al- not responding to internal test, or link fail-
so given. 1(2) ECL FAIL
ure between switch and the trim motor on
the ECL.
The associated engine EEC is not operat-
ing due to a critical fault. The EEC will re- Associated engine ECL out of the FLIGHT
vert control to the manual mode. position detent.
1(2) EEC FAIL “MAN” legend will show on the TQ and PI
(Power Index) indicators. 1(2) ECL POS NOTE
A voice warning “Warning, Warning” is al- only active in the AUTO control
so given. mode.

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CAS CAPTION FAILURE DESCRIPTION CAS CAPTION FAILURE DESCRIPTION

Associated Engine Electronic Control NOTE

1(2) EEC DATA (EEC) link interface between the EEC and Caution is only active with associ-
MAU is lost. ated engine running and Ng above
Fault non-critical. 60%.

Fault in associated engine Data Collection

1(2) DCU Unit (DCU).
Degraded engine control function. ENG ANALOG FAILURE Engine analogue monitoring systems fail-
ure.

1(2) HOT START Associated engine Interturbine Tempera-

ture (ITT) limit exceeded during start. Associated engine EEC parameter and analogue backup data comparison
discrepancy. The mis-compare caution is generated when the backup pa-
rameter exceeds the digital by the values below.
1(2) TQ LIMITER Associated engine torque limiter not func-
tioning.
1(2) NF MISCOMPARE • Nf. 3%.
1(2) ITT LIMITER Associated engine ITT limiter not function- OR • Ng. 3%.
ing.
1(2) NG MISCOMPARE • ITT. 50°C
Rotor speed selection (100/102%) mal- OR • TQ. 5%.
RPM SELECT
function. 1(2) ITT MISCOMPARE
• NR. 3%.
OR
1(2) FUEL FILTER Associated engine fuel filter impending
blockage. Filter partially restricted. 1(2) TQ MISCOMPARE
OR
Associated engine fule temperature less NR MISCOMPARE
1(2) FUEL ICING than 5°C.
Possible fuel heater problem leading to ice
formation on filter.

Associated engine fuel temperature more

than 74°C.
OR
1(2) FUEL HEATER Fuel temperature less than 5°C with asso-
ciated engine oil temperature more than
82°C.
Possible fuel heater malfunction.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
ADVISORY INDICATIONS

CAS CAPTION FAILURE DESCRIPTION

TQ LIMITER Engine Torque Limiter activated.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

CHAPTER

78
EXHAUST

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SECTION 10
COLLECTOR/NOZZLE

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DESCRIPTION
The exhaust collector is attached to the engine exhaust and is composed of
two parts.
The first part (nozzle) runs inside the engine fireseal and turns the exhaust
gases in a straight flow.
The second part run in the area between the engine outside the firewall and
direct the exhaust gases to the aircraft side.
The exhaust collector is shielded to isolate the aircraft from high
temperature.

For exhaust removal/installation refer to AMP 78-00 (for reference only).

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ICN-39-A-781000-G-A0126-01207-A-01-1
COLLECTOR EXHAUST

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ICN-39-A-781000-G-A0126-03769-A-01-1
COLLECTOR EXHAUST

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DESCRIPTION (ENHANCED EXHAUST SYSTEM)
The new installation, composed by a new exhaust installation and new rear
cowlings, has been developed with the aim to reduce the relevant exhaust
system temperature and reduce the weight.
Since the ejector surface is not thermal insulated like the current installation,
but is surrounded by a firewall that improves the flow ventilation around the
exhaust, the new design allows an improved thermal insulation between the
exhaust and the rear upper deck.

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ICN-39-A-781000-G-A0126-03770-A-01-1
ENHANCED EXHAUST (SHEET 1 OF 4)

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ICN-39-A-781000-G-A0126-03771-A-01-1
ENHANCED EXHAUST (SHEET 2 OF 4)

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ICN-39-A-781000-G-A0126-03772-A-01-1
ENHANCED EXHAUST (SHEET 3 OF 4)

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ICN-39-A-781000-G-A0126-03773-A-01-1
ENHANCED EXHAUST (SHEET 4 OF 4)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

CHAPTER

79 OIL

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SECTION 00
OIL

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ENGINE OIL SYSTEM PRESSURE SYSTEM
FUNCTIONS Oil is drawn from the bottom of the oil tank through a protective screen to the
inlet of a single pressure pump. The pump is a gear type high pressure unit.
• provides storage of oil to support system needs From the pressure pump oil passes to a pressure regulating valve and a cold
• provides a pressure supply of clean oil to the engine bearings for start valve.
lubrication and cooling The pressure oil passes out of the engine through an external pipe to the
FCOC.
• provides return of oil from bearings and separation of air from return oil
From the FCOC the oil continues through the pressure oil filter. The filter
• provides cooling of engine oil and heating for the engine fuel contains a bypass valve to allow oil to the engine in the event of a filter
restriction. A bypass indicator shows impending bypass.
• provides indications of system status
From the FCOC oil passes to the fuel heater. (Refer to Fuel System)
From the fuel heater the oil passes to various areas of the engine as follows:
DESCRIPTION • one connection supplies oil to number 1 bearing and the accessory
gearbox
The engine oil system consists of a pressure system, a scavenge system
and a breather system. The self-contained lubrication system provides a • a second connection provides pressure oil to the number 2 bearing
constant supply of clean oil to the engine bearings and accessory drives • a third connection passes to the power section where it supplies the
drawn from an integral oil tank. The oil lubricates and cools the bearings and number 3, 4 and 5 bearings
carries any extraneous matter to the oil filter.A chip detector is located at the • from the line that supplies the bearings, connections are made for an
top of the compressor inlet case to detect and transmit signals to EEC. oil system surveillance.
All main bearing jets are protected with last chance type strainers.
Oil tank capacity .................... 8.0 litres / 8.45 US Quarts
Oil quantity ............................. 2.2 litres / 2.33 US Quarts SCAVENGE SYSTEM
(Min to Max on oil level sight glass)
Normal oil pressure ................ 90 - 130 psi The scavenge system comprises three gear type pumps and one jet type
Minimum pressure .................. 60 psi pump. These operate as follows:
• one gear type pump draws oil from the number 2 bearing housing.
Under some engine operating conditions (high power) the amount of oil
Oil Temperature Limits (Typical): in the number 2 bearing housing increases more than the scavenge
Starting: ................................. -50°C min. pump can draw. In this case a bypass valve, located just before the
Take off: ................................ 10°C to 140°C pump opens to vent excess oil into the accessory gearbox
Normal: ................................. 100°C to 130°C
Maximum (30 minutes) ........... 140°C • a second gear type pump draws oil from the bottom of the accessory
gearbox. The number 1 bearing drains by gravity, via an internal cored
passage, to the accessory gear box
OPERATION • the third gear type pump draws oil from the power section area,
numbers 3, 4 and 5 bearings

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

• the jet pump, powered from the power section pressure line, assists in
the scavenge of the number 3 bearing.

The accessory gearbox scavenge pump and the power section scavenge
pump deliver their returns through a common gallery to the oil tank. A
strainer removes larger particles from the return oil.
A magnetic chip detector, located with the strainer, indicates if sufficiently
large particles of ferrous metal are detected.

BREATHER SYSTEM
Oil returning to the accessory gearbox contains air due to the type of bearing
sealing used. A centrifugal breather separates the heavier oil particles from
the air, returning the oil to the gearbox. The separated air is vented to
atmosphere through overboard outlet.

INDICATIONS
A temperature sensor / low oil pressure switch (dual switch) will provide
indications regarding temperature and low oil pressure condition.
A pressure transducer provides oil pressure indication.

SERVICING
• used approved synthetic oil listed in engine maintenance manual
• check oil level within 10 minutes after shut down
• no oil drain period
• no brand and type oil mixing.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-790000-G-A0126-01211-A-03-1

SERVICING

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-790000-G-A0126-01210-A-02-1

ENGINE OIL SYSTEM SCHEMATIC

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PRESSURE REGULATING VALVE (PRV) FUNCTION
FUNCTION To prevent excessive pressure during cold start conditions, when oil
viscosity may be high.
To maintain the oil pressure within the operation range, so that sufficient flow
for lubrication and cooling of the bearings is provided.
DESCRIPTION
DESCRIPTION The cold start valve is a spring loaded relief valve located immediately at the
outlet of the pressure pump.
The oil pressure regulating valve is located next to the cold start valve on the
accessory gearbox casing.
The valve is a spring loaded, double ended, piston with an adjustable seat. OPERATION
The valve can be adjusted in the field.
The cold start valve is set to open at 200 psi, which is greatly in excess of
the normal start pressure.
OPERATION When the valve opens it returns excess oil to the oil pump inlet.

The valve is located at the outlet of the pressure pump. At engine start, as oil
pressure increases, the pressure acts on one piston area and the valve
moves against the spring force to open a bypass to return.
Excess oil flow is bypassed back to the pump inlet.
An adequate oil pressure is kept proportional throughout the entire operating
range.

MAINTENANCE
For oil pressure check, ref. to MM 71-00.
NOTE
Do not adjust oil pressure for oil system problems that have not been
resolved.

COLD START VALVE

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
PRESSURE SEAT
REGULATING
VALVE
COLD START
VALVE

TO FCOC

OIL
PRESSURE
PUMP

INLET SCREEN
ICN-39-A-790000-G-A0126-03752-A-01-1
OIL PRESSURE REGULATING AND COLD START VALVES

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
OIL FILTER A bi-metallic thermal lockout prevents the button from being released when
the oil is very cold. This prevents an unwanted indication of a potential
FUNCTION bypass.
• to remove particles from the oil
• to provide a bypass in the event of filter restriction MAINTENANCE
• to provide an indication of impending filter restriction.
SCHEDULED/UNSCHEDULED
DESCRIPTION Ref. to MM 05-00.
The oil filter is contained in a housing located on the accessory gearbox.
The filter element is a metallic mesh of 10 microns filtration, not cleanable.
The filter bypass valve is a spring loaded piston that senses the pressure
drop across the filter element.
The impending bypass indicator is a spring loaded magnet. The magnet
attracts a pop-out indictor button. A diaphragm senses the pressure drop
across the filter element. A thermal lockout prevents activation of the
impending bypass indicator when the oil is cold.
A drain plug for the filter is located on the accessory gearbox to allow oil
drain before removal of the housing cover.

OPERATION
The oil, from the FCOC, passes through the filter element before going to
the fuel heater.

BYPASS VALVE
In the event of excessive restriction of the element the bypass valve will
open at 30 to 45 psid.

IMPENDING BYPASS INDICATOR

When the differential pressure exceeds the set value the diaphragm moves
the magnet away from the pop-out button. The loss of magnetic attraction
allows a spring to force out the red indicator button.

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ICN-39-A-790000-G-A0126-03763-A-02-1

OIL FILTER

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
BEARING COMPARTMENT SEALING SYMPTOMS OF LABYRINTH / CARBON SEAL PROBLEMS
FUNCTION SEAL LOCATION SYMPTOMS
• to retain oil within the bearing cavities.
Presence of oil at air inlet, on the compressor and
No. 1 bearing
Bleed valve.
Labyrinth seal
DESCRIPTION Oil smell and/or smoke in the cabin.

Air pressure is used to prevent oil from leaking into areas where it is not No. 2 bearing front
required or where it would be detrimental to the engine operation, or be Oil smell and/or smoke in the cabin.
Carbon seal
discharged into the engine air off-takes.
No. 2 bearing rear At HSI, evidence of oil coking around compressor
Carbon seal turbine.
LABYRINTH SEALS
The labyrinth air seal consists of two separate parts, one stationary and one No. 3 bearing Possible smoke through exhaust on start and shut-
rotating. Carbon seal down.

CARBON SEALS
The carbon seal consists of one or two separate carbon rings, inserted in a
small housing.
The shaft rotating in front of the seal is fitted with a race. Each carbon ring is
spring loaded and can float into the housing, this will permit the rings to stay
in close relation with the race.

MAINTENANCE
Labyrinth and carbon seals are normally maintenance free items.
Premature wear would be indicated by severe engine unbalance or bearing
distress, which would be evident to the crew.
A malfunction of the oil system even though improbable, may cause flooding
of certain bearing cavities and possible smoke at the exhaust or oil smell in
the cabin.
Oil consumption is linked to labyrinth and carbon seal problems.
No repair possible at field level.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

C
B

A B C

ICN-39-A-790000-G-A0126-03753-A-01-1
BEARING COMPARTMENT SEALING

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
ENGINE BREATHER SYSTEM
FUNCTION
• to separate oil particles from air before discharging the air overboard.

DESCRIPTION
Oil is separated from the air returned to the accessory gearbox by a
centrifugal breather.
The centrifugal breather it is attached to the starter-generator gear, on the
forward end is sealed with a carbon seal.

OPERATION
The form of air sealing used at the bearing housings results in air being
returned to the accessory gearbox.
The continuous flow of scavenged air and oil causes the accessory gearbox
to pressurize. Prior to venting the air/oil mist to the atmosphere, the oil must
be separated from the air.
The pressure in the accessory gearbox forces the air/oil mist inside the
breather impeller (air/oil separator). The centrifugal force imparted by the
impeller causes the heavier oil particles to be ejected back into the
accessory gearbox.
The relatively oil free breather air flows through the center of the impeller
and out to the atmosphere via a cored passage in the accessory gearbox
front housing. The air is then directed towards an overboard vent to exhaust.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

TO EXHAUST

BREATHER
IMPELLER

CARRIER

STARTER/
GENERATOR
GEAR

CARBON SEAL

ICN-39-A-790000-G-A0126-03754-A-01-1
BEARING BREATHER

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
FUEL COOLED OIL COOLER
FUNCTION
Provide engine oil cooling with temperature regulation.

DESCRIPTION
The Fuel Cooled Oil Cooler (FCOC) is a heat exchanger that uses engine
fuel to cool the hot engine oil.
Internally, the oil can pass through an open bypass valve or, if the valve is
fully closed, through a series of baffles to pass across the fuel tubes.
If the bypass valve is partially open some oil will bypass and the remaining
oil will pass across the fuel tubes.
The bypass valve position is controlled by a wax filled thermostatic element.
The thermostatic element can also act as a pressure relief valve if needed.

OPERATION
If the oil temperature is below 60°C the thermostatic element is contracted
and the valve is fully open, in this case the oil will bypass the fuel tubes and
no heat exchange takes place.
As the oil temperature rises above 60°C the by-pass valve will begin to
close.

Should the oil temperature exceed 71°C the wax element will be fully
expanded and the bypass valve will be fully closed. All the oil will now pass
across the fuel tubes for maximum cooling.

PRESSURE RELIEF
The bypass valve contains a relief spring. In the event of a pressure
differential between the oil in and oil out (across the valve) of 40 psid the
relief spring will be overcome and the bypass valve will open to prevent an
overpressure of the unit.

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ICN-39-A-790000-G-A0126-03755-A-02-1

FUEL COOLED OIL COOLER

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OIL SYSTEM TROUBLESHOOTING

NOTE
Adjustment of oil pressure must be done only after complete
troubleshooting of the oil system.

Symptoms Possible cause and fix

Check oil pressure indicating system.

High oil pressure
Adjust/verify PRV.

Check oil level.

Check/replace oil filter.
Low oil presssure Check oil pressure indicating system.
Check for oil leaks.
Adjust/verify PRV.

Check oil level.

Check oil pressure indicating system.
Oil pressure fluctuation
Replace of filter.
PRV sticking.

Check oil level.

Check oil temperature indicating system.
High oil temperature Check air cooling fins in the compressor inlet case for cleanliness.
Check that fuel heater lines are not crossed (pre SB41014 or pr SB43013).
Fuel cooled oil cooler (FCOC) malfunction.

Oil level kept too high.

Excessive oil discharged from overboard breather
Starter-generator carbon seal (inside the AGB).

Oil leaks Blocked/restricted AGB breather tube.

Excessive oil consumption Oil level kept too high.

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Symptoms Possible cause and fix

Check for oil leaks.
Check exhaust and inlet case for traces of oil.
Blocked/restricted breather.

High Oil Level Internal leak of fuel heater or fuel cooled oil cooler (FCOC).

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

CHAPTER

80
STARTING

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SECTION 10
CRANKING

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DESCRIPTION
The engine starting can be done automatically or manually via an electrical
starter/generator motor. It is recommended that normal engine starts be
made using the auto mode. Either engine may be started first. The starting is
controlled through the EEC (AUTO mode) or the GCU (MANUAL mode).
The normal speed range for the start cycle is from 0 to 5500 rpm and the
normal speed for the generator mode is from 6800 rpm to 11078 rpm.
At all times during the start sequence, pilot monitoring of engine limitations is
required to prevent engine deterioration due to an abnormal starting
condition. Following an engine shutdown due to flameout or by an automatic
or manual shutdown initiated by the pilot, the normal starting procedure
should follow the starting requirements.
During the starting phase, the ignition system is automatically controlled and
it is turned on at the beginning of the start sequence.
The GCU incorporates an automatic starter cut-out feature, such that the
GCU will open the starter-generator line contactor at a predetermined speed
of approx. 5500 rpm to terminate the start cycle.

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ICN-39-A-801000-G-A0126-01226-A-01-1
N.1 STARTER – GENERATOR LOCATION

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OPERATION • To start the engine in MANUAL mode proceed as follows:
To start the engines in AUTO mode, the pilot uses the Engine Control Panel. • set the 1 (2) ENG GOV selector switch on the pilot collective grip to
To start the engines in MANUAL mode, the pilot uses both the Engine MANUAL and note the amber legend MAN in view on TQ/PI scales
Control Lever and the Engine Control Panel. • set the ENGINE CONTROL LEVER 1 (2) to OFF position
The engine starting AUTO or MANUAL mode is selected via the 1 (2) ENG
GOV switch on the pilot collective grip. • set the FUEL PUMP 1 (2) switch of the FUEL CONTROL PANEL to ON
Besides the engine start, cranking is required to perform the dry motoring • set the FUEL SHUT-OFF VALVE 1 (2) of the FUEL CONTROL PANEL
run for engine washing/ventilation and the wet motoring run to check for fuel to ON
leak or engine preservation/depreservation during maintenance operation. • set the ENG 1 (2) MODE selector switch of the ENGINE CONTROL
To start the engine in AUTO mode proceed as follows: PANEL to IDLE position to open the fuel shutdown solenoid to allow
• set the 1 (2) ENG GOV switch on the pilot collective grip to AUTO the subsequent engine fuel flowing
• set the Engine Control Lever 1 (2) to FLIGHT position to allow the • press the START push-button switch on the ENGINE CONTROL
engine fuel flowing LEVER 1 (2) and advance the ECL as necessary to allow the engine
set the FUEL PUMP 1 (2) switch of the FUEL CONTROL PANEL to ON fuel to flow
•
• the green legends START/IGN are displayed on left/ right side of
• set the FUEL SHUT-OFF VALVE 1 (2) of the FUEL CONTROL PANEL
NG/ITT scales respectively.
to ON
• set the ENG 1 (2) MODE selector switch of the ECP to IDLE or FLIGHT
position to open the shutdown solenoid and so to allow the engine fuel
flowing and to provide the electrical power to start and spark igniters
• the green legends START/IGN are displayed on left/ right side of NG
and ITT scale respectively
• the EEC de-energizes the start-ignition relays at 50 ±1% NG.
NOTE
The quick engine start procedure (AUTO mode) may be
carried out to speed up the take off. Set the ENG 1 (2)
MODE selector switch to FLIGHT directly, then the
second engine to FLT when NG No. 1 (2) is above 25%.

NOTE
The engine start duty cycle is the following:
- 45 seconds on, 1 minute off
- 45 seconds on, 1 minute off
- 45 seconds on, 30 minutes off

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ICN-39-A-801000-G-A0126-01227-A-01-1
N.2 STARTER – GENERATOR LOCATION

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Once the engine reaches the 49 ±1% NG, the GCU disengages
automatically the starter-ignition relays.
For the dry motoring run, following an aborted start shutdown, allow a 30 sec
fuel drain period before re-starting.
The procedure is used to clear internally trapped fuel and vapor or if there is
evidence of a fire within the engine. Observe the starter-generator duty cycle
limitations during the re-start attempts.
Proceed as follows:
• set the 1 (2) ENG GOV selector switch either to AUTO
• set the ECL 1 (2) to OFF either in AUTO or MANUAL
• set the FUEL PUMP/VALVE 1/2 switches to OFF
• pop the IGN 1 (2) circuit breaker out
• set the ENG 1 (2) MODE selector switch to IDLE if AUTO otherwise
OFF
• press the start push-button switch if MANUAL
• press the start push-button switch a second time to stop the dry
motoring run sequence if MANUAL
• set the ENG 1 (2) MODE selector switch to OFF to stop the dry
motoring run sequence if AUTO.
To start the engine for the wet motoring run proceed as follows:
• set the 1 (2) ENG GOV selector either to AUTO or MANUAL
• set the ECL 1 (2) to FLIGHT either to AUTO or MANUAL
• set the FUEL PUMP/VALVE 1 (2) switches to ON
• pop the IGN 1 (2) circuit breaker out
• set the ENG 1 (2) MODE selector switch to IDLE
• press the start push-button switch if MANUAL. The fuel flow is
delivered to the engine as fuel pump speed increases
• press the start push-button switch a second time to stop the wet
motoring run sequence if MANUAL
• set the ENG 1 (2) MODE selector switch to OFF to stop the wet
motoring run sequence if AUTO.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-801000-G-A0126-01228-A-01-1
CRANKING COMPONENTS LOCATION

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CONTROL AND INDICATORS 2 ENG 1(2) GOV AUTO/MANUAL selector switch:
The ECP housed on the console and the pilot collective levers are involved • AUTO: .............. allows the N. 1(2) engine automatic starting
in the starting when the auto mode is performed. and provides the N. 1(2) engine automatic
The ECL housed on the overhead panel, the ECP and the pilot collective control.
levers are instead involved in the starting when the manual mode is • MANUAL: ......... allows the N. 1(2) engine manual starting /
performed. wet motoring / dry motoring and provides
The MFD provides the green legend START during the starting. the N. 1(2) engine manual control.
The malfunctions are displayed in the CAS message windows.
The ECP provides the following functions: NOTE
1 ENG 1(2) MODE selector switch: When in MANUAL, the amber legend MAN in reverse
• OFF: ........ when the N. 1 (2) engine is OFF or it shuts down video is displayed on the left side of TQ scale (MFD
the engine or for the N. 1 (2) engine dry motoring Main and Cruise pages) and PI scale (PFDs).
procedure when Auto or Manual is selected
• IDLE: ....... allows the N. 1 (2) engine starting in AUTO The ECL provides the following functions:
MODE, reaching ground IDLE (65% Npt) or
engages the starter for cracking (wet or dry) in 3 ENG 1(2) START when pressed the N. 1(2) engine manually
AUTO MODE push-button: ....... starts.
• FLT: ......... allows the N. 1 (2) engine starting at the flight In MAN mode engages starter and ignition. For
nominal speed (100% NF). cranking either dry or wet, pull out IGN circuit
breaker.
NOTE
The MFD and PFDs display the green legend IDLE on
the left side of NF scale of the triple tachometers. The
amber legend FAIL is displayed on the triplo
tachometer in case of TQ/NF sensors failure. It
replaces the green legend IDLE.

NOTE
During the starting phase, the NG digital readout with
the associated pointer are white until the 49% NG is
reached.
The two green legend START/IGN are removed at the
same percentage.

The pilot collective stick provides the following functions:

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-801000-G-A0126-01229-A-01-1
CRANKING CONTROLS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CAPTIONS
The caution provided in the CAS message window is as follows:
1 1 (2) HOT START .......... the N. 1 (2) engine ITT exceeds limits
during engine starting.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-801000-G-A0126-01231-A-01-1
CAPTIONS

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ICN-39-A-801000-G-A0126-01232-A-02-1

CRANKING INDICATING

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ICN-39-A-801000-G-A0126-01234-A-02-1

ENGINE STARTING ELECTRICAL SCHEMATIC

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-801000-G-A0126-02674-A-01-1
ENGINE RELAY BOX INTERFACE (SHEET 1 OF 6)

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ICN-39-A-801000-G-A0126-02675-A-01-1

(SEE DIAGRAM OF NEXT PAGE)

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ICN-39-A-801000-G-A0126-02676-A-01-1
ENGINE RELAY BOX INTERFACE (SHEET 2 OF 6)

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ICN-39-A-801000-G-A0126-02677-A-01-1

(SEE DIAGRAM OF NEXT PAGE)

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ICN-39-A-801000-G-A0126-02678-A-01-1
ENGINE RELAY BOX INTERFACE (SHEET 3 OF 6)

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ICN-39-A-801000-G-A0126-02679-A-01-1

(SEE DIAGRAM OF NEXT PAGE)

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ICN-39-A-801000-G-A0126-02680-A-01-1
ENGINE RELAY BOX INTERFACE (SHEET 4 OF 6)

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ICN-39-A-801000-G-A0126-02681-A-01-1
(SEE DIAGRAM OF NEXT PAGE)

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ICN-39-A-801000-G-A0126-02682-A-01-1
ENGINE RELAY BOX INTERFACE (SHEET 5 OF 6)

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ICN-39-A-801000-G-A0126-02683-A-01-1
(SEE DIAGRAM OF NEXT PAGE)

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ICN-39-A-801000-G-A0126-02684-A-01-1
ENGINE RELAY BOX INTERFACE (SHEET 6 OF 6)

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PAGE INTENTIONALLY LEFT BLANK

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

CHAPTER

95
CREW ESCAPE AND SAFETY

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

SECTION 60
IMPACT PROTECTION AND
FLOATATION

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GENERAL DESCRIPTION
The Emergency Flotation System is used to allow a helicopter in difficulty
over water to ditch and to remain afloat long enough to evacuate the person
aboard.
It can be activated automatically by means of four water sensors, or by
means of a manual control activated by pilot/copilot. Manual firing and
deployment of the EFS is provided as backup for the automatic inflation
feature in case of the automatic inflation malfunction.
The system consists of 4 installations two mounted on the fwd zone, two on
the aft zone of the helicopter. Each installation is pre-packed in a pack-board
installed in a compartment located on the helicopter forward and aft
fuselage.
The flotation system structure is attached to the helicopter frame with bolts.
Each pack-board consists of an installation assy composed by a support
structure assy to interface the helicopter fuselage structure, a flotation bag
assy closed by a closure system assy, the fitting and gas distribution assy.
Moreover, each of the two aft installation include and support an inflation
system consisting of helium gas pressurized vessels directly connected to
pyrotechnic actuated valves, the discharge valve then is connected to the
relevant float by means of air-retain flexible distribution hoses.
The fwd and aft structure consist in a support structure made by CFRP with
honeycomb inserts. The structures interface directly with the helicopter
fuselage structure by means of bolted junction in correspondence of the
dedicated part of the helicopter frame.
The interface profile of the structure is properly stiffened by means of
additional CFRP layers in order to allow a correct redistribution of the
ditching and buoyancy loads on the helicopter fuselage. The structure
presents, moreover, interfaces for the float bags connection webbing.
The zones in direct contact with aluminium parts are coated by means of
fibreglass shell to avoid electrolitical corrosion effects. The honeycomb
zones interested by the bolted junctions are locally reinforced by means of
special cement.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-956000-G-A0126-01236-A-01-1
GENERAL PRESENTATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
DESCRIPTION AND OPERATION OF THE MAJOR The gas volume to inflate these supplementary floats is directly taken by the
COMPONENTS main compartment (1 for the fwd float, 2 for the aft float) and represents a
negligible quantity respect to the global float volume.
PRIMARY COMPONENTS Handhold/ life lines will be installed on each float to allow persons to hold on
to an upright or inverted helicopter. The float are manufactured with a nylon
The Emergency Flotation System includes the primary components that
fabric polyurethane coated following a special process of bonding.
follow:
• The forward left and right float assembly.
• The aft left and right float assembly. AFT LEFT AND RIGHT FLOATS ASSEMBLIES

• The bottle assembly. The aft float assemblies are installed one on the left side and one on the
right side of the aft fuselage. Each aft float assembly has the shape of a
• The forward submersion switch. truncated cone and includes hemispherical bulkheads. Each aft float
• The relay (K41). assembly is divided into four sealed compartments that are not connected.
The aft left and right float assembly includes:
• The relay (K42).
• The gas-inlet non-return swivel-valve.
• The aft submersion switch.
• The inflate and deflate check valve.
• The relief valve.
FORWARD LEFT AND RIGHT FLOAT ASSEMBLY
NOTE
The forward floats are cylindrical shaped with hemispherical bulkhead,
divided into three independent sealed compartments. The aft floats are a Both FWD and AFT float assys may have 2 different configurations:
truncated cone shape with hemispherical bulkheads, divided into four rigid or soft cover.
independent sealed compartments.
Each compartment is equipped by means of a gas inlet no return swivel
valve, an inflate/deflate check valve and a relief valve. The float connection
to the structures is done by means of special girts Kevlar reinforced bonded
on the float fabric.
These girts allow the float withstand to the vertical and horizontal loads
components and allow the right position during flotation. Though these girts,
the float are connects to the structures by means of bolted junctions.
Moreover, the floats are surrounded with two longitudinal Kevlar webbings.
Each webbing is connected separately, by means of a Kevlar connecting
band, with respectively the fwd and aft zone of each structure. This solution
allow correct axial load distribution between the two load carrying zones. In
order t allow the floats to maintain the correct position under the ditching and
floating loads, each item is equipped with a supplementary float (Bug Bag)
with small volume acting on the float itself and on the helicopter fuselage
structure.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-956000-G-A0126-01237-A-01-1
MAJOR COMPONENTS AND LOCATION (SHEET 1 OF 3)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
LEFT/RIGHT BOTTLE ASSEMBLY
The two bottle assemblies are installed in the aft left/right float assembly.
The bottle are filled with helium under pressure. Three electrical connectors
connect the left float assembly directly to the relays K41 and K42 and the
emergency flotation control panel.
The bottle has a charge valve connected to the inflate hose and a pressure
gauge. The bottles are attached to the structure with clamps. The clamps
are installed on a support attached to the float assembly structure. An
insulation strip is also installed on the bottles.

RELAY K41
The relay K41 is installed in the aft fuselage structure. Three screws and
three washers attach the relay K41 to The socket K41P1. three electrical
connectors connect the relay K41 to the aft right bottle assembly (E16), the
aft left bottle assembly (E15) and the emergency flotation control panel
PL11.

RELAY K42
The install position of the relay K42 is on the rear fuselage structure. Three
washers and three nuts attach the relay K42 to the socket K42P2.
The electrical connectors connect the relay K42 with the emergency flotation
control panel.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-956000-G-A0126-01238-A-01-1
MAJOR COMPONENTS AND LOCATION (SHEET 2 OF 3)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
AFT SUBMERSION SWITCHES
The aft left/right submersion switches are installed in the left/right main
landing gear bay respectively. An electrical connector connects the
submersion switch to the emergency flotation control panel.

FORWARD SUBMERSION SWITCHES

The forward left/right submersion switches are installed in the nose landing
gear bay. An electrical connector connects the submersion switches to the
emergency flotation control panel.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-956000-G-A0126-01239-A-01-1
MAJOR COMPONENTS AND LOCATION (SHEET 3 OF 3)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CONTROLS AND INDICATORS
The Emergency Flotation Control Panel is installed in the right side of the
interseat panel and has the flotation armed/off control switch that has the
functions that follows:
1 FLOATS EMER switch:
• OFF: ................. The Emergency Flotation System is de-
energized.
• ARM: ................ The Emergency Flotation System is
energized to operate in automatic mode.
2 FLOATS EMER TEST:
• Pushbutton: ............ pressed, verify the integrity and
continuity of the electrical activation
circuit.
3 LH / RH Bottles Lights:
• ON: ....... When the system is check satisfactory. The four
indication lights (LEDs) will illuminate to confirm
the integrity of the circuit to the discharge
cartridge.

CAUTION
IF FLOAT ARM CAUTION IS ILLUMINATE, PRIOR TO THE
FOLLOWING PROCEDURE, DO NOT CONTINUE AS THE
FLOTATION SYSTEM HAS MALFUNCTIONED.

CAUTION
DURING THE FOLLOWING TEST PERSONNEL MUST NOT BE
CLOSED TO FLOTATION BAGS AS AN INTERNAL
MALFUNCTION OF THE FLOAT SYSTEM MAY CAUSE THE
FLOTATION TO INFLATE.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-956000-G-A0126-01240-A-01-1
CONTROLS AND INDICATORS (SHEET 1 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
The FLOAT guard and the FLOAT switch installed on the pilot collective
grips have the functions that follow:
• OFF (Guard down):......... The EMS is does not operated manually.
• ARMED (Guard The electrical power is available to the two
up):......................... armed relays and the trigger switch.
• FLOAT When pressed, the trigger actuated the two relays
switch:.......... are energized and the electrical power is supplied to
the float squib valves (the floats inflate).

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-956000-G-A0126-01241-A-01-1
CONTROLS AND INDICATORS (SHEET 2 OF 2)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
CAPTIONS
The #1 or #2 FLOATS ARMED caution message comes in view on the MFD
CAS window when:
• The pilots lift the FLOAT guard.
• The pilots push the FLOAT switch.
• The flotation ARMED/OFF control switch is ON.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-956000-G-A0126-01242-A-01-1
CAPTIONS

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00
FUNCTIONAL DESCRIPTION
The inflation system shall be compatible with aircraft 28 V nominal DC
supply (minimum working tension 12V).
The EFS is actuated, in case of emergency only, in automatic mode by
means of four water sensors.
In case of water sensors malfunction (failure) a manual operating procedure
can be activated from the H/C pilot/copilot.
The electric impulse, generated from the water sensors or from pilot/copilot
command, causes the activation of the pyrotechnic charge in each cylinder
head.
As a result, the frangible pillar will be broken and the high pressure gas
inflates the inflatable compartments.
The float bags expand causing the opening of the cover, deploy outside its
containing structure and assume their design shape.

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-956000-G-A0126-01243-A-01-1
FLOTATION SYSTEM INSTALLATION

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-956000-G-A0126-01244-A-01-1
SCHEMATIC DIAGRAM (AUTO MODE)

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 TRAINING PUBLICATION PMC-39-A0126-BB001-00

ICN-39-A-956000-G-A0126-01245-A-01-1
SCHEMATIC DIAGRAM (MANUAL MODE)

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